Stevin Construction B.V. Royal Volker Stevin

Transcription

,
THE
The Journal of.the Institution of
Highway EngIneers Ie 14'f:fA
Stevin Construction B.V.
Royal Volker Stevin
fjla.
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When a pavement has
to be tough enough to
vvrrh~andcon~antheavy
loads. Has to be unaffected
by oil, petrol and chemical
spillage. Mu~ shrug off
vvinter freeze thavv action year
after year, and look something
more cheerful than dull, flat
and black, the list of
options shrinks dramatically.
.I,
!
Add the criteria of quick to
lay, negligible maintenance,
and pretty-as-a-picture, and
you are left vvith one.
';
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wO@@[IT
[PGJwBlli)~
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Mlawshalll"
mono
Sales Enquiries: Mono Concrete Ud.
Sunderland Road. Sandy. Bedfordshire
SGI9 JOV Tel: (0767) BIOII
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NEW YEAR MESSAGE
I
t is customary at this time
of year to look back and
learn from past experience,
and to look folWard with hope
and vigour to the New Year
and make resolutions as to
how we can do better and
make progress in the coming
year.
.1982 was the-year when
the Institution
decided to
broaden its membership base
and to concentrate upon be. coming more functional with
the intent of embracing other
disciplines,
providing
that
those applying for member.
ship are involved in highways
and associated matters.
I hope that 1983 will prove
to be the year when our
membership does increase
substantially,
and that we
can choose a name that will
adequately reflect the membership and our new role.
This broadening should not
in any way dilute our expertise
- it should increase it and
not destroy the uniqueness
of our Institution.
We are suffering at the
present time from the effect
of a national and international
recession, but historically our
profession has always been
to the fore in the regeneration
of more prosperous times.
I hope all of our members
are ready to play their part
and react with speed and
effectiveness when we are
called upon so to do.
May I wish you all a very
happy and successful year.
CONTENTS
Economic Use of Bituminous
Materials
J. Hill, MIMunE., FGS., MIHE.,
DipHM
3
The Orwell Bridge - An Out.
standing Example of British
Design
20
Inquiry Into Road Maintenance(Institution's Evidence to House
of Commons Transport
Committee)
30
A Critical Debate
A. Onions, FICE., FIMunE.,
FIHE.
34
London's Transport Problems
(Report on Greater London Branch
Seminar)
36
Institution
news
38
Highway and Traffic Technicians
Association news
42
46
Journal Index
The Institution
of Highway Engineers
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Telephone: 01- 730 5245/7
President:
Secretary:
LJ. Cox. FI H E.
Miss P.A. Steel.
BA.
The Institution is responsible neither for
statements made nor opinions expressed
in this Journal.
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JANUARY 1983
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°The Institution
of Highway
Engineers 1983
THE JOURNAL OF THE INSTITUTION OF HIGHWAY ENGINEERS
~
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ECONOMIC USE OF
BITUMINOUS MATERIALS
J.
Hill.
DipHM.
THE AUTHOR
Mr Hill served his registered training
under the County SUlveyor of Derby'
shire. In 1962 he was engaged on the
design and construction of SandiacreStap leford by. pas 5 moving, in 1965. to
Gloucestershire ce, where he controlled the County Council's M4 Motor'
way laboratory.
Specialising in soils and materials
he moved to li ndsey CC in 1967 where
he established and developed its Soils
and Materials laboratory. The author
is currently responsible for lincolnshire
CC's Materials laboratory which pro'
vides a service to highways. planning
and architects departments together
with district councils, other county
councils and commercial clients.
He is a member of the County
Surveyors' Society's Pavement Assess'
ment Group and an active member of
the Northern Counties Soils and
Materials Engineers' Group. He was
joint author of the Paper "The
Deflectograph - A Practical Concept"
published in the Journal in February.
1976.
THE PAPER
The author feels strongly about the
"state of knowledge" or "state of art"
that exists in the construction and
maintenance of highways. The Paper
is an attempt to stimulate discussion
and encourage engineers to adopt. a
more numerate questioning approach
to established practice.
A theme for this decade should be
"making the most of it" and this can
only come about by an integrated
approach to plant, materials. traffic
and a better knowledge of the effect of
these variables on future pavement
life. More "lateral thinking" is called
for ifthe "Economic Use of Materials"
is to be achieved.
JANUARY 1983
MIMunE.
FGS.
MIHE.
Introduction
The economic use of materials can
only come from an integrated approach. it must be founded on a
definite policy itself evolved from an
up-to-date working knowledge of
plant. materials and the effect of
traffi c.
The practising engineer should
know the relevant performance of
different compaction plant and why
the control of voids is' important in
the placing of bituminous materials.
He should make positive choices. for
example. over which aggregate and
material is to be used for a bituminous
wearing surface based on its previously measured performance.
Too often one sees inadequate
compaction plant on site, sub-bases
that are so impervious that the least
drop of rain and trafficking causes
them to "sponge"; bituminous material
being laid without a thermometer in
sight; pre-coated chippings, required
for skid resistance and texture depth
in hot rolled asphalt, being applied at
grossly inadequate rates of spread;
asphalt tracking in canalised traffic
conditions requiring replacement after
only five of its 20 years lifel How
many engineers ensure that material
incorporated in the works are what
are specified? Is it general practice to
sample and test the delivered and or
"placed" product at a statistically
relevant level and in a proper manner?
How can we make progress with
the design of carriageways if we are
unable to be numerate about what is
achieved in the field? Equally fundamental to the maintenance engineer
is the decision-making
process of
when and where to carry out remedial
works. Are the decisions based on
subjective judgment or assessment
by the use of Deflectograph and
SCRIM machines? Is the Deflectograph survey being interpreted by an
expert as part of an overall engineering
assessment or being processed by a
computer engineer?
It will be seen that knowledge is
limited in some areas covered by the
Paper. I hope that the reader will
attempt to search out the answers for
his own local situation. Materials are
expensive, funds in real terms are
diminishing, we must all, therefore,
make much more effort than has
hitherto been the norm if we are to
command respect as engineers. We
cannot expect respect from the public
at large if. for example, motorways
that have been "designed" for a 20
year life required urgent and disruptive
maintenance after only five years.
The elements
The basic elements of an integrated
approach are in my opinion:1) Adequate training policies.
2) A surfacing policy.
3) A sound knowledge of materials.
particularly bituminous materials.
1
(1) TRAINING
Perhaps our greatest resource is
people, yet national and local training
records are often poor. Training is a
"soft" budget when operating costs
have to be cut. Often we appear to be
more easily persuaded to replace an
excavating shovel, or a one tonne
van, than to invest a similar $um in
the training of people. Which expenditure. in either the long or short
term. really provides the better return?
I believe that the prime investment
should be in people. What does your
organisation spend on training and
what does it spend on plant replacement. are the ratios correct? As a
result of my experience and research.
I would suggest that the following is
not untypical:-
Ii) Training Budget
Local authorities - % to 1 per cent
total turnover
Medium-sized quany - % per cent
total turnover
(ii) Plant Budgets (new purchases)
Local authorities - 3 to 5 per cent
total turnover
Medium-sized quarry - 10 to 20 per
cent total turnover
(iiil Product Knowledge
and Research
Local authorities - % to 1 per cent
total turnover
Medium-sized quarry - Y2 per cent
total turnover
A good training programme with
its commitment to regular technical
updating of staff, from the roadworker
to the most senior engineer, will
ensure a ready appreciation oftoday's
and tomorrow's technology. It should
ensure that change is for the better
and lead to an honest acknowledgement of the limits of any individual
knowledge and expertise.
2. A SURFACING POLICY
A successful surfacing policy will
embrace many elements, the principal points to consider are:-
3
(a) Strengthening capabilites
(bl Skid resistance properties
Expected life of treatment
(d Riding quality, noise, spray criteria
(e Initial cost, cost per annum of
proposed treatment
If) Aesthetic appeal
(g) Standard route or area treatment
Knowledge is limited in some areas, I
hope that the reader will attempt to
search out the answers for his own
local situation.
TABLE 1.
RELATIVE PERMEABILITY OF BITUMINOUS
MATERIALS
Material
Relative Permeability
40mm single course
121
40mm single course plus 'Sealing Grit'
81
40mm Dense Bituminous basecourse
10
Fine cold asphalt
3
Hot rolled asphalt
1
(Cl
(a) Strengthening
Capabilities
1. What improvement is needed?
Is the existing carriageway in an un.
satisfactory state from a structural
point of view, or does it merely require restoration of desirable carriageway surface characteristics? Has a
Deflectograph survey been carried
out to determine the overlay thickness
required? The Deflectograph is a very
powerful analytical aid provided it is
used as part of an overall engineering
assessment technique. It can be used
for many things including:-
I
iI
ii)
l ii il
(Iv)
(v)
(vi)
(vii)
lviii)
(Ix)
lx)
(xiI
Precise location of weak areas
Indication of level of failure, i.e.:
sub-grade, base or surfacing
Assessment
of maintenance
programme priorities
Design of overlays for increased
traffic
Determining position of c.oncrete
slabs
Evidence on route suitability at
planning enquiries
Acceptance test for development
roads and private streets
Assessment of RN29PI design
techniques and new carriageway
construction
Public Utilities - before-andafter surveys
Assessment of stiffening properties of different
bituminous
materials
Development of edge widening
specifications and techniques.
2. What are the overlay materials'
properties?
What thickness and types of material
will give the desired improvement?
Are the materials given in Road Note
29l11, Department of Transportl21 and
British
Standardl31
specifications,
really equivalent in performance and
expected life span, consider the relative permeabilities shown in Table 1.
Is the effect of time, temperature, fuel
spillage, traffic loading etc, on different
materials known?
3. What surfacing trials have been
carried out?
Have typical materials been laid under
known conditions? What sort of trials
were they? Wearing course material
for skid resistance and strengthening
properties? Basecourse for skid resistance, wearing
properites
and
strengthening capability? Were the
trials carried out on a scientific or
subjective basis, are they of real
value?
(b) Skid Resistance
1. What skid resistance is required?
4
THE HIGHWAY ENGINEER
Has a policy been evolved for the
skid resistance required for different
categories of site?
How does speed, radius of curvature, gradient etc, relate to the level
of skid resistance required? A plan
should be prepared for the whole
highway network showing the desired
minimum skid resistance levels.
There is much published useful
information,
in determining
these
criteria in particular TR Rl Reportsl41•
2. What treatment 'will provide the
desired skid resistance? How relevant
is texture depth and what can be
achieved in the field?
Will it be a surface dressing, normal textured wearing course, gapgraded open-textured wearing course,
hot rolled asphalt with pre-coated
chippings, ordinary dense bitumen
macadam basecourse? One must be
able to answer these questions in
order that a sound decision can be
made on the right surfacing treatment.
3. What aggregates are satisfactory?
Again TR Rl have carried out some
useful work relating site performance
to basic aggregate characteristics,
notably aggregate abrasion values
and polished stone values for different traffic intensities. Surfacing
trials will establish how local aggregates perform. Like all TRRLinformation the publications are for guidance
only, local exceptions may and do,
occur.
(c) Expected Life
1. What is the desired life?
Has the required life been clearly
determined by the surfacing policy?
Will the traffic density change significantly in the near future? If it is an
extremely sensitive site, then presumably the surface treatment will
be required to last the maximum of
time, similarly heavily-trafficked sites,
with their consequent delays and
congestion, should have a long life
span from a surface treatment.
2. Typical life of materials
a) Surface dressings?
bl Wearing courses?
lc) Basecourses?
It is my experience that many basecourse materials provide a satisfactory
level of skid resistance and yet, in the
past, have been overlaid because of
their "alleged" poor skid resistance.
Similarly "expensive" wearing courses
have often failed, due to inadequate
support from the underlying road
structure, and not because of any
failure within themselves.
3. Cyclical maintenance
If a policy of cyclical maintenance is
pursued will this mean treatment of a
length before it is strictly necessary?
!
Can that ever be justified?
(dl Costing
What is the cost per square metre of
different treatments? Are the rates of
spread of materials determined from
measured trials work, or are they
estimates? Bearing in mind the different lives of anticipated treatments,
what is the cost per annum per
square metre for each treatment? If,
on either the basis of initial cost per
square metre, or cost per annum, one
arrives at an equal cost situation,
which material will give the better
performance? All these questions
need to be known before a rational
decision can be made, as is the
validity of the discount factor and
method used for making the financial
judgement.
.,
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e) Riding Quality
n the area of riding quality, what
must be clearly defined and differentiated between, is that which is
acceptable from that which is desired. Here the highway engineer, in
my opinion, often pursues a level that
the general public do not hold as
being necessary. Perhaps different
criteria should apply to different traffic categories. Equally it is true to say,
that in the past the highway engineer
has often neglected or underrated
some areas of driver comfort, notably
spray from motorways and splash
conditions on urban carriageways,
even the question of noise has become an unnecessarily vexed issue,
due to lack of forethought. How is it
that we have new lengths of concrete
carriageway that need advisory notices
warning the consumer not to be
worried?
If) Aesthetic
Appeal
How often does the highway engineer take into account the surrounding fabric of the carriageway, is
his treatment sympathetic with the
prevailing countryside? Does it fit in
with the warm, stone built houses
and cottages or is it a glaring ribbon
slashing the countryside in two? Is he
consistent in his treatment or is the
carriageway within a comminity a
cloak of many colours and textures?
A future maintenance nightmare!
From a road safety point of view,
has enough thought been given to
"feature spotting", are junctions a
different colour, bends adequately
depicted? It is suggested that this
can easily be dealt with, using normal
aggregates within a surfacing policy.
Others have shown these simple
measures to be a very economic use
of materials.
JANUARY 1983
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ECONOMIC USE OF BITUMINOUS
(g) Standard Route or Area Treatment
What are the merits of defining a
standard surface treatment for a route
within a county? Perhaps the colour,
texture, life of treatment. noise levels
and spray criteria could be fixed for
specific routes within the county and
then re-surfacing and new construction harmonised to that end. Economic
factors may mitigate against this
philosophy and it may not be practical
engineering for long routes. However
it is possible to achieve these general
aims within housing development
areas for example.
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3. MATERIALS KNOWLEDGE
It is not possible to deal exhaustively
with all materials within this Paper,
some factors relative to the choice,
placement and performance of bituminous materials are covered to illustrate the general principles.
The bituminous materials industry
has a low technology base, a poor
train ing record and a typical "lead
time" of 10 years for any "new" idea
to get a firm foothold. Against this
background we have had large scale
failures by way of slippage, rutting
and premature structural failure of
motorways
and
other
heavilytrafficked roads, Material currently
costs over £20 per tonne, a paving
machine is capable of laying up to
£10,000 of materia I per day, a lorryload is worth £400 and yet we seem
to give very little emphasis to:(a) Temperature control
(b) Selection of correct nominal sizes
and control of specified thickness
(d) Binder selection and control
(e) Design of material (recipes prevail)
If) Value for money and long term
durability
9) Fitness for purpose
1h) Productivity and efficient plant
utilisation
(i) Compliance with specification.
I propose to consider these factors in
greater deta il and, thereby, illustrate'
the bounds of our knowledge and
perhaps, our application to quality
control in the field.
(al Temperature Control
British Standards give guidance, and
in places specify, the temperature to
be used for storing binders, mixing,
transporting and laying of bituminous
materials. How many organisations,
who do check these temperatures,
do so with an accurate thermometer,
employ a capable person to operate
it and vest in them authority to act in
a case of non-compliance? How many
people know where and how to
measure the temperature of delivered
material, laid material, temperature'
of the surface and preva iling air temperature etc? Temperature control is
vital if we are to ensure that:(1) Binders are not unacceptably
hardened
JANUARY 1983
TABLE2. RECOMMENDED
P.SPHALT
MATERIALS
TEMPERATURES
FOR PLACING HOT ROLLED
Penetration Softening Point °CMaximum Temperature
Range of
Grade
(Ring and Ball)
in Paving Machine DC Rolling Temp DC
70
52 max
140 1190)
90-125
180-190)
50
56 max
145 190)
100-130 (100-190)
35
62 max
150 190)
110-135 (120-190)
) BS594 limits,
10
9
D.Tp,
8
"- -,,-
7
......
6
Tamp.
°c
5
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'::a....
4
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--
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-"
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4
6
8
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Limll
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November
March
December
January
~~.--,
February
2
o
o
2
10
12
14
16
18
20
22
24
Time 01 Day (hra)
Fig,
NOTE:
1 AVERAGE
AIR TEMPERATURES
50% of temperatures
Temperatures
TABLE 3. WIND
for
will
be below
AT HEATHROW
lhasa
sill I air, no correction
figures
for
on average,
wind.
CHILL FACTORS
Actual Still Air Temperature
12
8
2
Wind Chill Temperature
Slight breeze
10km/h
12
7
0
Moderate breeze
25km/h
8
0
-9
Strong breeze
45km/h
3
-4
-13
Moderate gale
55km/h
1
-6
-16
Wind chill temperature = equivalent still air temperature.
Wind
Description
Wind
Speed
(2) Rolling and compaction takes
place to full effect
3) Asphalt slippage is to be avoided
14) Failure through fretting is to be
prevented
(5) Correct chipping penetration and
retention in HRA
Are the temperatures given in the
British Standards adequate, will they
avoid failure? The Working Partyl51on
slippage believed not and recommended tighter control as shown in
Table 2.
THE JOURNAL
(DC)
-4
-7
-17
-22
-25
This move has been reinforced by
the DTpl51 in HD/2/79, "Laying of
rolled asphalt to Clause 918 and
2809 shall cease when the temperature falls below SaC, or the air temperature falls below 8°C",
Study of information given in TRRL
SR624Fi shows that the old blacktop
hands were perhaps correct when
they asserted that asphalt should not
be laid in winter.
Figure 1 shows the average air
temperature
at London Heathrow
OF THE INSTITUTION OF HIGHWAY ENGINEERS
5
I ECONOMIC
USE OF BITUMINOUS
November to March inclusive. No
correction has been made for wind. It
will be seen that, on average, temperatures are too low for laying asphalt
in the months of December, January
and February, if an aoe minimum
temperature
criteria
is adopted
(HD/2/79). On average one can only
lay between 1200h and 1800h, in
November and March.
Figure 1 shows how little time is
available from when the material
enteres a paver to when final compaction mush be completed. No time
for tea breaks!
Figure 2 also illustrates the important effect of surface wind speed
on the satisfactory laying and compacting of bituminous materials. Table
3 shows a simple assessment of the
"chill factor" for winds of different
speed ..
Figure 3 taken from a Paper given
by TRRUBI in San Diego, February
1981, shows a similar relationship
for mid-depth temperatures of dense
bitumen macadams laid 60mm thick
in an air temperature of 2°C, wind
speed 8kmph. The figure illustrates
that longer times are available for a
thicker lih than for hot rolled asphalt
shown in Figure 2. Also illustrated is
an explosion of the myth that 200
pen macadam is more amenable to
laying in cold weather than 100 pen.
