e HTTA NEWS - The Chartered Institution of Highways

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,I
CONTENTS
FRONT
COVER
STORY,
Developments in the Calibration and Use of the
Bump Integrator
P. G. Jordan, BSe and J. G. Young, MIOA
2
Experimental Concrete Carriageways on M180
D. G. Hunt, BSe., MICE., MIHE.
9
Management. Are you a 100 per cent Manager?
CBE., BSc(Eng)., ACGI., DIC.,
FICE., FIStructE.,.FIHE.
A. Goldstein,
P
ROVING its versatility In an unusual
application concrete block paving has
been-Fused
to protect
embankment
slopes for a new bridge over the LondonCambridge railway line at Willoughby
Lane, Haringey, North London, on slopes
which often exceed 55•.
Around 3000m' of 80m bronu
Unl.
blocks have been laid in a herringbone
pattern to protect the embankment of
the bridge which is being constructed for
the Eastern Gas Board by Harlngey BC.
Concrete block paving wes chosen as an
economical and attractive elternatlve to
retaining walls.
The method of laying was .. difficult
operation due not only to the steepness
of the slopes but also to tha curvature of
the embankment which has roll-oven at
the top. The blocks were leld by a two
man team working from the bottom of
the slope end were compacted by a plate
vibrator
which was winched up the
slope.
The main contractor was Percy Bilton
Ltd., London, and the blocks were supplied by BDC Concrete Products Ltd.,
Newport, Gwent, Wales.
(Photograph courtesy
crete Associationl.
Advertisement
Cement and Con-
Manager
David Platt
East Midland Allied Press
49 Broadway
Peterborough. Cambs
Telephone 0733.47711
Trunk Road Construction in the South-West 1968-1980
(South-Western
Branch Symposium
Papers and Discussion)
15
Institution News
20
Highway and Traffic Technicians Association News
27
Leisure page
30
Market Place
31
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II
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APRIL 1981
12
THE JOURNAL OF THE INSTITUTION
of Highway
Engineers 1981
OF HIGHWAY ENGINEERS
DEVELOPMENTS IN THE
CALIBRATION AND USE OF
THE BUMP INTEGRATOR
by P. G. Jordan, BSc
and J. C. Young, MIOA
Fig. 1. The bump
integrator and towing vehicle.
THE AUTHORS
Mr Jordan graduated from University College. Dublin in 1968
with a degree in physics.
He worked with the MarconiElliott Company on a sonar project before joining TRRL in 1971.
Since then he has worked on the
'.development
of
acceptance
schemes for road materials. the
Principal Scientific Officer and
was appointed to his present post
of leading a team researChing
problems associated with road
surface unevenness and in developing equipment to measure and
assess road profiles;
Mr Young was educated at
Slough Technical School and
attended Regent Street Polytechnic. London.
He began his career in 1961
'/~.
~;~
2
i
....
"'
..
....
!
-:
,~
I
!
/
.
P. G. Jordan
J. C. Young
cooling behaviour of newly-laid
hot bituminous materials and the
economics of. constructing
subbases to support construction
traffic.
In 1975 he was promoted to
with the then RRL working in the
field of road surface irregularity
and riding quality, mainly on
research
problems
associated
with new road construction ..
In 1978 he obtained a Diploma
THE HIGHWAY ENGINEER
in Acoustics after studying at
North East Surrey College of
Technology and is a Member oL
the Institute of Acoustics. He is i
Higher Scientific Officer in the.
Construction
and Maintenance
Division, TRRL ,find Is currently
carrying out 8 research study of
the effects of noise and vibration
on ride comfort in vehicles.
THE ARTICLE
The Bump Integrator provides ai
suitable means of assessing riding quality on roads other than
those on which high speeds can
be maintained. Though used by
many local authorities, little Information
is available
on the
machine's dynamic performance
and calibration or on'their effect
on its index measurement.
The Paper describes recently
developed calibration and speed
correction
procedures
and
reports the correlation between
the machine's Index measurement and ride assessment. Evenness criteria. based on the index
measurement, are suggested for
newly-resurfaced roads.
Developments to improve the
machine's performance using a
new integrator unit based on a
~icro-processor, are discussed.
APRIL 1981
\1
d
I
1
INmODucnON
M
OTORISTS judge the quality
of a road primarily in terms
of the safety and riding comfort provided by the road surface.
The degree of evenness required of a
road surface, to ensure adequate
safety and riding comfort, depends
on many variables, but probably the
most
important
is
traffic
speed(1J.(21,l31.
In general, the greater
the traffic speed, the more stringent
the surface evenness requirements
need to be to ensure an acceptable
ride.
For roads where nominal traffic
speeds are less than about 80km/h
(50 mile/h) the Bump Integratorl41
(BI) provides a suitable tool for
monitoring riding quality. The more
stringent requirements for motorways and other high-speed roads
would be best assessed using the
new
TRRL
high-speed
profi 10 meter(51,l61.
Although up to thirty BI machines
are in use throughoutthe UK, mostly
by local authorities, little or no information has been pUblished on the
dynamic characteristics and calibration of the machine, or on the manner in which these affect the ride
index measurements. The interpretation of the ride index measurement
in terms of ride assessment has also
received little detailed attention.
DESCRIPTION AND PERFORMANCE
Details of the construction of the BI
are given elsewhere(7); as shown in
Figure 1, it consists of a singlewheeled trailer that is towed along
the road at a constant speed, usually
in the UK at 32km/h (20 mile/hi.
The trailer, a heavy rectangular
chassis, is supported on one wheel
by two single leaf springs positioned
Chassis
Wheel axle
displacement
relative
chassis
__
l_
Wheel <Issembly
Tyre
spring
1.0
~c-
_
one to each side of the wheel. Two
dashpot assemblies fixed between
the chassis frame and wheel axle
provide viscous damping.
In operation, the downward movement of the wheel relative to the
chassis is summed by a mechanical
integrator unit fitted to the chassis.
The integrated downward
movements divided by the distance travelled give an index, 'r', for the road
surface.
The essential features of the BI are
2.2
scalel
0.75
Resonant re'ponse
of the cha"i~ - leaf spring - dash pot sy~tem
" "
.cI
~N
0_
___
~ a
Input from rotational
effects of the wheel.tyre
a"embly
]
~~
~
'" "
r
E "
(5 ~
I
.~ -5
c: >"
0.5
Operati og speed:
32kmlh
c: -
" '"
1:l
"
~~
- >
~
en
o
o
5
10
Frequency
15
20
[Hz!
Fig. 3 FREQUENCY ANAL YSIS OF THE AXLE MOTION RELATIVE TO THE CHASSIS
OF THE BI. OBTAINED FROM TEST MEASUREMENTS
APRIL 1981
Tyre
d<lmping
Fig. 2 MODEL SHOWING COMPONENT FEATURES OF THE 81 THAT
GOVERN ITS DYNAMIC PERFORMANCE
Wavelength (m) (non'linear
4.4
Dashpots
(Shock absorbed
to
shown in Figure 2, where the wheeltyre system is represented by a suit-.
able mass-spring-dashpot assembly.
The dynamic
response
of this
mechanical
system to oscillatory
inputs in well known{1I1and for an
idealised 81, the dominant modes of
vibration occur at the resonant frequencies of the tyre and of the chassis-leaf springs and dashpots. In
practice, the BI construction deviates
from the ideal and in operation, rotational
effects,
caused
by nonuniformity of the wheel-tyre assembly influence the dynamic response
of the machine,
Figure 3 shows
a frequency
analysis of the motion of the 81
wheel relative to the chassis, generated during a test run on a relatively
even road. From the figure, the principal resonant responses of the BI
are apparent at 2 Hz and 12 Hz
approximately,
but an additional
further peak caused by the rotational
effects of the wheel is shown to
occur at 4 Hz. Unlike the resonant
frequencies of the BI, which are
fixed, the frequency generated by
the rotational effects of the wheel
varies with the operating speed of
the machine. If the operating speed
is such that this frequency is coincident with one or other of the resonant frequencies of the BI, then the
contribution of the rotational effects
to the measured index value, 'r', can
THE JOURNAL OF THE INSTITUTION OF HIGHWAY ENGINEERS
3
be increased substantially.
Tests, using smooth steel rollers to
drive the wheel of the BI, have
shown that the magnitude of this
contribution,
for a rotating wheel
that complies with the calibration
requirements
described below, is
essentially constant at 30 inches/
mile within the range of operating
speeds 20-65 km/h. Provided the BI
is operated within this speed range,
the index value 'r', measured by the
machine will include a constant contribution of 30 inches/mile irrespective of the evenness of the road
profile being tested.
. EFFECT OF OPERAnNG
INDEX MEASUREMENTS
The upper
shows the
wavelengths
response of
ated at the
kmfh
(20 mile/h).
The
profile
wavelengths
(A ) that excite the
spectrum of frequencies (f) of the
dynamic response of the BI when
operated at speed (V) can be derived
from the following expression:V = f A
eq(1}
The wavelengths that excite the
resonant responses of the BI therefore increase with the operating
speed of the machine. The variation
of the index 'r' with changes in
operating speed has been investigated theoretically at TRRL and the
results are shown
in Figure 4
together with the ranges of BI test
measurements obtained from some
20 test sites. For convenience, the
ordinate in Figure 4 has been nor.
malised to its value at the standard
speed of 32 km/h. The Figure shows
that, for uneven profiles having a
standard index r", ~
lOa inches/
mile, the index decreases with
operating speed according to the
inverse square root of the speed, for
SPEED ON
abscissa. in Figure 3
range of road profile
that excite the dynamic
the BI when it is operstandard speed of 32
32
n~
'32 - 30
for r32
v
~ 100 in/mile and speeds20-65km/h
and for '32 < 100 in/mile allpeeds 20-32km/h
1.0
g
o
\
\
\
\
I
M
I
('oj
r?
.?
II
..
o
.;::;
\
a:
\
0.8
\
\
Range of
B I test
measurements
0.6
___
a
32
v
for r32< 100 in/mile and speeds32-65km/h
1..
r32 -30
0.4
10
20
40
30
50
'60
70
B I operating speed (kmfhl
Fig.4
4
VARIATION
OF THE BI INDEX 'T' WITH THE OPERATING
SPEED OF THE MACHINE
j
3~ (rv-30)
+
30 inches/mile
(2)
or, for even surfaces and operating
speeds 32-65 km/h:
v
r32 = - (rv-30) + 30 inches/mile (3)
32
CALIBRATION
\
rv -30
r32 =
In practice, Equation 2 is appropriate
in the great majority of cases where
speed corrections are needed.
For operating speeds that deviate
from the standard speed (32 km/h)
by less than 10 kmfh the accuracy of
estimation of the index r" using Equation 2 or 3 is within 10 per cent of
the true value, A deviation in speed
of 30 km/h reduces the accuracy to
within 20 per cent; the correction
procedures
are only
applicable
within the speed range 20-65 km/h.
In the practical operation of the BI it
is often difficult to maintain a constant speed of 32 kmfh (20 mile/hI
and the correction procedures given
above then improve the flexibility of
operation of the machine.
1.2
Tv- 30
speeds within the range 20-65 km/h.
The same trend is obtained for even
surfaces (r", < 100 inches/mile) over
the speed range 20-32 km/h, but for,
speeds in the range 32-65 km/h the
trend changes to one where the
index decreases according to the
inverse of the speed. Based on these
trends, the following equations have
been derived which permit index values, (r) obtained using non-standard
operating speeds V to be corrected
to give the standard index r,,:
For uneven surfaces and operating
speeds 20-65 km/h and even surfaces and operating speeds 20-32
kmfh:-
BO
The analysis of the machine's performance has shown the importance
of the resonant responses of the BI
and of the wheel's rotational effects
in determining the magnitude of the
index 'r', To ensure repeatability of
measurements
from
the
same
machine and consistency of measurements from different machines,
it 'is essential that the resonant and
rotational responses of all machines
should be maintained constant.
The calibration requirements that
all new
Bump
Integrators
are
required to satisfy are shown in
Table 1. It is recommended that inservice machines should be checked
against the calibration requirements
(with the exception of the centre of
percussion test which is not necessary at regular intervals) at least
once every year.
On in service machines, the tyre
out-of-roundness
can be checked
using a dial gauge (accurate to 0.001
APRIL 1981
1
+50
Max 1
h
t-- Period --1
T = 0.476 sec.
Analysis of the waveform of the drop-test
--
I
I
I
I
I
I
+25
E
Resonant frequency, f =
Damping factor, n =-f
1fT
= 2.1 Hz
loge (A2/A1)
= 2.0
A,
E
o
-25
Fig 5. Typical oscillatory
trace obtained from a
'drop' test on the 81with
the
integrator
unit
disconnected.
a
inchesl clamped to the chassis and in
contact with the tyre. With the leaf
spring retainers fitted, and the tyre
raised off the ground, the variation in
radius of the tyre can be observed on
the gauge as the tyre is slowly
rotated. This procedure should be
repeated at four positions across the
width of the tyre tread; the maximum difference between the measured radii should not exceed 0.03
inches (0.75 mm).
Wheel balancing should be carried
out in the manner normally used for
motor vehicle wheels. No tolerances
are given for this test as the precision
achieved in commercial
garages is
considered adequate.
Tyres should be replaced if they
fail to comply with the calibration
requirements or if they have been in
service for more than three years;
the dynamic performance
of tyres
has been found to change significantly with ageing after three years.
A simple 'drop'
test has been
developed at TRRL to determine the
important
resonant frequency
and
damping factor parameters of the
resonant response of the chassis-leaf
,spring-dashpot
system. In this test,
the chassis is displaced vertically
from its rest position through about
35mm by means of a hoist attached
. to the chassis frame directly above
the wheel axle. When the BI is suddenly dropped
from the hoist, a
linear transducer,
fixed vertically
between the wheel axle and the
cross member of the chassis, senses
the displacement of the axle relative
"to the chassis. The transducer movement is recorded on a suitable chart
recorder for further analysis.
APRIL 1981
0.5
1.0
2.0
1.5
Time (s)
Figure 5 shows a typical oscillatory
trace obtained from a 'drop' test and
the method of calcUlating the resonant frequency and damping factor.
Because the integrator
unit affects
the damping of the axle motion relative to the chassis, the 'drop' test is
performed first with the unit disconnected and then repeated with the
unit connected to the wheel axle.
This procedure permits the performance of the integrator
unit to be
checked. Values for the resonant frequencies
and
damping
factors
together
with tolerances
derived
from tests on the standard TRRL Bl
are shown in Table 1.
A test to define the centre of percussion is required to ensure that the
centre of percussion of the BI relative
to the towing
hitch, is coincident
with the position of the wheel axle;
no significant axle-chassis displace-
OPERATION AND MAINTENANCE
Operation
Before commencing a test run, the
operator should ensure that the tyre
pressure is at 206 kN/m1 (30 Iblin1)
and that the integrator
and wheel
revolution
counters,
which
are
housed in the towing vehicle, are set
to zero. A test -measurement
then
consists of towing the machine at as
near to the standard speed of 32
TABLE 1
Calibration
Bump Integrator
Test
ment is then generated
by the
motion of the towing vehicle. This
test is carried
out on all new
machines by the manufacturer
and
as the centre of percussion does not
change with use andlor time it is not
necessary to check this calibration
requirement
on inservice machines
and no details are included here.
Parameter
requirements
Calibration
requirement
measured
Tyre
Out-of-Roundness
Maximum
Difference
Between Measured Radii
Wheel
Balance
Static + Dynamic
Balance
In-Balance
Drop Test with
Integrator
Disconnected
Resonant
Frequency
2.1 :f: 0.1 Hz
~0.03
inches (0.75mml
Damping
Factor
2.0 :I:: 0.15
Drop Test with
Integrator
Connected
Resonant
frequency
2.1 :l::0.1Hz
Damping
Factor
2.5 :I:: 0.15
Centre
of
Percussion
Average Time of
5-6 Complete
Swings
THE JOURNAL
OF THE INSTITUTION
...... ..-.
2.5 :I:: 0.1 secs.
5
km/h as possible, normally in the
nearside wheel-path of the road surface being tested.
At the beginning of the test, the
counters and the timer are switched
on and, on completion of a length of
at least X mile (400 metres) the
counters are switched off and the
time to traverse the length noted.
The measured time and distance, the
latter obtained from the number of
wheel revolutions, give the averaged
operating speed during the measurement. The integrated vertical movement of the axle relative to the chassis, which is obtained to the nearest
inch from the integrator counter,
divided by the distance gives the
index 'r' (as the integrator measures
in imperial units, the index 'r' is
normally expressed in inches/mile
or converted to cm/km). Where the
average operating speed has deviated from the standard 32 km/h,
Equation 2 or 3 should be used to
obtain the index 'r' corresponding to
the standard speed. For measurements on inservice roads Equation 2
would be used.
