Highways July 2015

The ONE and only magazine dedicated to the highway maintenance and traffic management industry
JULY 2015
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JULY 2015
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Opportunity knocks
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Expectations for the new chief executive of Highways England will

be high.
Jim OSullivan the former boss of Heathrow is now into the early days of
his leadership and has big shoes to fill.
No doubt he will have listened intently to what his predecessor Graham
Dalton had to say during the hand over. Dalton announced his departure
in January after seven years leading Highways England predecessor the
Highways Agency.
Highways England chairman Colin Matthews highlighted the work that
Dalton has done, by stating: I would like to thank Graham Dalton for his
leadership over the past seven years. He has been responsible for significant
improvement schemes, as well as meeting the needs of the nation during
severe weather and events of international interest such as the 2012
Olympics, all culminating in the successful transition from the Highways
Agency to Highways England.
It is perhaps a little surprising that Dalton has decided to leave at a time
when the government-owned company is about to embark on delivering the
biggest programme of investment in roads since the 1970s.
At our annual Highways

Magazine Excellence Awards
www.hmea.co.uk
But what an opportunity for OSullivan to make his mark. Being at the
forefront of delivering 11 billion of improvements to Englands motorways
and major A roads by 2020 will certainly be a challenge, but one Im sure hell
be relishing.
Given his background of working for renowned businesses such as British
Airways and Heathrow Airport Holdings, it is a challenge that wont faze him.
One thing that stood out for me though is his experience as an engineer.
At British Airways he served some of his time as chief engineer for Concorde
and as technical director for the airline.
Europes only event for outdoor

testing and indoor showcasing in
all lighting conditions
www.sib.uk.net
The main focus will of course be on how well he delivers the governments
investment in roads, but I think the fact that hes from a background of
engineering is something that will resonate well with people in the industry.
For Concorde, speed was everything, but as OSullivan embarks on his new
road trip hell have to observe, show caution and ultimately deliver.
Subscribe to Highways and receive

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Alec Peachey
Editor
Highways Magazine
EDITORIAL BOARD
Haydn Davies
Dana Skelley
Arthur Hannah
Bob Collis
Richard Hayes
Steve Kent
Donald Morrison
Department for
Transports HMEP
programme manager
Director of asset
management
at Transport for
London (TfL)
President of the
Institute of Asphalt
Technology (IAT)
Director of
infrastructure for TRL
(Transport Research
Laboratory)
Chief executive of the

Institute of Highway
Engineers (IHE) and
highways consultant
Past president of
the Association
of Directors of
Environment,
Economy, Planning
& Transport (ADEPT)
and an HMEP advocate
Head of asset
management and
procurement for
Transport Scotland
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WORKING IN PARTNERSHIP
WITH THE INDUSTRY
CONTENTS 5
VOLUME 84 No. 6 JULY 2015
The ONE and only magazine dedicated to the highway maintenance and traffic management industry
Editorial &
advertising
Editorial 01732 459683
ln this issue...
INDUSTRY ROUND-UP
Latest news from the industry
Editor Alec Peachey

t: (01732) 459683
e: alec@aladltd.co.uk
A round-up of the latest

company and contract wins
Design Adele Humphries

t: (01732) 459683
e: adele@aladltd.co.uk
Dr Benjamin Watson from 3M discusses

ANPR and Bluetooth technology
Advertising 01732 459683

Publications Manager Andy Davies
t: (01732) 459683
e: andy@aladltd.co.uk
Sales Manager Gavin Harrison
t: (01732) 459683
e: gavin@aladltd.co.uk
Recruitment & Production
6-7
COMPANIES & CONTRACTS

8-9
VIEWPOINT

10
HIGHWAYS ENGLAND
A new approach to managing assets
how Highways England will deliver
maintenance in Area 7

12-13
HIGHWAY MAINTENANCE
The importance of innovation, AIA column
on meeting the demand for materials,
A380 case study and putting a stop
to inaccurate tyre pressures
15-24
SOFTWARE & IT
Carole Epps
e: carole@aladltd.co.uk
t: (01732) 459683
f: (01732) 455837
BIM compliance in the highways sector

and achieving project efficiency
28-31
Subscriptions 01342 488288
RSTA on answering the demand for road

maintenance skills and a look at National
Highway Sector Schemes (NHSS)
33-36
Daniel Verrells
Data Services
e: daniel@beelinedata.co.uk
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TRAINING
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MATERIALS
Total UK respond to speculation over
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41
ON THE ROAD
Alison Waterworth, senior bridge engineer
at AECOM, describes a typical day
42
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Latest exclsuive column from TfL looks

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45
2014 AWARD WINNERS

A look back at the schemes and
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47-48
LEGAL
Latest article from infrastructure law
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50-51
ROAD SAFETY
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All the latest news and views
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RANTY HIGHWAYMAN
Trying to make sense of highways
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58
INDUSTRY ROUND-UP
JULY 2015
Jim OSullivan named as new Highways England

chief executive
Jim OSullivan has been
appointed as the new
chief executive of
Highways England.
OSullivan will lead the
government-owned
company which is
responsible for delivering
11 billion of improvements
to Englands motorways and
major A roads by 2020.
He is an experienced engineer who will
bring significant leadership experience
to this key role. OSullivan has a broad
range of experience working on safety
critical transport projects, in the
utilities industries and in renowned
businesses including British Airways
and Heathrow Airport Holdings.
OSullivan will take over the chief
executive post from Graham Dalton
who announced his departure in
January after seven years leading
Highways England predecessor the
Highways Agency.
Highways England chairman

Colin Matthews said: I am
delighted to announce
Jims appointment to
lead Highways England
in a new, challenging
era. The government has
committed to the biggest
investment in roads in a
generation: there are more
than 100 roads schemes in its
Road Investment Strategy which
Highways England will be responsible
for delivering to provide safer, more
reliable and much improved journeys
on our busiest roads.
Secretary of State for Transport
Patrick McLoughlin added: Jims
experience of leading world-class
infrastructure companies means I can
be confident he will ensure that the
benefits of the record investment this
government is making in our roads
delivers for drivers and businesses
across the whole of the UK on time
and on budget.
Figures show increase in road casualties

Figures released by the Department
for Transport (DfT) show that there
has been an increase in overall road
casualties in Britain for the first
time in 18 years.
The figures show there were 1,775
reported road deaths in 2014, an
increase of 4% compared with 2013.
The number of those killed or seriously
injured in Britain increased by 5% to
24,582. There were a total of 194,477
casualties of all severities, an increase
of 6%, the first increase in overall
casualties since 1997.
Pedestrian fatalities increased by 12%
from 398 in 2013 to 446 in 2014, and
vehicle traffic levels increased by 2.4%
between 2013 and 2014. In addition, the
numbers of people killed on roads with
a 20mph limit increased by 367%.
Neil Greig, director of policy and
research at the Institute of Advanced
Motorists (IAM), said: These figures
are greatly concerning and show the
time for action is now.
We are clear on what needs to
happen. We call again for road safety
targets to be reintroduced they
are the only clear way of ensuring
reductions are measured and achieved.
There also must be a greater focus on
driver and rider quality and incentives
Hertfordshire CC taking
action over illegal
highway work
Hertfordshire County Councils

highways department is taking
action against companies that
carry out unauthorised work on
its network.
This follows a number of recent
unapproved activities on the local
authoritys roads, with companies found
to be working without a permit or in
breach of their permit conditions.
According to the county council,
unauthorised work on Hertfordshires
highway network can cause traffic
congestion and potential risks for
road users.
As a result they are reminding utilities
and other companies that they must
obtain a Hertfordshire County Council
permit before their work can begin.
The county council applies conditions
to say when, where and how roadworks
can take place in the county to help
manage and reduce the impact of
works on both the traffic and the
environment. This coordinated and
planned approach to roadworks helps
to reduce traffic congestion and keep
the countys roads moving.
Pedal
cyclist
113 (6%)
GB fatalities by road
user type 2013-2014
(Source: DfT)
RAC chief engineer David Bizley

said: These figures will make
for disappointing reading by the
government, road safety professionals
and the general public; it does appear
that the days of annual reductions in
road casualties now appear to be well
and truly over.
Terry Douris, cabinet member for

highways, said: Unauthorised
roadworks can cause real headaches
for Hertfordshire road users and thats
why were taking this stance with
anyone who goes ahead and digs
up the road without permission, or
disregards their permit conditions.
Ultimately, its the residents and road
users who suffer the impact of delays,
and our highways team, who can see
whats happening in a particular area,
work hard to coordinate the roadworks
so the least disruption is caused.
National efforts to tackle road safety

appear to be stalling, after decades of
progress in reducing the numbers killed
or injured on the roads. A new national
strategy on road safety cannot come
soon enough. These figures serve to
highlight just how pressing the need is
for road safety to be given the political
focus it clearly so desperately needs.
When utility companies are found

to be working in breach of their
permit or without a permit at all, the
relevant penalties are applied and
the appropriate action is taken with
the company carrying out the works.
This action can range from a fixed
penalty notice to a court prosecution,
depending on the circumstances.
for companies and individuals to

continuously develop their skills.
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JULY 2015
INDUSTRY ROUND-UP
Entries open for Highways Englands first supplier

award scheme
In-situ road
recycling for
cost effective
highways
maintenance
Highways England is inviting
suppliers to take part in its supplier
recognition scheme.
This is the first time the annual
recognition scheme has been held
under the new government-owned
company, Highways England, which is
delivering 11 billion of improvements
over the next five years improvements
suppliers will help deliver.
More than 90% of the work on
Englands motorways and major A
roads is carried out by the supply
chain, and Highways England wants as
many of them as possible to nominate
themselves across eight key areas.
Suppliers in direct and indirect
contact with Highways England,
including through joint ventures and
the extended supply chain, can put
themselves forward for an award.
Entries are open until 25 September.

Chair of the judging panel, Simon Diggle,
said: Suppliers who demonstrate
they can deliver benefits in a leading,
innovative or efficient way, deserve as
much recognition as possible this is
why we run our award scheme.
I would urge them to take this unique
opportunity, in the first year of Highways
England, to put a marker down and
show us they can be part of our
five-year journey.
We hope the certainty of a five-year
funding cycle will enable them to plan
ahead with confidence and develop the
skills they need to deliver.
Full guidance and entry forms can be
found on the Highways England section
of GOV.UK at www.gov.uk/government/
organisations/highways-england/about/
procurement#supplier-recognition.
Hammersmith Flyover refurbishment

enters final phase
Major strengthening of the Hammersmith
Flyover in west London has entered its
final phase.
More than 80% of the tensioning work is
now done and there are only four more
weekend closures required to complete
the refurbishment.
Last year, the entire flyover was resurfaced

and waterproofed with a new concrete
central reservation installed. A total of
6.5km of tensioning cables have now
been attached and threaded through the
structure when fully tensioned they will
strengthen the flyover and ensure it remains
safe to use for many decades.
Since October 2013, Transport for London

(TfL) has been working to complete the
vital refurbishment, strengthening 11 of
the flyovers 16 spans after the initial five
were repaired in 2012. Earlier this month,
the last of 34 bearings underneath the
flyover were replaced, allowing it to adapt
to weather conditions and expand in the
summer and shrink in the winter by up
to 180mm.
The final major piece of work is to replace

the two five tonne expansion joints within
the carriageway. Dana Skelley, director of
asset management at TfL, said: Our work
to complete the vital refurbishment of the
Hammersmith Flyover is progressing well.
These final weekend closures will allow us
to replace the expansion joints within the
structure, which will mean the flyover will
be fit to carry traffic for many years.
ws throughout the week visit www.highwaysmagazine.co.uk
For more
information call:
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553581
or email:
info@stabilisedpavements.co.uk
COMPANIES & CONTRACTS
JULY 2015
by Steve Menary
Contracts round-up
JV
awarded
35m A9
dualling
contract
Dowhigh, I&H Brown and Liverpool

outfit King Construction are in
the mix for a 1.5m package of
roadworks at Knowsley industrial
park for the local metropolitan
borough council. The deadline for
tenders to be returned was 3 July
and a start on site is expected in
October on the scheme, which
comprises building a roundabout to
link Admin Road, Gale Road and the
South Boundary Road.
A joint venture between Irish

contractors Wills Bros Civil
Keith Brown,
Engineering and John Paul
cabinet secretary
for infrastructure,
Construction starts on site
investment and cities
this month (July) on the first
section of a major dualling of
the A9 in Scotland after submitting
Transport Scotland to dual the A9 and
a knock-out bid of 35 million.
The project was originally valued at
circa 50m and Morrison Construction
and two more JVs between BAM
Nuttall/John Sisk and Farrans/
Roadbridge also submitted bids on
5 May but on confirming the Irish JV
as the winners of the job, Transport
Scotland said that the winning bid has
saved the public purse 15 million.
Keith Brown, cabinet secretary for
infrastructure, investment and cities,
said: The Scottish governments
ambitious programme for the A9
between Perth to Inverness is now well
underway with dualling set to start on
this first section shortly and designs
now at various stages along the route.
The contract is the first part of
ambitious 3 billion plans from
this first contract covers a 7.5km section

between Kincraig and Dalraddy.
The ground investigations due to
start next month between Glen Garry
and Dalraddy will also help inform the
ongoing design work for the central
section of the A9, added Mr Brown.
We have been able to again make
considerable savings on one of our
infrastructure projects due to our robust
procurement process which ensures
that all the efficiencies that can be put
in place have been implemented.
A separate 1.1m package for ground
investigations work on the central
section of the A9 between Glen Garry
and Dalraddy has been let to Raeburn
Drilling & Geotechnical, while Atkins
has been appointed as consulting
civil engineer.
CA Blackwell bags 18m roads job

