The Highway

Aug/Sept 1978
No 8/9

Engineer
Journal of the Institution of Highway Engineers

\
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The Highway
Engineer
Journal of the Institution of Highway Engineers
,and the Highway and Traffic Technicians Association
August/September 1978 No. 8/9
Contents
Presidential Address J. A. Gaffney, BSc[Eng), FICE, FIMunE, FIHE
The Vertical Alignment Design of Roundabouts R. Stockdale,
Leitch at Leamington Edited Papers and discussion reports
Decisions Under Risk and Uncertainty R. J. Bridle, SSc, FICE, FIHE
Legal Notes
Transportation Board Guide to new DoE/DTp Publications
South Wales Conference Report
Institution news
Highway and Traffic Technicians news
President: J. A. Gaffney, BSc(Engl, FICE,
FIMunE, FIHE
Secretary: Miss P. A. Steel, SA
3 Lygon Place. Ebury Street, London, SW 1W OJS
The Institution is responsible neither
for statements made nor opinions expressed
in this Journal
Cover design: Brian Denyer, ARCA, FSIAD
\IABCII MfM6EAOJ rHl
AUOH BUREAU
OF CIRCUUUIONS
Cover Story
The front cover picture illustrates the
new Wirtgen SF100 1 metre planer one
of a range of planers produced by
Wirtgen GMGH the German manufac-
turer of planing equipment.
Colas (UKI Ltd have been appointed
Sales Distributors for the complete
range which includes machines with
cutting widths from 0.8 metres to a
cold planer of 3.8 metres, which
operates as a hot or cold planer.
The SF 800 and SF 1000 have
cutting widths of 0.8m and 1m which
can plane to a depth of 75mm. Pre-
heating is by liquid gas operated with 6
(7 on SF 1000) infra red radiators. The
overall heating capacity is 365,000
Kcal/h (430,000 Kcal/h on SF 1000l.
The forward speed can be varied from
<Cl The Institution of Highway Enginee ... 1918
Vol. 25
2 Transport, evidently prides himself on his
MICE, MIHE 4 Yet, his recent White Paper on roads
11
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24
25
27
30
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Journal Subscriptions/Advertising
Advertisement Manager: A. Brown
Whitehall Press Limited, Earl House,
Earl Street, Maidstone. Kent
Tel: Maidstone 10622) 59841
Subscriptions
£14.00 a year (post paidl single copies £1.40
Subscription Enquiries:
Subscription Dept., Whitehall Press Limited,
Earl House, Earl Street, Maidstone, Kent
Tel: Maidstone (0622) 59841
0.1 metre/minute to 6 Km/h. All types
of road surfaces including concrete can
be treated with an accuracy of I
2 mm. They can be operated by one
man and are both highly manouvreable
with a turning circle of 8000 mm.
Colas (UK) Ltd have operated the com-
plete range of Wirtgen planers since
acquiring Wirtgen (GB) Ltd in 1975 and
currently plane in excess of 1.5 million
m2 per annum ..
The Colas Group headquarters are
situated at Slough, Berkshire which is
also the England and Wales region
headquarters. There are Regional
Headquarters in Hamilton, Scotland,
Belfast and Dublin in Ireland. Enquiries
should be made to Colas, Slough. Tel:
75- 71 551.
One Man's View
Robert Phillipson, Director,
British Road Federation
.1 l
!
I
I
l
j
I
Mr William Rodgers, Secretary of State for
success in cutting back on road spending.
reinforces their importance to the economic
and social future of the country.
Contrary to the underlying implications of
many governmental statements, the main
network is not completed; to take just one
area, Midlands industry despairs of the
pathetic progress on the M40 and M42. But
quite apart from these major gaps, the White
Paper itself sets out a trunk road programme
for England of about 400 schemes. Their
completion is government policy but
inadequately backed by finance and
management drive.
Answering a question after publication of the
White Paper Mr Rodgers declared that he
would not seek an increase in resources, nor
would he be able to use them if they were
available.
This is hardly surprising when his own
Department suffered the embarrassment of
underspending its budget by some £80 •
million over the past two years. The British
Road Federation criticised this some months
ago; now the Building and Civil Engineering
Neddies are saying that the Department may
well underspend its budget in the next two
years.
It may well be that ministers are shell-
shocked by the tactics of the public inquiry
wreckers, though new procedures do give
hopeful signs of actually working.
But the big schemes have slipped, are still
slipping and have to be fought through. They
are vital nationally. Mr Rodgers cannot be
serious about not being able to use
resources.
Materials are readily available, plant is lying
idle and 50,000 men have lost their jobs in
road construction related industries - all a
total waste and loss to the economy.
The key is 'that there is no argument, politica/
or practical, against the vast number of
smaller schemes; these include by-passes for
Market Weighton on Humberside; Whit .-
church on A4T: Silverstone, Axminster, Eye
on A47 or Robertsbridge and Hurst Green
by-pass on A2T. There are hundreds more
by-passes needed where the only reaction to
a new road would be celebration. It seems
odd that Mr Rodgers.is not eager to receive
the applause of road users and residents alike
for the earlier completion of these jobs.
Surely it cannot be the case that the missing
resources is the work of the highway
engineer?
Presidential address
Mr 'Gaffney's Presidential Address WClS
given at the Institution's National Confer-
ence held at University College, Swansea,
South Wales, on July 12th, 1978,
The Address preceded the three day
Conference which was attended by close
on 200 delegates and their wives and
marked the 21st anniversary of the forma-
tion of the Institution's South Wales
Branch.
It is a great personal pleasure for me, as a
Welsh-born President, to present this
Address at the Institution's National
Conference heid in vVales fCi the tirst
time. The theme of the Conference, and
the one which I have chosen for my
Presidential year, is "Transport - The
Highway Engineer's Role". There is, I
believe, quite considerable misunder-
standing in many quarters about the
attitudes and activities of the Institution,
and its individual members, in the way the
needs of the community are served in the
field of highways and transportation. The
time is appropriate to review the role of
the highway engineer in transport, and
the Papers to be presented at the Confer-
ence, by such prominent authors, are an
excellent and wide-ranging comment on
the transport scene with an emphasis on
what is achieved by highway engineers at
present and what is expected from us.
The Conference will certainly help the
furtherance of the second object of the
Institution viz: "to promote the consider-
ation and discussion of all questions
affecting the profession of highway and
transportation engineering, and branches
of engineering allied thereto, and of
highway and transportation engineers in
practice. "
, do not wish to anticipate the Confer-
ence Papers, nor to steal the thunder of
the authors, but there are some salient
points which will be made and to which I
would like to refer in my Address, as the
Senior Vice-President will have the
privilege of summing-up the Conference.
Before doing so, I would like to give some
views on the transport scene and how the
individual members and the Institution
should respond.
The movement of people and goods
throughout the country is essential to its
economic prosperity. Many modes of
transport are available but, as with the
arteries of the body, they become clogged
and need by-passes or they simply need
careful maintenance. The body already
has an extremely well designed'system of
arteries to carry the life-blood as well as
an excellent system of nerves for instant
communication. Even if it is possible for
some transfer from road to other modes,
it will be vital to keep the arteries free-
flowing in order to cope with the
increased movement of freight that an
expa'1ding economy demands. Manufac-
tured goods must be transported, as well
2 THE HIGHWAY ENGINEER
as the employees, and transport facilities
have a key role for effective industry, both
in the regeneration of existing industrial
and urban areas, and in the location of
new developments. ~
Having emphasised\the need for trans-
port, the problem comes in determining
the most appropriate form and how it is
to be managed. In the past, highway
engineers have responded to other
people's demands and we should be
proud of previous achievements, particu-
larly in the construction of major roads. It
is now time for us to have a greater
i"floumc::e on the effective use and
planning of the transport system as well
as its construction and maintenance. To
achieve such a position and have our
opinions respected, we must avoid a
parochial view. It is essential to acknow-
ledge other disciplines involved in trans-
port and'to have a wider understanding of
their role. In these days of greater
specialisation, a higher standard may well
be achieved within a narrow field, but this
should not be to the detriment of overall
effectiveness. We are, of course, an
association of engineers but within this
Institution there are many interests
ranging from transport planning to manu-
facturing industries and materials
suppliers. If we are to achieve an increas-
ing contribution to the transport field, we
must use this wide rarige of expertise.
Healthy competition between these
various interests should be encouraged
but I look forward to close co-operation
within the Institution and a closer working
with other professions. The Institution's
Transportation and Construction Boards
have a significant part to play and the
joint Colloquium with the Institution of
Civil Engineers later this year on highway
maintenance, reflects this closer working.
Our future strength also idepends on
our ability to respond to the changing
situation. We must adapt to the external
pressures for change in methods of
working, new types of transport and the
emphasis on particular types of transport.
These pressures are brought about by
economic constraints and the tooming
energy crisis, as well as the general
changes in society's lifestyle. Again a
wider view of transport is essential, but
we must ensure a flexible approach to
design. An appreciation is required of the'
need to cater for pedestrians, cyclists, car
users as well as commercial traffic and
public transport. Perhaps more critical is
the need to design for complementary
transport facilities, whether the latter are
within the highway boundaries or on
separate routes. Demands for movement
by public transport and private vehicle
fluctuate and we, therefore, must be
capable of varying our work to suit them.
Often one hears the highway engineer
classed as a "destructive" person and
environmentalists seldom express an
MrJ.A. (Tonyl Gaffney
appreciation of the benefits of new trans-
port facilities. At public enquiries there are
seldom representations supporting a
scheme other than from the designing
authority. We must be seen to be
capable, however, of appreciating other
viewpoints and of accommodating
reasonable demands. Unfortunately, we
seem to have developed a situation
whereby road construction is being
unfairly denigrated and this might reflect
on the Institution.
It is a fact that the Institution was
founded originally by a membership
almost wholly interested in roads and it
has prospered on this sound base. The
objects of the Institution and, much more
to the point, the interests and activities of
its members, have altered and adapted to
reflect the broader field of transportation.
Many of our members now have respon-
sibility for public transport planning and
this situation needs to be considered.
What is a highway? The dictionary
defines it as "a main route by land or
water". The Institution brings together
engineers who have an understanding of
all types of transport within that defini-
tion. Our expertise is very well known to
be qualified to design, construct and
maintain roads, but it is equally well
qualified to consider and plan the
effective use of roads, rail or waterways.
Furthermore. by our training, we are able
to contribute towards ensuring that the
greatest possible value for money is
achieved on all projects'. In times of
financial constraint this may well become
the most important consideration.
When a project is first mooted as a
result of the determination of need, we
should not, hesitate to press for a
thorough investigation into the most
appropriate type of transport facility
required, whether the final answer is road,
rail, water, or air. Ho~ever, it is the
AUGUST/SEPTEMBER 1978
 assessment of need which is the critical
factor in the long chain of events resulting
in a new facility. I feel that we should
make government more aware of the
need for increased transport expenditure
which will be to the benefit of all. In order
to be successful, we must demonstrate
that in the transport world, the highway
engineer is a responsible person, capable
of clearly understanding the wider issues
of environment, safety and economy, and
of keeping abreast of developments
affecting transport need.
I have concentrated on the policy and
planning of transport because it is at this
stage the vital decisions are made con-
cerning the need for new construction.
We must not lose sight, however, of the
vital role of highway maintenance and
track maintenance. Clearly, even though
we need a continuing investment on new
or improved facilities, we must still
maintain the existing infrastructure to a
standard compatible with the use made of
it. I stress those 'Iast few words. We need
greater discrimination in the standards of
maintenance and in times of financial
stringency it is our duty to make the
government aware of the long term
effects of reductions in maintenance
expenditure. Although the latest projec-
tions show highway maintenance remain-
ing constant at least for the next three
years, the damage has already occurred
by reducing expenditure to its existing
low level. Even though we continue to
improve our materials and methods of
working, it must be recognised that there
is a threshold below which maintenance
expenditure cannot keep pace with
deterioration.
In summarising these paragraphs,
therefore, I see the need for a more con-
sistent allocation of finance for transport,
at a higher level than at present but the
need must be clearly demonstrated.
Above all, the highway engineer must
demonstrate that he has an important role
to play in the transport system as a whole
and that he is capable of carrying out that
role with a full understanding of all the
issues involved.
I believe that what I have said is in no
way at variance with some of the sugges-
tions from the Conference Papers which I
read after the preceding paragraphs were
drafted. Members of the Institution are
"knowledgeable people" capable of
judgement in the balance of value for
money, particularly in the science and art
of urban transport and road planning.
They are aware of the limited opportunity
for freight transport but they do realise
the relative roles of road, rail, water and
air. They are capable of the comprehen-
sive view and assessment of energy
problems. They do realise that integrated
tra nsport is not realIy possi ble in a
complex situation but that co-ordination
is the key word, based on realism. Most
important of all, they have professional
integrity and try to serve the community
with sensitivity and sympathy. I believe
that the Institution and its members can
demonstrate all this and continue to grow
in importance and influence.
This last comment prompts me to turn
now to a few matters which concern the
Institution at a time when the engineering
profession is being reviewed by the
AUGUST/SEPTEMBER 1978
I
Finniston Committee and when the
relationship with other professional
bodies, particularly the Chartered Institu-
tions of engineers, is also changing. As an
Affiliate Member of the Council of
Engineering Institutions, we are most
anxious to establish the right relationship
and role. CEI has now had confirmation of
its supplemental charter and bye-laws and
this Institution is anxious to contribute to
its affairs.
There are two important issues which
affect the Institution, the second of which
also concerns the Highway and Traffic
Technicians Association, with which we
have such a close connection.
The first point concerns the opportunity
which will arise for members of the
Institution to obtain chartered status as
individuals' directly through CEI. The
Institution is not seeking a charter at
present and I say that to ensure that there
is no misunderstanding. The Council,
however, is considering a scheme, which
will be subject to agreement with CEI,
whereby a member with suitable'
academic qualifications and who has
received appropriate training and reached
professional competence, will be able to
become a chartered engineer. It is not
expected that this will be the normal route
as most members will find it more
satisfactory to proceed through the
schemes of the chartered institutions, like
the Institution of Civil Engineers, Institu-
tion of Municipal Engineers, Institution of
Structural Engineers, etc., but' it will
provide an additional avenue to chartered
status.
The second issue is related to the first
in that the Institution is now a member of
the Engineers Registration Board which
has three sections, viz: Chartered Engin-
eers Section (of which IHE is a member).
Technician Engineer Section, and Engin-
eering Technician Section (on which
HTTA serves). It will be recalled that the
views of the Institution were submitted to
the Finniston Committee enquiring into
the engineering professions and included
the following statement among the con-
clusions:
"The ratio of Chartered to Technician
Engineers is wrong, with much of the
work which should be undertaken by
Technician Engineers being done by
Chartered Engineers. There is a need to
improve the basic education and training
and to this end the Institution advocates
extending the ordinary University degree
cou rse to four yea rs for potential
Chartered Engineers; potential Technician
Engineers should undergo a less demand-
ing academic education. The possibility
should always remain for suitable candid-
ates to transfer from one course to the
other."
CEI recently published its comments to
the Committee and referred to the distinc-
tion which will occur between chartered
engineers and technician engineers. The
implementation of the Chilver Report by
the Institution of Civil Engineers, and the
revision by the Institution of Municipal
Engineers of its scheme for education and
training, will alter the balance in the
future. This topic was the subject of con-
siderable debate at the meetings arranged
by CEI and held throughout the country,
attended by members of the Finniston
THE JOURNAL
Committee.
The question of registration and/or
licensing seems to have mostly occupied
the columns of the technical press, which
is understandable as this could have an
immediate effect on the present genera-
tion of engineers. For the future, our
Institution will have to consider very
carefully indeed how it sees the desirable
balance and relationship between
chartered and technician engineers and
what the effect will be within the Institu-
tion. It is vital that we retain the liveliness
of the Institution and the excellent
relationship between all members. This
has been the main strength of the Institu-
tion and the principal reason why it has
such a large membership, mostly pro-
fessional chartered engineers, in many
fields of transport, here and overseas.
I am sure it would be the wish of
members that the Institution retains its
position as the forum for all engineers in
the field of highways and transportation.
The membership has always reflected this
and it would surely not be the aim to have
unnecessary distinction between
members in the future, whether they are
Chartered Engineers, Companions or
Technician Engineers, particularly in con-
tributing to the affairs of the Institution.
I hope I have sufficiently emphasised
that the Institution has a broad and
outward-looking attitude as to its place in
the engineering professions and to the
need of transport in society, and that the
individual members can respond to those
needs. These will change and, in just the
way that Membership of the Institution
has reflected different demands in the
recent past, I am sure the highway and
transportation engineer will respond in the
future.
I can only plead for a realisation by
associations, bodies and groups pressing
their own objectives in narrow sectors of
the transport scene, often quite hysteri-
cally, that these objectives are not neces-
sarily competitive, but are complement-
ary. If seen as complementary, they
should be co-ordinated to press the case
for adequate and continuing investment
for improvement and maintenance. Artifi-
cial divisions are created unnecessarily by
arguments being put forward in a deroga-
tory way such as "too much is being
spent on roads", or "too much is
expended on bus revenue support". or
"too much is used annually on rail
support". These divisions are not helped
either by statements like "more for
roads", "more for buses", "more for rail",
and 50 on, in isolation. A more balanced
and co-ordinated approach is necessary if
the right amount of investment in
transport is to be obtained in future.
Many members of the Institution hold
important positions in the private and
public sectors of employment, and
although !heir prime responsibility lies
with the interests they serve directly, their
long term credibility and standing can be
ensured only by a professional attitude
and a balanced outlook.
The Institution and its members have
an outstanding opportunity to contribute
professional expertise and integrity to this
approach and thus to the benefit of the
community and the environment in which
we live.
OF THE INSTITUTION OF HIGHWAY ENGINEERS 3
 The Vertical Alignment Design of
Roundabouts
R. Stockdale, BTech, MICE, MIHE
Introduction
Vertical alignment design of roundabouts
always presents problems and traditional
methods of design are often inadequate,
especially when small diameter round-
abouts are under consideration. The
Paper aescribes a design scheme based
upon traditional methods which has been
shown to be satisfactory, especially in
difficult situations, for all types of round-
about with any number of legs.
The c~c\.":~Hr:ee d:::ct:=cd (JiO not
necessarily the highest points on the
cross-section of a given piece of road.
They are imaginary lines which usually
indicate a change in the degree of cross-
fall across a road and are the lines that
surfacing equipment will work to during
construction. It is assumed that the
horizontal layout has been finalised
(Figure 1al and that the levels of all the
entry and exit roads are known, in the
case of existing roads, or have been pro-
visionally designed in the case of
proposed roads.
Horizontal Design of Crown Profiles
Using a layout plan to 1/500 scale or
larger, allocate two letters to each leg
(entry or exit roads) and pencil in the
"inscribed circle", This need not be a
circle but should be a smooth shape
which touches each of the outer kerb
lines of the roundabout. Deflection islands
, great a difference in the levels (i.e. too
A. Stockdale
BIOGRAPHY
MrSro~d8reg~du8md"omB~dfuro
University in 1968. He has worked for
Tarmac Civil Engineering Ltd, in the
Pfanning and Programming Depart-
ment and as 8 site engineer. He was
then employed by Darlington BC in the
Capital Works Section, working on the
4 THE HIGHWAY ENGINEER
should be ignored tat this stage. The
roundabout crown line can now be drawn
as a line approximately two-thirds of the
distance between the central island and
the inscribed circle (Figure lbl.
The entry and exit crown lines can also
be constructed. These'should be smooth
curves between the centre lines of the
legs and the roundabout crown line.
(Figure le). Do this for each of the legs of
the roundabout. It is essential that the
elit,y' ClOwn lillt: ur VIIIl ieg does not
overlap with the exit crown line of the
next leg (Figure ldl. The exact position of
these crown lines is not important
although as a guide they should be
approximately parallel with the outer kerb
lines. It should be borne in mind that a
longitudinal joint in the surfacing will have
to be formed along this line.
Vertical DeSign of Crown Profiles
Ascribe one of the points where an entry
crown touches the roundabout crown line
a chainage of zero. Then, proceeding
clockwise, mark off the roundabout
crown at 5m intervals. The exit crown
lines can be allocated chainages in a
similar manner using the same chainage
base as the crown line. The entry crowns
are also ascribed chainages but they have
to increaseas the entry crown approaches
the roundabout so to ensure that the
entry crown chainage matches that of the
design and supervision of construction
of several urban road schemes.
He moved to Durham CC in 1974
and is now a Senior Section Leader in
the County Engineer's Highway Design
Section, where he has been involved
in the design of a variety of major
county highway schemes.
SUMMARY
The method described in this Paper
revises the philosophy of the vertical
design of roundabouts. It simply, by
persuading the engineer to present the
information in a particular way, makes
the ~mifiC8tions of any of his design
decisions patentfy clear. It cannot
solve "impossible" vertical alignment
problems but at least the engineer can
minimise the sub-standaro elements
and he can make a rational decision as
to which of his design standards must
be compromised. Although the
method described is manual, it lends
itself easily to computer-based design
systems.
roundabout crown line, it must be
calculated backwards. Sometimes this
produces negative chainages. A typical
crown line layout is shown (Figure 2) with
kerb lines omitted for the sake of clarity.
The possible combinations of entry and
exits are great but all of them can now be
combined on one long section as follows:-
Draw a long section with the horizontal
scare covering the whole range of
chainageson the crown lines. The vertical
scaie Should incorporate all the levels to
be dealt with. Mark on the long section
the levelsand gradients of each entry leg.
Note: each single carriageway will have
two positions on the graph, one for the
entry crown and one for exit crown
(Figure 3a), and, in the case of a single
carriageway the levels will be identical,
the gradients will be equal but arith-
metically opposite [i.e. one gradient will
be + ve and one -veCbut the chainages
will be dissimilar.
The next step is to draw in a suggested
profile along the roundabout crown.
Chainage zero and the last chainage on
the roundabout crown are, in fact, the
same point so the level and gradient must
be kept the same. With experience the
engineer can pick a suitable compound
curve but to start with smooth curves
should be drawn connecting each entry to
the next exit. The points where the round-
about crown must touch these curves can
be marked on them and a roundabout
crown profile can then be sketched in
between these curves (Figure 3bl. It will
now be apparent how the entry and exit
crowns should be distorted to maximise
the radius of curvature on the roundabout
crown while still not making the radii on
the entry and exit crowns too small
(Figure 4l. If two crown lines run close to
one another in the horizontal plane it is'
important to ensure that there is not too
steep a crossfall between).
It is vital that a motorist approaching a
roundabout can "read the road" ahead.
Where entry lanesrise up to a roundabout
it is essential that the give way lines can
be seen from a sufficient distance to
permit easy stopping. This may some-
times be achieved by creating a crest on
the entry road so the driver is actually on
a slight downgrade at the give way line.
The levels on the long section may then
be transferred back onto the layout, as a
series of spot levels (Figure 51.
Ancillary Levels
These can now be created by using
constant crossfalls or constant level
differences between the crown lines and
nearby channels. By this means the
AUGUST/SEPTEMBER 1978
J
'f:
.1
 THE INSTITUTION OF HIGHW AY ENGINEERS
3 LYGGN PLACE,
Telephone: 01-730 5245 EBUry STREET,
LONLON, SWI~ CJS
PUBLIC wORKS CONGRESS AND EXHIBITION
13th - 18th November, 1978

The Public ~~orks Congress & Exhibition will be held at the National
Exhibition Centre Birmingham from Monday 13th November to Saturday 18th
November 1978.

The theme of this years Congress & Exhibition is 'Value for Money'.
The Exhibition - the biggest of its kind to be held in the U.K. and is
one of the largest in Europe (in 1976 it'attracted 73,332 registrations
including 4621 from overseas) - with the Congress will bring together
leading experts from many fields of local and national authorities.

Following the pattern of previous years the Institution will sponsor

one of the Congress Sessions. This will be on wednesday 15th November at
10.30 am. when Mr. 'B.E. Cox C.Eng, Deputy County Surveyor, Lincolnshire, will
present. a paper on' u'Cost Benefits of Highway Maintenancell• The President
of the Institution, Mr. J.A. Gaffney will chair the meeting.

Mr. Cox's paper reviews research carried out for the ~~rshall
Committee and discusses various methods of evaluation together with the
theoretical scope of a comprehensive Highway haintenance Cost/Benefit
justification system. The practical difficulties of implementation are
outlined and a review made of what can . be achieved with current knowledge • ,

Complimentary tickets for the Congress and Exhibition and copies of

the paper (one per applicant) are available on request by completing the
attached form.
-- .... , ... --- .-.- ..-- ... -------------------
To: Secretary,
lhe Institution of Highway Lngineers,
3 Lygon Place, Ebury Street, London S~l

Please send me ,•••••• copy of the PwC paper nCost benefits of Highway
MaintencnceH together with a complimentary ticket.

l'lAM'E ., ••••••••••••••••••••••••••••••••••

ADDRESS ......................................
. ... . .
...•.........•....•.........•..
~

GRADE ......... , ..................•.•......... DATE .............. ..... . . . .

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(I-lo,.i~ontol layout.)
.... - - ....
I /
I I
I I
~I
\ \

--
\ \
~ '-
- -- ...- ""
' ..... ....----
B
I

I
Fig.1 b.
(rQQtion of rQljnd .. bout Crol.Un Line_
\
\
Ex;t: Crown
Lin~ .

A
/'
/
-- '\
H ---=---- ---I
~ I '"c::::----
, ~--- (
G ----_ .......
\ / 0
'\ r--
\'- .A
\ --- I
,
\
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Fig. 1(. .\
I
I
Crcatlon <If wnt~ Ond Q"it Crown lin~. \ I
1 I
F E

AUGUST/SEPTEMBER 1978 THE JOURNAL OF THE INSTITUTION OF HIGHWAY ENGINEERS 5

\
l.
 channels round the outside of the round-
A 8 about and the central island channel
levels can be fixed. Ensure that the central
island kerb does not go through too great
a variation in level. Should it do so, the
........l
if _"'"*' .....
r "" .,.....,..,
crown line should be "flattened". This will
.....
1111''f
reduce the degree of variation in the kerb
line levels.
" "31' ....• If",1
e
+ ...
- .."11
'1 Deflection islands are inevitably
Co fl- '.10' - 2- U
surrounded by three crown lines and
U I!:-t ........ t."1' should be positioned at a higher level than
f 14 rio' 11 .10
any of the lines, if possible. The levels at
r z' •
, 1:£ .• -I'U the corners should be determined first by
H 'Zt." I +, .'2 taking a gradient up from the two crown
• ~ yt • l.v.1 'nc~......,..,
lines opposite and creating a level which
lI.Il'" '''(''-,,''', 1l;"''IlIINII,4 would produce an acceptable slope in
each case (usually the average of the two
levels. but flat spots must be avoided I.
..c The direction of the slopes is indicated in
Figure 6. Unless the island is very large,
D intermediate levels can then be calculated
by interpolation of the corner levels.
If there is no deflection island, only a
single level is required, in the centre of the
three-sided figure and this is obtained by
taking a desirable gradient up from each
(",,1' ~IN. ~u •• r ..
~iutt, liirt::(;i;y uJ.ivuS.i& thc Ctsillfe pu~nt
l
_lh4 ... -..:,
and averaging as before.
The crossfall from the roundabout
crown towards the central island and
from the entry and exit crowns towards
the outer kerblines should be made about
3.33-4 per cent to provide superelevation
., for turning traffic. The crossfalls between
deflection islands or dual carriageway
central reservations and the crown lines,
however, can be between 2 per cent and
Fig.2. 7 per cent although 3.33-4 per cent are
At.(n»I~.lO c~ l¥IC'"

£ still to be preferred.
F

B
"1

..

u
. 10 ,.
Fig. 3 (a)
.. 100 '10

.....B
".,
---- -- --
E

-----..--- .-------
><.

