Pages

Saturday, 5 July 2014

7 Record-Setting Engineering Wonders of the Modern World

EFIFFEL TOWER , FRANCE: Would you believe that the tallest bridge in France reaches higher than the Eiffel tower, or that a single dam in China can hold back 1.4 trillion cubic feet or water? Each of the projects depicted here has set at least one world record for its height, scale, daring or ingenuity. From Venice to Boston, Egypt to England, here are seven amazing engineering wonders of the modern world.


Venice Square Flooded



Venice Flooded

Venice Tide Barrier Diagram




VENICE-ITALY : The Venice Tide Barrier Project will be the largest flood prevention project in the world. The project has been debated in one form or another for over 40 years as a way to protect this historical city-on-the-water for future generations. With Venice slowly sinking, and the water around it slowly rising, and floods always a fear, Italians have known for a long time that something needs to be done. Finally, the Prime Minister of Italy approved the second phase of the plan, including 80 hinged barriers, each approximately 6,500 square feet.
Paroramic Shot of Tallest Elevator

Worlds Tallest Exterior Elevator

http://www.youtube.com/watch?v=-O-1rjyebFU

ZHANIGJIAJIE-CHINA : The Bailong Elevator is the world’s largest exterior elevator. At over 1,000 feet tall, this elevator looms high midway up a cliff overlooking a valley far below. Moreover, the elevator is mostly glass, affording passengers a dizzying view to the depths below. There is some concern, however, about the elevator’s long-term impact on the surrounding natural environment.

Worlds Tallest Bridge France

Millau Bridge in the Mist

Millau Bridge France

Millau Bridge

http://www.youtube.com/watch?v=5Ab_XNmkgic

MILLAU-FRANCE: The Millau Viaduct is the highest bridge in the world. At almost 1,000 feet high (taller than the even the Eiffel Tower) and over 8,000 feet long it sometimes sits above the cloud line, as shown in the beautiful photographs above. The engineered wonder of the bridge itself is nearly as amazing as the view of the valley below.

Worlds Largest Underground Pipeline

Underground Tunnel 3D Model

MORE,NORWAY TO EASINGTON,BRITAIN: The Langeled Pipeline is slated to be the longest underwater gas pipeline in the world. It will ultimately supply 20% of Britain’s gas needs, connecting England to the largest gas field in Europe via 750 miles of complex underwater terrain. Engineers have had to account for subzero temperatures an stormy waters in addition to developing techniques for installing the pipeline in the first place. They are able to lay an amazing 8 miles of pipe per day.
Three Gorges Dam Aerial

Three Gorges Dam Map

Three Gorges Damn Photo

http://www.youtube.com/watch?v=a6ioHuJOm3I

YANGTZE-CHINA: The Three Gorges Dam has drawn fire from people around the world for its role in raising water levels and displacing millions of Chinese residents in the area. As a work of engineering, however, it is unparalleled. It will be the largest hydroelectric dam in the world, 600 feet high and holding 1.4 trillion cubic feet of water behind 100 million cubic feet of concrete. This engineering wonder will also eventually provide as much as 10% of China’s vast power needs.


The Big Dig Boston Map

The Big Dig Boston 2
The Big Digg Boston

Big Dig Collapse Boston

http://www.youtube.com/watch?v=4P6SLyDl40o

BOSTON,MASSACHUSETTS: The so-called Big Dig is a massive tunneling project in the heart of Boston, and is the most massive and expensive construction project in the history of the United States (at 15 billion dollars). Disaster and scandal have haunted this endeavor from the beginning, including accidents, deaths and even arrests for criminal negligence. Engineers were forced to navigate a maze of subways, pipes and utility lines in the course of the project, all with minimum disturbance to the bustling streets of Boston above.

Mubrak Pumpting Station Aerial


Mubrak Pumping Station Model

Mubarak Pumping Station Construction

MUBARAK,EGYPT: The Toshka Project is an amazing attempt to convert a half million acres of desert landscape into arable land. The Mubarak Pumping Station is at the center of this effort, and will channel millions of cubic feet of water per hour. It will ultimately redirect 10% of the country’s water from the Nile and will increase the inhabitable land in Egypt by as much as 25%.

Contribution of Civil Engineering to modern life

Many do not realize the importance of civil engineers within the society. By developing the infrastructure 

for our society, they are basically giving shape to the history of our nations. One might ask how this 

might be possible. By giving shape to the society, civil engineers are essentially building the backbone 

for the world to relax on. Only by going deep into the duties that civil engineers do can one understand 

the importance of their job and their many responsibilities.

Civil engineering has played a critical role in increasing the health and quality of life in the last 50 years,
From developing better water supplies, municipal sewer systems, wastewater treatment plants to the 
design of buildings to protect us from natural hazards and provide health care, to improved agriculture 
through water resource development and distribution projects to rapid and dramatic changes in 
transportation systems, civil engineers have developed the basic infrastructure on which modern society
depends. Civil engineers were the first engineers and continue to be dedicated to technology 
development for the common good and the general public.