The 200 pen macadam became too
stiff after 18 minutes, whereas the
100 pen took 30 minutes to reach
the same viscosity.
Temperature at time of compaction
directly controls voids achieved for a
given level of compaction and Figure
4 shows that effect for HRA wearing
course.' It will be shown later how
critical void content is, with regard to
performance. How ohen do we see
rollers attempting to compact HRA
below 100°C in winter months?
Placing a hand on the asphalt is no
way to determine temperature if 1OQoe
is the minimum permitted!
Table 4 shows the results of trials
carried out in Lincolnshire in the
early 1970s to study the effect of insulation in veh icles. The air temperature was 3°C, a medium breeze was
blowing' and the lorries averaged
40km/h, on their three hour haul to
the site. The reader may be surprised
to find that the rate of loss of temperature was less in transit than
when stationary.
The effects of insulation and adequate sheeting on the prevention of
cold corners and/or "skinning" ofthe
materials, are shown in Table 5.
The most recent designs of wellinsulated and adequately sheeted
lorries reduce temperature loss in an
equivalent situation to 3-4°e/hr.
.With a permitted temperature range
for a 100 pen dense bitumen macadam, from 165°e maximum mixing
temperature to a minimum site deliv-
6
Moderate
breeze
MATERIALS
25
20
....
Gentle
breeze
15
"tl
Slight
breeze
10
......
J:
E
~
Q)
Q)
c.
U)
-c
c:
5
==
0
5
15
10
Air Temperature
Fig. 2 TIME AVAilABLE
(HRA wearing course
100 Delivery
20
DC
FOR COMPACTION
machine laid at 150 DC)
Temperature
EJ)
90
Point
corresponding
with viscosity
10 J Poise
80
(,)
0
~
70
::J
....
OJ
0-
E
60
<Il
I-
100 pen binder
50
40
200 pen binder
30
0
Time after
Fig. 3 RATES
(Thickness
laying (mine)
OF COOLING
60mm
Wlndspeed
ery temperature
of 105°e, ample
time is avai lable for the prudent
producer and supplier. Proper utilisation of vehicles should eliminate
complaint on site and could contribute
DENSE BITUMEN
8 km/h
MACADAM
Air Temperature
2 DC)
useful energy savings by permitting
plant mixing at lower temperatures.
There is no excuse for mixing above
permitted temperatures just because
it is winter, nor for delivery to site
JANUARY 1983
Pipe laying. Cable replacing. Emergency repairs. They all add up to one thing.
Another hole in the rood.
Inevitable? Yes,but not the fill-dig-fill sequence which follows. Yau've
experienced it. A temporary reinstatement. Later, the same site is revisited and made good
with permanent bituminous material.
Result?Tw;ce the aggravation, time and trouble. Notto mention money.
E.C.C.Quarries hove perfected a pennanent reinstatement surface which
complies with the grading and binder content of BS4987.lt's called ECGtex- and
pronounced Easytex!
ECCitex's attributes include a very long stockpile life, with lessresultant waste. It's
ready for traffic use immediately after rolling and isavailable throughout England and Wales
from E.C.C.Quarries.
ECCitex is used and approved by over sixty County Councils, District Councils
and Public Utilities .
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•••If you want to find out more,
,
fill
in this.:~;'nds;n;;t;;jth:;;th-:;;d:s:sbe;;;w~
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WESTERN REGION
E.C.C. Quarries Ltd. Rockbeare Hili Quarry, Exeter, Devon. EX5 2HB Tel: Whimpte 822494
EASTERN REGION
E.C.C.Quarries Ltd. Croft, NrLeicester. LE9 6GS Tel: Sutton Elms 282601
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~~!.S~C!P~E ~~ '!!M!E'~E.!.~F~1J!A2..E=-,,~N!!'!J
JANUARY
1983
THE JOURNAL
OF THE INSTITUTION
OF HIGHWAY
ENGINEERS
7
I ECONqMICUSE
.OF BITUMINOUS MATERIALS
below temperature.
Good temperature control of both
the delivered and layed material,
careful assessment of ambient temperature conditions and the existing
road temperature are all important
and vitally affect the Iife of the macadam and the total road pavement.
Calculations carried out at Nottingham University by Brownl9i, using
analytical procedures, illustrate the
potential for shortening pavement
life if courses are not adequately
bonded together. Table 6 dramatically
illustrates why control of the laying
process is necessary and should be
fully exercised.
band h Compaction,
Productivity
and Efficient Plant Utilisation
The specification of compaction in
British Standards is limited to a brief
description of the roller to be used
and a few general platitudes about
material being "uniformly compacted"
etc. Nowhere is the e~d product
specified; a serious shortcoming in
my opinion. Minimum density and or
'maximum voids should be specified
for all materials and the contractor
left to use which roller he decides
will meet the bill. Much work is now
being carried out on an experimental
basis with vibrating rollers. The UK
appears to be a decade behind Europe
and USA. Figure 5, taken from 'The
Design and Performance of Road
Pavements'liD),gives a brief illustration
of the typical performance of a three
wheel roller. In normal use the wheeltracks get the least compaction and
the oil lane has the best.
Six separate trials over the last two
years in Lincolnshire, where the performance of standard tandem vibrating hand steered rollers deadweights
0.8-1.2 tonnes, standard 10 tonne
deadweight 3 wheeled. rollers and
new generation tandem vibrating
rollers of deadweight 2-2.5 tonne
and 6 tonne have been investigated,
are shown in summary form in Figures
6 and 7. The standard trial material
was 28mm Dense Bitumen Macadam
100 pen binder, slag aggregate laid
100mm and 75mm thick. The transverse density profile shows the typical
failure of the 10 tonne deadweight to
compact adequately in the wheel
paths. The message from these figures
is clear, the new generation tandem
vibrating rollers, 2-2.5 tonnes and 6
tonnes, compact to an even transverse density, to a higher density
than that achievable with the other
rollers studied and with less passes.
Speed in transit during compaction
is also faster. Progress IS at hand!
Another conclusion is that no matter
how many passes are given by the
typical 0.8-1.2 tonne tandem vibrating
hand steered rolle'rs, they will never
achieve the density realised by the
new generation rollers.
8
TABLE 4. DELIVERY
TR IALS)
FACTORS AFFECTING
TEMPERATURES
TEMPERATURE
In Transit
4.5°C/hr
Insulated Lorry
Non- insulated Lorry
(CLAXBY
LOSS
Stationary
6.9cC/hr
5.5°C/hr
7.3"C/hr
TABLE 5. DELIVERY FACTORS AFFECTING TEMPERATURES (CLAXB'f
TR IALS)
% of lorries with cold corners. etc.
Insulated double sheeted lorry
3%
Non-insulated single sheeted lorry
37%
• i.e: sufficient to adversely affect laying.
30
..
CD
,g
'0... ...
25
(I)
..
:l
E
:l
E
20
'"
(I)
Q.
c
l/l.
'0
0
;>
0;
E
-
(I)
E -
~
15
0)
1I)
10
5
175
200
150
Compaction
Flg.4
EFFECT
OF TEMPERATURE
75
100
125
Temperature
ON VOIDS
50
25
DC
ACHIEVED
IN HRA WEARING
COURSE
2.44
-
.. ..
"
C
6
"'E 2.40
,
24
0
i
to
7 .9
::E
:. 2,36
: 16
a
C
..
6
~
c:
D
...
0
c:
iii
c" 2.32
"E
0
."
6
Ll
'0
10::>
::l
Z
0.4
1.2
2.0
Distance
Fig. 5 VARIATION
OF DENSITY
AND ROLLER
WIDTH
More extensive reference is given
in a Paper published by Lister and
Powell
and
presented
to
EUROBITUMElllj in 1978: Figures 8,
9, 10 and 11, taken from this Paper
show the critical interrelationship
between voids achieved in the com-
PASSES
OF DENSE
ACROSS
2.6
3,6
(m)
THE lAID
BITUMEN-MACADAM
pacted material and:(a) pavement deflection, where a
small reduction indicates a significant
extension of life.
(bj stiffness of the bituminous material
which directly affects load spreading
capability.
JANUARY 1983
I ECONOMIC
USE OF BITUMINOUS MATERIALS
lei resistance to rutting, a significant
factor in pavement serviceability.
The Figures also show how voids and
roller passes are related, in this case
for a nine tonne tandem deadweight
roller.
The voids achieved also affect the
weathering of the binder and this, of
course, directly affects durability.
Study of these figures shows that
several options are available to the
road builder:
(i) For a given level of compaction,
increased binder content can reduce
deflection and increase the stiffness
of the macadam.
(ii) A similar performance can be
obtained with a lower binder content
if compaction is increased.
(iii) At a given binder content, increased compaction will reduce deflection, increase stiffness and reduce
rutting. A four per cent reduction in
voids can offer a 30 per cent in-'
crease in stiffness and can halve the
amount of rutting.
Further corroboration is offered by
the same authors in the 1982 San
Diego Paper. Figure 12 shows the
relationship between void content
and stiffness modulus for a dense
bitumen macadam base course. For
comparison purposes the voids found
in the Lincolnshire compaction trials
have been plotted on the graph and
are summarised in Table 7. The void
levels shown are the best achieved in
the trials, typical field void results are
often significantly higherfor 10' deadweight and 0.8-1.3 tandem rollers.
The importance of stiffness in
pavement life can be demonstrated
using further data, provided
by
Brown!91 and shown in Table 8. A
change of void content at base course
level from 8 to 5 per cent, a change
easily achieved in the Lincolnshire
Trials of 2' tandem vibrating rollers,
shows an indicated extension of
pavement life of well over double.
Another message for the engineer
and constructor of pavements, is that
the current obsession with compaction of HRA wearing course,
could, with merit. be diverted to
paying more attention to the lower
bituminous layers.
Studies carried out by Lincolnshire
CC and our principal surfacing contractor, indicate that the provision of
compaction
accounts for approximately 2.5-3 per cent of the total job
costs, this is a very small proportion,
bearing in mind the vital role of
compaction in determining future life.
Nominal Size and Thickness
Many carpets fail prematurely
through being laid too thin for the
nominal size specified, this is not an
economic use of material. Much of
this is caused by confusion over specified th ickness, is it the average or
minimum thickness on a job? The
JANUARY 1983
PREDICTED
Wearing course/Base
and Base Bonded
course
1msa
(Wet Mix Base)(Bitumen
Wearing course
not Bonded
to Base course
5msa
50msa
Base)(Bitumen Base
0.5msa
2.25msa
30msa
-
1.75msa
17.5msa
Base course
not Bonded
to Base
TABLE 6.
LIFE
EFFECT OF BONDING
(AFTER BROWN(9)}
ON LIFE
2250
2200
-
2150
~
2100
M
E
co
""
0;
"'"
o
2050
2000
4
6
14
12
10
B
16
Number of passes
Fig. 6 VARIATION
OF DENSITY AND ROLLER
PASSES
I
Kerb
~
2200
""E
....
2150
Cl
-"
>-
==
to
c;;
III
2100
c
2050
2000
Nearside
Mid 1
Position
Mid 2
Oftsid
e
wheelpath
In carriageway
Fig. 7 TYPICAL VARIATION OF DENSITY ACROSS LAID WIDTH
latter is, of course, a vital factor if
dragging of material during the paving
process is to be avoided. The thinner
the carpet the more rapid the rate of
cooling, and, therefore, the greater
the difficulty of ach ieving satisfactory
compaction.
Some of the problems are caused
by the wording of specifications such
as " ....
shall be laid 40mm thick
.. ,", without clearly specifying what
it means. Is it:
9
c...
"
I
I ECONOMIC USE OF BITUMINOUS
ji) 40mm uncompacted
thickness,
i.e.: from the paver?
Pi) 40mm average compacted thickness?
Iii i) 40mm
mln Imum
compacted
thickness?
liv) 40mm
maximum
compacted
thickness?
The specifier
and engineer
must
consider:
la) The material type
bl Existing road profile
c) Desired road profile
dl Minimum thickness likely to occur
in the paving operation
(f) Construction
techniques
to be
used or specified
(g) Prevailing and future traffic.
Shell, in trials on Warwick
Bypass, in the 1960s, showed the
benefit of thick lift construction;
the
work seems to have gone largely
ignored.
l
Thick Iift construction is widespread
in Europe. so is the use of vibrating
rollers and much heavier deadweight
rollers and pneumatic tyred rollers,
than those normally used in the UK.
UK engineers have "rules ofthumb"
that minimum thickness should be
1V2,1%12 ... times the nominal size,
British Standards give some guide
(BS4987
Appendix
3). My own
opinion is that the following rule can
be safely applied to bituminous macadams with binder stiffness of 200
pen or greater and would result in
more durable carpets. with better
load spreading characteristics.
Nominal Size
40mm-20mm
14mm- 5mm
Minimum
TABLE 7. EFFECT OF COMPACTION
Voids
%
0.8-1.3 tonne
Tandem Vibrating
Hand Steered
10 tonne
Deadweight 3 point
2-2.5 tonne
Tandem Vibrating
1983
6.5
1.9
4.5
2.3
ON LIFE (After
9 tonne
Meen
5msa
50 msa
1.10 msa
6 msa
55 msa
2.50 msa
15 msa
200 msa
1.05 msa
5.25 msa
60 msa
DESIGNED
tandem
deadwelghl
temperature
100-ll0oC
Renge of binder content
specilled
10. basecourse
~3
1.0
~
Binder content
(per cent by weigh!)
Z
~t
5
tu
content
by welghl)
4
~ 2
~3.0
3
~
4.0
5.0
,g
0
..
E
o
~ 0.4
VMA
: 1
;;
;;
o
0.2
.
at retuea'
~
Oi
VMA el
refu el
21
23
19
21
17
VMA (ger
I
I
I
1
2
5
15
I
I
50
Fig.
pssses
OF 81NDER CONTENT
COMPACTIVE
TABLE
Degree
of
low
Normal
High
EFFORT
AND
I
I
I
10
20
50
panes
9 EFFECT
OF BINDER
10. EFFECT OF COURSE
9%
5%
9%
THE JOURNAL
STIFFNESS
CONTENT
EFFORT
AND
ON DYNAMIC
MODULUS
ON DEFLECTION
Total Voids
for
Com paction
7% 10%
6%
11
13
5
COMPACTIVE
6 EFFECT
15
cen!)
Roller
2
20
(per
I
11
cent)
10
Roller
13
17
19
VMA
23
ROAD
roller
-
1.2
~ 0.8
E
E
c 0.8
in
50
msa life
72
msa life
22.5 msa life
=
-
Binder
Seminar
to 6% voids =
to 5% voids
to 8% voids =
W::!0
Fig.
Life
1 msa
CONTENT ON A RN29
(After Russell)
roiling
77
o
Brown(91)
DTp, gave supporting
information
at anlMunE
in 1980, his calculations
are sl'1own below:-
Base and base course compacted
Base and base course compacted
Base and base.course compacted
x4
JANUARY
1.4
Design
TABLE 9. EFFECT OF VOID
Maximum Thickness
Single lift
x 5
Inferred Stiffness
GN/m2 from Figure 12
10%
Material
Wearing Course 8% voids
Base Course/Base 8% voids
Base Binder Content 3%
8ase Binder Content 4%
D. Russell
Nottingham
ON STIFFNESS
Modulus
TABLE 8. EFFECT OF COMPACTION
Thickness
x 2
x 3
Very few authorities seem to check
the thickness actually laid. My widespread experience in coring existing
carriageways,
including
recently
constructed carriageways, shows that
you cannot assume that the compacted thickness specified has actually been achieved. A rapid nondestructive means of checking laid
thickness is urgently required.
For a 50 msa road designed to
RN29 standards. the reduction
of
total blacktop from 340mm, assumed
by the designer. to 325mm achieved
. by the constructor,
yet within the
DTp tolerance, will reduce the life to
37.5 msa, i.e: 4.4 per cent reduction
in thickness gives a 25 per cent reduction life. In my opinion specifications should give minimum compacted thickness to be achieved by
the contractor. The question of tolerance would then be determined
by
the contractor's own control and expertise and the engineer would be
MATERIALS
150mm
OF THE INSTITUTION
THICKNESS
ON VOIDS
layer 2 x 75mm
OF HIGHWAY
layers
ENGINEERS
11
jECONOMIC
USE OF BITUMINOUS MATERIALS
,
-.
reasonably certain of getting a road
meeting the design life criteria. Good
careful contractors would be more
cost effective.
(6j Binder Selection and Control
Whilst most engineers specify the
binder stiffness for bitum inous materials, few actually check the material
in suppl iers' tanks. More importantly
only two orthree UK local authorities
regularly check the stiffness of the
binder of the laid material. Considerable hardening can occur during mixing and this is not necessarily directly
related to mixing at too high a temperature, although this is often the
case. This hardening can have a
significant effect on the likelihood of
asphalt slippage and brittle failure.
Many researchers. for example.
Pell and Brown at Nottingham University. TRRL workers Lister. Powell
and Szatowski, Wimpey's Head of
Research J F Hills. and Brien (Shell
Petroleum), have observed that binder
stiffness on the carriageway is a
fundamental and possibly the most
dom inant factor affecting stiffness,
resistance to rutting and fatigue resistance. It is well known that bitumens from different sources react
differently in the varied mixing plants
common in the UK.
Why do we not specify and check
the binder stiffness on the carriageway in the UK? It was reported to the
Symposium(121 on "The Performance
of Rolled Asphalt Surfacings" how
bitumen stiffness was the critical
factor in the promotion of asphalt
slippage at a site in Lincolnshire.
Figure 13 shows the distribution of
the differing binder viscosities found
on the site and the clear association
of high stiffness with the slippage
areas. Further evidence is now coming
to light linking similar high stiffnesses
with premature failure through brittle
cracking in several asphalts laid about
six years ago.
Pell and Brown have reported that
1OO'pen bitumen binder gives 4x the
fatigue life of 200 pen bitumen in
laboratory tests on dense bitumen
macadam base course, yet many engineers still think they are similar and
that 200 pen is easier to lay. In
addition the dynam ic stiffness of 200
pen material is lower. and the traffic
induced strain, therefore. higher than
with 100 pen material. The relative
in-situ lives will, thus, be even more
disparate than the fatigue results
alone indicate. Nottingham University
research has also shown that BS
binder content optimums are not
necessarily the optimum for fatigue
resistance. An increase of 1 per cent
in binder content. extended the fatigue
life of 60 per cent HRA base course
by x3 in laboratory tests.
(e)(f)(g) Design of Material. Value for
Money and Fitness for Purpose
12
Tesl lemperature 31. C
Binder content (per cent by weight>
o
2.6
•
3.0
t,
4.0
..
5.7
Mean rolling temperature = 100-110.
C
9 tonne tandem deadweight roller
28
E
.58
....