CA Blackwell have bagged an
18m contract to provide roads, a
bridge and other site infrastructure
on the redevelopment of Boots
headquarters at Beeston in
Nottinghamshire.
Boots has been at the site since 1927
and it was awarded Enterprise Zone
status four years ago. Now, a 500m
redevelopment will bring 82,000sq
m of commercial space and 675 new
homes with CA Blackwell charged with
creating a new stretch of highway and a

bridge across the Beeston Canal linking
to the A52.
This contract award is an important
step on the development on our site
as part of the Nottingham Enterprise
Zone, says Ken Murphy, executive vice
president at Walgreens Boots Alliance
and its president of global brands.
Consultant AECOM will supervise
the works, which will start later this
year and take around eight months
to complete.
Dawnus and VolkerWessels are

amongst the contractors chasing
a 7m job to build a new travel
interchange in Portsmouth to provide
links between the railway station,
Gosport ferry, The Hard and the
Gunwharf Quays commercial centre.
Bids have been returned and the
client, the city council, is expected to
name a contractor later this month
(July) for the project, which has been
designed by architect AHR.
BAM Nuttall, Balfour Beatty, CA
Blackwell, Farrans and I&H Brown are
chasing a 20m contract covering
ground remediation and roadworks
at Sighthill in Glasgow for the city
council. Bids were returned on 7 July
and the successful contractor will
start work in October on the job,
which will be supervised by project
manager Gardiner & Theobald.
North Ferriby-based CR Reynolds,
Henry Boot and Humberside outfit
MB Roche & Sons are tendering for
a 5m scheme to build the second
phase of theBrough Relief Road. The
deadline for submission of tenders
is 7 August and a start on site is
expected early in the New Year on
the project, which will take around
12 months to complete. The work
for East Riding of Yorkshire Council
comprises a stretch of new single
carriageway at Myrtle Way plus an
overbridge and roundabout.
A fleet of contractors including
Dawnus and Aberdare firm Walters
are chasing a 7m job to build a
new stretch of spine road at Steam
Mills in Cinderford, Gloucestershire.
The contract for joint clients, the
Forest of Dean District Counciland
the Homes & Community Agency,
comprises 1.4km section of road
linking the A4136 at the site of the
former Northern United Colliery
site. A decision is imminent as
work is expected to start on site in
September with Parsons Brinckerhoff
acting as project manager.
Galliford Try has been confirmed as
winner of a contract to build a new
2.5km road into Wigan town centre
after submitting a bid of 11.1m that
edged out rivals Interserve, Lagan
andMorgan Sindall. Galliford Try
will start on site later this year on the
project, which will increase capacity
route into Wigan town centre from
the south of the borough ahead of
new housing developments being
built at Pemberton Park and Wigan
Arc. The road will run from theA49 at
Warrington Road to Westwood Park and
includes structures to bridge existing
watercourses, canals and a primary road.
Skanska has bagged a three-year
extension to its highways maintenance
and improvement contract with Bath &
North Somerset Council, which is worth
18m to the UK arm of the Swedish
giant. A one-year extension was already
in place and the deal will now run to
the end of March 2018. Skanska directly
employs 40 staff on the contract and
maintains 700 miles of highways for
the council.
A joint venture between consultants
Grontmij and Mott MacDonald has won
two commissions for feasibility studies
in Yorkshire and Humberside through lot
one of Highways Englands professional
services framework. The JV will work
on including junctions 4-5 of the M180,
junctions 32-35 of the M62, a stretch
of the A63/A1033 in Hull and the South
Humber Bank network of the M180 and
A180. The studies must be complete by
the end of 2015.
JULY 2015
COMPANIES & CONTRACTS 9
Advisors appointed to
develop 200m road
improvement plans
Consultants AECOM, Moorhead &
Laing and Richards have landed
commissions from the Welsh
Assembly to develop a 200m
roads project in the north east of
the principality.
The trio of consultants will work

on the next stage of the Deeside
corridor improvement project, which
will improve the A55, A494 and
A548 between Wrexham, Chester
and Deeside.
Edwina Hart, the Welsh Assemblys
Transport Minister, said: The Deeside
corridor is an important economic
route and the gateway to north Wales.
This area has been identified in our
National Transport Plan and this

next stage will see the development
of detailed plans to improve traffic
flows at important locations along the
trunk roads.
The consultants will assess two routes
that have already been proposed.
One comprises realigning the A55/
A494 from the River Dee Bridge to
Northop and the second comprises
improvements to the existing A458
Flintshire Bridge.
A preferred route will not be named
before the end of next year, but
procurement has already started on
another project to improve road links
in North Wales.
Contractors have been asked to
express an interest in bidding for the
contract to build the North Wales
Expressway, which comprises work to
junctions 15-16 of the A55. The job will
cost more than 30m and a shortlist is
expected to be named this summer.
Europes Largest Hire Fleet
supporting the Traffic Management industry

www.srl.co.uk
10 VIEWPOINT
JULY 2015
Intelligent infrastructure:
ANPR vs Bluetooth technology
When deciding on the most effective
method to monitor traffic flow, Dr
Benjamin Watson, global technical
manager of the traffic safety and
security division at 3M, believes local
and road authorities need to consider
the total value and scalability of their
technology choices, rather than just
upfront cost comparisons
These technology choices set
a foundation for the intelligent
Infrastructure of a particular region
or network of connected cities
and suburbs. Benefits may include
improved safety, the reduction of
emissions, improved traffic flow,
data sharing and more.
With all the recent technological
advancements, local and road
authorities now have more choice
than ever when it comes to deciding
on the best way to monitor journey
times. Traditionally, travel times have
been tracked using automatic number
plate recognition (ANPR) cameras,
which capture the progress of vehicles
along a pre-defined route. The devices
also have the ability to count passing
traffic and help manage congestion.
This technology allows authorities to
monitor road network performance
to optimise road use, management
and operation.
But with so many people on todays
roads carrying smart phones, handsfree kits and electronic tablets, it is now
possible to monitor journey time data
using Bluetooth and Wi-Fi technology.
A notable advancement in the sector,
this technology requires sensors to be
placed on the side of the road, which
then detect Bluetooth signals released
from smart phones and hands-free kits
as vehicles drive past.
The biggest argument championing
the move towards Bluetooth/WiFi technology is the cost savings.
Manufacturers claim the installation and
maintenance costs are much cheaper
than that of ANPR, while still offering
the same benefits.
Before it is possible to argue cost as a
reason for local and road authorities
to make the switch, it is essential to
establish whether the technology
offered with these recently developed
systems is equivalent to what is offered
with ANPR.
Evidence suggests
Bluetooth/Wi-Fi technology is a
feasible option for certain applications.
But when looking to compare the
options like-for-like, ANPRs strengths
come in the form of its wide range of
additional benefits, including its multifunctional use and high accuracy rates
for vehicle identification.
Advantages of ANPR
Bluetooth manufacturers argue less
equipment is needed when using this
technology to monitor traffic travelling
in different lanes, in different directions
resulting in reduced installation and
running costs. However, this is not
unique to Bluetooth/Wi-Fi systems.
A big step forward for ANPR
technology has been doing more with
less, to measure and differentiate traffic
in both directions, with a single camera.
The latest ANPR cameras enable the
simultaneous capture of up to four
number plates while also detecting the
direction of travel. On top of this, ANPR
technology can measure journey times
with a hit rate currently unachievable
with Bluetooth/Wi-Fi tracking.
ANPR cameras, in the UK and Europe,
typically achieve detection rates in
excess of 98 per cent, with a 95 per
cent read rate. The system is able to
detect foreign registration plates and
function in all weather conditions,
unless the plate itself is damaged or
obscured. If cost is a contributing factor
in the decision making process for
authorities, it is worth noting that ANPR
is an effective tool across a variety
of applications.
Extensibility and multimodal
deployments are particularly attractive
when working with reduced budgets.
This multimodal capability may be used
to support enforcement applications
and other civilian functions, such as
congestion easing and improving
security and safety for the general
public. These combined solutions can
It is worth noting that

ANPR is an effective
tool across a variety
of applications
Benjamin Watson
be a good way to spread the cost of a
system between, for example, a local
authority and other organisations that
may wish to share the data.
The embedded camera technology
typically includes two cameras within
a single enclosure. One provides
contextual images for colour overview,
while the other is dedicated to ANPR.
It is possible to stream MJpeg over
HTTP video from either camera. Even
though it is not dedicated for CCTV
streaming, the colour overview camera
is able to provide this functionality, if
necessary. The quality may not be as
high as a dedicated CCTV system but
the output may be sufficient for viewing
congestion, accidents and incidents.
ANPR technology is continually
advancing and can now be integrated
as part of a total lane solution with
various third party devices such as
DSRC/RFID readers, weigh-in-motion,
variable message signs, lane controllers
and loop detectors.
While Bluetooth/Wi-Fi systems are
able to produce sufficient travel time
data, the multi-functional benefits of
ANPR systems should be considered.
Authorities needing to install
enforcement technology and CCTV
systems in the same location may utilise
ANPR for both functions in certain
scenarios. The detection rate and
accuracy of vehicle identification should
also be taken into account.
As authorities continue to face tight
budgets, cost is always going to be a
big part of the decision-making process.
But the range of benefits each system
offers needs to be considered to ensure
they are receiving the best service for
the money spent.
THIN BOND REPAIRS, M25
Innovation, experience and

excellence from the UKs
crack & joint repair specialists
lmshighways.co.uk
12 HIGHWAYS ENGLAND
JULY 2015
A new approach to
managing assets
Highways England
recently announced we
would be taking part of
our road maintenance
in-house in Area 7, the
East Midlands. When
the current managing
agent contractor
(MAC) deal with
A-one+ runs out in
July 2016, Highways
England will take on
much of the asset
management role
and split the rest of
the work into four
contracts: maintenance
and response, a 5x3
year contract covering
routine maintenance
and winter service;
design; capital
works; and specialist
services. The latter
two will be framework
agreements.
The new operating
model was launched
to the industry at an
event in Nottingham
on 2 and 3 June. The
event, attended by
almost 200 delegates
from around 150
individual suppliers,
was organised by
programme director
Jenny Moten. We
caught up with
her to discuss the
new approach
Why are you doing this?

We recognised that with the significant increase in
investment 11bn up to 2020 we need a step up
in performance if were going to successfully deliver
our commitments. We therefore want to take a more
intelligent and proactive role that will allow us to take
more direct control of our asset and gain a better
understanding of it. The key benefit to this approach is
that we can take the most important decisions ourselves,
those decisions on the areas that affect our reputation
the most severe weather and roadworks. Its a step
change in the way we operate as an organisation, but by
directly engaging suppliers we will help drive down cost
and waste, providing the best possible value for money
for taxpayers.
We have an opportunity to explore how best to
adjust our approach in the East Midlands where a
contract is coming to the end of its term in Area 7.
An innovative long-term asset management plan has
been developed using existing asset condition data
and extensive modelling techniques to determine
the needs across the Area 7 network for the next
30 years.
When will it happen?

The invitation to tender for the maintenance and
response contract will be issued in the Summer,
with the remaining three contracts following in the
Autumn. We are holding an industry briefing day on
the maintenance and response contract on 13 July
and will hold further events for the other contracts
later in the year. The new contracts are expected to
start in July 2016, when the current 275m contract
with A-one+ expires.
Does this spell the end for ASCs?

We have set some really challenging targets, including an
ambition for a real improvement in customer satisfaction.
Taking asset management decisions in-house will give
us more influence over key decisions which impact on
our customers and help us to meet these targets. Its too
early to make a decision about any future ASCs while we
are still developing the new Area 7 model. But there is no
doubt that our future maintenance arrangements must
enable us to meet our challenging ambitions for asset
management and customer service.
What was the reaction from the industry

event on the 2 and 3 June?
The industry days were a great success. We had around
150 companies attend to hear about what were doing in
Area 7. We were keen to hear from the supply chain and
wanted to make sure we were engaging with them fully on
the changes. The interactive workshops brought out some
valuable ideas which we will take into consideration as we
work up the detail around the four contracts. Key themes
from the day included the importance of early contractor
involvement and the need for Highways England to play a
central role in a supply chain community. There was a real
mix of attendees from large traditional Tier 1 suppliers to
specialist individual suppliers. The groups were engaged
and very interested in how they could work with Highways
England within the new model. We are expecting a lot of
interest in these contracts from across the industry.
www.highways.gov.uk
www.highways.gov.uk
JULY 2015
HIGHWAYS ENGLAND 13
HIGHWAY MAINTENANCE 15
JULY 2015
Driving innovation
in the roads sector
Charlie Henderson is a road expert at PA Consulting Group.
Here he discusses the results of a recent survey of the roads
sector and finds that innovation is a key issue
Most roads authorities in the UK and
their supply chain face a significant
challenge to deliver more
sophisticated roads infrastructure
safely, more quickly and more
cheaply. Furthermore, road users
and motor manufacturers have
increasing expectations they want
to use new technologies, they want
more granular information on the
status of the network to inform
route choice and they want greater
inter-connectivity.
Innovation has a key role to play in
helping meet those needs by providing
and maintaining smarter, more efficient
roads more cheaply. This is recognised
by stakeholders in a recent PA survey
of the roads sector 97 per cent of
organisations stated that innovation was
a key issue for the sector whilst 74 per
cent thought it was a key issue for their
own organisation.
Innovation is not just new technology.
Innovative also encompasses more
intelligent design and procurement of
infrastructure; building of infrastructure;
obtaining more and better information
from the operation of the network; and
enabling more intelligent operation
of infrastructure.
The problem is that while some
innovation is taking place in the roads
sector, its scope is relatively narrow.
Our research shows that 70 per cent
of organisations focus on incremental
innovation rather than breakthroughs.
One reason for this is that the sector
is safety-focused there is a culture of
maintaining extremely high standards
of safety for both those involved in
delivering transport services and those
using the transport network. This
means many organisations are wary
of significant innovation and therefore
focus on small-scale changes
Our experience of innovation shows
that it is not just about having a great
idea or invention - rather it requires
capability across a range of areas.
Organisations that fail to innovate
effectively typically lack one or more of
these capabilities. Our survey assessed
the innovation maturity of roads
organisations across the key areas. The
diagram summarises the results both
for highways authorities and for the
companies in their supply chain.
Our survey assessed the

innovation maturity of roads
organisations across key areas
PAs innovation performance

scorecard framework
Charlie Henderson
Market
insights
Committed
leadership
Clear strategy
Having the
right people
with the right
skills
Innovative
culture
Competitive
technologies
Effective
processes
Supportive
systems
Managed
projects
Sector capability map