Our work has helped reduced the death rate dramatically which is one of the principal reasons that 
population has been able to grow so dramatically in the last 150 years. And as Don Roberts (retired vice
president of CH2MHill) has pointed out, the improvements in transportation alone have enabled rapid
migration of large numbers of people all over the world and increased the volume of raw materials and
finished products in international trade 800 times in the last century. Economic output has increased 
over 20 times, fossil fuel 30 times and industrial production 100 times in the last century. Along with this
growth has come some undesirable environmental, health and social impacts, particularly in the last half century.

Tuesday, 24 June 2014

todays news in indias top magazine

Railways Needs Rs 5 Lakh Cr For Infra Push: Stanchart

E&H 03.JPGThe railways will need an investment of Rs 5 lakh crore in new assets over the next five years, providing business opportunity to the infrastructure companies, according to a Standard Chartered report.

The railways aims to increase the share of commercial traffic from 32% to 74%, for which it has to build special corridors, modernise infrastructure, increase the average speed of freight trains and build logistic parks. Such projects, the report said, would be financed by public-private partnership, state partnerships and loans from multilateral agencies. 

NBCC Plans Three Townships in North India

National Buildings Construction Corporation Ltd (NBCC) is planning townships in Alwar, Gurgaon, and Khekra (near Delhi-Saharanpur Highway) in the coming 3 months. 

PCB 01.jpgMr. Anoop Kumar Mittal, CMD of NBCC said that the townships will consist of 500-1,000 affordable housing units. He was speaking on the sidelines of inauguration of Construction & Demolition Waste Recycling Plant installed by the PSU at its project site of redevelopment of East Kidwai Nagar in Delhi.

The plant would save transportation cost of C&D waste material, besides reducing the material required for the project. It can process 150 tonnes of C&D waste a day, which in turn shall produce 30,000 bricks/kerb stone and shall be used in the construction of the project.

“With this plant, we expect to save Rs 3 crore on transporting and recycling waste and another Rs 6-7 crore as the recycled product will be 30 per cent cheaper,” Mittal said. The East Kidwai Nagar redevelopment scheme involves construction of approximately 4,747 houses in place of existing 2,444. The total plot area of the project is 86 acres. 

Mumbai Metro First Phase Ready

Following the final safety clearance from the Chief Metro Railway Commissioner, the Mumbai Metro One Pvt Ltd (MMOPL) can open the line for commercial use.

E&H 05.jpgWork on the line, which began in 2006, was running behind schedule by three years. The project is being developed jointly by MMOPL, an Anil Ambani group company, and the Mumbai Metropolitan Region Development Authority.

AK Mishra, Chief Executive Officer of MMOPL, told media persons on Wednesday that the fare issue was a sensitive matter, and that the board of MMOPL had not yet taken a decision on it. The operational costs of the project had shot up by 125 per cent because of the delay, he added.

In 2006, the project cost was estimated at Rs. 2,360 crore, but it has escalated to Rs 4,291 crore. The Versova-Ghatkopar metro line will have 12 stations and will operate form 5.30 am till midnight, with a train running every four minutes during peak hours and seven minutes during non-peak hours.

Kochi Metro Authorised To Purchase Land Directly

The Kerala Government has decided to give Kochi Metro Rail Ltd the authority for direct purchase of land for the project.

This was decided at a high-level review meeting headed by Chief Minister Oommen Chandy and attended by Ministers and senior KMRL officials.

A press statement said that Rs 70 crore will be made available for land acquisition immediately for the widening of the Vyttila-Petta stretch, which involves the acquisition of 3.0138 hectares.

E&H 04.jpgThe meeting has asked Kerala Water Authority to complete pipe laying work through SA road on a priority basis. It was decided at the meeting to finish all the work by the end of next month and hand over that area to DMRC.

The meeting has also authorised KMRL Managing Director Elias George to hold discussions with St Albert’s College authorities regarding the land acquisition required at Kaloor. An extent of 98 cents is required from the land leased to the college for its football ground in front of the Jawaharlal Nehru Stadium for the construction of the metro station. 

Builders Demand Separate Ministry for Construction Sector

E&H 08.JPGWith the demand for skilled workers set to nearly treble by 2020, the construction industry wants a separate ministry both at the Union and the state level to address the issues affecting the sector. The construction industry, which employs about 10 million skilled workers now, would require at least 30 million such workers by 2020, said S K Basu, president of Builders’ Association of India (BAI). The construction industry would require 55-60 million workers by 2020, he said.

“We have to run from pillar to post when there is a problem. There is nobody to take care of our needs. We need a separate ministry or department,” Basu said. Stating that the construction industry has the second largest workforce (35 million) after agriculture in the country and it also ranked second in contribution to GDP (gross domestic product), he said they still have to work with various government departments and ministries.