~ 7
>
8
g
6
Bitumen content
(per cent by weight>
o
5
2.0
2.7-5.2
14
Compacted
state at refusal
12
10
o
10
12
20
30
40
Passes
FIg. 11 VARIATION OF COMPACTION WITH
Fig. 10 VARIATION OF RUT DEPTH
WITH iNITIAL VMA
ROLLER PASSES FOR DIFFERENT
BINDER CONTENTS
3.0
•
tandem
N
E
......
z
vibrating
rollers
2.0
....
<.!)
10 tonne
iu
deadweight
rollers
III
=
•
::l
'0
0
E
Ul
Ul
(I]
c;
=
;::
rJJ
•
1.0
•
0.6
o
2
4
6
Void content
Fig.
12 EFFECT
8
(per
OF COMPACTION
10
12
14
16
cent)
ON DYNAMIC
STIFFNESS
JANUARY 1983
i
I'
ECONOMIC USE OF BITUMINOUS
UK specifications
have been overwhelmingly based on recipe mixes
that engineers have wrongly assumed
are satisfactory and will resu It in
material "fit for the purpose". Extensive rutting of 30 per cent H RA
wearing course, on motorways and
other heavily-trafficked
sites. illustrates the point. Open textured macadams used as surfacings on roads
with RN29 designed Iives of 20 years
and 40 years. often last no longer
than five years before urgent surface
treatment is required.
The end use of the material must
be firmly borne in mind when specifying the product, e.g.: fine cold
asphalt laid 50-75mm thick and using
soft binders, will fail at bus stops by
deformation.
Texture depths as low as 0.2mm
have been reported on some surfacings within 12 months of laying.
yet current specifications
call for
1.5mm. It appears that many engineers have Iittle idea of texture
depths achieved and maintained by
different
surfacings
materials.
LR476p3, shows the performance of
several common materials laid on A 1
at Buckden in November 1975.
Engineers must evaluate materials
for themselves. Perhaps the shift of
emphasis in British Standards BS594,
to design mix asphalt. will encourage
this necessary change of attitude.
Why should it be assumed that all
aggregates currently permitted
by
the British Standards will have the
same workability during compaction,
the same voids after compaction and
the same stiffness? A moment's engineering thought will indicate that it
cannot be the case, blast furnace
slag for example is a fundamentally
different aggregate to a smooth highly
polished flint gravel. The reader is
referred to the TR RL San Diego Paper
for more information, Figure 14, abstracted from SR626p4" also illustrates
the point.
Perhaps engineers will learn to
thi nk in terms of stiffness. compacted
density and residual binder viscosity
and actually specify these properties
for the "as laid" material. If so, then
they could proceed to analyse and
design pavements rather than use
empirical rules and implied equivalence factors in RN29. This change
in basic approach must surely lead to
more economic use of materials.
(i) Compliance with Specification
How many engineers pay attention
to compliance with.specification
and
how many have any idea of the implications of non compliance?
Valuable
work
published
by
Szatowskil1S1 shows how the binder
hardness. filler content and binder
content fundamentally affect the rutting resistance of rolled asphalt.
Figure 15 shows that a change of
binder pen from 100 to 50, changes
JANUARY
1983
MATERIALS
1
,..-
15
Specification
range
40-60 pen
I
0-
I
I
Normal in situ
-~
""~
-
I
I
range 25-45pen
Ol
I
I
10
0
I
I
I
I
I
I
....
I
.0
1
,~
I
'..-
I
I
(J)
E
~
z
5
10
20
30
Penetration
Fig, 13 RELATIONSHIP
40
50
60
of binder at 25° C
OF SLIPPAGE TO RESIDUAL
BINDER STIFFNESS
12
10
-le'
C':>\~
8
e
7.5
,,/.
----- - --- - - - - --- -- - - --- -X
./
.<:
8 .
'"
5.5
cr:
4.5
4
"tI
,
/':
..s
D.
""
';;
,,"
," ,"
' ,
"
ei-\\0
C':>/
,,/
,/
I.,;
./
L
:,,4/1"
....
.... ',,,/
",,'
,/
/'
,,:,.........
./
----r - --------~;;
....
---..7,
:
/
,"~
.
:
.",.........
I
,'~~
2
.~
___
.....
~
"
...
..
__
...
I
I
10
Fig. 14 EFFECT
OF COMPACTION
MACADAM
ON DEFORMATION
BASECOURSE
the rate of tracking from 9mm to
3mm/h in the wheel tracking test, a
decrease of a factor of 3.
Figure 16 shows the effect of
variations of filler content and binder
content on rutting resistance. An
asphalt with a filler content +2 per
cent above specified target value and
a binder content of +Y:r per cent
above the optimum, will have a rate
of tacking of 3.7mm/h
compared
with the designed mix properties of
2.2mm/h, an increase of 68 per cent.
If the binder content were +1 per
- DENSE BITUMEN
- 100 pen BINDER
cent above optimum and the filler
content +2 per cent above specified
target value. then the rate of tracking
is 5.7 mm/h, giving an increase of
2.5x the designed mix. Do engineers
make their judgments on whether to
accept faulty HRA wearing course or
to reject it against this background of
knowledge?
Similarly Figure 17. shows the
critical relationship between binder
content and sand type for rate of
wheel tracking,
For dense base course macadam
THE JOURNAL OF THE INSTITUTION
OF HIGHWAY
ENGINEERS
13
------~-~l
DEMAND QUALITY PAVEMENT
Photograph courtesy ot Red/and Aggregates Ltd
DEMAND EXTENDAMAT II
The new Barber-Greene Hydraulically
Extendable Screed has proved its
outstanding ability on:Motorways
Oiympic Running Tracks
By-roads
Dry Lean Concrete
Contact your Barber-Greene
Dealer:SLD Olding Limited,
Great North Road,
Hatfield, Herts.
Tel: Hatfield 62333
Telex: 22796
[iiil BARBER-GREENE
WESTERN WAY, BURY ST EDMUNDS, SUFFOLK.
TEL: 028463177
ENGLAND LTD.
TELEX: 81265
IECONOMIC USE OF BITUMINOUS MATERIALS
ao
6
Railed
~ 20
0
Rolled
•• ph.lt
~
3D'll C08rse aggregate
0
0
"'•
I'
!.
.r:
go 5
,g
'0
..
;;
....
5
E
tlI
"
a
-"
0
-~.,
2
"0
0:
..
~
~'"u
~
o.b.c. + 1%
"";
;; 10
~u
~
coarse aggregate
50 pen bitumen
It>
'"E
I
Bsphalt
30 per cent
4
;;
a:
-..
1
o.b.c .... 112%
~
i
'i .5
..
Cl
"
-"
;:
'"
..
0
III
.3
Tr~n'dad
i 3
lake
Epu,.
2
40
50
eo
10
eo
Opllmum
:<:
content
OJ
.r:;
(.olubl. p.,1)
30
"ii
binder
(7.3%>
90
SoUenlng point Ring .nd B.II ('C)
2
,
Fig. 15 EFFECT OF THE SOFTENING POINT OF BINDER ON THE RESISTANCE
TO DEFORMATION
-1
-2
I
Powell and Lister have shown that
binder content significantly
affects
fatigue life, stiffness and deflection.
Similar work has been reported by
Pell and Brown.191.(161
Clearly control of compliance with
specification
is vita I and should lead
to a handsome return on the small
amount of money necessarily invested
in control.
Finally, when sampling and testing
bituminous
material it is essential
that the samples are taken and tested
strictly
in accordance
with
the
BS59821171• Sampl es must be taken
by properly trained people and be
statistically relevant in frequency and
number. Any other basis of sampling
and testing is at best a waste of
resources and at worst can be very
misleading.
Fig.
JANUARY
1983
...
2
(per cent)
HI EFFECT OF BINDER
AND FILLER
RESISTANCE
CONTENTS
ON
TO DEFORMATION
......
0
16
0
It)
v
Qj
.s::.
14
....
12
.....
E
E
Sand B
Rolled asphalt
30% stone content
50 pen bitumen
~Binder content for
max. mix density
CI
.:
.>l
..
10
0
8
u
III
-
-Q)
\
CONCLUSION
I hope the reader has been provoked
into seeking a further understanding
of the issues raised by this Paper.
The style has inevitably been one of
question and answer, with, it is admitted, some of the answers missing.
However, I assert that much is known
and that a more numerate, questioning and informed approach by engineers and technologists in the future
is required.
In some areas considerable benefits
are available for little. if any. increase
in cost, an obvious example is compaction. Control of temperature costs
little and it cou Id save the producer
+1
FIIIBr content
III
a:
6
(/)
(II
CI
c;
~
..
4
U
III
I
2
CD
(II
.s::.
~
0
5
6
Binder
Fig.
17 EFFECT
7
8
content
OF BINDER CONTENT
THE JOURNAL
9
10
11
(per cent)
ON RESISTANCE
Or: THE INSTITUTION
OF HIGHWAY
TO DEFORMATION
ENGINEERS
15
ECONOMIC
USE OF BITUMINOUS
considerable sums of money. I submit
that the technology is available for
significant advances to be made in
the economic construction and maintenance of roads. It would be irresponsible of highway engineers. in
the current financial climate. not to
respond to the challenge of "making
the most of it".
ACKNOWLEDGEMENTS
The views expressed in this article
are one engineer's view and are not
necessarily Lincolnshire CC Policy.
The encouragement
of Mr Sellors.
Director of Highways and Planning
and Mr Monk - Deputy Director. is
appreciated. as are the many argumentative and constructive discussions I have had with my engineering
colleagues,
contractors
and producers, over the years. Finally. it
would have been impossible to reach
my point of view without the considerable and continuing efforts of all
my Materials Laboratory staff.
MATERIALS
REFERENCES
RN29 A Guide to the Structural
Design of Flexible and Rigid Pavement for New Roads 1969: Transport
and Road Research Laboratory.
l2) Specification for Road and Bridge
Works, Department ofTransport 1976.
(3) British
Sta ndards
Institution
8559: 1973, 854987: 1973.
(4) Transport and Road Research
Laboratory
Reports Nos
103UC,
24UC, LR504 and LR510.
(5) The Final Report of the Working
Party on the Slippage of Rolled
Asphalt Wearing Course 1979 Transport and Road Research Laboratory.
(6) Departmental Standard HD/2/79
Rolled Asphalt Wearing Course 1979
Department of Transport.
Laboratory Report SR624.
(8) Powell, Lister and Leech Improved
Compaction of Dense Graded Bituminous Macadams - Annual Meeting
Association of Asphalt Paving Technology. San Diego, February 1981.
P)
(9) Brown - Presentation to Northern
Counties Soils and Materials Engineers' Group, Manchester
1980
and private communications.
(10) Croney The Design and Performance of Road Pavements HMSO
1977.
(11) Lister and Powell Dense Coated
Macadam Base Course: Effects of
Better Compaction and LowerBinder
Content El~robitume Seminar 1978.
(12) The Performance
of Rolled
Asphalt Surfacings Institution of Civil
Engineers 1979.
Laboratory Report No. LR476.
Laboratory Report No. SR626.
II 5) Szatowski Rolled Asphalt Wearing Course with High Resistance to
Deformation (ref.12).
l16) Residential Course Notes Analytical Design of 8ituminous Pavements
- Nottingham University.
p 7) British Standards Institution
85598.
THE BIG
NAME IN
ROLLERS.
;
1
Abex Limited",
16
THE HIGHWAY
Bone Lane. Newbury:BerkShire
ENGINEER
RGI4 5EL. Telephone
(0635) 33211
JANUARY
1983
You are
now
looking at
BOMAG BW100AD
• A NEW ROLLING
TECHNOLOGY
• A GROWTH MARKET
•. A PLANT HIRE
INVESTMENT
OPPORTUNITY
BOMAG BW100AD
,
\
BOMAG BW160AD
BOMAG BW120AD
The Bomag range of tandem vibrating rollers. The shape
of rolling in the'80s. Call us now- we'll give you the facts.
B[]MR6
(GREAT BRITAIN) LIMITED
JANUARY
1983
THE JOURNAL
SHELDON WAY,LARKFIELD,
MAIDSTONE, KENT.
Tel: MAIDSTONE
OF THE INSTITUTION
(0622) 76611
OF HIGHWAY
ENGINEERS
17
As part of the construction team PIGOTT FOUNDATIONS LIMITED
constructed 1142 No. Bored Piles for the ORWELL BRIDGE. This
required 4 trial piles each tested to loads of 1300 Tons and 32,000
..
metres of 1050mm diameter piles varying in depth from 24 to
42 metres. All concreted under water. In addition 5 working piles
,
were proof tested to loads in excess of 500, Tons.
All completed ahead of programme.
PIGOTT FOUNDATIONS
LTD.
COUNTY ROAD. ORMSKIRK. LANCS. L39 1 LT
Telephone: Ormskirk 72236 or 73311
Telex: 629314
The company that moves
on the Orwell Bridge
(I
I
Supplied Bridge Bearings
6500 t Roller Bearings and Spherical Bearings
Supplied and installed Expansion Joints
720mm. movement range
MAGEBA LTD••21 The Causeway, Bicester. Oxon OX6 7AN
Telephone Bicester (08692) 46666 Telex 837797
18
JANUARY 1983
How Costain
by-passes the problems
and finishes
ahead of schedule.
I
r
!
7 km of two-lane rigid carriageway ... two interchanges ... two overbridges ... drainage and extensive
earthworks. That's the South-East section of the Ipswich
by-pass - constructed by Costain, and completed one
month ahead of schedule.
Not only did we by-pass Ipswich, we also by-passed
the by-pass! With the construction ofa 29m span bridge,
that carries the railway over the top. The bridge consists
of reinforced concrete abutments and wing walls with a
steel superstructure and concrete deck. We also raised
the bridge approaches over a length of 600m.
But Costain doesn't stop at roads and railway bridges.
Over the last century, Costain Civil Engineering has
JANUARY
1983
THE JOURNAL
worked on airports, power stations and reservoirs, gas
terminals, and of course, the Thames Barrier.
That's the sort of experience that we can bring to
bear on any project
Next time you're looking for a civil engineering
company, contact us. Well help by-pass your problems,
too.
Costain CivilEn1:,rineering,Costain House, Nicholsons
Walk, ~aidenhead,
Berkshire, SL61LN.
Tel: 0628 2:{300.
C
COSTAIN CIVIL
f~~;:~~~l
OF THE INSTITUTION
ENGINHRING
OF HIGHWAY
ENGINEERS
19
THE ORWELL BRIDGE
An outstanding example of British design
When David Howell. MP Secretary of
.State for Transport. opened the first
section of Ipswich Bypass on Friday,
December 17th, 1982, he was doing
more than opening a major bypass
which features one of the highest
and longest bridges in the United
Kingdom. He was drawing national
and international attention to a part
of East Anglia where great growth
and prosperity have been experienced
in the last 20 years. This is exemplified by the ports of Felixstowe,
Harwich and Ipswich - the Haven
Ports - which have during that time
developed to create the second largest
cargo and passenger port complex
in the country.
Until the opening of the bypass all
traffic to and from Felixstowe had to
use four miles of 1930s bypass, with
ribbon
development
throughout.
followed by a further two miles of
urban road of even poorer character.
Ipswich Port suffered from the disadvantages of being in the town
centre, with all the attendent communication problems, while the road
traffic from Harwich to the Midlands
had to use totally inadequate roads
around Ipswich ..
The roads that feed the ports, (A12
from London and A45 from the MidFROM
THl
MIDLANDS
lands and the north} meet at Ipswich
which presented the last major highway bottleneck between the ports
and their hinterland. No doubt this
was because of the difficulty and
hence the cost of building a major
estuarial crossing across the entrance
to the port of Ipswich. However, 10
years after it was first officially mooted,
the Orwell Bridge, with approximately
half of the bypass, is now in existence.
In these days of public participation,
inquiries, cuts in public expenditure
etc., 10 years is a relatively short
time, particularly as the new road,
with its 18 span bridge nearly 50
metres high, clips an area of outstanding natural beauty and the total
cost to-date (tender prices) is £46m
with a further £29m to be spent
before the entire bypass is completed
in 1985.
The position has already been
transformed and, when the whole
scheme is completed in 1985, the
Haven Ports will have a direct connection to the trunk road network
and the lives of thousands of people
will be relieved of the noise and
danger from the 23,000 vehicles 127
percent HGV) that will use the bridge
each day.
It is of course the bridge, designed
seALl
9
by Sir William Halcrow & Partners at
a tender price of £23.6m, that captures the limelight. Because of the
alignment of the road either side, the
motorist is immediately conscious
that he is about to pass over one of
the most dramatic structures in the
country. The size of ships entering
Ipswich Port required a navigational
"goal post" 41 m high and the bridge
is considerably higher than the surrounding land with spectacular views
in all directions.
Although British civil engineering
contractors. may not agree, it is not
inappropriate that a Dutch firm, Ste....
in
Construction BV, should have won
the contract bearing in mind the
importance of the road to the EEC
and international
trade generally.
They distinguished
themselves by
constructing
the bridge only two
months outside the three year con.
struction period but well within the
time extension awarded. They had
excellent labour relations using British
labour throughout, and very good
public relations. British firms represented by Cementation and Costain
were, however, not to be outdone.
They won contracts for about £9.3m
and £10. 7m respectively on the approach roads designed by C H Dobbie
3, KMS
TO GT. YARMOUTH
KEV
IPSWICH
_
BYPASS
II
II
,-
/'
OPENED
1
J~
UNDER
CONSTRUCTION
1/
"
II
PLANNED
II
/1
1
I
II
II
TO F ElIXSTOWl
20
JANUARY 1983
r
r
& Partners. Each contract had a rail
crossing, considerable other structural
work, and was constructed within a
17 month period which contained
the coldest winter spell for many
years. The speed of construction is
exemplified by the fact that Costa in's
concrete train laid 1OAOOm of 9.3m
concrete slab in 31 days while
Macgregors, as sub-contractors to
Cementation, laid 6,900m in 48 days
with their sl ipform paver.
• ../
;-;..
' ..;.;'
... ::.;~~.,.~\oo
.
The Orwell Bridge
For the navigation spans, a cast indesign in
prestressed concrete was adopted,
using 106m long anchor spans adjacent to the 190m central section.
The approach viaducts are of constant 59m span except for the first
one which is 46m and that adjacent
to the anchor span which is 72m.
They are also in prestressed concrete
cast in-situ. Upon completion the
whole length of 1,286m is made
continuous with the fixed point at the
east main pier and expansion joints
only at each abutment. The depth of
the central spans varies from 12m at
the main piers to 4m at midspan and
at the ends of the anchor spans. The
approach viaducts have a constant
depth of 4m throughout. The bridge
has two separate box girders, one
beneath each carriageway.
The geology of the site is stiff clay
and, sands which form the sides of
the 'river valley and overlie a horizontal surface of chalk. The chalk is
covered by shallow layers of alluvium
in the river bed. As a result all piers
have bored pile foundations up to 40
deep, The total length of piling is
31 ,170m formed from 1138 piles
1050mm diameter.