'. ..
0 '0. '10 ...
6 THE HIGHWAY ENGINEER AUGUST/SEPTEMBER 1978
.....B
...........

,. 40 \. .. ,. '"
FlliAL i.e.NG
..
~t::f1aN AlOhl C~O ••n; (- -,-)
" . 1>. ,,.

Fig. 4(b l. LO", .Kllon ... I."", Ent~ C""IoIJ('!'Io ..... 1

u.~ .....ctl~-n ..... lo~.9 f.-':l't (l"'oI;Io ... n.

A B
CREATION OF
CROSSFALLS
..... ~I
----- lfT"lhl,l~ ~"d"c~t
~"ryCJion t1i ~,..,Kft~l
..... , 1Ifn:IovI-1"'C" ........ ~1

:
I ; i (

" , ~ .
~
~ .. 0

I~ ....
'Il'~ U ...... Ll.vl\.'!I
"dn
_~"'.4'IH'
(1l:I'rb~;". .. 1I1..."'1
d.f"I1<jJ
r.. , ..

,.,6. (rtI.,..HM!I ...... 'I"

~,.-'~~._~
il"lll,:. clti..., ,""MHll, -.
.... C.~.nuIi'l_~11
....

E Fig.5. Fig.6.
F

AUGUST/SEPTEMBER 1978 THE JOURNAL OF THE INSTITUTION OF HIGHWAY ENGINEERS 7

 Scales
It is suggested that the horizontal layout
be. drawn to 1/250 or 1/200 scale. The
chart below shows possible long section
scales with suggested minimum radii for
channels and associated railway curves
for the distorted scales.

Minimw .4,bSQlutl!l
Suu,uted l.Dn8 Desinble As.ad.t~d MLnim:uc:l A.I .. odate.d
SlI!:ction Scale •. Vertieal fLaUw.y 'ierti"l Jl.&llway
Curve Radlu.!l. Cunre. CuT'Vt:! ~d.lu.!ll. CUTVe.

1/250 hodzonul 5_ 200- 1_

1/25 vnUcal """'"
1/2:00harhontal 5_ 2:iQam I_ S_
1/20 vertical
'\

Maximum desirable channel gradient

4 per cent. Absolute maximum channel
=
gradient =
7 per cent.
To calculate vertical radii and gradients
on the crown lines, the above figures
must be multiplied by a factor, F, and F :::
R

where R ::: horizontal radius of crown line

and r :::.horizontal radius of channel.
e.g. if central island radius ::: 12m
if roundabout crown line radius 20m =
Fig. 7 .
then F 20 1.67 = =
. 12
For the roundabout crown line, using
Final Construction
11250 / 1/25 scale, then:
~g.
Minimum desirable vertical curve
radius = 833
Associated railway curve 333 =
250

.-

Scal. 1/500

200

+ c
D

Poln. n ..mb... In comp r programme s.rlngs are shown here.

Chalnage. of I.rlngs m t be made synchrono ....