If consecutive test lengths are to
be measured, a change-over switch
is operated which switches off the
counters that are in use and starts a
parallel set of counters to continue
the measu rement over the new test
length.
Integrator and indicates the action
that should be taken if the test results
fail to comply ,with the calibration
requirements. The test procedures
are, with the exception of the chassis
weighing, the same as those given
previously. Should one or other of
the components fail to comply with
the requirements, then the user can,
in many cases, carry out the required
maintenance. In certain cases however, such as a damaged leaf spring
or dashpot, the manufacturer of the
machine should be consulted.
Improvements
to the BI
The minimum length of road that can
be measured to an acceptable level
of accuracy is 400m: this is a consequence of the limitation in the resolution of the existing integrator unit
of the machine. Measurements over
much shorter lengths, of the order of
100 metres, are required for maintenance management systems such as
CHART m.
A new and economic integrator
unit based on a microprocessor system is therefore being developed at
TRRL to satisfy this requirement: The
new unit incorporates a displacement transducer for sensing the
axle-chassis
motion
and
an
improved
distance
measuring
device; it is designed to fit easily on
to existing machines. Accurate index
Maintenance
measurements over lengths as short
Table 2 summarises the mainas 50 metres can be made using the
tenance checks that can be made on
new unit and the measurements can
the component parts of the Bump
be stored on magnetic media or
TABLE 2
Component(sl
Tyre
Wheel
Test
Maintenance checks
Action on non-compliancewith
Parameter
calibration requirements
measured
Age
-----
Age
..------
Out-ofroundness
Radii of
tyre
Static
Balance
Replace tyre with one
satisfying the requirements
Restore wheel to in-balance
+
Dynamic
balance
Resonant
frequency
Leaf spring
Dashpot
'Drop'
Test
(Integ rato r
Unit
disconnectedl
Chassis
Integrator
Unit
6
Check dimensions and linkage
of leaf springs and also their
stiffness.
Consult manufacturer
Damping
factor
Check fluid, felt seals,
piston rod and mounting
dash pot.
Weigh
Weight
Incorrect weight can affect
resonant frequency.
Consult manufactu rer
'Drop'
Test
(Integrator
Unit
connected)
Damping
factor
Check integrator spring
stiffness, sticking of
spring, spring tension,
spring shaft binding and
vertical alignment of cord ..
of
printed to paper copy as required.
The same microprocessor is also
being programmed to evaluate the
dynamic response of the 81 for calibration
purposes
as
previously
described.
With this facility the task of carrying out the dynamic calibration 'is
reduced to one where the operator
will have only to raise the chassis
through the required distance using
a hoist. and then release it. The
programmed
microprocessor
will
compute the required resonant frequency and damping factor parameters shown in Figure 5. This facility
can also help to identify the causes
of any malfunction of the machine
using the maintenance procedures
given above.
Development of the new system is
well advanced and, following testing
of the unit at TRRL, it will be commercially developed.
RIDING QUALITY AND THE INDEX 'r'
In service, a road profile
may
deteriorate to a level where vehicles
travelling
over it have vibratory
motions
induced
in them that
adversely affect:
([) the safety of road users;
(iil the performance and/or comfort
of vehicle occupants;
(Hi) the peformance
of the road
pavement because of impact
stresses generated by heavy
vehicles;
(iv) the environment
in built-up
areas, by generating vibration
and noise; and
(v) the economics of road transport
through increased maintenance
costs of vehicles, damage to
goods and increased journey
times .
There is insufficient information
on some aspects important in defining levels of surface unevenness that
require correction by maintenance.
Surface unevenness and vibration in
buildings.
Traffic-induced vibration in buildings
adjacent to busy roads can be
caused by low-frequency airborne
noise and/or ground-borne vibration. Investigations 1101(111 made by
TRRL show that road surfaces
complying
with
the
regularity
requirements of the Department of
Transport's Road and Bridge Works
Specification (llJ, will not cause perceptible vibrations in buildings or
footpaths adjacent to busy roads.
However, with deterioration of a
road's surface, both airborne noise
and ground-borne
vibration
will
inevitably increase in level. Empty
commercial vehicles can contribute
to the airborne noise, through the
vibration
of their unloaded plat-
APRIL 1981
,
"
inches/mile. The index levels for the
corresponding
changes
in ride
assessment on roads in category Iii!
are 125, 180 and greater than 180
inches/mile.
The
recommended
maximum
index 'r' values that will ensure an
acceptable ride on roads in speed
categories 0) and (ii) are:
150 inches/mile for roads with traffic
speeds in category (i)
125 inches/mile for roads with traffic
speeds in category Oi)
Surface profiles that comply with
the Bump Integrator criteria will also
comply with the Rolling StraightEdge 1'<1 requirements for the corresponding roads. However, the surface
evenness requirements in BS 594110)
and BS49871'81 are so loosely defined
that profiles complying with these
requirements may not comply with
the Bump Integator criteria. Experience has shown that the Rolling
Straight-Edge is not used on many
newly resurfaced roads of categories
(i) and Iii) above, probably because
its low operating
speed can be
instrumental in delaying the reopening of the road to traffic. The Bump
Integrator however, does provide a
means of rapidly assessing surface
unevenness, using the criteria given
above, and, should a surface fail to
comply,
then
the Straight-Edge
could be used to establish the cause
of non-compliance and to identify
the exact area needing remedial
treatment.
CONCLUSIONS
The dynam ic performance of the
Bump Integrator and its influence on
the measurements of the ride index
'r',
has
been
described
and
discussed. A calibration procedure
for the machine has been presented
that will ensure repeatable results
from the same machine and consistency of measurements between different machines.
The ride index 'r', has been related'
to ride assessment and to profile
unevenness and ride criteria have
been suggested for newly resurfaced
roads that do not carry high-speed
tr affic.
The speed correction procedure
'and the improved integrator unit
based on a micro-processor system
that
have been described,
will
greatly enhance the operational flexibility of the machine and will permit
the assessment of riding quality
requirements of inservice roads for
use in maintenance systems such as
CHART.
In conclusion, the Bump Integrator
provides a robust and easily-used
tool for the assessment of riding
quality of roads that do not carry
high speed traffic. When properly
8
calibrated, it provides accurate and
repeatable measurements and, with
the microprocessor enhancement, it
will be suitable for assessing both
the deterioration of ride on inservice
roads and for checking the ride
requirements on newly resurfaced
roads.
ACKNOWLEDGEMENTS
The work described in this Paper
forms part of the programme of the
Transport
and
Road
Research
Laboratory. The Paper is published
by permission of the Director.
REFERENCES
(1). Scott, P. P. Speed Limits and
Road Accidents. Paper presented to the Traffex '77 Traffic
Engineering and Road Safety
Conference, Stone leigh, Warwickshire. April 1971.
(2). Cooper, D. R. C., Jordan, P. G.
and Young, J. C. Road Sutface
Irregularity and Vehicfe Ride.
Part 1 - Variation and Interpretation of Ride Measurements.
Department
of the Environment Department of Transport.
TRRL Report SR341. Crowthorne 1978.
(3). Cooper, D. R. C. Vertical Accel-
erations Measured in Several
Types of Car Travelling over
. Sutface
Discontinuities.
Department
of the Environment. TRRL Report SR12UC.
Crowthorne 1973.
(41. Keir, W. G. Bump-Integrator
Measurements
in
Routine
Assessment
of
Highway
Maintenance Needs. Department of the Environment. TRRL
Report SR26UC. Crowthorne
1974.
{51. Dickerson, R. S. and Mace, D.
G. W. A High-Speed Profilometer - Preliminary Description.
Department
of the Environment
TRRL Report SR182.
Crowthorne 1976.
(6). Still, p, B. and Jordan, P. G.
Evaluation of the TRRL HighSpeed Profilometer. Depart-
(9). Wingate, P. J. F. and Peters, C.
H. The CHART System of
Assessing Structural Maintenance Needs of Highways.
Department
of the Environment. TRRL Report SR153UC.
Crowthorne 1975.
(10). Martin D. J., Nelson, P. M. and
Hill, R. C. Measurement and
Analysis of Traffic-Induced Vibrations in Buildings. Department
of
the
Environment
Department of Transport TRRL
Report
SR402. Crowthorne
1978.
(11). Whiffin A. C. and Leonard, D. R.
A Survey of Traffic-Induced
Vibrations. Department of the
Environment. RRL Report 418.
Crowthorne1971.
(12). Department
of
Transport.
Specification for Road and
Bridge Works. London 1976
(HMSO).
(13). Cooper, D. R. C., Jordan P. G.
and Young, J. C. The Effect on
Traffic Speed of Resutfacing a
Road. Department of the Environment Department of Transport.
TRRL Report SR571.
Crowthorne 1980.
(141. Young,
J.
C.
Calibration,
Maintenance and Use of the
Rolling Straightedge. Department
of the
Environment,
Department of Transport TRRL
Report
SR290. Crowthorne
1977.
(15). British
Standards
Institution.
Specification for Rolled Asphalt
(hot process) for Roads and
other Paved Areas. BS 594:
1973. London 1973 (BSII.
(16). British Standards Institution.
Specification
for
Coated
Macadam for Roads and Other
Paved Areas. BS 4987: 1973.
London 1973 (BSI).
Crown Copyright 7981. Any views
expressed in this Paper are not
necessarify those of the Department of the Environment or of the
Department of Transport. Extracts
from the text may be reproduced,
except for commercial purposes,
provided the source is acknowledged.
ment
of
the
Environment
Department of Transport. TRRL
Report LR 922. Crowthorne
1980.
(7). The Bump-Integrator: Its Operation and Maintenance. Department of Scientific and Industrial Research. Road Research
Laboratory
Research
Note
RN/3328/WJOS.
Harmondsworth
1958 (Unpublished).
(81. Timoshenko, S., Young, D. H.
and Weaver W. Jr. Vibration
problems in Engineering. New
York, London 1974 (John Wiley
and Sons). Fourth Edition .
HAVE YOU
CHANGED YOUR
ADDRESS?
If so please let the
Institution know.
. APRIL 1981
Yorkshire Branch Winter School Paper
EXPERIMENTAL
CONCRETE
CARRIAGEWA YS
ON M180
by D. G. Hunt, BSc(Eng), MICE, MIHE
INTRODUCTION
HE first continuously reinDepartment of Transport
to
forced concrete pavements
choose a site where first-hand
(CRCP)were built in the USA
experience of its use could be
in the late 1930s. These were folobtained.
lowed by many other experimenIt was because of the variable
tal projects. Over the past 20 years
conditions at original ground level
the use of CRCP has increased
and anticipated significant settlerapidly and a significant part of
ments in service that the Sandtoft
the Interstate Highway system is
to Trent Contract of M180 was
now constructed by this method.
chosen to carry out the first full
In Belgium, the first experimental
contract trial of CRCPmotorways.
length of CRCPwas constructed in
The detailed design for the con1950 after which a large progtract was undertaken by the West
ramme of this type of construction was commenced in the early
Yorkshire MCC Sub-Unit of the
1970s.
North-Eastern Road Construction
CRCP has not been used previUnit in co-operation with the
ously on a major road contract in
Transport and Road Research
the UK except for two short
Laboratory. The experiment is
lengths on M62, Balkholme to
being monitored by TRRL who
Caves contract over areas where
will shortly publish a detailed
differential
settlement
was
reportl21 on the design and conexpected to occur.
struction of the pavement and will
In 1974, the report of the study
follow it up with supplementary
groupl1l on the potential for CRCP
reports on performance in the
in this country prompted the
future.
Mr Hunt graduated in 1960 and
was employed by John Laing&:
Sons Ltd., on a variety of projects
inCludingpower station construction. In 1965hejoined the Bridges
Section of the then West Riding
CC working on the design and
construction of M1 and M62
Motorwa,s in Yorkshire. Since
1968 he has worked in the RCU
Sub-Unit, West Yorkshire MCC,
and has been involved in the
supervision of contracts on the
Lancashire-Yorkshire
M62,
Rotherham-GaoleM18 and South
Humberside M180 Motorway Initially as Resident Engineer and
latterly as Chief Group Engineer
(Contracts) responsible for the
technical and financial control of
all contracts in the Sub-Unit.
T
THE CONTRACT
M180 forms part of the complex
of new roads linking both North
and South Humberside with the
national motorway system. The
Sandtoft to Trent contract consists of 9km of dual three lane
motorway running west from the
banks of the River Trent some
6km west of Scunthorpe and just
south of the notorious A18 and
Keadby Bridge. At the mid-point
of the contract there is a grade
separated
"diamond"
interchange with the A 161 from Goole
to Gainsborough.
Throughout the contract length
the motorway crosses over flat,
agricultural land which is generally only 1-2 metres above Ordnance Datum. The subsoil is of
wind-blown sand at the western
APRIL 1981
end and alluvial clays and peats at
the eastern end, with the underlying Keuper Marl surfacing in the
central area, which forms part of
the old Isle ofAxholme. The entire
area is interlaced by a close and
complex network of artificial
channels and pumping stations
for land drainage. The majority of
the motorway is on shallow
imported
marl embankments,
apart from the central interchange
area where superior ground conditions permitted construction at
or near ground level.
The carriageways of the motorway were detailed as seven CRCP
sections, each about 1.6km long,
with comparative lengths of conventional jointed concreted pavement, both unreinforced and reinforced. A short length of the
This Paper describes briefly the
first, major experimental concrete
road contract carried out in the
UK In order to evaluate the
design, construction and performance of Continuously Reinforced
Concrete
Pavements
(CRCP).The contract, which is the
Sandtoft to Trent section of M180
South Humberside MotoriNay,
includes seven different sections
of CRCPcarriageway, each 1.6km
long and of varying depth and
reinforcement position, together
with comparative lengths of conventional' jointed concrete pavement, both unreinforced and reinforced..
The background to the experiment and the possible use of this
.form of 'pavement in the future
are also considered.
THEJOURNAL OF THE INSTITUTION OF HIGHWAY ENGINEERS 9
motorway was detailed as flexible, at either side of the two
underbridges.
The normal procedure of alternative tenders was dispensed
with and a special Specification
and contract documents were
produced.
In November 1976, Sir Alfred
McAlpine & Sons (Northern) Ltd
commenced work on the 24
month contract having submitted
the successful tender of £6.8
million.
PAVEMENT
(i)
Basic Concept
A continuously reinforced concrete pavement is a reinforced
concrete road with a comparatively high percentage of longitudinal reinforcement - 0.6 per
cent by area in this case - without transverse contraction or
expansion joints.
The inte!ltion is to induce a
fairly high but uniform level of
stress in the slab by means of subbase restraint, so as to cause frequent but fine transverse cracks to
develop. To increase the level of
sub-base restraint and to restrict
movement at both ends of the
pavement, the separation membrane between the slab and the
sub-base is omitted. In addition,
the surface of the sub-base should
be laid more accurately than for
jointed
concrete construction
both to distribute this higher level
of . restraint evenly along the
underside of the slab and to support freestanding reinforcement
at a constant height. The fine
cracks
should
occur
close
together, probably 1m to 3m
apart, although it may take several years for this condition to be
reached. The heavier reinforcement is intended to restrict the
cracks to a width which will maintain load transfer by aggregate
interlock and will not require searing at the surface. The resulting
increased flexibility of the slab
will cope, it is believed, with any
sub-soil settlement which may
occur with minimal loss of integrity and riding quality. Ideally,
therefore, the concept combines
the best features of both rigid and
flexible pavements.
(ii) Design
The conventional pavement sections were designed in accordance with the recommendations
of Road Note No. 29 IThird Edition)'31for an estimated cumulative total of 60-80 million standard
axles and a subgrade CBR value
of 2 percent. This gave an overall
construction depth of 460 mm,
comprising 280 mm of slab on
180 mm of sub-base. This depth
of pavement structure has been
maintained throughout the con-
10 THE HIGHWAY ENGINEER
tract to facilitate ease of construction.
The design of the CRCP was
produced by TRRL following consideration of USA and Belgian
practice. The Study Group recommended a reduction in concrete
thickness of 30 mm for a
minimum steel percentage of 0.6.
For the purposes of the experiment CRCP slab thicknesses of
250 mm, 230 mm and 210 mm
were adopted and for each thickness, sections have been constructed with the reinforcement at
half-depth and third-depth. In
addition, a 210 mm thick section
has been constructed using fabric
reinforcement
at
half-depth,
thereby making seven carriageway lengths of CRCPeach approximately 1.6 km long. Reinforced
slabs are included between each
section of CRCP to provide a
smooth transition between the
different types of construction.