Committed leadership
& supportive controls
Managed
projects
Very mature
Effective
processes
Market insight
& information
Clear strategy
and vision
No maturity
Supportive
infrastructure
& facilities
Competitive
technologies
Innovative culture
Highways authority
Creative people
Supply chain
16 HIGHWAY MAINTENANCE
It is interesting to note that highways
authorities see themselves as less
mature across all areas that contribute
to innovation than their supply chain.
Yet when we asked respondents who
the stand-out innovators in the sector
were, it was highways authorities that
were mentioned most often (TfL and
Highways England), though this was by
a relatively small number.
Highways authorities and their supply
chain made similar assessments of
their relative innovation maturity.
Both said that they tended to have
a clear organisational strategy and
a strong innovative culture; while
both acknowledged that leadership
of innovation and the supportive
infrastructure/facilities tended to be
poor. Overall, the responses suggest
that the supply chain brings additional
innovation capability to roads
authorities however this is not in areas/
ways that are fundamentally different to
their own skills.
The biggest gap between highways
authorities and their supply chain was
around the creativity of employees
here the supply chain believed they had
a clear advantage. This was also an area
where highways authorities assessed
themselves as having the lowest level
of maturity. While innovation was
seen to be a key issue, only 15 per
cent of respondents thought that they
were good at attracting and retaining
innovative people. Indeed staffing
more generally was seen to be a huge
challenge for the sector.
Innovation maturity
Interestingly, when asked to rate their
own organisations innovation maturity
against the rest of the sector, 68 per
cent rated their organisation as better
than average and 27 per cent rated
their organisation as average. This
suggests that while many organisations
recognised they had significant
innovation challenges, they believed
they were better positioned than many
others in the sector.
JULY 2015
and RSSB that involves the supply chain
to manage cross-industry research. At
present, there is no equivalent in the
roads sector.
Creating a vision
As part of the survey we asked
respondents what single factor would
most help improve the innovation
capability of the roads sector. The
most common response (16 per cent
of respondents) related to the creation
of a vision for the sector against which
the role of innovation could be clearly
understood. To some extent this need
has now been met with the publication
of the Roads Investment Strategy in
December 2014 (after the survey took
place). The next most common response
(13 per cent) related to the need for
stronger collaboration across the sector.
In many other areas (for example
the rail and automotive sectors), the
supply chain works together in an open
innovation model, sharing insight for
mutual benefit. There is demand for
this in the roads sector, but as yet no
structures to support it (such as the
FutureRailway programme).
The survey showed that there is clearly
a common desire at local, regional
and national level to increase the
effective capacity of the road network,
maintain the asset more effectively,
meet customer expectations and adapt
to a rapidly changing world. And they
know that this all must be done more
efficiently. Roads authorities, supply
chains and research communities
recognise that these challenges cannot
be met by doing more of the same its
just not enough.
Innovation has to be the answer to
increasing our collective capability and
effectiveness in the roads sector. We
can be more creative in how we improve
the materials we use, the products we
develop, our day-to-day operations,
the enabling processes we rely on and
how we learn from each other. The
challenge then is to increase the sectors
capabilities to exploit these changes.
One solution is to recognise the
increasingly diverse demands of
customers and make it progressively
more difficult for any single
organisation to meet these needs.
In other sectors, companies are
increasingly working across the supply
chain and with academia to produce
innovative, customer-focused solutions.
Companies are adopting a more
collaborative approach to innovation,
bringing together a broader range of
ideas, talent and intellectual property
from outside their organisation.
Fundamentally, this open innovation
approach recognises that solutions no
longer reside within one organisation.
Open innovation also allows companies
to focus in areas and capabilities
where they have a particular specialist
competence and work with others to
fill the gaps. Not only does this help
in terms of meeting complex customer
needs, it makes financial sense. Open
innovation can be cheaper with
development costs shared across a
number of organisations. By working
together, it also allows SMEs to focus on
their areas of expertise and punch well
above their weight.
Historically, organisations have innovated
behind closed doors. Now they need
to work with others as part of a wider
innovation eco-system. The roads sector
has a long history of working together,
for example to deliver infrastructure
projects, so it is well placed to move that
collaboration a step further to deliver
the innovation we need.
The roads sector is going through a
period of significant challenge, but it is
also a time of substantial opportunity,
in particular with the establishment of
Highways England and the additional
funding it has received. We all need to
come together to make the most of
that opportunity.
PA has run similar innovation maturity

assessments for other industries. Our
analysis of the rail sector (comparable
in terms of building, maintaining and
operating a dispersed infrastructure)
shows that they were stronger in
four areas. Their leadership was more
committed to innovation, they had more
competitive technologies and supportive
infrastructure and their culture of
innovation was stronger. It is worth
recognising, however, that the rail sector
did assess their innovation capability as
weaker in a number of areas relative to
the roads sector, in particular on overall
strategy and effective processes to
support innovation.
The results may also reflect that
innovation in the rail sector is supported
by the FutureRailway programme, a
collaboration between Network Rail
For more information, visit

www.paconsulting.com/transport
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JULY 2015
Meeting the demand

for materials
Surface Matters
Highways Englands delivery plan for principal roads and

the governments promised investment in the local network
brings with it a level of certainty that will allow the road
maintenance industry to invest for the future. But can it
cope? We talk to members of the Asphalt Industry Alliance
(AIA) about their plans for meeting increasing demand
Demand for road surfacing
materials is increasing and the trend
is set to continue with Highways
Englands promise to deliver the
largest investment in the countrys
principal roads for a generation.
The promise lays down a challenge
to the companies that produce and
lay asphalt as there has been a huge
contraction in the sector following
years of recession.
In the mid-1990s UK asphalt
consumption was estimated at around
35 million tonnes a year. By 2012 this
had fallen to below 20 million tonnes.
The impact of this was a big reduction
in capacity as production plants were
mothballed or closed, jobs were lost
and there was an understandable
reluctance to invest in new equipment.
But the brighter outlook has prompted
the major asphalt producers to increase
investment in skills, capacity and
technology. In 2015 alone, Lafarge
Tarmac is taking on 33 graduates, 80
apprentices and five higher apprentices.
We have also made multi-million
pound investments in sites and
equipment to meet market demand and
ensure we are able to help our clients
understand, construct and maintain
their road assets as sustainably, safely
and efficiently as possible, said Paul
Fleetham, managing director of Lafarge
Tarmac Contracting.
Weve built the UKs largest asphalt
manufacturing and storage facility
adjacent to the M25 that extends our
supply capabilities in the south, and
our contracting division has expanded
its fleet with over 100 new energy
efficient machines and trucks.
Bringing plants back on line

Hanson UK is also making considerable
investment to ramp up production by
bringing three mothballed plants back
on line and opening a new facility in
South Wales.
The Craig yr Hesg plant was
commissioned in April while
Keepershield in Northumberland, St Ives
in Cambridgeshire and Tytherington

in South Gloucestershire returned to
production in May.
The upturn in work on the national
road network has also prompted
Hanson Contracting to invest in six new
Atlas Copco Dynapac pavers, which
have a number of environmental and
safety benefits.
Breedon Aggregates has made
substantial investment to give it flexible,
high capacity mobile operations
which will allow it to supply increasing
demand in Scotland and the south
of England.
Paul Fleetham,
managing director
of Lafarge Tarmac
Contracting
We have bought both secondary

and tertiary mobile crushing facilities
to complement our existing primary
crusher, said Alan Morrison, finance
director at Breedon Aggregates.
They will predominantly be focused
on producing high quality, high PSV
chippings for both high performance
asphalt production and surface
dressing applications.
FM Conway made some difficult
decisions to invest at the height of
the recession. In 2008 it bought a 10
million facility (now its Erith asphalt
plant), which manufactures materials
predominantly from recycled road
planings. This investment was repeated
in 2013 when it developed a second
plant near Heathrow.
These sizable investments were
undoubtedly seen as risky by
our peers, explains David Smith,
development director at FM Conway.
However, we had confidence that
they would allow us to take advantage
of new opportunities once the
economy began to recover and this
approach has been vindicated in the
remarkable growth weve experienced
in recent years.
Bitumen is a key constituent of asphalt
and the producers are also gearing up
for increasing demand. Jim Christie,
UK and West Europe area director for
Nynas, said: We have acquired import
facilities on the Thames, adding to the
capacity available from our refinery
David Smith,
development director
at FM Conway
Jim Christie, UK and

West Europe area
director for Nynas
on the Wirral, and other resources at

Teesport and Dundee. We are also
considering further investments.
Other companies in the bitumen sector
have made similar preparations, and
all agree that investment will also
be needed to attract and train new,
younger people into the industry.
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JULY 2015
An arial view of the scheme

Images courtesy of:
Devon County Council
Linking
South Devon
The Aller Tunnel carries the new A380

dual-carriageway over the Torquay branch line
Martin Ramsey and Tony Lockyer from

designer Ramboll reflect on some of the
key civils design challenges faced by its
multidisciplinary team since work began
on the A380 South Devon Link Road in
the autumn of 2012
Before the new 5.5km South Devon
Link Road officially opens to traffic
in December it is to play host to a
number of local community events
organised by the contractor and
Devon County Council (DCC),
including a 3k colour-road-rush,
all of which serves to highlight the
celebration this road is generating.
After more than 50 years in the
planning, and a huge effort and
financial commitment from DCC and
Torbay Council, the blasting of runners
with neon powdered paint as they make
their way down the dual carriageway
will be a fitting finale to the obstacle
race that has accompanied these long
awaited improvements to a strategic
road of upmost regional importance.
existing A380
for the first 2km
before turning
west over the
Torbay branch line
and bypassing
Kingskerswell
along the Aller Brook watercourse. It
will provide a safer, less congested, and
faster route for through traffic, with
the existing road remaining to provide
a quieter route for local traffic, buses,
cyclists and pedestrians.
The northern online section squeezes
between the railway, the housing at St
Lukes Road/Aller Park Road and Aller
Brook. The steep side long ground here
required major retaining walls up to
10m in height.
While there is still much to do the

scheme is now largely complete thanks
to contractors Galliford Try/SIAC.
From the road-building point of view,
design highlights for the improved
access to Torbay and South Devon
include multiple rail bridges (with tight
possession dates), road structures
(squeezed between houses, railway
and river), environmental/water issues
(badger tunnel, refuge for reptiles, fish
culvert), reuse of site materials, and
the many underground utilities at Penn
Inn roundabout.
Two way traffic has been maintained

on the A380 at all times, a major
influence on the design of the walls,
and wherever possible temporary and
permanent works have been combined.
In one location the site was so narrow
that a combination of soil nails and
reinforcement was used. The nails
provide temporary support to the
excavation and were then connected
to geogrid reinforcement in the wall,
significantly reducing the overall
width. Rambolls meticulous modelling
enabled wall heights to be reduced, and
some walls were deleted altogether.
Solutions to a
congested site
Working over the railway
The new carriageway crosses Penn Inn

roundabout, running in line with the
In total the scheme requires three

major road structures over the Torquay
branch line. The longest is the Aller
Tunnel, which is a 21m span, 270m long

structure carrying the highly skewed
A380. The preferred solution comprises
U shaped, pre-cast beams placed on
high level bank-seats, in turn supported
by reinforced earth abutment walls.
Extensive ground improvement works
were achieved with an innovative soil
technique using cement bound site-won
fills. Sophisticated numerical analysis
of the ground stabilisation process and
the detailing of ground strength targets
ensures that excavations were kept to
a minimum, and settlement kept within
prescribed limits. Ramboll worked with
the South Devon Link Road partnership
(DCC, Torbay Council and Galliford Try)
to reassure Network Rail of the integrity
of the solutions. The works were
carried out successfully with real time
monitoring of rail movements.
There are also four culverts installed
by cut and cover methods through
the rail embankment as part of flood
relief measures. Keyberry Culvert in
particular posed a significant challenge
to the design team when possession
was organised at short notice in
collaboration with Network Rail, DCC
and GT, to take advantage of the
Dawlish storm damage rail closure in
January. The entire design, including
checking and certification, was carried
out successfully in less than one week.
Highway structures scheme developments

A total of 36 structures including
nine major road bridges, the flood
alleviation culverts, and retaining
walls were developed by Ramboll
in liaison with DCC.
JULY 2015
Aller Tunnel pictured in the
background, with Aller Junction
in the foreground
The centrepiece of the scheme

is Penn Inn flyover an elegant
three span 154m steel composited
bridge, with an open aspect
for pedestrians crossing the
roundabout. There are many
underground utilities and, by
adjusting the span arrangements
to minimise diversions, substantial cost
savings were made.
At Aller Junction, Ramboll provided
expert advice on the changes that
needed to be made to the Published
Side Road Orders regarding a
modification to remove a skew bridge
beneath the new road so that DCC were
able to accept the revised layout.
Another design challenge was the
protection of a high pressure trunk
gas main crossing the route 8m below
ground. Rambolls solution was a
structure designed to limit ground
movements and also enable future
access to the main. This was achieved
with a single span portal structure
utilising precast reinforced concrete
beams, with a large diameter secant
piled wall. The abutment wall was
SURFACE DRESSING
MICROASPHALT
SLURRY SURFACING
RETREAD
DURAPATCH
designed as propped embedded

retaining walls, with an exposed height
of 13m at maximum excavation.
Environmental design
challenges
The scheme specified several mammal
crossings. One particular badger route
was now in a cutting and required a
tunnel with steep slopes and flooding
protection. The unusual solution
included sumps in the underpass to
collect water and pipe it away, and
roughened concrete to allow badgers to
climb inside the tunnel.
The scheme also includes a culvert
designed to promote the passage of
fish upstream. This is over 100m long
and has a series of areas where fish
can rest. To make the channel more
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naturalistic, stones in a range
of sizes were laid on the bed to
provide variable flow conditions.
Site ecologists also developed a
reptile refuge, creating a habitat
that will benefit a range of species,
and which features re-used
material from the site.
A key sustainability objective was
to recycle as much material from
the site as possible, reducing
lorry movements. The weathered
Breccia contained a high
proportion of fine material which
initially appeared to be unsuitable
for specialist fills and pavement
formations. However appropriate
testing demonstrated that it could be
useful in a wide range of applications
without concern over long-term
performance or durability.
Benefits of the scheme

The A380 between Penn Inn, Newton
Abbot and Kerswell Gardens, Torquay is
one of the most choked up and heavily
used roads in the region, carrying over
35,000 vehicles a day. The improved
road scheme is expected to bring
lasting economic benefits, including the
creation of nearly 8,000 jobs in South
Devon, with around 3,500 of these in
Torbay. It is also predicted that the
new road will remove 95 per cent of
traffic from Kingskerswell, restoring and
revitalising the villages tranquillity.
JULY 2015
End of the road for

inaccurate tyre pressures
With shocking new data revealing the state of the
UKs tyres, WheelRight chief executive John Catling
outlines why pressure levels can no longer remain
an underinflated issue for Britains drivers
Not only is tyre under-inflation

a safety issue its also stopping
our roads from moving smoothly
John Catling
The lowest tyre motorist tyre pressure
reading weve taken was a very low, and
very dangerous, score of just six psi. An
accident waiting to happen indeed to
contextualise this figure, the correct
score should have been closer to 30.
HGV drivers and motorists have been able to get

their tyre pressures checked at Keele Services
But weve seen first-hand that motorists

are keen to learn more about action they
can take to keep their vehicles safe. If a
motorist using our system receives a low
pressure reading, our on-site support
team at Keele Services will direct drivers
to the air machines located a few metres
away and provide advice on how to
inflate tyres correctly and to what level.
A significant proportion of the drivers
were trying to help take our advice.
One even said he would complain to
his garage that his car was declared
fit to drive after an MOT, despite the
results from our systems reading which
revealed that all his cars tyre pressures
were at unequal levels.
Since March 2015, weve been

conducting a pilot of our drive-over
tyre pressure system in association
with Highways England and
Welcome Break at Keele Services
on one of Britains most notorious
traffic black spots the M6. With
free checks available to both HGV
drivers and motorists, we have been
working hard to raise awareness
that tyre pressure is a major safety
issue and to educate drivers on how
they can keep their tyres correctly
inflated, and thus safe.
Over the course of the pilot, we have
collated some shocking statistics after
taking thousands of readings which
reveal the state of both motorist and
HGV tyre pressure levels. One in eight,
or 12 per cent, of motorists tyres are
dangerously underinflated. Meanwhile,
25 per cent of cars will have one
dangerously underinflated tyre.
On the HGV side, weve found that
the average lorry will be running with
at least one underinflated tyre at any
one time.
Underinflated tyres can kill