~ ~
5EAHAM SLINK-ROUNDABOUT LAYOUT AND CROWN LINES

8 THE HIGHWAY ENGINEER AUGUST/SEPTEMBER 1978

,
A
I

3
2

o
• 1

RDl..JNDAB[)JT CROWN

CROWN D-E

mOWN 8 C " ~~~

~~~~~j88;;8m~i

CROWN F-A
~i1~~~~iliiil~~S~U~~~
i~~" .

~a ~ •••••••••••••••••••••••

DISTANCE

Scal •• V.rtlcc.' 11100

Horlao .. ta'1'1000

5EAHAM 5 LINK-ROUNDABOUT CROWN LINE LONG SECTION Fig 9

Scol. 11$00

97,~'799

97.57
.~r'657 +
_ -LJr.S1"< 97.ClO
+97''''''' 1- mu.
.~~~ +"'l'"u
r.~.'8i
I r.~<N;

I' .~:tr. .1f[1

.~7'029
~'(v4

,~'a79
200

SEAHAM S LINK-ROUNDABOUT LAYOUT SHOWING LEVELS Fig 10

AUGUST/SEPTEMBER 1978 THE JOURNAL OF THE INSTITUTION OF HIGHWAY ENGINEERS 9

 .~

Absolute minimum vertical curve "

radius :::: 167
Associated railway curve ::::67
Maximum desirable gradient ::::6.7%
Absolute maximum gradient :::: 11.7%
As a general rule, however, the radii
used should be kept large and the
gradients kept over 0.5 per cent for as
great a distance as possible to facilitate
drainage.

Computer Applications
The Crown Profile Method has been
incorporated into the MOSS suite of pro-
grammes with little difficulty although it
could equally be used in other highway
design programmes'(BIPS etcl.
Basically, a separate two-dimensional
model is created, where each crown line
is represented as a straight line in the 1
horizontal plane with a constant Northing, f
say, and the chainage represented by the
Eastings. Vertical alignments can then be
J
created and a long section plot produced, :sJ
superimposing the crown tines upon each Fig. 1T Milbumgate Roundabout Durham City, designed using the method described
other. in the Paper
Figure 8 shows the basic layout of a programmes it is intended to bring out a (31 H2n5 Technical Memorandum on
three-leg roundabout with crown lines new technical note' in the near future. Roundabout DeSign- Department of the
superimposed and Figure 9 is a-copy of a Environment Highways Directorate.
long section plot of a separate two- References
(4) The MOSS Suite of Computer Pro-
dimensional model showing the crown (11 Roads in Urban Areas - Department grammes - The MOSS Consortium of
lines. Figure 10 is a plot of the crown line of the Environment. three local authorities: Durham, North-
and channel levels, superimposed on the (21 Layout of Roads in Rural Areas amptonshire and West Sussex County
layout. For users of the MOSS suite of Department of the Environment Councils.

ICELERT
STATION ~.
lcelert gives warning to grit ~ .
BEFORE ice begins to form.
The Icelert Weather Station is an electronic momlor mamtalnmg
a ceaseless walch for icy road conditions. incorporating Road Ice
Detector. Road Probes and an automatic telephone dialling unit.
When the road surface prObe assembly detects temperature. mOisture.
snow. frost and salt, Signals are sent back by cables to the cOlltrol Uilit
which will energlse Ihe telephone dialling unll Ii dangerous
conditions eXIst. .
The unit will dial oullo a number of pre-selected telephone numbers.
On receipt of a ciJll. the monitor activates a recorded message
which announces the stale of the electriCIty supply. the temperature of
the load"surlace and whether It has reached the ICing danger level. the
wet 01 dry slate of the road and whether It has been salted.
There is an Icelert system
Icelert reduces costs by Increasing effiCiency and eliminating
to suit your particular
dangerous road conditions before they eXIst. problem - take advantage of
our FREE design service.

Penicuik, Midlothian,
~ndlay,lrvilie ~ Scotland.
Telephone: Penicuik 72111
Telex: 727502

D~[1[JIJ!J1[]the sysfent tl1af6

10 THE HIGHWAY ENGINEER
AUGUST/SEPTEMBER 1978
 West Midland Branch
Leitch at Leamington
On Monday, May 15th. 1978, 500
delegates met at he Royal Spa Centre,
Leamington Spa, to discuss, at a one-day
Conference organised by the Institution's
West Midland Branch. the implications
and recommendations of the Repon of
the Advisory Committee on Trunk Road
Assessment. The Repon was publiShed in
January, 1978, and the Committee was
Chaired by Sir George Leitch. KCB, OBE.
who, together with three of his team, Dr.
John Prideaux, Strategic Planning Officer,
British Railways, Dr. Stephen Glaister,
London School of Economics and Political
Science and Professor Tom Williams,
University of Southampton, and a Vice-
President of the Institution. replied to
delegates' criticisms and reactions to the
Report.
The morning session was devoted to
those reactions and delegates heard from
John Lane, Under Secretary, Depanment
of Transpon, who gave the oepanment's
reaction, Or. John Latchford, Jamieson
and Mackay, the consulting engineer's
reaction, Howard Kirby, University of
A crowded lecture hall listens to the first of rhf~ :;peakers on the Leitch Repon
AUGUST ISEPTEMBER 1978
\
L
Leeds, the academic's reaction and Mike
Hardy, Hertfordshire CC who gave the
view of the county surveyor.
The following anicle summarises the
four Papers, and d:;als with the discussion
points raised from the floor and the
replies of the Leitch Committee represent-
a tives.
Mr Rowland Green (West Midland
Branch Chairmanl welcomed delegates
and was delighted that a wide-cross
section of speakers and delegates had
come to debate so important an issue as
the Report.
The Conference was officially opened
by the Institution's President, Mr Peter
Oeavin, MC, County Surveyor of
Norfolk. He said that whilst there had
been some objections to the motorway
programme motorways had been
accepted as affording most good for most
people. Recently, however, doubts had
been expressed as to the justification for
some major road projects and the govern-
ment were right to ask for independent
THE JOURNAL
views on their appraisal methods. The
Institution had contributed evidence to
the Committee and hao commented on
the Report itself. Contrary to press reports
the Leitch Committee did not condemn
road construction, nor the Department's
methods. it merely suggested improve-
ments in the appraisal procedure. Whilst it
was accepted that numbers could not be
put to everything, decisions must be
based on judgement - the:q'uestion was
- whose judgement? The Report con-
tained much that was controversial and
more consultation (and probably more
abortive work) would be required. Justice,
nevertheless, would be seen to be done.
Mr Green then introduced the Confer-
ence Chairman, Sir Stanley Yapp, former
Leader of the West Midlands MCC.
Sir Stanley invited Mr Lane to present
his Paper.
The Department of Transport's
Reaction. Mr J. Lane, Under Secretary,
(Department of Transport!.
Mr Lane said that on publication of the
OF THE INSTITUTION OF HIGHWAY ENGINEERS 11
 Leitch Report the Secretary of State had
welcomed it, had promised to immediately
begin to judge road schemes in the light
of the Committee's views and invited Sir
George Leitch to Chair a Standing
Advisory Committee to continue monitor-
ing methods of scheme appraisal.
That kind of reception would normally
lead one to think that the Report
commended everything the Department
was doing, and, indeed, the Committee
did seem. to feel that the Department had
made a fair showing of 7 out of 10.
Perhaps their comment might have been:
'A reasonable pass mark. Could do better
if he didn't try to be too clever and jf he
brushed up a bit on his English.'
The Committee was righl; the Depart-
ment had perhaps let its skills with
algebra and arithmetic run too far ahead
of assumptions, but if there was uncert-
ainty about future oil supplies, their price,
future taxes, the growth of national
income, population and traffic forecasts,
cost/benefit analyses. had to be treated
with caution. '
........
111e;
0"'::"
.'0t-JV1,
1
,~
:...+.0.
V.ff"
nil'"
-v
'tho
siderable' public distrust of the kind of
.expertise" only i'nteHigible to other
experts. When taking homes away from
people to build a road it was no use
talking to their owners about "trip end
values" and "NPV over C". There was
even less sense in talking down to them.
The balance was not yet righ.t.
The Committee's great virtue was that
it blended ordinary commonsense with a
keen insight into the technical issues
examine,~. ~':.,~, _ . quantified, would illustrate the importance
There-: were(tWo technical matters
arising from the Report to which the
Department was' giving priority. First it
was developing a model for car ownership
on the "causal model" basis. Obtaining
the data for a model of that kind was
difficult and the Standing Advisory Com-
mittee would be asked to help and to look
again at the further work on the Regional
Highway Traffic Model.
The Department wanted to introduce
the "comprehensi)/e framework" for
appraisal as soon as possible, following
the Committee's guidelines.
Finally, there was the "small print" of
the Report, some of which existed only in
people's imagination. Nowhere did it state
that forecastin g had led to th e co nstruc-
tion of hundreds of miles of unnecessary
roads, nor did it state that industry did not
need good road communications. It did
not say anything about the size and
content of the road programme.
On the visible and genuine' "small
print" the Department would be reason-
ably cautious before committing itself to
the detailed introduction of new and to
some extent untried techniques. The
Standing Advisory Committee would help
develop these techniques and give prac-
tical advice
A Consultant's Reaction. Dr. J.e.R.
Latchford, IJamieson MacKay and
Partners I said that Since consultants had
not been represented on Leitch and had
not submitted evidence he was particu-
larly delighted to make some comments,
Context
The key national inter-urban road network
12 THE HIGHWAY ENGINEER
was now virtually complete, and the
future programme as outlined in the
White Paper featured a selective approach
with priority for industrial areas, and
aimed at providing by-passes to relieve ,_.
congestion. He had considered the Com:: "':":'
mittee's recommendations in this chang-
ing situation.
Schemes in the current road pro-
gramme jas outlined in "Policy for
Roads", 19781 were mostly of a local
nature, often in partly rural areas and of a
trunk road character more reflective of a
normal principal road, than a motorway.
The programme included a large number
. of junction improvements or single
carriageway schemes on A class roads
and was not dominated by motorways/or
dual 3 lane carriageway routes.
Assessment procedures should there-
fore be orientated towards the types of
scheme under preparation and take
account of the wide differences in types
of facility under consideration.
The Committee's recommendations had L-2
Peter Deavin,' the Institution's President
wide applications since they were aimed
,... n
- "t tVDiO'''' of scheme similar to orincioal opens the Conference. On his right, Sir
Staniey Yapp, John Li/flf!, Juhll Lilie/;-
road schemes whose assessment "":'as
undertaken by local authorities. ford
Management and review of the existing public inquiry when the Preferred
trunk road system was also vital, as were Route and its evaluation against
investment decisions on the level of trunk alternatives was open to public
road maintenance, road design standards objection.
in relation to the cost of maintenance and it was questionable whether the public
the overall network policy, inclu.ding lorry was consulted or participated in the
routes and tolls. process at the right time and in the most
The loss of national resources due to appropriate way ..
delay and road programme slippage, if It would have been interesting for the
Committee to have traced the progression
of the pursuit of worthwhile highway of typical schemes, using a case study
schemes_ approach to indicate how preliminary
surveys and assessments, further design,
The Evolution Process optimisation and changes in assumptions
There were a number of key stages in a and standards through time affected
scheme's evolution. design, economic costs and benefits. The
Worth noting were: role of public consultation could also have
tal Public consultation did not take the been indicated.
form of public participation. Such studies might illustrate that
Ib) The announcement of the Preferred changes due to development and optimi-
Route did not until recently allow sation of the Preferred Scheme between
holding a number of possible and' preliminary and final design stages might
viable routes open for. detailed be much larger than that between options
investigation during the processes' evaluated at the preliminary design stage.
latter stages. The Report on "The The evolution process should also be
Review of Highway Inquiry Pro- responsive to three situations for an inter-
cedures" jApril, 1978) now included urban road scheme:
for just such a trial period. la] The choice of two competing over-
Ic) The public were next involved at a all highway strategies, very different
.1
John Lane puts forward the view of central government, From left to right: Sir Stanley
Yapp, John Latchford, Howard Kirby and Mikf! Hardy
\'
\
AUGUST /SEPTEMBER 1978
 in impact with entirely different
planning, environmental, economic SCHEM"E A B C D E
and operational characteristics. The
possible completion time could
differ also. CONSTR UCTION
[b) The choice of a route within a COST 12.0 11.0 10.0 9.0 8.0
corridor as illustrated by the West- (£m)
fordly By-Pass mentioned in the
Report. Such a route evaluation
would fall within the envelope by BENEFITS
15.0 15.0 15.0 15.0 15.0
either of two alternative highway (£m)
strategies identified in [a).
(cl Below the level of route choice
NET PRESENT
within a corridor were cases of the
improvement of a junction or a VALUE 3.0 4.0 5.0 6.0 7.0
bridge within the existing highway (£m)
envelope, they occurred quite often.
The evolution process needed to be NPV/C 0.25 0.36 0.50 0.67 0.875
responsible to each different type of
situation, in addition to the evolution
process public consultation and partici- Fig.1 Sensitivity of NPV/C ratio to variations in construction cost
pation and the evaluation framework
found no significant relationship between obviated speculation about satu ra.
would also differ. car ownership and petrol prices during the tion were not within sight.
The Committee's evaluation framework
fuel crisis.
for route choice within a corridor needed Economic Recommendations
During the national economic crisis -
amendment when considering the issues
1973174 - traffic flows generally had not The Committee had recommended that
involved in the strategic choice of
risen, travel by other modes had not been local values of time be used in the
highway corridor. co-related to road traffic flows to ascer-'
The choice of a corridor or route closely evaluation, but if this were to be the case
tain if this was attributable to the crisis or schemes in less prosperous areas would
linked public involvement and the evalu-
fuel costs. show a lower economic justification than
ation framework.
those in areas such as the south-east.
Sensitivity The scrutiny undertaken by the Depart-
Public Involvement _ The Committee undertook extensive work ment of the economic evaluation of
An interesting current experiment in the on the sensitivity of assumptions on the schemes had reduced the possibility of
inter-urban field was the establishment of economic evaluation procedures con- economic analysis miscalculation.
a "planning shop" in the work locality. tained in COBA. They did not investigate Assumptions had been controlled on car
Further public involvement experiments the sensitivity of construction costs ownership and junction delays. Construc-
could consider using local advisory com- estimates on the resultant economic tion cost estimates were important,
mittees to act as a local forum, member- indices. Changes to estimated construc- together with base traffic volumes. These,
ship could include county and district tion costs fundamentally affected the in the past, had been taken in August, the
authority elected representatives, and relationship of NPV!C, one of the main recommended change to April should
representatives from local societies, the criteria for choice. This was of concern provide greater stability in the projections
Civic Trust and CPRE. Meetings could when alternatives were in different for areas unaffected by holiday traffic.
provide the public with information on locations and of different character.
traffic needs, options and evaluations and Figure 1 illustrated estimates plus or
Operational Evaluation
further possibilities on a given scheme minus 20 per cent from the mean.
could be discussed. A parallel existed in Schemes A and E should be related to the The Report provided no specific compo-
recent urban transport studies in South mean C; all had the same benefit level but nent of the evaluation or framework to
Yorkshire and Greater York. each provided dramatically different NPV cover planning objectives and operational
The Committee's aim would be to and N PV!C values. It would be prudent to evaluation.
assist in reducing the time scale from provide suitable ranges of construction The objectives and functions of the
inception to completion and play an costs estimates and consequent ranges of proposed route particularly required to be
important role in consultation and partici- economic indices within the evaluation set down considering the Department's
pation during preliminary report and "firm framework. Single economic indices "selective approach" and the role of an
programme report stages. Thus a better could be misleading and unhelpful in the industrial traffic scheme or a holiday route
understanding by the local community evaluation since they depended on or for any other special function. Its
leaders and greater public confidence and construction cost. overall planning needed to be established.
awareness would complement the routine There were worthwhile highway
level of working between local authority! Causal Car Ownership Models schemes from a planning and operational
Department and formal consultation viewpoint, for which economic and
The validity of car ownership models had
between Local/Central Government. environmental value was not readily
also been considered:
apparent. Some by-passes, although
(a) RHTM's car ownership method was
Special Themes producing a long detour, diverted through
emerging as an innovatory tool pro-
traffic because it was just quicker than
The Report raised a number of special viding accurate zonal disaggrega-
using the town. However, this would
themes including those of flJel prices, tion values at base year. It. was
produce low economic benefits, but
sensitivity of assumptions, and causal car doubtful whether car ownership
would take through commercial vehicles
ownership models. models to date could be considered
to industrial areas or could accommodate
The longer term effects of rising fuel to adequately reflect cause and
holiday traffic. Environmental benefits of
prices on car ownership and use had been affect, they were essentially extra-
such a by-pass might be difficult to
emphasised and had perhaps received too polatory .•
quantify.
much attention. If the likely future cost of (bf Although the Committee doubted
fuel was considered in real terms, and if the validity of assuming a satura-
tion level, little data was available
RHTM
the anticipated rise in GD? during this
period was taken into account, the impact on factors affecting high national The current status and work of RHTM
of fuel prices would be considerably levels of car ownership. Situations was a large subject, one which would be
deflated. Fuel prices were only a small (or policies) unknown in UK were fuliV aired by the Department. Two
component of total motoring costs. speculation and could only be comments applied.
Moggeridge or> research into the effect related to experience from overseas. RHTM provided the only national
of fuel price changes on car ownership Causal car ownership models which highway traffic planning tool available to

AUGUST /SEPTEMBER 1978 THE JOURNAL OF THE INSTITUTION OF HIGHWAY ENGINEERS 13

\
 review the whole existing trunk road
network and need for longer-term
improvements. It had the ability to
provide procedures for testing policy, to
show for example whether the Depart-
ment's policy for selectivity of road
improvements would provide large, pro-
gressive traffic relief and economic
benefits to the whole system or whether
fundamental problems arose from the
new approach. It could be used to
examine possible ways of managing the
existing trunk road network, and main-
tenance. The effect over time of changing
assumptions of traffic characteristics and
other planning parameters might also lead
to a future highway programme review.
The initial' stage of the commercial
vehicle model had been to develop a
national interzonal commercial vehicle
movement matrix by using data from
1,000 roadside interview stations and a
matrix completion technique. This data
and mathematical procedure had enabled
a commercial vehicle model to be
calibrated and validated for the existing
situation. It had provided a model at a
national and to a fine zoning level which
bore good relationship to commercial
traffic counted on the roads.
There were important limitations to this
work, it could not explain commercial
traffic nature nor could it be used for
future projections. It was essential to
develop the RHTM commercial vehicle
origin/destination model to examine
explanatory 'relationships of vehicle types,
haul lengths, commodity flows and land-
use parameters, thus allowing a number
of possible approaches to commercial
vehicle projections to be explored.
rhe Leitch Committee Report was a
formidable review of the state of the art
and a chart for the future. In its field it
was as important as Buchanan's "Traffic
In Towns" of the early 1960s.
Ari Academic's Reaction. Mr H.R.
Kirby (Assistant Director of Research,
Institute of Transport Studies, LeeCls
University).
Mr Kirby said the Report's main recom-
mendations 'for the trunk road appraisal
process came as no surprise to those
aware of previous key criticisms of the
transportation planning proc~ss.
Uncertainty and Its Effects
The first recommendation 119.271 was
most significant. Transportation planners
and economists had for too long
neglected uncertainties, whether those of
prediction, involving data base, modt:1
specification, parameter values, assump-
tions about stability of relationships and
planning forecasts, or the inherent uncert.
ainty emphasised. in the 1966 Report by
A.D. little on transportation planning in
the District of Columhia: " ... values
themselves are subject to change. This
affects not only the decisions made about
transportation plans but also underlying
assumptions and calculations."
It was not sufficient to indicate the
likely range of uncertainties as the little
Report again emphasised:" the
management of programs.in conditions of
uncertainty should become the key
concept of planning."
14 THE HIGHWAY ENGINEER
On the management aspect of uncert-
ainty, the Report said little apart from
suggesting that the consequences of
selecting different values be demonstra.
ted. Leitch had made a major contribution
to understanding COBA by undertaking
the sensitivity analyses described in
Appendix D lfollowing which some
simplifications in COBA could be intro-
duced). Sensitivity. analysis was a a mistake to standardise practice prema-
demanding task undertaken only rarely
'. Ian example being the Roskill Commis-
sion's work). Whilst it must be feasible to
test the sensitivity of the answers by
varying one variable lor parameter) at a
time, it was impractical for the many
different combinations of variables/para-
meters. Yet it had the merit of recognising
that the important thing was, not what
the uncertainties in the forecasts were,
but what difference these uncertainties
made to the assessment of alternative
schemes. If sensitivity analysis was too
costly, how should uncertainty be incor-
porated into the appraisal process? lAnd
what if the uncertainties were so great as
to swamp the di"erences between the
schemes?! The adoption of the lower
bound of the forecasts for economic
evaluation, as the Department proposed
in its Interim Memorandum (S29), in no
way provided for it, as the possibility of
higher values was ignored. On the other
hand, if single values (in, for example, a
framework method of assessment] were
replaced by a range of values, the
decision-maker would find it difficult to
assess these appropriately (since some
sources of uncertainty would be corre-
lated with others!. The engineer's task
was to help the decision-maker assimilate
the host of numbers, not swamp him with
an undigested mass.
One way of tackling this problem was
to use decision tree analysis. Engineers
would then need to: (al guess probabili-
ties for various values of variables or
parameters and [b) estimate the costs of
being wrong.
It was desirable for such studies to be
done.
The Framework Method of Assess-
ment
The framework method of assessment
advocated by the Committee was a well.
known planning method (i.e. Litchfield's
planning balance sheet or Hill's goals
achievement matrix). Problems with these
methods were: (a) what items were to be
included in the assessment; (b) how they
should be presented; (c) how they could
be drawn together to give a final ranking
of schemes ..
Co~nty transport planners were already
tackling such problems because the
TPP/TSG system had meant they had to
determine priorities within the local trans-
port sector. The need for rapid assess-
ment, and the unsuitability of conven-
tional cost/benefit analysis for determin-
ing priorities, had led some to develop
their own merit rating systems. A review
of such methods would be useful, it could
show: (a) what steps might be taken to
avoid errors of logic such as double
counting; (bl the range of factors thought
appropriate by different counties, and
differences in the ways they were
weighted; (cf when and how decision-
makers were involved in determining
weights and assessing results and (d)
whether decisions were consistent with
weights and, if not, whether weights were
modified in subsequent rounds.
Similar frameworks might eventually be
adopted for both local roads and trunk
roads, so that investment proposals for
both might be compared. But it would be
turely; when different people were con-
sidering complex issues, developing and
applying individual techniques, knowledge
came from their experience and mistakes.
The Department and the Standing
Advisory Committee could help this
learning process not only by providing
central advice but by: (a) encouraging (or
at least not discouraging) experimentation
with evaluation methods; lbl developing
mechanisms for learning from experience
with these new methods; lcl enabling
expert technical advice to be brought to
bear on the new methodological problems
encountered.
Practical experience with framework
methods needed to be reillieu iu li,e-
, theoretical insights into multi-criteria
decision-making problems. The advocacy
of pairwise comparisons, (28.4 of the
Report) was, however, a rather surprising
and poorly substantiated conclusion.
Extrapolation and Causality
The second recommendation in the Leitch
conclusions deserved comment because,
out of context, it could be misunderstood:
"The Department should as soon as is
practicable move away from the extra-
polatory form of model ' .. towards > ••
causal models."
The choice of words was unfortunate,
because the emphasis on the models was
misplaced: more important was the result
of using the models lviz. forecasts and
ultimately evaluation!. The Committee's
emphasis led to a misplaced sense of mis-
trust in "extrapolatory" models and of
confidence in causal models. Whilst the
Committee used the term "extrapolatory
models" to mean simply statistical projec-
tion of time trends (19.5), extrapolation
pervaded the forecasts, including those
based on "causal" models. For example,
assumptions had to be made about the
behaviour ov~r time of model parameters:
usually this meant extrapolaticn from a
single observation (as in the assumption
of an unchanging regression coefficient!.
Not only was there extrapolation in the
parameters - there was also extrapola-
tion in independent variables too le.g.
population forecasts and GDP projec-
tions]. Given that extrapolations existed
elsewhere in the forecasting process, it
might be adequate to extrapolate the
variable of interest - provided this
included some appropriate policy-sensitive
response. The case for doing so was the
stronger the further ahead the forecast
and the larger the level of aggregation.
Moreover, it seemed the Committee
intended the term "causal method" to
describe something' weaker than the
cause-effect relationship the term implied:
in 19.19 they simply stated that extra-
polatory methods (i.e. projection] "make
little attempt to represent explicitly causal
factors ... while causal lmethods) do."
AUGUST/SEPTEMBER 1978
 The contrast seemed clear enough -
until, in the description of the German
methodology (10.5 and 10.6], one saw
that statistical retationships between
traffic flow, population and GDP were
called a causal model. Gravity models too
were so described - yet they singularly
failed to reflect factors that might
reasonably be held to affect destination
choice. If the German models could be
described as causal could not Tanner's
later car ownership forecasts, which
included price and income variables, also
be so? Proper cause-effect investigations
might require in-depth interviews to find
what factors precipitated a decision or
measurement of how a system responded
to change (preferably in a controlled
situation!.
Since the effect of the Committee's
preference for causal methods was to
ptace reliance on methods at present
based on cross-sectional analysis, .it was
appropriate to draw attention to some
remarks by Layfield: ..... it should be
noted that the main feature of the
methods used fOf travel prediction which
contributes substantially to the margin of
possible error is the reliance on the
stability of travel habits over time."
(K126!.
If all forecasts involved extrapolation
and causal models required a time
dimension and a cause-effect relationship
that was often difficult to identify, let
alone realise as a forecasting tool, what
basis was there for selecting between
different approaches to modelling? In
Section 19.26 of the Report, the Commit-
tee asked whether forecasting methods
could answer the question: "What would
the forecast be if ... ?" This question -
the ability of forecasts to be sensitive to
policy changes ~ was at the root of the
Committee's concern. This was the
criterion against which the appropriate-
ness of given forecasting methods was
judged. But it should also be noted that:
(al there might be forces in play stronger
than politicians could affect, or not
quantifiable by the researcher - things
that could only readily be expressed in a
simple way as a secular trend. If they
existed it was reasonable to allow the
force of these secular trends to show
through in the forecasts by including a
time variable in the model; (b) models
should reflect the level at which policies
operated, variables of interest should be
related to policy variables only when it
was known they were affected by
changes in those policy variables; (cl the
policy-sensitivity of the forecasting pro-
cess should be judged as a whole: (fof
example it was inappropriate to conceive
that car-ownership predictions would be
sensitive to petrol prices, whilst mileage
per hour was noo.
Forecasts were now being asked for in
different circumstances from those of a
few years ago. Instead of asking: "What
would the forecast be if ... ?" (recent
trends, policies continued I or, as Leitch
suggested: "What would the forecasts be
if ... ?" Decision-makers might, in the light
of uncertainties involved, be more con-
cerned to know: "How much change in
the forecasts might occur under different
policy decisions?"
There might, thus, be an emphasis shift
AUGUST ISEPTEMBER 1978
\
from knowing the absolute value of the
forecasts to knowing the forecast change
lwhatever the absolute value). Such a
shift would be interesting, since it
reduced some of the problems of dealing
with uncertainty.
However, overmuch concern with the
models, rather than their uses, risked
emphasising improvements to the model
fit to past (or commonly just presentl data
rather than to future situations. With
Layfield (K1301 " ... we do not subscribe
to the view that greater detail necessarily
means better prediction."
Comparability
An even greater uncertainty than the ones
discussed so far was also present. Should
comparisons of road investment propo-
sals be made with rail investment pro-
posals on a comparable basis?
The Committee recommended such
comparisons only for direct road/rail
alternatives (Rec.60l and strategic or
policy studies of investment in road and
rail (Rec.61!.
Did a case exist for extending this to
investments at the margin in the road/ rail
sectors, even where alternatives were not
direct?
The Committee had drawn attention to
two aspects of the comparability
question; the need for consistency in (a)
measurements of non-monetary impacts
(e.g. accidents, noisel; (bl methods of
assessment.
A third aspect, not mentioned by them,
was the need to ensure consistency in
methods of estimating travel demand.
Significance of the Leitch Report
Overall the most significant feature of the
Leitch Committee was not so much its
findings as the need for its existence. It
was rare to find public committees set up
to scrutinise methodological issues, apart
from Roskill the only other public scrutiny
in UK had been the Layfield Committee of
Inquiry. The reason why such public
scrutinies were rare was perhaps that
methodology was continually being
developed with interaction between
research and practice reflected in
attempts to ensure that the official advice
was (a) using the best available current
techniques and was (b) appropriate to the
questions asked.
That, at least, was what should happen.
The Report highlighted past deficiencies
in the process. Section 4.11 pointed out
for example that forecasting and appraisal
techniques for trunk roads had lagged
behind methodology developed for the
M 1 study in 1959, and also highlighted a
number of issues that had received
insufficient attention, such as the need to:
(al get methodology, procedures and
rationale across to the public (18.21; (b)
examine the soundness of the modelling
techniques (18.31; (c) have a forecasting
system adaptable to local characteristics
and knowledge (18.4); (d) have a M.F. Hardy, (County Surveyor, Hertford-
balanced appraisal system (as between
the factors expressible in monetary terms
and those expressible in subjective/'
qualitative terms) (18.5, 18.7!.
Particular shortcomings in the ways the
validity of the recommended procedures
had been assessed were:
THE JOURNAL
(a) lack of before-and-after studies; lbJ
lack of sensitivity analysis; lcl failure to
allow for uncertainty in prediction; (d)
lack of sensitivity of forecast in policy
variables. ,
There was a real difficulty in ensuring
that recommended' techniques were
timely in that they answered the questions
being asked at the time the answers were
available. The Committee itself had
warned of being "continuously on guard
against the temptation to prepare for the
last war."