. Of the stabilised sub-bases
specified, the contractor chose to
use 150 mm of Cement Bound
Granular Base (CBGS) on the
balance of Type 1 granular subbase. The CSGBwhich,was mixed
on site and made from steel slag
waste was laid through a Blaw
Knox paver to provide an accurate
surface for the support of reinforcement during concreting.
The high yield steel reinforcement was prefabricated in 12m x
2.2m bar mats made up of 16mm
diameter longitudinal bars and
12mm diameter transverse bars
which were supported at the correct position off the CSGB by
large steel circular ring spacers.
There was no transverse lap
between the bar mats and a
500mm longitudinal lap. The contractor could have chosen to use
loose bars but preferred to make
up mats.
PAVING PLANT
The contractor used an SGME Guntert and Zimmerman wire guided
slip-form paver to construct the
three-lane wide main carriageway
slab in one pass. The machine incorporates an integral belt side feeder,
strike-off plate, 2m long conforming
plate and oscillating finishing beam,
paving to full 11.2m width. The unit
forms the longitudinal joints which
are required throughout. Following
the paver, but used only on the
unreinforced, conventionally reinforced and transition lengths, were a
transverse joint groove former and a
joint finisher. Boxing-out for road
studs was carried out manually and
the paving train was completed by a
combined brush texturing and curing spray unit.
Pavement concrete, which has 4%
per cent air entrainment, was
batched in a Rex automatic batching
plant with a 7.5 CU.m.capacity tilting
drum mixer and a 90 second mix
time. Limestone coarse aggregates
were used throughout. Mixed material was transported to the paver
using purpose made, four-axle, nontipping ejector trucks. The unreinforced concrete hardshoulder, of the
same depth as the adjacent slab, was
paved later than the main slab using
a mini-paver. The trapezoidal drainage channel was constructed integrally with the hardshoulder.
The contract, with its variations of
pavement depth, was particularly
suited to slip-form paving and outputs of up to 1120 metre per day
were achieved.
TERMINAL
TREATMENTS
Two types of end treatment for
CRCP, encompassing
different
approaches, also form part of the
experiment. The ends of the slab
may be allowed to move freely, or
terminal anchor blocks may be con-
"
Paving of a CRCP sectiol'!.
APRIL 1981
structed to restrain end movement
and to distribute stress along the
whole length of the pavement. The
wide Flange Beam or "Burdell" type
of joint, which allows free movement
of the end slab, is used extensively in
the United States, but has not been
used in this country. The ground
beam type of anchorage, which restrains movement at the end of the
slab, has been used extensively in
Belgium. In both cases, dowelled
expansion joints
are provided
between the end of the continuously
reinforced pavement and any other
type of pavement.
C.RLP.
t
ANCHORAGE
L
El<J~jjl'ON
~8~1
t
ANCHORAGE
.. CR.C.P.
BOND
COMMENT
(i) Advantages
The main anticipated advantages of
CRCP over conventional concrete
pavements are lower maintenance
costs and improved riding quality.
The pavement should require little
or no maintenance resulting not only
in direct savings in maintenance but
also in reduced disruption to traffic.
The latter effect will be most beneficial in heavily-trafficked areas where
the time available for maintenance is
restricted and savings resulting from
the reduction in traffic delays are
considerable.
The Americans report very low
maintenal}ce costs; the majority of
failures being attributable to poor
.concrete, poor edge detail and very
high construction rates.
The excellent load spreading properties of CRCPshould be of positive
advantage in settlement areas,
reducing the amount of settlement
whilst retaining the integrity of the
pavement. It particularly lends itself
to the application of a regulating
layer. The fine cracks are unlikely to
be reflected through a concrete or
flexible overlay if this is required
subsequently to strengthe" or
restore the pavement.
The absence of joints and the
simplified form of construction
should help to ensure the paving
operation is continuous and therefore that higher standards of riding
quality than for other concrete are
achieved. Experience so far seems
to justify this claim.
IiiI Disadvantages
The main disadvantage is the higher
initial construction cost. The reduction in thickness compared with a
conventional jointed concrete pavement together with the omission of
joints and the ease of concreting
should, at least partly, offset the cost
of reinforcement. Continuously reinforced concrete pavements are not,
of course, covered by the design
recommendations of Road Note 29.
The design criteria, when formulated
as a result of this and other contracts, may give rise to sufficient
APRIL1981
REAKER
TRANSJTlON
SUB. BASE
SUB -BASE
GALVANl5ED I
BEAM
WIDE FLANGE BEAM JOINT
FIG 1. TERMINAL TREAT MENTS
savings to further encourage its use.
Other obvious disavantages which
are common to all concrete roadsare
the difficulty of making and restoring
openings in the pavement and high
road noise. Although random grooving is now preferred by the Department of Transport as a surface finish,
except in sensitive areas, becauseof
its superior retention of skid resistance, the quieter brush finish was
used on this contract. However, at
certain speeds, vibrations can be
induced in passing vehicles by the
occurrence of 'reinforcement ripple'
in the pavement surface. This effect,
which can be detected by profilometers, is not fully understood but is
believed to result from the vibration
of reinforcement at the paver being
carried back into the recently placed
slab and causing further consolidation of the concrete immediately
above the reinforcement. A reduction in the spacing of lateral reinforcement will be used in future to
attempt to overcome this problem.
CONCLUSION
It is in the heavily-trafficked areas
that the use of CRCPis expected to
be justified in the future. The Department of Transport, it is understood,
is looking at the possibility of using it
as an overlay as an alternative to the
reconstruction of certain existing
highways.
ACKNOWLEDGEMENTS
In co-operation with TRRLthe works
were designed and construction
supervised by the West Yorkshire
Metropolitan County Council SubUnit, Chief Engineer: J. A. Gaffney
on behalf of the North Eastern RCU,
Director: K. C. Westhorp, to whom
the author is indebted for permission
to publish the Paper.
REFERENCES
(11 Gregory, J. M., Burks A. E. and
Pink, V. A. Continuously Reinforced Concrete Pavements: A
Report of the Study Group.
Department of the Environment,
TRRl Report LR 612. 1974
(2) Gregory, J. M. The Design and
Construction of Experimental
Concrete Carriageways on M180
(Sandtoft
to Trent Section).
Department of the Environment,
Department of Transport, TRRL
Report. (To be published).
(3) Road Research Laboratory. A
Guide to the Structural Design of
Pavements for New Roads. Road
Note 29, 3rd Ed., HMSQ, London
1970.
(4) Department of Transport, TRRL
and C & CA. A Guide to Concrete
Road Construction (Third editionl. London, 1978 (HM Stationery Office).
THEJOURNAL OF THEINSTITUTIONOFHIGHWAYENGINEERS 11
Yorkshire Branch Winter School Paper
MANAGEMENT
Are you a 100 per cent Manager?
by A. Goldstein,
CBE, BSc(Eng), ACGI, DIC, FICE,
FIStructE, FIHE
T
HE answer to the question
posed in the title of my Paper
is, as far as I am concerned,
"No." First, becauseif my work task
were management alone it would be
presumptuous and absurd to claim
100 per cent performance. Second,
and more important, is a point to
which I return later. A professional
civil engineer, well-experienced in
design and construction supervision
work, does not usually serve his
organisation best if his contribution
wholly excludes the practice of civil
engineering.
On the general theme of management I can do no better than referto,
and adopt, the admirably conciseyet
comprehensive Paper "On Managing and Being Managed" by my partner, Mr R. L. Wilson, given at the
Symposium of Management.in Ciyil
Engineering at Newcastle UniverSity
in 1970.My purpose is to discussone
or two specific aspectson the operation of a professional organisation
lwhether central or local government, or private sector consultancy)
THE AUTHOR
Alfred Goldstein is the Senior
Partner of R. Travers Morgan &
Partners, Consulting Engineers.
He has been reponsible for highway and bridge projects, and
transport studies at home and
overseas. He has seena good deal
of public service as a member of
Government bodies such as the
Manpower Study on Transport
whose task is to design and supervise the construction of highway and
bridge schemes.
Two preliminary points. First, civil
engineering projects (and certanly
highways and bridgesl have important
distinctions
from
other
manufactured artefacts
e.g.
longevity, less available customer
protection, tied to the soil. It can
therefore be expectedthat its organisational and management characteristics will also be different. Second, the management of a professional organisation will be rather different from that of others. Carmichael's Paperl11 is topical to both
points. Howie's article is relevant to
the second.m
The arrangementsfor carrying out
design and supervisjo~ within a.n
organisatio!l can be various and Will
depend on the structure of the
organisation. I would distinguish two
types. There is the departmentalised
structure - the job flows through
the organisation. This is fairly. traditio"nal in industry, is sound, stable
Planning, the RoskiN Commisston, and the Urban Motorways
Committee. He was chairman of
the
Planning and Transport
Research Advisory Committee of
the Departments of the Environment and Transport.
He receivedthe CBEin the 1977
New Year Honours list.
THE ARTICLE
lThis Paper is a more or less verbatim record of an informal talk
about the management of design
and supervision of construction
of highway and bridge proJects.A
departmental structure is com~
pared to a project team structure,
some important attributes of the
latter being described. Multidiscipline teams are touched on.
The need for appropriate individual and corporate attitudes in
the team and organisation is
emphasised and some Criteria
advanCfMf.If attitudes are right,
management
techniques fan
readily into place. Virtually every
project is unique and there is no
room for hard and fast rules.
12 THEHIGHWAYENGINEER
and can lead to high efficiency, with
continuous work load. It may have
problems relating to flexibility, quality and work satisfaction. Second is
the project team structure -the men
(or team) flow through the job. Here
the project engineer is the first man
on the job and the last man off it and
round him is built a team of the right
size, composition and skills at any
one. time in the job life. Such a
system is more dynamic, can be
more tuned to a client's or job
requirements, is conducive to the
highest quality work and to high job
satisfaction; and it has all the problems associated with these characteristics! My preference, naturally
enough I suppose, is for the latter
type of organisational structure.
Accountability
The project engineer in charge of a
project team will be both manager
and engineer. Below him the management involvement will progressively diminish. But on his team may
be different skills (e.g. landscape,
contracts, slirveyors, economists)
who for a period work 'on line' and
whose standing in their own expertise is no less than his. For project
teams containing diverse disciplines
to work well, a distinction needs to
be drawn between accountability
and professional responsibility.
Everyone working on the job is
accountable to the project engineer.
Matters relating to hours worked,
costs incurred, programme achievement and the like are all subject to
the project engineer's management.
For example, a civil engineer who is
project engineer on a ~ighway feasibility study may require, say, three
man-months input from, sayan
economist. He will arrange to "borrow" an economist from usually the
senior economist of his organisation.
Whether or not the borrowed
economist works in the same office
(and preferably he would do so) he
becomes a member of the team and
is accountable to the project
engineer. But for matters ~el~tingto
the quality of the economist s work,
he is professionally responsible to
the senior economist. It is an important distinction. The team becomes
in effect a "vertical slice" of the
organisation. In large organisations
with well-entrenched departments,
the establishment of a well-working
project team
can sometimes
encounter difficulties arising from a
lackof recognition of this distinction.
Bridging the gap
. Before passing to the next point, t
should comment on the "multidiscipline" team - a term in frequent use in recent years. As a
description of a team containing different professions the term is 'neutraL But it is often used to endow the
APRIL1981
team with some kind of special attributes. In my opinion this is not warranted. Special attributes will indeed
belong to the team provided it contains its share of mu Iti-discipline
individuals. By this I do not require
people to be professionally qualified
in more than one discipline. But I do
require, amongst the top echelon of
a project team, individuals who
know the language of more than one
discipline, who understand,the ways
of working of various disciplines
who have sympathy with and
empathy to different professions,
who can bridge gaps in communication 'and attitudes and get the team
working together and in the same
direction. In the absence of such
individuals much of the benefit of
having diverse professionals working closely together will. be lost.
Americans have a critical expression
for committees when they are not
pulling together - they refer to such
a group as a "bogsat" (a bunch of
guys sitting around a table). Much of
this criticism can apply to teams
formed without recognising the need
for multi-disciplinary
individuals,
though a suitable acronym has so far
escaped me.
Great achievement
The management of a professional
team (or the whole organisation)
requires a judicious blend of leading
and driving. The tempo of activities
must be organised aptly for the prevailing circumstances. The work and
environment must be conducive to
personal and corporate development. It will not always be agreeable
and there must be accommodation
of what is euphemistically called
constructive tension. The ability to
have keen arguments on professional matters without prejudicing
the ~eam'sintegrity or objectives (let
alone personal relationships) distinguishes professional work and can
result in great achievement.
But management is becoming
ever more personal. The social and
educational changes of the 20th century have resulted in people more
and more needing to agree rather
than obey. To manage people therefore it becomes very necessary to
relate to them personally, and this
trend is increasing.
Turning to the principals of an
organisation, they will of course all
have particular professional skitIs to
contribute. No matter how heavy the
management
burden,
highway
engineers will wish to make that
contribution. In management terms,
however, the most important role
for principals seems to me to be the
development, instilling and steering
of attitudes amongst their colleagues.
I take for granted the conventional
requirements of delegation, career
APRIL1981
development, standard setting and
the like. The development of the
right, or at any rate desired,
corporate attitude in a professional
organisation is crucial, yet all the
more difficult in the absenceof singular or clearly and uniquely definable
objectives (or "utility functions" in
the jargon), Probably the best example concerning attitudes occurred in
the Colonial Service during the days
of the Empire. Bright young men
were taken into Whitehall for a short
period so as to "learn to love God"
and were then sent to the four corners of the world to run districts the
size of England (and in the absence
of telephones!).
If an organisation is successful in
this matter of corporate attitude, the
techniques of management fall readily into place. Further, if the management structure and systems are well
devised; the requisite development
and tuning of attitudes wfll be more
easily achieved. It is not to be
thought that either will remain static
over a long period - not in this day
and age.
I cannot escape the inevitable
question. What should be the
corporate attitude of a professional
organisation? This brief Paper is no
place for me to attempt a complete
answer. I can however try and put it
into a nutshell by way of advice
which I have both received and
given. "You've got to do the right
job, and you've got to do the job
right."
As to doing the right job, this is
what professional judgement is all
about. It is part of the challenge and
excitement of civil engineering that
we never know for certain that we
have in fact done the right job - the
alternative is not available for comparison! Moreover, it must be recognised that there are likely to be several ways of solving a particular
problem. What we must aim for is to
do that job which lies within a group
of alternatives each with a broadly
similar likelihood of being the
"right" job.
I must interject here a challenge
about the myth of "problem identification". To the engineer (andothers)
this is a misnomer. The suggestion
that the problem is just waiting
arou nd for us is false. In my view the
formulation of the problem is a skill,
indeed a highly creative activity. It is
most important that that activity is
fully exercised before the mind turns
to solutions' (my "moral tale" "The
Highway Engineer", February, 1979,
is relevantl. The manager must
ensure that full scope is given for the
exercise of this skill.
Turning to doing the job right, this
is more easily defined. It is doing the
job "defect-free" or error free. It is
meticulous attention to detail. It is
checking and more checking. It is a
great disappointment when your
checker finds your slip. It is a drawing, a specification, a report, not
merely capable of being understood
but incapable of being misunderstood. It is the expression of genius
as an infinite capacity for taking
pains.
I believe that doing the job right is
as important, and probably more so,
as doing the right job. The definition
of the right job will be in the hands of
comparatively few people. But
everyone in the organisation is involved in doing the job right. In a
num,ber of respects, defect-free success may be seen as less glamorous,
but it is vital that motivation is orientated towards it, and that success on
every level is fully recognised. Job
satisfaction
in
the
error-free
implementation of, say, an imaginatively developed detail or concept
must be encouraged and rewarded
by the manager throughout.
Unique projects
The management of professional
teams is a taxing job for those who
lead them, be the team large or'
small. In some respects, management as a technique may be seen as
somewhat alien to the professional
ethos. In the conventional image of
management, organisation trees,
communication flows, job description, authority limits, etc, it probably
is. As highw.ayengineers we have at
any rate the advantage (in common
with most civil engineers) that our
work is the antithesis of mass production - almost every project is
unique. We may more readily therefore recognise management as
methods and attitudes which elicit
the best contribution from everyone
in the organisation and provide a
working environment that is as
agreeable as possible to everyone
within it. It is likely that every professional office manages its affairs in a
somewhat different way. There is
probably no room for hard and fast
rules. But unifying diverse interests
of professional staff should be their
attitude and loyalty to the job in
hand, the principals and the client.
Ultimately the working environment
will be as much a result of style as of
nostrums. And the final sanction of
the professional man lies in his feet.
If he thinks that on an overall basis
he will be happier, or more satisfied,
or more productive elsewhere, he
will and should move. But beware of
the grass that only looks greener!
References
(1) The Nature of Civil Engineering
as a Profession. Carmichael, W.