To give this data some perspective,
every year, the UK sees approximately
25 deaths and nearly 1,500 serious
accidents* every year attributed to
poorly inflated or defective tyres. We

believe that lack of awareness on the
impact tyre pressure can have on road
safety is putting our drivers at risk.
Automation beats
manual checks
Not only is tyre under-inflation a safety

issue its also stopping our roads
from moving smoothly. Highways
England data reveals that 21 per cent
of all breakdowns which occurred
from April 2013 to September 2014
concerned a tyre or wheel issue. This
percentage is taken as an average from
an overall total of nearly 3,700 incidents
a month a significant number of
events that could easily be prevented.
Such incidents also cause long delays
during the clean-up and clearing
process, which also costs the taxpayer a
significant amount of cash.
Not only is this dangerous, its also

highly costly to fleet operators. On
average, 10 per cent tyre underinflation
costs an extra 1,000 each year in
additional fuel costs.
Low motorist awareness

Awareness of the impact correct tyre
pressures can have on road safety is low
and education for motorists is limited.
Learner drivers are not taught to
measure their tyre pressures during the
theory or practical test. Once qualified,
there is little opportunity for licensed
drivers to acquire this knowledge. Tyre
pressure is not checked during the
MOT process, for example. Somewhat
shockingly, a visibly underinflated tyre
would not disqualify a vehicle from
being declared safe to drive.
The feedback weve gained from a

sample of HGV drivers reveals a general
assumption that tyre pressures have
been checked and are thus correct
when their lorry is declared fit to leave
the depot.
By no means do we wish to point the

finger and suggest the industry is being
remiss when it comes to road safety it
has been using the tools it had available
to make sure its vehicles are safe.
But the industry is relying on manual
processes of tyre pressure checking
which clearly do not always occur.
Guranteeing peace of mind

We believe that regular tyre pressure
checks offer significant cost and safety
benefits to all drivers not to mention,
peace of mind. We have no doubt that
accidents could be reduced through
raising greater awareness of the impact
a badly underinflated tyre can have on a
vehicles safety. Better safe than sorry.
* Road Safety Observatory April 2014
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28 SOFTWARE & IT
JULY 2015
Highway to BIM
Level 2 BIM must be used

on all centrally-funded
construction projects by 2016
Mike Shilton
Everyone in the highways sector is at

different stages of the BIM journey
With less than six months to go until the governments 2016 deadline, there is still
uncertainty about BIM compliance in the highways sector. In this article, Mike Shilton,
product director at traffic management software developer Keysoft Solutions,
discusses how BIM will affect the highways industry and outlines a 10 point checklist
to help achieve Level 2 compliance
Earlier this year, Keysoft Solutions
held a BIM focus group which was
attended by representatives from
the Institute of Highway Engineers
(IHE) and local authority and
major infrastructure companies.
When discussing the challenges in
achieving BIM Level 2 compliance,
it became clear that there was still
confusion about which projects will
and wont require BIM from January
2016, as well as concerns about
the involvement and investment
required from the highways sector.
The UK government has mandated
that Level 2 BIM must be used on all
centrally-funded construction projects
by 2016, including infrastructure.
This means that to work on these
projects, highways professionals need
to be able to collaborate with central
government departments and ensure
their technology and processes are BIM
compliant. The picture surrounding
local authorities is less clear as they
are not part of the mandate but there
is an expectation that many of them
will use BIM on appropriate projects
and in the private sector, BIM is also
already a prerequisite on many large
capital projects.
What is clear from our discussions is

that everyone in the highways sector
is at very different stages of the
BIM journey, those working on large
infrastructure projects are likely to
be well along the BIM route already,
whereas smaller organisations may be
just starting out. Highways engineers
may be able to deliver the BIM
requirements with very little change on
some projects, while on others it may
require investment in skills and software.
So with just six months to go, weve put
together the following 10 point checklist
to help guide highways and transport
professionals through the BIM level 2
process and show how to overcome
some of the challenges along the way:
BIM compliance checklist

Start at the end work out if and why
as an organisation you need to do BIM
and what you want to achieve in doing
so. Talk to your clients, design partners
or central government departments and
find out whether you need to actually
be BIM level 2 compliant to work with
them from January 2016 or in the future.
Dont go out and panic buy expensive
software People often make the
mistake of thinking the solution to
achieving BIM lies in buying new

expensive software and hardware.
Above all BIM is a process; one piece of
software does not make BIM.
Ask more questions If you do need
to be BIM compliant, then ask more
questions. Every project is different, so
ask each client what they mean by BIM
and find out what information you will
need to provide and in what format.
Security At this stage discuss data
security. There are secure cloud
storage services which are free, such as
Dropbox and Google Drive. However,
if data security is critical then there
may be no choice but to invest in more
secure systems.
BIM execution plan For each project
there should be a BIM execution plan
(BEP). This should be agreed at the
outset and define the standards being
adopted, outputs required, when these
should be supplied and in what format.
It may stipulate the software to be
used but in most cases this can be
accommodated by imports and exports
from existing software.
Can you deliver these requirements?
Starting with the BIM execution plan,
work back and see if you can deliver
your clients requirements through
JULY 2015
your existing software, processes

and people or whether change or
investment is required. Try to work
with what you know and do already.
Review your own software
capabilities before buying new If
you already use any of the Keysoft
Solutions traffic software, the good
news is that our software already
helps you to achieve BIM Level 2
compliance. Anyone already using
our software is working to at least
BIM Level 1 but it also enables them
to prepare Level 2 data. So it is just
a matter of ensuring you have the
right collaboration and information
sharing processes in place.
Assess your skills The skills
shortage in the industry is well
documented but this doesnt need
to necessarily be a barrier. Assess
the BIM requirements against the
skills of your own team and see if
it can be delivered. If not, decide
how this can be achieved, i.e. though
training, outsourcing or recruitment.
Is it worth the investment? If change
is required, for example training,
outsourcing or new software, this has
less to do with BIM and becomes an
important business/financial decision,
i.e. is the project or client so important
that you are willing to change your
current practices and software? The
level of investment is then up to you to
SOFTWARE & IT 29
Talk to your
clients
Talk to your
employees
Invest in
training
Set realistic
targets
Your BIM
implementation
plan
Identify
suitable
projects
An illustration of how to implement BIM

decide, based on possible returns and
future opportunities.
BIM is not something you can switch
on like a light bulb. Like any other
business or strategic decision, we
recommend you develop your own

BIM implementation plan. This is your
organisations blueprint for introducing
BIM over a period of time and should
align to your three to five year
business plan.
For free BIM compliant software downloads, along with a downloadable BIM
guide, checklist and jargon buster, visit www.keysoftsolutions.com/bim
30 EYEBROW
30
SOFTWARE & IT
JULY 2015
Highway
to efficiency
Jason Ruddle from
Elecosoft UK uses
his experience in
deploying Asta
Powerproject to
outline some of the
project challenges and
needs of highways contractors
Safe for cyclists - high

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Most businesses today look to drive efficiencies and

savings and support more effective working, clearer
business visibility and smarter management decisions.
Leaders know that the key often lies in managing
information better - especially in project-centric
industries, such as engineering, where there can be a
morass of information flows and types.
All businesses manage multiple activities, but infrastructure
engineering and maintenance firms more than most. They
commonly have a level of project multiplicity an order of
magnitude higher than project managers in many industries
can envisage. In larger firms it is common to have hundreds of
geographically dispersed, concurrent projects. Our customer
FM Conway can have between 200 and 500 individual projects
either underway or in planning. That is not unique: Graham
Roebuck, chief planner within Skanskas UK infrastructure
services division, told us: At any time we might have anywhere
between 80 and 200 individual projects underway, starting and
ending at different times.
Business visibility
Elecosoft has worked

with Skanska
FROM
Seeing activity, commitments and risks across multiple

projects, and understanding whether you are meeting customer
expectations, is not easy. From the vantage point of the
executive office it can be like looking through a kaleidoscope for
a clear view. DIY spreadsheets and manual processes are often
prevalent, yet totally inadequate; there is a real need for fit-forpurpose platforms. Maintaining visibility is just as important
at team and project level. Many firms turn to enterprise-wide
project management software to gain business visibility.
Executive teams benefit from clear rolled-up information to help
them steer the business and make investment and hiring plans.
Dashboards enable them to drill down if they want to assure
SignPost
SO LU TIO N S LT D
SOFTWARE & IT 31
hly visible to motorists

S 2TWENTY bollard.
ion
FM Conway can
have between 200
and 500 projects
either underway
or in planning
themselves about progress and client delivery. On the ground,
information can be taken out of the system to enable clear,
visualised planning and communication. Enterprise-wide project
management not only helps individual projects deliver on time
and on budget, but delivers a raft of practical benefits.
NEW
Maximise equipment
TWENTY
Contractors are highly dependent on plant and equipment

assets. These are a significant financial commitment, so
maximising their use is vital. Not only must firms plan their
equipment needs to be and when, they must track usage and be
sure they can support all current and future commitments. Paul
Cerexhe, business omprovement manager at FM Conway told
us: We have a significant number of assets, such as planing
lorries, asphalt lorries, grab lorries and JCBs, and we needed a
clearer view of what we had and what we might need to buy in
the future. Their PM-enhanced approach now enables them to
coordinate and assign assets including 4000 vehicles.
Plan people
Making smartest use of skilled people is vital in highways
businesses which are labour intensive and require many trades.
FM Conway has more than 2,000 staff, but assignments are
tricky where individuals may have multiple trades, certain
licenses and different levels of supervisory experience. Today
they use project software to create robust, shareable assignment
plans although Cerexhe explained: Before we did it this way
everyone had their own systems to track assets, developing
personal spreadsheets and methodologies for doing the same
things. It made it hard to share information about this aspect.
Monitor clashes
Tight project control also enables businesses to automate
the detection of clashes between different priorities. A large
enterprise like Skanska may have 200 active critical paths
so must be certain it can monitor and track activities and
resources, and ensure that nothing goes off track.
Ideal for numerous applications

t: +44 (0) 121 506 4770
f: +44 (0) 121 506 4771
e: traffic@signfix.co.uk
www.signfix.co.uk
Unit 5,
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The Parkway,
Tipton
DY4 0QA
United Kingdom
Avoid reinvention
Contracts such as lighting maintenance or resurfacing
often feature a high degree of repetitive work. Planning this
repeatedly is a thing of the past with reusable project templates.
Skanska says: On each type of job well have a template for
work on structures, one for work on resurfacing, and so on,
each one preloaded with the typical cost-loaded resources.
We can then do things like track our design, estimating and
project management resources across schemes, and track
each one against its budget. As we move through our various
predefined gateways (such as design, pricing, governance and
mobilisation) we can see how things are changing.
Highways contractors depend on delivering complex projects
and resourcing a constant flow of activities. They can succeed
in improving efficiency but to do so, may need to recognise
that informal systems may not be up to scratch. Through
quality project management software, information sharing
and best practice templates, they can create routes to a more
effective future.
Wednesday 14th October 2015
Lancaster London W2
GIFT OF THE GAB...

Announcing Gaby Roslin as the Highways
Magazine Excellence Awards 2015 celebrity host
To host the evening, we are delighted to announce that Gaby
Roslin will be joining us. Gaby first made her mark co-hosting
Channel 4s Big Breakfast with Chris Evans where the two
reinvented early morning television. Then came a variety of
holiday and travel-based programmes. She has presented across
the TV schedule, from Children in Need to Life Begins and also
starred as Mama Morton in Chicago. Her witty anecdotes and
warm nature will make her the perfect host.
Providing an element of fun to the evening will be John Roberts,

aka the Mad Badger, who will be happy to draw a caricature of you
and your colleagues.
Then to round off the evening, listen to the amazing acoustic

set of Greg Matthews. A leading talent on the London scene and
a great end to what will prove to be a fantastic night. Greg has
played hundreds of shows throughout Europe. His own material has
reached thousands of fans online, most notably reaching number 12
on the iTunes singer-songwriter chart.
Book your table now at www.hmea.co.uk

Any queries, please contact Jan Gray on 07542 929815, email jan@aladltd.co.uk.
JULY 2015
EYEBROW 33
TRAINING 33
Answering the demand for

road maintenance skills
The impact of cuts in training budgets and the retirement of an ageing workforce
mean that local authorities are losing road maintenance skills, knowledge and
expertise. Increasingly, they are turning to industry associations to provide a training
resource, reports Howard Robinson, chief executive of the Road Surface Treatments
Association (RSTA)
The need for a well-trained
workforce for road maintenance is
underlined by its inclusion in the
National Highways Sector Scheme
13 that calls for those companies
working under the scheme to
be able to prove workforce
competence. A competent
workforce increases productivity
and quality of work, improves
health and safety and has an
important impact on the bottom
line. However, despite these obvious
benefits the financial pressures
being placed on local authority
highway departments means that
they are having to severely cut-back
on in-house training programmes
and have limited programmes for
up-skilling inexperienced staff who
are replacing staff that are retiring
or leaving.
The negative impact of this is now

being felt as local authorities are
increasingly finding they do not
have the expertise or experience to
undertake the asset management
planning and delivery of efficient road
maintenance programmes that are
now being called for by government as
essential requirements if they wish to
obtain additional road funding.
Recognising the problems being
faced by local authorities, the RSTA
has developed a training programme
for the road maintenance sector. The
programme offers specific training in
road surface treatments such as surface
dressing, slurry surfacing, high friction
surfacing and carbon foot-printing as
well as seminars that explain the full
range of road surface treatments and
also provide pre-season workshops
for workforce induction. All RSTA
training courses are CPD approved
and are linked to Sector Scheme 13 for
the supply and applications of surface
treatments to road surfaces. They also
meet the requirements of maintaining
HAPAS certification for high friction

surfacing. Sector Scheme 13 requires
supervisors to attend RSTA training
courses on surface dressing, slurry
surfacing, retexturing, spray injection
patching, deep in-situ recycling,
geosynthetics and steel meshes
every five years in order to maintain
registration to the scheme.
In addition, RSTA provides access to
government funded specialist up-skill
training for operatives, supervisors and
managers leading to NVQ levels 2, 3, 4
and 6.
The training courses are often delivered
in-house at local authority premises to
deliver economy of scale.
Forced to cut back on workforce
training and investment in professional
development is creating knowledge and
expertise gaps within local authority
highway departments.
Last year RSTA trained over
500 operatives, supervisors and
management. We expect this trend
to continue.
Our programme offers specific

training in road surface treatments
Howard Robinson
The RSTA has developed a

training programme for the
road maintenance sector
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JULY 2015
TRAINING 35
Ensuring quality in highways