Pilecaps on all viaduct piers are of
constant 2.25m depth. thus allowing
repetitive use of formwork. The two
large pilecaps under the main piers
are 4m deep and contain 3,600 cu.
metres of concrete in each. Insulated
formwork and thermal quilts were
used to control the cooling rate of the
concrete. Pilecaps were cast in one
continuous pour with thermocouples
built into selected pilecaps to monitor temperature gradients. The pilecaps to the main piers were constructed within a g,5m deep coffer dam.
All other piers in the river were
fonned within earth bunds or "polders",
which were dewatered by well-points.
Twin stalk viaduct piers, up to 40m
high, are of solid reinforced concrete
built with a steel form using the
landing ring principle. The piers on
each side of the navigation channel
are hollow over the middle third of
their height and built using conventional formwork. An arrangement of
artificial beaches protected by concrete tripods as armouring is used to
protect river piers from impact by
shipping.
The balanced cantilever spans are
single cell box girders with constant
width vertical webs. The head of the
bridge was 12m long and then cast
in-situ sections of 3m and 5m were
situ balanced cantilever
JAN UARY 1983
Viaduct
J
launching girder in position on west viaduct.
View inside box girder on main span section
water main.
progressively added. The top flange,
with its 2,725m side cantilevers is of
constant section throughout.
the
bottom flange varies in depth from
1500mm to 250mm. Four travelling
forms, designed and fabricated by
Hosveis A.S. of Norway and formally
used in the reconstruction
of the
Reichsbruecke
Bridge across the
Danube in Vienna, were provided
and both boxes were built on one
side of the river before transferring to
showing
700mm
diameter
the other main pier, The 52.5 N/mm
concrete is prestressed longitudinally
by VSl 6-19 tendons of GKN super
strand for cantilevering tendons and
VSl 5-31 tendons for continuity at
midspan. The webs are prestressed
with vertical Macalloy bars 32mm
diameter. There is no transverse prestressing in the deck.
Substantial steel tube temporary
props were used as a supporting
system for concreting the heads of
21
the bridge and these were retained in
position to take the out-of-balance
forces during cantilevering. A temporary prop was required in each
anchor span.
Roller bearings were provided by
Maurer of Germany and were tested
to 1.2 times their maximum working
load. The roller bearings on Pier 9
and the line rocker bearings on Pier
10, the piers being on either side of
the navigable channel, were tested
to a vertical load of 66,000 kN. The
testing programme also included
tests to ascertain the coefficient of
friction on both the roller and the
_ sliding bearings as well as horizontal
load tests on the line rocker bearings.
Provision was also made in the design
of jacking the bridge if ever it became
necessary in the future to replace any
bearing.
The design of the viaducts is such
that a moveable gantry was used 15
times to cast in-situ a length of 59m.
Two steel truss type gantries which
support the formwork beneath the
side cantilevers were supplied by
specialist UK formwork manufacturer
Coneybeare. The gantries were fabricated by Fairfield Mabey to the design
of Tony Gee and Partners. The viaducts have constant section top
flanges but varying web and bottom
flange thicknesses and much is curved
in plan. Diaphragms are provided
over each pier position with an opening sufficiently large to allow the
collapsed inside formwork to be rolled
forwards without complete dismant.
ling.
The concrete in the viaduct is 45
N/mm and is longitudinally prestressed with VSL 5-31 tendons. The viaducts are designed so that construction starts at each abutment, using
this as a temporary fixed point, with
each construction joint 13m into the
next span. Thus the work proceeds
towards the centre of the bridge .
After completion of the balanced
cantilever sections and both viaducts,
the four sections of the bridge are
joined together and the temporary
fixing ,on each abutment released.
Viaduct bearings are steel rollers on
the higher piers and PTFE sliding
bearings on other piers.
Both the Department of Transport
and their consultant are to be particularly congratulated on the attention
given to the design of the subsequent
inspection and maintenance of the
bridge. Suffolk CC were brought in at
a very early design stage to discuss
these aspects. There are excellent
inspection facilities for both inside
and outside the box, to the piers for
inspection of the bearings and throughout the interior of the bridge there are
telephone, lighting and power points.
Safety considerations
have been
paramount in the minds of the designers. Not only were they aware of
the obvious problems of inspection
of the exterior of a high level structure
but careful consideration was given
to the problem of inspection of the
interior of the boxes which are up to
12m high.
JANUARY 1983
Balanced cantilever construction
in progress on main span.,
, .,i>
t~!'
...';."~."'.)11
"1.-l."~fi
,
t
~
~
i'')f tL
..
I
M,
•...i
rt ......
~~
Temporary works at main' pier, with falsework
hammerhead construction.
and props in position for
THE JOURNAL OF THE INSTITUTION OF HIGHWAY
ENGINEERS
23
The Roadworks
The bypass is an all-purpose trunk
road designed to near motorway
standards. It has dual two-lane carriageways and all permanent accesses
to and from the road are via grade
separated interchanges
The south western Se(;tion ICementation} runs from a temporary
roundabout on A12 (marked A on the
plan) which will be replaced in 1985
by works at present under construction, to the Orwell Bridge. It is approximately 5km long of which approximately 3%km is of rigid construction.
From A 12, the bypass crosses a
valley on low embankment and continues on past the southern limits of
large residential areas. It goes through
the embankment of the London to
Norwich main railway line, under
A137 where there is a "dumb-bell"
type interchange (B) and then on to
the Orwell 8ridge.
The earthworks required 731 ,OOOm
of excavation and 523,OOOm of fill. A
separate early contract was required
for the 22m high embankment on the
western approach to the Orwell bridge,
which included 43,OOOm of PFA
backfill to the abutment. This was to
allow for settlement and to give early
access for the bridge contractor at
the super-structure leve!. The PFA
was shaped to ensure that lateral
forces on the vertical piles beneath
the abutment were minimised. The
excess excavation has been used.to
landscape the western approach
embankment to disguise its height.
The geology up to the railway
consists of post glacial deposits
which are formed of mainly slipped
materials and recent soft deposits of
clays and peats, east of the railway
lies within glacial sands and gravels.
There are five major structures
including a 32m span rail bridge
designed by White Young, consulting
engineers, where the London to
Norwich main line passes over the
bypass. The bridge has a composite
welded steel beam and concrete
deck and was rolled into position.
The south-eastern section ICostain)
is approximately 6km long, of which
approximately 5km is of rigid construction.
From the Orwell Bridge, the bypass
skirts the southern boundary of Ipswich airport and passes over Nacton
Road where there is a "dumb-bell
roundabout" type interchange (C). It
continues on under the Felixstowe
branch railway line and the existing
A45. There is a grade separated
roundabout at (0) with connections
to the Eastern Section of the bypass
(now under construction)
and the
existing A45.
The earthworks required 561 ,OOOm
of excavation and 544,OOOm of fill,
the major works being at the approach
embankment to the Orwell Bridge
which is 14m high. An ancient slip
was suspected and a special investigation was undertaken during which
the slip plane itself was identified.
The problems of building a 14m high
24
The sinuous horizontal and vertical curvature of the bridge is well-illustrated
in this photograph. Note the safety railing at the top of the piers for
inspection purposes.
{I
.
II
I
A sailor's eye view of the bridge showing
temporary props still in position.
embankment on top of a slip plane
was solved using a combination of
deep gravel drains, drainage blanket
and carefully monitored construction. The embankment
area was
heavily instrumented.
one of the main piers and the
This Section lies mainly within
glacial sands and gravels and the
older Red Crag which forms an ideal
foundation for the road because of its
relatively high strength and good
drainage properties.
JANUARY 1983
Betomix
Batching Plants
for consistenc~~
quality an~
.
relialRliY~
~----
r
~
GREAT BRITAIN LIMITED
There are five major structures on
this section including a 29m span rail
bridge designed by British Rail which
carries the Felixstowe branch line
over the bypass. This bridge also has
a composite welded steel beam and
concrete deck but was built in-situ as
it was possible to construct a temporary diversion of the railway line.
At the extreme end of the project
there is a £2.2m scheme designed by
Suffolk CC which diverts 4km of the
existing A45 and brings it up to the
same standard as the rest of the
bypass. Concrete carriageways were
again adopted by Costain who took
less than five months to complete
the contract - 5,500m of pavement
being laid in 17 working days.
The Bypass in Service
A number of interesting questions
arise about the operation of a road
containing a high level bridge which
is both a fine viewpoint and subject
to high winds. Most similar structures
are either toll bridges or on motorways where greater facilities or legal
powers exist to control traffic. As it is
designed to trunk road standards, the
Orwell Bridge has none of these so
therefore there are no hard shoulders,
hazard light signals with temporary
speed limits etc, toll booths, viewing
area, restrictions on its use by pedestrians nor a police force specifically
assigned to its operation.
There may be times therefore when,
through, for example, accident or
high winds, it will be necessary to
restrict its use to certain traffic or
even close it altogether. Extensive
discussions have taken place between
the authorities concerned and some
procedures have been laid down but
only experience will show how much
of a problem this may be. Bearing in
mind the time of year of its opening,
the authorities may be plunged almost immediately into the worst of
the winter weather. These fears are
aggravated by the fact that the bypass
is constructed relatively close to urban
areas and the most convenient diversions are through the town centre.
Questions have also been posed
on the activities of pedestrians - will
they be endangered in windy weather
or by seeking to cross the dual
carriageways land three lines of safety
barrier!) to admire the view in the
other direction? Ukewise, will vehicle
drivers be tempted to ignore the
clearway order to obtain a quick look
over the parapets] Time alone will
tell whether these fears will be substantiated and what action, if any,
needs to be taken.
In conclusion both the road and
the bridge provide an outstanding
example of British design but its construction emphasises its European
status with contributions from Holland
and Britain of course but also Norway,
Germany and Switzerland. Manyvisitors will enterthis country forthe first
time by this route -they cannot fail to
be impressed by what they see.
26
The motorist is immediately conscious that he is about to pass over one of
the most dramatic structures in the country.
:
\
MAIN CONTRACTORS
SECTION
Orwell Bridge
Advance
Earthworks
S.W.
\rart.
ectro~
South
estern
Rail Bridge
South Eastern
Rail Bridge
CONSULTING
CONTRACTOR
START DATE
ENGINEER
Sir William HalcrowStev;n
October 1979
& Partners
Construction B.V.
[tub of Volker
tev;n Civi I
Engineering.
Netherlands)
C H Dobbie &
Sheila bear Price May 1981
Partne rs
lld
C H Dobbie &
Partners
White Young
C H Dobbie &
Partners
British Rail
Eastern
C H Dobbie &
Partners
Copdock/
C H Dobbie &
Washbrook
Partners
Levington Scheme Suffolk County
Scheme
Council
Western
G Maunsell &
Partners
Cementation
Construction Ltd
Cementation
Construction Ltd
Costa;n Civi I
Engineering Ltd
Costa;n Civi I
Engin eering LId
Roadworks
~ 9521 lld
ementation
Construction lid
Costa;n Civi I
Engineering lid
.Front Cover Story
Orwell Bridge, an 18 span structure
with a total length of 1286 metres,
incorporates
the largest
prestressed concrete span in the
United
Kindgom,
190 metres
across the main navigation channel
of the River Orwell. The bridge has
been built by Stevin Construction
BV, a subsidiary of the Dutch
based Royal Volker Stevin.
The international construction
division of Royal Volker Stevin
have a lon9 history of involvement
in the deSIgn and construction of
breakwaters, storm barriers, quays
and jetties with associated loading
and discharging facilities. offshore
concrete oil platforms, shipyards,
locks, tunnels, bridges, viaducts,
pylon foundations, dams, power&
houses and hospitals. The ex-
July 1981
TENDER VALUE
3 years
£23.6m
(
!Ii year
1}C years
JulV 1981
£O.Bm
£8.4m
£O.9m
July 1981
114 years
£10.2m
July 1981
1'Y.. years
£O.5m
August 1982
2 years
£3.1m
September 1982
2~ years
£9.5m
May 1982
% year
£2.2m
due to start
summer 1983
2 years
perience and wide-ranging nature
of the activities have been of
material value to the division in
undertaking construction projects
all over the World.
In the United Kingdom the Civil
Engineering Division is well represented by Harbour and General
Works (Stevin) limited, who are
currently involved in sea defence
contracts on the South coast at
Bexhill and Deal, and on the North
West coast at Blackpool
and
Morecambe. as well as reinforced
concrete service reservoirs at
Darlington, Burnley and Rochdale,
and a sludge loading jetty on the
Tees. Harbour and General Works
have also just completed installation of 3 diffusers 1KM.offshore
at Weymouth
for the Wessex
Water Authority.
JANUARY 1983
I'
JANUARY
1983
THE JOURNAL
OF THE INSTITUTION
OF HIGHWAY
ENGINEERS
27
Over 250,000 tonnes of sand and gravel were supplied by ARC for the Orwell
Bridge project, further demonstrating that the extraction and further processing of
aggregates is very much the basis ofthe company's business.
With over 100 quarries and pits in England and Wales, ARC operations are well
placed to supply materials to meet the most stringent requirements of the building and
civil engineering industries ...
ARC processes aggregates further into Premix concrete, coated materials, and
precast concrete products, adding value and quality all along the line.
For further information on ARC's construction materials and products contact
your nearest company office.
IIrl ...
"lllllllll
Group Head Office
The Ridge, Chipping Sodbury,
j
Bristol BS17 SAY.Tel: 0454316000
I
ARC Eastern, Ashby Road, Shepshed, Nr Loughborough,
Leicester LE12 9BU. Tel: Shepshed 3161
ARC Western, 160-162 Abbey Foregate, Shrewsbury, Salop SY2 6AL. Tel: Shrewsbury 63111
ARC Southern, Stoneleigh House, Frome, Somerset BA11 2HB. Tel: Frome 62361
ARC South Eastern, Basted House, Borough Green, Kent TN15 BPB. Tel: Borough Green 884242
28
THE HIGHWAY
ENGINEER
JANUARY
1983
L_.
Gracechurch
,,_
Shopping
U~
Centre, Sutton Coldfield.
•
__
•
Courtesy of Hillier, Parker, May& Rowden.
Redland Aggregates decorative paving slabs, long established for use in pedestrian landscaping, are now available in
450mm x 450mm units.
Their wide range of colours and textures combine sympathetically with natural building materials and are suitable for
hard landscape pedestrian and vehicular situations.
I
,For further information contact:
Redland Aggregates limited,
Redland Aggregates
Precast Division, Barrow-an-Soar, Loughborough, Leics. Tel: 050981 2601
Members of Interpave & NKPA
•
•
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and services for all types of construction .
•
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• VSL Post-Tensioning
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• VSL Prestressed rock & soil anchors .
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• VSL Flat Jacking.
Find out how VSL Losinger Systems Ltd. can help on your
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Thame
•
JANUARY 1983
Losinger Systems Ltd.
OXon
OX9 3PQ.
Tel. (084421) 4261.
THE JOURNAL OF THE INSTITUTION OF HIGHWAY ENGINEERS 29
Introduction
The Institution of Highway Engineers
has a membership
of about 8,700
engaged in all aspects of highway
engineering and transportation.
They
are drawn from central government,
local authorities.
consultants,
contractors. manufacturing organisations
and academic institutions.
The views expressed represent the
consolidated views of engineers and
other professionals who are actively
concerned
with all aspects of the
planning. design, construction, maintenance and management ofthe highway system.
Any study of highway maintenance
must take account of the fact that
road transport
is the predominant
form of land movement
of people
(92 per cent) and goods (78 per
cent). It is highly likely that this predominance
will continue
into the
next century.
Thus a long term
approach to policies and investment
is needed.
1. MAINTENANCE
STANDARDS
The last comprehensive
review of
maintenance standards took place in
1970 in the Marshall Report. Although
many of the principles and management objectives set out in the report
are still relevant today, the reduction
in highway maintenance expenditure
of 15 per cent in real terms on local
roads in the last 10 years. has made
some of the standards unrealistic in
the current economic climate. With
this in mind, the' Association
of
County Councils and Metropolitan
Authorities are carrying out a review
to establish
a range of standards
appropriate
to present day circumstances.
Maintenance
can be divided into
three categories:- structural, safety,
and amenity or environmental.
Over
recent years. authorities have generally attempted to give priority to the
first two, particularly
on the more
important routes in the road hierarchy.
Structural
maintenance
The Institution wishes to stress the
importance
to achieving
a proper
long term economic
approach to
structural
maintenance.
Authorities
are adopting more and more shortterm measures (surface dressing and
patching) at the expense of surfacing
and reconstruction
which positively
extend the life of a carriageway. This
approach may be acceptable for a
30
THE HIGHWAY
ENGINEER
the House of Commons Transport
Committee
is now inquiringirito
road maintenance.
The main issues
to be examined are:
1. MaintenanceStandard&.
2. Design Standards
.
3, Developments
in Maintenance
Techniques.
4. The Motorway
Reconstruction
Programme'
,',.
'
5. The Impact of Ti"afficMal1agementTechniques
,,'
6. The Effects of Hes\lyl.on:ies
7. The Effects of Subsidence
,8.
Winter 'Mainten<ince
" ' ,
9, The Level of Road Maintenance
Ex:periditure .
Followingltswritteri
whichisreproducetf~low.
stitution, ,gave',or'<II"
' ,
subm!ssiori<
th~ln.,
,evidence
on;'
DecemberSth. 1982. The team com" .
prlsedMl'lVLE Han:fy. Senior Vice- .
President. ,Mr W:IVI, .Johnson. Mr
F,J. P<irker' and IVIr G.!i. Patter.
very few years, but it is simply accumulating a backlog of strengthening
work which will have to be done
eventually. Short term measures have
limited life and the graph in Appendix
1 illustrates the substantial increase
in the cost of repairs if the proper
corrective action is not taken at the
appropriate
time. The diagram in
Appendix 2 indicates the substantial
growth in the cost of necessary repairs on minor roads in one county,
due to lack of investment
at the
correct time.
The National Road Condition Survey has shown little deterioration
in
carriageways
until last year, when
some defects were more predominant on minor roads. This pattern is
to be expected
if authorities
are
giving priority to major roads and
holding the situation on minor ones
by use of short term remedial work.
The question is "How long will this
make-do-and-mend
approach
suf.
fice"? It will be interesting to see the
latest results of the NRCS taking
account ofthe aftermath of last winter.
Summa rising: it is essential that
the condition and life of carriageways
is carefully monitored and that investment provides the opportunity
to
carry out proper structural maintenance at the right time, to minimise
long-term costs. It follows that highway structu ral mai ntenance. investment must have high public spending
priority.
Safety Maintenance
The latest publiShed figures for road
accidents and casualties are encouraging in showing a reduction nationally. However. the Institution sees no
cause for complacency in these statistics and has continually emphasised the important
role of sound
engineering in preventing and reducing accidents and injuries. Good standards of highway maintenance significantly contribute
to safety - for
example - lighting, non-skid surfacing,
signs, road markings, traffic management at roadworks, avoidance of excessive irregularities
in carriageway
and footpath surfaces. salting and
snowclearing etc. High priority should
continue to be given to these aspects
of maintenance on primary and distributor roads.
