bluuebunny/crossref_metadata_2025 huggingface dataset:
Estimating vehicle speed using single inductive loop detectors
Authors: Cherrett T. , Bell H. , McDonald M.
Published: November 2009

This paper describes five techniques for estimating vehicle speeds using the digital output produced by a 2 m by 1·5 m single inductive loop detector sampled every 250 ms. The accuracy of each technique was then assessed on two further 2 m by 1·5 m loops fitted in single carriageways and two 2 m by 6·5 m loops spread over two carriageways. One-way ANOVA (Analysis of Variance) tests showed that there were highly significant differences between the estimation techniques in the mean deviations from the measured speeds over all four detectors during the peak period (08:00–08:50). Mean absolute percentage deviations (MAPD) from the measured speeds of between 18·8% and 47·5% were returned with an overall average of 28·4%. Settling on one technique, power regression of average loop-occupancy time per vehicle (ALOTPV) data reduced this to 22·7% based on three estimates. The poor results obtained from detector 3214K1 (MAPD of 38·9%), situated immediately downstream from a signalised pedestrian crossing, indicate that estimation accuracy depends crucially on the match between the characteristics of the detector used for training and those used for testing. Despite the inaccuracies returned by some of the techniques, it was still possible to distinguish free-flow conditions and periods of queuing. The importance of estimation accuracy was not addressed.
Road accident investigation using an object-oriented database
Authors: Lupton K.
Published: November 2009

The continuation of the downward trend in the number of injuries arising from road accidents in Britain and the effectiveness of casualty reduction targets are both dependent upon the availability of improved high-quality information. This paper describes the development of, and issues surrounding, an experimental road accident database within a geographical information system (GIS). It highlights ways in which the quality and completeness of road accident data may be improved by providing a separate definition of the road network and considers the benefits of using an object-oriented database system.
Development of Aruba airport: a privatisation cost model
Authors: Harries R. J.
Published: November 2009

Aruba is a Caribbean island situated 19 miles from South America (see Fig. 1 ). It is 19 miles long, 6 miles wide and home to 90 000 inhabitants who are influenced by Dutch, Latin and US cultures. The warm arid climate and seven miles of white sand beaches surrounded by turquoise sea are Aruba's natural resources and attract year round holiday makers particularly from North America. When Exxon closed its oil refinery in 1985, the Aruban Government concentrated on their natural resources by encouraging tourism growth. Tourism is the largest employer and principal source of foreign exchange income, contributing to over one third of the GDP. 1 Significant hotel resort and casino development since 1985 and the resulting increase in scheduled and chartered flights has enabled the number of overnight visitors to increase from 232 000 in 1987 to over 650 000 in 1997. 2 The operational efficiency of the existing partly air-conditioned airport facility, completed in 1972, was insufficient and passenger complaints concerning queuing and other conditions increased as the 1980s progressed.
The satisfaction of human needs in airport passenger terminals
Authors: Caves R. E. , Pickard C. D.
Published: November 2009

This paper reviews the physical and psychological needs of all users of airport terminals. It starts with the conventional ergonomic setting of the workplace, as experienced by the airport, airline and other employees. It then moves on to consider the functional needs of the passengers and their escorts, reviewing the extent to which the needs are met by following ‘handbook’ design procedures. Particular attention is given to efficient navigation through a terminal, since this provides one of the strongest tests of a building's ability to satisfy a passenger's primary needs to minimize unproductive time and to eliminate unknowns. The paper then focuses on the wayfinding needs of the significant minority of passengers with some impaired mobility, since these present the major challenge to terminal designers and operators and new legislation will require improved provision for their needs. The spectrum of impaired people is identified, together with some of the ‘best practice’ initiatives that are being taken to meet them. Finally, a case study identifies the specific problems encountered by visually impaired people in a sample of European airport terminals. Conclusions are drawn as to the best practices that might be adopted.
CrossRail: Noise and vibration control
Authors: Stanworth C. G. , Taylor R. M.
Published: November 2009

From the point of view of noise and vibration, the east–west tunnel under central London is the feature of CrossRail which draws immediate attention. Even at the outset of train service operation there will be some 24 trains per peak hour in each direction passing under the capital. It is expected that over time, as demand for services increases, both the length of trains and their frequency will be enhanced. These will not be the familiar London Underground trains, but full-sized suburban trains of main-line weights and travelling at higher speeds. CrossRail will also provide a more frequent service on some existing surface lines, raising the possibility of increased audibility on these lines. This paper describes the criteria by which the perception of trains in these situations should be judged, and the corresponding steps taken to estimate the expected noise and vibration effects. Where necessary, mitigation techniques are discussed, both for the core tunnel section and over the surrounding surface lines feeding it.
CrossRail: Surface railway works
Authors: Cotter C. M.
Published: November 2009