Ian Walsh, a senior consultant at Road Consultants, discusses National Highway
Sector Schemes (NHSS) and what benefits they give to contractors and clients
National Highway Sector
Schemes were developed by the
County Surveys Society (now
the Association of Directors
of Environment, Economy,
Planning & Transport (ADEPT)
and Highways Agency (now
Highways England HE) with the
cooperation of UK Accreditation
Service [UKAS], certification
bodies and industry, more than
15 years ago.
The purpose was to ensure
that long term contractors and
their subcontractors retain full
responsibility for the installed
quality and can demonstrate they
have done so. However, the ultimate
clients still have the responsibility
for highway safety and ensuring
value for money which can only be
demonstrated by ensuring durability
for a period possibly longer than the
term contract.
BS EN ISO 9001 provides the basic
documentation for quality assurance
and National Highway Sector
Schemess provide more detail for
highway construction. Independent
professional certification bodies
provide an audit service to their
contractors quality management
system. It generates a more level
playing field between contractors,
transferring responsibility for quality
firmly to the contractor, and provides
detailed guidance to certification
bodies on their audit function so that
competition between certification
bodies can be fostered.
The underlying principal underpinning
NHSS is that a good quality system
delivers a good quality product all of
the time.
The quality of the manufacture of
highway products is largely covered
by the factory production control
[FPC] processes within European
standards. The current NHSS schemes
have been amended to take this into
account concentrating on installation.
There are now 24 schemes produced
covering a wide range of highway
construction activities as listed in
the table opposite, the latest being
NHSS 23 for patching works and
recent updates to NHSS 30 small
element paving, NHSS 18 landscaping,
9A temporary road signs and NHSS
7 road markings and road studs.
There is also a suite of documents
as NHSS 0 which describe the
Sector Scheme Document for Land Drilling - Geothermal Drilling (Edition 1, Sept 2011)
Sector Schemes for Quality Management in Highway Works

Scheme 2A
Sector Scheme Document for the Design and/or Supply, Installation

and Repair of Fences for Infrastructure Works (Edition 14,
November 2014)
Scheme 2B
Sector Scheme Document For the supply, installation, maintenance and

repair of Vehicle Restraint Systems (Edition 12, October 2014)
Scheme 2C
Sector Scheme Document for the Design, Supply, Installation and

Repair of Environmental Barriers (Structural) for Infrastructure Works
(Edition 5, January 2014)
Scheme 3
Sector Scheme for Stocking and Distribution Activities for Mechanical

Fasteners (Edition 5, January 2015)
Scheme 4
Sector Scheme Document for Preservative Treatment of Timber

(Edition 7, December 2011)
Scheme 5A
Sector Scheme Document for the Manufacture of Parapets for Road

Restraint Systems (Edition 4, June 2008)
Scheme 5B
Sector Scheme Document for the Installation of Parapets for Road

Restraint Systems (Edition 6, September 2013)
Scheme 6
Sector Scheme Document for Minor Structures (Edition 8,

October 2014)
Scheme 7
Sector Scheme Document for The Application of Road Marking

Materials and Road Studs to Road Surfaces (Edition 7, May 2015)
Scheme 8
The Overseeing and / or Installation and / or Maintenance of Highway

Electrical equipment and supporting works (Edition 19, October 2014)
Scheme 9A
Sector Scheme for the Design, Assembly and/or Provision of

Permanent and temporary road traffic signs (Edition 7, May 2015)
Scheme 12A/12B
Sector Scheme Document For static temporary traffic management

on motorways and high speed dual carriageways including on-line
widening schemes (Edition 5, December 2014)
Scheme 12C
Sector Scheme Document for Mobile Lane Closure Traffic Management

on Motorways and Other Dual Carriageways (Edition 10, April 2015)
Scheme 12D
Sector Scheme Document for Installing, maintaining and removing

temporary traffic management on rural and urban roads (Edition 8,
April 2014)
Scheme 13
Sector Scheme Document for the supply and application of surface

treatments to road surfaces (Edition 4, April 2015)
Scheme 14
Sector Scheme Document for the quality management of the

production of asphalt mixes ((Discontinued)
Scheme 15
Sector Scheme Document for The Supply of Paving Bitumens

(Discontinued)
Scheme 16
Sector Scheme Document for the Laying of Asphalt Mixes (Edition 6,

January 2014)
Scheme 17/17B
NHSS 17/17B
Sector Scheme Document for Vehicle Recovery at Highway

Construction sites (17) and Vehicle Recovery and Removal on Control
Roads (Edition 3, April 2013)
Scheme 18
Sector Scheme Document for the Natural Environment and Landscape

including Ecology for Infrastructure (Edition 14, May 2015)
Scheme 19A
Sector Scheme document for corrosion protection of ferrous materials

by industrial coatings (Edition 8, October 2014)
Scheme 20
Sector Scheme document for the Execution of Steelwork in

Transportation Infrastructure Assets (Edition 6, December 2014)
Scheme 22
Sector Scheme document for the Management, Operation, Installation

and Maintenance of Road Tunnels (Edition 2, September 2010)
Scheme 23
Sector Scheme Document for Small Scale Pavement Repairs (Edition 1,

May 2015)
Scheme 29A
Sector Scheme Document for Land Drilling - Geothermal Drilling

(Edition 1, September 2011)
Scheme 30
Sector Scheme Document for the Installation, Maintenance and Repair

of Modular Paving (Edition 2, May 2015)
36 TRAINING
The underlying principal
underpinning NHSS is that a
good quality system delivers
a good quality product all of
the time
operation of the schemes. Each schemespecific document can be downloaded
from www.ukas.com/information_
centre/publications.asp. All certificated
contractors must log their certification
and scope on www.scheduleofsuppliers.
co.uk which is searchable by company,
location and certification body, a most
useful service for contractors looking for
subcontractors and clients producing
tender lists.
Public sector clients using the HE
Specification for Highway Works in their
procurement contracts, and contractors
implementing such contracts, must
use NHSS certificated contractors/
subcontractors. NHSS applies, however
small the task. For example any works
on an active highway require traffic
management for small works must
satisfy the requirements of NHSS 12,
normally NHSS 12D.
Whilst most NHSS have many suppliers
listed, it takes time for a company to
satisfy the certification body and two
of the latest NHSS are not yet fully
developed, NHSS 23, where a number
of contractors are still working towards
it, and NHSS 30 which still only has one
contractor, FM Conway certificated,
though others are expected before
the year end. Both of these schemes,
as is NHSS 18, are in fields where
workmanship can have a significant
impact on the quality of work done.
There are a number of certification
bodies not accredited by UKAS. These
have no role in NHSS.
Quality management
system documentation
The sector scheme documentation
spells out the relevant detail for that
scheme for use by certification bodies
in conjunction with BS EN ISO 9001.
The documents can also be used by a
contractors QA staff and customers
to help identify particular important
features of a scheme. Each schemespecific document can be downloaded
from www.ukas.com/information_
centre/publications.asp. NB BS EN ISO
9001 is being extensively revised and
republished in the Autumn of 2015, but
there is a transition period for existing
certificated companies.
The quality management system
contains all the key elements to ensure
the consistent installation of a product.
These should be familiar to most
people, as BS EN ISO 9001 principles
are now widely used by clients and
consultants. Some key ones may be
summarised here:
JULY 2015
A quality plan to set out how the

contractor will address all the
problems that will need to be solved
during the installation process, and
may be generic to the scheme. It will
also contain a method statement for
a particular job. In it, or elsewhere
in the contract (e.g. Appendix 1/5),
are described the essential quality
control tests which the contractor
will carry out to demonstrate
compliance. It is rare for
independent inspection and testing
of installation to be necessary,
however, scrutiny of the contractors
test results is strongly recommended
N
ew entrants complete an
apprenticeship leading to a NVQ
Level 2
Documents giving a detailed record

of what, when, how, by whom and
what with, tasks are to be carried
out and the results of inspections
and testing. As most clients or even
main contractors are no longer
supervising site works, the quality
records developed on site become
the key proof of works done. A
number of public sector clients
now work on the principle that no
records no work done no payment
made. This has proved to be a most
effective discipline. Most NHSS
describe the contents for these
records in Appendix A
Note: Many plant cards are awarded

on the basis of a training course
alone. Although the training may
accord with NOS, this is nevertheless,
training, under controlled conditions,
and not competence as demonstrated
through the acquisition of experience
of operating a machine under a
range of conditions, in a working
environment. Employers need to
recognise this key difference, and
ensure that inexperienced workers
are carefully managed and their
experience developed.
The clients order documentation

and details of the review of these
prior to accepting the order
[contract review] to ensure they are
practicable, appropriate resources
are available for the tasks and they
are possible in the timescale
Policies for procurement and
subcontracting, but only using CE
Marked products (if they exist) and
NHSS certificated companies
Details of the internal audit process
normally every aspect of the
process is covered over a 12-month
period, including site works, by
the contractors own auditors.
This is a most important quality
control mechanism and is taken
seriously by most contractors. Small
companies may need to use the
services of a subcontract auditor.
The certification body auditors
ensure that the internal audit is
a thorough investigation of the
contractors activities
Details of the training and
competency requirements for staff
and operatives. This has proved
to be one of the most important
requirements (details are contained
in NHSS documents Appendix C), as
it directly affects the quality of work
done on sites and impinges directly
on costs, recruitment and retention
and job satisfaction.
Typical requirements are that:
Managers secure registration at
the appropriate level with the
Engineering Council
T
hat all operatives, supervisors
and managers hold, or be working
towards, qualifications with a
relevant competent outcome as
listed in the NHSS documentation.
For those using plant machinery within
the scope of their work, competency
should only be recognised against
qualifications mapped within the
Qualifications Credit Framework
(QCF) which has replaced the National
Qualifications Framework (NQF).
Operative competency has to

be demonstrated by having a
CSCS card endorsed for relevant
qualifications linked to national
occupational standards.
Conclusion
The NHSS process is now well
established in the highway construction
industry and the individual committees
that monitor and control each scheme
contain representatives of major
clients, trade bodies and certification
bodies who ensure the documentation
continues to be relevant to them and up
to date.
There is no doubt that the schemes, in
conjunction with CE Marking and health
and safety legislation, have made a
significant impact on the quality and
consistency of quality of installations in
the highways business. This has had the
effect of clients being more confident
in the quality of work provided by
certificated contractors. A corollary is
that clients are more willing to accept
innovation from such contractors as
they know it will be implemented in
a controlled way, and to enter into
collaborative working. Numerous studies
have shown that trained and competent
staff doing good work have more pride
in their job and are therefore more likely
to remain in the industry.
It was said in the early days that formal
quality assurance systems were too
bureaucratic and expensive for small
contractors. This has not proved to be
the case. Labour only subcontractors
can readily be absorbed with a NHSS as
long as they have the appropriate valid
competency card.
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JULY 2015
BARRIERS 39
A temporary steel barrier has been

installed on a section of the M3
Road workers
are at the peril
of unaware and
careless drivers
Safety in steel
Highways England (HE) continues to improve
road assets while increasing the need for efficient
temporary barriers. Mathew White, project manager
at Highway Care, discusses the reasons why steel barriers
are the natural selection to meet HEs delivery requirements
Highways England will invest
11 billion in the modernisation of
the network and maintenance of
existing assets. Smart motorways
are set to expand according to HEs
recent delivery plan for 2015-2020.
This all signifies the increased
need for temporary works barrier;
a requirement on high speed roads.
HEs primary delivery plans focuses on
improving the safety of all customers,
partners and workforce, increasing
road capacity, delivering value for
money and demonstrating efficiency
while improving air quality and
the environment.
Current projects
In the November 2011 Autumn
Statement, the Chancellor announced
that the M3 Junction 2 to 4a would be
upgraded to a smart motorway as one
of six growth schemes which would be
prepared for construction before 2015.
Balfour Beatty, the international
infrastructure group, was awarded
the 129 million scheme to upgrade
a 13.4 mile stretch of the M3 through
Hampshire and Surrey to a smart
motorway. The upgrade, for the UK
governments Highways England, will
increase capacity, reduce congestion
and shorten journey times for the
120,000 motorists who pass through
this part of the network every day.
The challenge
Throughout the construction period on
behalf of HE, Balfour Beatty would need
to protect the 500 strong workforce
along one of the busiest motorways in
the UK while minimising the impact of
work on the local communities, reduce
delays to road users and do all possible
to protect the local environment.
Despite the flashing lights, cones and

high visibility clothing, road workers
are at the peril of unaware and careless
drivers. With many workers in close
proximity to vehicles travelling at
50mph; there is a constant worry for
their safety.
To support the works as part of the
project, temporary barrier would be
required to protect the workforce and
sustain the promises made by HE to
maintain three lanes of traffic west and
eastbound, as well as helping to reduce
road closures.
The project to install the temporary
barrier, awarded to Highway Care,
began in November 2014. During this
time inclement weather along with
the work taking place on one of the
busiest networks in the country would
provide a challenge to prevent delays to
phased works.
The temporary barrier would need
installing quickly and safely during
the night to limit disruptions to
traffic. Between 5 and 7km of traffic
management would need to be
deployed prior to the overnight
temporary barrier installation and
further constricting valuable on-site
time. In addition the contractor, Balfour
Beatty, prefers to minimise the number
of vehicles on site during the works.
The solution
Temporary steel barrier is the perfect
solution for quick and safe installations,
compared to less efficient temporary
barriers. A temporary steel barrier
weighs 90kg/metre and, coupled with a
unique QuickMount connector ensures
that the steel barrier can be offloaded
Matthew White
quickly in 12 metre lengths, reducing