The lack of timeliness might be a
reason for dissatisfaction with the pro-
cedures used; society's attitudes could
change in the time taken for appraisal to
proceed from planning to report stages.
(This had an unfair effect for it led to
techniques being criticised for not doing
jobs they were not asked to do!)
Past deficiencies might reflect
inadequacies in the dialogue. between the
"actors" involved in this process, especi-
ally between those who advised on and
used recommended procedures and those
with research resources to give proce-
dures an independent critical scrutiny. If
the actors were ta) research workers, (b)
method advisers, (c) method users, (d)
decision-makers, (e) public. then the
deficient stages in the dialogue may be
(aHbl. (aHc) and (dl-(b). Opportunities
for dialogue of the kind (dHe) might have
been developed in recent years, but rarely
of the kind (bHeL
The Committee had concern for the
problem for not only did they recommend
that (a) a programme of before-and-after
studies be drawn up and implemented
(no.51; [b) scrutiny by the policy divisions
of the application of COBA should con-
tinue (No.5); and tcl the RHTM project
should be opened up to informed deu8te
(no.51 but also, they saw "a very rcal
need" for a body charged with the
following functions:
(1l. To advise on significant changes pro-
posed in appraisal or foreca3ting
methods;
(2). To initiate proposals for such
changes; and
{3l. To recommend and make arrange-
ments for studies in defined areas.
A Standing Advisory Committee had
now been established and was an import-
ant development. It would be useful to
know:
(1). How would the Committee perform
its fu nctions?
(21. What arrangements would be made
for feedback between users of the
techniques, other researchers and
the public?
(31. Would the Committee be able to
commission research and studies
directly?
(41. What were the main issues Commit-
tee members felt needed to be
tackled?
The County Surveyor's Reaction. Mr
shire CCL
As County Surveyor Mr Hardy found
himself at the interface with central
government, locat authorities, districts,
parish councils, MPS and the public. The
Paper would mainly concern public
relations.
OF THE INSTITUTION OF HIGHWAY ENGINEERS 15
 He welcomed the Report as a compre-
hensive document combining current
ideas, practices and opportunities for
future improvements. Cricitism that it was
all things to all men was unfair since there
was' no perfect solution to highway
problems, the business was one of com-
promise, balancing all viewpoints and all
relevant factors. They were in the right
direction with highway deslgn"analysis of
alternatives and public consultation.
Leitch suggested accelerating that pro-
cess and highlighted some present weak-
nesses. Although primarily based on trunk
road matters the Report had implications
for alt major road projects, and its prin-
ciples could be applied across the board.
It was important to understand why road
criticism had arisen in the early 1970s and
to compare it with today's situation - it
had changed. Successful publicity and
consultation depended fundamentally on
a clear idea of those issues of direct
public concern - not what engineers
thought important but what the public
regarded as critical.
in the i960s I~W cdilcjscd ths bu;lding
of a motorway and strategic trunk road
network. Long distance travelling had
become a nightmare with the substantial
rise in private and commercial transport.
Concern arose when it became evident
that roads were having a substantial
impact on environment, landscape and
property. Road users saw their impact
and when road proposals affected them
personally particularly their property -
they had a first~hand impression of the
disadvantages and arguments for the
scheme carried less and less weight.
Individual proposals were questioned on
location and sile and, increasingly, the
need to do anything at all was debated,
leading to lengthy public inquiries and
adverse publicity.
This opposition at least promoted
rethinking on highways - their need,
scale, detailed treatment and the work
required to make sure that the optimum
solution was achieved.
But the lesson had now to be learnt -
engineers were wiser and able to apply
new thinking. Also public attitudes were
altering again as they became aware of
present and future trends.
(a) People were not prepared to give up
personal mobility. Despite petrol price
rises the individual was still prepared
to give financial .priority to personal
transport.
(b) The lorry had given an increasing
awareness of its role in supplying vital
goods and services.
(cl The public now realised that traffic
problems would not disappear and
their solutions often involved road
building. Hertfordshire had a long list
of by-passes on strategic routes and
relief roads for town centres. There
was strong support for completing
these schemes, and the travelling
public, operators and local residents
saw no relief from traffic without
more roads.
idl Much opposition to roads was base'd
on the argument that nobody knew
how traffic wou Id grow in 10 or 20
years. But people were concerned
with current problems and wanted
current solutions.
16 THE HIGHWAY ENGINEER
The Impact of Different Kinds of
Road Schemes
Experience had shown that road schemes
varied and consultation and background
information must be adapted to suit
individual cases. Analysis and consulta-
tion was expensive in terms of costs, staff
and time. The engineer's job was to
advise on how much research and investi-
gation was warranted in order to keep the
public informed at consultation stage and
to give decision-takers the relevant
information. A real danger lay in that
analysis, examination of alternatives, con-
sultation and further analyses could
become an end in themselves. No
improvement was achieved until measures
were on the ground, whether new roads
or traffic management.
Several examples of simple by-passes
existed where a road passed through a
town or village centre, the solution lay
with a simple loop on one side or the
other. The issues were clear, the options
limited and the pros and cons easily
analysed.
There were important, complex
schemes where the requirement and the
'benefits were not clear cut and options
more widespread. The M25 was a classic,
parts of it produced significant benefits to
certain towns, but traffic was attracted
over a much wider area and its impact
was more widespread,
A distinct difference existed between
urban and rural road proposals. Urban
schemes were part of a wider package
involving complementary traffic manage-
ment, often it was not the road scheme
which produced concern but those parts
of the package which changed peripheral
circumstances.
Carefully considered analysis and con-
sultation to suit a given project was
needed if time and money were to be
saved.
Impressions Gained From
Consultation With The Public
Traffic Forecasts
Scepticism certainly existed about the
reliability of traffic forecasts including
assumptions made and projection tech-
niques employed. It was not a precise
science and the suggestion that discus-
sion should be given .to a range of possi-
bilities was welcome. Talking about
ranges would not remove all the difficul-
ties, there would be marginal cases and
traffic flows might be such that it became
debatable whether a road would be built
or not. There would also be arguments on
the correct scale of the project, whether
single two-lane, single three-lane or dual
two-lane motorway or all-purpose. Motor-
ways presented a quite different public
image from an all-purpose road, although
it was often hard to see why. The
question of marginal cases required care-
ful thought. not least in making the public
aware of the possibility and implications
of a second and later' improvement.
People were disturbed and annoyed at the
consequences of a second bite when, for
example, maintenance took place on
overloaded roads and traffic was widely
diverted.
CapacitY standards were being revised,
and more traffic was being put on to less
road. There should be no illusions about
the difficulties of maintaining or enlarging
these roads as traffic grew towards
design capacity.
Public concern also focussed on the
uncertainty of future fuel resources,
people felt that scarcity of fuel would
mean less traffic. Eventually they would
have to decide where transport ranked in
the prioritY list in a world of restricted oil
supply - this would be a political
decision.
Traffic Assignments
Little understanding existed of time and
cost assignments, why they might give
different results or how they were sen-
sitive to assumptions about the use of
existing routes in the future. HowEl,ver
these were some of the fundamental
factors in deciding the need and location
for a new road.
Road planning, building and manage-
ment and maintenance were aimed at
obtaining a satisfactory hierarchy of roads
50 tho! coch !eve! dk~ its job prop'.?r!y anrl
achieved the appropriate traffic, environ-
mental and safety standards.
This was not a "free for all" assign-
ment, either in time or cost terms, the
public would expect engineers to have
considered'standards and conditions on
all the roads affected by the proposals.
The Leitch tYpe framework dealt with this
but it could involve building-in restraints
on existing roads which might be justified
on environmental and safety grounds but
not those of traffic. There was a need for
a package deal of traffic management on
existing roads coupled with proposals for
new roads.
Monitoring
Monitoring was important in indicating
how forecasts had been realised, before-
and-after studies were part of the same
process where room existed for substan-
tial improvement. The public could under-
stand and accept statistics related to
actual examples with which they were
familiar.
In Hertfordshire part of the A 10
Hoddesdon/Ware By-Pass now had
22,500 vehicle/day which otherwise
would use the existing A 10 passing
practically continuously through' built-up
areas. There had been a drop of 77 per
cent in accidents in that corridor.
PresentCltion of Information
The professional's job was to collect data,
analyse and forecast, examine feasible
alternatives and present information to
the public and decision-makers in a form
which meant that not only the results but
also the assumptions on which the
analysis was made were understood. This
had perhaps been at the root of past
problems and damaged the engineer's
image.
The impression that engineers and
engineering departments were dedicated
to building roads for their own sake was
held by some. This was a nonsense. What
had to be emphasised was that we were
all basically on the same side, interested
only in trying to solve difficult problems.
There was, however, no perfect
AUGUST/SEPTEMBER 1978
solution. Would the public accept present
circumstances or those likely to exist in
the foreseeable future? If not what
alternative measures presented them-
selves to overcome some of the diffi-
cu Ities?
With the disadvantages of new
measures did the public and elected
representatives think the advantages such
that some action should be put in hand
rather than that nothing be done?
Too often the argument had gone in
the reverse direction - putting forward
proposals, fighting a rearguard action and
then ending up by spelling out present-
day problems.
Hertfordshire had conducted an exer-
cise of indicating traffic overload/environ-
mental damage/accident situations on
lengths of strategic route network and
providing publicity for the findings.
People could then see the difficulties
quantified and make comparisons from
personal knowledge of the difficulties and
the professionals' impression based on
statistical analysis.
It was worth spending money on
presentation, manning exhibitions, and
meeting people of a calibre capable 'of
explaining the thinking behind proposals,
listening to comments and replying in a
knowledgeable way. A series of two-
dimensional engineering drawings were
incomprehensible to most people, visual
aid must be used and engineers must
have more personal contact with the
public.
This contact did not stop when a
decision was reached and construction
started. The time between decision and
commencement coupled with the early
part of construction itself was vital from
the viewpoint of people directly affected.
The engineer had an important public
relations duty during that period.
The Framework for Analysis - Design, Consultation and Decision-
The Incidence Groups
Mr Hardy supported the idea of a frame-
work for analysis. Herdordshire had
employed this technique for some time
though it differed in form and degree of
detail from Leitch. There seemed to be
three distinct but inter-related purposes of
the framework: (1l To obtain a more
positive, systematic approach to the
analysis - a discipline for professional
people involved in consultation and
advising decision-makers; (21 to pass
understandable information to the public
to help it reach conclusions on need and
relative merits of alternatives; and (3) to
obtain feedback from the public in a form
which, when combined with basic inform-
ation, enabled government to reach the
right decision.
Distinct progress could be made with
(11 and (2) but he doubted whether the
framework and incidence group idea
would make decision-taking easier. The
reverse might be the case for the
following reasons:
[a) More and more relevant factors
were being listed - some ana lysed
on a "numerical basis" - others on
subjective ranking. There was little
chance, fortunately, of having
everything on a quantified basis.
Here we were talking about sub-
AUGUST ISEPTEMBER 1978
iective weighting between items
listed in the framework, in the end
quite possibly political decisions,
though "political" with a small
"p.l.
(bl People arid groups would not react
in the neat "incidence" packages
described in the framework, the
response from some groups would
be stro nger tha n ot hers. For
example "road users directly
affected" rarely commented where-
as "non-users directly affected"
invariably did. Those concerned
with the intrir.;;ic value of the area
might also be directly affected and
use either or both headings in these
arguments.
Council would be concerned and
influenced by most, if not all, the
groups and their response might
well be influenced by particular
factors or groups.
(c) Reactions would be obtained in an
environment where publicity was
given to the objections and objec-
tors - that was unlikely to change.
[dl The question of local consultative
groups considering issues and alter-
natives prior to selection of a pre-
ferred solution had been raised. In
Mr Hardy's experience a consulta-
tive committee with representatives
from voluntary bodies, local associ-
ations and action groups did not
guarantee a concensus of opinion
on a preferred solution or the pros
and cons of alternatives. Individuals
representing these groups were
rarely able to compromise. They
had clear terms of reference to
safeguard, and were right to do so,
but it led to a failure of the
approach.
The Time Span of Research, Analysis,
Taking
Delegates would share concern about the
current time scale for road procedures
even with present practices. The Leitch
principles were unlikely to shorten the
time for reaching decisions, and, more
important for overcoming problems, the
reverse was likely. Those determined to
stop major road building or halt a
particular scheme would make use of the
Leitch principle and methods to achieve
this, as they were perfectly entitled to do.
But others were also involved in this
process:
(al Those detrimentally affected by the
current situation .i.e. directly
affected.
(bl Those concerned because uncert-
ainty on alternative solutions had
produced widespread potential
blight.
(cl Those concerned with land use,
and problems of locating housing
and industry.
[dl Road users, private, commercial
and industrial subjected to increas-
ing delays ..
The system had also to protect their
interests and many would wish to see
quick decisions and quick. action. A The long gestation period for projects
so-called typical preparation and con-
struction sequence for a trunk road
THE JOURNAL
scheme in the recent White Paper
spanned 10 years. Some schemes had
certainly taken this long, Mr Hardy hoped
it would not be accepted as the standard
minimum.
The majority of the public would be
prepared to accept that the process could
and should be completed in much less
time, even with less time it was possible
to give proper attention to examination of
need and alternatives, public consultation
and decision-making.
The time span involved two (perhaps
morel central government administra-
tions, three or more at local level and that
led to complications and problems of
continuity of thought and knowledge. It
should be possible for central or local
authorities to stipulate at the outset the
procedures and time scale proposed - a
time scale which took account of
complexity and project size and adhered
to it.
The Leitch Report was an excellent
piece of work. To stand back, look at
some of the main issues, trends and
problems, and how they might influence
the future, was an essential exercise in
order to avoid recent difficulties.
Sir Stanley Yapp invited Sir George
Leitch and his team to reply to the
earlier speakers
Sir George expressed the Committee's
general gratification at the reception given
to the Report. It had certainly not been
left to gather dust in a pigeon-hole. In
view of the variety of interests the
Committee had formed the clear view
very early on that, even had they been so
disposed, any attempt to please any
particular interest, let alone all interests,
had nothing to recommend it. The
Committee had reported faithfully on
what it had found and said exactly what it
thought. It was a good thing for any large
organisation to have a disinterested body
taking an objective view. The main value
of the Report would show in the self-
questing it generated. The Committee had
been disbanded lor some time and
members present would express opinions
as private individuals. Apart from appoint-
ing the Chairman the Secretary of State
had still to nominate members of the
Standing Advisory Committee.
Referring to Dr. Latchford's remarks
about the costs of schemes he said that
the Committee had examined available
data on actual capital costs in relation to
estimates at the later planning stages. The
Department's performance was reason-
ably good on average. He saw, however,
an increasing need to look at costs more
widely and in particular the liability for
future maintenance. A scheme had to be
judged in relation to overall "life cycle"
costs and not just initial capital costs.
He emphasised the importance of the
interface between national and local pro-
grammes and the need for compatibility.
and consistency. He agreed with Mr Kirby
that an important feature of any traffic
forecasting model was its ability to assist
the assessment of the implications of
proposed changes in policy.
had worried the Committee and it had
taken a hard look at possible ways of
OF THE INSTITUTION OF HIGHWAY ENGINEERS 17
 shortening the process by simplifying
methods. It had reluctantly concluded
that no major overall simplification was
feasible at present and what was required
initially was improved understanding and
consultation on the lines proposed. This
could itself result in some reduction in
delays but one could not be certain. There
would need to be a continuing search for
ways of administrative streamlining.
Dr Prideaux said the framework for
decisions was at the core of the problem,
the relevant professionals in a scheme
were there to advise neit pre-empt
decisions. Any critical value judgements
they made should be kept in the open
with the object of satisfying public
concern rather than tying down a safety
value.
He disagreed that more public involve-
ment would lead necessarily to extra work
and longer construction time.
Referring to the five main framework
groups he drew attention to the inclusion
of planning effects within the fourth
group - those indirectly affected. Plan-
ning interest had been taken into account
and the Report commented on the effect
of economic growth and land-use. There
seemed to be confusion about the
Committee's intention in listing views of
the appropriate local authority planning
departments in the framework under land-
use planning effects. The framework
should be restricted as far as possible to
results of objective evaluations for various
factors. In the absence of an evaluation
tool for land-use implications, the pro-
fessional views of officers on this specific
issue should be sought as the best
available. Local authorities' overall pre-
ferences for route choice would be
inappropriate at this Roint. Any views
they wished to make on overall choice-
required them to consider all the factors
listed in the framework.
The framework for decision within the
Report was an exemplary one and not
final, the ingenuity, drive and confidence
of engineers would lead to improvements
and refinements.
Dr Glaister endorsed Dr. Latchford's
emphasis on the importance of giving due
attention to the evaluation of mainten-
ance activities and small schemes, like
local junction improvements, as well as to
the large scale schemes. The public
perhaps did not share this view. He
agre'ld that relatively small design varia-
tions could have far-reaching effects on
overall scheme. evaluations and they
therefore merited careful investigation.
The Committee's view was that the
general principles for evaluation
recommended in the Report should be
used in the future whatever the nature of
the scheme and whatever method of fore-
casting was used. The detailed design of
more options should be carried through to
a later stage.
COBA he saw . as being relatively
. straightforward to use, although it was
founded on a large and complex literature.
Sorrie further simplification would
certainly be desirable, although it was not
clear at present how this could best be
achieved.
On construction costs, and the varia-
tion between predicted and'actual costs, it
was in the nature of uncertainty that
18 THE HIGHWAY ENGINEER
mistakes would occur. As with economic
evaluation, there was a substantial liter-
ature on the management of uncertainty.
Some thought should therefore be given
to the development of workable pro-
cedures for responding to the problem, as
successfully as had been done with
COBA. The two critical' considerations
were likely to be the probabilities of the
various possibilities occurring and the
costs of making particular choices should
they turn out to have been incorrect.
In his opinion the properties of models
used were just as important as the data
used to estimate them. It was always
important to make the best use of all the
available data. Both time-series and cross-
sections methods had a part to play in
modelling car ownership. The use of
cross-section data alone would make it
impossible to evaluate the effect of fuel
price changes. The RHTM car ownership
sub-model was an example of a simplified
but commendable attempt to understand
the economic and social forces which
"caused" households to own cars.
Professor Williams said that the
public were suspicious of the abilities and
intentions of highway engineers to
adequately identify and assess quantities
and qualitative issues; this was obvious
from debates and public inquiries. The
pendulum of assessment could easily
swing too far in either direction; a main
objective should be to obtain acceptable
balance in the assessment procedures. He
supported Mr Lane's plea for caution, but
submitted that courage was also required
to continue the development and applica-
tion of relevant techniques in practice.
In reply to Dr. Latchford and Dr. Kirby,
Professor Williams agreed that construc-
tioll costs and causal traffic models were
of considerable significance. Whilst
further analyses and research were
required on those items, he reminded the
authors that the Advisory Committee did
not conclude that the work they proposed
would result in easing the burden on the
engineers. The use of RHTM as a
planning tool should be encouraged, with
adequate safeguards for the integration of
local inputs with the basic national
systems of zones and network adopted
for the model. The .Commercial Vehicle
Sub-Model appeared to be deficient
because of data difficulties. Management
procedures in all sectors of highway and
traffic engineering work were of growing
importance, future activities should reflect
that fa ct.
Referring to Mr Hardy's Paper Profes-
sor Williams wholeheartedly agreed that
good communications between profes-
sionals concerned with highway planning
and design and the public were of vital
importance. If adequate communication
was not a~hieved, it vJOuld have damag-
ing effects on the highway construction
industries as a whole. He believed that the
aim should be to ensure adequate
resources for those industries to construct
the "right roads in the right place and the
right. time" and give good value for
money. He was interested to learn of the
favourable "wind 0f change" sign in
public attitudes towards by-pass con-
struction in Mr Hardy's county; such
trends should be encouraged.
Discussion
1. The Leitch Report - General
Comments
Mr R.H. Phillipson (British Road Feder-
ationl said that from Mr Hardy's com-
ments it was clear highway engineers
"were not bashing about building roads."
He was also glad to hear Mr Lane say that
Leitch was not Government policy
contrary to impressions given at its
launching.
Traffic forecasts lay at the core of
assessment, and no prO(lf existed that
causal models were more reliable ethan
extrapolatory ones. Current Department
forecasting seemed to be biased to low
figu res. The use of the bottom of a
supposed range of forecasts for economic
assessments depressed rates of retu rn
and must affect physical plans. This
meant experts were feeding to decision-
makers information which they con-
sldeied pulitically acceptable on the basis
that ministers were disposed to adopt the
lowest possible provision.
Evaluation had not been mentioned but
employment gains as well as losses
should be considered. On comparability it
was extremely difficult to make direct
comparison between road and rail invest-
ment. If this were possible then the tech-
nique could be extended into other fields
of public expenditure.
Mr Lane agreed that Leitch was not, in
itself, a statement of policy, but Para-
graph 78 of the White Paper said: "From
now on no scheme will be published or go
to Inquiry unless it accords with the prin-
ciples set out, in the light of the recom-
mendations of the Leitch Committee, in
this White Paper." Paragraph 38. stated
that: "the Department is studying the
Committee's recommendations and will
put them into effect wherever they would
lead to an improvement in current
practices. "
Dr. D.J. Van Rest IUniversity of Aston)
asked why the Committee had not made
an explicit conclusion or recommendation
on the part played by roads in industrial
growth? Referring to comments on
increased timescale he mentioned the
Bridge ByPass scheme where, following
public outcry, the ByPass was built three
years later. Engineers should consider the
kind of road the public wanted rather than
those they wished to build. ThecHertford-
shire TPP seemed fairly sensible but at
current expenditure rates it would be
25-50 years before some listed schemes
were built, although their total cost was a
fraction of that for M25 in the county.
The idea of providing near perfect
driving conditions was an impossible
dream.
Sir George Leitch said that the Com-
mittee had not undertaken any research
of its own into the effects of new roads
on regional development but had made a
fairly thorough survey of the existing
literature on the subject. He drew Dr. Van
Rest's attention to the recommendation
that "The effects of trunk road construc-
tion on regional economic development
should be included in the assessment only
AUGUST/SEPTEMBER 1978
 when strong evidence can be adduced to
support them."
Mr A.D.W. Smith (Kent CCI refuted Dr.
Van Rest's suggestion that public protests
had accelerated construction of Bridge
By-Pass. The scheme had been included
in the 1969 Preparation Pool and opened
in 1976. Protests had come during the
period of statutory processes but had not
influenced the timing of the scheme.
Mr C. Milner (Midland Road Develop-
ment Groupl said th~lt political implica-
tions and political resources for building
or not building had been glossed over. It
was a scandal that, out of 50 major
schemes under construction in England,
only one (Ludlow By-Passl was in the
West Midlands.
Mr W.E. Gallagher (Midland RCUI
believed, on average, that estimates were
right, although these varied on particular
schemes. When such variation occurred it
was probable that the original estimate
was a better measure than the final cost
of the real resources of a county absorbed
in the scheme. Money was a mechanism
for getting work done.
On the Swaffham By-Pass, quoted in
the Report, 25 different COBA assess-
ments were shown for a scheme three
miles long, he questioned if that was not
over-doing it.
He referred to Dr. Prideaux's explana-
tion of why the Committee included local
authority views in the framework under
land-use planning effects. He did not
think this explanation would be accepted
by local authority associations. Planning
officers would not allow the Department
to publish their professional views on
land-use implications without first clearing
them with their elected members.
The framework might provide a could produce a substantial rate of return
mechanism for allowing local authorities
to contribute towards the cost of
amending a trunk road scheme to fit in
with particular requirements - or for
providing compensation to an authority
when a scheme obliterated a particular
planning potential.
He stressed the need to train engineers
on the new thinking and implications of
Leitch. The job was more difficult than
first appeared.
Discussion 2.
Traffic. Transportation and Synthetic
Models
Mr C.H. Abbey iLeicestershire CCI said
that in "before-and-after" studies the
Table in the Report revealed 200 per cent
errors in predictions. There was a need to
look at answers as well as analytical
calculations.
Mr R.M. Newland (Transport Planning.
Consultantl felt that the Report had over-
emphasised "uncertainty", for instance
uncertain fuel prices. High petrol prices
would stimulate vehicle efficiency. MotOr
manufacturers expected a 60 per cent
improvement in fuel consumption which
would spread through the vehicle fleet by
1995. What now seemed a pessimistic
petrol price assumption might be an
AUGUST /SEPTEMBER 1978
I
!\
L
effective reduction in the cost of fuel for
the same distance. This would be of great
importance in causal modelling.
Mr R.J. Duffell (Hatfield Polytechnic)
said little attention had been given to car
usage of which only 25 per cent at best
could be explained by fuel (money) prices.
He illustrated the spread of values of
changes in the "car flow index" com-
pared with "real personal disposable
income" changes urging engineers to be
cautious in expecting causal models to be
the panacea of forecasting. Unless linked
to congested holiday areas, or National
Parks, holiday and pleasure motoring was
seldom mentioned in TPPs. The Report
distinguished between leisure and work
journeys, holiday areas and non-holiday
areas, but there were urban fringe areas
where weekend peaks were caused by
leisure traffic. This facet was more
sensitive to fuel prices as exemplified by
July Sunday flows which took the
greatest knock from increased fuel prices
post 1973. He believed Miles at TRRL had
some evidence of a value for non-working
time of 5Op/hour time (1971) prices based
on his researches at Goyt Valley using the
consumers' surplus concept; in short, in
areas where pleasure motoring featured
significantly benefits were being under-
valued by perhaps 100 per cent as non-
working time could be 50 - not 25 - per
cent of working time valuations.
Mr V.E. Jones (Hereford and Worcester
CCI advised against the use of weightings
in non-quantifiable elements in assessing
merits of competing schemes. This
applied a veneer of scientific objectivity
subjectively misleading. He welcomed
upgrading accident costs, a relatively
minor factor in benefits attributable to
major schemes, but in non-key schemes it
for relatively low capital outlay. This
element of Leitch was particularly
welcome. He made a plea for more critical
examination of COBA inputs and cost/
benefit analysis and a more rigorous
examination of base-year data. Current
discussions on an extension of the
national traffic censuses were welcome.
Dr. Van Rest speaking on behalf of a
student at the University raised the issue
of historic towns and the adverse effect
of COBA in the evaluation of bypass
schemes.
There was a tremendous impact on
environmental relief but little time savings
by taking a circular route around a Roman
town, large financial sums were attached
to time savings, Leitch had not taken this
further forward.
Mr C.R. Cameron (Warwickshire eCI
thought too much emphasis was placed
on the aggregation of small savings in
time and considered the value of environ-
mental disbenefits greater in importance
than like disbenefits. A good data base
was another requisite with more emphasis
on existing traffic, the effects of which
could be evaluated accurately.
Mr J.S. Heys (West Glamorgan CCI felt
that when comparing choice of route for
corridor movements in a valley time-
THE JOURNAL
savings became less significant and
environmental benefits greater.
Mr Kirby agreed with Mr Jones on the
importance of a good data base from
which projections of future traffic con-
ditions could be made. He stressed the
desirability of measurements to assess
speed trends, a hitherto neglected area.
Dr. Glaister said that with regard to small
time savings, one argument was that it
was not, say, one-tenth of a second saved
by any particular individual that was
relevant. There was an increased proba-
bility that somewhere in the aggregate
population of road users, there would be
an individual who would be enabled io
und erta ke an extra activity.
Discussion 3.
Framework, Plus Road versus Rail
Mr A.S. Hearne (University of Aston)
argued that impact upon business activi-
ties should be appraised economically.
For agriculture, simple-to-operate tech-
niques were available to predict income
loss. Such information was of far greater
value than the data provided by the
agricultural and land classification.
Mr J.E. Acton (Midland RCUl described
the RCU's approach to the assessment
framework when consulting the public
about alternative routes. Referring to a
consultation which began less than a
month atter the publication of the Report
he illustrated a number of departures from
the example framework. The RCU had
not included numbers of casualties saved,
but in future these would probably be
quoted in addition to the present value of
accident savings because they were more
readily understood by laymen. He
commented on two particular difficulties:
the assessment of cost saving for
pedestrians and the comparison of farm
severance on alternative routes.
Mr J.W. Seel iL.G. Mouchel & Partners)
expressed concern about the considerable