While the highest profile CrossRail infrastructure works will be the construction of the new twin tunnels beneath central London, a considerable amount of work will be required in the outer areas to enable the project to reach its fruition. Indeed, 94% of the route mileage of the proposed network will be on existing stretches of surface railway. This paper first reviews the existing surface railway infrastructure that will become part of the CrossRail network, followed by a summary of the design development process. It then explains how the civil engineering works to be undertaken are to a large extent, dependent upon various decisions relating to 'systems’ issues for the proposed railway, for example rolling stock design, service frequency, signalling and traction power supply. Finally, a description is given of some of the key issues that have influenced the development of the CrossRail proposals on the surface sections of railway.
CrossRail: Ventilation of the central London tunnels
Authors: Pope C. W.
Published: November 2009

The ventilation of the two 9 km long central London CrossRail tunnels and the five new subsurface stations required an extensive and intense period of design development and research. The high powered trains, with up to 12 cars and an ultimate service of 32 trains per hour will be significant generators of heat. The large number of people to be handled will require major investment to ensure their comfort and safety in both normal and emergency situations. This paper reviews the development of the design of the ventilation system, including the thermal and aerodynamic effects arising from train operations and the means of ensuring the safety of passengers, staff and emergency service personnel in the unlikely event of a fire.
Completion of the Manchester Outer Ring Road
Authors: Withington A. D.
Published: November 2009

The M60 Denton to Middleton scheme, formally known as the M66, is one of the largest infrastructure schemes to be constructed in the north-west for a number of years. This scheme completed the ‘ring’ around the Greater Manchester conurbation and substantially completed the regional network in the north-west. This paper provides an overview of the scheme design and a summary of some of the elements that have been considered in delivering this large infrastructure project.
The development of Irish Sea ferry services
Authors: Garratt M.
Published: November 2009

Irish Sea ferry and container services have been the mainstay of most of the ports of north-west Britain over the past 30 years. These services constitute the main business for Holyhead, Fleetwood, Heysham, Cairnryan and Stranraer. Troon and Mostyn have been added to that list during 2001. More containers and trailers pass to Ireland through Liverpool than to any destination. Only the Manchester Ship Canal and Garston appear inactive in this market, although up to ten years ago both played a significant role. The Irish Sea freight market has been growing at an extraordinary rate over the last decade by an annual compound growth rate of 7–8%. In all of these circumstances, therefore, it is important to understand the dynamics which drive this trade if reliable forecasts are to be available to the port companies, the highway authorities and the Strategic Rail Authority of the demands for new infrastructure in the regional ports industry, and in the road and rail network that supports it.
Strategic environmental assessment in the Trans-Pennine Corridor
Authors: Coombe D. , Skinner A. , Simmonds D. , Davidson B.
Published: November 2009

The paper describes the work of the Strategic Environmental Assessment in the Trans-Pennine Corridor undertaken for the Regions in Partnership Steering Group in 1998–89.The study had two purposes: (a) to contribute to the developing body of knowledge on best practice on strategic environmental assessment designed to assess improvements to the European Commission's Trans-European Transport Networks; and (b) a multi-modal land-use and transport study designed to lead to a preferred environmental and development strategy for the Trans-Pennine corridor. The study was intended to be strategic, both in its identification of options and in its assessment of impacts. It was to look forward over a 25-year planning period, and the focus was to be on long-distance movements and the interactions between these and local movements. The paper explains the study process. The objectives of the environmental and development strategy are set out, and the appraisal framework outlined. The three key appraisal tools—the transport model, the land-use model, and the geographic information system—are then explained. The forecasts of travel demand for the year 2021 are next presented. These forecasts form the basis for the development and appraisal of ten land-use, environmental and transport options. The paper briefly describes the options, and presents results in terms of impacts on travel, land-use and the environment. While the study successfully demonstrated a methodology for strategic environmental assessment, further work on the land-use and transport strategy is required before firm conclusions can be drawn and the broad outline strategy can be converted into specific policies or plans. Nevertheless, the results presented here show a promising approach to developing an environmental and development strategy for the corridor within the policy framework provided by the Government's Integrated Transport Policy.
Rail developments in the North West
Authors: Godward E. , Edwards P.
Published: November 2009