the number of connections required
and improving speed of deployment.
Further time savings were made by
utilising wheeled excavators to enhance
the deployment efficiency and reduce
the working space required.
The temporary steel barrier can be
delivered and installed quickly and
efficiently due to the considerable
weight saving. Up to 216 metres
of barrier can be loaded on to one
40ft flat bed trailer in comparison to
approximately 40 metres of heavier
systems. Providing an 81 per cent
increase in product delivery to the site
while improving safety, by preventing
the need for multiple vehicles, and
reducing the overall carbon footprint.
The durability of steel barrier ensures
that in the event of a typical vehicle
collision, damage to both is significantly
reduced, with minimal debris, resulting
in little or no requirement for significant
maintenance and, ensuring the
ongoing safety of the workforce while
allowing maximum lane usage on the
busy network.
As the chosen temporary barrier
installer, Highway Care was able to
deploy over 39km of temporary steel
barrier on the M3 Junction 2 4a smart
motorway scheme. The installation
which included 44 crash cushions in
place of previously accepted ramped
end terminals, offering a safer terminal
in the event of an end impact by an
errant vehicle, was carried out over four
weeks of night shifts with an average
output of 1,500m per night.
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CAPACITY TO PROVIDE CUSTOMERS WITH SECURITY
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HIGH-QUALITY MATERIALS.
Material supply is at the heart of our unique self-delivery model. Operating our
own plant infrastructure allows us to deliver Bitumen, Asphalt and Aggregates to
our clients when they need it. It removes costs from the supply chain and places
us in full control of the delivery schedule.
To find out more about our services
please call 0208 636 8822

or visit: www.fmconway.co.uk
Supply
chain
security
JULY 2015
MATERIALS 41
Supply chain security is in the spotlight as the highways

sector gears up for the much anticipated economic
recovery with long awaited government pledges for roads
infrastructure. John Tuite, from the bitumen division of
Total UK, responds to speculation over contraction of the
bitumen supply chain
Total will invest $2 billion in its European
refinery network over the next five years
Total has joined forces with Vopak to build new bitumen

import facilities near London
Following a strategic review of its

market portfolio, the LOR refinery will
reduce the overall distillation capacity
by 50 per cent, reflecting the retraction
from unprofitable export markets. The
LOR refinery will focus on the core
business of supplying the domestic
market, including bitumen.
Asphalt manufacturers and

contractors alike are expanding
and investing in both workforce
and infrastructure to reap
the potential rewards and
opportunities on offer. Haulage
companies are recruiting. Major
construction players are investing
and addressing the much debated
skill shortages.
In contrast to this expansion, the
production of the key component which
is the singular most important factor
in asphalt production, indeed the very
glue that binds the material together
is rumoured by certain pundits to be in
contraction.
Is this true?
It is now clear the success of alternative
methods of oil extraction and the
refining of light tight oils is going
to lead to a reduction of bitumen
production in the western hemisphere.
On top of this factor, we have the
recent phenomenon of refineries
downsizing or even closing in Europe.

Refiners are optimising their production
with refineries becoming more complex
and producing a greater proportion
of lighter fractions from the available
crude stocks particularly in Europe.
In recent years, the UK has already
started to import bitumen due to
these factors. Put simply the European
bitumen market will become short.
When assessing the global outlook
of bitumen supplies, this crystal ball
gazing paints a grim picture.
Or does it?
The UK has seen various refineries
being sold, closed or even ceasing to
produce bitumen.
In recent years, Total, Europes largest
refiner and bitumen producer, has
chosen to restructure and invest $2
billion in its European refinery network
over the next five years. Totals UK
refinery at Lindsey, on the banks of the
Humber, forms an integral part of this
investment and strategy.
On face value industry commentators

have incorrectly interpreted this as yet
another contraction of the bitumen
supply chain. However, this is not
the case. Totals bitumen production
at LOR will not be affected. Further
capex investment planned for LOR
will increase the potential nameplate
capacity of high quality bitumen.
Optimisation of the refining process will
make LOR an economically sustainable
refinery more than capable of
maintaining its bitumen supply output.
Equally, the Total Group continues
to invest by expanding capacities at
the Preston facility where speciality
bitumen products are manufactured
and stored.
To provide an additional supply chain
solution Total UK signed an agreement
with Vopak Terminal London on 27
November 2014 to construct a new
bitumen import terminal on the
River Thames. This agreement will
consolidate Totals robust supply
chain position and provide support
to its partners in the expanding UK
infrastructure market.
Customers should have confidence in
our commitment to the sustainable
supply of bitumen.
42 ON THE ROAD
JULY 2015
Designing bridges
This new section will take a regular
look at the types of jobs that
people do in the industry and what
a typical day involves. If you are
interested in being featured in the
column, or you know someone who
would, please contact the editor at
alec@aladltd.co.uk
Alison Waterworth, 26, is

a senior bridge engineer
at AECOM in Altrincham.
She is currently on
secondment in Moscow,
Russia, working on
a major motorway
construction project
Describe a typical day?
There is no such thing as a typical day
in engineering thats what makes the
job so interesting. Some days I could
be in the office designing structures,
attending client meetings or arranging
for computer-aided design (CAD)
drawings to be completed. Other days,
one could find me out on site inspecting
structures, or even swinging in a harness
from the top of the Forth Road Bridge.
What is the job like?

The job is definitely unique. Its not a
normal nine to five day, and the job can
take you anywhere in the world if you
want it to. As a consultant engineer,
I typically spend the majority of my
time in an office working with a multidisciplinary design team, producing
solutions to problems that meet our
clients needs. Over the last few years,
I have been extremely fortunate to
be involved in a variety of major
construction and maintenance projects;
and now, I can often be found on
site negotiating with contractors and
analysing works.
How did you become a

bridge engineer?
I come from a family of teachers and
engineers, so I was always aware of
engineering as a child. My grandpa was
a highways engineer, and knowing that
he loved his job and didnt want to retire
helped persuade me that engineering
would be a career I would love for life.
At university, my favourite modules
were all the structural ones. Ive always
been fascinated by the amazing feats of
engineering bridges in particular.
Describe one of the

biggest projects you
have worked on and
what challenges you had
to overcome?
I am currently working in Moscow,
supervising the construction of a
new section of the M10 motorway
between Moscow and St. Petersburg,
and besides the challenge of
overcoming the obvious language
barrier, there are cultural differences.
I have had to learn a completely
different system of approving designs
and accepting works not always
the way you expect and of course
they use Russian standards instead of
Eurocodes or the Design Manual for
Roads and Bridges (DMRB).
What are the best and

worst parts of the job?
The best part of the job is when
something that I have designed
comes to fruition such as the new
Islands section of Chester Zoo that
will be opening soon. It was one of
the first projects I worked on after
graduation, from the initial sketching
of ideas with architects, to checking
the later construction stages on site.
I get an amazing sense of pride from
the work that I do. The hardest part
is that being a perfectionist, as most
engineers are, it is soul destroying
when a calculation doesnt work, and
you have to start again. One piece of
advice I can give young engineers is to
always use a pencil!
What needs to be done to

challenge the stereotype
that highways is a mans
industry?
First of all, we need to dispel the myth
that engineering is a dirty job; it isnt.
Engineering can be just as glamorous
as other industries, and I personally
love nothing more than attending client
meetings looking sharp in a smart dress
and heels. These days, you only need to
go into an engineering office, or even
a construction site, to see the everincreasing numbers of women who have
taken that bold leap into the world of
engineering. No, it isnt for the fainthearted but it certainly isnt the maleorientated workplace that it once was.
Engineering offices are light, open and
friendly places filled with the sounds of
upbeat intellectual discussions between
men and women.
What needs to be done to

attract more women to the
industry?
I think better media representation is
vital to raise the profile of engineering.
As much as I love Sarah Beeny, popular
TV design shows should use female
presenters with engineering backgrounds
for authenticity. Engineering is an
amazing career that can give you exactly
what you want out of life, and people
need to hear about it. You can travel, you
can make lots of money, you can achieve
your goals, you will meet interesting
people, you will have a work-life balance,
and you will have an amazing sense
of team. There is simply nothing you
cannot do in engineering.
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JULY 2015
Keeping it green
John Parker is a senior technical specialist in arboriculture
and landscape at Transport for London (TfL). Here he
discusses green infrastructure and the TfL green estate
In recent years there has been an

increase in public and political
awareness about some of the
environmental challenges facing
the UK high levels of air pollution
and increased likelihood of
extreme weather events such as
drought and flooding to name
but a few. At the same time the
important role that trees and
other green infrastructure can play
in mitigating these has become
more widely accepted by policy
makers. Rather than being seen
as an indulgent way of improving
the look of an area, green
infrastructure is now starting to be
recognised as an essential part of
any streetscape.
We at TfL have long acknowledged
this fact and manage an extensive
green estate through our in-house
arboriculture and landscape (A&L)
team. Spread across 33 boroughs
and 580km of TfL Road Network
(the TLRN), our green estate is
comprised of over 23,000 street trees,
810,000m of woodland, 550,000m
of planted areas, 46,000m of hedges
and 2,000,000m of grass. The team
is made up of specialists who are
responsible for ensuring that existing
green infrastructure is maintained to
the highest standard and that new
green infrastructure is introduced to
the network where possible. The team
also works closely with the London
Tree Officers Association (LTOA) the
organisation representing tree officers
in the capital and beyond maintaining
and developing important links with
borough colleagues.
There are many recognised benefits

of having trees and other green
infrastructure in urban environments.
They provide a sense of wellbeing
and place and help connect those
who live and work in cities with the
natural world. Trees contribute to
improving air quality, absorbing
particulates and lowering dust
levels. They absorb, filter and reduce
pollutants including carbon monoxide
and nitrogen dioxide, and of course
produce oxygen whilst absorbing
carbon dioxide. Trees particularly
large-canopy trees reduce localised
temperature extremes and mitigate the
heat island effect in summer. All green
infrastructure elements have a role to
play in biodiversity (some more than
others) and can provide habitats for a
broad range of wildlife. By protecting
and improving our existing green
infrastructure we can develop wildlife
corridors and increase the robustness
of biodiversity. Research has shown that
in some cases tree planting can reduce
traffic speeds, increase property prices
and reduce crime rates. This is by no
means an exhaustive list; the benefits
to public health and wellbeing cannot
be overstated.
CAPITAL NETWORK 45
Research has shown

that in some cases tree
planting can reduce
traffic speeds
John Parker
There are recognised benefits of having

trees and other green infrastructure in
urban environments
parking; small-canopy ornamental
trees selected for planting ahead of the
large-canopy specimens of the kind
that our Victoria forebears planted and
that we still benefit from so much today.
Considerable effort has been made over
the last few years to ensure that new
trees are planted across the city with
the intention of increasing canopy cover
in London by five per cent by 2025.
However, the importance of retaining
our existing trees and soft landscape
must not be forgotten and canopy cover
targets are unlikely to be met unless
more protection is afforded to what we
already have. Authorities such as TfL
and the London boroughs have tree
and landscape professionals with the
knowledge, experience and passion to
ensure that the benefits of trees and
other green infrastructure are enjoyed
now and by future generations. As urban
areas such as London, and the UK as a
whole, continue to grow, the professional
advice that local authority experts offer
must be sought and heeded if this wider
ambition is to be realised.
Competition for space

Green infrastructure is arguably
higher up the political and public
agenda than ever before, but there
are still many challenges to face and
hurdles to overcome. Ever-increasing
competition for space on the streets
of London means that existing trees
and soft landscape can be at risk of
being sacrificed. Trees removed for
developments and schemes; front
gardens paved over to make way for
TfL looks after 550,000m of planted

areas and 2,000,000m of grass
2014 AWARD WINNERS
Reducing speed
Nottinghamshire County Council/Vysionics won
the Road Safety Scheme or Project of the Year at
last years Highways Magazine Excellence Awards.
This article examines the winning scheme in more
detail and provides an update
In 2012, a SPECS3 permanent
average speed enforcement
system was installed on the
A614, monitoring traffic along
21km of single carriageway
road. The scheme has
been effective in reducing
casualties, through controlling
speeds and speed variability.
Background
The A614 is a former trunk road
linking Nottingham with the
A1. It is maintained to a high
standard and features a wide,
single carriageway with several
central right turn features into
local side roads. The route is one
of the busiest non-trunk roads in
Nottinghamshire. Before cameras
were installed, the A614 had a
significant casualty history with
289 people killed or injured in five
years. Nottinghamshire County
Council undertook a two-stage
strategy to address this significant
accident record with the support
of Mike Penning (then the Road
Safety Minister).
Technology
Highly visible SPECS cameras
were installed at the side of
The Highways Magazine

Excellence Awards 2015
will take place at the
Lancaster London Hotel
on 14 October.
This years host will be
TV presenter Gaby Roslin
from Children in Need and
Channel 4s Big Breakfast.
Book your table at
www.hmea.co.uk.
Judges comment
Effective reduction in speeds through the use of SPECS enforcement
resulting in excellent casualty reduction figures.
the carriageway, with vehicle
data communicated back to
Nottinghamshire Police via 3G.
The A614 is mostly an unlit road,
requiring installation of infrared lighting columns; this allows
capture of a clear image on a
completely dark road, which
prevents distraction or the
dazzling of drivers.
Speed profiles
Changes in driver
behaviour
Scheme update
SPECS works because it changes

the way people think and drive.
Through a greater awareness of
the speed limit, and the fear that
they may receive a fine/points,
the vast majority of drivers keep
their speed to very near the
posted speed limit.
Probably the most significant
reason behind the effectiveness
of a SPECS camera is the impact
it has on speed variability, or
more accurately, the reduction
in the standard deviation of
vehicle speed.
The SPECS system generates

anonymous speed profiles; from
the profile, it can be seen that most
vehicles were travelling at 47mph, just
below the posted speed limit. Hardly
any vehicles travelled at above the
speed limit (2.2 per cent) and virtually
none above 60mph (0.3 per cent).
Currently in its third year of operation,

Nottinghamshire County Councils
A614 casualty reduction scheme
continues to provide real benefits in
reducing the number of people killed
and seriously injured (KSI), on this
major route. Figures available at this
time show a 70 per cent reduction in
the number of KSI.
Following the success of winning the
award for Road Safety Project of the
Year 2014, the councils work on the
A614 also secured it the prestigious
Prince Michael International Road
Safety Award. This was in recognition
of an outstanding contribution to
improving road safety.
2014 AWARD WINNERS
Delivering solutions
Our look back at the winners of last years Highways
Magazine Excellence Awards continues with the
winner of the Highway Partnership Award highlighted
The Project Horizon delivery team, made up of
Aggregate Industries, Kier, and Marshalls, for Surrey
County Council
Project overview
Project Horizon, is a Surrey
Highways initiative designed to
create an integrated delivery
team to provide innovative road
surfacing materials, pavement
longevity, quality control and
increased opportunities for
recycling/reduction of waste to
landfill generating long-term cost
savings. It also aims to create
additional employment and further
local skills development.
Project Horizon came about
because one in six roads in
Surrey were found to be in critical
condition; a figure twice as bad as
the national average according to
an official county council report
in 2013. Project Horizon was
designed as a five-year programme
to solve the underlying root causes
of road failures and develop a
solution to make a difference to
local communities.
AI worked extensively with Kier
through ECI to develop a solution
able to offer asphalt product
longevity. By using Superflex, an
AI value-added product can better
control material quality and use
the firms local asphalt plants to
assure timely availability/delivery
of materials to site.
The Highways Magazine

Excellence Awards 2015
will take place at the
Lancaster London Hotel
on 14 October.
This years host will
be TV presenter Gaby
Roslin from Children in
Need and Channel 4s
Big Breakfast.
Book your table at
www.hmea.co.uk.
Judges comment
An innovative, sustainable scheme which focused on key performance
indicators. This scheme made great cost savings.
Prior to contract commencement
Surrey Highways coordinated
a number of road shows where
local residents/stakeholders
were invited to nominate their
worst roads. There was a direct
correlation of some 78 per cent
of the worst roads picked by SCC
with that of the public.
The scheme had an initial
budget of 100m to deliver
significant improvements across a
five-year period.
Scheme update
The Project Horizon delivery
team has gone from strength to
strength since being awarded
the Highway Partnership Award.
Currently in its third year, the
delivery team continues to work
in unison and has improved
collaboration and best practice
through performance reviews and
forward planning.
The team continue to meet
weekly to address financial,
commercial and operational
issues; benefiting continuous
improvement of early warning
processes and defect management.