F., Proc.lnst, Civ.Engrs. Part 1
1979. Feb, pp 49-73.
(2) When Is a Profession Not a Profession? Howie, W., New Civil
Engineer, February 1st, 1979.
THEJOURNALOFTHEINSTITUTIONOF HIGHWAYENGINEERS 13
DOES YOUR
COMPANY HAVE
PRODUCTS WHICH
Will BEOF
INTEREST TO OUR
READERS?
Talk to Keith Dalton who will give
you full media details. Phone him on
Peterborough (0733) 47711
,
l
14
APRIL 1981
t.
~
t
t
I
South Western Branch
TRUNK ROAD
CONSTRUCTION
IN THE
SOUTH-WEST
1968-1980
INTRODUCTION
A
joint meeting of the South
Western
Branches of the
Institutions
of Civil, Municipal and Highway Engineers, was
held at the County Hotel, Taunton, in
May 1980. The meeting, suggested
by Mr B. W. Mansell, County Surveyor, Cornwall CC and Chairman of
the South-Western
Association of
Civil Engineers, was organlsed by
the Director of the South Western
RCU, Mr Noel Dean. The subject
under discussion was "Trunk Road
Construction in the South-West Some Reflections on the Past 12
Vears". Three speakers were invited
by Mr DeBn to give their views and
experiences on the various stages of
trunk road development in the area.
Mr Mansell opened the proceedings, and he was followed by Mr
Dean who, in an introductory talk,
briefly reviewed the improvements
which had been made to the trunk
road network in the region since the
South Western RCU was set up in
April 1968. Over 40 schemes, costing
slightly less than £300m, had been
completed by the South Western
RCU, and many other trunk road
improvements by county councils
acting as the Department's Agents.
Mr Dean reminded members of
the trunk road situation in 1968,
when there was no motorway, and
access to the south west peninsula,
via A30 or A38, entailed, for the most
part, driving for many hours on
single carriageway roads. The delay
and frustrations of those days were
vividly illustrated by slides of long
queues of traffic which were then a
common experience at such places
as Tewkesbury, Bridgwater, and the
Exeter Bypass. These conditions
were severely aggravated in holiday
seasons due in some measure to the
fact that road communications
in
most other parts of the country had
already been improved, resulting in
more and more people from the
Midlands and north choosing to
spend their holidays in the south
west.
Although much remained to be
done, the work already completed
had made a vast improvement to the
flow of traffic and had taken it away
from many towns and villages.
After paying tribute to consultants, contractors, local and central
government staff for their combined
efforts in carrying out this £300m
programme, Mr Dean illustrated the
demands which construction of the
motorway alone had imposed on the
region's resources, by quoting a few
examples of the quantities of materials involved:
25 million
cubic
metres of fill placed in embankments; 6 million square metres of
both base and flexible surfacing and
900,000 square metres of concrete.
While the motorway was under
construction,
other
important
improvements had been proceeding
on trunk and county roads In the
region, resulting in a total demand
on resources far in excess of anything experienced previously.
~.
t
Huntworth Viaduct carrying the M5 Motorway across the Taunton-Bridgwater Canal, the Bristol-Exeter railway, the
River Parrett and two minor roads (M5 Motorway Contract 13 Ounball to Huntworth)
APRIL 1981
15
I TRUNK ROAD CONSTRUCTION IN THESQUTH-WEST
The construction
of some 200
miles of new highway. often in areas
of difficult terrain. - inevitably provided problems for both designer
and contractor. all of which were
successfully
overcome. All three
speakers at the meeting had made a
maior contribution to the trunk road
improvements
in the region and
they would be referring to particular
aspects of this experience which
they considered were likely to be of
greatest interest.
Mr Eric Mather. Director of Technical Services, Exeter City Council and
Chairman
of the South-Western
Branch. Institution
of Municipal
Engineers. chaired the first session,
and introduced Mr John Billington,
Superintending Engineer. Somerset
Sub-Unit. South Western RCU, who
spoke on "Developments in Public
Consultation" .
Mr Billington's contribution was
divided into two sections, Public
Consultations and Frameworks.
On pUblic consultation Mr Billing.
ton detailed the design activity network for a typical large highway
improvement to illustrate the processes followed from the commencement of design to the preliminary
report stage. These included the initial selection of all possible alternative routes and the subsequent
elimination procedures until a final
choice of about three alternatives
was left. These were offered for public comment or criticism at a public
exhibition and the exhibition for the
Tolpuddle-Puddletown
Bypass on
the A35 in Dorset was erected in the
lecture hall as an example.
On Frameworks the speaker refer.
red to the Leitch Committee's work
and recommendations on the use of
frameworks for highway work. He
showed examples indicating how
frameworks could be used to present
information in a manner that would
enable individuals or bodies to identify their interests and assess how
different options might affect them.
He also showed typical summary
type frameworks
used to bring
together main features considered
when making decisions on the relative merits of alternative lines.
The second session was chaired
by Mr Michael Hawkins, County
Engineer of Devon, and Chairman of
the
Institution's
South
Western
Branch. He introduced Mr Walter
Eyre.
Chief
Project
Engineer.
Freeman Fox and Partners, whose
talk was based on "Practical Solutions to some Design Problems",
Mr Eyre explained that in order to
establish the criteria. on which to
design the M5 Motorway over the
alluvial flats north of Avonmouth,
and south of the Clevedon and Mendip Hills, three trial embankments
were built between 1965 and 1969. A
slip occurred during the second of
these at East Brent. so that the third
one at Clevedon was more carefully
instrumented and controlled. In addition, piles were driven through the
trial bank in order to measure negative skin friction, or the load on the
pile due to the settling embankment.
and also the bending moment in the
pile due to the horizontal pressure of
soft layers of the alluvium being
squeezed out below the embankment.
The major information yielded by
these trials was the actual rate of
. settlement which was very much
quicker than laboratory tests had
1968-1980
indicated, and made it feasible to
Construct the motorway within a
three-year contract period using surcharge to limit residual settlement to
50mm in the case of Avonmouth and
150mm in the case of Somerset,
where the alluvium was 90ft deep.
Use of lightweight
filling utilising
pulverised fuel ash was essential to
construct high embankments. The
shear strength
of the alluvium
assumed
in
the
design
was
500 Ibs/sq ft. but four failures during
construction
arose in areas where
the actual shear strength was less
than this figure.
Another problem area described
by Mr Eyre was the crossing of the
Clevedon Hills which was made difficult by the outcrop of a thrust fault
coinciding with the line of the motorway. The twin carrfageways were
separated by a difference of level of
30 ft in order to fit into the hillside.
and located to limit the exposure of
faulted material in the high batter
alongside the southbound carriage.
way. Massive Carboniferous lime-
ri
.~.
The Wynhol Viaduct carrying the MS
Motorway across the Clevedon Hills
and overlooking the Gordana Valley.
(MS Motorway Contract 10A Gordano Valley Section)
16
APRIL 1981
I TRUNK ROAD CONSTRUCTION
IN THE SOUTH-WEST- 1968-1980
high Wynhol Viaduct. In addition,
adverse
and
dominant
jointing
required extensive rock bolting to
make safe overhangs and prevent
potential rock falls; rock anchors
were used to tie back underpinning
into sound rock and to provide the
necessary horizontal stability to crib
walls founded
on shattered and
faulted sandstone.
With regard to the costs of these
exceptional constructional methods,
Mr Eyre said that the 22Y:, miles of
motorway from the River Avon to
East Brent had cost £1 Y2m per mile
stone had been thrust over Pennant
sandstone and shales, which had
been literally turned over and softened by the thrust fault. Where
these materials were exposed retaining walls were necessary. Where the
motorway crossed gullies and over
weathered rock, the edge of the
northbound carriageway had to be
built up and supported by retaining
walls.
Cavities and fissures in the limestone
presented
problems,
the
largest occurring under the foundations to two of the piers in the 100ft
Additional costs over and above conventional work included:
Wynhol Viaduct
Piled foundations to all bridges on the alluvium
Cost of retaining walls, revetting and rock bolting
Earthmoving amounted to:including rock excavation
imported rock fill
imported pulverised fuel ash
Additional removal of surcharge for re.use
..
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.+ - .......
APRIL 1981
".-:'~
'.':'~.,
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£1.3m
£a.85m
£2.03m
9.0m cu
3.0m cu
1.9m cu
1.6m cu
1.6m cu
yds
yds
yds
yds
yds
compared with the £1m per mile
average cost at about that time.
The talk was well-illustrated with
slides showing graphically the test
results and pictorially
the many
other interesting
features of the
work.
The afternoon session was chaired
by Mr Brian Mansell, who introduced
the third speaker, Mr Peter Burgess,
a Director, Cementation Construe;tion Ltd., who spoke on "Problems
Encountered by the Contractor".
The author introduced his Paper
by defining the contractor's task as
one of solving the problems generated by civil engineering, using his
skills
and experience,
and the
resources of a major company. Problems arose from one or more of the
following
causes; logistical decisions associated with resourcing,
procurement and programming the
project; commercial considerations
concerned
with the contractor's
investment policy, control of cost,
recovery of remuneration and cash
flow; technical matters which arose
due to changing
circumstances,
design
requirements,
temporary
works or adverse weather conditions. It was the contractor's responsibility to produce a management
team capable of identifying these
matters and securing effective solution~
.
This management team must have
the capacity to deal with a variety of
matters from the commencement of
the works, induding their setting out.
long and short term programming,
manpower transport and communication resources, the organisation of
sub-contractors and materials suppliers, control of costs and engineering requirements, and maintenance
of good relations with the client, his
engineer
and the public. These
requirements would be met by staff
appointed to the site, with support
from their headquarters and specialised services.
In illustration of the above, examples were given showing the importance of the relationship between the
time of award and the season of the
year, the problems in meeting the
early contract requirements for site
offices and amenities for both the
client and the contractor, and the
necessary land acquisition and supply- of services. A recommendation
was made that where a contract was
of significant value, greater time
should he allowed between the
award of the contract and the agreed
starting date to accommodate the
considerable difficulties which the
establishment of a major site organisation called for.
Turning to commercial considerations, Mr Burgess examined the
17
j.TRUNKROAD
CONSTRUCTION" IN THE SOUTH-WEST
problem, of investment for plant,
with
particular
regard to earthmoving fleets and concrete batching
plant. These, together
with the
weather, could be considered as normal risks in civil engineering. There
were, however, a number of risks
which were considered exceptional,
and against which the main contractor had no protection: Atthe time the
contracts
under
review
were
executed, the contracting industry
secured the reduction from two
years to one year for which fixed
price tenders were called. Nevertheless, this two year period had
resulted in major financial problems
on one particular contract, and the
speaker went on to indicate that with
the current rapid rate of inflation,
there was a need for a further reduction or abolition of the 12 month
period currently in effect. At the very
least, this period should be strictly
adhered to, and projects should not
be unrealistically squeezed into such
a confined period. He referred to a
number of major earthmoving subcontractors whose businesses had
been forced into liquidation during
the currency of these contracts, and
expressed the view that at least
some of their problems could be
attributed to the extensive period
taken in settling contract claims after
the work was complete.
Another area of significant risk to
the main contractor was associated
with the qualifications imposed by
sub-contractors and suppliers, and
their request for price fluctuation formulae which did not accord with the
main contractor's
Baxter formula,
and the problems which ensued
because the main contractor's inabil-
18
ity to include any qualifications in his
bid to the client. During the execution of the work, these matters and
others added to the significance
attached to the control of costs and
monitoring
of outputs compared
with that allowed in the tender, and
the need to check.that bulk material
deliveries were fully reconciled. He
also stressed the importance
of.
recording and measuring throughout the period of the works, to
ensure that recovery of monies due
arising from variations,
and payments to subcontractors were properly conducted.
Mr Burgess continued by examining some technical matters which
had provided interesting and sometimes costly problems on some of
the contracts. The examples quoted
dealt with problems from foundations through to the superstructure
of viaducts and bridges (including
consideration
of the temporary
works requirements),
bulk earthworks and road construction. The
illustrations were drawn from sections of the M5 motorway including
Gordano Valley, Bridgwater, Taunton and Exeter. In conclusion, the
author reminded the audience that
difficult problems were a natural element of civil engineering works, and
that their effective solution lay in the
achievement of mutual respect and
understanding
between the staff
M5 split level carriageway
with
exposed limestone rock and facing.
crossing the Clevedon Hills IM5
Motorway
10A Gordano
Valley
Section)
1968-1980
responsible
for the design and
execution of the work. He was particularly pleased to have enjoyed a
very good business relationship with
the RCU and conSUlting engineers'
staff over ten years of major road
construction and was very grateful
for this experience.
At the conclusion of Mr Burgess'
talk, the three speakers joined Mr
Dean to form a panel, with members
firing Questions on all the subjects
under discussion during the day.
In his final comments, Mr Dean
referred to the considerable programme of trunk road improvements
which had still to be carried out in
the region, and expressed the hope
that the day's discussions would
have some application to this continuing programme and prove helpful to those who would be concerned
with it.
Mr Mansell wound up the proceedings by thanking Mr Dean for arranging the meating and the three speak.
ers for their excellent contributions
to the programme.
Acknowledgements
M5 Motorwav Contract lOA Gordano Valley Section
Designers: Freeman Fox & Partners;
Main Contractors: Cementation Construction Ltd., Client: Department of
Transport, South Western RCU.
M5 Motorway Contract 13 Dunball
to Huntworth
Designers: Somerset CC Sub-Unit
for South Western RCU; Main Contractors: Cementation Construction
Ltd;
Principal
Steelwork
SubContractors:
Clevedon Bridge and
Engineering Co. Ltd.
APRIL 1981
The sensible
alternative
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be difficult and time-consuming to place; and can be
wasteful of materials.
'Filtram' is different.
It's a complete drainage system in which the filter and
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'Filtram' is the sensible, cost-effective alternative to
drainage systems constructed from sand or porous
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Forfurther information please ring
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APRIL 1981
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HE
19
Institution News
Obituary
R. J. D. Crawford
1927-1981
Mr Robert James Derek Crawford,
the 53-year-old Managing Director of
Construction
Joints Ltd., Belfast,
died on January 22nd, 1981. Derek
joined the Institution as a Companion in 1967 and had served on the
Northern Ireland Branch Committee
for the past 11 years.
After graduating with a BSc in Civil
Engineering from Queen's University, Belfast he worked for the City
Engineer's Department, Belfast Corporation between 1952 and 1955. He
was later employed by Norman
McNaughton,
builders
merchants
and subsequently by Expandite Ltd.
He had recently started his own successful company Construction
Joints Ltd., waterproofing
contractors and suppliers.
Derek was a great asset on the
Branch Committee and a member of
the winning Locan Cup team at Portrush in 1979. He was held in high
esteem by all who knew him and he
will be sadly missed.
Sir Hubert Shirley-Smith, CRE
1901-1981
Council learned with regret of the
death on February 10th, 1981, at the
age of 79, of Sir Hubert ShirleySmith,
CBE, the
distinguished
designer and builder of steel bridges.
Sir Hubert joined Sir Douglas Fox
0,;::1 Partners (later Freeman Fox &
PartnArsl in 1923 and his name is
associated with many of the world's
most famous bridges, including that
at Sydney Harbour; the Birchenough
and Otto Beit bridges in Zimbabwe;
the Howrah Bridge, Calcutta and the
double-deck Rovaniem Bridge, Finland. He also acted as Site Agent in
charge of construction on the Forth
Road Bridge, and designed the steelwork for the Shell Centre Tower on
the South Bank.
Sir Hubert was President of the
Civils in 1967, having served on its
Council since 1952. He was a
member of the Council of FCECfrom
1958 to 1965, Vice-President of the
International Association for Bridge
and Structural Engineering and a
member of the Smeatonian Society
of Civil Engineers.
He was awarded a CBE in 1966 and
knighted in 1969.
His death robs the civil engineering profession of one of its most
distinguished men.
20
RUBBING ALONG
IN RECESSION
Transportation - Making the most of what we've got will be the theme of the
Institution's one and a half day National Conference to be held at 66 Portland
Place, London, W1 on Thursday and Friday, December 10th and 11th, 1981. It
will be followed as usual by the Annual Luncheon at Grosvenor House on
Friday, December 11th.
The Conference Papers will take an overall look at transportation problems
in the light of the very severe economic circumstances which are likely to exist
at least until the mid-1980s.
The Pape~s and authors will be:
The Provision of the Primary Route Network, A. D. W. Smith (County
Surveyor, Kent CC).
The Identification, Improvement and Maintenance of the French National
Road Network. (M. P. Leger, Chief Engineer, Department of Roads and
Bridges, France).
The Practical Impact of Reduced Investment in Highway Maintenance. C. C.
Wallis (Marketing Manager, Tarmac Roadstone) and D. Wrathall (County Area
Surveyor, North Yorkshire CCI.