The reform of the railway industry since the early 1990s has been driven by several factors including the desire for transparency and separation, at least in an accounting sense, of the cost of operations and the cost of railway infrastructure. Concern regarding the overall position of rail vis-à-vis the transport market as a whole led the European Commission and member states to pass directive 91/440 and to implement it into member state legislation. In the UK the transposition to legislation was achieved through the Railways Act 1993 which privatised British Railways (BR) and duly implemented in 1994. The effect of the act was a very profound and marked transformation of an efficient nationalised rail administration (and industry) into a supposedly more efficient, private sector based industry. The early 1980s saw a wide ranging reorganisation of the whole railway structure culminating in the ‘Organising for Quality’ (OforQ) initiative that created the vertically integrated business-led railway. The OforQ initiative enabled the businesses to control both operations and infrastructure and delivered significant improvement in BR's overall finances. After recent events increasing doubts are being expressed about the efficiency of the privatised railway. The cost of achieving the transformation was large and has not been without problems. 1 , 2 This situation has only partially been addressed through the Transport Act 2000, which takes in elements of the failed Railways Bill 1999, 3 and which is designed to promote the use of the railway network for passengers and freight, secure the development of the railway network, and contribute to the development of an integrated system of transport. This paper concentrates on the second of the above items and looks at railway development in the North West region of the UK. The definition of this region used in this paper is slightly wider than the official definitions of the North West and Merseyside. Our definition includes the northwestern part of Derbyshire and the north coast of Wales. Both of these areas are linked to strategic centres in the North West; to Manchester and Crewe. The paper looks at the background to recent railway reforms and how they have affected rail services in this area. The paper addresses how railway projects have been implemented, what projects are ongoing and what are planned over the next 10 years or so in the North West region.
Assessment of historical railway retaining walls
Authors: Hough A.
Published: November 2009

The majority of large masonry retaining walls on the railway network were built in the mid- to late nineteenth century.These walls make up a high proportion of the structures owned by Railtrack but their stability is difficult to quantify due to uncertainties about their design, quality of construction and soil properties. However, developments in earth pressure theory have enabled the walls’ stability to be reassessed using modern design codes. This paper describes an investigation into the design principles employed when these retaining walls were built. Modern and historical methods of assessment were compared in order to highlight those areas requiring particular attention in the assessment and maintenance of these structures.
Traffic congestion and the fundamental relationships of traffic flow
Authors: Wright C. , Lupton K.
Published: November 2009

The fundamental relationships of traffic flow describe traffic behaviour in terms of three variables: flow, density and speed. Among other things, they are useful for predicting the effect of changing demand conditions on the level of service. Their basic form was postulated in the 1930s, and many experiments have been carried out since then to determine their precise shape. But they have not yielded consistent results, partly because of confusion about the causal links among the variables, which operate differently depending on whether the speeds and flows are sampled over short periods of time, or over long periods of time. The mechanism of cause and effect is different and the roles of the explanatory and response variables (flow and speed respectively) are reversed. In this paper, the authors use simple models to show that the shape of the relationship between speed and flow varies according to the unit of observation, and that in the steady-state case, the form differs from the one that is conventionally pictured. The paper concludes by suggesting a modified representation, and briefly discusses the practical consequences.
The nine-year plan for transport: what next?
Authors: Goodwin P. B.
Published: November 2009

Three problems are discussed which affect the interpretation and feasibility of the Government's transport plan for 2000–2010. First, it is argued that the cost of funds, and technical feasibility of scheduling an investment programme, causes serious difficulties for implementation of rail infrastructure improvements. A suggestion is made that Railtrack might be restructured with trust status, this being preferable to either the status quo or renationalisation. Secondly, some unresolved inconsistencies in the plan for reducing congestion are discussed, especially the forecasts that substantial reductions in congestion will be achieved at the same time as substantial increases in traffic volumes. It is suggested that the measure of congestion used exaggerates the extremely small expected changes in traffic speed. Thirdly, it is noted that the fuel price protests of 2000, and the traffic forecasts for 2010, are both marked by a possible underestimate of the sensitivity of fuel price as an influence on behaviour and on political attitudes. The paper expresses some concern about a possible loss in clarity and underlying consistency in the long term strategy for transport, reducing the consensus built up by previous Conservative and Labour administrations.
Forecasting daily traffic volumes—the concept of capacity
Authors: Sherwood C. P. K.
Published: November 2009

An important factor in preparing forecasts of future traffic volumes for build–operate–transfer projects is the matter of the daily ‘capacity’ of the completed highway. This paper presents the results of detailed analyses of observed traffic patterns and estimation of the daily traffic ‘capacity’ of the Eastern Harbour Crossing and Cross-Harbour Tunnel in Hong Kong. The results indicate the importance of assessing the distribution of daily traffic throughout the day when preparing traffic and revenue forecasts for future projects of this type.
Reducing the errors when measuring railway noise and vibration
Authors: Hardy A. E. J. , Jones R. R. K.
Published: November 2009