“Steel and mining are tiny industries compared to construction in employment and gross turnover. But they still have separate ministries,” Basu, who was in the city to attend a workshop organised by BAI, said. The share of skilled workers in the overall workforce is less than 50% now and the aim is to increase it to 65% by 2020, he said.

Though state governments are collecting 1% labour cess on construction activities, the funds generated under the route are lying idle, senior BAI officials said. About Rs 9,000 crore collected as labour cess is with state governments and this could be utilised to impart skills training to construction workers, they said.

“The funds can be used for imparting training to workforce. State governments have their own infrastructure and run ITIs (industrial training institutes). They can offer skills training to unskilled workers,” Basu said.

The construction skill development council (CSDC) formed by BAI, CREDAI (Confederation of Real Estate Developers’ Association of India) and other construction bodies has started the groundwork for skills training, he said. “We already have 100 in-house trainers. It is very difficult to get trainers from villages. But they are needed to train the workforce who come mostly from rural areas,” Basu said. CSDC would offer training programmes for various jobs and issue certificates as well, he said.



NHAI and NHBF Join Hands to Lower Arbitration Costs

A dispute settlement committee set up by the National Highways Authority of India (NHAI) has resolved 124 arbitration claims on the authority at just 10% of the original claim value, saving both litigation costs and time for NHAI as well as private contractors. Out of the cases taken up by the committee, only 17 cases involving nine companies remained unresolved. Out of total disputes of over Rs 20,000 crore, the committee succeeded in resolving pending claims and financial disputes worth Rs 9,395 crore for just Rs 910 crore. 

Buoyed by the success of the committee, which was set up in December 2012, The NHAI and National Highway Builders Federation (NHBF), the developers’ body, have together floated another body – The Society for Affordable Redressal of Disputes (SAROD).

E&H 02.JPG

While the society would work largely within the principles of the current dispute resolution framework, such as the International Centre for Alternate Dispute Resolution (ICADR) mechanism and the Indian Arbitration Act, it would deviate while attempting to limit the expenditure on arbitration, according to M Murali, Secretary General, NHBF.

The present mechanism allows arbitrators to define their own fees and there are cases of arbitrators asking for exorbitant fees. In a recent case involving a dispute regarding the Panipat-Jalandhar national highway, the arbitrators structured their fees in such a way that the fee payable to each arbitrator a day could go up to Rs 8 lakh, according to NHAI, which has estimated that the fees to resolve this dispute, based on the ICADR framework, would be Rs 32 crore, while that through the SAROD framework would be below Rs 50 lakh.

Also, NHAI and road developers feel that disputes solved through ICADR do not incentivise faster decisions or provide disincentives for delayed decisions.

Sunday, 22 June 2014

Saudi Arabia to build world's tallest tower, reaching 1 kilometer into the sky

 Saudi Arabia to build world's tallest tower, reaching 1 kilometer into the sky

Dubai, long champion of all things biggest, longest andmost expensive, will soon have some competition from neighboring Saudi Arabia.
Dubai's iconic Burj Khalifa, the world's tallest building, could be stripped of its Guinness title if Saudi Arabia succeeds in its plans to construct the even larger Kingdom Tower in Jeddah -- a prospect looking more likely as work begins next week, according toConstruction Weekly.
Consultants Advanced Construction Technology Services have recently announced testing materials to build the 3,280-feet (1 kilometer) skyscraper (the Burj Khalifa, by comparison, stands at a meeker 2,716 feet, or 827 meters).
The Kingdom Tower, estimated to cost $1.23 billion, would have 200 floors and overlook the Red Sea. Building it will require about 5.7 million square feet of concrete and 80,000 tons of steel,according to the Saudi Gazette.
Building a structure that tall, particularly on the coast, where saltwater could potentially damage it, is no easy feat. The foundations, which will be 200 feet (60 meters) deep, need to be able to withstand the saltwater of the nearby ocean. As a result, Advanced Construction Technology Services will test the strength of different concretes.
Wind load is another issue for buildings of this magnitude. To counter this challenge, the tower will change shape regularly.
"Because it changes shape every few floors, the wind loads go round the building and won't be as extreme as on a really solid block," Gordon Gill explained toConstruction Weekly. Gill is a partner at Adrian Smith + Gordon Gill Architecture, the design architects for the project.
Delivering the concrete to higher floors will also be a challenge. Possibly, engineers could use similar methods to those employed when building the Burj Khalifa; 6 million cubic feet of concrete was pushed through a single pump, usually at night when temperatures were low enough to ensure that it would set.
Though ambitious, building the Kingdom Tower should be feasible, according to Sang Dae Kim, the director of the Council on Tall Buildings.
"At this point in time we can build a tower that is one kilometer, maybe two kilometers. Any higher than that and we will have to do a lot of homework," he told Construction Weekly.
It is expected that construction of the tower will require 5.7 million square feet of concrete and 80,000 tons of steel.
It is expected that construction of the tower will require 5.7 million square feet of concrete and 80,000 tons of steel.
For buildings of this stature, wind load could also put stress on the structure. To battle this, the design of the structure will change every few floors.