number of noise calculations required for
complex urban areas in finding which
facsdes would receive 5, 10. 15 dB(AI etc
above ambient noise level, as the
Committee had proposed. He suggested
that finding those affected by only an
additional 5 dB(A) or by, say. 60 dBlA)
would be adequate.
Mr M.D. Bolton (W.S. Atkins &
Partners) said the framework was very
complex from the public's point of view,
yet over-simplification had to be avoided.
He showed a slide which illustrated the
planning study process with criteria
tabulated by reference to their effect on
various interest groups both inside and
outside the corridor. Instead of demon-
strating only differences in impact the
method should ensure a clear understand-
ing of the positive aims and objectives
achieved by the scheme.
Mr D.J. Dyke iDepartment of Transport)
as a landscape architect welcomed con-
sideration given to visual intrusion, and
that non-quantifiable would now be con-
OF THE INSTITUTION OF HIGHWAY ENGINEERS 19
sidered alongside quantifiable. In public
presentations it was helpful to convey the
three-dimenSional form of proposals by
the use of photomontages. Maps showing
"visual envelopes" had most value in
making broad comparisons between alter-
native routes. Assessments of landscape
quality tended to be treated as an end in
themselves, whereas, it was more import-
ant to understand what was characteristic
of a landscape and how it would be
affected by a road.
Mr L.H. Watkins lTRRLI showed film of
studies using a travelling "matte", a way
of superimposing cinefilm to indicate the
road's appearance from various view-
points after construction. Using air pollu-
tion as an example he pointed to the
absence from the Report of any new
guidance on criteria or standards.
Mr D.L Barry (Atkins Research and
Development! said that environmental
analysis should play an early role in alter-
native route selection since it would, be
easy to show that a particular alignment,
chosen principally on engineering
grounds, was environmentally "better"
than other options. The Report's
abandonment of the myth that changes
of upt03 dB(A) were not significant was
welcomed although the real effect of such
changes was not stated. Research had
shown that in the, say, 50-70 dS(A) range
a reduction of 3 dS(A) corresponded to a
reduction of about eight to 10 in the
percentage of people expressing annoy-
ance.
Mr J.D. Ireson [Warwickshire CCl
regarded the evaluation process as an
excuse for having insufficient money to
spend in the first place. The TPP process
shared out cash in one way, and he
suggested the responsible engineer be
given the freedom to spend money as he
wished within a budget. He questioned
the stability of base planning statistics
and wondered whether it haq been a
deliberate decision to abandon the 1976
census? He endorsed the concept of a
functional road hierarchy as the basis for
evaluating corridor benefits, particularly
for urban area schemes.
Mr A.D. Roo"ney (Highwi;lYs Department,
South Australia. CSI Overseas Scholar
attached to R. Travers Morgan and
Partners) referred to a National Associa-
tion of Australian State Road Authorities
Committee which had reported on
environmental studies, research, public
involvement and evaluation of environ-
mental factors within project analysis. It
had examined many ways of approaching
the problem of evaluation and concluded
thilt, for the immediately foreseeable
future, no acceptable method existed to
formalise the decision-making process. It
recommended the use of a basic frame-
work with a main summary Table, similar
to that recommended by Leitch. The
salient point was that two totally indepen-
dent groups of people, 12,000 miles apart,
confront~d by the same task, had reached
similar' conclusions.
Dr. Prideaux said a problem arose
because non-user benefits were not
20 THE HIGHWAY ENGINEER
expressed in monetary terms. This had led
to the Committee recommending il frame-
work for appraisal. The economic effect
on agriculture was taken into account in
compensation value (included in initial
cost! and injurious affection (which could
not be valued). On the weighting of
specific effects, he stressed that the
Report had come out against any system
of analysis that incorporated predete"r-
mined weights. Environmental factors
should be taken into consideration at a
very early stage. The Jefferson Report
suggested that air pollution should be
taken into account for all schemes, but a
large number of different pollutants
existed and since wind effects varied con-
siderably engineers should be selective in
their assessments,
On the criticism that it was possible to
prefer A to S, S to C and C to A, he
considered this to be not a problem
associated with the use of a framework.
The problem could arise in any committee
taking a vote.
Professur y"v.Hiil'-'-lb cOITiiT.e"ted that rv~i
Seel had highlighted particular issues
which should be included in the pollution
aspects of environmental assessments
where research proved them feasible. The
Department-should give urgent attention
to the provision of guidelines for prac-
titioners in that field.
Mr G. Kirkbride [Fife Regional Council)
commented on the number of academics
who had spoken and said that the future
job of engineers was to transmit informa-
tion given today in terms the public could
understand. This could well save a year in
the "league" time of trunk road prepara-
tion.
Discussion 4.
Public Consultation and Public
Relations
Mr P.LB. Mynors (R. Travers Morgan
and Partners) spoke on the "planning
shop" system used experimentally by his
firm earlier this year to carry out public
consultation in Leicester, prior to con-
sideration of specific schemes. They had
put out notices to the media saying "We
are gOing to plan a trunk road - come
and talk to us" and 600 people had dGne
so in a five week period. This was a
valuable addition to the usual method of
putting up alternative schemes at a later
stage in the study.
Mr P. Mesner [West Glamorgan CC)
said that the present system was satis-
factory for the vast majority of schemes,
there should be reliance on feedback from
public consultation in deciding whether a
full Leitch procedure should be adopted.
Mr L. Stretch (M42 Support Group)
referred to his Papel. handed to delegates
at the door. His Group welcomed Leitch
but thought that further progress was
urgently needed. The strategic network
was not complete, serious gaps existed in
the Midlands. consideration should be
given to routes with a high proportion of
commercial traffic, because of its
economic importance and its effect on
other traffic. The public expected decent
communications, based on sound,
accountable, professional judgement, this
demanded a comprehensive mathematical
system of assessment, not rhetoric.
Mr E.P. Hinkley [West Sussex eCI said
that one of the most important points the
Standing Committee should consider was
whether "new" systems produced better
decisions than past ones. If not, the
sooner it said so the better. Until the
desk-top studies were translated into
reality on the ground all of the accident,
economic and environmental benefits
remained on paper only and were worth-
less.
Mr P.L Sully (Greater Manchester
Councill said that whilst Leitch marked a
major watershed in transportation evalu-
ation there were further major problems
to be solved - for example, the balance
between local and national highway
expenditures, between hlgnwilY illlU I,,;i
improvements and even between improv-
ing the system and maintaining it -
including the difficult question of revenue
support to public transport. These were
already being examined by various
authorities and groups, ohen unknown to
others working on the same subject. He
considered it essential for the Department
to undertake a co-ordination role In this
field to mini mise abortive or duplicated
work.
Professor Williams said that the Report
of the Advisory Committee had indicated
the rules for the debates between the
public and the professionals concerned
with highways and traffic, it remained to
be seen whether the participants would
make constructive or destructive use of
them.
Sir Stanley Yapp thanked all those who
had taken part in what had been a most
useful Conference and invited Mr Oeavin
to sum up.
The President said that the Leitch
Report would affect all their lives in the
immediate future and for some time to
come. Public participation was nothing
new, and generally highway engineers
had been engaged in consulta tion pro-
cesses for many years. He was sure
county surveyors would take note of the
Committee's recommendations in the
preparation of county schemes although
floating too many alternatives might result
in more blight.
He thanked the West Midland Branch
and Mr A.N. Brant for organ/sing the
Conference and Sir Stanley Yapp for the
excellent way he had Chaired the
meeting.
* DemocraticGovernment: Informing and
Measuring Public Opinion Accurately
AUGUST/SEPTEMBER 1978
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\
 Decisions Under Risk and Uncertainty
R.J. Bridle, BSc, FICE, FIMunE. FIHE
The Institution's Publications Committee
felt that the requirement to deal explicitly
with risk and uncertainty in making
decisions is becoming important in the
assessment of highwav investments.
The Chairman of the Committee, Mr
R.J. Bridle, therefore undertook to pre-
pare the following note of the principles
involved together with a verv simple
example to explain the procedures.
Decision trees are used to assist in
making decisions whenever one is faced
with choosing a course of action from
amongst a number of alternatives.
Decision tree diagrams illustrate pictori-
ally the decision-making process. They
are similar to flow diagrams but are unlike
in that closed loops are not possible and
the diagram is, therefore, not a network.
In constructing trees each branch junction
represents a decision to be made.
Decisions may be of two kinds:-
(al Those taken by the organisation.
jb) Those taken by others or by nature.
DRAWING THE TREE
Conventionally. in drawing the tree,
decisions of the first kind are represented
by diamonds and the second by ovals as
shown in Figure 1.
These may be put together in combin-
ations, each decision summating into
others as the tree is climbed until a single
decision remains to be determined at the
top of the tree as shown in Figure 2.
In structuring the diagram an attempt
should be made to keep ja) decisions as
low down the tree as possible while (b)
Fig.2 Further decisions in decision tree fOfm
natures decisions as low down the tree as All decisions may be evaluated by a
is logical so that as much information as single number when the outcome can be
possible is available before the manager objectively stated. Once gain becomes the
has to take a decision. objective money can be used. Cost/
benefit techniques allow money to be
RISK AND UNCERTAINTY used as a proxy to measure benefits not
One element is clearly missing. The tree offered in the market.
illustrates what decisions need to be However, the result of a decision may
taken but the criteria for those decisions seldom be forecasted 'with absolute
has not yet been explored. certainty.
If the probability of a number of out-
(al comes can be determined then the
"value" of a particular decision may be
A DECISION BY ORGANISATION
computed so that it may be compared
with others. This is called Risk.
For example:-
The probability of a coin coming to rest
with its head face up is 50 per cent. If £1
is bet on the result of one toss being a
head the odds are evens so £1 could be
lost or £1 could be won. Over a number of
outcomes the risk of losing would be nil.
YES NO
i.e. - 50
+50
(bl
A DECISION BY NATURE o
If on the 'other hand a weighted coin
was used and it was found that in 100
throws 40 fell heads and 60 fell tails the
Does the equipment
chance of a gain on the result of one
need repair? throw being a head would be 40 per cent
and on a loss 60 per cent. The risk is:-
60 per cent chance of a gain of -£1 ::;:
-60p
YES NO 40 per cent chance of a gain of + £1
40p
Fig. 1 Representing decisions
-20p

Does the equipment If the choice to call "tails" is also given

then the risk is:-
need repair?
60 per cent chance of a gain of £1 ::;:
. 60p
40 per cent chance of a gain of -£1 ::;:
YES NO -4Op

+20p

The choice of a tail is, therefore, the

better decision but in any event it must be
YES NO YES
remembered that a loss could occur. Also
suppose there is a 40 per cent chance of a
gain of -1.0 ::;:-0.4
Can equipment
be replaced?
NO While there is a 60 per cent chance of a
gain of
0.6 ::;: 0.36
YES NO YES NO YES

Then that particular decision is worth-O.04

If an alternative route in a decision tree

(supposing there are only two) shows:
a 60 per cent chance of a gain of -0.5

22 THE HIGHWAY ENGINEER

AUGUST/SEPTEMBER 1978
I
::: - 0.3
:! and a 40 per cent chance of a gain of
I + 0.8 ::: + 0.32
;
Then that decision is worth +0.02
and one may conclude that it is bener to
take the second decision rather than the
first. This calculation is illustrated in
Figure 4 of the example.
However, sometimes the risk of alterna-
tive outcomes are not calculable. This
condition is called Uncertainty. Never.
theless, even under uncertainty decision-
makers are prepared to assign risks. This
assignment is generally tempered by the
nature of the outcome. If a possible
outcome is catastrophic then even if the
probabilities are calculable people may
not be prepared to accept decision.
making on the basis described and will
wish to modify the odds to weight against
the catastrophe.
Suppose in our previous example we
consider wagering on the toss of a coin
where we knew the odds to be even.
Whilst we would accept a toss of the coin
against a bet of a few pence it would
require rather bener odds to induce us to
bet a months salary and even bener odds
if we were to bet a years salary. This
relationship varies between various
personalities and is called the risk/utility
relationship.
For most commercial managers the risk
is unlikely to be weighted for decisions
involving sums up to 5 per cent of total
assets. If no probabilities are calculable
then even odds would be the correct
asse~sment in the absence of any other
knowledge but each person will draw on
his own risk/utility relationship in the
decision-making either to set the odds or
to modify the calculated probabilities.
In order to illustrate the use of these
concepts the following example has been
devised to show how the decision tree is
set out to give:.
(1f List of decisions taken by the
manager or nature with risk assigned.
Date Decis~on
(2) Table of net gains for various decision
paths.
EXAM PLE
I am considering buying a house for
which the present owner is asking
£36,000. The house was built before the
war and I am afraid that it may need some
major repairs.
I know a reliable surveyor who would
give an accurate estimate of repair. His
fee would be £180. He would need two
weeks to carry out the task during which
losS
Capital
Fig.3 Risk & utility
time the house might be sold to
someone else.
I have talked to the surveyor and con-
cluded, rightly or wrongly (but I have no
other datal. that for houses of this type;-
(al Only about two out of five have no
significant repair bills.
(bl The repairs for another two are minor
at a cost of about £600 average.
(clOne house in five can require reatly
serious repair with a bill around the £3,000
mark.
Armed with this information I see the
house agent and ask about a two week
option on the house. This will cost me
£360, which will be deducted from the
purchase price if I buy it, but which will
not be refundable if I do not.
I guess that the chances that the house
will be sold to someone else if I do not
take the option but I have the house
surveyed are 1 in 3.
My private personal evaluation of the
house in known perfect condition is
£37,200, that is a £1.200 profit over the
asking price.
How should I plan my house purchase
strategy?
CONSTRUCTION
The symbolism used in Figure 4 follows
that described earlier. The Table at the
bottom of the diagram shows the costs
involved as negative, that is repairs,
survey and purchasing an option. The
profit is the consumer surplus, that is the
difference between purchase price and
my personal evaluation, and it is shown as
positive. The net profit is the difference
between the costs and profit for all the
possible alternative routes through the
decision tree. At each choice of equal
weighting the higher figure is entered in
the next decision box. At line six, for
example, the highest the yes no choices
are entered. At line five mu ltiple decisions
with different risk weightings are involved
and on the buying on sight route, for
example, the decision box contains the
figure £360 which derives from the sum of
the possible outcome values.
i.e .. 4 x 1200 ::: 480
.4 x 600 = 240
.4x -1800 = -360
360
This process is duplicated elsewhere.
The system can be made to apply to
decisions taken at various times by using
net present benefits and costs deriving
from discounting procedures.
In the example the procedure suggests
not buying on sight but employing a
surveyor and taking an option. For those
interested it is a useful exercise to change
the figures involved to see how the
decisions change. Such an exercise gives
a good feel for the method.
PREFERRED CHOICE

Do I buy on
sight 7 __ YE_S_466>360
~
__ NO -l~.~_ /
OF DECISIONS

2
Do I employ
surveyor7
_____ ~YES~:=-
3
Do I take
option7

Someone else
__:~-N~ __
4
buys

5 Repairs

Do I buy Or
6
ROt?

NET PROFIT 420 ~540 ~# -S40 1020 -160 420 -180 .# -180 -180 0

Fig.4 Repairs -600 # .600 :p9 -600

>#'
Survey -180 -160 -180 -180 -180 -180 -180 -160 -180 -180 -180 -180 -160

Option -360 -360 -360

Prolit 1200 1200 12001200 1200 1200 1200 1200 1200 -

AUGUST/SEPTEMBER 1978 THE JOURNAL OF THE INSTITUTION OF HIGHWAY ENGINEERS 23


Professional Negligence and
the Highway Engineer
Where a court decision alters the law
affecting a professional person, it is the
duty of members of that profession to
find out about its effect in a reasonable
time, and to act accordingly in doing their
professional thing. This principle was laid
down in 1872in Lee Y. Walker (1872IlR
7 CP121,where a patent agent was held
to have been professionally negligent in
not taking account of a recent court
decision which altered the practice in
making patent applications. He had to pay
substantial damages to the client.
This is still good law. In 1969a firm of
estate aRentsacting on behalf of a private
owner valued land for compuisory
purchase purposes as at the date of
notices ,to treat served in 1962 and 1963,
whereas in 1968 the House of Lords had
held in West Midland Baptist Trust Y.
Birmingham Corporation that the date
for valuation was the date the acquiring
authority took possession. The difference
was a 36 per cent increase in the value of
the land between 1962-3 and 1969, and
the estate agents were held liable to the.
owner - Weedon Y. Hindwood, Clarke
& Esplin (1974) 234 EG 121 - on the
basis that it was professionally negligent
for them not to have taken into account
the change in the law.
When. the enormity of this innocent
linle rule has sunk in, the conscientious
highway engineer (and all the othersl may
well ask what has been going on lately in
the law relating to professional negli-
gence. The answer is quite a bit - and
there was already in existence an awful
lot of professional negligence law, pro-
duced, dare one guess, by a fair amount
of real live professional negligence in the
first place. So what's new in the field of
professional negligence for the highway
engineer?
Certifying
The first case. is the House of Lords'
decision in Sutcliffe Y. Thackrah (1974)
AC 727, which was about architects and
quantity surveyors giving' negligent
interim certificates under clause 30 of the
1963 edition of the standard form of
building contract. The principles laid
down in that case however affect the
position of the engineer as certifier under
a contract, particularly with reference to
clauses 60 and 66 in the fifth edition of
the ICE conditions. It has long been
accepted that judges, magistrates, jury-
men and arbitrators, and indeed anyone
exercising a judicial function, cannot be
sued for negligence. After all, you
couldn't have contractors or customers
suing the Official Refereejust because the
Court of Appeal said he'd got the law
wrong. Hence there developed an
argument that an architect or engineer
certifying under a contract was not liable
for negligence in doing so, because he
24 THE HIGHWAY ENGINEER
was acting in a judicial capacity, like a
sort of umpire between the contractor
and the customer. Rubbish, said the
House of Lords (if one may so precis the
thirty pages of judgment) in Sutcliffe Y.
Theckrah: when an architect (or
engineer) certifies under a contract he is
exercising his professional skill, for which
he is being paid, and if he is negligent he
can be sued just like the rest of us. This
over-rules the Court of Appeal decision
in Chambers v. GOldthorpe (1901)1 KB
624, and makes it clear that the enginaer
is not immune from actions for profes-
sional negligence in this sort of situation.
Design
The second case is GreaY68 v. Baynham
Meikle & Partners (197513 All ER 99.
The engineers were engaged by the
contractors to design a warehouse for
Duckhams at Aldridge in Staffordshire,
and were told that the first floor would be
used for storing and moving massive
drums of oil which would be moved
around the floor by fork-lift trucks. The
method of construction was governed by
British Standard CP 117 (19651 which
contained a warning to designers of the
effect of vibrations caused by imposed
loading in such structures. After a few
months large cracks appeared and it cost
£100,000to put it all right. The Court of
Appeal held on the particular factS of the
case that the engineers were under a
contractual duty to provide a design
which would produce a structure capable
of coping with the movements and
imposed loadings of which they had been
told. The court emphasised that its
decision depended on the special facts
and the particular circumstances of the
case, but the moral for the consulting
highway engineer is clear; if you are told
of any unusual loadings to which the
structure will be put, you ignore them at
your peril.
Time limits
The rules about time limitS for suing
engineers for not doing their job properly
have been 'altered' by recent court
decisions, and fears have been expressed
that insurance premiums may rise as a
result.
The old law, laid down in two cases in
1964, Clark v. 'Kirby-Smith (which
involved a solicitor) and Bagot v.
Stevens Scanlan (an architect) was that
a professional man owed his duty to his
Client in contract and not in tort. In other
words, if the engineer was negligent, the
client would sue him for breach of
contract, not for negligence. A distinction
without difference? No, because in breach
of contract, the right to sue arises when
the contract is broken, i.e. when the
ne!:jIiQent act is commined, whereas in
LEGAL NOTES
"
tort the right to sue arises when the
damage is suffered or is found out or
ought to have been found out by the
victim, so claims for breach of contract
can be time-barred (the period is six years
unless the contract was sealed) long
before a claim in tort arising out of the
same blunder. This is particularly import-
ant for engineers, because defects in
structures often do not appear until years
after the act of negligence wliich gave
rise to them. ,
In Esso Y. Mardon in 1976 however
Lord Denning in the Court of Appeal
expressed the view that the professional
ow~ ~ ~lJty to his client both in contract
and tort, so that claims for negligence
against an engineer by the client will not
be barred until six years after the defect
appeared or ought to heve been found
out by the client.
A similar result has been brought about
as regards claims by third parties. In
Dutton v. Bognor Regis UDC in 1972
the local authority was held not liable for
the negligence of a building inspector in
passing under the Building Regulations
inadequate foundations for a bungalow
on made-up ground, because the action
was brought more than six years after the
inspector's negligence. In 1976 however
the Court of Appeal reversed the effect of
Dutton in Spamam-Souter ,V. Town
and Country Developments, and laid it
down that in such cases the right to sue
does not arise until the victim [who may
be a subsequent owner of the property
many years laterl discovers or ought to
have discovered that damage had been
caused. This principle has now been
affirmed by the House of Lords in Anns
v. Merton lBC (19n) 2 All ER 492..
Consulting engineers may therefore
now be faced with claims many years
after the project has been forgotten.
Without wishing to cause undue alarm, it
might be no bad thing for. consulting
highway engineersto check whether their
professional negligenceand public liability
insurance policies cover claims of this
sort, and how their partnership agree-
ments say claims against retired or dead
partners are to be dealt with. Highway
engineers, whether consultants or not,
might usefully review jobs where claims
for latent defects have been wrinen off
because of what was believed to be the
law at that time.
Immunity For Local Authority
Engineers
Is there then no peace for the wicked?
Only, apparently, if you are a highway
engineer employed by a local authority.
How does this come about? S39 of the
Locai Government (Miscellaneous Pro-
visionsl Act 1976 says that s265 of the
(Continued on page 261
AUGUST/SEPTEMBER 1978
 Transportation Board Guide to
New DoE/DTp Publications
This brief report has been prepared by the
Institution's Transportation Board as 8
guide for the information of members on
the recommendations contained in two
recent documents - Residential Roads
and Footpaths Layout Considerations
DoEIDTp and Design Bulletin 32 and
Housing Development Note VII.
The purpose of this note is to
supplement the reading of these
documents -. not in any way to
summarise or replace this vital read-
. ing.
1. INTRODUCTION
Everyone concerned with roads, road
standards, housing layout, car parking
standards will be interested in two recent
DoE/DTp publications intended to
reshape and maybe entirely recast the
approach to design standllrds of housing
roads, their layout and associated car
parking. Both documents are slanted at
new housing projects but there are
aspects which may .Hect other housing
development.
Both publiclltions are advillory but will
no doubt be used in cases of appeal.
Apart from its guiding and advisory status
Design Bulletin 32 also gives advice on
minimum standards. It is up to individual
authorities and of course designers them-
selves to weigh up the advantage of the
economy of these minimum standards
and to reach their own decisions. A trial
period is being adopted by some authori-
ties and careful review and monitoring is
advisable. Rapid publication of the results
of thill monitoring will no doubt be
welcomed by authorities - especially
when things go wrong. Of course some
authorities have alrelldy tried out many of
the ideas. Some have narrower roads as a
legacy from the past. So Dellign Bulletin
32 will be read by many with experience
of the values of the recommendations.
However the message is not just
intended for planning officers and
planning committees, it has gone out to
architects and builders, developers and all
connected with design aspects of housing
schemes. The Design Bulletin 32
approach will no doubt affect schemes on
the. drawing board and the first designs
may now. be with planning authorities.
The track record of highway engineers is
not exemplary in this field. They are often
blamed for excessive standards. This
Institution has however pioneered recent
research into these factors which lead to
road safety in residential roads and it is
interesting to see the conclusions built
into some of the Design Bulletin 32
recommendations. The bulletin discusses
the various considerations of the layout of
residential roads and footpaths in new
housing schemes. This note examines the
AUGUST (SEPTEMBER 1978
advice given and also important issues pedestrian desire lines a better guide
not mentioned or emphasised. to footway provision?
(g) Does Design Bulletin 32 encourage
2. GENERAL COMMENTARY AND the provision of "courtyard" style
ISSUES layouts and if so are the merits of
these sufficiently researched and
The main objectives of Design Bulletin 32
proven?
and the new approach is generally
(hl How far should local authorities go in
welcomed. How far local authorities go in
accepting narrower carriageway
the pursuit of economy will no doubt be
widths having regard to the needs for
conditioned by their judgement on the
delivery and servicing vehicles?
merits of individual housing layouts.
(if How do local authorities reconcile the
Design Bulletin 32 gives advice to local
demands on one hand for economy
authorities to categorise the function of
and minimum provision on residential
primary, dilttrict and local distributor roads
acce_ roads with the wider roads
as distinct from residential access roads.
necessary for bus routes?
However, although this may help to
(j) What about adequate penetration of
identify the residential access roads with
residential areas by the bus? This
which the ;Oesien Bulletin is concerned, it
important factor seems to have been
will obviously be difficult to make such
overlooked.
clear distinctions in established urban
(kl What about aspects like winter main-
areas. The recommendations to exclude
tenance in culs-de-sac? This may not
non-acce. traffic from residential roads
be im~ortant in some areas but other
if pursued vigorously, could result i~
housing areas are hilly and this factor
demands for gr.lIter capacity on distribu-
cannot be ignored especially where
tor roadll which may not be possible
frequent frost occurs.
without adverse effect on the environ-
(II !he design requirements for car park-
ment of theM roads or the economy of
IIlg are mentioned but without
local authorities.
emphasis on which are the most
So whilst mOllt of the main objectives
important. For example the remote
set out at the beginnings of the chapters
parking inferred as unavoidable with
appear acceptable and even desirable in
some forms of development m!lV not
the pursuit of economy in design, there
prove to be used owing to the
are certain importllnt questions and issues
secu rity risk.
raised:-
(m) However ideal from a safety, point of
(a) Will nerrower residential roads reduce
view;culs-de-sac are limited in length
vehicular speeds and accidents in
by the need to gain emergency access
residential roads?
by fire and ambulance services. Why
(bJ Would it be better to adopt sharper
have no recommendations on this
curves and by these, and a more
important issue been provided? •
enclosed feeling supported by close
These are just some of the questions
planting near the edge of the carriage-
which arise. There will obviously be no
ways, induce lower speeds in the car
universal answer. Otherwise here might
driver? Design Bulletin 32 gives no
have been more definite recommenda-
specific advice on how to do this
tions and criteria. Instead the general
safely.
objectives and approach to design is
(c) How is safety for pedestrians to be
outlined as a background from which to
'provided where they have to cross
derive principles and design ideals rather
distributor roads? Subways? Cross-
than specific layouts and widths.
ings? On this subject Design Bulletin
Attempts to derive national standards for
32 is silent.
local design have often proved fruitless
(d) How important is a safe environment
and architects, planners as well as local
for pedestrians in relation to a happy
authorities will want to use their own
environment for living? (On this point
initiative, talent and ideas in this era of
Design Bulletin 32 gives advice solely
rapid social and economic development.
on how to cater for pedestrians].
Sufficient scope for the designer to be
(el Is the provision of a separate cycle
selective will be important. Provision for
network justified and at what flows
everything from play and skateboard
are segregated routes justified?
areas to features which add to character
m How do designers provide sufficiently
and pleasant appearance will vary. It will
safe, convenient and secure footways be for local authorities to consider their
between homes and community facili-
own approach in the light of Design
ties? How realistic is it that these Bulletin 32 and these additional issues.
should all be segregated, yet over-
looked; have easy gradients and be
protected from driving rain, wind and
3. -CAR PARKING - HOUSING
snow? Will pedestrians walk in the
- DEVELOPMENT NOTE VII
carriageway rather than use lower Tne recommendation that parking and
standard footways and footpaths? Are garage space up -to the saturation level
THE JOURNAL OF THE INSTITUTION OF HIGHWAY ENGINEERS 25
predicted for the site should be made at (Continued from page 24/
the design stage is welcome. However LEGAL NOTES
the provision is staged it is considered a
wise design recommendation. Parking
dimensions of 4,800mm (16ft! x 2,400mm
(8ft! for the standard car together with
other dimensions for all types of vehicle,
Professional negligence and the
parking space, garages,groups of garag-
ing etc. are all going to be most useful. Highway Engineer '.
The somewhat narrow opening recom-
mendation of 2,100mm17ft! will no doubt
be varied on more elaborate private
housing schemes. The cost indexing is a Public Health Act 1875shall have effect personally liable, and the local authority
useful guide and aid to design. This note as if it extended to a local authority must pick up the bill for any damages
should find ready acceptance as the new [defined in s44 as a County Council, the awarded as a result of his negligence. The
work of reference for "parking in new GLC, a District Council, a London section does not mean that the local.
housing schemes". Borough Council, the common Council of authority engineer is immune from dis-
the City of London and the Council of the cipline or the sack if he breaks his
4. CONCLUSIONS Isles of Scillyl and as if it extended to contract of employment with the local
Whilst many of the design objectives may functions under any other Public General authority by commining negligence.
find reasonably ready acceptance there Act and any Local Act. S265 of the 1875 There must also be some doubt as to
will be much scope for further reasoning, Act says that nothing done by any whether the words "acting under the
argument and maybe some disputes on member of an authority or by any officer direction of the authority" apply only to
the interpretation of Design Bulletin 32. A of such authority or other person whom- speCific instructions, so that they would
heavy emphasis is put on economy, soever acting under the direction of such not cover an engineer commining an act
pedestrianand cycle provision and safety, authority, shall, if the matter or thing were of professional misjudgment on a job
__
allY
..II _1
aIIIIU03
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kind of layout produces good social and executing that Act, subject them or any instructions by his authority as to how to