When measuring the noise and vibration from trains it is necessary first to establish how much data needs to be collected in order to achieve the required level of accuracy. Existing measurement standards tend to concentrate on controlling the train speed, the condition of the track and the condition of the train, but do not indicate how much data is required. This paper sets out to establish how much data is necessary for a particular type of measurement situation. Using the measured distributions of noise and vibration data, the Monte Carlo method is used to determine the amount the sample mean may vary from the population mean as a function of the number of samples. This information can then be used to determine the number of trains that would need to be measured to achieve a particular level of accuracy. It has been found that if noise measurements are taken for trains comprising identical vehicles then, if the sample mean is to be within approximately ±1 dB of the true value, then measurements would need to be made on at least 34 vehicles. When the trains contain different types of vehicle, the number of measurements increases. With ground-borne vibration it was found that at least 40 trains, each comprising nine coaches and a locomotive, were required to be able to measure the vibration dose value with a degree of accuracy that is equivalent to ±1 dB.
A model for ground vibration from railway tunnels
Authors: Jones C. J. C. , Thompson D. J. , Petyt M.
Published: November 2009

Trains give rise to vibration which propagates through the ground to nearby buildings. At low frequencies (about 4–80 Hz) ‘whole body’ vibration is generated which may be felt, while at higher frequencies (about 30–200 Hz) a rumbling sound is radiated from vibrating walls and floors into the rooms of buildings. Low-frequency vibration is primarily associated with heavy axle-load freight trains running on lines on the ground surface. Structure-borne noise is most often perceptible from trains running in cut-and-cover or bored tunnels where the direct airborne sound of the train is absent at the receiver. For either phenomenon, numerical models for the transmission of vibration through the ground are required to predict the effect of structural alterations to cuttings, embankments and tunnels, or of foundation engineering. To address this, a coupled boundary element/finite element model for vibration propagation has been developed. By restricting analysis to two dimensions, trend analysis can be performed with models that require much lower computing resources than would be required for three dimensions. Here the method is applied to study the effect of design alterations of a bored tunnel and a cut-and-cover tunnel on the transmission of vibration for a frequency range up to 200 Hz.
Conceptual designs for Thameslink—2000 structures
Authors: Kumar A.
Published: November 2009

This paper relates to three separate feasibility studies for flyover constructions carried out during the early 1990s for the Thameslink–2000 railway project. Existing Thameslink lines have to pass through many congested parts of the network which greatly slow down this route, particularly in the south-east London area. Essentially three sections of the route, namely the South Bermondsey, New Cross Gate and Borough High Street locations were identified to be specifically problematic and where special constructions are likely to be necessary. The principal objective of the improvements, therefore, is to provide two tracks (one UP and one DOWN) dedicated to this route and to minimise any adverse interaction of these and other important services in this area of the network. The paper describes the severe constraints relating to the variety of existing constructions, railway services and of ‘possessions’ which greatly limit possibilities for the required constructions. The paper, however, shows how it is still possible to evolve sound engineering solutions and, in some cases, multiple options for the project requirements.
Corporate governance of road construction in Brunei Darussalam
Authors: Yong C. T. , Sien C. F. , Razak R. H. A.
Published: November 2009

Environmental Impact Assessment (EIA) is not mandatory before starting any major road construction or infrastructure development in Brunei Darussalam. Nevertheless, some variations of impact assessment have been conducted as part of the feasibility studies for many of these projects. Such an obligation would encourage most consultants to focus on the merits and problems of the physical state of the environment. Their clients would then be led to examine and adopt the various engineering solutions along with the financial implications as laid out by the consultants. Assessment and preparation for socio-economic changes are often sidelined. Planning for modern transportation cannot afford to ignore the whole spectrum of the environmental impact. The selection of a road or its network is more often influenced by the human landscape and the change in environmental quality than by factors related to landform, earthwork and slope stability. During the construction and operation stages, the impact generally consists of a mixture of positive and negative components. The latter can then be made worse by poor quality in design, construction and maintenance. This paper draws a conceptual approach to the development of good corporate governance for key organisations (clients, consultants, contractors and suppliers) amidst the existing economic landscape and construction practices. All relevant organisations should ideally embrace the concept of an integrated Health, Safety, Environmental and Quality (HSEQ) system to deliver good governance. This structural change will enable all ‘key players’ to deliver solutions that match the benefits derived from traditional forms of EIA and quality assurance (QA). The paper attempts to embed the two obligatory functions, namely the QA and the EIA, into the self-regulatory, responsible, and competitive culture found among clients, consultants, contractors and suppliers in the road industry in Brunei Darussalam.
Typical properties of proprietary thin asphalt surfacing systems
Authors: Nicholls J. C. , Carswell I. , Williams J. T.
Published: November 2009