The Implementation and Evaluation of Lorry Control Schemes. R. K. Turner
(Controller, Planning and Transport Services, Freight Transport Association)
and C. V. Underwood (County Surveyor, Derbyshire CCI.
The session on the morning of Friday, December 11th will end with a
Question and Answer Session entitled "Exporting Our Highway Engineering
Expertise." The opening speakers will be H. W. A. Francis, CBE, Chairman,
Cementation Construction and F. A. Sharman, Sir William Halcrow and
Partners.
Further details will appear in the Journal during the coming months and an
application form for the Conference and the Annual Luncheon will be included
in the August/September, 1981 issue.
LOCAN CUP MATCH
AT CARNOUSTIE
The 1981 LocBn Cup Golf Competi.
tion will be held on the Championship Course, Carnoustie, Angus.
Scotland, on Monday, September
14th, 1981. For the very firsttime the
Competition is to be played north of
the border and the host Branch,
Central and Southern Scotland, aim
to make it a memorable occasion.
The world-renowned Course will
be the setting in 1982 of the British
Open Championship and will prove a
formidable test of golfing ability for
Locan Cup participants.
The Branch is arranging a Dinner
for members and their wives on the
evening of Sunday, September 13th,
1981 and this will have a distinctive
Highland flavour. A social evening
has also been arranged for Saturday,
September 12th, 1981, since it is
anticipated that many members will
have arrived in Carnoustie earlier
that weekend. A whisky tasting evening, with supper and a cabaret has
been arranged. The food will be very
reasonably. priced but the w!,!isky
and the cabaret will be a sample of
Scottish hospitality.
Accommodation will be in hotels
and guest houses in Carnoustie, and
there is a good selection to choose
from in this delightful coastal holiday
resort. Many of the hotels are within
easy walking distance of both the
course and the Bruce Hotel where
the social events will be held .
. The Ladies' Day on September
13th is likely to include a visit to the
Caithness Glass Works, Perth.
The Branch hope that the competition will be well-supported with full
teams from all the other Branches of
the Institution, and that competitors
and their wives will stay on and
enjoy the beautiful early autumn
scenery of the Angus countryside.
APRIL 1981
WHAT'S ON IN APRIL AND MAY?
Headquarters
May 12th, 1981:
Half.day joint seminar with the
Geological
Society at Burlington
House, London, W1 on "Investigation and Design Aspects of Earthworks and Materials for Highways."
Meeting will begin at 2.00 pm.
East Midland
April 15th, 1981;
AGM at Huntingdon followed by a
Paper on "Dynamic Compaction" by
Mr Barber.
Greater London
April 29th, 1981:
AGM at St. Stephen's Club, London,
SW1 at 5.30 pm.
May 15th. 1981:
Annual Dinner/Dance at The Hurlingham Club, Fulham.
Midland
April 30th, 1981;
Annual golf meeting and AGM.
Northern
April 24th, 1981;
AGM and buffet supper
George Hotel, Penrith.
at
the
Northern Ireland
May, 1981:
Two-day visit (Friday/Saturday)
to
Eire to see the Pantin Cement works
and the Naas Bypass.
North Eastern
April 18th, 1981:
"Ticketi ng for an Integrated Transport System." Paper by J. R. Baggaley and J. R. Meal. Joint meeting
with the Northern Counties Joint
Transportation Group at the University of Newcastle upon Tyne at 7.00
pm.
May 6th, 1981;
AGM at 6.15 at the University of
Newcastle upon Tyne followed by
"Looking at the Developments of
Motoring and the Motor Car." Paper
by a representative of Ford Motor
Co Ltd.
May 12th, 1981:
"Bridge Maintenance." Paper by G.
M. B. Taylor. Joint meeting with the
Northern Counties Association of the
Civils at the Mining Institute, Newcastle upon Tyne at 6.25 pm.
Central and Southern Scotland
May 11th, 1981:
AGM at the Carlton Hotel, Edinburgh
at 6.00 for 6.30 pm.
May 14th, 1981:
Golf match at Monifieth.
ROAD SAFETY SEMINAR
IN -SCOTLAND
The Institution's Central and Southern Scotland Branch is holding a
one-day Seminar on Tuesday, June
23rd, 1981, at Stirling University on
"Accident Reduction and Prevention
in Highway Engineering":
The Seminar will be of very great
interest to Directors of Roads and
their design, maintenance, traffic
and road safety staff, to Regional and
Island Council Elected Members,
Chief Constables and their staffs and
to members of the Scottish Development Department.
The Seminar speakers will be Mr
R. C. Rainbird, Team leader, Accident Prevention and Traffic, Hertfordshire
CC and Miss Barbara
Sabey, Head of Accident Investigation Division, TRRL.
The Seminar will consider the present accident situation, the statutory
duty of road authorities to promote
road safety and what can be
achieved
through
a systematic
approach to accident investigation
and a programme
of low-cost
engineering
remedial
measures.
Reference will also be made to data
requirements, analytical techniques
involved and the alternative accident
strategies available. A description of
APRil 1981
a number of local problems and how
these have been tackled by one
authority will also be dealt with.
The Seminar fee (inclusive of VAT)
is £13.80 and includes morning coffee, a buffet lunch, tea and speakers'
notes. There is ample free carparking on the University campus.
Bed and breakfast accommodation is
also available at £7.82 per night
(including VAT).
Those attending the Seminar are
advised to buy a copy of "Guidelines
North of Scotland
April 22nd, 1981:
AGM at the Club House, Culcabock
Golf Club.
South Midland
May 13th, 1981:
AGM at Aston Hall, Civic Centre,
Aylesbury at 7.30 pm, to be followed
by a Paper.
South Wales
April 29th, 1981;
AGM at the South Wales Institute of
Engineers, Cardiff, followed by BP
evening and buffet supper.
South Western
May 21st-22nd, 1981:
Annual Conference and Luncheon at
the Palace Hotel, Torquay.
West Midland
April 9th, 1981:
Paper on "Compaction .,.....Theory
and Practice." Representatives of
Bomag. Meeting at the North Staffordshire Polytechnic, Beaconside,
Stafford.
Yorkshire
May 13th, 1981;
"The Design and Construction of the
New Bridge at Whitby." Paper by A.
W. Jones. Meeting at 5.00 for 5.30
pm at the Vikings Hotel, Goole.
for Accident Reduction and Prevention in Highway Engineering". This is
priced at £4.50 per copy and an order.
form appears on page 29 of this
issue of the Journal.
Further details on the seminar may
be obtained from Mr C. J. McCrindle,
Depute Director of Roads, Central
Regional Council, Viewforth, Stirling,
Scotland.
The "Guidelines"
meetings and
symposia held during 1980-81 have
produced large attendances and an
enthusiastic response. It is hoped
that Scottish members will turn out
in large numbers to support their
own meeting on this most important
SUbject.
NEW ELECTIONS TO
ENGINEERING FELLOWSHIP
The AGM of the Fellowship of Engineering was held at St. James's Palace,
london SW1, on February 17th, 1981, with the Senior Fellow, HRH the Duke of
Edinburgh, in the Chair.
Following the adoption of the accounts 58 new Fellows were elected, of
whom three are members of this Institution. Council congratulates them on
this well-deserved recognition of their eminence in the engineering profession.
Paul Borge Ahm (Fellow). Senior Partner, Ove Arup and Partners.
Arthur William Jacomb (Fellowl. County Surveyor of Hampshire.
Alec Silverleaf, CB (Honorary Fellowl, Director TRRL 1971-80.
Lord Hinton of Bankside has retired as the Fellowship's President after five
years. He has been succeeded by Lord Caldecote. Professor Sir Hugh Ford
becomes Vice-President and Mr G. J. Mortimer, Honorary Treasurer.
21
/~--=-=-=--=-------------------------- ......
JOINT MEETING . IN MAY ON
Use of Fabric Reinforcement
fo;'
Reinstating Unstable Slopes. R. T.
EARTHWORKS AND MATERIALS
Murray lTRRL) and J. Wrightman
(South Eastern RCU).
THIS Institution and the Geological
Society Engineering Group are to
hold a joint meeting at Burlington
House, Piccadilly, London W1 at
2.00pm on Tuesday, May 12th, 1981
to discuss "Investigation and Design
Aspects of Earthworks and Materials
for Highways." It will begin with an
introduction
by Mr David Holt,
Freeman Fox and Partners. Seven
Papers will be presented and there
will be two 25 minute discussion
sessions. The meeting will close at
about 6.30pm after a summing-up by
Mr L. J. (John) Cox, Chairman of the
Institution's Construction Board.
The half-day meeting should be of
particular interest to those members
involved in earthworks and materials
since it will present an opportunity to
hear some very topical Papers by
acknowledged experts in the field.
The ASS North Wales Coast Road. R.
L. Wilson (R. Travers Morgan and
Partners).
The A55 trunk road currently passing through North Wales is to be
replaced by 17 miles of new route.
This Paper looks at some of the
interesting
geotechnical
problems
whose solutions have required the
closest
co-operation
between
engineer and geologist.
Rock excavation includes a cutting
through highly fissured weathered
mudstone
and
tunnels
through
rhyolite and microdiorite.
Rock cuttings at M90/M85 Craigend
Interchange. D. H. Holman (Babtie
Shaw and Morton).
The three level M90lM85 Craigend
Interchange just south of Perth was
constructed in a saddle of a ridge
comprising volcanic rocks of Lower
Old Red Sandstone age with interbedded sediments of conglomerate,
sandstone and siltstone.
The Paper refers to the pilot cut
excavated to assist the final design
of the rock slopes and the extensive
use made of pre-splitting, the use of
instrumentation
and the monitoring
of movement and water levels.
Marginal Materials
in Earthwork
Construction. R. J. G. Edwards (Consulting Engineer)
The selection of parameters and
values to control the suitability of
materials for earthworks should be
directly related
to a number of
criteria.
Mr Edwards outlines a rational
approach
to the definition
of
"suitability
criteria"
for materials
which are not immediately definable
as "suitable"
or "unsuitable"
in
accordance with the specification for
Road and Bridge Works 1979 and are
thus to a greater or lesser extent
marginal.
Crushed Stone and Its Use in UK
Flexible Roads. J. Cook (Tarmac
Roadstone (Southern) Ltd)
This Paper will consider how the
geology of the quarry influences the
practical reality of producing quality
aggregates to meet requirements
and how far the extent or otherwise
of the basic crushing process and
particularly the type of machinery
used, has a significant part to pliw.
The requirements of aggregate mixtures
in the
finished
road
is
examined in the light of current
manufacturing
and laying equipment and practice in the UK.
This Paper presents some aspects
of the site geology on M4 Motorway,
Berkshire where a large section of
cutting in London Clay failed. Reinstatement was undertaken using the
original soil reinforced by layers of
fabric. Soil testing and methods
analysis are discussed as are construction techniques and cost considerations.
An Investigation into the Landslip at
Mam Tor, North Derbyshire. A. D.
Leadbetter (Derbyshire eC).
The Paper sets out the historical
and factual background to the Mam
Tor slip and describes the processes
needed to assess the reasons for its
occurrence. The analysis of the Slip
and the various methods which may
be undertaken to solve the problem
are given and the sequence of
engineering
. and
environmental
problems is then discussed together
with a brief consideration of costing.
ASS Pwell Melyn Slip - Remedial
Works. A. Siva Subramaniam (Howard Humphreys and Partners)
The Paper describes the events
leading up to the slip, the subsequent site investigation and the
resulting design and construction of
the
remedial
measures
which
included a temporary rock anchored
sheet pile wall and a small diameter
tunnel.
Admission tickets are not required
for the meeting. It is hoped that there
will be a very large attendance to
hear some extremely
interesting
case histories .
.
CIVILS
MEETINGS
Members
of this Institution
are
invited to attend two meetings being
held by the Civils in the autumn of
1981.
These are:
October 20th. 1981:
"London-South
Wales Motorway:
M4 Coldra to Tredegar Park Widening." T. M. Braithwaite, J. G. Evans
and D. A. Goldsmith.
October 27th, 1981:
"The Environmental
Appraisal of
Trunk Roads." R. J. Bridle, M. R.
Broome and R. W. Holmes.
Both meetings will be held at
5.00pm at Great George Street and
should
be of great interest to
members.
22
NEW BRANCH SECRETARY
FOR SOUTH-WEST
Mr A. F. Cousins - South-Western
Branch Secretary
since 1972 retired following the Branch AGM
last month. He is succeeded by Mr
Paul Gane.
'Coz' Cousins. who joined the
Institution in 1965, began his career
with the Great Western Railway and
after five years with a firm of heating
and ventilating
engineers joined
Western Trinidad Lake Asphalt Co.
Ltd., in 1937.
He moved to Thos. Roberts (Westminster) Ltd in 1957 as Area Surfacing Manager (Midlands) and became
General Manager of their Drybrook
quarry in the Forest of Dean during
construction of M50 Ross Spur and
M5. In 1963, after
the Thos.
.,
/~,C-~
}
,~f.l
APRIL 1981
Roberts/Roads
Reconstruction
merger, he went to Devon as General
Manager, a post he retained after the
1967 merger
with Amalgamated
Roadstone Ltd. The Group was taken
over in 1970 by Consolidated Goldfields Ltd and following reorganisation, he went to Plymouth as Sales
Manager, South West Division.
He retired in 1974 and worked on a
consultancy basis until 1977.
Apart from his Branch Secretaryship 'Coz' was Vice-Chairman of the
SW Roadstone Employers Federation 1966 to 1967 and Chairman of
the Devon and Cornwall Branch of
the Institute of Quarrying from 1972
to 1974.
His many friends in the profession,
but particularly
in the south-west,
wish him a long and happy retirement.
RAISING THE MARY ROSE
A meeting of the Southern Branch
held at The Welcome Inn, Petersfield,
Hampshire, on Tuesday, January
13th, 1981, heard Lt Cdr Peter Whitlock, Public Relations Officer, The
Mary Rose Trust, talk about this fascinating project. The discovery of the
wreck's location, using acoustic survey, had been the subject of a Branch
meeting the previous month.
Peter Whitlock described the significance of the work entailed in
recovering the "Mary Rose" - a 700
ton carrack, equipped with 91 guns
- which had been the pride of Henry
VIII's navy, an'd was now generally
recognised as the world's first, fullyfledged, ocean-going fighting ship.
During action against the French in
the Solent, in July, 1545, she suddenly turned turtle and sank, taking
with her over 600 of her total complement of 700 officers and crew.
Preserved in silt for over 400 years
she now represents a unique treasure house of Tudor artefacts which
give a great insight into nautical life
in the middle of the 16th century.
Some tentative exploratory work
was carried out in 1836-37 by the
Dean brothers, but it was not until
1967 that rescue work, spasmodic to
begin with, recommenced. In 1978
the realisation of the importance of
the find led to the creation of The
M~ry Rose Trust with HRH the Prince
of Wales as its President. The ship
lies in 40 feet of water and recovery
work is undertaken each year between March and November. The
aim of the current programme is to
raise the vessel in 1982 and to move
her to a purpose-built exhibition hall
which will eventually
become a
maritime laboratory and a museum
of Tudor weaponry.
The problem of timber preservation once the ship is raised is still
being researched, and it will require
£1m in each of the next two years to
complete the project.
Peter Whitlock's enthusiasm for
his subject and the manner of its
presentation, together with a liberal
scattering
of nautical anecdotes,
made it' one of the liveliest of Branch
meetings. At its close a collection
was taken on behalf of The Mary
Rose Trust.
THE COMPUTER TAKES
OVER IN BELFAST
Mr P. Gane
Paul Gane, is 58 years old, and has
been a member of the Institution
since 1949.
He served
articles
with
the
Borough of Dover and Somerset CC
and during the war was a pilot with
the Royal Air Force. He then went on
to work with a number of county
council highway departments
culminating in a seven year period as
County Surveyor of Lindsey (Lincolnshire).
In 1973 he joined W.S. Atkins and
Partners as Director, responsible for
their regional office in Bristol. Since
1979 he has been a self-employed
consultant in highway engineering
and management.
Paul is married with a son, who is
also a civil engineer, and a daughter.
NEWS OF MEMBERS
Kennedy, D. S. has been appointed
Managing Director, Halcrow Fox &
Associates, in succession to Mr J. O.
Tresidder who has resigned. Mr Tresidder will continue his association
with the firm acting as consultant
both to Sir William
Halcrow &
partners
and Halcrow
Fox and
Associates.
Eighty-seven members and guests
attended a joint meeting with the
Transportation
Group of the Civils
held on Monday, January 26th, 1981,
at Queen's University, Belfast. Mr. D. _
O'Hagan, Department of the Environment (Nil Roads Service - Belfast
Division, spoke on "The Belfast
Urban Traffic Control Scheme" and ..
described the background, development and operation
of the new
scheme and equipment.