Amenity Maintenance
The standards of cleanliness, tidiness
and maintenance of verges and plan.
ting etc. are more a matter of local
pride than sign ificance to traffic and
safety. Standards vary substantially
according to local circumstances and
public opinion - and rightly so.
2. DESIGN STANDARDS
Design Standards fall into two categories:- structural and geometric. In
both cases the designer is attempting
to produce a pavement and layout to
match forecasted traffic use during a
defined period e.g. 15/20 years for
flexible carriageway pavements, 120
years for bridges, 15/20 years for
carriageway widths etc. This approach
has been only partially successful in
the past because:Traffic forecasts made during the
1950s and 1960s underestimated
the growth of commercial vehicles,
particularly the larger ones and, consequently, the life of pavements was
shortened as the number of "standard
axles" using the roads far exceeded
expectations. The accelerated growth
has been particularly noticeable on
motorways and some primary routes,
leading to a need for extensive
strengthening,
and, in some cases,
reconstruction.
The performance of materials and
specifications
has not always lived
up to expectations.
Some concrete
pavements have required maintenance of joints after only a few years:
"tracking"
of bituminous surfacings
due to commercial traffic has created
safety problems: surfaces have pol-
JANUARY
1983
I
~
!
l
~
r'
I
l
I
ished to give unacceptable non-skid
properties: joints and bearings on
some structures have required early
attention.
The rapid growth in traffic on
major routes has introduced a further
significant factor- the cost of delays,
the potential for accidents and the
inconvenience
caused by maintenance operations,
particularly
on
motorways.
In a few cases, even though t~ere
is a wide range of traffic capacity for
the various highway layouts e.g.
single two-lane, dual two-lane etc.
actual growth has exceeded forecasted to such a degree that additional
lanes are required and junctions are
in need of modification. These modifications are relatively expensive.
The lessons learnt must be applied
to policies and practices for the
future.
Fortunately more is now known
about the possibilities of traffic growth
and the impact of commercial vehicles.
Future actual increases will depend
on economic growth and designers
are now studying a range, of predictions (low to high growth) for geometric and pavement construction.
In view of past experience it will be
wise to assume higher figures in
cases where design is at the margin,
for example. between dual two-lane
and dual three-lane carriageways.
The imminent decision on maximum
weight of lorries will hopefully establish axle loading criteria for several
years ahead.
More attention needs to be paid to
the maintenance consequences of
design. For example. the options for
traffic management on a dual twolane carriageway are more limited
than dual three-lane layout. Again
decisions at the margin should err on
the side of over-provision.
The economic analysis of alternative designs (and major maintenance)
should take account of:
initial capital cost.
cost of maintenance for say 1 5-20
years ahead.
cost of traffic delays during maintenance operations.
If future costs are discounted, it is
unlikely that expenditure more than
20 years ahead will be significant. In
any case, forecasting
carriageway
deterioration etc. beyond that timescale would be difficult. More work is
required to establish practical and
consistent ways of carrying out this
type of overall cost benefit analysis.
There is a need for a more systematic and well recorded means of
monitoring the performance of design,
construction
methods and specifications. It is absolutely essential to
get a sound feedback of information
of actual relative to predicted performance.
3. DEVELOPMENTS
IN
MAINTENANCE
TECHNIQUES
The last decade has produced considerable improvements in management
and technology and healthy com pettion covering both the publ ic and
JANUARY
1983
private sectors. There is now a more
systematic approach to measuring
and evaluating maintenance requirements and preparing budgets on the
basis of standards, unit costs and
priorities.
New specifications have been produced to combat problems. They will
require close monitoring to assess
results. There is considerable dou bt
whether satisfactory solutions have
been found to a number of technical
problems. For example, the development of improved surfacing materials
and surface dressing binders must be
accelerated, for reasons of both safety
and durability. Recycling of existing
materials has not yet been conclusively proved on economic or quality
grounds, but development must proceed. Continued
research in the
development of new techniques and
materials must have high priority
with a co-operative approach and
frank interchange of views between
design. construction
and maintenance engineers, trade associations
and research organisations. It will be
important to direct research and
development in a way which responds
quickly to changing conditions and
problems with a feedback to engineers
with ideas for overcoming difficulties.
More thought needs to be given to
the potential scale and scope for
productive research on infra-structure
maintenance.
4. THE MOTORWAY
RECONSTRUCTION PROGRAMME
Motorway,
and indeed,
heavilytrafficked primary route reconstructions and resurfacing require careful
planning three-five years ahead. As
traffic increases and roads operate
near their maximum design capacity.
any major disruption to flow will be
costly and irritating for the driver.
The unexpected growth in traffic
has led to an extensive and early
motorway reconstruction programme
likely to continue for four-five years
ahead, then falling as a more regular
pattern of maintenance
emerges.
Thus, diversions for maintenance!
reconstruction wi II continue to be a
regular feature of motorway travel.
However, there is no reason why
carefully planned diversions on motorways should be dangerous or cause
long delays, provided that this work
is properly planned and co-ordinated
to avoid a succession of works, at the
same time on one route.
The Institution's
members have
obtained a considerable amount of
experience over recent months, and
have been instrumental in developing
and improving diversion schemes.
These are being implemented during
the construction of new works e.g.
some interchanges between the M25
orbital motorway and existing motorways, as well as during maintenance
or reconstruction activities. It is our
experience
that motorists
accept
diversions as being necessary and,
with due warning. drive carefully
through them. The establishment of
good public relations is very impor-
tant, so that drivers may understand
the reason for diversions and can
interest themselves in progress.
5. THE IMPACT OF TRAFFIC
MANAGEMENT
TECHNIQUES
We see little scope for major reductions in maintenance costs on heavilytrafficked roads by means of traffic,
management. The success of policies
to control lorry movements depends
on maximising their use for primary
routes and having geometric
and
structural design and maintennce
standards to cope with these vehicles.
On all-purpose roads, particularly
in urban areas. there can be no doubt
that certain traffic management techniques such as the marking of narrow
lanes, including the use of bus lanes,
canalise heavy traffic and greatly
accelerate the deterioration
of a
carriageway. This effect is rarely, if
ever, considered when assessing the
cost of such measures.
It is perhaps worth remarking that
the damage effect of a lightly-loaded
rear engined double decked bus is
considerably in excess of that of the
number of private cars needed to
cope with the same number of passengers. Even a fully loaded bus does
ten times the damage that would be
done if the same 'number of people
were carried singly in private cars.
On minor roads significant changes
can be achieved in structural maintenance expenditure by traffic management
restrictions
which
exclude
heavy lorries. The degree of reduction
depends on the proportion of genuine
"access traffic" in relation to that
which is "extraneous" and excluded
by the restriction. More research is
warranted on the economic significance of variations in structural maintenance requirements in these cases.
6. THE EFFECTS OF HEAVY
LORRIES
We now have considerable theoretical and practical evidence relating
lorry weights to pavement life. The
facts were set out in fu II in the Armitage Report which indicated that a
properly designed veh icle of greater
weight need not cause more damage
to a carriageway pavement than carrying the same weight of goods in
smaller vehicles. Much depends on
the number and spacing of axles.
Some strengthening
of bridges
would be required"": a round figure
estimate of £1 DOM has been calculated - but this takes no account of
the fact that some of the structures
involved are already over-loaded by
current standards. In short, bridge
strengthening
to match a properly
designed 40 tonne lorry would not
be a serious extra problem.
However, there is one important
problem remaining - namely. vehicle
and axle overloading.
As described
in Section 2 the
pavement structure
of a road is
designed to withstand
a defined
number of repetitions
of load and
most of the loading comes from
heavy vehicles.
If some of these
ENGINEERS
31
vehicles are overloaded, the life of
the pavement structure is reduced
and the proportional reduction in life
is much greater than the proportional
overloading of the vehicles. Thus it is
very important to minim ise accidental,
or deliberate overloading.
The damage caused by overloading
is not generally appreciated, otherwise imposed fines would be larger
and there would not be so many
illogical variations .of fines in the
courts. The degree and extent of
overloading is not known pre"cisely,
but even a small amount of overloading causes considerable damage.,The
entire
matter
requires
attention.
Magistrates should be advised of the
very serious consequences of overloading, and deal with offenders with
appropriate severity. At the same
time the number of weigh-bridges
should be increased to get a tigher
control on offenders until a satisfactory degree of compliance is achieved.
In the United States of America
selected bridges are being used as
equivalent
static
scales,
which
measure strains due to individual
veh icles. These are related to predictions based on vehicle axle weights
and speed. Initial resu Its have been
encouraging;
we recommend that
these methods be considered.
7. THE EFFECTS OF SUBSIDENCE
It is considered that the ad hoc and
local nature of most subsidence leads
to doubt that a national study of the
subject would be cost-effective, The
significance
of the problem to an
individual
highway authority must
not be underestimated,
however,
whether the cause is natura lor resulting from operations such as mineral
~xtraction. In the case of workings
for the extraction of meta Is, the legal
liability for repairs as a result of
subsidence
is unsatisfactory
and
requires review.
One aspect of subsidence common
to the entire highway network, excluding motorways, results from the
activities of public utility undertakings and other bodies. Recent conversion programmes in gas and other
services have caused problems, the
scale of which is grossly underestimated by the undertakers and by
observers outside the field of highway
engineering.
Because of compaction difficulties,
adequate reinstatement of a trench
in a highway cannot be achieved by
the mere replacement of the same
thickness of the same types of materials of those excavated.
The imminent arrival of privately
owned cables and other apparatus
will cause severe difficulties, bearing
in mind the problems already experienced. It is recommended that forthcoming events should be used to
give impetus to a radical review of
current legislation which was devised
in 1950 at a time when traffic was 40
per cent of current volumes.
8. WINTER MAINTENANCE
There is no doubt that severe winter
32
weather has a significant detrimental
effect on carriageways. Last winter
produced foundation, surfacing, surface dressing and reinstatement failure
on a substantial scale. The County
Surveyors' Society estimated that at
least £140M extra would be needed
to carry out repairs.
The existing system for compensating local authorities for the costs
incurred as a result of severe winter
weather is unsatisfactory because:In many cases the spending of an
amount equivalent to a one penny
rate before grant starts to be payable
is unacceptable e.g. it may in effect
lead a local authority to suffer other
grant penalties.
The time allowed for completion
of remedial work (end of Mayl is
totally inadequate if surfacing etc. is
to be sensibly and economically programmed.
The administration involved in differentiating
between normal and
severe winter maintenance is extensive, costly and potentially unproductive. The system needs to be simple
and practical.
The unpredictability
of extreme
winter conditions also illustrates the
problem of achieving spending targets by the end of the financial year
i.e. March 31 st. The majority of uncertainties in highway maintenance
occur, or a re generated, during the
three months January to March.
Maintenance management have little
or no chance of coping with expenditure on extreme weather conditions
(and the subsequent
damage to
highwaysl in a sensible and economic
way without some flexibility in spending between the financial year ending March 31 st and that starting on
April 1st. There should be positive
arrangements to allow that to be
done.
9. THE LEVEL OF ROAD
MAINTENANCE
EXPENDITURE
In general, it is right that priority is
given for money for structural and
safety maintenance
on the more
heavily-trafficked roads. It is probably
the case that central local government spending is achieving that priority, but there is increasing evidence
of a detrimental
effect on minor
roads particularly following the last
severe winter.
As yet there is insufficient evidence
on whether the correct longer term
economic approach is being adopted
on all classes of road for structural
maintenance, and only spasmodic
evidence on the effects of variations
in safety maintenance standards.
These
uncertainties
promote
thoughts about further research and
collection and analysis of data. No
doubt more systematic collection of
information would be helpful, but the
Institution
cautions against overenthusiasm for data collection and
processing, which is costly and not
necessarily productive. Cash limits
on total expenditure require increases
in administrative costs to be counterbalanced by reductions
in works
expenditure.
Our overall view is that:Structura I maintenance is being
approached on a short term basis on
minor roads with increasing evidence
of deterioration.
The standards of safety maintenance
need to be monitored to assess
results of variations.
Substantia I cuts have occurred on
amenity maintenance with concern
from the public, but a general acceptance of its relatively low priority.
10. SUMMARY
OF
RECOMMENDATIONS
Many of the matters which have
been considered in this submission
relate to more than one particular
Issue.
Our main recommendations
concerning the entire maintenance field
are as follows:-
P) Revised ranges for maintenance
standards should be established as
soon as possible (Section 1).
(2) There should be priority for adequate finance for long term economic
structural and safety maintenance
(Section 10).
(3) Design strength standards should
take account of future maintenance
costs, including the cost of traffic
delays (Section 2).
(4) Traffic capacity design should
take account of maintenance considerations (Section 2).
(5j There should be quicker and more
systematic feedback on performance
of design, construction and specifications (Section 3).
(6) Continued research is needed on
maintenance problems; this should
be co-ordinated between the several
interested parties (Section 3j.
(7) Major maintenance needs long
term planning and attention to public
relations (Section 4).
l81
Research is needed on the potential for saving structural maintenance
money by excluding non-essential
lorry traffic from some minor roads
(Section 5).
(9) The damage caused byoverloading vehicles should be further publicis ed, and check weig hing increased
to get better compliance with maximum allowable weights ISection 6).
(10) The use of selected bridges for
checking vehicle weights should be
considered (Section 6).
(111 .The time is appropriate for a
review of Public Utilities Street Works
legislation. This is urgent with the
imminent arrival of privately-owned
cables (Section 7).
p 2) Government aid methods to provide finance for the effects of severe
winter conditions should be reviewed
(Section 8).
(13) There should be some flexibility
in highway maintenance budgets between financial years (Section 8).
JANUARY 1983
,I
VARIATION OF ROAD STRENGTH WITH TIME
SHOWING EFFECT OF TIMING ON COST
OF REMEDIAL MEASURES
APPENDIX 1.
CRITICAL TIME - M05T ECONOMIC TIME
ro CARRY OUT REMEDIAL WORK5
3-4 YEARS FOR
DESIGNED ROAD
WITH 20 YEARS LIFE
1-2 YEARS FOR
UNDESIGNED ROAD
5TRENGTH
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RESURFACE
PATCHING & POSSIBLE
5URFACE DRE551NG
RECON5TRUCTION
i
COUNTY ROADS - STRUCTURAL
MAINTENANCE.
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81182
JANUARY
1983
THE JOURNAL
82/83
OF THE INSTITUTION
83/84
OF HIGHWAY
ENGINEERS
33
~1
r"""~I~.I~I.wI~I~.I~I~I~.I""'I""'~I~I~I~I~I~I~I"'~I~"~I~''''~i
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'Ii
A CRITICAL DEBATE
I
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iII..,.'~I~.I~I~I~I~I~I""'~~~I~'~.I~I"""""'~I""~I~I"".i~I~I~.I~I~'~'~
A. Onions, FICE., FIMunE., FIHE ..
Vice-President
of the Institution.
County Surveyor of Staffordshire.
I must make my contribution to the
debate and discussions concerning
the suggested change of name for
our InstItution.
We have intentionally
widened
our horizons to attract into membership those who are not necessarily
engineers but are associated in some
significant way with the work we are
engaged upon. It may be regrettable
that those of us in senior positions
have to become involved in the
machinations of finance but unless
we understand and have the advice
and support of those who specialise
in this field our influence in both
government and private sectors will
decline.
Similarly,
the
forward
planning and implementation of highway infrastructure can only be sustained
after close
investigation
through
transportation
and other
studies. Consequently we must attract those involved into our Institution
so that we have total involvement in
this now very important aspect of our
work. Exclusiveness should not be
one of our objectives when considering the future of our Institution.
Our Past President HRH Prince
Philip, Duke of Edinburgh, when
commenting on the public attitude to
engineering has said:-"What
is almost more worrying is that many
highly qualified engineers appear
reluctant to accept the partnership of
operatives, craftsmen and technicians
within engineering as a whole or the
need for a flexible system of progressive qualifications and {adders
of promotion.
"Both attitudes betray a kind of
intellectual exclusiveness which is
difficult to explain and damaging to
the public interest".
The pronoun "engineer" has come
to mean all things to all men and has
become debased in this age of the
internal combustion engine.
I have always thought it was a
mistake when borough surveyors (the
common title before the last war)
started calling themselves borough
engineers. The general public no
longer understand what the latters
34
responsibilities
are and in consequence they have lost their overall
responsibility
for housing,
town
planning etc. I shall resist any attempt
to change my job title to County
Engineer.
You will have now appreciated
that I do not see any need for
"Engineer" to be part of our Institution name and fully support the
Council with its two options. I prefer
The Institution
of Highways and
Transportation because I think it will
attract a wider membership and many
counties and consultants have the
word transportation in their departmental titles.
However, I am prepared to accept
The Highways Institution if there is a
great deal of objection to the former.
~,,&~
----- -'
~
Letters to the Editor
Change of Name
From: B. G. Cambridge, (F) Greater
Landon Branch Secretary, Dorking,
Surrey.
Many of our members are engineers;
by broadening the basis of membership they may be jealous lest they
lose their prime status. Many potential
members in transportation and other
allied fields who are not engineers
may likewise be wary of our Institution
lest they be swamped by engineers.
Compromise has tried to be fair to
both, through a title such as Highway
and
Transportation
Engineering;
neither side are too happy!
There is a simpler way - The
Highways Institution:
(a) that title embraces all concerned
with highways- pfanning. building,
and using -without discrimination;
(b) "Institution"
implies professional
status, each in his own field;
(c) most people colloquially refer to
"our" Institution as "The Highways"
- there would be no change, and
nothing significant lost;
(d) it is the shortest yet-three words,
including the definite article.
let's be definite about it!
From: S. Lewis (M), Peckham,
London S£15.
Sir - In your debate as to the future
direction of the Institution. no mention
has yet been made ofthe implications
of vis-a-vis other institutions.
It would appear that the development of the Institution into a transportation body could to some extent
bring it into conflict with the Chartered
Institute of Transport. This body,
though once primarily concerned with
transport operations, has now broaded
its interests to most aspects of transportation
and
transportation
technology.
I believe there is a distinct role for
our Institution, but it has not yet been
adequately defined even by those
who have looked into it in most
detail. As a further step in the right
direction it could be helpful to know
how many members a Iso belong. as I
do, to the Chartered Institute of
Transport. Those who have experience
of both Institutions might define more
precisely the gap we might best fill.
(The Institution does not keep statistics on the number of its members
who are' also members
of the
Chartered Institute of Transport. but
the numbers are unlikely to be more
than three per cent of the Institution's
membership - Editor).
From: A. G. Tevendale (F), Sokotoa,
Nigeria.
Sir - May I add my "twopenceworth" to the fascinating debate on
the new name for our Institution?