For buildings of this stature, wind load could also put stress on the structure. To battle this, the design of the structure will change every few floors
There are plans for a 98-foot sky terrace on the 157th floor. When completed, it will be the highest terrace in the world.
There are plans for a 98-foot sky terrace on the 157th floor. When completed, it will be the highest terrace in the world.
The structure will overlook the Red Sea, posing additional challenges to the building process. It's particularly important that the foundations -- 200 feet deep -- won't be affected by saltwater from the ocean.
The structure will overlook the Red Sea, posing additional challenges to the building process. It's particularly important that the foundations -- 200 feet deep -- won't be affected by saltwater from the ocean.

Like the Burj Khalifa, the Kingdom Tower will have a flower-shaped footprint.
Like the Burj Khalifa, the Kingdom Tower will have a flower-shaped footprint.
The project is expected to cost $1.2 billion.
The project is expected to cost $1.2 billion.
Engineers will also need to design a pump to help deliver concrete to high levels.
Engineers will also need to design a pump to help deliver concrete to high levels.

According to Construction Weekly, construction will start on the Kingdom Tower -- slated to be the world's tallest at 1 kilometer (3,280 feet) tall -- next week.
According to Construction Weekly, construction will start on the Kingdom Tower -- slated to be the world's tallest at 1 kilometer (3,280 feet) tall


Friday, 20 June 2014

ECOSMART CEMENT

Cement

concrete is the most widely used construction material in the world
Environmental impact of cement production
Concrete is the most common construction material used in the world. Cement is the principal ingredient in concrete. Producing one tonne of cement results in the emission of approximately one tonne of CO2, created by fuel combustion and the calcination of raw materials. Cement manufacturing is a source of greenhouse gas emissions, accounting for approximately 7% to 8% of CO2 globally (1), and approximately 1.8% of CO2 emissions in Canada (2). The cement industry has made significant progress in reducing CO2 emissions through improvements in process and efficiency, but further improvements are limited because CO2 production is inherent to the basic process of calcinating limestone.
Cement and CO2 in the Vancouver region
The cement manufacturing industry in the Greater Vancouver Regional District (GVRD) in British Columbia Canada, currently produces approximately 50% of industrial CO2 emissions, or 13% of the total CO2 emissions in the GVRD. The EcoSmart Concrete Project was initiated to address the issue of greenhouse gas emissions in the Lower Mainland.
EcoSmart™ concrete reduces CO2 & benefits the environment
There is an increasing demand for concrete worldwide, estimated to double within the next 30 years. How can that demand be met without a corresponding increase in greenhouse gases? By using Supplementary Cementing Materials (SCMs) to replace a maximum amount of the cement in concrete, we can reduce energy and resource consumption, reduce CO2 emissions, and lessen the negative environmental impact. There is a further environmental benefit in that most commonly used SCMs (such as fly ash) are waste products and would otherwise end up in landfills.

Global trends in CO2 emissions and potential impact of EcoSmart concrete
Projected increase in cement production over the next decade may produce a significant increase of greenhouse gas emissions. The scenario below shows that if just 30% of cement used globally were replaced with Supplementary Cementing Materials (SCMs), the rise in CO2 emissions from cement production could be reversed.
Cement Required Graph
This scenario shows the percent of Supplementary Cementing Material replacement required to achieve zero percent increase in CO2 production from cement manufacture from 1995 to 2010.
SCM Graph

