Hackney M.,URS Corporation |
Gair C.,Transport Scotland
Assessment, Upgrading and Refurbishment of Infrastructures | Year: 2013
The M8 White Cart Viaduct was designed and constructed in accordance with the Department of Transport (DOT) and British Standards of the time and was opened to traffic in March 1968. It is one of the most important major bridges in Scotland, carrying more than 90,000 vehicles a day. However, following an unfavourable assessment of the bridge in 2001, the Scottish Executive Development Department (SEDD now Transport Scotland (TS)) engaged Scott Wilson Scotland Limited (since acquired by URS) to develop a phased refurbishment strategy to upgrade the bridge. The refurbishment proposals included the replacement of the parapets, replacement of the expansion joints, waterproofing, resurfacing, and strengthening of the steel box girders. This paper describes the design of the refurbishment works, particularly the steel box girder strengthening including the replacement of the vulnerable half-joints.
Fox J.,Halcrow Group Ltd. |
Bell D.,Halcrow Group Ltd. |
Edmond G.,Transport Scotland |
Cummings P.,Halcrow Group Ltd. |
Langstraat J.,Halcrow Group Ltd.
Proceedings of the Institution of Civil Engineers: Transport | Year: 2011
The Climate Change (Scotland) Act requires that public bodies 'act in the way best calculated to deliver [Scotland's] emission reduction targets'. Transport Scotland, the infrastructure management and delivery agency of the Scottish government, commissioned Halcrow to develop a range of carbon dioxide footprinting and assessment tools known as the carbon management system (CMS). This paper presents, as a case study, the results of a recent pilot for the CMS road infrastructure projects tool to provide a transparent mechanism for reporting infrastructure project carbon dioxide emissions at construction stage. Two further case studies demonstrate how the tool informs carbon dioxide analysis and optimisation through design. These investigate the potential carbon benefits of 'crack and seat' processes, the use of long-life pavement material and the need to carefully examine the transport implications of recycled content specifications, if the ultimate requirement is a 'lower carbon' infrastructure solution. The case studies demonstrate the value of the CMS tools in integrating carbon considerations with civil engineering design, construction and reporting processes.
Mellon P.,Transport Scotland |
Chisholm A.J.,Arup |
Geotechnical Engineering for Infrastructure and Development - Proceedings of the XVI European Conference on Soil Mechanics and Geotechnical Engineering, ECSMGE 2015 | Year: 2015
The Forth Replacement Crossing project is the largest infrastructure project in Scotland for a generation, comprising the 2.6km-long Queensferry Crossing itself together with extensive road network connections. During the processes of scheme development, authorisation and procurement, the Employer's team used a range of approaches to manage project and geotechnical risk. The Employer's Delivery Team then carried through the approaches developed during these early phases of the project into the construction phase, working collaboratively with the Contractors and their Design Teams to ensure that the designs for foundations and earthworks and the construction methodologies and safety measures to be used, aligned with the Employer's expectations for the achievement of the project's specification, budget, programme and maintenance objectives. The application of the approaches taken is demonstrated in examples from both the crossing itself and the associated road network connections on land. © The authors and ICE Publishing: All rights reserved, 2015.
Winter M.G.,TRL Inc |
Dent J.,UK Met Office |
Macgregor F.,Consultant to Transport Scotland |
Dempsey P.,UK Met Office |
And 2 more authors.
Quarterly Journal of Engineering Geology and Hydrogeology | Year: 2010
In August 2004 a series of landslides in the form of debris flows occurred in Scotland. Critically, the A83, A9 and A85 routes, which form important parts of the major road network, were all affected by these events. Although debris flows occur with some frequency in Scotland, they affect the major road network only relatively rarely. However, when they do affect roads the degree of damage, in terms of the infrastructure and the loss of utility to road users, can have a major detrimental effect on both economic and social aspects of the use of the asset. Following these events work was put in place to assess and rank the hazards and to develop a management and mitigation strategy. The management strategy is largely based upon the reduction of the exposure of road users to risks from debris flow. It operates upon the principle of Detection, Notification and Action (DNA). A crucial element of this work is the continuing development of a rainfall threshold to indicate conditions likely to produce debris-flow activity, and the development of a tentative threshold is described herein. Clearly, any change in rainfall patterns as a result of recent climate trends and future climate change has the potential to affect the frequency and intensity of debris flow and thus the effectiveness of the associated management strategy for such events, and the potential effects of such phenomena are considered in this paper. © 2010 Geological Society of London.
McHale M.,TRL Inc |
Millar D.,Transport Scotland |
Carswell I.,TRL Inc
Asphalt Pavements - Proceedings of the International Conference on Asphalt Pavements, ISAP 2014 | Year: 2014
In order to provide an indicator of the performance of SMA surface course, the Scottish Inspection Panel (SIP) was established in 2006. This paper describes the work undertaken by the SIP, including the development of a visual assessment procedure that has its roots in a system established in the 1950s. The SIP team comprises a group of widely experienced asphalt experts who represent a cross-section of the asphalt industry. The survey team record any features that appear to affect the service life of the surface course to establish initial causes and typical modes of failure. Sites of special interest are also inspected to assess the performance of new materials and to identify longer term deterioration trends. Based on the observations and results of SIP surveys, several recommendations have been made to improve material design, construction and aftercare. Examples of improvements include closing up the surface texture to improve durability, without compromising safety; improved joint construction techniques, advice on treatment selection; and promoting the importance of maintaining drainage systems. Recent SIP results (2012) have shown that year-on-year improvements are being made and the process has been successful in improving the performance of surface courses laid on the Scottish trunk road network. © 2014 Taylor & Francis Group, London.