,
The argument about the inclusion
of "Transport"
or "Transportation"
seems to me to be a red herring.
Surely it is of little consequence in
this context, whether we mean design
and construction of highways (i.e.
engineering); use of highways (i.e.
transport or transportation);
or any
other aspect of highways practice
such as signalisation.
statistics,
accident prevention, etc, the word
"highway" seems adequate reference.
The real problem is the question
"who_are these people?"
I am greatly taken with the argument for an Institution
of people
rather than an Institute of a function.
In the former I can regard myself as
an integral part; in the latter I would
feel a mere appendage. However, to
devise a title to cover the civil, electrical, and mechanical plant engineers,
statisticians, economists and all the
others who work in the field of highways, it would have to be either very
complex or very simple.
The elegance and dignity of a
simple solution must surely have
appeal. If Mr Summerfield's beautiful
solution "The Highways Institution"
does not have enough emphasis on
people, then at least try to keep it
simple. How about "Institution
of
Highway Practitioners?"
I still like The Highways Institution,
though.
JANUARY 1983
\
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JANUARY
1983
ENGINEERS
35
GREATER LONDON BRANCH SEMINAR
london's Transport Problems
The "Transport in London Seminar"
organised by the Greater London
Branch, was held in London in
November, 1982, and attracted over
120 delegates,
The Seminar coincided with the
recent recommendations of the Fifth
Report of the House of Commons
Committee
investigating
London's
transport problems and proposing
the establishment of a Metropolitan
Transport Authority. The Chairman of
the Commons Committee, Mr Tom
Bradley, MP, opened the seminar
and outlined the report.
The problems of travel in London
were road congestion and an ailing
public
transport
system,
It was
Parliament's job to get the funding
and organisational framework right,
not to deal with decisions on fares
and routes for new highways. The
main, and most radical recommendation of the Committee, was the
stablishment of a new Authority responsible for London's highways and
public transport policies and activities,
bringing together in one body the
views and responsibilities of the GLC,
the London boroughs and the Department of Transport together with the
involvement of London Transport and
British Rail.
Discussion speakers gave a guarded
welcome to the new initiative but
reservations were expressed about
the representation of neighbouring
county councils on the Authority. The
need for greater attention to the relationship
between
land-use and
transport was stressed.
Trunk Network
In the second session of the morning
Mr W. E. Gallag her described the
Department of Transport's current
policies and programmes for the trunk
road network in and around London.
While the Department's direct responsibilities in the capital were confined to a relatively small number of
trunk roads, these were of major
significance,
particularly the construction of M25.
Questions were asked about the
reluctance
of the Department to
complete the motorway ring by taking
over responsibility
for the Dartford
Tunnel and removing the deterrence
of the toll.
london's Policies
Mr David Bayliss, Chief Transport
Planner, Transportation and Development Department, Greater London
Council, then described the Council's
current propasals for highways and
public transport. He said that London
36
was an historic city with a transport
system which had been developing
since Roman times. At present the
Council was having to formulate its
transport policy against a background
of declining population and a sign ificant reduction in employment. particularly in industry. The Council had
recently sought to arrest the decline
in public transport by halving fares
but legal and financial constra ints
had forced the Council to reject this.
The Council was currently considering how fares might be reduced.
He pointed to the progressive programme of road construction
and
improvement being pursued by the
Council. This required an estimated
expenditure, over a five year period,
of some £300m
on metropolitan
road schemes and £230m on borough
road schemes. Several speakers felt
that even this
investment.
was
inadequate.
london Borough Plans
In the final session of the morning,
Mr P.J. Leveridge, President, Association of London Borough Engineers
and Surveyors, presented the views
of the boroughs in relation to transport in London. He described the role
of the boroughs and pointed to problems in the current system of transport planning in London, split between
boroughs and the GLC. He welcomed
the idea of a MTA and considered
that before any effective transport
planning could take place the strategic
highway authority must have the
power and resources to implement;
and the local planning authority the
power to use their own resources as
they wished within the block grant
system and within the policy guidelines of the new MT A.
Traffic Restraint
In the afternoon the Seminar turned
its attention to three particular aspects
of London's transport: traffic restraint,
heavy lorries and public transport. Mr
Paul Prestwood-Smith, GLC, said that
as funds were likely to be limited
there was a need to turn to management policies, and, in particular, some
form of traffic restraint. He retraced
the restraint pol icies studied and
rejected in the past and discussed
the form of any future restraint policy.
He pointed to the difficulty in gaining
public support for restraint and said
that it would be prudent to apply
such measures by degrees. He considered that for some years restraint
policies would have to be confined to
parking controls.
Professor A.D. May, Leeds University, felt that this approach was too
cautious and considered that some
radical departure was needed in the
form of control of private parking or
the introduction of an area control
policy.
Lorry Bans?
Professor P.J. Hills, University of
Newcastle upon Tyne, described the
work of the Panel of Inquiry set up
under Mr Derek Wood, QC in October,
1981 to assess the effects of, but not
to make recommendations on, possible goods vehicle bans in London.
The Panel had received more than
2,500 written submissions with some
150 bodies giving evidence. The
Panel was due to report in early
, 983, the work having been extended
in the hope that more recent data
would be available from the 1981
GLTS survey.
It was argued that it would be
difficult to introduce experimental
bans on a large scale and that the
inquisitional
approach adopted by
the Panel was the best way forward.
Public Transport
Dr. David Quarmby, london Transport Executive, stated that 1981 had
seen the greatest change ever experienced by london Transport, with
the introduction of the "Fares Fair"
policy and its subsequent withdrawal
following the Law Lords' ruling. In
October, 1981, 'bus and tube fares
were cut by 32 per cent with the
result that passenger miles increased
by about 10 per cent - with patronage
returning to that of some two years
earlier. The increase in patronage did
not pay for the reduction in fares and
there was a loss of about 25 per cent
in revenue. Following the withdrawal
of the "Fares Fair" pol icy in early
1982 fares were doubled and patronage shrunk.
Dr Quarmby said that recent studies
had suggested that at today's fares
every £1 in subsidy generated £1 .40
benefit to the community. While £1
of this benefit was a transfer from tax
payments there was nevertheless
some 40p external benefit.
Balance Needed
The Seminar
was Chaired and
summed-up by the Institution's Immediate Past President, Ron Bridle,
who referred to London's unique
position both in this country and
overseas. He said that delegates had
pointed to the difficulties caused by
the many swings in London Transport
policy and that there was now an
urgent need for a balance to be
struck so that a firm policy could be
developed
and
implemented
immediately.
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1983
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OF THE INSTITUTION
OF HIGHWAY
ENGINEERS
37
Institution News
~
1
MEMBERSHIP SUBSCRIPTION 1983
DUE 1st JANUARY 1983
IHE
The rates are unchanged.
Fellow
Member
Associate
Member
£32.00
£28.00
£25.00
£21.00
£13.00
£13.00
Jan. 1st 1983;
Home:
Overseas;
Student
Student
26 and over under 26
£13.00
£13.00
£8.00
£8.00
DUE ON JANUARY 1 st
FULL NAME
.
ADDRESS
.
LIST OF
MEMBERS 1983
A new List. of Members will be
published January 1983.
The List. which is the first to
appear since the spring of 1979
will be of great value to Institution
members.
Members' names and addresses
are produced from computer printout.
The price of the List to Institution members will be £3.50 including postage, and £10 to nonmembers. Those wishing to purchase a copy should complete and
return the form below. The number
of copies ava ilable is limited. \
The Secretary,
\
Institution of Highway Engin eers,
3 Lygon Place,
\
Ebury Street, London SW1
MEMBERSHIP
NO. (if known)
PLEASE
CAPITALS
USE BLOCK
GRADE
Cheques should be payable to the Institution
SOUTHERN
BRANCH
H EARS ABOUT
GEOTEXTILES
The first of the Southern Branch's
1982-83 winter meetings on October
12th, 1982. found 60 members and
guests at Petersfield to hear tal ks on
geotextiles from Mr J. Wrightson.
Department of Transport. South. East
Regional Office, Dorking and Mr C.
Wood,
Department
of Transport.
Engineering Intelligence Division.
Mr Wood, using slides and materials, described the functions of the
fabrics and their applications, together
with details of loading characteristics
and types of weave and mesh sizes.
Mr Wrightman's
illustrated
talk
covered the use of fabrics in slip
repair carried out on M4 motorway at
Yatterton. The method of working
was described. together with an explanation of the theory to determine
forces and the requirements for the
mesh type.and size. The economics
ofthe chosen solution were compared
with
more
conventional
repair
methods.
The speakers acknowledged help
given by Berkshire CC, the TRRL and
Headquarters and South-East Regional Offices of the Department.
38
____
THE HIGHWAY
of Highway
.
Engineers.
The Institution's
Future
The remainder of the evening was
given overto a talk on the Institution's
future by Mr M. F. Hardy, Senior VicePresident, who laid particular em.
phasis on the proposed change of
name. In a very clear explanation of
Council's philosophy it was stressed
that changes were necessary in order
to promote the Institution to a wider
potential membership.
The discussion revealed members'
hopes and fears and Peter Bennett,
Geoff Margason and Barry Warmisham, as members of Council, offered
Branch members further talks on the
proposals should these be required.
The meeting. and the points raised,
provided valuable feedback to Council
in its continuing deliberations.
COUNCIL NOMINATIONS
Anyone wishing to stand for Council
is rem inded that nominations of candidates for ordinary membership must
reach the Secretary of the Institution
not later than April 1st, 1983. Cand idates must be nominated by not less
than eight fully paid up Corporate
Members.
Nominations
must be
accompanied by the written consent
of such candidates.
Balloting will take place before the
Institution's AGM to be held July 7th
1983.
ENGINEER
Please send me
copy(ies)
of the 1983 List of Members.
My cheque/postal
order for
£
made payable to the
Institution of Highway Engineers
is enclosed,
NAME
.
ADDRESS
.
DATE
PLEASE
USE
BLOCK
CAPITALS
SUBSCRIPTIONS
1983
1983 Subscriptions
were due on
January 1st, 1983, If you pay by
Bankers Order please check that
the amount paid was correct.
The rates, which are unchanged.
are shown on this page. The form is
for those members who prefer to
send a cheque or postal order, If a
member was resident overseas on
January 1st, 1983. the overseas rate
will operate if this member is using a
UK address for mailing purposes but
this must be made plain when sendin
the su bscription.
JANUARY
~
1983
J
I
i
SUBSCRIPTIONS
FOR 1983 DUE NOW
Macdonald. Meeting at the Douglas "'I
Hotel, Galashields at 7.00 for 7.30pm.
February 3rd, 1983:
Fellows
Members'
Associate M3mbers
Student Members
Under 26 years of age
26 years of age and over
Home
£32.00
£25.00
£13.00
Overseas
£28:00
£21 .00
£13.00
Title of Paper to be announced.
Speaker G. Brantingham. Meeting at
the Station Hotel, Ayr at 6.00 for
6.30pm.
£8,00
£13.00
£8.00
.£13.00
"Edge
Details,"
Paper by M.G.
Rayworth. "Today a Detail - Thereafter a problem. "Views of a Ma intenance Engineer."
Paper by W.G.
Norquay. Meeting at the Stag Hotel,
Lochgilphead at 7.00 for 7.30pm.
February 10th, 1983:
Any member wishing to apply for transfer to the retired grade should do so
before December 31 st, 1983 .
A form for those members of the Institution who do not pay by Bankers Order
is published on page 38. PLEASE DO USE IT.
OVERSEAS MEMBERS
The banks now make very high charges for collecting cheques forwarded to
the Institution in currencies other than sterling. It is therefore considerably to
members' advantage to pay by Bankers Order or by an International sterling
money order or a draft in sterling drawn on London.
Institution
members in Eire are particularly requested to follow the
procedures set out above.
WHAT'S ON IN '83?
Headquarters
Transportation Workshop
February 10th, 1983
I
j
I
~
"Subsidies
for Public Transport,"
Meeting at the Weir Lecture Hall,
Royal Institution of Naval Architects,
10 Upper Belgrave Street, London,
SW1 at 5.30pm.
{Admission by ticket only
I Applications should be addressed to
. the Technical Adviser, Institution of
Highway Engineers, 3 Lygon Place,
Ebury Street, SW1 .
1
East Anglian
j
February 2nd, 1983:
"The Process of Tendering by Contractors." Paper by 'I.E. Bradshaw,
Joint meeting with ICE and the Structurals at Suffolk CC Social Club,
Ipswich at 6.45pm.
1
Annual Dinner/Dance
Hall Hotel, Norwich.
at Sprowston
"Block
Paving." Paper by Dr. J.
Knapton. Meeting at 5.1 5pm at the
Civic Centre, Carl isle.
Ireland
January 26th, 1983:
"A Question of Knowledge." A knockout quiz organised by the Municipals
at Ulster Polytechnic. Teams from
eight Institutions competing.
North- Eastern
"Research and Policy for Land- Based
Transport in the United Kingdom,"
Paper by R.J. Bridle. Joint meeting at
6.15 pm with the Northern Cou nties
Joint
Transportation
Group
at
Newcastle-upon- Tyne.
North Wales
Students' Papers. Meeting
for 6.15pm at the Mount
Hotel, Colwyn Bay.
at 5.30
Stewart
North- Western
"Electronics in Highway Engineering."
Paper by J. Rogers. Meeting at Shire
Hall, Cambridge.
January 12th, 1983:
"High Speed Trains." Paper by a
representative of British Rail. Joint
meeting with ICE at 6.00 for 6.30pm
at Peter Brotherhood Social Club,
Peterborough.
Greater London
"Anchorsholme Outfall, Blackpool,"
Paper by N.J. Haigh and A.A. Denham.
Meeting sponsored by ICE at 5.00 for
6.00pm, County Hall, Preston.
,.
"Manchester Airport." Paper by D.P.
Stanley.
Meeting
sponsored
by
Lancashire
County
Engineering
Society at 5.00 for 6.00pm, County
Hall, Preston.-
February 2nd, 1983:
"Problems of Repairon Motorways."
Paper by J. Jefferson. Joint meeting
with the IAT at Royal Institute of
Naval Architects at 5.30pm.
Midland
February 1st, 1983:
"Case for and against Heavy Lorries."
Paper by Messrs Yeadon and Cooper.
Joint meeting with CIT at County
Hall, Nottingham at 6.30pm.
Inn,
Branch
Chairman's evening.
Februaty 8th, 1983:
Paper on "Concrete
Overlays in
Flexible Carriageways,"
Both meetings will be held at 5.30
for 6.00pm at the Welcome
Inn,
Station Road, Petersfield, Hampshire.
South- Eastern
Januaty 20th, 1983:
"The Orwell
Fletcher.
Bridge."
Paper by M.
"Catering For Minority Travel Needs,"
Paper by C. Brown.
Meetings at 5.30pm at the Town
Hall, Tunbridge Wells, Kent.
South Midland
January 18th, 1983:
"The Humber Bridge." Paper by B.P.
Wex. Meeting at 7.15pm at the
Beaconsfield Crest Motel. Beaconsfield, Buckinghamshire.
February 22nd, 1983:
South Wales
February 2nd, 1983:
"Highway
Link Design Safety
Aspects," Paper by V.E. Jones and J.
Romanis. Joint meeting with ICE at
Engineering Department, Un iversity
College, Swansea.
West Midland
January 20th, 1983:
January 26th, 1983:
Visit to accident blackspots in London.
Problems and remedies.
Meeting at the Mercury Motor
Inverness.
"Under
30
Evening."
Talks by
younger Branch members. Meeting
at 7.15pm at the Cement and Concrete Association, Slough, Berkshire.
East Midland
February 17th. 1983:
January 28th, 1983:
January 11th, 1983:
Inn,
Januaty 11th, 1983:
January 28th, 1983:
February 11 th, 1983:
Meeting at the Mercury Motor
Inverness.
Southern
Northern
January 27th, 1983:
Northern
North of Scotland
January 25th, 1983:
Central and Southern
Scotland
January 11 th, 1983:
"Recycling of Bituminous Materials."
Spea ker to be announced. Joint
meeting with HTTA at Station Hotel,
Stirling at 6.30 for 7.00pm.
January 13th, 1983:
"Direct Labour - The First Year."
Paper by D. Carruthers. Joint meeting
with the Glasgow and West of
Scotland Association ICE at Mitchell
Library, Glasgow at 5.30 for 6.15pm.
January 27th, 1983:
"Historical
Structures." Paper by O.J.
Hot pot supper at Manor
Meriden, at 6.00pm.
Hotel,
February 17th. 1983:
"M25," Paper by representative from
Tarmac.
Meeting
at
5.30
for
6.00pm at
Construction
House,
Wolverhampton.
Yorkshire
and Humberside
January 20th, 1983:
"Micro-processor
Traffic Control in
Sheffield." Paper by Messrs P. Bull
and M. Dunne. Meeting at 6.00pm at
County Hall, Barnsley.
\..
JANUARY 1983
39
NEW SECRETARY FOR
PUBLIC HEALTH ENGINEERS
Mr lslay Muirhead, Secretary ?f the
Institution of Public Health Engineers
since 1970 has retired. His successor,
Mr David Dacam, OBE, SSe., a former
Commander with the Royal Navy,
succeeded him on November 5th,
1982.
Mr Dacam took an Honours Degree
in Physics at the University of Manchester in 1951 and from 1964 held
various educational and training posts
in the Navy. He was appointed Secretary to NATO's Oceanographic Group,
1972-75; and was Director of Studies,
Royal Naval Submarine School, 197578 and Principal, Gibraltar and Dockyard Technical College from 1978
until his retirement in August. 1982.
NEWS OF MEMBERS
Crowther, G. IF) has been elected
Chairman of the Institute of Quarrying
for 1982-83. He is Group Engineer
Controller, Tilcon ltd., Harrogate and
was Chairman of the Institution's
Midland Branch 1970-71.
Ford, D. (M) formerly an Associate
with Halcrow Fox & Associates has
set up in practice as a Transportation
Planning and Traffic Engineer Consultant in Twickenham, Middlesex.
Ruskell, J.D. has established his
own advisory, design and construction consulting practice at lymington, Hampshire.
GEOLOGICAL
AWARD
Dr. D.R. Piteau, Piteau and Associates,
Vancouver, British Columbia, Canada
and Mr L. Peckover, Consultant,
Vaudreuil. Quebec, Canada, have been
named 1982 recipients of the E.B.
Burwell Jnr Award given by the Geological Society of America for their
Paper "Engineering of Rock Slopes."
MEETINGS AT OXFORD
POLYTECHNIC
Oxford Polytechnic are running a
series of one day workshops and
short courses during 1983 two of
which are likely to be of interest to
highway and transportation engineers.
February 25th, 1983: ECC Aid and
Local Authorities. 'A one day course
outlining the range of EEC aid ava itable to local authorities and discussing approaches to be made in obtaining such aid.
June 2nd, 1983: Transport Planning.