Sunday, 4 May 2014

Flooding



Flooding
Parts of the North East have a history of serious flooding. Improvements need to be made, but there are a
number of issues holding back an overall reduction in the region’s risk of flooding: lack of funding, lack of
available design resources due to a skills shortage, and legislation that does not go far enough to coordinate
and govern a regional solution.
Ullswater Gardens, South Shields                                
Both the North East and the UK as a whole need
to address flood risk in order to reduce damage
to property and danger to life, in addition to
improving quality of life for many people who
live in areas under threat of flooding. Although        
the North East is not the worst region in the
UK in terms of flooding problems, there are a
number of high profile flood alleviation schemes.
In addition, the region is a world leader in using
detailed analytical techniques to develop climate
change strategies.
North East - flooding problems in
the region
It is estimated from the Environment Agency’s
(EA) Catchment Flood Management Plan
and from Northumbrian Water information
that more than 50,000 people in the North
East region are at 1% risk of flooding per
annum from sources such as rivers, sewers,
groundwater and surface water.
Although it is getting worse, flooding is not
a new phenomenon. Historically the North
East has seen a number of large river flooding
events in towns such as Morpeth, Bishop
Auckland, Rothbury, Gosforth and Hexham.
Morpeth was in the news in September 2008
when over 1,000 properties were inundated
with water, and has suffered a number of
major flooding events in the past, especially
in 1963 and 1968. Elsewhere in the region,
Barnard Castle flooded relatively frequently
until Cow Green reservoir was constructed in
the late 1960s to control flows in the upper
Tees Valley.
Due to a recent escalation in the number of
intense summer storms, there has been a large
increase in flooding from public sewers since
the summer of 2005. In the period 2005 to
2008, Northumbrian Water estimates that just
over 2,500 properties in the region suffered
internal flooding from sewage that escaped
from the public sewerage system.
A number of flood relief schemes have been
constructed by the Environment Agency,
Northumbrian Water and local authorities in
recent years. These organisations estimate
that their overall investment will exceed £100m
for the period 2005-2010. In addition to this
investment, organisations have been working
together with Department for Environment,
Food and Rural Affairs (Defra) on two large
studies at Hartlepool and North Ouseburn
in Newcastle. These two schemes are pilot
studies to determine how different bodies
can work together in order to gain a greater
understanding of the complex issue of floods.
Causes of flooding
The recent flooding in the North East highlights
some of the problems faced by thousands of
homes and businesses across the UK in areas
at risk of flooding.
The main cause of flooding in the region is
river and coastal water. Information on flood
risk from these sources can be found on the
Environment Agency website in the form of
flood risk maps. These show the statistical
likelihood of flooding, but do not give any
information about speed of flooding or flood
routes, etc. A number of river catchments in
the North East have very short lead-in times
or “flashy” catchments e.g. Morpeth and
Hexham, where the time between heavy rain
starting and the water levels rising significantly
is only a couple of hours.
Flooding to homes and other properties due
to rising groundwater levels, or overland flows
caused by topography or inadequate surface
water management can be equally devastating.
In addition to storm water, sewer flooding
is exacerbated by overloading due to
overdevelopment and paving over permeable
areas, for example turning grassed front
gardens to hard surfaced driveways. A
nationwide study undertaken by the Royal
Horticultural Society in 2006 found that almost
a quarter of front gardens in the North-East of
England are now completely paved, with 47%
of front gardens being more than 75% paved
with impermeable materials. This encourages
large volumes of rainwater to enter drainage
networks more rapidly. Although new planning
regulations now require permission for new
impermeable areas or driveways over 5m²,
Newcastle Town Moor from the A189 Grandstand Road
generally there is weak legislation to manage
surface water drainage.
Sewer maintenance as a cause is also
underestimated. Although the latest Ofwat
assessment of sewer serviceability remains
at “stable” for both infrastructure and noninfrastructure
in the North East, property owners
are currently responsible for maintenance of the
sewers within their own boundary.
Properties are still being developed in areas at
risk of flooding, therefore flood risk must be
considered at the earliest stages of a scheme
so that it can be reduced by planning and
design. Planning Policy Statement 25 (PPS25),
the government’s policy on development and
flood risk, is meant to help direct development
away from areas at high risk of flooding.
Conversely, the government announced its
support earlier this year for continuing to allow
increased house building in flood hazard areas
on economic grounds.
Raising awareness
A more integrated approach to flood risk
management is required where engineers
can link openly, comfortably and directly with
communities under threat. People should be
given the ‘real story’ - that it will never be
possible to protect everything. Engineers must
better explain what risk means, and that the
possibility of flooding exists every day, not just
once every sixty or a hundred years. The positive
news is that it is certainly possible to lower the
risk of flooding significantly, and to reduce the
impact of any flooding that does occur.
Sharing information
A lot has already been achieved by the
numerous (maybe too numerous) organisations
with responsibility for dealing with flooding to
engage and inform the public. Many initiatives
including multi-agency emergency plans, public
resilience/resistance coaching, and mitigation
advice exist. Emergency and maintenance
plans should be shared with the public more
visibly. If access to this information was
improved, people would be better equipped
to make informed decisions about their own
lives. Communities must emerge from this