Thin asphalt surfacing systems have been laid in the UK for ten years. Therefore, it has become possible to examine the typical values for various properties that are achieved with different categories of thin surfacing systems. The categories are defined and the longevity, texture depth, skid resistance and visual, together with limited data for some other properties, are reviewed.
Evaluating safety performance of road projects
Authors: Chin H. C. , Tan E.
Published: November 2009

In recent years, road safety audits have been adopted in a number of countries to deal with safety deficiencies in road projects as early as possible. In keeping with this trend, Singapore has adopted similar procedures in reviewing its roads. This paper describes a proposed extension of the procedures to include a more quantitative assessment to overcome some of the current problems faced in road safety reviews. The outcome of the quantitative evaluation is a Road Safety Performance Rating (RSPR) of the project with critical components measured in terms of a Road Safety Performance Index (RSPI) and viewed on a Road Safety Performance Chart (RSPC). The advantages of using the RSPR, RSPI and RSPC are given in the paper.
The refurbishment of Putney Railway Bridge
Authors: Bessant G. T.
Published: November 2009

Putney Railway Bridge is one of seven railway bridges crossing the River Thames in the Greater London Area and is one of only four providing a cross-London route. This paper covers the history of the bridge, the problems that developed in the bridge, the solutions developed to resolve those problems and the refurbishment works to the bridge. The bridge was built in 1888 and is an eight-span, half through, ‘four system’ lattice truss bridge carried on cast-iron caisson piers. It carries London Underground Limited's (LUL) District Line approximately seven metres above the Thames just south of Putney Bridge Station. Although intended to have excess capacity, war damage, corrosion, design errors and finally a major ship impact caused the line over the bridge to be closed temporarily. The repair and strengthening works incorporated the most up to date analysis techniques and a Quantified Risk Assessment. They addressed fundamental design omissions as well as deterioration and damage. The works were planned and executed to cause the minimum disruption to rail traffic and included the construction of mass sprung fenders, repair of a fractured caisson, replacement of the bearings, and extensive strengthening including the addition of cross girders.
A supervisory control system for ATIS/ATMS integration. Part 1: formulations, algorithms and analyses
Authors: Hawas Y. E.
Published: November 2009

This paper addresses the problem of integrating advanced traveller information systems (ATIS) and advanced traffic management systems (ATMS). A framework that allows the integration of existing successful control implementations is presented. This framework is utilised to integrate the ATIS/ATMS control decisions of two operational schemes, namely the ATIS stand-alone system, and the ATMS stand-alone control systems, and to form a dual non-cooperative supervisory traffic control system. The two operational schemes are formulated as bi-level optimisation problems. Approximate simulation-based optimisation algorithms are devised as representations of the existing control logic operating these schemes. The schemes’ performance is assessed using a simplified network.
A new look at rigid concrete pavement design
Authors: Hughes B. P.
Published: November 2009

The traditional rigid pavement model has long been firmly established as the design basis for both unreinforced and reinforced (jointed and continuous) concrete pavements. It is well proven and has served designers well for many years. However, the efficacy of pavement designs for joint spacing and reinforcement is less certain. The paper therefore compares design procedures for drying shrinkage and thermal effects for pavements with well-established design procedures for other slab structures including ground slabs and examines how pavement design could benefit from this experience and expertise. The comparisons are both useful and informative and provide a number of proposals that could clearly improve design for the long-term performance of concrete pavements, especially continuously reinforced concrete pavements.
The Madrid—Barcelona high-speed line
Authors: López-Pita A. , Robusté F.
Published: November 2009

In early 2003, commercial service trains will, for the first time, run at speeds of up to 350 km/h on the Madrid–Barcelona line. The aim of this paper is to explain and justify the reasons that led Spanish railways to take this decision—a decision that will undoubtedly be a milestone in the railway industry, but also a challenge of major importance. The measures adopted to ensure that the increased running speeds are not accompanied by increased track maintenance costs are also outlined. Attention has centred on two factors: first, in reducing the axle load and the unsprung mass of vehicles; second, in reducing the vertical stiffness of the baseplates between sleepers and rails.
Engineering the UK motorway system 1950–2000
Authors: Bridle R. J. , Porter J.
Published: November 2009