A one day course using Japanese
comparisons to consider the technological' answers at a time when
conventional
models of travel are
leaving more people deprived.
Further details are available from
Carolin Tidbury, Secretary, Short
Course Unit, c/o Department of Town
Planning,
Oxford
Polytechn ic,
Headington, Oxford, Oxfordshire.
ELECTION OF
MEMBERS
OCTOBER 1ST, 1982.
Membership
FeilD wS
Cloyd en. K.J.C.
Finnegan,
D.F.
Hope. E.H.
Jock. J.G.C.
Rushton.
Saddler.
J. S.
J.B.
Members
Ash. V.
Bereola, J.O.
Bishop.
Boswell.
Notice is hereby given that the Eighteenth
The Council of Engineering Institutions will
Civil Engineers, 1-7, Great George Street,
29th March, 1983, at 1600 hours, for the
following business:
I. D.
S.J.
8,736
Director, Ove Arup & Partners.
General Manager. Mivan Construction Ltd.
Cha.rman & Managing Oirector.
Arney Roadstone Construction. Ltd.
Director,
Estlmat~ng
Services,
Tarmac Construction
Co. Ltd.
Project Manager, Tarmac National
Construction.
Senior Resident
Engineer, Scott
Wilson
Kirkpatrick
& Partners,
Libya.
Assistant Engineer, lB. Brent
Senior Research Officer, Nigerian
Building & Rood Research Institute.
Sectlofl Engineer.
A Mon~ & Co
Ltd. seconded
to Transponation
Planning Associates.
Graduate Engineering
Assistant.
Highways Depanment,
Henford,
shire CC,
ENGINEERS
Annual General M~et~ng of
be held at The Institution of
London SW1, on T':Iesday,
purpose of transacting the
1. Presentation and consideration of the annual report of the Board
and the audited statement of accounts for the year ended
30th September, 1982.
2. Appointment of auditors for the year ending 30th September,
1983, and fixing their remuneration.
3. Declaration of the results of the ballot for the election of elected
members of the Board.
Following the formal business of the meeting there will be a~ oppo~unity
for informal discussion. During this period no resolutions will be
accepted and no votes taken.
BY ORDER OF THE BOARD
O. B. WOOD
Secretary
Note:
..
All Chartered Engineers are entitled to attend and vote at thiS meetmg.
An evening discussion meeting on
"Plastics in Road Markings" will be
held at 6.30pm on Monday, February
21st:1983 atThe Plastics and Rubber
Institute, Hobart Place, london, SW1.
The speaker will be Dr. P.M. Hines,
Materials Technical Manager, Prismo
Universal Ltd., who will. with films
and sl ides, review the history of road
markings. His talk will also include a
description of the performance requirements of modern markings, test
methods employed to evaluate them
and some developments in materials
and their application.
Members of this Institution are
invited to attend as are those of the
SCI Road and Buildings Materials
Group.
There is no admission charge but
Diane Varley, at the Plastics and
Rubber Institute, would appreciate a
telephone call to say that you expect
to attend. Please ring her on 01 245
9555.
Delaine.
E.D.
Senior Resident Engineer, Bedford+
shire CC.
Senior Assistant
Engineer,
lB
Dodman. J+P.
Total
CEI NOTICE TO ALL CHARTERED
40
ROAD MARKINGS
MEETING
Brent.
EI Kharboutly,
S.E.O.Resident
Engineer, Dr Ing Walter
& Partners, UAE.
Ellis. C.
Senior Lecturer CIvil Engineering,
SheHield City Polytechnic.
Gavin, E.J.E.
Project
Engineer,
Chapman
&
Smart.
Green, P.W.
Contract Services Manager. Associated Asph.lt Co. Ltd.
Henderson, P.A.
Char1ered Civil Engjneering.
WA
Fairhurst & Partners.
Horan, A.
Senior Assistant
Engineer,
Roch~
dole MBC.
Hopkins.on,
R.J.
TeDm Leader (Traffic Eng;ne-ering,
Noise & Oata,. Derbyshire CC.
Hunter-Yeals,
D.J.
Project Manager. Transportation
~p-t. DarAI-Handasah
Consultants
ISh.ir & Partnersl.
Jamieson, P,F.
Group Engineer, Traffic Unit. W.
Yorkshire MCC.
Kalak, B.a.
Resident Engineer. Abdul Mullick
Assoc .. Kenya.
Lavers. G.R.
Deputy Head, On Site Services
Dept. Scotland. Harry Stanger Ltd.
Lynch, J.P.
Managing
Director. Reoy Roads
Ltd.
Mack.y,
R.
Sub Agent
RoadworkS.
aalfour
Beatty Construction
Ltd.
MandaI. A.
Assistant
Engineer,
(Motorway
ProjectJ WS Atkins, Overseas- Ltd,
Kuwait.
McMorrow,
J.G.
Principal
Technical
OfHcer, Soil
Mechanics Section British Rail
Myles. J.
Contracls Manager. R.J. McLeod
IContractors)
Ltd.
Richa,ds. BA
Resident Engineer {Highway pro'
ject, N. Zealand} Tonkin & Taylor
Ltd.
Shukla. H.L
Assistant Soils & Materials Engln~
eer, Surrey County CouncB.
Smith. P,H.
District SaleslTechnical
Manager,
Yorks hire/Hu mbers ide BLue Circle
Cement.
Stock. A.F.
Lecturer.n Civil Engineering, University of Dundee.
Savege. R.J.
Agent.
Canterbury
BV Pass}.
Wimpey Internationol
PLC.
Thethy. P.S.
Senior Engineer.
MIS Kithimba
Associates, Kenya.
VvralJilippilai.
Young.
S.
J.C.
Transfer Associare
Gould, S.R.
Member
to Mf!mber
Graduate
Assistant
Bucldngh.amshir-e
Assistant Ellgineer,
A. W+
Roe. M.S.
Lee.
Stockbridge,
Senior Resident Engineer, Scott
Wilson
Kirkpatrick
& Partners.
N~gerfa.
Higher Scientific OHicer TRRL
cc.
Engineer,
Hampshire CC.
Research Fellow/lecturer.
G.S.
Associate Member
Janowski. R.J.
Coven~
try (Lanchester) Polytechnic.
Graduate Engineer, Northampton~
shire CC.
Setting out
Eng ineeri.ng.
Eng1neer,
Dowsett
JANUARY 1983
i
OBITUARIES
Council have learned with regret of
the death of the fol/owing.
L. Cha~lton
(M. 1968), West Midland.
W. Cooke
(C.1 973), Southern
J. O'Donnell (M.1968) South Midland.
FINDING BRITAIN'S
YOUNG ENGINEER
The Engineering Council is running a
"Young Engineer for Britain" competition in 1983 to encourage the
creative and practical instincts latent
in young people by requiring them to
translate what they have learned
about engineering
and scientific
principles into a produce or piece of
equipment which satisfies a useful
purpose; and to communicate effectively the nature of the problems
faced in developing their projects
and overcoming them.
the competition
is open to any
person between 14 and 19 inclusive.
whether at school. college, univer1sity, polytechnic or in industry. Entries
; are divided into four classes; 14-15;
I 16-17; 18-19 and a separate class
for entrants from industry aged between 16-19 inclusive, which embraces apprentices and those attending colleges of further education.
Why not encourage your son or
daughter
and/or their school to
enter? The profession needs to draw
public attention to the value of engineering in this country and to
encourage
those who have the
potential
to become
successful
engineers.
Further details and application
forms can be obtained from the Engineering Council, Canberra House,
10-16 Maltravers Street, London
WC2R 3ER.
TRANSFER OF ERB TO
ENGINEERING
COUNCIL
All Chartered Engineers will shortly
receive a ballot paper from their
Chartered Institution giving them the
opportunity to approve or otherwise
the transfer of the Engineers Registration Board to the Engineering
Council.
The Engineering Council has given
an assurance that aII those currently
registered as Chartered Engineers
will retain that title and that the
standards of Chartered Engineer will
not be able to fall.
The Royal Charter governing CEI
requ ires that the CEI Board decision
to support the transfer should be
endorsed by a two thirds majority of
Chartered Engineers.
The Institution's
President and
Council support the setting up of the
Engineering Council and hope that
the transfer of the ERB to the Council
will be supported by all Chartered
Engineers.
CITY UNIVERSITY
COURSES
The Department of Civil Engineering,
The City University, London ECl is
offering a number of short, further
education courses in civil engineering
during 1983.
These
have been specifically
designed for candidates for the professional examination of the ICE and
the Further Education Board of ICE
has accepted these courses at level
PEl. They are:
February 24th-25th,
1983
Stability of Slopes and Embankments.
April. 1983
Determination of Soil Parameters for
Design.
May, 1983
Traffic Engineering.
June, 1983
Design and Construction
of Piled
Foundations.
All courses are on a two-day, nonresidential basis, and the number of
participants is limited to 25. Further
details and an application form
Mrs Linda Gilroy,
The Civil Engineering Department,
The City University,
Northampton Square, London ECl V
OHB.
(Tel: 01 253 4399
Ext. 3645).
BETTER ROUTEING
The Institution's session at the Publ ic
Works Congress was held in Birmingham on December 1st, 1982 and
Papers were presented by John
Wootton,
Wootton
Jeffreys
&
Partners - 'The Benefits From Improved Route Information" - and by
Hugh Neffendorf, Systematica Ltd on
- "Scheduling
and Routeing for
Commercial Vehicles."
John Wootton
explained
how
better maps and improvements
in
signing could produce very large
savings. He estimated that £22m
spent on more correct and improved
signs could produce a minimum
benefit of £600m. He suggested that
this could be financed by an extra £1
on the subscriptions to the AA and
RAC who would be responsible for
implementing better signs.
Hugh Neffendorf discussed the
many benefits of having a national
road network database which is now
in existence as a result of the work on
the Regional Highway Traffic Model.
The use of this information has been
licenced to two firms, Systematica
Ltd being one. Amongst many other
potential uses, the network could be
used to give route guidance and
location of nearby facilities to drivers
of commercial vehicles.
Copies of both Papers are available
from the Institution.
Hire Tomorro.
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A lixed rental charge.
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0222-010999
JANUARY 1983
.-l!»M
R] JlXRiE
Private fvbbile 8.enrals Lrd.
Industrial Estate,Gwaelod-y-Garth,
Cardiff.
CF48JN
WAA
41
HIGHWAY AND
TRAFFIC TECHNICIANS
ASSOCIA TION
Chairman:
J. W. Harris, TEng(CE/J, FHTTA, MCfT, M/HE
NEW YEAR
M ESSAG E
FROM THE
CHAIRMAN
1982 is past and we enter 1983 with
many imponderables facing us.
The Engineering Council is formulating policies which will dramatically
effect our existence. All non-chartered
institutions
have their very livelihoods at risk if The Council persists
in registering technicians directly and
not requiring them to be members of
an institution. At the same time, the
title Chartered Engineer will only be
granted to Professional Engineers
who are members of chartered institutions. An anomaly which seems
grossly out of order. You can be
assured that your Council. in cooperation with other technician institutions, is doing all it can to rectify
the position for the benefit of existing
and future members.
Secondly, we anticipate that the
revised SJC Interview Scheme will
be published this year. I hope and
trust that a clear cut, comprehensible
and meaningful interview system will
emerge that does not present an undue hurdle to technicians but is a fair
test of their ability and experience
which employers will recognise for
the seal of approval it is. Again
Council is doing all in its power to
e HTTA
42
THE HIGHWAY
Miss Judith Walker SSc
influence the SJC for the benefit of
the membership.
Thirdly, looking to the long-term,
the senior and chartered institutions
seem to be set on slowly absorbing
technicians by amalgamation or otherwise, perhaps with the blessing of
the Engineering Council Theirreasons
are either to improve the;' financial
ability or to 'confirm their right to
speak for the profession as a whole.
The Association Council wishes to
see how matters develop and does
not want to make any hasty decision.
Branches
and, when
necessary
members as a whole, will be fully
consulted. It seems to me that the
senior institutions would rather take
on the technician institutions than
tackle the r.' '11problem of four institutions in civil engineering representing the same core membership.
Rationalisation of the senior bodies
should be the priority not undermining the technicians.
In order for the technicians to
prosper in the 1980s we need to act
as follows. Each of us must ensure
that our employers: appreciate the
quality of the technician
qualifications;
use the Tech(CEI) an'd
TENG(CEI) titles in all appropriate
appointment
advertisements;
and
encourage all new employees, be
they graduates or schoolleavers. to
join an institution. The Association
can become stronger by doubling its
membership to five thousand. If each
of us makes an effort to sign up one
member during the year, by 1984 we
will be a body to be reckoned with.
You have a responsible, well respeced and increasingly influential
Association. Let's go from strength to
strength in 1983 and convert all the
imponderables to our advantage.
A healthy and prosperous New
Year to you and your families.
c--~~
li.e. the ERB functions and the attended titles of Technician Engineer
and Engineering Technician) to the
Engineering Council. A postal poll of
all Chartered Engineers is now underway seeking confirmation
of the
Board's decision. Again a two-thirds
majority of those voting is required.
The result of the poll should be
known in February 1983.
Both ERB Technician Boards asked
the CEI Board not to go ahead without
there being a more satisfactory arrangement to link technician registration to membership of an institution
in some way. However the amorphous
goodwill felt in the profession towards
The Council prevailed. In addition\
The Council has indicated that it will .
respond to institutions' views and set
the direct annual registration fee
nearer the institutions' subscription
rates. This should enable technician
institutions with their journals, branch
and national meetings and representative functions to be a more attractive proposition
to registrants.
Also. there will be an annual consultative "engineering assembly" to
be elected regionally by registrants
which will comprise at least onethird technicians.
The ERB Technician Boards are
represented
on the CEI by their
Chairmen, Dr E G West ofthe Institute
of Sheet Metel Engineering and Brian
Lacey of HTTA
Obviously the technician
institutions and affiliate members of CEI
lobbied extensively prior to November
11 th and will continue their efforts to
influence the Engineering Council
prior to the publication of its Bylaws
in' February. It must be said, however, that The Council's leading
figures seem to prefer to deal with
the big four chartered institutions
and, although perfectly willing to
listen, do not take much notice of
what they are told.
The Association continues to work
closely with its sister institutions in
the "construction
group" and is
actively pursuing all avenues.
Engineering Council
APPOINTMENTS
At its meeting on November 11 th,
1982 the Board of the Council of
Engineering Institutions agreed by
the requisite two-thirds majority to
handover CEl's regulation
powers
Two Branch officers have recently
moved. John legrys, AMHTTA., .
taken up an appointment with Leicestershire CC and David Burrows
has gone to Avon CC.
NE.WS -
ENGINEER
Secretary:
1
JANUARY 1983
.1
,I
1982 Photography
Competition
The 1982 Competition with its enhanced first prize of £50 attracted
entries from seven members, several
of whom submitted more than one
photograph. Council found this most
encouraging and has agreed to continue the competition
for another
year. The next closing
date is
November 1st 1983. For copies of
the guidelines, please contact the
Secretary.
This year's winner
is Stephen
Chandler FHTTA of Gwent County
Council. Stephen is a Past Chairman
of the Association,
the current
Honora!)' Treasurer and Chairman of
the Severnside Branch. The judges,
the Institution's
nominees to the
HTTA Council, assure members that
all entries were anonymous but this
did not spare the recipient some
ribald laughter when the results were
announced at Council. The photographs which took second and third
prizes will be featured in subsequent
issues.
Caption: "Viewed from a nearby
bridge over the line you may think
that your eyes are deceiving you, but
I a close up shows
the real problem.
I
The fence posts are the clue to the
bent and buckled lines at Aberbeeg
in Gwent, caused by forces of nature.
This part of the line sits directly on
top of a geological fault which has
been on the move in the past few
years, aggravated by coal mining
operations. British Rail were quick to
relay the line on the left (you can still
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THE HIGHWAY AND TRAFFIC
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ASSOCIATION
3 Lygon Place, Ebury Street.
London SW1
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NEWS -
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43
I
•
1982 BRANCH REPRESENTATIVES
MEETING
The annual Branch Representatives
Meeting took place on September
20th. 1982, some months later than
usual because of the July rail strike.
Nevertheless the 30 delegates enjoyed some brisk and forthright discussion and an excellent buffet lunch
for their troubles. The Association
Branches send two of their number
to the meeting to discuss progress in
the Branches and topics of general
interest which they or Council have
requested for the agenda. The chair is
taken by the Association Chairman.
currently
John Harris. The ViceChairman, Alf Kendrick, the Registrar.
Richard Berry, the Secretary and her
assistant, Marlene Rangasammy were
also present.
The news from the Branches was
much more cheerful than might have
been expected in these times of
recession. Many Branches had held
well-attended
visits
or daytime
seminars. although evening meetings
have declined in popularity. In most
cases those attending meetings do
so regularly, but a few Branches,
notably East Midlands and Chilterns,
have tried social events in the more
outlying areas of the Branch to attract
new faces, with some success. Only
in a few areas were Branch Committees struggling and recent reports
suggest that. even there, hope is
breaking.
There are still some counties where,
because of the Branch boundaries.
members are rather out on a limb. for
example, East and West Sussex,
South Wales and Grampian Region.
It is hoped that arrangements can be
made to involve these members by
improving liaison between adjoining
Branches or by creating sub-branches
around a core of interested members.
Any volunteers will be welcomed!
Turning to the other issues raised,
delegates generally welcomed the
dual membership arrangements agreed
with the Institution
of Highway
Engineers
(see November
1982
Journal) but were less sure of what
was the best long-term future for
highway technicians; much depended
on the Engineering Council which,
although well intentioned, was not
proving responsive to technicians'
views. The possible revision of the
SJC Scheme was greeted with some
enthusiasm;
representatives
being
unanimous that the present interview
procedure was unsatisfactory.
The liveliest discussion arose from
consideration of the role of Branches
in the decision making processes of
the Association. Perhaps not surprisingly the meeting called on Council
to consider introducing Branch delegates into the Council. in addition to
a fair number of elected members.
Cost has always been seen as a
deterrent previously, as well as some
doubts as to the democratic nature of
delegates. The issue will be further
debated by Council which will then
consult the Branches.
Altogether the 1982 meeting was
most encouraging and reinforced the
open debate so characteristic of the
Association. It allows members to
meet others from all over the country
and Council always insists that the
representation changes every year to
ensure that fresh viewpoints are heard.
Grants and Awards Offered
The Public Works and Municipal Services Congress and Exhibition Council
has certain funds which it wishes to
devote in the field of education and
research to matters related to the
interests which it represents.
In its future policy of applying
these funds the Council has decided
that its best contribution
can be
made in the following ways.
Annual
Travelling
Scholarship.
The McNaughton Award. This is for
an award of not less than £1 000 for a
candidate to study abroad for a
specific and approved investigation.
Candidates should be academically
qualified in the field of their enquiry
as well as having experience in practice. The applicant will be requ ired to
submit not only the subject matter
but the programme which he proposes to carry out and to indicate the
e HTTA
44
contribution which he thinks his work
will make in his general field of
enquiry.