happy environmental conditions. This of them personally to any action, liability go about it, but had simply been told to
points strongly to the need to monitor claim or demand whatsoever; and any get on with it.
and review the adequacy of the recom- expense incurred by any such authority,
mendations in the light of practice. Local member, officer or other person acting as The author of the Legal Notes feature will
authorities may feel that this is one last aforesaid shall be borne and repaid be pleased to deal with members' queries
further burden of additional work for out of the general rate or county fund as on this or other articles in the series
heavily overloaded planning and highway, the casemay be. This is without prejudice published in the Journal.
development control staffs. to the powers of the District Auditor. So Members should send their questions
However everything tends to become long therefore as the engineer is acting to the Assistant Editor of the Journal lilt 3
easier with practice but the big questions bona fide under statutory provisions and Lygon Place, London, SWI who will then
raised by Design Bulletin 32 may remain in accordance with the directions of his fOlWard them to the author. Queries and
on the table for some time to come. employing authority, he cannot be made replies will be published in the Journal.

26 THE HIGHWAY ENGINEER

AUGUST ISEPTEMBER 1978
 National Conference at Swansea
With two successful regional conferences in
the past-Belfast, 1971 and Stirling, 1975-
the South Wales Branch, in arranging, under.
the Institution's auspices, a Conference to
mark its 21 st anniversary, had much to live up
to, expectations, however, were amply
fulfilled.
The Conference was based at University
College, Swansea, with its fine views across
campus lawns and gardens to the white sands
of the Mumbles and the lights along the coast,
all looked their best in the warm July sunshine.
The three day Conference, July 12th-14th,
provided some thought-provoking Papers and
discussion and enough social engagements to
leave even the usually resilient highway
engineer gasping for second breath.
The social round began on the evening
before the Conference-Tuesday,
11 th- when Council members and their
wives, were present, with members of the
South Wales Branch Committee and their
wives, at the Institution's Council dinner held
in the University.
The official proceedings began
Wednesday, July 12th in the University's
lecture Theatre with the Institution's AGM
and the installation of Mr J. A. (Tony) Gaffney,
Director of Engineering Services. West
YOrkshire MCC, as the Institution's
President. Mr Peter Deavin, County Surveyor
of Norfolk, the retiring President, said that his
year of office had been "the greatest thrill of
his professional life." Tony Gaffney paid
tribute to Peter Deavin' s very busy Presidential
year which had included lengthy talks with CEI
on the Institution's Affiliate status,
discussions on possible changes
membership regulations and the recruitment
campaign which had begun earlier in the year,
together with the innumerable Branch
functions and social events which made up a
President's programme. Peter Deavin was
presented, on behalf of Council, with an
engraved whisky deca.nter.
The meeting also paid tribute to Bill
Saltmarsh, the Institution's Honorary
Treasurer, who was retiring after five years in
office, during which time he had regularly
r
I
I THE JOURNAL OF THE INSTITUTION
AUGUST/SEPTEMBER 1978
Congratulations
from Peter Oeavin
as Tony Gaffney
takes over as the
July Institution's
President
travelled up from his home in Devon to the
on Institution's london office. His successor,
former President John Leigh, is going to be
spared neither the hard financial work involved
in the job nor the vagaries of British Rail- he
too lives in Devon.
33rd Bill Saltmarsh was presented with a silver'
cigarette case at the previous evening's
Council dinner.
The Croda Prize, a silver medal, a certificate
and a cheque for [100, sponsored by Croda
Hydrocarbons and awarded for the first time
this year was presented at the end of the
AGM. The winner was Dr Christopher
in Clayton, Lecturer in Geotechnical Engineering,
Surrey University, author of "Chalk
Earthworks- Performance and Prediction"-
judged the best technical Paper published in
the Journal during 19 7 7 .
The Conference was then formally opened
by Professor Steel, Principal of Swansea
University, who deputised at the 59th minute
of the 11th hour for Mr Barry Jones, MP,
Parliamentary Under-Secretary, Welsh Office,
who was unwell.
After the official opening Mr Gaffney
Dr Christopher
Clayton receives the
first Croda Award.
Tony Gaffney
delivers his
Presidential Address
I
I
c' •
Ii
1,
-\
, .-
delivered his Presidential Address to delegates
and their wives, and referred, in passing, to an
item in that morning's newspaper in which
john Tyme and the Aire Valley road protestors
had been reported as once again threatening
to fight against, and force the government to
abandon, proposals for a 12 mile trunk road in
West Yorkshire. Mr Gaffney reminded
delegates that in the three years since the last
public enquiry, also abandoned as a result of
the activities of the road protestors, 350
accidents had occurred on that particular
stretch of road, 13 of them fatal.
The Address is published in this issue of the
Journal.
in A sherry reception, given by the University,
preceded the official Branch luncheon.
traditional Welsh hospitality prevailed and
members and guests were not only well fed
but also educated; dining out in Wales, in
future, will hold no terrors for those now
thoroughly conversant with such luncheon
menu items as cig edion o'r badell ffrio, rissOI
tatws newydd; saws Raifort and Moren fach
sgleinios.
Mr G. l. John, Branch Chairman, proposed
---:1
\
OF HIGHWAY ENGINEERS 27
 the Toast of the Guests and the Response
was given by Colonel J. Vaughan-Williams,
DSO, OSE, Her Majesty's lieutenant for West
Glamorgan.
Conference business got underway after
lunch when Professor Janusz Kolbuszewski,
presented "Energy and Transport", the first
of the six Papers under the general title
"Transport- The Highway Engineer's ROle."
He set the style for the two succeeding
speakers, Mr A. I. Aird on "Transport - What
the Consumer Needs" and "Road Transport
and the Needs of Industry" by Mr A.
Kirkwood, in looking at the rOleof the highway
engineer as it affected the 21 st rather than the
20th century. There was, said Professor
KoIbuszewski, "little of the 20th century left
to worry about."
The Paperson Thursday morning, by David
Gent and David Glassborow, were both on
aspects of public transport.
In his Paper, although unavoidable absence
prevented him from presenting it, David Gent
said that the abolition of the car in favour of
public transport would create more difficulties
than it would solve, Freedom of movement
would be curtailed and the cost would be
unbelievably high. Subsidies should only be The last Conference speaker, Ron Bridle,
---
John Whiteley of Lancashire CC ri'Jises a point on one of the Papers

Government Point of View", which aroused a

Miss Shelagh Roberts, under the thought-
ful eye of Swart Mustow, addresses
Conference delegates'
paid where a real social need existed; to use
subsidies to disguise the actual cost of the
service provided was pointless.
The speakers later that morning were Sir
Daniel Pettitt, and Geoffrey Margason, who
spoke, respectively, on "The Movement of
Freight" and " Assessing the Operational
Effects of Using HGV's."
Sir Daniel took the opportunity to defend the
juggernaut against its many detractors. Whilst
causing some problems it was, on balance, by
no means the general. environmental disaster it
was so often depicted as being.
The Papers, and the very high level of
discussion from the floor, reflected the
concern that engineers, whether consultants,
contractors, local o~ national government
officers, felt about the future which their
successors would inherit. The point was nicely
put by Miss Shelagh Roberts who, in "The
Members' View of the the ROle of the
Highway Engineer," warned of the cynical
complacency of the professional who said
"'VVtro( should I do anything
posterity - what has it ever done for me?"
looked at the rOle of the highway and trans.
portation engineer in the civil service.
Professor T. E. H. Williams, the Institution's
Senior Vice-President, summed up.
The Conference failed, perhaps, to define
the precise rOle of the highway engineer, not
surprisingly in the current post-White Paper,
post-Leitch atmosphere where the public no
longer entirely trusts engineers' judgement
, and further motorway building is regarded as
an unnecessary evil. Definition, at this
particular moment, is not possible. The
Conference did however accurately reflect the
mood of the engineer at a professional cross-
roads after the fina ncial and public batterings
of the last few years, and it was obvious that
his work and methods, following the White
Paper and Leitch, will follow very different
lines from those of the past.
Many delegates spoke of a lack of real
communication between the engineer and the
public and, paradoxically, some felt that the
breakdown had been caused by too much
public participation rather than too little. The
Leitch recommendations of yet more
consultation, and probable delays in actual
construction time, would do little to redress
what was a very worrying situation. Stuart
Mustow, in his Paper, "The Local
Delegates board
their coach after
visiting M4
construction works
for.
great deal of comment, felt,however, that
engineers and public came together far too
infrequently for their own good.
Study tours occupied Thursday afternoon,
delegates (apart from those lured away to the
local golf coursel went in three separate
parties to see construction work on the M4,
the selective vehicle detection system in
Swansea and the BSC's Margam steel plant.
The selective detection system, giving bus
priority, was inaugurated earlier this year, with
P1essey Controls Ltd and GEC Elliott Traffic
automation Ltd providing the street
equipment, controllers, detectors and bus 'I
units. In drawing up the scheme West
Glamorgan CC decided that priority extension
and priority changes should be provided on all
apparatus. Priority extensions allow the green
on the bus stage to be held, if necessary,
beyond the maximum green to a new priority
maximum running time. A priority change is
made on receipt of a bus call, if the bus stage
is not running, and gives right of way to the
bus as soon as it is safe to do so, i.e. after
minimum green has passed and any enforced
stage sequence is completed on minimum.
Bus unit fitting has been done entirely by the
bus company, South Wales Transport [a
subsidiary of NBC) at a rate of two buses a
-/~'

28 THE HIGHWAY ENGINEER AUGUST/SEPTEMBER 1978

day. Finding a position and power supply point
on the buses has not been particularly difficult
even for the older type of front-engined
double-decker bus. Those fined are
recognised by a yellow triangle in a corner of
the front windscreen. To check that the units
are working, both of the two garages involved
have ooen fitted with test equipment near the
waste point which each bus passes daily.
On Wednesday evening delegates and their
wives were entertained in the Brangwyn Hall,
Swansea Guildhall by West Glamorgan CC
with County Councillor W. T. D. Phillips,
BEM, as their host.
The Brangwyn Hall, named after the Welsh
artist Sir Frank Brangwyn (1867-19561 is
hung with 17 of his British Empire panels
representing the flora, fauna and peoples of
the British Empire, originally painted for the
House of Lords, they were rejected by the
peers. They were incorporated in the new
Guildhall then being constructed. Here the
company were entertained, after a buffet
supper, by children from Ystalsera
comprehensive school. These 1 2-1 7 year aIds
performed traditional Welsh songs and folk
dances and delighted their audience with their
talent and high degree of professionalism.
Everyone was well pleased that lots of Welsh
Mrs Worthingtons had decided to put their
daughter (or son) on the stage.
The 8rangwyn Hall was again the venue on
Thursday evening, when Conference
delegates were guests of Mayor Councillor
Mrs Susan Jones, JP and the City of
Swansea. Another buffet supper followed and
more Welsh entertainment, this time by the
Cymric Glee Club from Port Talbot. Male voice
-- _..
__ .Jt
... and someone did ask her to play. One
of the Welsh entertainers at the evening
reception given by Swansea City Council
choirs are very much in the tradition of the
Principality and it was enjoyable to hear one in
such fine voice and with a repertoire which
ranged from haunting Welsh melodies through
to Mozart, Leoncarvallo and Rodgers and
Hammerstein.
Ladies Programme
The ladies had their own Conference
programme which included a talk on Swansea
by a Welsh historian, a Landrover safari in
Margram Park, famous for its wildlife, and a
tour of Swansea's shopping centre.
On the first afternoon they were taken on a
tour of the spectacular Gower Peninsula with
David Judd and Sior Roberts of West
Glamorgan CC as guides. Even the rather
overcast weather on this day failed to dim the
scenic splendours of the coach-tour which
took the ladies along the 19 mile coast-road to
tea at the Worms Head Hotel, Rhosili Bay
and a bracing clifftop walk.
The Gower Peninsula, designated as an area
of outstanding natural beauty in 1932, is an
unspoiled region of secluded white-sand
beaches, leafy country lanes, churches and
castles and picturesque villages such as
Oystermouth, Port Eynon and Pennard. It is still
a fairly inaccessible area for the non-motorist
and even as late as the mid-1 830s, with the
Industrial Revolution well advanced, the poor
roads of Gower could only take non-wheeled
vehicles such as sledges.
The ladies, realists to the last, were not to
be entirely beguiled even by the beauties of
Gower.
'There," said a guide, indicating a
particularly breathtaking view, "is a noted
beauty spot, with a two mile scenic walk
down to the beach."
"Yes," came a small, dissident voice from
the back of the coach "and a two mile walk
up."
The South Wales Branch has now come
of age, and delegates, homeward bound on
Friday afternoon, agreed that, thanks to the
very hard work of all concerned in
organising the Conference, it had been a
particularly enjoyable occasion.

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AUGUST/SEPTEMBER1978 THE JOURNAL OF THE INSTITUTION OF HIGHWAY ENGINEERS29

 Finance of which he has been Chairman for
the past year.
Mr Gaffney is also a Fellow of the Civils
Institution News and has been elected to its Council and has
played an active part in its affairs both at
national and local level.
He is the immediate Past-President of the
County Surveyors' Society, a Member of
the Municipals, a Member of the National

Tony Gaffney becomes Economic Development Committee on Civil

Engineering, past Chairman of the TRRL
Advisory Committee on Highway

Institution's President Engineering, and Adviser to the Association

of Metropolitan Authorities. and a Chairman
of a BSI Committee.
At the Institution's AGM, held at University Mr Gaffney joined the Institution in 1959 He has presented papers to international
College, Swansea, on July 12th, 1978. Mr and was elected a Fellow in 1972. As and national conferences, to major
James Anthony (Tony) Gaffney, BSc(Eng), Chairman of the Midland Branch he served engineering institution conferences and to
FICE., FIMunE., FIHE, was elected as the as a Delegate Member' of Council before meetings and groups of professional
33rd President of the Institution. He being elected to that body in 1970. He associations.
succeeds Mr Peter Deavin, MC, County became a Vice-Preside~1tof the Institution in Mr Gaffney is married with three children.
Surveyor of Norfolk. 1973 and has served on a number of the His main interests are sporting ones - he is
Professor T. E. H. Williams, Head of the Institution's Committees including known to be a canny golfer off his
Department of Civif Engineering, University Membership, Policy, Publications and handicap.
of Southampton, becomes the Institution's
Senior Vice-President. 1':':1 __ ... :- _ _s ns.&: .... _
CIf;;LiLIUII U I V, II f.lf;;/ .;:,
Mr Gaffney. who since 1973, has been At the Institution's AGM the following A. W. Bullett, [Deputy County Surveyor,
Director of Engineering Services, West officers were elected for the 197817 9 Kent CCl
Session: B. G. Combridge, (Principal Engineer,
Yorkshire MCC, is 50 years old. He was
Planning and Transportation Department,
born in South Wales and educated in
President: GLC)
Cardiff. gaining a Diploma in Mechanical
J. A. Gaffney G. R. Forrester, IChief Engineer, Materials,
Engineering of the University and Technical
West Yorkshire MCC)
Colleges and an External Degree in Civil Vice-Presidents:
G. A. Leech, (County Engineer and Sur-
Engineering of the University of London. Professor T. E. H. Williams ISeniorl
veyor. North Riding CCl
He began his career in the County G. H. Potter
G. Margason, {Head of Transport
Surveyor's Department, Glamorgan CC, R. J. Bridle
Operations, Department, TRRU
where he obtained experience in road plan-
A. Onions (Deputy County Surveyor.
ning, design and construction, bridge design The following' members were successful Staffordshire CCI
a,ld co.nstruction, maintenance and 'minor in the ballot for ordinary membership of J. M. Whiteley (Senior Assistant County
improvement and supervision of construc- Council: Surveyor, (Transportation), Lancashire CC,
tional works of all kinds, with control of
P. M. Bennett, {Deputy County Engineer, E. L. Williams (County Surveyor, Suffolk
professional and techical staff.
Surrey CCI CCl
He moved to Somerset CC, subsequently
becoming Assistant County Surveyor, and
was responsible for the administration and
control of staff dealing with special road
Two Past Presidents in Birthday Honours List
schemes and trunk road schemes.
He was appointed Deputy County Council offers its congratulations to the OBE
Surveyor, Nottingha'mshire CC in 1964 following members of the Institution on Henry Deryck Peake {Fellow). Director of
where he was responsible. under. the their inclusion in the Birthday Honours List Technical Services. London Borough of
County Surveyor, for the general manage- published on the occasion of HM the Ealing.
ment of the highways department, the. Gueen's official birthday on June 3rd, Peter Ralph Nelson IMember, 1968, Fellow,
Council, at this time, having an extensive 1978. " 19721 (formerly. Engineer British Solomon
programme of major works on trunk roads. Islands).
In 1969 he became County Engineer and CBE Dr Raymond Sharp (Fellowl,' Director,
Surveyor, West Riding CC, one of the Peter Frank Stott (Fellow). Director-General, Advisory Division, Cement and Concrete
largest highway authorities in' the country, National Water Council. P.resident of the Association. President of the Institution
with a design and construction programme Institution, 1971-72. 1975-76.
in excess of (200m. Mr Gaffney's main
Peter F. Stott Dr. Ravmond Sharp
engineering responsibility was the design
and construction of over 100 miles of major
roads, including some 200 bridges, and
Feasibility Studies for projects in the region.
His Department was responsible for some
outstanding structures including the
Scammonden Bridge spanning the Dean-
head Cutting and M62, the Clifton Viaduct,
the Rawcliffe Interchange (M62/Ml18l and
the Trent Bridge (M180J now under
construction.
On local government reorganisation Mr
Gaffney took up his present post which he
combines with that of Chief Engineer, West
Riding MCC of the North-Eastern RCU. He
controls an annual expenditure of (80m
with a design programme on all civil
engineering works of (180m.

30 THE HIGHWAY ENGINEER AUGUST ISEPTEMBER 1978

/
Election of members
EJection 01 member.
Total .... mbefShip to date 8. 704
JULY 11th, 197B
Fellows
Brand. E. W. (Professor &. Chalfman, Asian .nstitute of
T echnologYI.
Lehrer, E. (Chief Engr., - Roads - So~eh Boneh O....erseas
IN) Ltd. I.
Burton. D. {Chief C.f. Techn. City of Salisbury. Rhodesial.
Transfer from Member fo Fellow
CruclmeU, J. A. ~AssociatD Consulting Engr., Jamieson
Mackay & Ptnrs.l.
Companions
Clifford. J. (R. f .. Scott Wilson Kirkpatrick & Partnersl.
Members
Ab"' ..... A. P.IAsst. Engr.. L.B. of Wendsworth,
Service).
Adebayo. T. A. A. (Sen, Res. Engr.. Etteh Aro Pws"
l'badan. Nigeria).
AQen, M. P. tRes. engr" Sir WLlliam Ha~cfOw & Partners),
Andrews, R. J. {production Mg<.lProgress Eng .. C. H.
Dobbie & Par1nersl.
Benon. S. J, ~Engr+oHighw9V Ma"ln1enance Un*l. W. Yorks
MCCI.
Bloke. P. K. ITraffic Engr" GLCI.
Bransby. A. lSen. Engr., Northamptonshire CC),
Cheung. I<em Cheong IHighway Engr.. Freeman
Chol. I<e Fet IAssl. R.f. lC;vi11 Hong Kong Mass Transit
RaHway).
CIa~tOf1-, C. R. L (Head of EKternal Consultancy.
eng~neefing ltd.}.
EVIUlS. E. B. P. (Site Agent, Mass Transit Tunnels, Tarmac
Construction Ltd .• Hong kong).
Fishe" N. G. IA •• t. Engr .. Cumbria CCI.
Gardner. J. ISection Engr .• Freeman Fox & Partners
Ilondonl1.
G .. h. J. B6asst. Eng ... Middle.brough BCI.
Ga1Jk:I.G. (Associate. Bullen & Partners),
Ho. Ping Kue Matthew (Engf., scott Wilson Klrkpatrick &
Partnersl.
Home" J. M. lSen. Engr., O;Jl;ford City Councill.
Hurling. P. (Sen. Assl. Engr .. S. Bedlo,d.h"e OCt.
lbekwe. G. C.IM.Sc. Student. Univ. of Birminghaml.
I<I,ohoon. S. G. IScientist. John Lang & Sons ltd.!.
loughfin. C. IAsst. Engr" Stirling Mayoord & Partners.
lough:lin. C. IAsst. £ngr .. Stirling Maynard 8. Partners,
Peterboroughi.
lue. S. L. IRes. Engr .• Nippon Koei. Constrn. Engg .. East
Maleysial.
Mbuk. T. O.lRes. Engr" Etteh Aro PtnfS .. lbedan. Nigerial.
Muthukoda. J. M. S. (Sen. Engr .. Fasehun Cons. el)gr.,
Yaba. Niger_al.
PhiUtp5. R. C. IAsst. DivisiDnal SUrYeyOf, New FOfBlt DO,
Phillips, R. C. IAsst. Divisional Surveyor. New Forest DO.
Hant. Cel.
Pickl .... D. J. (Pl"incipal Assr. Direct Wor~s. Staffs CCI.
Rutherfo,d. I. IGraduateAsst. Engr .. Cumbria CC H&T].
Stuatl:. J. A. IPanner. Vef"ynrd Partners, COilS. CEI.
Midland Branch visit leicester and Stamford
The Midland Branch recently visited the
Leicester area traffic control centre. The
afternoon visit consisted of an introductory
talk by John Gillam. followed by a tour of
the centre itself. The control room was seen
in operation, and the Branch viewed the 12
closed circuit television monitors. an illumin-
ated wall-map, VHF radio and computer
terminal. The computer and monitoring
equipment were also seen. The centre uses
the TRANSIT 5 programme and is at
present handling 128 signal installations
although its ultimate capacity is 192.
Loughborough, some 11 miles from
Leicester. was recently added to the system
and there are now over 40 special detectors
transm itting traffic details and flows so that
congestion can be predicted more
accurately and avoiding action taken.
A lively question and answer followed. It
was acknowiedged that savings in journey
times had been achieved but members
que stioned whet her the drivers the mseIves
were aware of the two or three minute
reduction.
Visit to Stamford
Some 25 Branch members and guests
had an interesting day at Ketton Portland
Cement Co. works in mid-June. The works,
We.t. S. J. IRe •. Engr.. Ove Arup & Partners. 1I0rin.
Niger_a).
Wymen, R. l. IDeputy Chief Res. Engr .. Mid.Glamorgan
CCI .•
Transfer from Associare Member to Member
Bah,. C. S. (Assl. Engr" {Traffic Section) Hamp.hire CCI.
Transfer From Student To Member
Quinn, M. G.ISection Engr .• IP&TO 11 SWRCU - Taunton)
Associ81e Members
Merll. K. B. l£ngr., Osot Assodates, Nigerial
Jorden, M. J. M. IAsst. Engr Warwidr.shire CCJ
q tion of Civil Engineers, the Royal Town
Konstantas. E. ~M>Sc. Student, Univ. -of Birmingham)
Onwujekwe, F. A. (Project Eng,,, Enplan Group,
Engg .. Enugul
Slbeudo, E. E. D. lActing S~~. Engr .. Enplan Group)
LourantDS. X. S. IM.Sc. Student - Univ. of Leeds -
Technical Transport Planning & Engg.1
Nouri, D. A. A, (Research Student, Univ. of Newcastle-
upon. Tyne)
Transfer From Student To Associate Member
Ban". J. E. IPlanning Officer {Transport I - Gloucester.shire
CC.I
KotecM. P. (Civll Engg. stud6n1 at Un.iv, of Birmingham~
Srudent
loma •. S. 13,d Year Student - RMCS Sh,ivenham]
Fo. &
OBITUARY
Ground
Council has learned with much regret of the
following:
Mr E, Birley (South Western Branch Member
since 1959)
Mr B. Eaton (Yorkshire Branch, Member
since 1959)
MrJ. Holt (South-Western Branch, Member
since 1950)
Mr J. W. Hudspith (Yorkshire Branch,
Member since 19691
Mr R. W. Jordan (South-Eastern Branch,
Member since 19661
Mr C. Mercer (North of Scotland Branch,
Member, 1960, Fellow since 197 Of
Mr J. A. Stirling (South Midland Branch,
Fellow since 1961) . followed by five short contributions on the'
Mr D. M. Watson (North-Western Branch,
Member since 1974) .
situated near Stamford, Lincolnshire, have
an output potential of 1 million tons of
cement per annum and the visit followed
the compiete cement-making process from
the limestone and clay quarrying, some
4000 tonnes are handled per day, through
the crushing, burning and grinding stages to
the eventual transport.
The output, together with the imported
coal required, involves the movement of up
to 8.000 tonnes of materials to and from
the works each day. An .important part of
cement production is the continuous
chemical testing necessary and the
company have recently commissioned a
computer analysis facility which accurately
analyses and prints the chemical
constituents of a sample in less than a
minute, indicating the degree of sophis-
tication obtained in, what to many people,
is an ordinary commonplace product.
The Branch Committee, with its usual
flair for such things, managed to organise
one of the summer's few hot sunny days for
the visit. However, some of the visitors
rather thought this had been overdone and,
in view of the extreme temperatures from
the burning processes in the kilns, would
have been happier to settle for one of the.
cold wet days for which the 197B summer
has been notable.
Institution to co-
sponsor meeting
on noise
A one-day Conference - "Planning, Noise
and the Environment" - is being sponsored
by this Institution together with the institu-
Con •.
Planning Institute and the Institute of
Acoustics. It will be held at the Institution of
Civil Engineers, Great George Street,
London, SW1, on Wednesday,' October
18th, 1978.
The Conference will discuss the effects
on people of noise in the spheres of high-
ways and industry, and examine the variety
of attitudes in formulating solutions ex-
pressed by local. regional and central
planning highway and housing engineers.
Ways of co-ordinl!lting policies will also be
discussed.
The morning session will be given over to
highways, and the following Papers will be
presented: .
"UK Approach to Highway Noise and Other
Environmental Factors." M. F. Maggs.
Department of Transport.
"The Effect of Traffic Noise." Dr F. J.
Langdon, .Building Research Establishment.
"Planning Implications of Traffic Noise." B.
P. Collins, Nottinghamshire CC.
"Design Implications." L. H. Watkins, TRRL
and D. Russell. Department of Transport.
R. J. Bridle, Chief Highway Engineer,
Department of Transport, will chair the
session.
In the afternoon three Papers on industrial
noise will be presented and these will be
industry's approach to noise emission.
The fee is £13.50 for members of the
four sponsoring bodies. with a specially
reduced fee of £6.75 for student members.
The cost is £20,50 for non-members.
The lee is inclusive of VAT and covers
luncheon and light refreshments.
Registration forms, together with further
details, can be obtained from John Byrne.
Secretary, Institute of Acoustics. 47
Belgrave Square, London, SW1.
Golf Competition at
Bishop Auckland
The 5th Annual Branch. golf.. competition
was held at Bishop Auckland Golf Club,
County Durham on Thursday, June 8th,
1978.24 members and guests participated.
The 18 hole Stableford tournament was
played on a fine warm day with the course
in excellent condition.
The Stephen Plews trophy was won by
D. Atkinson with 35 points, G. Robinson
was second with 32. G. Liddle won the
Visitor's Prize with 34 points and the joint
runners-up were I. M. Douglas and T. W.
Shepherd, each with 32 points.
In the absence of Mr John Tully, the
Branch Chairman; the Senior Vice-
Chairman, William Douglas, presented the
prizes and thanked the Club, the Club
Steward and the Golf Secretary. Arnold
Dippie, for having arranged such a very
enjoyable day.

AUGUST ISEPTEMBER 1978 THE JOURNAL OF THE INSTITUTION OFHIGHWAY ENGINEERS 31

Annual Luncheon Speakers
The Secretary of State for Transport, the Rt.
Hon. William Rodgers, MP, will propose the
Toast of The Institution, at the Annual
Luncheon in December.
The Toast of The Guests will be given by
Mr Cliff Morgan, CBE the former Rugby
international, who, since 1975, has been
Head of Outside Broadcasts GrouP for the
BBC.
Stuart Jardine becomes. new ACMA Chairman
Following the AGM of the Asphalt and
Coated Macadam Association (ACMAl. Mr
S. S. Jardine, Managing Director. Wimpey
Asphalt ltd., was elected Chairman for
1978179. He succeeds Mr B. W. Baker,
Executive Director, Tarmac ltd. Mr J. M.
Boardman. Managing Director, J. G. Eccles
Contracting Ltd., was elected Vice-
Chairman.
Mr Jardine joined this Institution as a
Member in 1957 and became a Fellow in
1975.
ACMA has been. concerned for some
years at the deteriorating state of roads in
the UK due to government cuts in main-
tenance and expenditure. The deterioration
was recently highlighted in the AA
magazine "Drive". Mr Jardine has pledged
to go on pressing the government to reverse
the cuts and "save our roads:'
Diploma in Transportation 'Engineering -
The following candidates were successful
in the examination for the Instiution's
Diploma in Transportation Engineering held
in April, 1978.
[Names are listed in alphabetical orderf
Bailey, M E, MICE, MIHE
Senior Engineer [Traffic Routes). Devon CC.
Baker. B R. MIMunE
Principal Engineer [Transportationf, Essex
CC .
Davies, R f, BSc, MICE
Principal Engineer, Jamieson, .MacKay &
Partners.
Hunter, D McC, MICE. MIMunE, MIHE
Section Engineer, (Highway Planning),
Berkshire CC.
32 THE HIGHWAY ENGINEER
The Luncheon will be held on Friday,
December 8th, 1978 at the Grosvenor
House Hotel, Park Lane, W1 at 12.15 for
1.00 pm.
An application form is enclosed in this
issue of the Journal and it should be
completed and returned to the Institution no
tater than Wednesday, November 15th,
1978.
He was elected as a Fellow of the Insti-
tution in 1949 .
The Society's two Vice-Presidents for the
coming session are Colonel G. A. Leech,
County Engineer and Surveyor; North
Yorkshire CC and Mr E. W. Jinks, County
Surveyor, Mid-Glamorgan CC.
Mr Smi1h is the third County Surveyor of
Kent to become the Society's President.
previous holders of the office were Mr F. W.
Ruck in 1897 and Mr H. T. Chapman in
1926-27.
S. Jardine
1978
McLoughlin, T J. BSc. MICE
Assistant Engineer, Peterborough City.
Martin, R J, MIMunE
Senior Assistant Engineer. Colchester BC.
Taylor. R J, BSc, MIMunE
Senior Assistant Engineer (Transportation)
Northumberland CC.
1978 Prizewinners
The Graham Bennett Prize of the best all
round candidate was. awarded to Mr T. J.
McLoughlin. The George Pike Prize for the
best Professional Report was not awarded
this year.
NB The appointments listed above are
those held on January 1st, 1978.
SeniorVice-President
to serve on
Standing Advisory
Committee
Professor T. E. H. Williams. Professor of
Civil Engineering, University of
Southampton, and the Institution's Senior
Vice-President, has been appointed one of
.the eleven members of the Standing
Advisory Committee on Trunk Road
Assessment.
The Committee was set up by the
Secretary of State for Transport following
on the recommendations of the Leitch
•Committee on Trunk Road Assessment,
which reported in January of this year.
Sir George Leitch will Chair the new body
on which seven'members of the earlier
C':'~mitt"", will again serve. They are
Professor Williams. Mr R. Beckham,
Managing Director, SPD ltd; Professor J.
Durbin, Professor of Statistics, University of
London; Dr. S. Glaister; Professor P. Hall,
Professor of Geography, University of
Reading; Mr M. H. Middleton, Director,
Civic Trust and Dr J. Prideaux.
The three new members are Professor M.
Bleesley, Professor of Economics, London
Business School; Mr W. H. Deakin, County.
Planning Officer. Kent CC and Mr N. G. Ellis.
County Engineer. South Yorkshire CC, a
Fellow of the Institution and a member of
Council.
The Secretary of State, in reply to a
Parliamentary Question on June 7th said
that the Committee's terms of. reference
"are to advise on any significant changes
proposed in appraisal or forecasting
methods; to initiate proposals for such
changes; and to mak.e recommendations for
expert studies in defined cases.
His first task would be "to seek the
Committee's views' initially on my
Department's revised methods of traffic
foreca sting and on their furthe r
development, including the RHTM and on
the development 01 a comprehensive
fr<Jmework for the apprais<J1 of road
schemes."
ILeitch at Leamington, see pages 11-20 ).
CORRECTION
In the biography of Mr Peter Mcilroy
published in the Nominations to Council
fe<Jture {"The Highway Engineer", June,
1978) it was stated that he had worked on
the City of Birmingham Transportation
Study for Freeman Fox and Partners.
This should have read - the City of
Edinburgh Transportation Study for
Freeman Fox & Associates. Apologies are
offered for this error.
.It is also regretted that, in the July
Journal, on page 17, the wrong caption
appeared under the photogr<Jph in column
two. This should have read Ken Hill and not
Ken Cox.
Apologies are offered to both the
Kenneths for this error.
AUGUST!SEPTEMBER 1978
William Rodgers
visits North-
Eastern Branch
exhibition
The Rt. Hon. William Rodgers, MP, Secretary
of State' for Transport; visited the North.
Eastern Branch's Silver Jubilee exhibition at
Stockton-on-Tees on Friday, May 19th,
1978. Accompanying him were Councillor
and Mrs R. Dobson, Mayor and Mayoress of
the Borough of Stockton-an-Tees, Councillor
J. A. Tatchel!, Chairman of Cleveland CC,
the President, Mr Peter Deavin, Mr A. H.
Rhodes, Chairman of the Branch and the
Secretary of the Institution Miss P.A. Steel.
The aim of the exhibition, which formed
part of the celebrations marking the silver
iubilee of the North-Eastern Branch, was to
demonstrate to the public the contribution
made by highway and transportation
engineers to the development of the north.
east region since 1952.
The exhibition opened at the Ashington
Technical College, Ashington,
Northumberland on January 16th, 1978
Happy hours at Hurlingham
The evening began, however, with a hint
of disaster, the President was late - very
late - because his chauffeur, none other
than the Branch Vice-Chairman, had a close
encounter of the nastiest kind with a car
which refused to start. Notwithstanding
this incident (and not without standing
either) Mr Peter Deavin wittily responded to
the Toast of "The Guests" in the elegant
surroundings of the Hurlingham Club on
May 12th, 197B, at the Greater London
Branch Dinner/Dance. A record number of
members and guests attended.
The tone of the evening was set by the
Chairman, Jim Henbest who, dwelling