The creation of the UK motorway network in the last half of the twentieth century facilitated a dramatic improvement in the mobility of people and goods, and contributed greatly to the prosperity we enjoy today. Drawing on material collected by the Motorway Archive Trust, this paper begins with examples of advances in procedures for designing motorway alignments and provision of earthworks before moving on to pavement and bridge design; finally there is consideration of how the motorway system is operated, both in normal traffic conditions and at roadworks. Overall, the paper aims to provide an insight into engineering problems encountered and overcome in the building of the motorways through a selection of examples that, though necessarily limited by space, are broadly representative.
Geomorphological assessments for transport infrastructure projects
Authors: Phipps P. J.
Published: November 2009

This paper provides a summary statement covering the application of geomorphological assessments for a variety of transportation infrastructure projects. A definition of geomorphology is provided, and available techniques are outlined for different project requirements. The various types of geomorphological map and plan are described and examples are provided. Geomorphological maps are often complex, and the development of derivative maps that can be better understood and are relevant to end users’ needs is described. The potential benefits and cost-effectiveness of geomorphological assessments are discussed with respect to route corridor selection studies, earth structure condition surveys, modified maintenance strategies, design of targeted ground investigations, and hazard and risk. These are supported by two case studies.
Railway track maintenance using the Stoneblower
Authors: Fair P. I. , Anderson W. F.
Published: November 2009

The search for an improved mechanised method of maintaining railway track to the correct level and alignment led to the development of the Stoneblower, a machine that lifts the rail and attached sleepers and pneumatically injects the required amount of 20 mm stone into the void created. This minimises disturbance to the existing well-compacted ballast. By 1999 a fleet of Stoneblowers was fully operational across the UK rail network and achieving target rates of track maintenance. This paper compares the track-quality data recorded before, during and after Stoneblower maintenance and confirms the potential of the Stoneblower. Detailed analysis of the data has given a better understanding of the performance, and has provided guidance for optimising the deployment of the Stoneblowers and the stoneblowing procedures.
Assessment of bond condition using the Leutner shear test
Authors: Collop A. C. , Thom N. H. , Sangiorgi C.
Published: November 2009

Pavement structures comprise several layers of different materials. The overall strength and stiffness of the pavement depends not only on the strength and stiffness of each individual layer, but also on the bond between them. Should the bond at an interface be inadequate, the strains throughout the pavement may increase (under trafficking) and its life may consequently be reduced. This paper investigates the use of the Leutner test to measure bond condition between surfacing and binder course materials and binder course and base materials. A range of bond conditions have been investigated. Results show that, for a particular combination of materials, there is an approximate linear relationship between interface shear strength and corresponding shear displacement that is independent of the bond condition. Results also indicate that, for HRA/20DBM, SMA/20DBM and 20DBM/28DBM combinations, the type and quantity of tack coat commonly applied in practice are sufficient to approach maximum attainable bond strength. For the 20DBM/28DBM combination a much reduced interface shear strength occurred if tack coat was not used, but extra tack coat appeared to compensate to some extent for the presence of dirt. In the 20DBM/CBM combination, it proved impossible to achieve a good bond, reflecting common experience on site.
Urban mobility worldwide—how does it look today?
Authors: Bayliss D.
Published: November 2009

When Traffic in Towns 1 was published in 1963, the UK motor-vehicle fleet was probably as large a proportion of the world fleet as it has ever been or has been since. While motorisation had proceeded apace in North America in the 1930s, it had not really taken off elsewhere. The UK was one of the first countries outside the US to see a rapid burgeoning in motor-vehicle ownership after the Second World War, with the number of cars growing by 280% and road traffic by 190% between 1938 and 1963. In 1963, the UK road-vehicle fleet comprised almost 7% of the world total. Today it is a little over 4%. It is not surprising, therefore, that we saw the urban traffic-congestion problem as something that was characteristically British. Today, urban traffic-congestion from motor vehicles is to be found in many countries and, severe as our problems can be, it is in cities such as Bangkok, Mexico City, Cairo and Delhi where the largest incidences of urban traffic-congestion are to be found. This paper looks at urban travel in different parts of the world to see how the problems of actual and incipient mass-motorisation considered in Traffic in Towns 1 are manifesting themselves. It leans heavily on the work done in compiling the report Mobility 2001: World Mobility at the End of the Twentieth Century and its Sustainability 2 for the World Business Council for Sustainable Development, produced by a team from the Massachusetts Institute of Technology (to which the author was the senior transport consultant) and Charles River Associates, but the arguments and conclusions here are the responsibility of the author alone.
More or less traffic in towns?
Authors: Buchanan M.
Published: November 2009