engagement process educated, strong and
ready to take positive action.
The engineer’s role
Equipped with knowledge, skills and
expertise civil engineers are at the heart of
this engagement process. However, there are
technical limits to what can be done, and
civil engineers can only harness or manage
the environment, not control it. This message
should be delivered to the public to raise
awareness and manage often unrealistic
expectations. With the right legislation,
funding and skills, we can do more to protect
properties from flooding. There are a number
of high profile flood alleviation schemes in the
region which show this.
Time for action
In 2004, the government published The
Foresight Report, which estimated that annual
damages due to flooding and coastal erosion
could rise from £1.4bn a year to £27bn a year
by 2080. It also suggested that these damages
could be reduced by between 40% and 70%
through risk management activities.
Following the devastating floods in the
summer of 2007, the government appointed
Sir Michael Pitt to review the process of
flood risk management, identify shortfalls
and provide recommendations to improve
the process. He gave 92 recommendations
which he felt should be implemented as soon
as possible, with major initiatives completed
by the end of 2010. The Pitt Review was
addressed to local authorities, local resilience
forums, providers of essential services, insurers
and others, the general public and government
offices and covered six main themes:
■ Knowing when and where it will flood
■ Improved planning and reducing the risk of
flooding and its impact
■ Being rescued and cared for in an
emergency
■ Maintaining power and water supplies and
protecting essential services
■ Better advice and helping people to protect
their families and homes
■ Staying healthy and speeding up recovery
The overall thrust of the recommendations
was that a much more integrated approach
Hexham, courtesy of the Environment Agency
Ullswater Gardens, South Shields
is required for flood risk management,
requiring changes in legislation to provide
clarity, especially in terms of the roles and
responsibilities of key operating authorities.
The government responded in December 2008
with resounding support of the Pitt Review’s
findings.
The Institution of Civil Engineers also
produced a report entitled Flooding:
Engineering Resilience, which can be viewed
at the following link: www.ice.org.uk/
downloads/2008_flooding.pdf
The Floods and Water Bill, due for consultation
later this year, is anticipated to address the
shortfalls identified by Pitt in order to allow
more efficient management of flood risk.
www.defra.gov.uk/environ/fcd/
floodsandwaterbill.htm
Although there is a price to pay for better flood
management, all of the recommendations
outlined in the Pitt Review have a net cost
benefit, i.e. the cost of implementation will
be far less than that of repairing the damage
that is likely if no action is taken. At present,
this implementation cost is seen as the major
hurdle that must be overcome if the operating
authorities are to take up the challenges that
are presented to them.
www.defra.gov.uk/environ/fcd/floods07/
Govtresptopitt.pdf
The way forward
Engineers have a key role to play in reducing
flood risk, developing solutions and engaging
with the public.
A range of techniques exists for flood
alleviation, such as better management of
surface water at source and the attenuation
of peak flows, as well as the more traditional
approaches of increasing sewer capacity or
providing flood defences for rivers and
coastal waters.
There is an obligation on everyone involved in
flood risk management to find more sustainable
solutions to flooding problems and to look
more widely to ensure that new development
does not increase flood risk elsewhere. This
approach needs to be more strongly supported
through the planning system. Even with
PPS25 in existence, it is apparent that too
much development is taking place without
addressing all flood risk issues. Opportunities
to reduce flood risk through redevelopment
and regeneration schemes, of which there are
several in the North East, are also potentially
being missed due to lack of enforcement of
sustainability principles.
The effective management of surface water must
be a central theme in any urban development
or redevelopment and should be enforceable
through statutory powers. Much better use
needs to be made of landscaping features to
reduce and attenuate surface runoff. Features
could be permeable paving, soft landscaping or
attenuation ponds. Drainage systems need to be
designed so that when capacity is exceeded, any
resultant flooding impacts are understood and
managed appropriately. This can be achieved by
containing excess flows within the highway and
directing them away from property toward less
critical areas.
A catchment approach needs to be adopted
with solutions in locations that are remote
from areas at risk from flooding, such as
surface water storage upstream of at risk
areas. In the upper reaches of catchments,
terracing of open slopes, tree planting and wet
grassland areas can provide storage areas and
delay the time it takes for rain water to enter
drainage networks. By carrying out these land
use changes sympathetically flood control
can be made sustainable with benefits for
landowners as well as the public. Controlling
surface water at source and providing
sustainable urban drainage systems (SUDS) to
reduce downstream impacts should become
standard practice, and this will require the
various stakeholders including local authorities,
water companies and the Environment Agency
to work together more closely. In many
urban areas an integrated approach will be
required that considers flood risk from sewers,
watercourses and other components of the
drainage system together. This needs to be
backed by strong legislation to define clearly
the lines of responsibility and funding for
construction and future maintenance.
The knowledge and technical skills to deliver
such an approach exist in the North East,
although there is generally a skills shortage in
Dutch retrofitted Sustainable Urban Drainage Systems (SUDS)
ICE North East
Room 3.13, Cassie Building
School of Civil Engineering and
Geosciences
Newcastle University
Claremont Road
Newcastle upon Tyne
NE1 7RU
t +44 (0)191 261 1850
e irene.hurley@ice.org.uk
ice-northeast.org.uk