In the past the majority of traffic
signals
in 8elfast
were Vehicle
Actuated (Le. the timings responsed .
to detectors in the roadway which
indicated the presence of a vehicle).-This principle worked
reasonably
well at isolated junctions but as the
number of signal installations grew
in a given area, their co-ordination
became at feast as important as
timings.
More recently a system was installed in the Victoria
Street/Oxford
Street area where signals in ,both
streets were linked to a Master Co'n- "
troller which provided four different"
sets of timings at each junction. Each,
different set of timings was triggered
by a time switch and catered for the
morning and evening "rush hour"
peaks and the day-time and nighttime off-peak periods. This system
was inadequate because it covered a
very small' area and had only four
plans which were difficult to alter,
and a limited time-table.
The only way to provide the
extended facilities required was by
an overall concept of Urban Traffic
Control. 11'\ _ t~is a small computer
handled extensive data and gave a
facility for easy timing changes. The
two main objectives, agreed at the
outset, were co-ordination of all road
junction signals in a much larger
area
and flexibility
of
timing
changes. The first ofthese objectives
was achieved by use of a Traffic Network Study Tool,' TRANYST, to
give optimum
co-ordination
and
hence the best journey-time savings
on a cost/benefit
analysis. Signal
timings
derived from the use of
TRANYST formed the basis of the
control strategy.
The second Objective greater
flexibility of timing changes - was
achieved by the easy changes of the
computer
programme.
A manual
over-ride also existed for extreme
,conditions.
, The fundamental items of the UTe
system are, the correct street equipment and data transmission facilities
and a control room, the heart of the
system being the dual computer. In
this, one computer is always "on
line': and the other on "stand-by".
~~~
APRIL 1981
THE JOURNAL OFTHE INSTITUTION OF HIGHWAY ENGINEERS
23
/'
Belfast Computer (continuedl
This "stand-by" computer could also
be used for development purposes.
The data transmission utilised the
standard GPO land lines to the Out
Station Transmission Units 10TU)
which are contained in each signal
control cabinet.
The control room contains the
peripheral equiment necessary for
the operator to monitor the system
ARMITAGE Members and guest of the South
Midland
Branches discussed the
recommendations
and implications
of the Report of the Inquiry into
Lorries, People and the Environment
(The Armitage Report) at a meeting
held on February 4th, 1981, at the C
& CA's Training Centre, Fulmer
Grange.
The Branch Chairman, John Gregory, opened the meeting and welcomed the speakers who gave a
resume
of their views
on the
Report's findings. The speakers Councillor James Ireland, Chairman,
Buckinghamshire CC and Chairman
of the Association of County Councils Planning and Transportation
Committee, Ernie Wakefield, Assistant County Surveyor, Berkshire CC
and Richard Turner, Controller of
Planning
and
Traffic
Services,
Freight Transport Association - represented the many interests likely to
be affected by the findings.
Mr Wakefield
gave his views on
performance, identify faults and take
action. In this he is aided by 12
rotatable
closed-circuit
television
cameras fitted with zoom lenses and
strategically'located
around the city
centre, each feeding its own television monitor in a wall-sized visual
display unit (VDU).
The greatest benefit expected will
be a 10 per cent reduction in journey
times, which is estimated will represent a 200 percent return on a capital
investment of [1m ..
For the future it is foreseen that a
dynamic response system (SCOOT)
would achieve further improvements
over a system based on fixed time
plans and this has been allowed for
in the scheme.
The final testing of the scheme has
been completed and meanwhile,
back on the city centre streets of
Belfast. the computer is quietly and
gradually taking control.
IT HAS TO BE A PACKAGE DEAL
various sections of the Report. He
was particularly concerned about the
effects of higher loadings and dif~
ferent axle configurations on bridge
design standards and how these had
been arrived at. He felt that the continuing trend towards heavier lorries
and less maintenance, if not curbed,
could lead to disaster. The Report
had also emphasised the benefits of
new roads, particularly by-passes
and there were other recommendations also which predisposed him
towards the Report although he was
pessimistic about the way Government Reports were implemented.
Mr Turner
sensed that most
people welcomed Armitage's recommendations so long as they were
implemented as a package. That was
certainly
the FTA's view, even
• though some lorries would be paying £800 pa more in licence fees. The
Report followed four basic principles: (1) all lorries should pay their
way; 12) there should be more
investment in roads; (31lorry design
JOINT MEETING ON
THE ARMITAGE REPORT
should be improved (safety, noise)
and 14) heavier lorries should be
allowed
for
environmental
and
economic reasons.
His main worry was that the
Report would be pigeon-holed with
only the taxation increase being
implemented.
Councillor Ireland, who had himself given evidence to Armitage,
agreed that so long as the recommendations were carried out as a
package there was an overall benefit
to everyone. He had got almost
everything he had wanted from the
recommendations,
except heavier
lorries. However, he shared Mr Turner's worry that the recommendations would not be looked at in total,
and asked the meeting to consider
what could be done to see that they
were.
The
lively
discussion'
which
brought the meeting to a close
showed that in general, there was a
fair amount of agreement with the
views expressed by the speakers.
ENTHUSIASM
FOR
GUIDELINES
The recommendations contained in the Armitage Report will be the subject of
a one day meeting jointly 'sponsored by the Road Engineering Board of the
Civils and this Institution's
Construction and Transportation Boards on
Monday, April 27th, 1981. The meeting will be held at the Civils, Great George
Street, London SW1, and the cost of £12.00 linclusive of VATI covers coffee,
lunch, tea and copies of the speakers' notes. The meeting will be opened by
the Civils President Mr Peter Cox, and the four sessions will run as folJows:Chairman:
C, V. Underwood.
Paper:
Effects on the Environment and the An extremely well-attended meeting
Economy.
of the Southern Branch was held at
Speakers:
A. C. Dick and C. Holland.
"The Welcome
Inn", Petersfield,
Hampshire, on Tuesday, February
Chairman:
G. Margason.
3rd, 1981. Over 100 members and
Paper:
Effects on Heavy Transport.
guests, including
local authority
Speakers:
P. J. Nevitt and R. Turner.
elected
members,
heard
Mr R. C.
Chairman:
J. H. Nicholas.
Rainbird, Hertfordshire ce, speak on
Paper:
Effects on Pavement.
"Guidelines for Accident Reduction
Speakers:
M. F. Maggs and Dr. S. F. Brown.
and
Prevention'
in
Highway
Chairman:
L. J. Cox.
Engineering" .
Paper:
Effects on Structures.
The presentation was introduced
Speakers:
J. R. Lane and B. Simpson.
by Mr M. F. Hardy, County Surveyor,
and Mr Rainbird,
There will be a discussion of 30 minutes following each session. The meeting Hertfordshire
the County's Team leader, Accident
will close at 5.30 pm.
Further details can be obtained from the Institution of Civil Engineers, Great Prevention and Traffic, described the
principles
in
"Guidelines".
He
--george Street, London SW1. ~elephone 01-222 1722 .
AT
PETERSFIELD
ec
......
24
APRIL 1981
,
\
F
/
covered accident causation, potentials for accident
reduction,
the
investigative
approach,
and
an
analysis of benefits and cost. Safety
checking for prevention, programme
management and auxiliary requirements were also dealt with and the
talk concluded with a slide presentation of "before-and-after"
examples
of various sites where accident prevention and reduction measures had
been carried out.
The evening's discussion centred
around the costs of both accidents
and remedial measures and the
benefits and rate of return to be
gained by applying "Guidelines".
The use of mini-roundabouts
was
raised and the suggestion made that
this device might well have been
over-used. Mr Rainbird agreed and
said that any remedial work must be
suited to the particular
circumstances of the site under review. He
stressed the importance of providing
clearly understood instructions that
could be quickly and unambiguously
absorbed by drivers, citing the directional arrows on the road surface
around a mini-roundabout as a good
example.
The detail required on the Stats 19
accident form provided a lengthy
discussion point. It was generally
accepted that there were limitations
on' the amount of information that
could be reasonably provided, and
an investigation of an accident in
depth could only be undertaken if
access was given to the incident
officers report and witness' statements. Discussion also took place on
the extent of the Department of
GOT ANY BRIGHT (Civil
Engineering)
Have you a bright idea which you think would make a significant contribution
to your branch of civil engi neering? Or have you or your organisation already
put together a new proposal but found difficulty in developing it further for
lack of interest or funds?
"New Civil Engineer", the weekly magazine of the Civifs and the National
Research Development Corporation, a public corporation which provides
finance for technical innovation, are looking for new developments large or
small. They are offeri ng cash prizes of £20,000 for the best. In addition NRDC
will give favourable consideration to investing a substantial sum in any of the
winning projects, subject to its normal criteria.
The two organisation are not looking simply for imaginative ideas, but for
ones which can beneficially be developed into full scale use. Judges will
therefore expect the potential technical and commercial advantages of entries
to be demonstrated.
Chairman of the judging panel will be John Bartlett, a Vice-President ofthe
Civils and senior partner, Mott Hay and Anderson. He will be supported by Dr
Leslie Blake, Director, CIRIA; John Derrington, a Director, Sir Robert McAlpine
.& Sons and a Past President of the Structurals, Hugh Ferguson, Editor in Chief,
"New Civil Engineer" and Gordon Rollinson, NRDC, both of whom are
chartered engineers ..
Rules, conditions and an official entry form can be obtained from Civil
Engineering Innovation Competition, c/o New Civil Engineer, Telford House,
26/34 Old Street, London EC1.
The closing date is May 29th, 1981.
Environment/Transport's
backing
for accident investigation
and prevention programmes. A representative from the Regional Controller's
(South Eastern) Office, said that the
approach
to AlP advocated
in
"Guidelines"
was generally
supported by the Department and that
limited finance was available for
accident
investigation
purposes.
Remedial measures were of course
funded in the' normal way.
Date:
rifle:
Speakers:
Friday, July 17th, 1981
POlytechnic of Wales
Treforest INr. Cardiff)
"Enhanced Serviceability"
K. Madelin, West Midlands CC
"Carrying
Out
Reconstruction
Under Traffic"
J. R. Parish, Plessey Controls Ltd.
"Traffic Control Systems"
Professor P. S. Pell, Nottingham
University,
"Pavement
Design
and Materials"
APRIL 1981
MAKE A NOTE
YOUR DIARY
Have you got your copy of
"GUIDELINES" yet1 An order form
appears on page 29 of this issue of
the journal.
BRANCH
CONFERENCE
FOR
~
at Palace Hotel, Torquay
Conference Speaker:
Col. G. A. Leech, TO.,
County Surveyor, North Yorkshire CC.
Thursday and Friday
May 21st-22nd, 1981
The Seminar will open with the Presidential
Address to be given on the morning of July
17th, 1981.
The Institution's 51st AGM will be held at
the PolyteChnic on Thursday, July 16th, 1981,
at 5.30pm.
PLEASE
Mr Rainbird concluded with a summary of the philosophy
behind
"Guidelines" and urged his audience
to put the principles into practice.
SOUTH-WESTERN
SOUTH WALES
SEMINAR
Venue:
IDEAS?
•
• Golf
• Sailing competition
Civic reception and luncheon
Details from A. F. Cousins
23 Charlotte Street, Bristol BS1 5PZ
Tel; Bristol 24868
I
25
l
Jeanes
ELECTION OF MEMBERS
TOTAL MEMBERSHIP 8,626
JANUARY
9th, 1981
M. J. F.
JonO$
A. C. A.
Bridge
Joyce
J. A.
Assistant
Khan
A. J.
O. A. Chartered
Quantity
llt
Surveyor
Construction
Davies
B. L
Dukes
T. P.
Cost Consultant.
Chief Engineer
IBridges 8< Slruc.
tures).
Lofthouse
W. A.
Penn A. C.
Struthers
S. Yorkshire
Director,
Group
CC.
Engineef,
&. Partners,
H.
S\Jpori "tending
Director General, National
ways Board, Pakislan.
Transfer from Member
to Fellow
Akintobi
Partner.
& Associates,
M. O.
J. M.
Carrington
Crone
J.
A.
Managing
Ovenekan
Group
Midland
eng~neer
ACU.
Partner
John
High-
Akinlobi.
Nigeria.
(Construction),
Burrow
8< Partnar.
Garrett
P. J. W.
C.
Gurney
ITechnical
Soils
Kant CC.
llt
B. M.
Controller
of Civil Engineering.
B. Hammersmith
and Futham.
A. K.
Bridg~~ater
J. H
Assistant Districl
Birm ingham.
Commercial
D. Ward
Surveyor.
Manager,
lAoadslone)
UAE.
Director, Civil Engineering,
wesl Hoisl. Scotia nd lid.
Monks
R.
M. D.
Partridge
C. G.
Shelbou
rn C. J.
Simmons
G.
R. J.
R. M.
Sio mo
Senior
Thompson
& DaVies. Malavsia.
Graduate
SERCU.
Assistant
R.
Engineer.
of Harrow.
J.
Senior AssistBnt
land CC.
Area Contracts Manager.
Construction
Co.
Baker J. S.
Barnett
Engineer,
Bidjayendra
Narayan S. K.
Sub Divisional
Officer
National
Highway Projects, Govern ment af
Orissa, India.
Bramwell
Section
S. F.
R. A.
Eng ineer
Assistant
folk ce.
Resident
E.ecutive
Chair T. M.
'Structures},
ltd.
Engineer,
Engineer.
Nor.
PWD Sabah.
Malavsia.
Charlton
J.
Group
Enginea'
IAoad
Maintenance 8c Hig hway Servicesl.
S.
Yo,k,hi,e
CC.
Ourrani
I. N.
Senior Technician.
Highways Division. Natlon.1
Engineering
Ser+
vices I Pakistan Ltd" Pakistan.
Easterbrook
N. V.
Goldsmilh
D. A.
Goonewardena
P. P. A.
Gray
Senior Assistant
stone 6C.
Engineer,
DirBCtOf Chevron
menl Ltd.
Traffic
PrQvincial
Engineer,
Roads
Maid-
MBnilge+
Cap-
perbelt Prov.nee Govt of Zambi •.
Resident
O. C.
Engineer.
Posford
Pavry
&. Partners.
Green' R. N.
Professionsl
Officer. Grade
Hill Miss
Senior
DC.
Hornby
S. O.
Hutchinson
Iddison
26
W. J.
P. J. F.
&
Technology
II. NE.RCU.
Engineer,
Assistant
Yorkshire
I. F.
Engineer.
&
Halcrows
Halcrow
Caribbean
Strathclyde
Assistant Transportation
Merseyside
CC.
Partner Veryefd
RC.
Officer.
D. R. D. Transportation
RC.
F. E.
Undergraduate,
Civil Eng~n6ering.
Slralhclyde
University.
Pang H. C.
Tajuddin
\..
Undergraduate,
CivU Engineering,
Slrathclyde
University.
M.
M. T. U.
Tza ....ellos A.
Undergraduate,
Civil El'\g~naering,
Newcastle University.
Undergraduate Civil Engineering
j
University,
Undergraduate
C~vil Eng ineering.
& Partners.
Engineer,
OBITUARIES
Council helve leelrned with regret of the
death of the following members;
Adams. W. F. (London, Fellow since 1958)
Gambril, E. R. (Chichester, Fellow since
1961J
Griffiths, H. l. V. (Barbados, Member
since 19B?)
Hallett, G. (Tyne and Wear, Membe since
19691
Ker, A. M.
from Associate Member
Associate
ani P. A.
lothian
Members
Graduats Engineer, Oar Al Hand.
asah IShair 8< Partnersl UK Ltd.
(Oxfordshire,
Fellow
since
19581
King, P. (Derbyshire, Companion since
1949)
Ludkin, R. (Weybridge. Member since
1958)
Lund, J. B. (Ipswich, Member, 1930, Fellow. 1946. President of the Institution
1939-1941 )
I
Tarmac Construction
Carr
McGuigan
Antoine
Ass.istant
Res.ident
Engine-er,
Haws rd Hum phrevs & Partners.
P. R.
Transfer
Sir William
to Member
CleveWrekin
B.
Post Graduate, Sludenl ,MSc Traf.
fic
8< Highway
Engineering.
Strathclyde
University.
London
[FolWard
Plan.
ningl. Highways & Transportation
Dept. Northam plonshi,e
CC.
Senior
O. R.
R
J
London
Engineer
White
A. N.
Shaw &.
Chief
Materials
Engineer.
Associated ConstJ Iting Engineers.
Group
P.
Glasgow
General Manager, Hendre Quarry,
Gain Food Grou p.
A.
Undergraduate.
Civil Engineering,
Nawr;8SUs University.
Rashidipou,
Engineer.