Applicants should possess a working knowledge of the language ofthe
country they intend to visit.
Financial
Grants
to
Mature
Students. The Manzoni Award. The
person the Council has in mind will
usually be of some status in his
organisation probably married with a
family and will therefore require
substantial funds of a different order
to support him for a period of at least
an academic year (or even twoj. To
enable him to profit from the opportunities wh ich the Council wish to
afford it proposes that the award
should take the form of a grant of,
say, £2,500.
This would allow more mature
candidates to undertake courses of
NEWS -
1983 PREMIUM
AWARD
An Award of £50 and a certificate are
given annually for the best technical
paper by a member; the winning
paper to be published in "The Highway
Engineer". The closing date for submissions is September, 1st 1983.
Any topic in highway. traffic and
transportation engineering. management. publicity or training may form
the basis for a paper. For instance,
members who have participated in
some novel project on the design,
construction
or management side
should consider sharing their experience with other engineers. This
journal is much respected in the profession and technicians need to be
more prominent in its pages ..
The Premium Award is awarded at
the discretion of Council and is open
to all Association members. Mature
candidate route (Class C) interview
reports might form the basis ofa
suitable entry. No paper to be more
than 4.000 words long.
Further information can be obtained
from the Secretary.
SUBSCRIPTIONS
Subscriptions have again increased
marginally (see page 45).
Members paying by Bankers Order
should inform their Bank of the new
rate or use the form to pay the
difference between their Order and
the new rates or pay the difference
directly through their Bank. The
Association's
Bankers are Midland
lWestminster
40-07-13)
and the
account number is 00447854. Please
print your full name and membership number clearly on any credit
slip. This is most important.
All other members are requested
to use the form.
Retired members pay the student
rate on application to the Secretary.
Those resident Overseas on January 1st. 1983 may pay the reduced
rate on application to the Secretary.
Association subscriptions qualify
for tax relief.
study which their experience shows
would enable them substantially to
make a more effective contribution in
the fields in which they are operating.
The course of study would allow the
candidate, with 10 or more years in
the profession. to become experienced in new methodology or new
techn iques or to investigate some
areas of a discipline other than his
own but which is necessary for the
proper fulfilment of this function.
Applicants for the Awards should
apply to the Institution's Technical
Advisor, 3 Lygon Place, Ebury Street.
SW1, for further details ....
3
JANUARY 1983
ERB TECHNICIANS
Brian Lacey T Eng (CEI), FHTTA,
Association
Council Member and
representative to the ERB, has been
elected Chairman of the Engineers'
Registration
Board
Engineering
Technician Section. At such a crucial
time in the development of the profession this is a great honour for the
Association and Council congratulates
Brian on his major achievement. As
part of his duties Brian also sits on
the ERB Co-ordinating
Committee
with representatives
of all three
sections of the ERB REgister and on
the main CEI Board.
Brian Lacey was elected to the
Association in 1970 and has sat on
Council since 1975. In 1977 he
chaired the Membership Committee
and now serves on the Training and
Education Committee. He is a Section
Engineer
with
Berkshire
County
Council and a committed member of
the Chilterns Branch.
Congratu lations are also due to the
new Vice-Chairman ofthe ERB Technician Section, Mr Mike Sargent of
Essex County Council. who is a Fellow
THE HIGHWAY
AND TRAFFIC
MEMBERSHIP
BOARD CHAIRMAN
Brian Lacey
of the Association. Mr Sargent represents The Institution of Works and
Highways Technician Engineers on
the Board. It is most gratifying to see
"highways" leading the profession in
this manner.
TECHNICIANS
ASSOCIATION
SUBSCRIPTION
- 1982
WILL THOSE MEMBERS WHO 00 NOT PAY BY BANKER'S ORDER PLEASE
SEND THEIR SUBSCRIPTION
TO THE SECRETARY OF THE ASSOCIATION,
3 LYGON PLACE, EBURY STREET, SW1.
Name
BLOCK LETTERS
Grade of Membership
.
Address
.
I enclose P.O./Cheque/M.O. for £
, 983 (made payable to The Highway
Subscription
in payment for my subscription for
and Traffic Technicians Association) .
rates are;
The Highway and Traffic Technicians Association
FELLOW
MEMBER
£ p
£ p
17.00
15.00
22.00
20.00
Home ..............
Overseas ............
ASSOCIATE
MEMBER
£ p
STUDENT
MEMBER
£p
15.00
13.00
9.50
9.50
Prompt remittance will greatly assist the Association
NEW RATES EFFECTIVE
Research Projects. The Council is
open to receive suggestions from
constituent
member organisations
as to research projects which could
be undertaken within its field which
relate to the interests of the member
organisations
of the Council. The
Council would not expect to make
grants amounting
to more than
£5,000 in anyone year. The sums of
money to be awarded are under
e HTTA
JANUARY
1983
FROM 1.1.83
review.
Details may be obtained from the
Secretary of the Public Works and
Mu nicipal Services Congress and
Exhibition Council. Monaco House,
Bristol Street, Birmingham B5 7AS,
West Midlands. Completed application forms for those intending to
apply for a grant or award must be
returned not later than April 8th
1983 .
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ENGINEERS
45
INDEX 1982
VOLUME 29
'.
Journal of the INSTITUTION OF HIGHWAY ENGINEERS AND
THE HIGHWAY AND TRAFFIC TECHNICIANS ASSOCIATION
Book Review
Roadworks Theory and Practice
Bridging the Gap (Workshop Discussion)
Bus Allocation Procedure - Cairo,
Application of a,
Compaction - Standards and Control
Concrete Carriageway Repairs
Concrete lighting Columns. An Economic
Correspondence
on;
Annual Luncheon, 1982
Wrong Bridge
Third London Airport
Axle Loads
Road Condition Survey on Foot, A
Traffic Accidents
Change of Name
Proposition?
Issue
Page
6
2
34
5
11
10
16
2B
2
9
12
29
1
22
21
33
48
22
10
8/9
8/9
10
10
37
23
40
11
26
12
23
Cross Channel Traffic (Transportation Workshop Report)
Earthmoving. Plant Selection for
East Anglian. A Branch History
Engineer, The, In Society
Highway Betterment Programme, Indonesia's
Highway Bridges, The Inspection, Maintenance and Repair of
Highway Construction, Plant for
Highway Construction, Tyre Walls in
Highway and Traffic Engineering, Micro-computers
in
Homologation
System, the
Institution, The, The Future of (The Sharp Reportl
Institution, The, The Future of (Letter from President)
Kessock Bridge, The Queen Mother opens
Legal Notes
lime-Soil
Mixtures, Effect of the Clay Fraction on
Some Mechanical Properties of
lime Soil Stabilisation,
Sodium Chloride as
an Additive in
MICROPERT, Highway Planning using
National Conference issue - 1981
Our Transportation
Assets. Can We Use Them To Better Effect?
Is There An End To The Road?
The Identification,
Improvement and Maintenance of the
French National Road Network
The Practical Impact of Reduced Investment
in Highway Maintenance
The Implementation
and Evaluation of Lorry Control Schemes
The Demand for Public Transport
Exporting Our Highway Expertise
Pedestrian Precincts
Recycling Asphalt, Materials Technology for
REDR Engineer. The Work of a
Reinforced Earth Embankments, The Strength
Road Marking Standards in the UK
46
of Sloped (Discussion)
EI-Reedy
Farrington
Mackay
Lane
37
12
22
40
26
23
8/9
37
Williams
10
11
12
23
26
Margason
Parker
Austin
8/9
5
5
3
12
2
47
2
10
10
11
Critical Debate, A - The Future of
The Institution
Correspondence
on:
1
16
1
3
3
8/9
Author(s)
7
2
5
7
3
7
10
1
4
23
Brice/Langley
23
16
16
10
22
2
10
28
22
2
24
Rhodes
Willmott
Young
Lawson
Dalton/Hoban
Abraham/Wright
Serres
Bridle
23
41
12
9
11
2
12
2
12
10
Hamdani
Lees/ Abdelkader/
Hamdani
Percival
4
2
Smith
4
11
Leger
4
4
4
4
17
24
33
36
Wallis/Wrathall
Turner/Underwood
Webster/Sly
Franci slS ha rma n
11
3
10
2
10
12
Anderson
Stock
Dowie
McGownlTobbutt
Fuge
10
17
19
12
Leesl Abdelkader/
JANUARY 1983
Road Traffic Accidents in Developing Countries
(WHO Congress, Report and Recommendations)
Road Transport, Future Fuels for
Road User, Safety Education of the
Roadworks, Financing of (Leamington Spa Conference Report)
Roundabout Construction in Buckinghamshire,
Twenty Years of
Surface Dressing, Recent Developments in
SUrvey Standards, Setting Out and Earthworks
Me<lsurement (Report of Joint Meeting)
Third World Cities, Public Transport in
Weycroft Bridge, Axminster. The Strengthening
Winter Maintenance, Management of
HIGHWAY
AND TRAFFIC
TECHNICIANS
Arney Roadstone Corporation
Annual General Meeting - 1982
Association Chairman, New
Association Council 1982.Candidates
Electi on to
Branch Committees 1982-83
British Technician Group
Central and Southern
Change of Address
Chi Items Branch
Scotland
Correction
Council and Committees - 1982/83
Council 1982-83.Nominations for
Council. One M<ln's View of
ASSOCIATION
Issue
IHE/HTTA Members
Members Struck Off
Membership Transfer
Mercia Branch
NDT Committee
New Year Message from the Chairman North Western Branch
North of Scotland Branch
Report to Council
Severnside Branch
1981-82
SJC Interviews
Struck offs
South of Scotland
South-Western
Branch
Branch
JANUARY 1983
6
6
7
3
1
OF
Page
Bridle
Hutcheson
Darlington
Bramwell
Elborn/Heslop/Pooley
20
2
10
1~
10
Fouracre/Jacobs
Maunder
Lancaster
Thompson
8/9
7
1
3
Southern Branch
Subscriptions
1982
Subscription Form
8/9
3
4
8/9
7
44
34
40
43
39
TEC HighwayjTraffic
5
10
10
32
43
Technicians as a Profession
Thames Branch
3
2
4
6
11
12
8/9
10
2
2
4
6
8/9
10
12
8/9
12
Public Works Congress
20
2
13
2
6
1
8/9
7
Eastern Branch
Engineering Council
1981
1982
- 1982
8/9
of the
7
Premium Paper Award -
31
Subscriptions
7
Units
11
1
2
1
10
1
1982 1
2
2
8/9
7
3
11
2
3
4
8/9
1
1
6
11
5
1
6
11
12
2
3
6
12
12
3
4
8/9
11
12
6
News insert
42
32
'40
44
36
41
30
34
30
42
31
30
36
36
News insert
12
2
Ties, Association
Tie Competition
Tie Order Form
Yorkshire
Branch
Zimbabwe
Branch
HIGHWAY ENGINEERS,
INSTITUTION
OF
Accident Prevention/Reduction
Guidelines
- Order Form
Annual Accounts - 1981
Annual Luncheon 1981
Annual Luncheon 1982 (Correspondence
on 12.29)
Birmingham Seminar 1982
Bi rthday Ho nours '1982
Boards. News from the
- 1982-83
Change Over
Meeting
Awards - 1982
Change
and Committee
Nominations
Report Reports -
List
1982-83
1981-82
1981-82
News insert
News insert
43
34
34
Croda Award 1981
Diploma in Transportation
Engineering
Diploma in Transportation
Engineering Successful Candidates
Engineering Council
Greater London Branch Seminar 1982
Institution 1982 - Onwards
Institution's Council - 1982,Candidates for
Election
Index, Journal 1981
List of Members 1983
Locan Cup Golf Match
Lorry Management
1982
Guidelines
(Order Form)'
35
35
3
34
4
41
12
1
32
30
3
36
8/9
10
45
44
6
36
10
11
42
44
12
34
6
36
3
4
6
2
36
39
24
25
10
11
10
8/9
1
5
7
8/9
12
5
8/9
34
38
31
40
24
30
36
40
36
36
40
40
38
26
35
25
22
31
26
38
38
26
25
41
8/9
11
8/9
12
40
38
41
26
2
Branch Committees
Branch Secretaries
Branch Secretaries
Certificate of Merit
Chartered Status
Companion Grade
Computer Error
39
35 Council
41 . Council
35 Council
34 Council
41
30
30
34
41
34
31
34
42
34
34
34
33
36
36
35
41
40
8/9 News insert
44
,9
36
35
41
34
40
44
34
45
44
34
34
40
33
45
39
32
35
8/9 News insert
12
32
1983
for
Branch
Northern Ireland Branch
Obituary: Hanson. 1
Open Windows on Engineering
Photography Competition - 1982
8/9
10
8/9
7
7
8/9
8/9
11
12
10
1
6
3
6
1
6
8/9
10
12
5
12
19
33-36
27
38
22
27
26
28
29
THE JOURNAL OF THE INSTITUTION OF HIGHWAY ENGINEERS 47
Members' Addresses
National Conference - 1981
New Year Honours List 1982
New Year Message from President 1982
News of Members
Gaffney, J.A. Awarded Honorary Doctorate
Hardy, M.F. Elected to Engineering Fellowship
Jacomb, A.W. Becomes County Surveyors'
Society President
Onions, A. Becomes IHE Vice-President
Payne, V.S. New Post for
Phillipson, R.H. New Post for
Wakefield, E. New Post for
Obituaries
Jennings. T.G.
Jepson, F.
Murray, Col. A.
Richards, A.H.
Stevenson. E.H.
Tasker, A.G.
Officers, 1982-83, Election of
Presidential Address - 1982
Public Works Awards and Grants
3
6
2
2
1
9
30
22
28
1
10
5
38
26
8/9
6
3
2
4
38
27
39
28
37
3
3
6
3
4
1
8/9
8/9
2
29
29
30
29
39
24
38
2
15
Subscription
11
12
5
11
12
4
M.O.
Abraham. D.G.
Anderson, O.C.
Austin, W.T.F.
Bly, P.M.
Bramwell, F.J.
Brice, R.S.
Bridle, R.J.
6
5
7
8/9
2
1
10
7
5
11
3
4
10
11
12
7
2
8/9
3
1
1
Dalton, D.C.
Darlington, J.O.
DowIe, R.P.
Elborn, M.J.
EI-Reedy, T.Y.
Farrington, J.J.
Fouracre, P.R.
Francis, H.W.A.
Fuge, G.T.
Hamdani, S.K.
Heslop, M.G.W.
Hoban, K.M.
Hutcheson, R.C.
Jacobs, G.D.
lancaste r. K. R.
lane, C.R.
12
5
7
3
5
1
3
12
Form 1982
Subscriptions
1983
Survey Standards Order Form
6
10
5
1
2
5
10
12
Transport. Department of Changes at
Transportation
Workshop
Tie Order Form
AUTHORS
Abdelkader.
Reinstatement of Members
Road Safety Award 1982
Subscriptions
1982
2
2
10
12
23
33
2
2
2
31
2
2
17
6
16
28
2
36
12
2
2
6
2
20
2
14
9
West Midland
Branch Seminar/1982
AGM
5
6
langley, G.B.
Lawson, K.
Lees. G.
Leger. P.
McGown, A.
Mackay, H.J.
Margason, G.
Maunder, D.A.C.
Parker, F.J.
Percival. R.H.
Pooley, G.R.
Rhodes, A.H.
Serres. Mile A.M
Sharman. F.A.
Smith. A.D.W.
Stock. A.F.
Thompson, T.W.
Tobbutt, D.G.
Turner, R.K.
Underwood, C.V.
Wallis, C.C.
Webster. F.V.
Williams, T.E.H.
Willmott. D.S.
Wrathall, D.
Wright. E.J.
Young, M.P.
28
25
36
29
25
28
32
27&28
29
22
27
25
30
31
30
32
27&28
26&28
5
2
22
2
2
11
19
2
23
2
26
10
6
16
28
36
2
10
10
19
24
24
17
33
37
16
17
10
10
7
11
12
4
2
10
10
3
11
12
7
3
7
4
4
3
8/9
2
4
4
4
4
8/9
12
4
5
2
ADVERTISING INDEX
Advertiser
Page Advertiser
28
76
70
74
37
35
43
77
22
79
7
29
45
ARC Eastern
ABEX
B.P. Oil
Barber Greene
BARFAB
Bauma
Bell & Webster
Bomag
Central Electricity
Costain
E.C.C.
Townscape
Hi-Watt
THE HIGHWAY
29
78
Inside Front
37
47
78
35
Inside Bac/f
2
Cover
27
25
37
Back Cover
I.C.1.
48
Losinger
Mageba
Marshalls
P.H.D.
D.M.R.
Pigott Foundations
Reflecting Roadstuds
Selflock
Shell Chemicals
Stevin Construction
Tarmac
Liebherr
Roconeco
Page
ENGINEER
JANUARY
1983
\.,
Look - no cover movement
'Selflevel'
A revolution in access cover
design and installation
r---~
~--~
From the originators of the Steel Fabricated Access
Cover and Frame comes Selflevel, the revolutionary
approach to Cast Iron units.
Designed to make decisive reductions in installation and
resurfacing reinstatement time.
Attach the corner of this advertisemenlto your
letterhead and we will send you a miniature cover and full
technical details.
I
I
I~
1'1
@ ~[EI1[FI.4ttt~l~DI[fID II
lL
Gloster House. Avondale Indus!lIal Estate.
Cwmb'an. Gwen! NP44 1T5.
Telephone: Cwmbran (0633316602213
Telex: 497790 Cables: Senlok Cwmbran
I
I
I
~
~
I
~
Steel and Cast Iron single ~overs to beamed multiples- Steel and Cast Iron Drainage products and anci!lary equipment for World-wide distribution
All roads lead to Evatane
Over the years many attempts have been made
to improve the properties of bitumen binders I;:>y.
incorporating other additives.
_
The most successful of these has been the ICI
range of 'Evatane' EVAcopolymers.
'Evatane' provides excellent winter workability
and can be mixed and laid using existing equipment.
Once laid, road surfaces modified with
'Evatane' reduce deformation, fatting up and fretting.
This leads to improved road performance,
longer life expectancy and safer road conditions for
the motorist.
And without any additional labour or capital
. investment necessary, 'Evatane' is proving to be
more cost-effective.
For local government authorities and the
construction industry alike, these advantages bring
obvious financial benefits.
Indeed some authorities are already specifying
'Evatane' for use in road construction.
If you would like to follow their example,
contact Sali Tighe at ICIon the number below.
She will help you put Britain on the right road.
,
A major resource for the highway engineer
ICIPetrochemicals
& Plastics Division, Bessemer Road, Welwyn Garden City, Herts AL7 IHD.
Tel: Welwyn Garden (07073) 37809 Telex: 264251
t-. ~
I;
I

Stevin Construction B.V. Royal Volker Stevin

Transcription

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