Up to 95 per cent of works for the
forthcoming year have already
been forward programmed. This
took place during the winter break
between November 2014 and April
this year. Forward planning the works
in this manner offers flexibility to
manage additional or re-prioritised
works to meet the needs of Surrey
County Council and its customers at
short notice.
Since 2014 Aggregate Industries has
continued to share best practice
with industry peers by co-hosting
numerous supply chain workshops
that have involved all partners.
Aggregate Industries continues to
recruit local talent and as part of its
learning and development programme,
they have engaged two year-out
graduates from Portsmouth University
to work not only within the Project
Horizon delivery team, but also
across other company operational
contracts (Area 3 West Sussex and
Southampton for example).
The delivery team will continue
to build on best practice over the
remaining two years of the contract.
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50 LEGAL
JULY 2015
Here comes the summer

Harriet Bowers and Jonathan
Hart from infrastructure
law firm Pinsent Masons
LLP discuss the strange
relationship between British
Summertime and the British
road network. Plus some tips
on fruit scrumping
Road safety concerns tend to
predominantly arise during the
winter period, when fears of
skidding on ice and breaking
down are high. On the whole
legal considerations often follow
this UK legislation and contracts
often focus on the winter months,
whilst ignoring the balmy British
summertime. This may be an
oversight. In 2003, 2006 and 2013,
road surfaces melted during heat
waves. In a number of regions, for
a change, gritters were deployed
to spread rock dust on the melting
roads in order to create a nonstick surface, rather than having
to deal with ice and snow. Heat
waves do seem to be a shocking
reoccurrence in the UK, strange for
this stereotypically overcast and
rainy country. So with the warmer
weather arriving (at last) it may
be worth considering some of the
legal and contractual issues that
arise with a long hot summer.
First of all what is the position
under statute for highway authorities?
Those responsible for drafting some
of our legislation, appear to share the
widely held pessimism of many Brits
towards our inclement climate. Under
section 41 of the Highways Act 1980,
the highways authority has a duty to
maintain highways at public expense.
In particular, they are under a duty
to ensure, so far as is reasonably
practicable, that safe passage along a
highway is not endangered by snow or
ice. Note there is no express reference
to sticky bitumen.
The extent of the section 41 duty to
maintain has been considered in the
courts. The responsibility has been
held to require a highways authority to
keep the highway in question in such
good repair as renders it reasonably
passable for the ordinary traffic of
the neighbourhood at all seasons of
the year without danger caused by its
physical condition. On the basis of this,
the responsibility to avoid and/or repair
road surfaces that have been distorted

by heat would seem to lie four-square
with the highways authority, particularly
as this duty of ensuring that a road
is reasonably passable is an absolute
one ie the relevant authority must
ensure that this is the case, not just
use its reasonable or best endeavours
to ensure that this is the case. The
Highways Act duty is reinforced by the
traffic management obligations under
the New Roads and Street Works Act,
introduced by the Traffic Management
Act to ensure that there is expeditious
movement of traffic on the authoritys
road network. Which is not so easy to
achieve when the roads are rendered
impassable in the midst of a heat wave.
Contract requirements
For private contractors, these
considerations should also give rise to an
assessment as to what contractually
they might be required to do. Highways
authorities may contract out specific
functions under sections 69 and 70 of
the Deregulation and Contracting Out
Act 1991, specifically covered under
section 41 of the Highways Act 1980.
This can therefore mean that contracts
can expressly delegate functions under
the Highways Act to require a contractor
effectively to exercise an authoritys
obligations. Alternatively, at the very
least, contracts can require a contractor
to perform its obligations in such a
way as to avoid putting the authority
in breach of its statutory obligations.
It is worth considering in respect of
each contract what functions may have
been delegated and how this overlaps
with the contractual scope of work to
be performed.
Lawyers notoriously fight shy of
considering the contract schedules
(Services Information for those living
in the land of NEC), but often these can
have the most significant legal effect.
Apparently, road surfaces can soften in
local conditions of 50 degrees celsius
with an average amount of traffic. Such
temperatures are regularly reached
with ground temperatures being higher
and the darkly coloured road surfaces
absorbing even more heat from the sun.
Photos from Indias most recent heat

wave demonstrate more extreme road
surface melting incidents, one of which
shows skewed road markings like a 70s
optical illusion. Often when the melted
road surface cools it is deformed, thus
allowing for damage to vehicles during
melting and after melting of the road
surface. In legal terms, this can give
rise to a range of consequential
considerations, from financial
deductions under performance
regimes, additional costs for
undertaking reinstatement or
repair work and, in a worse
case scenario, dealing
with third party claims.
As the mercury in the
thermometer rises, it may be
worth considering what service
levels and road condition have
been specified and how
this might fit in with
other contractual
provisions
entitling the
contractor to
relief or excuse
from performance in
certain circumstances.
Not all road surfaces
are created even; with
a varying composition
of materials each road
surface has a different
melting point. Some road
surfacing materials are
better at tackling this
melting problem, including the use
of polymer modified binders which
raises the road surface melting point to
roughly 80 degrees celsius. Is this in the
contract specification? Should it be? Is
the incremental price differential worth
paying? One to ponder from the deck
chair, perhaps?
Foliage growth
A second consideration for the
summertime is the impact of foliage
growth. We live in a green and pleasant
land and occasionally, this is too
green and not at all pleasant. What are
the relevant legal considerations for
circumstances where foliage growth is
JULY 2015
LEGAL 51
Some road surfacing materials are better at tackling this melting problem, including the use of
polymer modified binders which raises the road surface melting point to roughly 80 degrees celsius.
Is this in the contract specification? Should it be? Is the incremental price differential worth paying?
One to ponder from the deck chair, perhaps?
impeding lines of sight for motorists
or other road users and what is an
authoritys responsibility in this respect
(or for that matter, the responsibility of
an authoritys contractor).
There are different approaches
being adopted out on the
highways. For example, the
problematic occurrence of
overhanging foliage, which
blocks a road users view of
road signs from private land. East
Sussex County Council is leading the
way with the Cut it back campaign,
urging landowners to trim responsibly
and understand the dangers of
overhanging foliage to pedestrians and
motorists. GEM Motoring Assist have
also called on local authorities to tackle
overhanging foliage blocking road
signs. Local councils are responsible
for managing street trees, although
trees on private property fall under a
different category.
In simple terms, under land law there is
no legal obligation on a landowner to
trim his or her foliage which overhangs
onto a neighbouring property. If the
overhanging foliage is causing damage
to a neighbouring property then it
can be a legal nuisance, which would
require the owner to abate the nuisance
caused and pay the costs of repairs
directly caused by their overhanging
foliage. However, if the overhanging
foliage is not considered a nuisance and
the landowner of the offending foliage
is unwilling to trim, then the affected
landowner can cut the foliage back to
the boundary.
Note that, typically, the cost of doing
so cannot be charged to the landowner,
such trimming must be completed
from the affected property (otherwise
accessing the landowners property
could be taken as a trespass). If the
tree dies or falls after the trimming
the affected landowner could be
responsible for both the damage to the
tree and/or any surrounding property,
if the foliage is pruned beyond the
boundary line of your property, you
may be prosecuted for criminal
damage, any removed foliage is the
landowners property and should be
offered back to them (if they do not
want it you have to dispose of it at
your own cost). As if the situation is
not complex enough, the offending
tree may have a Tree Preservation
Order (which requires an application
before trimming), and if any works are
required to rectify any damage to the
property the foliages impact may need
to be assessed before removal.
So how does this apply in a highways

context? Most local councils have
implemented a system of reporting
overhanging foliage through their
websites, along with road defects
and obstructed/faulty road signs.
However, when overhanging a highway,
the landowner is responsible to stop
them encroaching on the highway.
The highways authority can issue an
enforcement notice on the landowner
under section 154 of the Highways Act
1980. These notices give the landowner
14 days to carry out necessary works,
after which time the council may do the
work and recharge the landowner fully
for all costs incurred. The landowner
is required to make sure that the
vegetation from their property does
not: overhang the pavement/road so
as to obstruct pedestrians or vehicles,
pose an unreasonable health and safety
risk to pedestrians or vehicles, block
traffic signals or road signs, or block
drivers sightlines.
Additionally highways authorities have a
common law right, (not a duty), without
notice to trim overhanging foliage on
the highway, provided that they do not
enter the adjacent landowners land,
which includes the space vertically
above and below its surface, to carry out
such cutting. However, without statutory
notice given above the highways
authority could not recover the costs.
Note that if this maintenance function
is delegated to contractors, they would
have to act as agents serving notice on
the landowner, as mentioned above, in
order to recover the costs. Contractors
beware if served incorrectly or trimming
of overhanging foliage is not carried out
correctly this could affect service levels
and thus lead to termination of contract.
From the perspective of a highway
contractor, again the question will be
what requirements have been included
in the relevant contract provisions and
what rights of recourse the contractor
might have to apply to ask a highways
authority in exercising its statutory
rights. It will be a brave contractor
that will call in the tree surgeons and
take action without first considering its
position with the highways authority.
Finally if you do find yourself on a
motorway embankment and see a
bumper crop of apples you may pick
them for personal use. Under the Theft
Act 1968 you may forage for personal
use. Note, however, some councils and
other local authorities have by-laws
against foraging, if this is the case then
notices should be displayed. Happy
(summer) holidays.
52 ROAD SAFETY
JULY 2015
Encouraging
the use of
motorcycles
Cllr Michael Clarke, Northamptonshire County Council cabinet member for transport,
highways and environment, discusses the results of a motorcycle survey which
recently took place in the county
Motorcycles probably arent the
first thing people think of when
they consider sustainable modes
of transport but it could be that in
future years mopeds, scooters and
motorbikes might play a part in
reducing pollution and congestion
on our roads.
This may seem far-fetched but when
you think that about 80 per cent of
car journeys are single occupancy trips
then it would make sense that these
journeys are made on a machine which
is designed for a single passenger.
You only need to look towards the
cities of south and east Asia to see
that two-wheels are preferable to
four, with motorcycles dominating
the highways while, closer to home,
nations of the Mediterranean make a
significantly higher percentage of trips
on motorcycles than in the UK.
Clearly there are barriers to why
people in Britain are reluctant to use
motorcycles and doggedly continue
to use their cars, particularly for
commuting to work.
Realising the Motorcycle Opportunity,
prepared by the Association of Chief
Police Officers and the Motorcycle
Industry Association, was an excellent
study that set the context for
motorcycles as a sustainable mode
of transport.
In Northamptonshire we decided to
take things a step further and seek
some primary evidence as to local
motorcycling habits and as such drew
up a survey with the help of a local
independent rider, Phil Hurd, and the
county councils business intelligence
and performance unit.
We wanted to know why nonmotorcyclists were reluctant to buy

a bike and also analyse the habits of
those who owned a motorcycle. How
frequently they made journeys? Did
they feel safe? What would encourage
them to use their machines more?
More than 600 people responded
to the survey and, not surprisingly,
78 per cent of those already held a
motorcycle licence.Of those riders 96
per cent mainly rode for leisure and
predominantly at weekends, but not to
any degree for commuting purposes.
The Great British weather was specified
as the biggest barrier to commuting
to work which indicates that we need
to encourage employers to provide
better facilities for secure parking,
changing out of motorcycle clothing
and drying amenities.
So what else did we discover? We
found that the vast majority would
like to see bus lanes opened up to
motorcyclists in the county which
would help to reduce congestion
and the need to overtake so
often.Restrictions have been lifted
in a number of other areas around
the country and we will use their
experiences to review our policy.
Changing perceptions
Popular perception is that motorcycling
can often be seen as a dangerous form
of transport and indeed, 48 per cent
of riders who responded stated that
they had been involved in a collision of
some description.
We know that motorcyclists have
always been disproportionately
represented in the casualty figures but
to put this in context, over the past 20
years in Northamptonshire motorcycle

KSI casualties (killed and seriously
injured) have fallen by 30 per cent
which is well ahead of the UK trend of
22 per cent.During the same period
motorcycle ownership has hugely
increased by an impressive 84 per
cent (source DfT).We clearly cannot
afford to be complacent but there is
obviously no compelling evidence to
link significant increases in motorcycle
ownership to casualty trends.
We are still digesting the results but
now have some valuable supporting
evidence to start to establish effective
strategies and measures to encourage
increased use of this sustainable form
of transport, rather than rely on instinct,
anecdote and perception.
To start, were getting our own house
in order and will be amending our
transport plan so that motorcycles will
now sit alongside bicycles, walking
and buses as sustainable means of
travel and a serious candidate to be
considered in modal shift schemes.
Motorcycles will also be recommended
to organisations which approach the
county council to prepare transport
plans on their behalf and again,
provision for motorcyclists will now
be included in designs for the county
councils new-build headquarters, which
are scheduled for completion next year.
Recognising the motorcycle role in
greater transport efficiency is a key
aspect in determining new strategies.
What the survey has done though is
provide a platform for further work
to be carried out and what we need
to do now is build on this further and
work with others to help develop
future proposals.
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54 IHE NEWS
UPCOMING EVENTS
Part one: 7-8 July
Part two: 14-16 July
JULY 2015
www.theihe.org
IHE marks 50th anniversary at the

Houses of Parliament
WINTER SERVICES TRAINING

London
The only accredited UK course

for winter services decision
makers and managers.
This course delivers learning across
a wide range of subjects necessary
for winter service professionals
and enables individuals to
demonstrate competence with a
future report and interview leading
to the IHE Professional Certificate in
Winter Services.
Part one: 15-16 Sept