Pro~sct En-a-ineer. Babtie
Manon.
Engineer
Partners.
Williams
Departme ....
t
Engineering
Bangladesh.
1io8 laurie
Civil Enginae'.
Ltd. Belize,
Wignall
Engineer
Ma laysia.
Associate
Enginear,
Borough of Wandswonh.
A. B.
Fox
Resi dent Engi neer. Vallen'
Project
Borough
R. P.
,Slerling
Assistant
Professor.
of Civil Engineering.
College. Chinagong.
N. C.
Bainton
Undergraduate,
C.vi. Engineering,
Suathclyda
Un iversity.
Lee W. S.
Senior
IRoadsl
6. J.
POSI Graduale,
Studenl
B,idge
Engineer, University of Guildfard.
Clar~e J. H.
Ng K. B.
Whelan
S. G.
Undergraduate,
Civil Engineering,
Strathclyda
University.
Undergraduate.
CiviJ E.ngineering,
Newcastle Univorsity.
Wallace
Audu
Chao Y. G.
Demar
Area Surfacing Manager. Tarmac
Aoad'IOne
ISouthernl
Ltd.
Male,iel
Enginee,/Oeputy
Aesidenl Engineer,
Or Ing Watter KG
Internalional.
UAE.
Und.ergraduate. C.vil Engineering,
Newcastte University.
Linle
Director,
Akhla r B.
Chan C. F.
Materials Engineer, Freeman
International,
Kuwait.
Ltd.
Members
Nor~
Undergraduate.
Civil Engi neering
N.
Mo .. is G. M. C.
Executive
PWO Kedah
llt
Post
G'aduate
Studenl
(MSc
Highway
Enginear;g!
Strolhclyde
Uni\l'erslty .
Undergraduate,
Ci\l'i1 Engineering,
Newcastle Unf .....
ersitV.
Mass
L B. J,
Co ....sultants
Ashrafi
H. M.
Lin A. B.
Assistant
Managing
Prismo Universal Ltd.
Wald'on
Engi neer, WS Alki ns
Senior Engineer, Evans &: Langford ConSUlting Engineers.
J.
Marriage M. J.
H.
Branch
Singa-
P. J.
Slee'
Thomas W
Students
AbduUa
Mason
L
City of
Graduate
Partn.ers.
G. W.
llt
Engineer,
Maunsell
Hang Kong.
Companion
Bakeman
Welboum
of
Mak S. L
Surveyor.
Chief Transportation
Planne .. W.
S. Alkinson
& Partners,
Graduate Eng.ineer, Seott Wilson
Kirk Palrick & Partners.
of
hecutive
Engineer.
Bridge
arench. PWD Sabah. Malaysia.
Malarials
&
CounlY
Engineer
Avon CC.
A. H,
Rodmell
May
LId.
Counly
Engineer,
Lee N. W.
Purcell
Direclo,.
Servica.!
Baker G. J.
CC.
lou C. N.
Nuruzzaman
Bot$wana.
Gainslord
Abu Dhabi
Hankey
Engineeer,
Transport,
of
Engi neer, Norfolk
Engineer, Scott Wilson Kirkpatrick
8c Partners. Hong Kong.
Roads llt Bridges Engineer.
PWO
P. T.
lo~a A. A.
Department
Bedford.
Su Itan I. A.
Leung
ce.
Engi neer, Suffolk
Project Enginee'.
Roads
Public Works Department.
pore.
North Yorkshire
Senior Engineer. Gilmore
Kirke Partnership.
M.
Lee H. L
CC.
W. S, Atkins
Department
Exocut,ve
Engineor,
Ministry
Railway.
Road 8< Highways
Aoad Transpon.
Governmenl
Bangladesh.
Fellows
Auchterlounie
Engineer.
Highways
Suffolk CC.
Assistant
I'eland.
Highway
Freeman
Kuwait.
N. Herttordshire
O.visiDn
CC,
Surveyor,
N>
ODE
N.
Engines,.
Design
Enginsef.
Fox
International
CONFERENCES AND LECTURES 1981
Apri/24th, 1981:
"Micro-electronic-Based
Payments
Systems for Urban Transport."
Colloquium
at 2 Savoy Place,
London WC2 starting at 2pm.
May 13th-17th, 1981: ENTEXPO 81.
Exhibition of building and
construction
machinery at Elmia,
J6nk6ping, Sweden. further details
from Elmia AB., Box 6066,5-550 06
JOnkOping, Sweden ..
May 14th, 1981: "Park and RideThe Oxford Experience," One day
seminar at The Europa Lodge Hotel,
Wolvercote Roundabout. Oxford,
Oxfordshire. Arranged by Oxford
Polytechnic, Oxford City Council and
the Oxford South Midland Bus
Company. Details from Oxford
Polytechnic, Department of Town
Planning (Oxford 60055).
September 21st, 1981: "Bridge
Bashing." Joint discussion between
this Institution, the Civils, the
Railway Engineering Board, Road
Engineering Board and the
Transportation
Engineering Group.
Meeting at the Civils at 5.30pm.
November, 1981: 8th General
Assembly of the World Federation of
Engineers Organisations to be held
in the Argentine. The Assembly,
tieing organised by the Argentine
Federation of Engineering Societies,
will also be associated with five
other events. Congress on "Human
Resources and Development";
World Conference on Education of
Engineers for the next century; 1st
World Congress on Engineering and
the Environment and the Third
World Exhibition "Engineering
Industry and Development".
Further
details from the Headquarters of the
Organising Committee, Avenida
Cordoba 1513, 2nd Floor, Buenos
Ai res, 1055, Argenti na.
APRIL 1981
I
------~~~----
-~-----------------
---~~~-
HIGHWAY AND
TRAFFIC TECHNICIANS
ASSOCIA TION
Chairman:
G. V. Walters, TEng(CEI), FHTTA
Se.cretary:
Miss Judith
Walker BSe
TO TRAINEES AND EMPLOYERS:
Getting the most out of TEC courses
Some years ago when the Higher
National Certificate (HNC) was in
operation,
highway
and
traffic
engineering sUbjects were few and
far between and were only taken
after the HNC as supplementaries to
it. More recently, they could be taken
as optional subjects in the second
year of the HNC.•
With the introduction
of TEC
courses at both Ordinary and Higher
level this Association, together with
others, pressed for a more appropriate education
programme
for
those working in highway and transportation
engi neering
and
associated fields. It does so th rough
its representative
on TEC Programme
Committee
B4
(Civil
Engineering)
and by discussions
with the County Surveyors' Society.
As a consequence, programmes of
TEC units can now be chosen by
students to reflect their work experience and individual TEC units have
been carefully tailored to cover, in a
logical way, elements of fundamental relevance to such students. A
Technician Certificate comprises fifteen units and a Higher Certificate,
ten units: a number of these units
can be selected from a range of
options which include highways subjects.
The greatest diversity of subjects
available in this new a"pproach may
prove to be its downfall. Students
may be able to choose from a large
range of units on paper but unless a
unit attracts a minimum number of
students it will fail to run. It has been
noticed that some colleges have
failed to run highway related units
even in areas where student employment is largely in local authorities
whose major department
is highways. This can only mean that students and their employers are not
supporting
TEC units specifically
designed for highway and transportation trainees. It is of the greatest
importance that students and employers act together in this matter
because experience has shown that
when a unit is offered, but due to lack
of take-up is not run at a college for a
year or two, it may well cease to exist
- and these are fundamental core
units for highway and traffic studentsl
One of the consequences of the
"numbers game" is that, where student numbers are low, related, but
apparently
unpopular,
units are
being combined with mainstream
units to the detriment of both. For
example, TEC is proposing that, at
Technician
(Ordinary)
level. civil
BRITISH TECHNICIANS
GROUP
The Society of Surveying Technicians recently announced that its Joint Test of
Competence certificate has been accepted into the Ust of Recognised
Qualifications in the Purple Book - the National Joint Council for Local
Authorities' condition of service. Societies seeking recognition in the Purple
Book must have entry regulations based on an examinable test. Thus, the SJC
Scheme for Training Civil Engineering Technicians which involves reports and
interviews, and is now a pre-requisite for Association Membership
and
Fellowship, is included in the Purple Book.
The JTC is a task, project, paper, specimen of work submitted with synopsis
and report or a set paper in quantity surveying. It is conducted jointly by the
SST and the Royal Institution of Chartered Surveyors. Entry is open to
Associate members of the Society aged 26 or after completing
3 years
approved experience following HNC/TEC on August 31st and qualifies them
for Full Member (MSSTI status.
e
HTTA NEWS -
APRIL 1981
engineering construction and highway technology be combined; it is
inevitable that only half the material
in each unit will be adequately
covered.
You have been warned that educational cut-backs mean that those
units attracting the lowest numbers
will be the first to be withdrawn. So
next time you go to a college to enrol
for a TEC Certificate, talk to other
students and to your employer and
see if, with a little effort, you can
increase the class sizes in subject
areas that are particularly
appropriate to your job and thus ensure
that you get an education which is
relevant to your present and future
career.
Employers can have a strong influence on the courses offered by colleges and, indeed, are encouraged to
do so by the Technician Education
Council, because in many areas the
courses provided are agreed by a
college committee made up of lecturers and major employers. In other
cases the County Surveyors' Society
is encouraging nearby counties to
act in consort to see if together they
can guarantee numbers for specialist
courses serving their region.
BM/AHR.
CHANGE OF
ADDRESS
To save postal costs, members'
changes of address will not in future
normally be acknowledged. Branch
Secretaries
will
continue
to be
informed of changes.
Every effort is made to effect
address changes before the next
despatch of Journals but on occasion correspondence may be already
in the course of despatch or the label
for the next Journal already sent to
the printers.
1
tHE JOURNAL OF THE INSTITUTION OF HIGHWAY ENGINEERS
27
HND
In order to compensate forthe lack of
places available
in industry
for
Higher National Diploma students to
undergo their industrial training it is
understood that some colleges are
introducing
simulated
industrial
periods into their programmes. After
.considerable discussion the Standing Joint Committee of the Scheme
for Training Civil Engineerng Technicians agreed that" a general exemption of one year's practical training
should be allowed to non-indentured
trainees
with
an HND in Civil
Engineering. Trainees indentured at
the commencement
of an HND
Course of study will normally be
allowed one full year's exemption
from
practical
training
and an
exemption of six months' practical
training will be allowed trainees
placed under indenture on completion of their HND course.
NORTHERN IRELAND
BRANCH
The annual joint meeting with our
fellow technicians from the Northern
Ireland Branch of SCET was held at
the Chimney Corner Hotel, Glengormley, on January 20th, 1981.
This year the meeting took the
form of a general knowledge quiz
with a team offourfrom
each institution. Representing HTTA were Gordon Andrews, Billy Kilpatrick, Walter
Malcolm and Owen Montgomery
and from SCET, Caroline Cleland, Bill
McMahon, Dave Parker and John
Ryan. After a see-saw battle over
twenty
rounds covering
various
topics, the HTTA team made sure of
victory with their knowledge of the
states of the USA, running out victo rs, 79 to 64.
Mike Fulcher, Association Branch
Chairman, thanked both teams, Alan
Martin of Kirk., McClure & Morton
who compiled the questions and
,acted as question-master and Brian
Johnston, score-keeper, for a very
lively evening enjoyed by the 35,
present. The winning team will be
presented with a plaque, endowed
by the HTTA Branch for annual competitions between the two Northern
Ireland branches.
NORTH WESTERN
BRANCH
A meeting of the Branch was held on
Wednesday January, 28th, 1981, at
The Swan Hotel, Winwick near Warrington when Mr Alan Haynes T.Eng(CEI) FHTTA presented a Paper on
e
28
"Design Asphalt - the Reasons For
and Its Production."
Mr Haynes opened his lecture by
explaining the necessity for a design
method for producing asphalt and
outlined the requirements of BS594.
By illustrated slides the faults and
failing of incorrect specification were
indicated. Mr Haynes went on to
define stability, flow, air voids etc.
before explaining the test data and.
method of testing, again illustrated
by
slides. A practical
Marshall
Design asphalt was then explained
step
by
step,
with
particular
emphasis on obtaining a good sand
sample of the right partiCle shape:
preparation of moulds and samples
together with crushing of specimens
recording of stability and flow, graph
recording of mix density, dry density
and stability against binder and calculation of optimum binder.
On conclusion a stimulating period
of discussion took place where differing
points
of
view
were
expounded. The Branch Chairman,
Dennis Timberlake, finally thanked
Mr Haynes for his interesting and
informative lecture. 30 members and
guests attended.
FUTURE MEETINGS
April 29th: Branch AGM at The Swan
Hotel, Winwick, Nr. Warrington.
Contact
Branch Secretary, Philip
Shufflebottom,
7 Danebank Road,
Witton Park, Northwich, Cheshire,
for further details.
NORTH EASTERN
BRANCH
In January, 1981, about 15 members
gathered at Newcastle POlytechnic to
hear an illustrated talk by Messrs.
Mechplant of York on hydraulic shoring of trenches. The programme presented by the company was entitled
the "Greatest Shore on Earth" and
was very interesting indeed. After an
introductory talk and film Mechplant
outlined their operations since 1975
in the trench shoring business, and
the different types and sizes of hydraulic shoring systems used by
them. All these can easily be assembled by one man on site and from
above ground, which lessens the risk
of accidents from working inside the
trench assembling a conventional
timber system. The shoring systems
they
operate
are designed
for
trenches from 600mm to 4 Y2 metres
wide, but they can be constructed to
accommodate many sizes of excavations. The systems are easy to use
and
the company
can arrange
demonstrations. when requested, by
pros~ective clients.
I
After some questions from the
floor the meeting ended with a visit
to the staff bar. The Branch thanks
Mr Brian Morrell, Senior Lecturer at
the Polytechnic for his co-operation
in arranging the facilities and Mechplant Limited for arranging a most
interesting meeting.
NORTH WALES,
BRANCH
The Branch AGM will be held on
Wednesday, May 6th, 1981 at the
Talardy Hotel, St Asaph at 7.30 pm.
Following the meeting two Papers
will be presented by representatives
of the surface dressing industry. A
buffet will be provided.
Further details from: Derek Kirby,
29 Mercia Drive, Mynydd Isa, Mold,
Clwyd,
ZIMBABWE
BRANCH
A most interesting site visit was
arranged on November 12th 1980.
Members visited a Salisbury site
where piling for foundations is taking place. Piling work is comparatively rare in this country and the
visit provided an excellent opportu nity to study the process. The site
is the new multi-storey government
building in Fourth Street. The Piling
Contractor, for the Ministry of Works,
is Messrs. Frankipile. Mr Jordan of
the Ministry conducted the tour of
the works.
Nearby government
offices are
founded directly on route, but due to
a dip in the stratum, the new offices
require piles up to ten metres in
length. Preboring
is carried out
auger to four metres and steel
sleeves are then driven by a threetonne hammer via a crushed stone
"plug". After placing of pre-formed
reinforcement,
concrete' is poured
and compacted. Two rigs drive about
five piles a day and the contract for a
total of 562 piles was two-thirds
completed at the time of the visit.
Profile: Brian Walker
Brian Walker is a Fellow of the
Association and serves on the membership
sub-committee
of
the
Branch. In his work in Southern
Africa, he has covered many aspects
of materials technology, road and
dam construction and management
of ready-mix concrete production.
He is at present Senior Training
Officer in materials technology for
the Ministry of Roads, a post for
which his considerable and varied
experience fits him well.
HTTA NEWS .- 2
APRIL 1981
~jOPLE~
EWERRB!~!,,~~~
r5iil
Rru~
•
.e
A-rH
E
MOR
,IN D ....VV ~
'TER RAM
For technical advice and fast delivery
..... or just to save money. ring
HE
GUIDELINES
I
for
Accident Reduction
and Prevention
GUIDELINES.
£..
.
Pantypool (04955) 57722
TIE ORDER
To; The Secretary
THE HIGHWAY AND TRAFFIC
TECHNICIANS ASSOCIATION
3 Lygon Place, Ebury Street,
London SW1
Your copy of this48 page book, price
£4.50 may be obtained from the
Institution,
3 Lygon Place, Ebury
Street, London SW1,
Please send me ,
spelllsilketakmgoutanlnsurancepolicy.lnthe
event of bad weather 'Terram' prevents loss of
construction material and time, and safeguards
the road surface agamst deterioration
Please supply
Maroon
Association
0
tie(sl at £2.00
0
Green
Cheque/Postal Order/Money Order for £
..
enclosed and crossed and made payable to
'The Highway and Traffic Technicians Association'.
copy(ies) of
My cheque for
is enclosed.
NAME
",."".",
ADDRESS ,.."""""
,
"",
.
.
NAME.,
,..,
,
(BLOCK CAPITALS PLEASE)
ADDRESS
,
.