momentarily on the topic of pessimists,
defined the species as "those who eat all.
bran with their prunes." His enthusiastic
welcome to guests included representatives
of five other Branches and the Institution's
Secretary, Miss P. A. Steel.
Much sympathy was felt.for the President
and his wife Phyllis on hearing that his life is
so fully occupied with Branch Dinners that
he has to forgo the occasional round of golf.
Our commiserations to him, and especially
to Phyllis. who, at this, the last Branch
dinner of the 1977/78 session, laughed as
heartily at the President's jokes as if she
was hearing them for the first time. Later in
the evening she drew the tickets for the
raffle.
Their homeward journey, courtesy of Alex
S~ndberg in an exotic American convertible
of doubtful vintage, was less hair-raising
than their arrival, and in the wee small hours
the President and his wife, she carrying
aloft her bouquet, could be glimpsed gliding
AUGUST /SEPTEMBER 1978
Pictured at the exhibition: from left to right the Prvsidenl, Mrs Dobson. the Secretary
of State, Mr R. Dobson Councillor J.A. Tachell 8m/ Mr A.H Rhodes
and visited ten other centres, Cramlington,
Morpeth, Newcastle upon Tyne,
Gateshead, Durham, Darlington,
Sunderland, Middlesbrough, and Stockton
on Tees before closing at Washington on
June 5th. 1978.
The President was able to point out to Mr
away through the Club's imposing gateway.
How to do justice to this really happy
evening for those unfortunate enough to be
absent? An impossible task. To those poor
souls we can only suggest they come to
Hurlingham on May 11th, 1979 and see for
themselves.
RDR.
Institution joins TRRL on
cycling symposium
To mark the centenary of the Cyclists'
Touring Club, and in recognition of the
growing interest in the role of the bicycle,
the Institution is co-operating with the TRRL
in organising a one-day symposium on
"Cycling As A Mode Of Transport." This
will be held at TRRL, Crowthorne,
Berkshire, on Wednesday, October 25th,
1978 and will be of interest to transport
engineers, planners in local government,
transportation engineers and research
workers in this particular field.
The programme will cover cycle safety,
legal aspects, design criteria for cycle
facilities and case studies of cycle demon.
strations or experiments in Britain, the
Netherlands and the USA.
The Conference fee is £17 and includes
lunch. Application forms and full details are
available from Mr T. F. Morgan, TRRL, Old
Wokingham Road, Crowthorne, Berkshire
RG11 6AU. Since numbers will be strictly
limited to 80 participants early application is
advisable.
THE JOURNAL
Rodgers details of the highway and
transportation developments that had taken
place within the Branch in the last quarter
century, the progress made in geometric
and pavement design and information on
research projects currently underway at the
University of Newcastle upon Tyne.
Irish engineers play for
Harold Scott Trophy
The Northern Ireland Branch golf match for
the Harold Scott Trophy was played at
Portstewart on Friday, June 2nd, 1978, and
50 members and guests enjoyed fine
golfing conditions on an excellent course.
The winner was Garth Giffin of Coleraine
playing off a handicap of nine with 37
points. Joint winners in second place with
36 points were Ronnie Ross {18) of Belfast
and Bob Roulston (9f of Lisburn. The
Visitors Prize went to James Press (14) with
37 points who was followed by Ivan
Morrison (8) with 36 points and Roy
Crawford (41 with 35 points.
After tea in the club house Harold Scott a
Past President of the Institution, and the
donor of the Trophy, presented the prizes
assisted by Bill Coutts the Branch
Chairman. GorQon McMullan, who has
organised the golf competition since its
inception, conducted the proceedings.
These included a draw for prize-winners in
the golf section's "200" Club an event
instituted to raise funds to send a Northern
Ireland team to represent the Branch at the
Locan Cup competition to be held in
Nottinghamshire later this month.
Mr McMullan welcomed members end
guests and thanked all those who had con-
tributed to the 1978 fixture including
Portstewart Golf Club, R. J. Maxwell
IContractorsl, George Peden, Contractor,
Ballymoney; Bill Coutts (Tennants Tar
Distillers) and Jimmy Kerr (Antrim Asphalt)
for their support in donating prizes and to
Miss Elizabeth Head, a member of the
Branch Committee: who made the draw.
OF THE INSTITUTION OF HIGHWAY ENGINEERS 33
What's on at the start of the new session?
Paper by Or K. R. Peattie. Meeting at 5.30 South Western
Headquarters
for 6.00 pm at the Welcome Inn, Station September 14th, 1978:
Transportation Worllshop Road, Petersfield, Hampshire. Visit to Westleigh Quarry, Somerset,
October 5th, 1978: "Critical Issues in Plan- followed by Paper on "Asphalt and Bitumen
South-Eastern Specifications" by L. W. Hatherly. Visit
ning and Managing Intermediate Forms of
September 28th, 1978: begins at 11.00 am.
Transport in Developing Countries. Or J. O.
"An Engineer's View of Japan at the Eighth
Howe and Or P. A. Cornwell. West Midland
IRF World Conference." Paper by D. B.
Admission to the Works.hop is by ticket September 14th, 1978:
Charnock. Meeting at Spa Hotel, Tunbridge
only. Applications should be addressed to "Midland links Bridge Joint Repairs:' Paper
Wells, Kent.
the Technical Adviser, Institution of by Mr Haslewood. Meeting at 5.15 for 6.00
Highway Engineers, 3 Lygon Place, Ebury South Midland pm at County Hall, West Midlands CC.
Street, London, SW1. October 3rd, 1978: October 7th, 1978:
Meetings will be held at the Royal "Structural Pavement Maintenance." Paper Dinner/dance at the Mount Hotel,
Commonwealth Society, Northumberland by a representative of TRRl. Joint meeting Wolverhampton.
Avenue, London, WCl at 5.00 for 5.30 with the East Midland Branch at Milton
pm. Please note new time. October 10th, 1978:
Keynes. See under Midland Branch.
East Anglian Yorkshire
October4th, 1978: South Wales
October 10th, 1978: September 20th, 1978:
Joint meeting with the Civils at 6.45 at Day visit to Plastic Coatings Ltd.
Assemt>ly HnU!;B,Theatre Street, Norwich. "Motorway Communications in South
Or.tnher 13th. 1978:
East Midland Annual Dinner/dance at Cairn Hotel,
5.30 for 6.00 pm at the South Wales
October 10th, 1978: Institute of Engineers, Cardiff. Harrogate at 7.15 for 7.45 pm.
Joint meeting at March with HTTA. Autumn
golf meeting at Burleigh.
Greater London
September 20th, 1978:
Visit to TRRL, Crowthorne, Berkshire.
BRANCH REPORTS 1971/78
September 27th, 1978: East Anglian (51 "Computer Aids." P. Dirdal.
Visit to Western Avenue construction Chairman:F. G. Gadsby (6) "Management of Urban Traffic Move-
works. ments." J. D. Bennett and M. S. Pickering.
Six meeting were held:
Midland (1) "Landscaping in Highway Engineering." (7) 8ranch Competition Paper. "Making
September 11th, 1978: l. Kramer. Joint meeting with HTTA. Belter Use of Existing Transport
Locan Cup golf competition at Hollinwell (2) "Government's Policy on Transport Resources." J. M. Sharpe.
Golf Club, Kirby-in-Ashfield, Nottingham- Implications for East Anglia." G. P.
shire. Two meetings were held jointly with the
Walker.
Civils and one with HTTA.
September 26th, 1978: (3) "Highway Maintenance." I Corsie and T. The Branch is most grateful to the
Visit to EEC Quarries at Croft, Leicester- Kitt. Chairman for the excellent way in which he
shire. Meeting at 10.30 am. (41 "Arbitration for the Engineer." K. led the Branch through a busy year. He also
Ocotober 10th, 19 78: Severn. served as a member of the Institution's
"Structural Pavement Maintenance:' (51 "Engineering for Value." B. G. Preese.
Working Party which drafted evidence to
Speaker from TRRL. Joint meeting with the (6IAGM. the Finniston Committee.
West Midland Branch. Site visits were made to the Humber
Northern Bridge and Dereham By-Pass, Norfolk. Greater London
September 20th, 19.,8: A successful wine and cheese party was Chairman:R. J. Henbest
Joint visit with the Civils to Tyneside Metro held at the Wensum Lodge Cellars, The Branch visited Tarmac's plant at Hayes,
project, Newcastle. Norwich, the Annual Dinner at the Royal Middlesex, the second Dartford Tunnel and
North Wales Hotel. Norwich, was attended by the paid two visits to the Traffic Control Room
September 27th, 1978: President and Mrs Deavin. at New Scotland Yard.
"Residential Estate Roads." Paper by D. A. Eight players represented the Branc h at
the Locan Cup Golf match in September, Three meetings were held:
Collins and G. M. Senior. Meeting afGrand
11) "County Highway Policies Since local
Hotel, L1andudno. 1977.
Government Reorganisation and in the
North.Western Future." M. A. Self.
East Midland
September 26th, 1"978: (2) "Feeder Roads in Developing Cou ntries:'
Visit to Dinorwick power station.
Chairman:J. Gregory.Cullen
J. N. Bulman.
Visits were made to the Humber Bridge,
Central and Southern Scotland
Cambridge Northern By-Pass, Newmarket A joint meeting was also held with the
October 2nd, 1978: Institute of Asphalt Technology.
to Cambridge dual carriageway and ARC
Annual Dinner_ at the Albany Hotel.
Ltd at Great Linford. The President, Mrs Deavin and the Secre.
Glasgow. tary attended the Branch Annual
Golf meetings were held. at
North of Scotland Wellingborough and Ramsf:lY. Dinner/Dance at the Hurlingham Club in
September 27th, 1978: The Dinner/Dance in March, 1978 was May, 1978.
Meeting at the Tree Tops Hotel, Aberdeen. attended by the President, Mrs Deavin, the The AGM was held in April. 1978.
September 30th, 1978: Secretary and representatives from neigh-
Site visit to Cromarty Bridge (A91 with the bouring branches. Midland
Civils. Chairf!lan:A. A. F. Terry
Six meetings were held:
October 10th, 1978: (1 f "World 01 the Waterways," A. G. The Branch visited the Humber Bridge in
"Highway Lands~aping." Paper by T. Hemming. June, 1977, response was so great that a
Lemon. Meeting at Cummings Hotel, Inver- (21 "Aggregates in Road Construction." C. visit was held on two consecutive days.
ness. A. Loveday. Four meeting were held:
Southern (31 "Road Accidents:' J. J. Leeming. (1) "Heat Damaged Roads:' P. Distin.
October 10th, 1978: (41 "Street Lighting Policy and Road (2) "100 Degrees in the Shade - Sacri-
"Bituminous Materials for Road Surfacing." Safety." J. W. M. Vallis and A. K. Brodie. fices and Rewards of Work in the Middle

34 THE HIGHWAY ENGINEER AUGUST/SEPTEMBER 1978

 East:'. Mr McCartney. Joint meeting (4) "The Humber Bridge," B. P. Wex. Joint
with the Civils. meeting with other north. eastern
(3) "Developments in Highway Materials professional bodies 'given at Newcastle
and Design." One.day symposium at and Middlesbrough.
Nottingham University. (5) "Bituminous Materials for Road Surfac-
14) "TRRL Research on Skidding from 1969 ing." K. R. Peattie. Joint meeting with
to 1975." Mr Hoskins. Joint meeting Institutes of Asphalt Technology and
with the Institute of Quarrying. QUarrying.
The annual bullet/dance was held at (61 "The Contribution of Highway Engineer.
Southwell in October, 1977 and the Annual ing to Road Safety:' R. A. Chapman.
Dinner, attended by the President at Newark (71 "The Design and Construction of the
inFebruary,1978. Bykker Viaduct:' W. J. T. Smyth, Joint
The Annual golf competition was held at meeting with the Concrete Society.
Longcliffe and was preceded by the AGM - The Transportation Board of the
and a Paper - "Motor Rallying and the Institution met at Newcastle in November,
Highway Engineer" - by J. Porter. 1977.
The Branch is most grateful to Mr A. H.
Northern Rhodes for his help and advice during his
Chairman: A. Walsh year as Branch Chairman.
The following meetings were held:
North Wales
(11 "The Ml Over the Yorkshire Coalfield."
Chairman: M. R. Mail'
F. R. Oliver.
(21 "Payment for Transport." Forum, The Branch visited the Dinorwick pumped
Messrs Meadows, Whelan, Bird and storage scheme.
King. Four Papers were given:
13) "Some Aspects of Opencast Mining." (1) "The Reconstruction of Britannia
M. W. Byron. Bridge." P. A. Cantrell.
14) Film evening. (21 "Noise Associated with Roadworks." R.
15) "Better Value for Forward Planning.' A. Hood.
Messrs Burgoyne, Swarbrick, Blenkharn (31 "Contractural Matters Relating to Road
and Hardie. Works Construction." D. G. Minas.
(41 "Pedestrianisation." E. Dalby.
The Annual Dinner was held at the
George Hotel. Penrith in February, 1978 and The AGM was held at Colwyn Bay and a
attended by the Senior Vice. President and buffet/dance at the Talardy Hotel, St Asaph.
the Secretary.
North.Western
Northern Ireland Chairman: M. J. UoVd
Chairman: W G. Coutts Ten meetings were held:
Papers were given on: (11 "Works Study:' M. H. BelL
(11 "Work Study in the Public Sector," (21 "Estate Roads." M. Senior and E.
Messrs Drew, McCurdy and Plester. Je~kins.
(21 "Terram in Civil Engineering," J. Nixon. 131 "Glass Reinforced Cement." J. W.
(31 "Theory of Traffic Management As An Heavens.
Aid to Everyday Problems of Traffic 141 "Concrete Block Paving," A. Pink.
Management." Professor R. White. 151 "The Use of Permeable Membranes in
Civil Engineering Soil Structures." P. R.
The Annual Dinner was held at Dunadry
Rankilore.
Inn, Antrim in April, 1978 and attended by
16) "Acton Grange Trunk Outfall Sewer." T.
the President, Mrs Deavin and the Sec-
Walsh.
retary.
17) "The Poor Contractor." R. David.
There was a site visit to Dungannon By-
(B) "Lancashire Conjunctive Use Scheme."
Pass in May, 1978 and the annual golf
F. Barnwell.
competition was held at Portstewart in
(9) "Traffic Appraisal and Forecasting." H.
June, 1978.
Williams.
(1 OJ. "Dinorwick Pumped Storage
North-Eastern System:' B. G. T. Copeland and J. C.
Chairman:A. H. Rhodes Joel.
The Branch celebrated its 25th anniversary All were 10lnt meetings with other
in late 1977 and marked the event in three professional bodies.
ways: 11) the publication of a history of the The Annual Dinner was held at Blackburn
Bra-nch written by Professor Cassie; (2) a six in April, 197B attended by the Senior Vice-
month travelling exhibition o'n highway and President and the Secretary and the Annual
transportation work in the north-east 1952- Dinner/Dance at Chester in October, 1977.
1977 and (31 a celebratory Annual Dinner/ The Branch golf competition was held at
Dance, attended by the President, Mrs Sandiway, Cheshire.
Deavin and the Secretary. A site visit was made to Bury Easterly By-
Six ordinary meetings were held, venues Pass. The AGM was held at Winwick in
being D~rham, Newcastle upon Tyne and March, 197B.
Middlesbrough.
11) Site visit to Tyne and Wear construction
works and Paper by D. Howard on "The Central and Southern Scotland
Planning of the Metro:: Chairman: W H. Cooper
(2) "Problems of Traffic Prediction." A. C. Meetings, some joint with the Civils, were
Dick. Joint meeting with the Municipals. held at Lochgilphead, Galashiels, Dumfries,
(3) "Private or Public Transport - Which Is Edinburgh, Dundee, Glasgow and Ardris-
Best for OUt Cities?" Open forum haig.
workshop. Joint meeting with the The following Papers were given:
Chartered Institute of Transport. (11 "Thoughts of the Maintenance
Engineer." J. W. Ritch and W. S. Core.
(2) "Noise and the Environment." I. J.
Murdoch.
131"Junction Design." F. Robinson and W.
Dougall.
141"Findhorn Bridge and Siocht Section
A9." K. H. Livesey and H. M.
Henderson.
151"Computers and the Highway
Engineer:' J. Dunsmore.
161"Transportation:'
Site visits included a tour of part of the
new Glasgow underground and the New.
castle rapid transit system.
The Annual Dinner was held in Glasgow
and the Dinner/Dance in Edinburgh.
The golf outing was held at Monifieth.
The Branch sent its congratulations to
Tom Sinclair, a Past President on his Golden
Wedding anniversary in 1977.
A close association with the South of
Scotland HTTA has been built-up and their
Chairman has attended a number of Branch
meetings.
North of Scotland
Chairman: C. S. C. McAndrew
Thirteen meetings were held, six in
Aberdeen, five in Inverness and one each in
Stornaway and Wick. Several were joint
meetings with the Civils.
11) "Transport Policy." T. D. Wilson.
12) "Design of Site Investigations." D. G.
Price.
13) "A9 Siochd to Dalmagarry:' K.
Livesey.
j4) "Low Cost Forest Roads:' P.
Malcolmson and K. Davidson.
15) "Roads and Bridge of Scotland 1725-
1925." G. R. Curtis.
(6) "Highway Landscaping." 1. Lemon.
17) "Thoughts of a Maintenance
Engineer." j, Ritch & W. S. Core.
(8) "The Bridges of Scotland," A. A.
Cullen Wallace.
(9) "Kessock Bridge." L. Clements.
(101 "Falsework." R. V. Watson.
A film evening and site visits to Cromarty
Bridge and A9 roadworks formed part of the
year's programme together with a buffetl
dance the Annual Dinner and the golf
tournament.
Southern
Chairmen: V S. Payne
B. Warmisham
The annual social evening was held at
Petersfield in April, 1977 and 100 members
guests attended.
There were site visits to Shoreham
Cement Works, near Steyning; A31MI con-
struction site at Havant and a ioint meeting
with the South. Eastern Branch to the East
Grinstead inner reliel road.
Golf matches were held in April, 1977,
versus the Municipals; July, 1977, versus
the South-Eastern Branch and October,
1977 versus Tarmac Greensward. The
Branch won two of the three matches. It
came third in the Locan Cup competition in
September, 1977.
The Branch held a full programme of
winter meetings;
(11 "Planning" B. Poole on "Policy and
Highways" and N. Rowes on "Trans-
portation and TPP:'
(21 A discussion on "People and Move.
ment,"

AUGUST/SEPTEMBER 1978 THE JOURNAL OF THE INSTITUTION OF HIGHWAY ENGINEERS 35

[3] "Maintenance of Highway Structures." ference held in Swansea from July 12th-
M. Cockersole. 14th, and attended by 200 delegates Subscriptions - your
(4] "Engineering Judgement on the and their wives. The Institution held its
Strength of Concrete in Structures." J. AGM immediately preceeding the opening very last chance to
D. Dewar. of the Conference and Mr J. A. Gaffney pay up
i5) "Lean Concrete and the Compliance was installed as President.
Requirements." B. J. Walker. Six meetings were held during the
i61 AGM and BP Film "End of the Road." session:
Members also attended meetings of the (11 "Trading Problems of the Ouarrying
Transportation Group of the Civils and a Industry." L. A. E. Hopkins.
joint meeting with the Civils at Winchester (21 "Roads for People." J. M. McCluskey,
on "Quality Control in Major Roadworks" (3t "M4 Motorway Cory ton to
by R. A. Worsfold. Pencoed." Messrs Evans, Rees, Kilborn
The Annual Dinner was held in and Longly and various contractors
Portsmouth in October, 1977 and was representatives.
attended by the President, Mrs Deavin and (4) "Highway Maintenance Appraisal
the Secreta ry. System." 1. Keevil and F. K. G. Philla-
more.
15) "Road Construction from a Contractor's
South-Eastern Point of View." l. J. Cox,
Chairman: B. C. D. Kermode i6) "Bridges in Wales .- An Historical
The following Papers were presented: Review." Dr B. I. G. Barr.
(11 "The Problems of At-Grade Junctions." Some meetings were joint with the Civils.
;-----
; r••• _.

A. W. Bultett and E. R. Emery. c - ••• : ~

(21 "Resource Planning for a Direct Works

Section." W. 5. Tombs.
The Branch visited the M4 Motorway
project Cory ton to Pencoed. The Annual
Dinner was held in Cardiff and attended by
o~:~~ -- ",,"

(31 "The Engineer's Responsibility for Road
Safety." G. Jehan.
(4t "Wirtgen Planing Process." Colas (UKt
Ltd representa tive.
(5t "Archaeological Rescue Related to
Motorway Projects." P. Fasham.
Visits were made to the East Grinstead
inner relief road, section of the M20 and
M25 motorways in Kent, and the APCM
cement works.
The Dinner/Dance held in Tunbridge Welts
in October, 1977 was attended by the
President and Secretary.
S.)uth Midland
Chairman: M. F. Hardy
The Branch visited the A41 Courtlands
Drive Improvement Scheme, Levensden
Green and the John Laing R&D Centre at
Borehamwood. This was followed by a
mock arbitration session by C. C. Timms.
A buffet/dance was held at Tring in July,
1977.
Six meetings were heJd. These were:
(1) "Airports - Effects on Local Land
Transportation Infrastructure." S.
Maiden.
(21 "Repairs to Bridge Joints on the Midland
Links Motorways", H. Aizlewood and
"Construction Problems Arising from
Bridge Design Factors," R. M. Tiller.
(31 "Roads in the Middle East." B. "K.
Hartshorne.
(4t "Limit State Design." Dr L. A. Clark and
J. G. Turner.
(5) "Under 30 Evening." "Regional High-
way Traffic MOdel." D. Ashley and
"Maintenance in a Time of Financial
Restraint." A. W. Howling.
(6) "The East Cliff Viaduct, Dover." M. E.
Dempsey and R. L. Jones.
The Branch Dinner was held in April 1978
and attended by the President and
Secretary.
The AGM was held in May, 1978 and was
followed by a talk, "Making Parliament
Work for You," given by the Institution's
Secretary.
South Wales
Chaifman:G.L.John
The year was marked by a National Can-
the President and Secretary.
South Western
Chaifman: B. \III. Mansefl
The Branch visited the A30 Exeter/Oke-
hampton road, the Esso Refinery at Fawley
and Amey Roadstone units at Tytherington
and Chipping Sodbury.
Symposia were held at Bristol on "People
and Movement" and at Exeter on
"Training."
The AGM was .held at Taunton in March,
1978 and films were shown during the day
from TRRL and potters-Ballotini Ltd.
The Branch Annual Conference was held
at Torquay in June, 1978 attended by the
President, Mrs Deavin and the Secretary. A
paper was presented by G. H. Potter on
"Asphalt in Europe".
West Midland
Chaifman: A. N. Brant
The Branch visited the JCB works, and a
ladies day visit to Warwick Castle and Lord
Leycester Hospital was also arranged.
A one-day symposium to discuss the
Leitch Committee report was held at
Leamington Spa in May, 1978 and attended
by 500 delegates.
The following papers were given:
(1) "Design Bulletin 32 - Design of Resi-
dential Streets." J. Dunbar.
12) "Use of Steel Fibre in Concrete." R. E.
Beckett.
(3) "Public Transport. The Uncertain
Future." R. R. Ball and A. J. P. Percival.
(41 "Economics - The Growth and Decay
of Cities." J. Couch. Followed by hot pot
supper.
(5) "Earthworks Code of Practice." 8. Cox
and D. Quinion.
(61 A workshop to discuss the effects of
road surfaces of the summer of 1976
and the winter of 1976177. Papers by P.
Distin, N. Wright and A. Onions.
A Dinner/Dance was held at Wolver-
hampton and the Annual Dinner at
Sutton Coldfield attended by the President
and Secretary, preceded by the Branch
AGM.
A golf competition was also held during
the session.
. "';:""
Into the outer darkness,
,cos he didn't pa Vhis sub,
Goes a poor old highwaV engineer.
Cold. alone SIJnS love
He owes at very least a pound,
Some, alas, owe more,
And its only fair to them wot pavs,
That defaulters get the door
So if vou're one that hasn't paid,
Please kindly reimburse,
If not, it must be assumed, / fear.
You enjov this vearlv verse.
Pay NOW and help stamp out amateur
poets!
Yorkshire
Chairman: J. R. Nelson
Seven meetings were held:
(1) Visit to By-Pass road A629 at Eiland,
and pre-cast concrete factories at
Halifax.
(2) "Problems of Traffic Prediction." R. J.
Bridle.
(3) "Damage to Surface Dressings Follow-
ing the Hot Dry Summer of 1976." Sym-
posium. Papers by Messrs Nelson,
Forrester and Robinson.
14) "Compact Urban Traffic Control
Demonstrations Project, Hull." P. C.
Redfern.
(5) "How Our European Neighbours Tackle
Bitumen Road Construction." e. H.
Chipperfield and M. J. Leonard.
16) Visit with the Concrete Society to Trent
Bridge, South Humberside Motorway,
M1 80, Scunthorpe.
(7) "The Work of a County Archaeology
Unit and the Highway Engineer." P.
Mayes.
The Annual Dinner was held at Harrogate
'
in October, 1977 and was attended by the
President, Mrs Deavin and the Secretary.
The annual golf day was held at York in May,
1977.
The Annual summer meeting and ladies
day took place in June, 1977 with visits to
the Denby Potteries, Matlock and the
Ripley-Swanwick By-Pass road.

36 THE HIGHWAY ENGINEER AUGUST ISEPTEMBER 1978

, New Post for Jack Parker
Sir Kirby Laing takes on
CIRIA Chairmanship
Sir Kirby Laing, a Fellow of the Institution
since 1961, has been elected Chairman of
the Construction Industry Research and
Information Association (CIRIA). He took up
office on June 7th, 1978.
Sir Kirby has strong ties with CIRIA
having served on its inaugural Council in
1966 and on its Finance Committee. He
succeeds Dr Oleg Kerensky, CBE, a Past
President of this Institution, who has been
CIRIA's Chairman since 1970.
At the AGM Sir Kirby paid tribute to Dr
Kerensky's untiring effort on CIRIA's behalf
and thanked him for his work over the last
eight years. Dr Kerensky was presented
with a pair of silver candlesticks by Mr A. J.
Hill, Taylor Woodrow Construction Ltd., and
a Council member on behalf of CIRIA's
Council and staff. He too paid tribute to Dr
Kerensky's Chairmanship which, he said,
"Had served to enhance CIRlA's value to
the industry:'
Dr Kerensky, who was accompanied by
AUGUST ISEPTEMBER 1978
Mr F. J. (Jack) Parker has been appointed a
Director of W. S. Atkins and Partners. He
will take up the post of Head of the firm's
Transportation Engineering Division.
Mr Parker, who was elected to the Institu-
his wife, said in reply, that he felt his time tion in 1969, was formerly a Partner with
with CIRIA had been very well spent, and he Husband & Co.
had had nothing but pleasure in working Mr J. Mapplebeck, also a Member of this
with its Council and membership. Institution, is to join the Atkins Board.
He will serve for a further year as an'
ordinary member of the Council.
Courses on Transportation
and Transport Engineering
The Institution's Transportation Board has
drawn up a list of universities and higher
educational establishments in the UK who
are organising highway and transportation
engineering courses. The list, which is
available free from the Institution, also
contains brief details on minimum entry
qualifications, career opportunities and the
number of places available on the course. F.J. Parker
Book Review
The Bicycle Planning Book. Mike Hudson. lished and the low-level of existing provision
Open Books Publishing Ltd and Friends of emphasised the author devotes the
the Earth. 154 pp. £1.95 (SDft backl. remainder of the book to detailed design of
bicycle facilities which could be incorpora-
The fact that this book has been published
ted into urban areas throughout the UK. A
by a conservationist pressure group and not
short section on principles is followed by a
by a recognised technical body or author
longer, more detailed, consideration of the
should not be allowed to mislead the poten-
component parts of a cycle route network.
tial reader. This is not a book seeking to
Aspects covered are design standards,
press the case for cycles by means of
junction design, traffic control and barriers,
trendy catch phrases. Instead the case for
signing, cycle parking, mixing cyclists and
cycles is set out logically and is followed by
pedestrians and creating complete
reasonably detailed planning and design
networks ..
principles for those' wishing to prepare
The book concludes with appendices
schemes for cyclists.
comprising a summary, a bibliography, and
Although one author is credited on the
extended description of all cycling facilities
title page, considerable contributions are
or proposals in the UK, an analysis of cycle
made by four other cycling experts. The
accidents in London, trip generation infor-
book begins by setting out the background
mation and a key to traffic signs.
to the need for cycle provision, covering the
The title of the book is misleading. It does
growth of m'otor traffic, the advantages and
not attempt to set out methods or
disadvantages of bicycles, interaction by
procedures necessary for planning a
cars and cycles, the history of government
strategy for cycles. Instead the book is
policies, where these have existed, and the
devoted to the practical design of cycle
potential use of cycles particularly in con-
routes. Ignoring planning strategy is a major
gested urban areas. This is followed by
omission in what is otherwise an excellent
statistical information on bicycle usage and
guide to the techniques available for
safety, in the latter case identifying
preparing cycle route proposals. The range
apparent anomalies in the present method
of proposals for cycle route' provision and
of comparing accident rates.
careful attention to detail on technical
A chapter on cycle law attempts to clarify
aspects make this book one of the most
the present indistinct legal situation on the
useful documents of its kind yet published.
use of bicycles. Elsewhere in the book other
By more than adequately filling a wide gap
aspects of the law relating to cycles are
in the technical literature relating to the
mentioned. The author does not attempt to ,
design of transport facilities the book should
cover lack of clarity in the law but suggests
be in every transportlationl engineer's and
some amendments to legislation which
planner's library, and at less than [2 it will
would benefit cyclists.
not significantly increase any professional's
Having established the background
overdraft .
against which cycle routes must be
For its clear style. ample illustrations,
considered, the author examines the "state
simplified and easily digestible statistics and
of the art" overseas, naturally paying
low cost this book could be supplied to
attention to countries which have done
, interested organisations and local authority
most for pedal power.
councillors as a prerequisite to political
This is followed by an uncomfortably
discussion.
short chapter on the level of provision in
K.R.
various towns in the UK. With need estab-
THE JOURNAL OF THE INSTITUTION OF HIGHWAY ENGINEERS 37
 ,
HIGHWAY AND
TRAFFIC TECHNICIANS
ASSOCIATION Secretary:
Miss Judith Walker, SSe

.Branch representatives meeting Council members

-:j

All UK Association Branches except Branches can usefully emulate. A lively

1978/79
Severnside, were represented at the 5th debate ensued on the desirability of
annual Branch representatives meeting Branches organising purely social events.
held at St Stephen's Club, London, SW1 On balance members felt there was much The fourth Institution nominee to the
on Thursday, July 6th. Mr Stephen to be said for technical visits -which Association's Council is Mr E.L. Williams,
Chandler, newly-elected Association included a social element. There were County Surveyor of Suffolk.
Chairman, took the chair. Unlike previous strong feelings that the Association's A profile of Mr Williams appeared in the
years the weather was not kind, but the Branches should strive to enhance the June, 1978 issue of the Journal when he
refreshments provided at the Club, and prestige of technicians and broaden successfully stood for election to the
members' good humour, 'made it another specialist staff's outlook through the pro- Institution's Council.
very successful day. vision of technical meetings of a high
~.Rrh •..
----,
Rr::lnf"h
-.- •• -
nnmin::lt-.oc Itn.
1'"
t"";
L
hllu."
L ....

representatives, one of whom is often the

hard-working Branch Secretary, to attend
Among the other items for. discussion SUBSCRIPTIONS ~ 1978
was an assessment of progress on the
this annual meeting. Although the agenda Association's recruitment campaign.
is usually very full the meeting is intended Branches are in process of contacting A reminder was recently sent to members
to be a social occasion as well, allowing local employers - contractors, con- in arrears with their subscriptions. Many
delegates to meet each other and sultants, all local authorities etc to draw arrears are due to incorrect Bankers Order
exchange ideas and experiences. They attention to the benefits which flow from which were not amended to the subscrip-
also allow Branches to relay their opinions membership of the Association. Head tion rates introduced last year. Please
directly to Council and members are office is, at the same time, circulating check that your Bankers Order is correctly
usually very forthright. This year's repre- national concerns. made out.
sentatives were no exception! Branch Committees will by now have Members registered as Technicians or
A recent Council Paper, "Guidelines for received full reports from their represent- Technician Engineers with the ERB
Branch Development", was the main item atives and minutes of the day's proceed- through the Association should note that
for discussion. The guidelines are a series ings. Members interested in obtaining their registration will be deemed to have
of suggestions, culled from the experi- more detailed information than is carried lapsed if an amount is still outstanding on
ence of the most well-established in this report should get in touch with their subscription on September 30th,
Branches, which it is hoped other their local Branch Secretary. 1978.
"
Part-time degrees Overseas members
Trent Polytechnic's part-time degree in demand, to run A 1 mathematics and In the May, 1978 issue of the Journal the
civil engineering, detailed in the August/ geology evening classes during the Institution of Highway Engineers announ-
September, 1977 Journal, has received coming academic year. Successful ced that it would send the Journal airmail
CNAA approval. The first entry started candidates will be permitted to commence to its overseas members. The Association
this month. the part-time degree in civil engineering in recently agreed to follow suit. The sea
Members who may be considering September, 1979. mail service to some countries is very
applying for the 1979 course should note Further information may be obtained poor and the Association's Council has
that candidates with HNC, but who have from: Mr J.P. Withers, Department of been concerned for some time to improve
not passed examinations in A 1 mathe- Civil and Structural tngineering, Trent the service it offers members overseas.
matics and geology and/or soil mechan- Polytechnic, Burton Street, Nottingham, The new bulk airmail system will begin in
ics, will need to complete a preliminary'. NG1 4BU, Nottinghamshire. ITel: 0602 the autumn.
course. Trent propo~.es, _subject to ~2481.

Eastern Branch North-Eastern

route. With some exceptions the coach
Branch
Visit to Vauxhall Motors
carrying the party negotiated these
On June 9th, 1978 30 members and A visit has been arranged to the Kielder
hazards. The exhaust emission labora-
guests of the Eastern Branch visited Dam and Reservoir works on Thursday,
tories were also visited and the party
Vauxhall Motors. in the morning a tour of September 21st at 2pm.
found the tour very interesting and
the Millbrook Proving Ground was made. A bus may be provided.
informative. After travelling to Luton,
The area covers some 700 acres and was Further details from: Mr Ivan Hudson,
lunch was provided by' the company,
, reclaimed from a derelict brickworks clay 47 Hareside, Cramlington, Northumber-
followed py a tour of the car production
quarry. Amongst the facilities available to land.
lines where vehicles were seen from raw
Vauxhalls for proving and testing are a sheet metal to the finished product. Most
two mile, five-lane circular test track; a members. found two aspects very striking, make certain the quality was being main-
one mile straight with banked entry and first the organisation required to ensure tained.
exits; a Belgian pave circuit, hill routes, that the correct type of component After tea at the works the party left