Part two: 3-4 Nov
CYCLING INFRASTRUCTURE:
PLANNING & DESIGN
FOUNDATION LEVEL
Manchester
Retrofitting our streets for

cycle infrastructure is a
complex process that requires
understanding of the needs of
all road users and the latest
design solutions.
IHE 50th anniversary award winners
The Institute of Highway Engineers (IHE) marked its 50th anniversary with
a celebratory event at the Houses of Parliament last month.
IHE President John Nightingale presented Honorary Fellowships to individuals who
had made outstanding personal and professional contributions to the highways
industry. Also recognised were current members who had made a significant
contribution to the profession or the Institute.
He said: The IHE has taken our 50th year as an opportunity to recognise not
just significant contributors within our ranks but to invite a select group of high
achievers to join us.
We do this in the hope that opportunities will arise for us work more closely with
them, to support them in their endeavours and in the hope that they will use their
post nominals with pride.
IHE Honorary Fellowships were awarded to:
IHEs four day course at foundation

level delivers learning across a
wide range of subjects for those
involved in cycle facility design and
provides an industry benchmark.
Whilst delegates will benefit from
some experience of cycle schemes,
experience is not necessary.
20 October
HIGHWAY LAW: PRINCIPLES
AND PRACTICE
London
IHEs Highway Law course covers

principles and practice, in addition
to giving practical examples of
different problems that highway
practitioners may experience in
relation to the Highway Act and
the Traffic Management Act.
Legal agreements will also be
discussed and delegates are
welcome to bring their own issues
for discussion if prior notification
is given. A question and answer
session will also be timetabled into
the programme.
For more information on IHEs events
visit:
www.theihe.org, email events@
theihe.org or telephone Cherrie on
0203 0732633
Professor Margaret Bell is currently

Science City Professor of Transport
at Newcastle University where she
continues to be a leading contributor
to the science and technology of
traffic signals and the environment.
She has a significant portfolio of
research and innovation and is an
internationally recognised expert in
her fields.
John Dales is a traffic engineer,

transport planner and urban
designer with 27 years experience.
Hes well known as a champion of
better streets, being responsible for
Urban Initiatives Movement + Streets
portfolio and is now director of the
Urban Movement team.
Professor Peter Jones is also a

leading academic and currently sits as
Professor of Transport and Sustainable
Development at University College
London. Amongst his notable duties
he is a member of the Independent
Transport Commission, the London
Roads Task Force, andchair of
theRoyal Geographical Society with
the Institute of British Geographers
Transport Geography Research Group.
Steve Spender was President of
the IHE from 2000 to 2012. Steve
had a particularly difficult start
to his presidency taking over in
the depths of a recession with
particularly challenging finances. It
was Steves primary responsibility to
get the Institute onto a steady and
sustainable path, a challenge that he
rose to.
Andy Dixon has been a key player in
organising and delivering the annual
traffic signals training course and
remains an excellent ambassador for
the IHE.
www.theihe.org
Tony Sharp was IHE President
from 1998 to 2000. He is best
known in the IHE for his work on
the Mortorcycling Guidelines which
remain an important resource for
engineers and continues to be an
excellent ambassador for the IHE.
Graham Hanson is head of traffic
signs policy at the DfT and has a
history of working with the IHE in
promoting better understanding of
road signs and again in consulting
on the proposed changes to
the TSRGD.
Wayne Duerden is currently head
of traffic engineering policy at the
Department for Transport and leads
a team developing policy, regulatory
frameworks and technical advice for
traffic management, traffic signs,
traffic signals and street design. He
has extensive experience of traffic
management and takes a keen
interest in streetscape issues.
Mr Nightingale also conferred special
awards in recognition of IHE members
who had made an outstanding
contribution to the IHE. These were
awarded to:
Colin Subryan for his work on the
communications portfolio
Gafoor Din for his contribution to the
signals TCUG
Nick Stillwell a senior reviewer who
continues to give his time selflessly
Simon Morgan for his work on
traffic signs
Glynn Evans
Alan Newman
Bob Leonard
Stephen Palmer
JULY 2015
Ginny Clarke was appointed to
the board of the Highways Agency
in 2001. She is responsible for
technical services, procurement,
network performance and planning,
communications and customer
relations. She has carried this
role over into the newly created
Highways England.
IHE NEWS 55
A DAY IN THE LIFE OF...
IHE Honorary Fellow,

Ginny Clarke
IHE Honorary Fellow, Ginny Clarke is
thestrategy and planning director
for thenewly formed Highways
England a role in which she is
chief highway engineer.
Baroness Scott was a Liberal

Democrat councillor in Suffolk
from 1991 to 2005 where amongst
other duties she was a member
of think tank: the Commission for
Integrated Transport.
Speaking at the event, Mr Nightingale
said the IHE had gone from strength
to strength.
Membership of the Institute is not
only growing but thriving, course and
seminar attendances are more than
recovered from the low point in the
depths of the recession, and our course
and seminar offer continues to grow
and gain increasing significance to
industry and government bodies.
IHEs profile across the industry,
government and media has never been
as healthy. We also have the support of
an important selection of high profile
corporate partners: Aecom, Buchanan
Computing, DBI, JCT Consultancy,
Keysoft Solutions, Local Transport
Projects, NAL, Sanderson Associates,
Siemens and WJ Group.
Richard Hayes appointed new IHE chief executive

Richard Hayes has been appointed as the new chief executive of the
Institute of Highway Engineers (IHE).
Mr Hayes takes over from outgoing chief executive Stephen Palmer, who is stepping
down after four years in the post.
He is a long standing member of the IHE, a former President of the Institute and
has been instrumental in leading the Institute on winter competency standards and
training. He has also been vital to the expansion of IHEs role within the industry and
will continue to ensure that it is at the forefront of new developments.
Mr Hayes brings over 35 years experience to the post and was most recently
working as a highways consultant with local authorities.
CONTACTS AND LINKS

Tel: 020 7436 7487
Fax: 020 7436 7488
www.theihe.org
www.motorcycleguidelines.org.uk
De Morgan House, 58 Russell Square

London WC1B 4HS
Visit IHE Jobs: http://jobs.theihe.org/home/index.cfm?site_id=15433
Ms Clarke tells us a bit about her

background and shares her views
on theindustry.
How or why did you choose to

get involved in your specialist
area?
I was looking for an interesting
degree course to do with science
and maths subjects and took an
engineering science degree. During
this course I undertook two spells of
site experience on the construction
of the Humber Bridge. This
convinced me that I wanted to work
in the transport sector and I trained
as an engineer with West Midlands
County Council where I had a wide
ranging training programme in
highways engineering and services.
What is the biggest or most

significant change that youve
seen in your field over the
course of your career?
The biggest change is the emphasis
on making engineers think more
broadly about what and why they
are doing things. It has made
engineers think much more about
the community and customers
for whom they are providing
their services.
If you could give one piece

of advice to young engineers
starting out in transport and
highways, what would it be?
Be ambitious about what you can
achieve and challenge the way in
which things are done.
What was your reaction to

receiving an Honorary IHE
Fellowship?
I was very pleased to be receiving
an Honorary IHE Fellowship. It is
important that professional bodies
reflect the wide range of engineers
and I am pleased that I have been
chosen by IHE.
56 PRODUCTS
JULY 2015
Wokingham signs up for

Yottas Mayrise system
Wokingham Borough Council is using
advanced street works software from
Yotta to drive forward efficiencies in
street works monitoring and management.
The Mayrise Street Works system, including
mobile working functionality, is being used
to allow street works officers to access up to
date information in order to monitor works in
progress and investigate completed works. The
newly introduced mobile working practices
also allow council staff to check compliance of
works, report overstays and recommend fixed
penalty notices. The introduction of mobile
working, supported by Mayrise Street Works, is
reducing the reliance on paper records.
For further information email
shivani.prashar@yotta.co.uk, or call 01926 319 613.
Glasdon launches new lights

for signs
Causeway goes with the Flow

A new easy to use drainage design package has
been launched by Causeway.
Causeway Flow is ideal for civil engineers who do not have
a drainage design solution or wish to expand their capacity
with a fast return on investment.
Delivered on a subscription basis, Causeway Flow is a
complete package that can be used on a stand-alone
basis or integrated with Causeway Professional Design
Suite (PDS).
Simple and intuitive to learn, users are typically up and
running in a couple of hours, with productivity gains of
25% or more.
It contains all of the core tools needed to complete an
adoptable drainage design.
Glasdon UK has launched a new range of LED

downlighters that offer luminance to road signs from
600mm to 1,500mm diameter.
With a reduced power consumption, as low as 3W,
Lumino City is an extremely energy efficient sign light
that uses high performance optics for optimal light spread
and uniformity.
Utilising state of the art LEDs that provide a minimum
expected lifespan of 50,000 hours when used with a
phototransistor or CMS device, which equates to over
10 years of use.
Manufactured from impact absorbing Impactapol material,
Lumino City will remain operational following a vehicle
sideswipe collision. It can be specified for most sign
lighting applications.
For more information visit www.safety4highways.com or
call 01253 600411
For further information and to sign up to a seven-day trial,

visit http://go.causeway.com/flow/
JULY 2015
For Classified contact: Gavin Harrison

email gavin@aladltd.co.uk Tel: 01732 459683
CLASSIFIED/RECRUITMENT 57
www.northlanarkshire.gov.uk
Are you looking for a new

Engineering challenge?
Exciting opportunities have arisen within our Roads & Transportation
Services based at Fleming House, Cumbernauld.
We are looking for highly motivated, enthusiastic and driven
individuals to work within our specialist areas including: Assets,
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Design, Structures, Traffic Management, City Deal, Design and
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HW_WHEELERS_JAN13 26/03/2013 17:13 Page 1
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Next issue Aug/Sept 2015

Features coming up in the next issue are:
Surface maintenance
Intelligent traffic signs
Retaining walls and embankments
Winter maintenance
Highways Magazine Excellence Awards shortlists
Advertisers Index
Asset International
Nufins Limited........................... 53
Limited...................................... 37 Rhino Asphalt Solutions........34
Cable Detection........................44 Rosehill Highways.................. IFC
Conren Ltd..................................49
FM Conway Ltd........................ 40
Henry Williams Ltd..................20
Highway Care Ltd....................43
Hitex Ltd..................................... BC
IBI Group.....................................49
Proteus
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Instarmac Group Plc...............43

Kee Safety Ltd............................ 17
KF Special Vehicles Ltd.........44
Kiely Bros Ltd............................ 22
SDi ................................................ 25
Shell Bitumen Ltd...................... 18
Signpost
Solutions Ltd................. 30 & 31
Solar Signs Ltd.......................... 25
SRL Traffic Systems Ltd........... 9
Stabilised Pavements Ltd........7
Swarco Traffic Ltd.................... 29
Thomas Bow City Asphalt....46
Lafarge Tarmac...............26 & 27 TMP................................................ 38

LMS Highways............................. 11 Total Bitumen Limited.......... IFC
MAC Surfacing Limited.......... 23 Vysionics ITS Ltd......................34
Meon Marketing.........................14 WDM Limited............................. 25
Innovatve products
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N D Brown Ltd...........................20 Yotta..............................................49
58 RANTY HIGHWAYMAN
JULY 2015
The Ranty Highwayman is a chartered civil engineer who works

in a local highways department. Here he pens his thoughts on
training and the importance of getting out and about
The Ranty Highwayman

often goes out on his bike to
experience new highway layouts
just to consolidate your thoughts as you
record your development.
number of study courses with a project,

then there is a professional diploma in
highway technology up for grabs.
Training? Get out of

the classroom
Things are still tight in our industry
and this often means that personal
development (aside from statutory
requirements) often takes a back seat
because of the lack of training budgets,
or lack of time because of workload.
Many of us have a requirement to
maintain a programme of continuous
professional development (CPD) for
ongoing professional registration
through our institutions or in order to
demonstrate competence to our clients.
So, is maintaining CPD simply turning up
to be taught? I would argue it has never
been about the classroom, although it
has a place.
If a little bit of funding is available, then
distance learning will be a good option
for many. Far cheaper than classroombased training, undertaking a structured
programme of study at home means
that you can fit it around your day job
and home life. For me, the premier offer
for the highways industry has to be the
Highways Open Tech programme run
by the City of Bath College 1. Covering
diverse areas such as the highways
legal framework, transport planning and
maintenance (which is my area of study
at the moment) there are online and
paper options available. If you combine a
The Internet is a huge repository of

information (of varying quality). In
undertaking my highway maintenance
course, I have found interesting
videos showing in-depth carriageway
recycling, surface dressing and other
processes which help give a better
appreciation beyond theories. All useful
stuff, even for an old hand like me who
has become a little rusty over the years.
Many of the trade associations provide
lots of helpful technical information
which is well worth an explore.
Gaining knowledge
If, like me, you are interested in how our
towns and cities function and how they
could be changed for the better, there
is plenty of reading material available
out there in the form of articles,
blogs and books (often available
electronically) and dont forget, your
local library will be able to get hold of
books too. You could do worse than
begging or borrowing a copy of Jan
Gehls Cities for People 2. The Danish
architect doesnt pull his punches as
he uses his 40 years of experience to
show how badly wrong we have got
it in the planning and development of
our urban places and what we need to
do to return them to people. For CPD
purposes, read a book like this and write
an essay setting out the key points and
discussions. You dont necessarily need
to write something for others to read,
The Ranty Highwayman is not writing on behalf of any organisation. The views expressed in this article are
his own and not those of his employer or any organisations that he is a member of or affiliated to. All views
expressed in this article are those of the author and do not necessarily represent the views of, and should not
be attributed to, Highways Magazine.
As a blogger, I probably do more

research than many, and to be honest,
I dont use that much of what I write
as CPD. What I have found more useful
is that I often use the technical posts
in my blog to link back to a wider
training need that I have previously
identified. It will come as no surprise
that walking and cycling often appear in
my development plan, but look on my
blog posts as the essay approach I have
given above a useful way of reviewing
an area of study.
As a step beyond research and writing,
there are things we can experience
from a practical point of view. In
undertaking research for some of my
cycling infrastructure blog posts, I have
gone on infrastructure safaris; literally
going out on my bicycle to experience
new highway layouts, but always
with an engineers eye. The approach
gives a unique perspective as a user
with engineering as background. As
somebody involved in highway design,
this has direct application to my day job
and I have picked up many ideas just
getting around on two-wheels.
No matter how you approach CPD,
a structured approach is vital. The
process needs to be planned, activities
undertaken and learning recorded. A
development plan is a useful way to set
out what you want to learn, how you
are going to do it; and when finished, a
review of what you have done. Beyond
that, you can think about how you
will apply what you have just learned,
what gaps are left and then the whole
process starts again. The one point I will
leave you with is that anything can be
a learning experience and with a bit of
thought and structure, it can easily be
recorded as CPD.
Follow me on Twitter
@RantyHighwayman
1
2
www.bathcollege.ac.uk
http://islandpress.org/cities-people
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