the UK. The main obstacles to achieving it lie
in the division of responsibilities and funding
for dealing with flooding and drainage, and
with the weaknesses in the planning process
in relation to flood risk. We want to see these
shortcomings addressed in future legislation.
Progress in the region
SURFACE WATER MANAGEMENT PLANS
(SWMP)
Findings from urban drainage pilot studies
carried out in Hartlepool and Newcastle have
helped to inform Defra’s guidance on SWMPs.
Surface water run-off contributes significantly
to the flooding of property when surface water
flows exceed the capacity of the drainage
system. SWMPs are aimed at diverting surface
water run-off away from the sewerage
system and into local drainage areas, either in
drainage ponds or through permeable surfaces.
Local authorities are to take the lead role in
implementing SWMPs with guidance offered
by Defra. Six local authorities are being funded
by Defra to help develop first edition SWMPs.
NORTHUMBRIA REGIONAL FLOOD
DEFENCE COMMITTEE (NRFDC)
The NRFDC has been funding small scale
projects in the region aimed at developing
innovative engineering approaches to local
flood defence problems. For example £650,000
is being used to create a series of small
storage ponds and wetlands upstream of the
town of Belford in north Northumberland.
The partly completed scheme successfully
reduced the impact of the same storm event
which hit Morpeth in September 2008. The
project aims to develop a toolkit of options so
that techniques can be used elsewhere in the
country. (www.environment-agency.gov.uk/
news/101203.aspx) Similar schemes are to be
undertaken in 2009/10 in different parts of the
region. The committee also works with schools
and businesses to raise awareness of climate
change and its impact on future flood risk.
NEW TECHNOLOGIES
State of the art research is being carried out
at Newcastle University, modelling the risk of
flooding using a numerical model to produce
catchment scale 3D simulations of flood
events. The information gained will enable
stakeholders to identify and prioritise resources
to help reduce the future risk of flooding. The
research is funded through the Flood Risk
Management Research Consortium (FRMRC)
and is expected to be completed in 2011.
www.ceg.ncl.ac.uk/research/water/projects/
adaptive.htm
CLIMATE CHANGE
North East Climate Change Partnership
commissioned a study in April 2008 in
response to the threat of climate change.
This report will look at the impact of climate
change up to 2050, what should be done to
adapt, and recommend actions to be taken
now for the future. North East England is the
first region in the world to use such a detailed
analytical technique to develop climate
change adaptation strategies. The high level
of detail in the study will enable organisations
and businesses from the public, private and
voluntary sector to respond more confidently
when identifying what they need to do to
adapt to our changing climate.
www.northeastassembly.gov.uk/page.
asp?id=99.
The region’s aims
In addition to dedicated funding to tackle
flood alleviation schemes, we would
welcome a government amendment to
building regulations to ensure that all new
or refurbished buildings in high flood-risk
areas are flood resistant or resilient, and
that development does not increase risk
of flooding (e.g. by paving over previously
permeable areas). The government is currently
considering these requirements and how best
“flood performance” could be included within
amended building regulations. This may open
up the opportunity to provide green roofs and
purpose-built storage systems alongside flood
resilience and resistance measures.
www.defra.gov.uk/environ/fcd/policy/
surfacewaterdrainage.htm
Morpeth Floods, courtesy of the Environment Agency