This paper reviews some of the key assumptions and analyses of Traffic in Towns (1963), and finds significant new dimensions to the problems. In particular, towns have changed substantially as a result of the motor vehicle, opposition has undermined road programmes, and threatening new dimensions have been added to the 1963 diagnosis of environmental issues. Though there have been numerous localised environmental improvements, there has also been a steady erosion of environmental standards on many roads and streets. Restraints on the use of cars have been increasingly applied, and road pricing is now available to local authorities. Road user pricing will not, however, solve all the problems. Moreover, willingness to apply restraints on private vehicle use is likely to be limited to travel markets for which public transport can provide a reasonable alternative to the car. Trains, buses and trams can deliver such alternatives only for long-distance travel and for trips to town centres and other major trip attractors. They could do this much better than is the case today, and therefore further traffic reductions are possible. However, for the bulk of the traffic on the UK's roads, origins and destinations are dispersed, and therefore public transport and rail freight are not good alternatives to the motor vehicle. New forms of transport, capable of outperforming the fast vehicle on the fast road, are therefore needed, and two of particular interest are at advanced stages of development. The major choice to be faced today is concerned with the dispersed (intra-suburban) travel markets. It lies between, on the one hand, improving the road network to cater for the demands for which public transport as we know it is not a realistic alternative and, on the other hand, developing new forms of public and freight transport.
Benefits of lower-mass trains for high speed rail operations
Authors: Rochard B. P. , Schmid F.
Published: November 2009

The writers of the present paper attempt to answer the question ‘what is the financial benefit of reducing a high-speed train's mass by 1 kg?’ They adopt a systems-engineering approach to lowering the mass of railway vehicles while retaining the required performance in other areas. The analysis is based on notionally reducing the mass of a Class 373 Eurostar train by 25% and results in an estimate of the financial benefits in terms of reduced energy consumption and infrastructure maintenance cost as well as lower life-cycle costs. A comparison is made with the financial benefits of mass reduction reported for the civil aviation and automotive industries. Noise and vibration issues and their dependence on rolling stock mass are also considered.
Strategic Environmental Assessment Directive and local transport planning
Authors: Ferrary C.
Published: November 2009

This paper sets out what strategic environmental assessment is, and what the purposes of it are in the context of local transport plans. It outlines what should be in a strategic environmental assessment environmental report, and specifically discusses the strategic environmental assessment process in relation to local transport plans. The paper also offers advice on complying with the requirements of the Directive, in particular focusing on those tasks that local authorities and others have found difficult to date. Finally it recommends some steps to achieving ‘strategic environmental assessment without tears’.
Transport costs and urban development
Authors: Wenban-Smith H. B.
Published: November 2009

This article offers a selective introduction to two recent books on spatial economics. It focuses in particular on the light that they shed on the role in urban development of transport costs (section 3), rents (section 4) and governance (section 5). Thus, lower transport costs are found to favour fewer, larger settlements rather than small, dispersed settlements, as is sometimes assumed. Rents, often overlooked or considered to be of secondary importance in other treatments, here prove to play a key role in the spatial allocation of activity. By reflecting the costs and benefits attaching to particular locations, they are shown to provide an important market signal as well as a potential policy instrument through taxation. Finally, it is suggested that although infrastructure provision and the role of government policy is rather skated over by the authors of these books, the insights provided by their analysis should be helpful in developing better policies for the future.
Accelerated pavement testing in highway engineering
Authors: Brown S. F.
Published: November 2009

Full-scale accelerated testing of pavements has become a powerful technique for assisting with understanding pavement deterioration under realistic conditions and measuring pavement response to moving wheel loads. It forms an essential bridge between laboratory work and theory and the site situation. In the USA there has been a major investment in such facilities in recent years following a careful assessment of the potential cost–benefit ratios. Extensive experience in South Africa suggests a ratio of about 1:10, and this would be the likely situation in the UK if further investment were made. A description is given of the leading test tracks and testing machines, focusing mainly on US developments but with reference to experience in the EU and elsewhere. Equipment that is laboratory-based, such as that at the Transport Research Laboratory in the UK, and facilities that may be moved to various sites are reviewed. It is concluded that a mobile facility that uses the best of modern technology blended with proven experience from elsewhere would be most appropriate to support the UK highway industry in the future.
Briefing: Winter road maintenance: to salt or not to salt?
Authors: Cranston C.
Published: November 2009

Devon County Council continues to find innovative ways of using technology to support its service delivery, and this paper focuses on how weather information, real-time tracking systems and the Council's control and information room are being developed and integrated to support the management of the highway network during the winter period. Increasingly the internet is being used as a tool for disseminating information to staff and providing real-time travel information, including webcams, to the media and the public.
King's Cross underground station, London: an overview
Authors: Bessant G. T.
Published: November 2009

