{"title":"On the straight and narrow","authors":"J. McKenna","doi":"10.2307/j.ctt1x76h5x.7","DOIUrl":"https://doi.org/10.2307/j.ctt1x76h5x.7","url":null,"abstract":"Holmesdale tunnel at junction 25 of the M25 around London, UK, is the busiest road tunnel in Europe. Most of the northern section of the motorway has three lanes and is due to be widened to four lanes. But on the eastbound carriageway at Holmesdale, traffic is squeezed into two lanes plus a slip lane for junction 25. Improvements on the westbound carriageway in 2002 allowed three lanes and a narrow slip lane to pass through the tunnel. The tunnel's mechanical and electrical equipment is reaching the end of its 20 year design life. Costain was awarded a contract to improve traffic flow. The solution involved removing walkways on both sides of the carriageways in both directions. This removed the central reservation and crash protection for the outer wall. To provide crash protection, the asbestos cladding on the outer walls will be replaced with a 1.2m high in situ reinforced concrete wall with a sprayed concrete fire protection on the upper wall and ceiling. The inner wall will consist of a reinforced concrete wall. The new ventilation system will be the Saccardo ventilation system, housed in portals at the entrance to the tunnel. Progress with the project is described. (A)","PeriodicalId":179775,"journal":{"name":"New Civil Engineer","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2006-12-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121487867","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
{"title":"The water margin","authors":"R. Kitching","doi":"10.2307/j.ctt1p9wrkn.7","DOIUrl":"https://doi.org/10.2307/j.ctt1p9wrkn.7","url":null,"abstract":"Hong Kong's new rail line to the Chinese border is being built across environmentally sensitive wetlands. The 7.4km route between Sheung Shui and Lok Ma Chau crosses the Long Valley area of the Mai Po wetlands, home to 60,000 migratory birds. Following pressure from green groups, the line is to be built underground beneath the wetlands. The project will consist of four sections: modernisation of the existing Sheung Shui station, the Sheung Shui to Chau Tau twin tunnels, a western viaduct and Lok Ma Chau station. A footbridge will link the station to China across the Shenzhen river. The tunnels have been driven using an earth pressure balance tunnel boring machine for 3. km under the Long Valley. Cut and cover construction has been used for the 700m of tunnel adjacent to the viaduct. Kowloon-Canton Railway Corporation has reclaimed land to extend the wetlands area to compensate for land lost to the new Lok Ma Chau station. Due to environmental constraints a full site investigation of the Long Valley area was not possible. The engineering team relied on old borehole logs and geological maps, which revealed decomposed volcanic soil with hard rock above and soft ground below. Stringent thresholds were imposed on settlement during construction. Ground freezing was used in the construction of cross passages between the two tunnels in waterlogged ground.","PeriodicalId":179775,"journal":{"name":"New Civil Engineer","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2005-03-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126300246","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
{"title":"Preparing for Christmas","authors":"M. Hansford","doi":"10.2307/j.ctvj4swhp.9","DOIUrl":"https://doi.org/10.2307/j.ctvj4swhp.9","url":null,"abstract":"Network Rail has a Southern Region construction partnership with Nuttall. Details are given of the partnership. This partnership has led to the early involvement of Nuttall in plans to reconstruct an under-strength rail bridge in Surrey, UK. The bridge carries two uplines of the main four-track London to Guildford line over the River Wey and under the M25 motorway adjacent to the Basingstoke canal. Deck replacement is not due until Christmas 2005, but Nuttall has already submitted the Form A document setting out an outline design based on its proposed construction method. The existing wrought iron and timber bridge will be replaced with a steel plate deck with inverted T beams, which will be positioned by a Kirow crane or mobile crane. Access for a mobile crane will be affected by a 132 kV cable supplying Guildford and by an existing footbridge.","PeriodicalId":179775,"journal":{"name":"New Civil Engineer","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2004-11-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131412014","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
{"title":"THE POWERS THAT BE","authors":"D. Parker","doi":"10.2307/1853647","DOIUrl":"https://doi.org/10.2307/1853647","url":null,"abstract":"An AC Cobra sports car powered by a hydrogen bifuel engine has been developed. BMW has also successfully converted standard liquid hydrocarbon-fuelled internal combustion engines to run on hydrogen. This approach has been hailed as a more immediate and effective response to global warming than the fuel cell option. Hydrogen is converted into a higher density fuel by compressing it to 250bar or cooling it until it liquefies. Both options are energy-intensive and the resulting hydrogen contains less energy than petrol and diesel. One alternative being pioneered by DaimlerChrysler and Millennium Cell Inc. is to store hydrogen as a water-based solution of sodium borohydride. The resulting hydrogen can be used in fuel cells or internal combustion engines. Another alternative is to react hydrogen from sustainable sources with carbon from atmospheric carbon dioxide to form a liquid hydrocarbon such as methanol.","PeriodicalId":179775,"journal":{"name":"New Civil Engineer","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2004-07-15","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131203959","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