,
,
,
.
,
,
,.,.,
,.,
.
(Please use block capitalsl.
Grade
Brian was born in Gatooma, Zim-.
babwe and educated in Umtali on
the Eastern border, and in Salisbury.
He received further technical traininQ
A company
Registered
Date
limit.d
by guaranlee.
;n Engl.nd
No. 1064239.
Registered
through the Ministry of Roads and is
a certificated geotechnologist. Aside
from work, he has many other interests, including fishing, stock car racing, building up vintage and classic
cars and collecting stamps of Zimbabwe. He is a member of the local
societies dealing with these activities
and also of the Classic Chevy Club of
Florida, USA! Brian and his wife,
Lynette, live in Sentosa on the northwest side of Salisbury.
HTTA NEWS -
APRIL 1981
office as .bove,
Price includes VAT
The Committee Xmas Social
On Saturday, December 6th 1980,
Committee
members of the Zimbabwe Branch met at the residence
of Wanda Saunders, AMHTTA and
her husband Mike, for a braaivleis
e
.
dinner. Their home is situated 25km
outside Salisbury, in Christonbank
near Mazoe and is set in peacefUl
and picturesque hilly countryside. It
was a relief for Committee Members
to be able to travel out of town
during the night on "safe" roads - a
stituation which has returned with
the end of the war. Wanda, of Polish
descent, prepared a superb spread
with a wide range of exotic dishes.
APPOINTMENTS
N. R. Howard TEng(CEI) FHTTA has taken
up an appointment with Lincolnshire CC.
A. E. C. Munro TEng{CEU FHTTA has
moved to Bolsover DC as an Engineering
Assistant.
3
29
LEISUREPAGE==;==:
[ FISHING
~~ ~M
!al-
I
Peter Maskell
~~-~
DURING the last fifteen years more and
more executives and professional managers have turned to trout fishing as a way
of relaxing from the relentless pressures
of business life.
The lure of fresh air and open countryside after a working week spent in an
office,
has
proved
irresistible
to
thousands of top managers.
And with the new trout season opening
at dozens of waters around the country
the rush to the bankside looks likely to
gain even greater momentum.
The public authorities, those muchmaligned bodies, can be thanked for
opening up this exciting new sport. The
big new public supply reservoirs, like
Grafham Water in Cambridgeshire, which
were built in the Sixties really began it all.
These waters were stocked with trout,
both the native brown trout and the
imported rainbow trout, as one of the
recreational
facili~ies offered
to the
public.
The sport proved popular and, during
the last fifteen years, literally hundreds of
small, private, trout fishing waters have
all been established. Virtually every area
of the country is now served by one or
more of these waters which offer a
degree of exclusivity at extremely competitive prices. These small waters offer
the undoubted advantage of limiting the
number of anglers fishing the water on
anyone
day. The angler can book in
advance and be certain of fishing an
uncrowded water.
The best-known of these small waters
is undoubtedly
Avington Fishery' near
Winchester, Hampshire ..
The fishery has an 'unrivalled reputation for big rainbow trout specially bred
for their fighting qualities by the owner,
Sam Holland.
The largest rainbow taken last season.
weighed 19%1b and the fishery record is a
massive specimen of 20lb Boz. Avington
has produced more double-figure rain- .
bows than any other water in the country
and will undoubtedly set new records this
season.
'
Day tickets, which must be bi?oked in
advance, are £11.85, and season ticket
details are available on request. Further'
details can be obtained by telephoning
Itchen Abbas 312. For trout fishing devotees Avington offers a superb chance of
catching the fish of a lifetime - and a ,
marvellous way of forgetting all those
weighty business problems!
IBOOKSl
Alex Gordon
"BRITISH
Countryside"
by
Alfred
leutscher (New English Library £7.95);
The wonderful world about us comes
vividly to life in this excellent li~l.e volume. It is an all-in-one guide to Britain's
natural history with over 750: species
described and illustrated in superb colour. The range is as wide as the subject
from birds and mammals to insects, wild
+
I MOTORING
Alex Gordon
LIKE Concorde Jaguar's sleek and racy
XJ-S is a breathtaking example of British
technology and engineering at its best.
That this big powerful machine would
seem to be at odds with today's world of
soaring petrol prices and conservation
demands matters little. There is nothing
quite like a Jaguar, particularly nothing
quite like this sleek, tawny, sportsminded Jag. It will always find its own
market.'
.
Image is everything with this car and if I
harboured illusions that the car doesn't
maketh the man then they were soon
shattered when I spent a week touring
Scotland in an XJ-S recently.
flowers, fishes, fungi and fossils.
"Walking in the Clouds" by Judy
lomax (Robert Hale £8.95): The breathtaking world of the Himalayan' kingdom
of Nepal is revealed in this story of a
woman discovering
a different world
whilst on location with television-director
husband and three young children.
"Caribean Island Hopping" by Frank
Bellamy and "Mediterranean Island Hopping" by Dana facaros and Michael Pauls
(Sphere £5.95 e~chl: Two handbooks for
the independently mi~ded tourist who
wants to know where to go, what he'll
see, how much it will cost, and all the
minute bits and pieces that make a holiday a success or disaster.
I SHOOTING
'I
Mike Barnes
THE thoughts of holidays are now very
much in mind, and for the' younger
sportsman there are two firms offering
vacations with a difference.
A and C Sporting Services have added
a new adventure holiday to their spring
and summer programme for 1981. It is
based on the Isle of Islay, one of the most
beautiful islands in the Inner Hebrides.
Birdwatching,
sea fishing
and rabbit
shoo~ing are the main ingredients for a
fascinating week.
A anc1C's' other adventure weeks will
be in full ~wing again both at Hornby
Castle and in the Scottish Highlands plus
courses on 'the introduction to shotgun
shooting,sh,oot management, taxidermy
and g'amekeepers' courses.
For a spring and. summer programme
brochure contact Susan Battersby at
Hornby'Castle Estate Office, Horny, Lancaster (phone Hornby 2129).
•
30
I
\
It is a film star celebrity-dazed concept.
Few other cars, barring the Rolls, could
have worked the little miracles, like the
lorries and buses giving wayan
the
motorway instead of deliberately giving
you the cold shoulder of steel, like the
pub landlord making sure I had the best
table, like the car park attendant always
had a space, like the boys who chewed
fruit gum's and pleaded to look under the
bonnet at the incredibly sophisticated
and efficient 5.3 litre V12 engine.
Ugly noises inclUding low flying' jets,
nearby trucks, and general road disturbance are automatically deadened in this
cocoon of smooth, sleek comfort. The
loudest noise is the "ping" of the air
conditioning and the "whirr" of the electrically controlled radio aerial. It will cost
you £19.932.60 to put it on the road, but
to feel like a star it is worth every pennyl
THE 1981 WAGBI Gamekeepers Fairtakes
place on Easter Saturday, April 18, at
Packington Park, Meriden, Coventry.
The gates open at lOam, competitions
begin at 10.30am, and with the cost of
entry at £1,50 (children under 14freeJ and
free car parking this is a real value for
money event.
"Sporting Gun" magazine is giving a
trophy to the winner of the 30 bird sporting clay shoot lorganised by the Heart of
England Wildfowlers). and there is a host
of competitions and events for dogs, fly
casting and even land Rover backing.
,Plus demonstrations of net and snare
making, ferreting, pigeon control, and
cartridge and shot making.
A good attendance is expected.
Also over the Easter weekend (Saturday, Sunday and Monday, ApriI1B-20) is
the English Open Sporting Championship
at Somerleyton and District Gun Cub,
near lowestoft. This is traditionally the
first major event on the sporting clay
pigeon shooter's calendar, and always
attracts a big entry. This year it is also a
qualifier for the 5MB
Championship,
and for the Browning Sporting Gun
Masters.
The previous weekend however sees
another big sporting shoot take place at
the Humber Bridge where a charity event
is being held over the Friday, Saturday
and Sunday to raise money for the.
Fireworks Appeal for the official opening
of the Bridge. There is also a big down the
line shoot, nearly £6,000 worth of sponsorship and a celebrity shoot on the
Sunday with a host of big names from the
Lords Taverners.
There will be 220 prizes and 104
trophies. For details phone 04B2 223707.
-t •.
APRIL 1981
...........................
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GRIPFILL
A D H E S IV E
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CRAWLER
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CRANE
Ransomes and Rapier Ltd., Ipswich,
Suffolk, have added a new machine
to their range of crawler-mounted
cranes and excavators - the RapierNCK Ajax HC75. This fully hydraulic
crawler crane/dragline, shown right.
has a maximum crane capacity of 67
tonnes at a radius of 12ft, a grab
crane rating of 15,150lb and a dragline rating of 13,9001b.
There'is
a choice of two main
boom outer sections, offset head for
maximum lift crane duties and taper
head for longer lift crane booms and
cyclic duties. Maximum length of the
taper boom is 187ft for crane duty.
Fly jibs can be fitted on either boom
head and the maximum main boom
and fly jib com binations are 138ft +
49ft for the offset head and 157ft +
49ft for the taper head. Maximum
load for fly jibs, on either boom, is
19,940 lb.
Hydraulic drive offers a number of
advantages over conventional friction drive machines, and independent, closed hydraulic circuit is used
for slewing, the swing speed controlled from zero to the maximum
allowed by the engine speed setting.
This type of control gives slow,
smooth, precision swinging, essential for accurate load placing when
hoisting the load at maximum speed
and also allows fast swing speeds
The need to' drill and plug walls in
order to attach small to medium size
signs or name plates can be avoided
by the use of Gripfill adhesive from
Colas Products Ltd., Galvin Road,
Slough, Berkshire. The sign can be
attached irrespective of whether the
surface is flat or uneven. Timber or
die-stamped metal signs can be permanently and securely attached to
sou nd surfaces such as reinforced
concrete, breeze-block, stone, pIaster, timber or brickwork.
After wire-brushing dust or other
loose matter from the wall, Gripfitt is
gunned on to the back of the sign,
extruding a continuous thick bead
about 25mm from the edge. Signs
larger than 450mm x 300mm may
need one or two additional beads
placed diagonally. While the adhesive is still fresh the sign is simply
pressed into position. Heavy signs
may need some support until the
adhesive sets; this may also apply
when fixing a non-porous sign to a
non-porous walt.
NEW KERBS
~
when required for cyclic duties.
Boom and load hoisting
and
lowering speeds are infinitely variable by hand lever control to suit
load and site conditions, and automatic braking increase operating
safety.
\~.:
An alternative to traditional kerbing
has been introduced by ECC Quarries Ltd., Northernhay House East.
Northernhay Place, Exeter. Devon,
who have developed a new product.
Countryside Kerb. The natural effect
kerb, produced in two sizes and in
two shades of grey, is wett suited for
use in national parks and conservation areas.
The kerb is an hydraulically
pressed precast concrete u nit. It has
a split face and a textured top which
closely resembles a rough-hewn
natural stone.
_+
I
GEOGRIDS
Netton Ltd., Kelly Street, Blackburn, Lancashire. have announced
a new range of Tensar Geogrids.
These
high
tensile
strength
polymeric grid structures for reinforcement of poor load bearing
soils, the prevention of erosion, slip
and scour, and the construction of
mattresses and gabions, are also
used as fences for protection
against windblown sand, snow and
litter. The Geogrids are manufactured by a new process which provides extremely strong, economical
structures, some with the tensile
strength of mild steels, together
with all the advantages of inert
polymers.
The grids, lightweight and easy
to handle on site, are being used in
reinforced soil structures, low cost
brick and stone-faced
retaining
walls
and tailed
gabions
for
armouring and stabilising in one
unit.
FOCUS ON MANUFACTURERS' NEW PRODUCTS
APRIL 1981
.
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31
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REFLECTIVE
TRAFFIC SIGNS.
.Fasson, UK Ltd., Eastman Way,
Hemel Hempstead,
Hertfordshire
HP2 7HE, suppliers of retro-reflective
sheeting and non-reflective vinyl
sheeting used in road traffic signs
have introduced a new range of
materials, illustrated right.
Principal product in the new range
is Fasign 1200, a premium qual ity
engineer grade reflective sheeting,
conforming to BS873 for road traffic
sign applications. The sheeting is
supplied with a permanent heatactivated adhesive for use with vacuum
applicators,
and
has an
enclosed lens construction with wide
angularity and a high brightness. It is
easily printed and converted.
The second new reflective material
in the range - Fasign 1100 - possesses all the qualities of Fasign
1200, but is coated with a pressuresensitive.
as opposed to heatactivated adhesive.
Com"pleting the sign material package is Fasign Traffic Sign Vinyl heat activated or self adhesive pvc
available in a variety of colours and
designed
to
provide
the nonreflective lettering. backgrounds and
symbols on road signs and vehicle
markings.
NEW FIRE
FIGHTING AID
Nu-Swift International Ltd., Eiland,
West Yorkshire, have introduced a
new Multy-Purpose water' extinguisher - Model
7010 - '(left) to
replace
Model
7000. The fire
fighting agent in'
the new model is
mixed with the
water
in
the
extinguisher arid
on operation is
discharged
in
the form of. a
foam
solution
which is effective against fires
involving flammable liquids and
liquefiable solids. Because of its
water content the extinguisher is
also suitable for use in fires involving
carbonaceous
materials such as
wood. paper and textiles.
..
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POCKET TAPE
A new range of front locking, power
locking, power return pocket tape
rules branded Supalok, Permalok
and Tuflok has "been launched by
Rabone Chesterman Ltd., Whitmore
Street, Birmingham, West Midlands.
The range has a robustly designed
front locking bunon which positively
locks the blade in position at the
desired length and allows the user to
control the speed of return back on
to the case to prevent tip damage.
The case is in light. tough, AB5 or
heavy duty die cast zinc. Supalok has
a self-coloured ABS case, Permalok a
chromium plated ABS case and Tuf10k a chromium plated zinc die-cast
case. All are fined with removable
belt clips.
. The tape rules, shown below, have
13mm wide epoxy coated yellow
blades with a choice of metric 51,
metric, metric/inch or 51,metric/inch
gradations
in 2m, 3m or 3.5m
lengths.
ANGLE FINDER
A new, pocket-size angle measuring
instrument, illustrated above. suited
to a wide variety of applications is
being offered by J. & D. Raynes and
Sons, lissadel
Street, Frederick
Road, Salford, Manchester. Made'
from durable, impact-resistant plastics it has a large, clearly calibrated
dial and is accurate to 112°. The
instant readings are unaffected by
magnetic
force
or temperature
extremes.
Used in conjunction with any suitable straight edge the Angle Finder is
a handy alternative to the conventional spirit level. By looping cord
through the integral eyelet, it is also
possible to make a very accurate
plumb line.
Its compact dimensions (3in. x
33i4in.l make it suitable for use in
confined spaces.
FOCUS ON MANUFACTURERS' NEW PRODUCTS
32
APRIL 1981
" Most
singular, Watson! You observe these
repairs in the road surface?"
"I see no repairs, Holmes."
.
"Obviously, you're not meant to, Watson.
As neat a piece of work as ever I saw.
Clearly, we are hot on the track of unravelling
the BALVAC mystery!"
"BAL VAC, Holmes?"
"The mystery we are on the track of,
Watson."
"Hum,oh yes, of course."
.
"You will further observe, Watson, the
noticeable lack of yawning chasms, warning
lamps, and five mile long traffic jams."
"Bless my soul, Holmes, I thought there
was something I'd overlooked."
"And yet we are assured by our worthy
Council that this site was the scene of extensive
roadworks only yesterday evening to repair
rockin~ slabs."
.
'How do you account for that then,
Holmes, eh?"
"BALVAC, my dear Watson!"
"You've lost me again, Holmes."
"Consider, my good doctor. Our worthy
Council, .I?-0twi~hing to leave their highway in a
state of disrepair, have found an amazing new
process of treating rocking slabs which does not
entail digging-the road-up."
"You astound me, Holmes!"
"Now, this fact leads us to suspect that
this process operates on the vacuum
impregnation principle, using a fast-curing
resin. Thus, it is a process which is both simple
and fast."
"And, knowing our worthy Council,
exceedingly cheap."
"You excel yourself, Watson."
"'Ibo kind, old chap."
"Now, to get to the nub of the matter.
Previous investigation proves that several
boroughs have used this process on their own
trunk roads. The one factor linking all cases is
the name Balfour Beatty."
"You refer to the major UK road and
bridge contractor?"
"The very same, Watson. Now, if
Balfour Beatty are responsible for this new
process, it can only mean one thing-"
"Yes, Holmes?"
"BALVAC, Watson!"
"Oh, confound it, Holmes!"
Department of TransportAdvice Note HA6/80

e HTTA NEWS - The Chartered Institution of Highways

Transcription

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