Thursday, 24 April 2014

Connected traffic system for emergency responders demonstrated

Summary : A prototype "smart drive" connected traffic system that can clear red light signals and warn of traffic tie-ups has been completed.



A live demonstration of the MCDOT SmartDrive traffic management system in Anthem, Ariz. included a live display of the 2.3-mile stretch of Daisy Mountain Drive used for the field test of the system.

The small but new community of Anthem, just north of Phoenix, has the potential to become the nation's leader in traffic safety technology. The north Maricopa Valley community is the test site for a new, federally-funded and state-supported traffic management system that, if successful, would not only protect emergency vehicles from colliding with traffic during rapid response, but would enable them to "talk" to each other and prioritize each other's routes to an emergency incident.

The MCDOT SmartDrive program -- developed through a partnership between the University of Arizona, the Maricopa County Department of Transportation, the community of Anthem and others -- could also be expanded to give city buses, special needs vehicles, and other mass transportation providers a clear path through traffic tie-ups in near-real time.
A live demonstration of the MCDOT SmartDrive system in April 2012 included equipping several street intersections and vehicles in Anthem with system components to demonstrate the capabilities of the system to manage emergency vehicles during a mock incident response. Traffic signals at six intersections along a 2.3-mile stretch of Daisy Mountain Drive were retrofitted with components that allow the signals to "talk" to not only each other, but with at least two other emergency vehicles involved in the demonstration. The SmartDrive system uses a combination of short range radios, WiFi and Bluetooth to maintain connection.
When the incident alert alarm was given to the system, it began clearing a path of green lights for the mock emergency vehicle -- in this case, a Valley Metro bus loaded with demonstration observers -- while at the same time disclosing the location of the vehicle to coordinators and other vehicles connected to the system. Traffic detection and data collection software were used to display the data live to observers.
Individual emergency vehicles can "talk" to each other via the SmartDrive system, receiving real time information during an incident response and assigning priority right of way to fire trucks, police vehicles or ambulances, depending on the circumstances of the individual incident. "It's the capability to talk to several responding vehicles at once that makes this traffic system unique, and is the focus of our research," said Larry Head, associate professor of systems and industrial engineering at the University of Arizona College of Engineering.
Operators of vehicles in the system would know which lanes are closed, and could select alternate routes to more efficiently reach emergencies, or to find a clear outbound corridor to say, a hospital or other emergency services destination. If additional emergency vehicles are heading in the direction of the incident, they would be able to find the fastest routes through traffic, Head said.
Assisting in the system research are UA engineering graduate student Jun Ding, who is studying for both his masters in systems engineering and his PhD in electrical and computer engineering, and Wei Wu, a visiting scholar from Tonghi University in Shanghi China.
The MCDOT SmartDrive test site in Anthem is part of a larger, federal research initiative called ITS, or Intelligent Transportation Systems program. It gets support from the U.S. Department of Transportation as part of a broader series of research initiatives that would eventually connect all vehicles involved in surface transportation together to maximize safety, increase ground mobility, and decrease environmental impact. A second national test site in California is operated by the California Department of Transportation, or CALTRANS.
The SmartDrive system technology has another beneficial application that's also in the works: increasing city bus efficiency. Providing public transit vehicles access to the SmartDrive system would allow buses and shuttles to operate more efficiently, stay on schedule, and provide better service, if given traffic signal priority at SmartDrive intersections. "Transit and school buses would run on time and more reliably, and would make public transit more attractive," said U.S. Secretary of Transportation Ray LaHood, in an April 26 blog post describing the Arizona SmartDrive project.
While officials finalize the details of getting the SmartDrive system fully operational in Anthem, Head confirms the next step in the development of the system is adding public buses and school buses.
Head also said there are plans to use the Anthem field test site to support other research, including field testing an application that would allow pedestrians to send need-to-cross signals directly to traffic lights from their mobile phones. The phones would also be able to let visually impaired pedestrians receive red or green light signals. This research is being developed in partnership with Santa Clara, Calif.-based Savari Inc., he said.

Tuesday, 22 April 2014

Vibrations reveal state of bridge ropes

SUMMARY : 
                   The new ResoBridge method has been developed to check bridges during running traffic within one day. It measures the vibrations of the tensioning ropes of externally prestressed concrete bridges. In the future, it may also be used to check cable-stayed bridges and constructions as well as hybrid towers of wind plants.





The new ResoBridge method has been developed to check bridges during running traffic within one day. It measures the vibrations of the tensioning ropes of externally prestressed concrete bridges. The test method developed by Karlsruhe Institute of Technology helps control the state of infrastructure facilities and optimizes early planning of necessary repairs. In the future, it may also be used to check cable-stayed bridges and constructions as well as hybrid towers of wind power plants.

Nearly 40,000 bridges exist in Germany. They have to withstand enormous loads. In particular, they have to cope with the growing heavy goods vehicle traffic. To guarantee safety of bridges, regular inspections are required. However, visual methods allow the damage to be detected in a rather advanced state only. Other methods, such as ultrasound, radiography or magnet-inductive testing, are time-consuming and expensive. Moreover, the bridges partly have to be closed for the traffic.
The ResoBridge method developed by Lothar Stempniewski and Steffen Siegel of the KIT Institute of Concrete Structures and Building Materials (IMB) represents an inexpensive and reliable alternative. The patented method is suited for concrete bridges with external tendons that are not cast into the concrete. These bridges are equipped with a hollow concrete box underneath the road. Six steel ropes inside the box ensure stability. Such externally prestressed concrete bridges can be found all over Germany.
The ResoBridge method is based on an acceleration sensor measuring natural vibrations of the tensioning ropes. The values measured are compared to results of earlier measurements. "A decreasing frequency indicates decreasing tension of the rope. Significant changes of the values suggest damage of the wires or braids," explains Steffen Siegel, IMB. The method measures the frequency spectra with an accuracy of up to 0.01 Hertz. To detect changes, an initial value has to be determined as a reference. The KIT researchers were involved in the development of an instrument that stores all values measured and indicates frequency changes.
The instrument is easy to operate. Measurement of the values, inclusive of the assembly and disassembly of the sensor at the measurement point, takes a few minutes only. The check of a bridge will take one day without the bridge having to be closed for the traffic. Hence, ResoBridge saves time and costs. All bridge data are recorded centrally. The method can also be used to compare various tensioning units and bridges. Presently, the method is being further developed for use on other constructions. Future application to cable-stayed bridges and constructions as well as to hybrid towers of wind power plants is envisaged.
Karlsruhe Institute of Technology (KIT) is a public corporation according to the legislation of the state of Baden-Württemberg. It fulfills the mission of a university and the mission of a national research center of the Helmholtz Association. Research activities focus on energy, the natural and built environment as well as on society and technology and cover the whole range extending from fundamental aspects to application. With about 9000 employees, including nearly 6000 staff members in the science and education sector, and 24000 students, KIT is one of the biggest research and education institutions in Europe. Work of KIT is based on the knowledge triangle of research, teaching, and innovation.