{"title":"DOWN TO EARTH","authors":"M. Winney","doi":"10.5408/0022-1368-xiv.4.177","DOIUrl":"https://doi.org/10.5408/0022-1368-xiv.4.177","url":null,"abstract":"This article shows how bio-engineered reinforced soil retaining banks are suddenly becoming acceptable practice in UK motorway widening. After their recent first use on the M4, kilometres of them are now being built along the M25, instead of concrete walls. Before their acceptance by the Department of Transport (DOT), they had been used in the UK only for minor retaining structures to access roads and car parks. Athough they were conceived as an attractive environmental alternative to hard retaining structures, their adoption on the M25 is motivated by savings in cost and time. Within a month of starting work on the northbound side of the M40 to M4 section of the M25, long stretches of reinforced soil embankments were completed. A 25mm mesh geogrid was used, in addition to the non-woven material normal in European applications. In determining the banks' design, overall stability, direct sliding, and internal slips had to be analysed. Topsoil is placed on top of the banks, as soon as they approach their full height of up to 4.5. Reinforcement is obtained from a Fortrac geotextile grid, which is wrapped round to hold the banks' 60 degree face with the help of a seed mat. Dense undergrowth, including willow cuttings, will be planted on top of the banks.","PeriodicalId":179775,"journal":{"name":"New Civil Engineer","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"1993-09-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125389555","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
{"title":"Experimental measurement of structural intensity on an aircraft fuselage","authors":"J. Cuschieri","doi":"10.3397/1.2827798","DOIUrl":"https://doi.org/10.3397/1.2827798","url":null,"abstract":"An experimental technique was used to measure structural intensity through an aircraft fuselage with an excitation load applied near one of the wing attachment locations. The fuselage was relatively large, requiring several measurement locations to analyze the intensity flow through the whole of the structure. For the measurement of structural intensity, the use of a transducer array was necessary at every location of interest. A trade-off was therefore required between the number of measurement transducers, the mounting of these transducers, and the accuracy of the measurements. Using four accelerometers mounted on a bakelite platform, structural intensity vectors were measured at locations distributed throughout the fuselage. The results of these measurements, together with a discussion on the suitability of the approach for measuring structural intensity on a real structure, are presented in this paper.","PeriodicalId":179775,"journal":{"name":"New Civil Engineer","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"1991-12-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132304312","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
{"title":"ALL DRESSED UP","authors":"R. Byles","doi":"10.2307/j.ctt4cgn18.19","DOIUrl":"https://doi.org/10.2307/j.ctt4cgn18.19","url":null,"abstract":"This article shows how a German on site road recycling machine is being used to repair damaged road surfaces at Kidderminster, Worcestershire, England. This road pavement surface recycling process is being given its first UK trial there. A small amount of bitumen emulsion is mixed into the pulverised road surface pavement to a depth of about 100mm, using a Wirtgen 2000VCR recycling machine, which has an integrated tamping-type paver screed coupled directly to its rear. One single pass of the machine replaces six operations of the retreading method, which normally involves scarifying the damaged surface, adding various materials and then remixing with a harrow before compaction and surface dressing. Between 2500 and 3000 sq m can be repaired per day, using the shallow recycling technique, compared with about 1000 sq m per day, using retread. Recycling costs between found4.25 and found4.50 per sq m, compared with an average cost of found3.60 per sq m for retread. The major benefit of recycling is the consistency of the mix, so that no material is segregated, whereas fines sink to the bottom during retread. Another advantage is that cars can be driven over the road during the repair process.","PeriodicalId":179775,"journal":{"name":"New Civil Engineer","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"1991-08-08","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131389056","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
New Civil EngineerPub Date : 1982-09-02DOI: 10.1016/0148-9062(83)90462-x
J. Parkinson
{"title":"LATERAL THINKING AT GLOUCESTER LEADS TO NEW GROUND RULES","authors":"J. Parkinson","doi":"10.1016/0148-9062(83)90462-x","DOIUrl":"https://doi.org/10.1016/0148-9062(83)90462-x","url":null,"abstract":"","PeriodicalId":179775,"journal":{"name":"New Civil Engineer","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"1982-09-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116277705","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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