King's Cross St Pancras underground station is one of the busiest underground stations in London. It has a current daily morning peak of 55 000 passengers, is served by five underground lines and two National Rail stations, and will receive passengers from the European continent when the Channel Tunnel Rail Link is complete. In addition it is sited at the junction of major roads, and its existing buildings date from the 1860s. This paper describes the history of the station, the constraints of building a new station round operating railways in the heart of the metropolis, the means of achieving increased passenger capacity and improved passenger flows, the extent of service diversions, and the consequent design solutions.
The multi-modal study transport investment plans
Authors: Marsden G.
Published: November 2009

In 1998 the UK Department for Transport commissioned a programme of 22 studies to examine the most acute congestion problems on the English road network. The studies promised a new approach to reducing road congestion by examining the contribution that all modes of transport could make to solve these problems. The studies have provided the most convincing evidence to date that road building alone will not be able to solve congestion and pollution problems. Extra road infrastructure will, in most cases, buy a few years’ respite from congestion on the inter-urban road network. The studies have proposed substantial packages of road and public transport improvements, combined with demand management and traffic restraint measures, to tackle the problems. The evidence suggests that some form of road-user charging will be required in many areas to ensure that the efficiency benefits gained from the extra road capacity will not simply be eroded by traffic growth as has been seen to date on routes such as the M25. The outcomes of the studies have prompted the Government to undertake a review of the potential for a national road-user charging system. The multi-modal studies have undoubtedly brought about a more balanced and integrated approach to transport planning. There have been quite significant changes to the roads schemes that were initially remitted to the studies and evidence to suggest that significant environmental concerns are now playing a much stronger role in decisions taken by the Department for Transport. The challenge now is to ensure that all of the major parts of the integrated strategies proposed are delivered. A failure to do so will not only reduce the benefits the proposals offer but will also devalue the multi-modal approach taken to the studies.
Briefing: Review of CIRIA Report 142 on highway pollutants
Authors: Patel Junaid A.
Published: November 2009

Pollutants build up on highways and are washed off during a rainfall event and are usually discharged via an outfall to a watercourse. CIRIA report 142 (1994) guidance indicates that pollutant build-up on highways is a linear process which is proportional to traffic flow and time. This guidance has since been adopted in the Design Manual for Roads and Bridges. However, recent studies suggest that these assumptions may not be ideal. This article explores the pollutant build-up and runoff mechanisms on highways and suggests possible alternative assumptions which may be implemented to enhance the original CIRIA methodology.
Strengthening two London Underground covered ways
Authors: Silva T. M. D. , Church D. G.
Published: November 2009

Covered ways 12 and 58 are parallel covered ways carrying the District and Circle Lines of London Underground near the High Street Kensington Station. They were constructed in 1867 and support Kelso Place— a twin-ended cul-de-sac—and predominantly residential properties over the railway. The two covered ways are each approximately 110 m long, with interconnecting cross-passages. The roof comprises brick jack-arches spanning onto cast iron beams, 45 in each covered way. The cast iron beams were assessed for the building loads and highway loads, and found to be overstressed. Also, owing to the condition of the track, there had been a history of concerns by local residents relating to noise caused by the passage of trains through the covered ways. In order to improve the existing structure gauge clearances, the tracks were lowered. To minimise the overall construction depth and required track lowering, the new superstructure comprised ‘aerofoiľ-type semicircular steel beams erected within the jack-arches. Piled foundations were constructed in front of the existing piers and abutments to minimise any settlements that would have resulted following track lowering. New track supports were constructed over two sewer crossings in the covered ways. A new ballasted track bed was installed on a noise reduction mat.
Pavement-management system for Oliveira do Hospital, Portugal
Authors: Ferreira A. J. L. , Meneses S. C. N. , Vicente F. A. A.
Published: November 2009

This paper presents a geographical-information-system (GIS)-based pavement-management system for Oliveira do Hospital in Portugal. The pavement-management system includes the following components: a road network database, a quality evaluation too, a costs model, a pavement performance model and a decision-aid tool. The quality of road pavements is evaluated by the present serviceability index (PSI), representing the condition of the pavement as a function of the following parameters: longitudinal roughness, rutting, cracking, surface disintegration and patching. This pavement quality index is computed by using a modified version of the American Association of State Highways and Transportation Officials (AASHTO) PSI equation. The decision-aid tool uses a deterministic segment-linked optimisation model with the objective of minimisation of the total expected discounted costs over the planning time-span while keeping the road pavements within given quality standards. The decision-aid tool also uses the deterministic pavement-performance model used in the AASHTO flexible pavement-design method that allows the gap between project and network management to be closed. Recent international pavement-management conferences have concluded that this is one of the most important problems to be solved. The information produced by the system is shown in maps using a GIS.