miles of country roads, fresh and salt reached the production line at the right having enjoyed a most entertaining day.
water troughs, a dust tunnel, an outdoor time and secondly the numbers of The visit can be highly recommended to
crash test barrier and a cross-cou ntry inspectors present at various stages to other Branches.

38 THE HIGHWAY ENGINEER AUC;U$T /SEPTEMBER 1978


Rhodesian Branch
M.j=.C. Wilrren
Yorkshire-born Mike Warren received his
primary schooling at Cardiff's Monkton
House College before emigrating
Rhodesia in 1948,
He matriculated at Churchill School,
Salisbury in 1952 and went onto part-time
education at Salisbury's Polytechnic,
specialising in soil mechanics where he
gained an honours degree in this field.
After two years in tobacco farming
Mike joined the City Engineer's Depart-
ment, City of Salisbury in 1954 as a Pupil,
and during the following five years
received a broadly~based training in all
phases of municipal engineering. How-
ever, his knowledge of soil mechanics led
to an appointment in the Materials Labor-
atory where he became Manager and sub-
sequently Civil Engineering Technician in
charge of the Materials Section, directly
responsible to the Chief Assistant
Engineer, Design and Construction
Division.
He acts as examiner and moderator in
materials technology for the Ministry of
Roads and Road Traffic and also for the
Board of Examiners for the Rhodesian
Government's Certificate of Competency
in Geotechnology.
Mike lias served for many years on
a number of Central African Standards
Association committees, both as the City
Engineer's and the Local Government
Association of Rhodesia's technical repre-
sentative, dealing with the production of
various standards and codes of practice,
The present-day City 01 Salisbury's
Manuals on Standard Test Methods
Standard Work Forms and Standard
Designs and Specifications were pro.
duced by him and are in general use by
the City Engineer's Department,
A founder member of HTTA's Rhodes-
ian Branch he was elected Liaison Officer
to deal with matters relating to the
Rhodesian Institute of Engineers, Techni-
cian Division, of which he is a past
national chairman and representative on
the RIE Council. He joined HTTA as an
Associate Member in 1975 and became
one of the Branch's first members to
attain Technician Engineer status through
the Association's Mature Candidate
Scheme, resulting in his upgrading
North-Wales Branch
The first AGM of the North Wales Branch
was held at The Rhos Abbey Hotel, Rhos-
on-Sea, Colwyn Bay, Clwyd on Friday,
May 19th, 1978. In his report, the Chair-
man outlined the work that had been
carried out by the Committee during the
year. Miss Judith Walker, the Associ-
ation's Secretary, then gave an interesting
talk on the work nationally of the Associ-
ation.
After the formal business two films on
traffic management were shown and
refreshments served.
The following members were elected to
office:
AUGUST ISEPTEMBER 1978
Profile
NOMINATIONS FOR
CEI BOARD
One of the fundamental changes
brought about by granting the Supple-
to
mental Charter and By-Laws to the
Council of CEI is in the composition of
the Board.
The Board currently comprises the
Chairman, Immediate Past-Chairman
Chairmen of Committees and on~
representative for' each of the .16
Chartered Engineering Institutions,
under the new By-Laws there are to be
as many elected Individual Members
(that is, chartered engineers) of the
Board, as there are representatives of
M.F.C, Warren the Chartered Engineering Institutions,
The By-Laws prescribe that the
Fellow and subsequent registration with
elected members of the Board shall be
the ERB in 1977.
elected by Individual Members of CEI
A member of the Rhodesian Territorial
and in accordance with the regulations
Army until 1964, at which time he trans-
covering the election of Board
ferred to the Air Force, Volunteer
members the Council is now caning for
Reserve, he now holds the commissioned
nominations for 16 places which have
rank of Flight Lieutenant serving as
to be filled in the first election. If there
Second in command of a squadron.
are more than 16 candidates properly
A happily-married man with two young
nominated, it will be necessary lor a
children, Blair and Alison, Mike and his
ballot to be held and voting papers will
English-born wife Patricia share a
be sent to all individual members. Each
common interest in home and family
Chartered Engineer will have one vote
activities.
and the voting papers will, in addition
to details of the candidates and the
News in Brief: nominators, give details of how the
votes will be counted, The only restric-
Congratulations are extended by all
tion on the nomination of an Individual
Rhodesian members to John Lester, the
Member is that he shall not be a paid
Branch Honorary Secretary, and his wife
official of CEI, the ERS, a Chartered
Gillian on the arrival of their baby
Engineering Institution or an Affiliate,
daughter, Hillary. Hillary was born on
Chartered Engineers are invited to
June 28th, 1978 at the Lady Chancellor
seek nomination to the Board and to
Maternity Hospital, Salisbury, and
support other candidates in this first
weighed 61bs3 ~ozs at birth. The Lester's
important election. A nomination form
have another child, two year old Garth.
is available from this Institution or
Steve Sprake, the Association's first
from the Chief Official, CEI, 2 Little
overseas Chairman, has been elected an
Smith Street, London, SW1.
Associate Member of the Rhodesian
Institute of ,Engineers. Congratulations to
Steve who again has made history by
becoming the first member within the civil To be valid nominations must:
engineering field to do so, The Associate
Member is regarded as the higher grade (1) be delivered either by post or by
of Technician within the RIE structure. hand to the Chief Official at the
Many thanks to IHE members who above address by 1200 hours, on
supported the Branch's 'monthly Sun- Monday, October 16th, 1978.
downer held in the Jameson Hotel on the
to last Friday of every month.
12) give the full name of the Individual
Member standing as a candidate,
his address, the name of each
Chartered Engineering Institution
or Affiliate of which he is a
Chairman: J.W.A. Evans
corporate member, the nature of
Vice-Chairman: K.C. Ronan
his occupation, age, and brief
Treasurer; D. Lancaster
biographical details in not more
Secretary: A.J. Kendrick
than 150 words and the agreement
Committee: D, Northam; J. Ferguson;
of the ca nd ida te to serve if elected.
, J. Williams; p, Rose; D. Kirby
13) be supported by 15 Individual
CORRECTION Members of CEI each of whom
must sign the nomination form and
It is regretted that on page 30 of the state the name or each Corpora-
June, 1978 issue of the Journal the name tion Member of Affiliate of which
of the North of Scotland Branch Secret- he is a Corporate Member.
ary was misspell. It should have been Mr
Roy Millett.
THE JOURNAL OF THE INSTITUTION OF HIGHWAY ENGINEERS 39
North-Western Branch
Annual General Meeting
The Annual General Meeting of the
North-Western Branch was held at the
Lord Daresbury Hotel on May 24th, 1978.
The Chairman, Derek South, welcomed
the Association's Secretary, Miss Judith
Walker. Officers elected for 1978179 were:
Chairman; D. Timberlake
Secretary; P.J. Shufflebottom
Treasurer: P.O. Westcott
Judith Walker, in her address, outlined
the further development of the Associa-
tion and discussed training and qualifica-
tions which stimulated a lengthy and
lively debate.
The meeting concluded with a showing
of the John Cleese film "Meetings Bloody
Meetings" which was both informative
and entertaining.
Shap Granite
The Branch visited the Shap Granite
Quarry and concrete works in Cumbria on
Friday, June 23rd, 1978, 22 members and
South-Western
Visit to the Tamar Bridges
On Tuesday, July 5th, 1978 70 members
and guests of the South-Western Branch
made a visit to two adjacent. bridges
crossing the River Tamar between Saltash
Bild Plymouth.
The Brunei railway bridge was
inspected in the morning, the guide being
Mr Deboo, a member of the British Rail,
Plymouth District Civil Engineer's Office.
This imposing structure, named the
Royal Albert Bridge, was opened in 1859,
giving Cornwall its first rail connection to
the rest of the country. The bridge
consists of two main 455ft spans .. These
two spans are made" by large trusses each
56ft in height. The top is an arched tube
giving an outward .thrust counterbalanced
by the inward drag of the lower suspen-
sion chains. The trusses were floated into
position and lifted to be supported at the
centre by steel c01umns rising from an
iron cylinder foundation, 37ft in diameter
and 75ft in height, sunk upright in mid-
river.
Members of the South-Western
across the Tamar River
~;j~;,.:...~::~_.1::~
.~~ ..':
_ ,.;a ... ?'"-f .: ....
40 THE HIGHWAY ENGINEER
guests attended. Following coffee pro-
vided by the quarry owners, Thos. W.
. Ward (Roadstonel Ltd., the morning was
spent inspecting the two quarry workings
and after lunch [again provided by the
company I a tour of the concrete works
was made; the products being produced
ranged from porous pipes and manhole
chamber rings of various sizes to kerbs,
flags and, of course, non-slip flags.
The Branch thanks Thos. W. Ward
(Roadstonel Ltd and its managers and
staff at Shap for a most enjoyable visit.
Future Events
September 15th, 1978:
Day visit to asphalt plant at Salford and
SBl}d quarry at Oakmere at the invitation
of Val de Travers Asphalte Ltd.
October 11th, 1978:
nT~u:i1;iig/Educatkjii: =" These Vila;
Resources". Paper by R.B. Rogers,
MHTTA, Manchester College of Building.
Further details from Mr Philip Shuffle-
bottom, 7 Danebank Road, Witton Park,
Northwich, Cheshire.
Branch
The party was given full access to all
parts of the trusses by walking across the
deck through the arch tube and back on
top of the arch tube. Having made a close
inspection of this impressive structure
which was Brunei's last, the party felt ~
great admiration for this engineer's
originality and skill.
The afternoon afforded members an
opportunity to inspect the road suspen-
sion bridge built lOa years later. Once
again the inspection was most thorough,
using the maintenance catwalks under the
road deck and climbing up the inside of
the 240ft high main towers to the
suspension cable saddles. The party was
also allowed to inspect the cable anchor-
age points.
The bridge was opened to traffic in
1961and was the longest span bridge of
any type in England. It comprises a
1,1ooft main span and side spans of 374ft,
a total 1,848ft suspended length.
Mr Mather, the Bridge Manager and Mr
Branch of the Association at the Royal Albert Bridge
. bridge which, in 19n, were over .four
Thames Branch
Members and guests enjoyed a very
interesting visit to British Rail Eastern
Region Electric Motive Power Depot at
Hornsey, London, N8 on Saturday, July
15th. It is a pity that more did not attend.
The next. meeting will combine the
AGM with a visit to the Oartford Town
Centre Distributor Road Northern link.
The date for the visit "is Wednesday,
September 20th, 1978 at 2.00pm. Refresh-
ments will be provided.
Contact the Branch Secretary for
further details; Mr Kelvin Reynolds, 29
Riverview Road, Greenhithe, DA9 9NJ,
Kent.
APPOINTMENTS
Roaer Nvman. FHTTA h;!!': mnvp.n frnm
Havant BC to' become' Assistant Waste
Disposal Officer. Hampshire CC.
Michael Cook. MTT A, has moved from
North Yorkshire CC to West Yorkshire CC
to become Assistant Engineer, Private
Street Works Section, Department of
Highways Maintenance.
John Sedgwick, MHTTA, has been
appointed Technician in the Borough
Engineer's Office, Scunthorpe BC.
Edward Painter, FHTTA, has a new
position with Clwyd CC, that of Assistant
Area Surveyor, Abergele Area 1.
Rhodesia Branch
Richard Stuart, Brian Colquhoun, Hugh
O'Donnell and Partners, has been trans-
ferred to the company's Johannesburg
offices in South Africa.
Peter Bradshaw and family are
emigrating to the UK. Peter will be leaving
the City Engineer's Department, City of
Salisbury, to take up an appointment with
British Aluminium Co., Twickenham.
Barrie Heptonstall, a member of the
Institution, and a Senior Assistant
Engineer with Salisbury's City Engineer's
Department, and family are also moving
to the UK, after which he anticipates
taking up an appointment on contract
work in the Middle East.
Lynch, Plymouth City Engineer's Depart-
ment, were the guides for the afternoon.
They furnished the visit with answers to
questions about traffic flows over the
times the 1962 figure.
~~o notable engineering achievements,
a VISitto go into Branch records and to be
remembered by all concerned.
Next Meet!ng
The next Branch meeting will be on
October 23rd, 1978 at County Hall, Exeter.
The subject will be insurance claims and
the police role in traffic management.
OBITUARY
Council has learned with much regret of
the death of Mr F.S.A. Pyett of
Hoddesdon, Chilterns Branch (Fellow],
AUGUST/SEPTEMBER 1978
 Smith, L.R. [Civil Engineer Technician Buck-
inghamshire CCI

Election of members Spencer. l. [TeChnician DerbYShire eCI

Members
Barwell, R.l. (Technician/Inspector. Lincolnshire
CC)
Total Mambership 1,870 Neave. B.E. (Technician Engineer - R. Travers Brett, A. (Technician Bury MB)
19th JULY, 1978 Morgan & Partners) Coffey, J.G. (2-I-C Design Team Military Plant
Parker, S.E. (Senior Highways Technician. Officerl
Mersayside CCI Doublesin. R. {Civil Engg. Tech., R. Travers
Randsll. S.J. [Civil Engineering Tech., HertfOld- Morgan and partnersl
FellQws Shire CCl Elphlck. W. G. {Tech Assistant Delyn BCI
Allen, M,O. (Technician Gateshead MBCI Roberts, J. [Higher Traffic Technician West Gahan. R.J. [Trainee Technician, Leicestershire
Appleton. P. {Highway Technician Langbaurgh Midlands CC) CCI
BC) Rose. A. [Engineering Assistant Derby CCI Gray. L.S. (Tech. Asst. (Engg) LB of Camden)
Bapty, W. (Senior,Technician. Bradford MC) Scranage. W.L. iSenior Engg. Assistant. Somer- Grindley, W.J. (Engg. Asst/Techn., Chester CC)
Binns, R. (Technician, South Yorkshire CCI set eCI Gutteridge, A.C. (Engg. Technician. Dacorum
Bleathman, P.R. (Works Unit Technician West Seaman. A.J. (Higher'l eChnician Essex CCI DCI
Sussex CC) Taylor. G.B. ISenior Technician R. Travers Jackson. K. [Staff Sgt .. 62 Cyprus Sp Sqn REI
Bowden, P.G. [Engg. Technician LB of Hackneyl Morgan and partnersl McDermott, S.W. {Transportation Technician
Brawn, J. (Engg. Assistant Waking BCl Taylor. R.D. (Senior Technician, West Yorkshire Cambridgeshire CCI
Broadley. R.A. (Senior Technician West Yorkshire MCCI Perrottet, C. (Civil Engineering Technician Buck-
MCC! Vause, J.D. (Technician Cheshire CCI inghamshire CCI
Brown. G.D. (Assistam Resident Engineer, High. Walker. C.R. (Highways Technician R. Tfavers Spencer, B. (Director Civil Technics (PvtJ Ltd,
land Reg. Council) Morgan and Partnersl Rhodesia)
Brown. G.W. (Laboratory Technician. Cumbria Wickham. 1.0. (Senior Technician DerbYShire CCI Summerell. M.J. (Senior Technician Gloucester-
CCI shire eCI
Clark, T.G. (Engg. Technician N. Tyneside MBCI Wilcock. N.D. {Engg Tech Bolton MaCI
Chamberlain, K.J. (Senior Technician, Traffic Transfer from Member ro Fellow Wilkes. N.W. (Technician Hereford and Worcester
Design. Leicester Ce) Andrews. I.e. [SeniOl Techn;cian Devon eCI CCI
Davies. P.J. (Technician Swansea CCI Berratt, A.G. [Senior Technician Devon CC) Young, R. {Staff Sgt. RSME, Chatham)
Edwards. J.D. (Sen;Ol Technician, Avon Counw Betty. M.J . (Tech nician (Development) So merset
Council) CCI
Gunn. N.J. [Technician Highland Regional Brown. L.A. (Technician LB of Lewishaml TrBnsfer from Student Member to Member
Cou ncil) Campbell. M.1. (Engg. Technician, Gateshead Roberts, P.M. [Engineering Assistant, NW.RCUI
Holdsworth. M.R. {Senior Technician. West MBe. Engg Service Deptl
Yorkshire CCI Edwerds, G.A. (Technician Bucks CCl Assoc,are Members
liaz-Ur.Rehman (Laboratory Technician, Libyan Hay, LT. (Civil Engg Technician, Highland Bentham. G. iContracts Manager. Wimpey
Joint Stock) Regional Council) Asphalt International)
Ireson, Miss M.A. [Engineer [Traffic Engineering) Jubb. E. (Senior Technician West Yorkshire RCUI Dowie. R.P. (Materials Engineers. Bovis Civil
West Midlands CCI lemon. D.G. [Technician Buckingham CCl Engg. Ltdl
Leonard. R.1. (Higher Technician Huntington DCI Matthews, C.J. (Technical Assistant. North
Mathie. J. (Civ. Engg. Technician Strathclyde Wolds BCl
Regional Council) Oaten, P.B. (Technician Avon CCI Students
Maw. K.J."(ehief Materials Engineer. Steelphalt) Partridge. A.J. (Sen Tech Hereford and Lee, J.W. (Highway Technician, South Yorkshire
May, S.W. (Senior Civ. Engineer Technician. Worcestershire CCI CC)
Birmingham DC) . Pugh, A.W. (Assistant Area Surveyor. Clwyd CC) Lucas. M.J. (Highway Technician Sheffield DCl
Moloughney, K.M. (Civil Engineering Technician. Ouinn. T.J. (Civil Engineer Technician Bucking- Tatham, S.1. (Trainee Technician. South Yorkshire
Bucks CC. Engg. Dept) hamshirel ee)

TIE ORDER
To: The Secretary,
The British Code of Advertising

I
THE HIGHWAY AND TRAFFIC
Practice sets out the major cans and can'ts
TECHNICIANS ASSOCIATION
of press, poster, cinema and direct mail
3 Lygon Place. Ebury Street.
advertising.
London, SWl
Its basic requirements are that
all advertisements should be legal, decent, Please supply ........ Association tiers)
honest and truthful. So if after reading it at (1.35 Blue 0
you see one which isn't, send us a clipping Maroon 0
or as many details as you can.
Gfeen 0
You can get the main points of our
Cheque/Postal Order/Money Order for
Code free simply by filling in and posting
L.........enclOSEd and crossed and made
the coupon below. payable to 'The Highwav and Traffic
Technicians Association'.
The Advertising
Standards Authorfty NAME
(BLOCK CAPITALS PLEASE)
, .

ADDRESS .
I- To: The Advertising Standa rds Autho rity Li mite~
we
. I 15/17 Ridgmount Street. London
methe main pointsol your Code, free.
I E 7AW Please send

I Name
I Address
Grade Date .
L ~tCOd:.:..
A company limited by guarantee.
Registered in England No. 1064239. Registered oflice as
above. Price includes VAT

AUGUST ISEPTEMBER 1978 THE JOURNAL OF THE INSTITUTION OF HIGHWAY ENGINEERS 41

 l

Highway Design Staff

Senior Consulting Engineers require senior
Engineer Chartered Engineer with substantial
experience in direct design of a
major highway project. The successful
applicant will be required to
co-ordinate a large deSign team and
will have had proven experience in
this rOle.
Assistant An assistant 'engineer is required to
Engineer be responsible for group activities in
highway design. In the first instance
the person appointed will be required
to develop detai led drainage design
but there will be opportunity to widen
responsibility.
A Graduate or Chartered' Engineer
with at least 3 years' experience in this
work will be suitable.
Technicians Vacancies exist for junior and senior
techicians in all aspects of highway
............. ~...
r1oci,.,n
East The posts will be based at our East
Grinstead Grinstead Office. Salary will be related
Office to experience; benefits include flexible
working hours, Christmas bonus and
20 days holiday per year. Assistance
with removal will be considered in
appropriate cases.
Please apply in writing, giving details of experience, to:-
R. K. A. Allam,
R. TRAVERS MORGAN & PARTNERS,
RTM House, 10-16 Cantelupe Road,
ili
.~ rio"
East Grinstead, Sussex, RH1.93BJ ....
University Of Newcastle upon Tyne
DEPUTY DIRECTOR
TRANSPORT OPERATIONS RESEARCH GROUP
WE'RE PUBLISHING A
NEW LIST OF MEMBERS
FOR 1975fl9
A new edition of the List of Members, covering
1978fl9 will be published this autumn and will
contain the names, grades and addresses of nearly
9,000 Institution members. A new method of compiling
the List will enable it to be updated until nearer the
time that it goes to press, this will obviously add to its
use as a long-term reference work.
The List will include information on the background,
activities and administration of the Institution, together
with details on Branch boundaries and Committees
and Council membership.
CcuncH isgrat that it is necessary to make Ci charge
of £3.00 for the List to offset the large printing,
production and postage bills which a detailed work of
this nature involves.
The list is the only one of its kind produced solely
for highway engineers and it is therefore of unique
value to members of the profession.
If you wish to receive a copy of the new List please
complete the order form below and return it 'to the
Secretary, The Institution of Highway Engineers, 3
Lygon Place, Ebury Street, London, SW1 as soon as
possible to ensure your edition.
"
The print order for the List will be tied closely to
cover only those orders received as the List goes to
press; it is unlikely, therefore, that there will be
sufficient extra copies to cover those members who do
not order the publication in advance.

Applications are invited for the post of Deputy Director of the

Transport Operations Research Group in the Department of Civil
Engineering. The appointment will be offered. initially. as a fixed-term
contract to 31st December 1980.
The Transport Operations Research Group. which is part of the
Division of Transport Engineering, undertakes studies in four main fields:
- Urban Traffic Control I enclose postal order/cheque/money order for £.. ....
- Freight Movemenl made payable to The Institution of Highway
- Public Transport Operations Engineers. Please send me ...... copy(ies) of the list
- Traffic Safety and Environment
The successful applicant should be familiar with current developments
of Members 1978fl9 on publication.
in all these fields but will have particular responsibilities for the last two.
The main duties will include negotiation of grants and contracts. NAME .
management and superviSion of research work in hand and preparation
of reports and publications. A significant contribution to the academic .
work Of the Division will be expected. GRADE .
Applicants should have broad managerial/research experience
backed by a good Honours (or Higher) Degree in a discipline relevant to
Transport. Previous experience of academic research is desirable but
ADDRESS .
knowledge 01 the slructure and operation of the transport industry is
particularly sought; as is skill in communicating ideas in both verbal and
written lorm.
Salary will be at an appropriate point on Grade III (£7074.£8730 per
annum. under review) according to age. experience and qualifications.
Membership of the Universities' Superannuation Scheme will
be required.
DATE 1978
Further particulars about the post, and lhe conditions of service
relating to it, may be obtained from the Registrar, The University,
Newcastle upon Tyne NEI 7RU. The closing date for applications (3
copies) together wilh the names and addresses of three referees, is 15th
A photocopy of this advertisement can be
September ,978. returned to the Institution if you do not wish to
cut your issue of the Journal

42 THE HIGHWAY ENGINEER AUGUST/SEPTEMBER 1978


LElTERS TO THE EDITOR
From Mr Peter Kay
University of Bradford
The Legal Framework
Sir - Mr Woodhouse's reply to my letter
("The Highway Engineer", rv'Iarch, 1978)
is a remarkable attempt to obscure the
issue.
I never suggested that the Rules were
made under the 1959 Highway Act. It
does not in any case matter which Act
they were made under - subordinate
legislation (such as Sl Rules) is ultra vires
if it conflicts with any Act.
Mr Woodhouse's main argument seems
to be that the Highways Inquiry Rules
must be all right merely because other
Rules [for different types of Inquiries)
have been made under the Tribunals and
Inquiries Act 1971, incorporating the same
provisions. There can be no force in this
argument - the Rules may be made
under the same Act, but the different
types of inquiry are all held under
different Acts, so there is no guarantee
that any Rule can satisfactorily be applied
in identical form to all types of Inquiry.
,In his last paragraph Mr Woodhouse
contradicts himself. He says: "It is not
agreed that the [Highway Inquiries) Rules
introduce a restriction which did not
appear before. Prior to the making of the
Rules there were no specific provisions as
to appearance at {Highways Inquiries!.
The 1976 Rules regulate the position."
In other. words, there was a change
from a state where there were no specific
provisions as to appearance, to a state
where there were provisions which
restricted appearance. If that is not
"introducing a restriction which did not
appear before" then language has ceased
to have any meaning.
Yours faithfully,
Peter Kay
Mr Woodhouse replies: In reply to Mr Kay
and also to Mr Sullivan and Mr Pedley,
whose letters were published in the June
issue of the Journal, I would point out
that with reference to the relationship
between the Highways Act 1959 and the
Highways (Inquiries Procedurel Rules
1976 (SI No.72l1 not every objection
under the former places on the Secret-
aries of State an obligation to hold a local
inquiry. Apart from objections from the
various statutory bodies, only objections
from "any other person appearing to him
to be affected" (paragraphs 5 and 9 in
Schedule 1 to the 1959 Act) can give rise
to this obligation. The Procedure Rules
reflect th is. I do not accept the sta tement
that there is no authority in the 1959 Act
(so far as this is relevant) for the
provisions in the Procedure Act.
In practice a road scheme will involve a
compulsory purchase order in all but the
most trivial cases. In most, if not all cases
involving action under the Town and
Country Planning !Inquiries Procedure)
Rules 1974 where the status of "section
29 parties" is relevant, there will be no
AUGUST ISEPTEMBER 1978
question of compulsory purchase action.
Therefore I do not agree with the
argument that road scheme cases are in
no sense analogous to CPO cases. There
is an analogy. Indeed, in many cases, the
proceedings on the scheme or order
under the Highways Act 1959 and the
CPO are taken concurrently.
The practical way in which Mr Sulli-
van's concerns are dealt with is indicated
in paragraphs 44 and 45 of the Report of
the Review of Highway Inquiry Pro-
cedures (Cmd 71331 presented to Parlia-
ment by the Secretaries of State for
Transport and the Environment. These
paragraphs read as follows:
"44. The Government believes that no-
one having a legitimate and material point
to raise at the inquiry should be denied a
hearing. But some discretion must be left
to the Inspector to refuse to hear any
person who merely wishes to reiterate at
length arguments already put by others or
to raise points irrelevant to the proposal
before the inquiry. If an unrestricted right
to be heard were conceded then any
organisation implacably opposed to
motorway or trunk road building of any
kind could invite every one of its members
to object and demand the right to be
heard on substantially the same point.
The procedure rules reflect this and give
only certain classes of objectors
broadly statutory bodies and individuals
who are closely affected by the scheme
- an express right to appear at an
inquiry. But in practice Inspectors make
no distinction between statutory and non-
statutory objectors in this respect.
"45. The rights of objectors have,
however, been the subject of controversy.
To put the question beyond doubt the
Government will publish its guidance to
Inspectors about the importance
affording a hearing to anyone wanting to
appear at the inquiry who has something
relevant to say which is not merely
repetitious or obstructive. This advice will
also be included in the written material
sent to objectors. But the Government
considers that, in the last resort, the
Inspector must retain power to refuse to
hear anyone who has no real standing in
the matter and is simply intent on
delaying or disrupting the proceedings.
Inspectors will receive the full support of
the Government in this respect."
From; Mr R.J. Bridle (Fellow)
Chief Highway Engineer
Department of Transport
Driver Training
Sir - I intended to generate correspon-
dence 1n the Journal about driver training
and safety and I have certainly done so.
The Institution's Transportation Board are
taking up safety as a particular theme and
the correspondence will be of interest to
them.
However, I did hope that all the letters
would be rational. What the Board will
make of Mr Leeming's response ("The
Highway Engineer", May, 19781 1 cannot
imaginel Obviously I do not deserve the
eminence he assigns me because I cannot
make sense of the assertions he makes. If
I had not started the correspondence I
would not bother to reply so this is my
final shot, and I am content for Mr
THE JOURNAL
Leeming, if he wishes, to have the last
word - rational or not.
If I understand the generality of his
case he professes to be convinced that
any fall in road accidents is due to road
improvements and any rise due to well-
intentioned but counter-productive
legislation. I doubt whether readers will be
persuaded by such an irrational proposi-
tion but I also doubt that any argument
will persuade Mr Leeming to recant.
Although I suppose he sees me as the
heretic.
I shall therefore only say that my
synopsis of the work of Shaw and Sichel
was as balanced as any precis can be and
that African bus drivers are human. So far
as drinking and driving is concerned I
merely refer readers to the Slemmer-
hassett Report findings that:
(al the' Road Safety' Act saved 1000
lives in the first year and 4000 lives
in later years;
(bl the fall in casualties was largely
accounted for by a fall of one third
in accidents between 10pm and
4am;
(cl the proportion of drivers killed in
accidents who were over the legal
limit fell from 25 per cent before the
Act to 15 per cent afterwards.
Would Mr Leeming believe it reason-
able to attribute these effects to the
opening of the Severn Bridge?
Now the causation of road accidents is
a complex matter and so correspondingly
is the evaluation of the effects of accident
prevention measures. Mr Wilson's
questions ("The Highway Engineer" May
1978) are therefore relevant as are his
suggestions for research and I hope that
TRRL will enter the correspondence to
identify the main difficulties in research,
and their proposals for work in the field. I
of
hope that correspondence will then con-
cern itself with contributing to under-
standing by questions about results
quoted, additional rational interpretations
which may be placed on results, and
suggestions for additional work or policies
based on existing knowledge.
I also hope that interested readers may
like to send the original Paper ("The
Highway Engineer", December, 1977) and
the resulting correspondence to those
with related interests beyond our
immediate field, those engaged in psycho-
logical and sociological studies, the
police, driving schools and the like so that
the journal may bear the views of a sub.
stantial cross-section of learned and
practically experienced interests. The
Institution can then generate some
serious discussion of casualty trends and
space in the Journal will not be wasted.
Yours faithfully,
R.J. Bridle
From; Mr E. Thwaites (Fellow)
Honorary Secretary of the
Institution, 1932.34
City Centres
Sir - It is a long time ago since I read in
volume 1, number 1 of the highway
engineers' journal that, with two other
Londoners, I had attended the second
OF THE INSTITUTION OF HIGHWAY ENGINEERS 43
 quarterly meeting of the Institution. Still
reading the Journal I was delighted to see
Mr Mcilroy putting the case, unpopular as
it is, correctly and fairly in "One Man's
View". ("The Highway Engineer",
February, 19781.
The rise in living standards in the last
200 years has come from the increased
ability to move one's self and goods
quickly and freely from one place to
another for only this has enabled the
many inventions and increased scientific
knowledge to be used.
The toll road network of MacAdam and
Telford, reinforced by canals, gave us a
sta rt but from then on t he vested interest
of rural landlords and later the railways,
assisted by most people's dislike of
change, rapidly prevented effective use of
the roads.
The first steam horses preceded the
railways and were soon stopped by the
red flag law and takeovers of weak
companies by the railways caused both
networks to be destroyed by 1900.
The fO!".A!E!rd-!ookina I.ihp.ral govern.
ment of 1906 with a political outlook
believing in change and new methods for
the good of the people saw the necessity
of repairing the damage and created the
Road Fund and undertook that the fuel
tax and motor licences should only be
used for improving our roads. They were
well served by their first Chief Engineer,
Colonel Crompton, our first President,
whose vision and plans were checked in
the early 1930s. The North Orbital Road
around London has still to be built.
The propaganda against roads had
effect when the Road Fund was first
raided in 1926 by a Conservative Chancel-
lor breaking the original government
pledge. When conducting a raid the
following year he said he was not going
to allow road transport to threaten the
railway monopoly created by the 1923
Act. The first Road and Rail Traffic Act,
1930 was sold to the public as a safety act
but in fact it was an Act to protect
railways against competition. The propa-
ganda has continued, except during the
war, and to a greater degree since public
services have been nationalised. The
railways are even allowed to use television
advertising.
Both the railways and public road
services are far too big to be efficient and
there is little doubt that the misuse of the
original act and its successors has con-
tributed to the fall in the country's earning
capacity to no small extent and must be
repealed .
The need to restore to the individual
the right to move himself and his goods
freely and to provide services to others to
do both is absolute. These must exist in
the city centres with adequate parking
rights at viable costs or free on sites.
It is unfortunate that highway engineer-
ing is treated as a rather minor part of civil
engineering and I am amazed at the few
engineers who know much of Leeming's
work on accidents and the changes in the
law which are required .
It is unfortunate that few planners have
never had to sell the estates they plan
and, like architects, are governed by
fashion. Both tend to an academic rather
than a realistic approach.
The results in London make the mind
44 THE HIGHWAY ENGINEER
boggle. They have succeeded in creating
a massive housing shortage, while reduc-
ing the population by 40 per cent since
1939 when there were enough homes,
and more and more restrictive movement.
Politicians are usually not experts and
so are in the power of the chief officers.
While I know it is difficult, since the
majority of highway engineers are civil or
municipal servants or are employed by
contractors, there is no doubt far more
highway engineers should be in politics if
only as members of local associations
briefing the elected representatives on the
need for unrestricted movement and
roads.
Yours faithfully,
E. Thwaites
From Mr D. Stewart (Memberl
Principal Engineer
Traffic Management and Road Safety
Grampian RC
Transition Curves. Is There A Cure?
Sir - 'Obviously the engineer can
produce a much safer alignment by intro-
ducing transition curves .. .' repeats Mr
Lofthouse (Letters to the Editor, "The
Highway Engineer", June, 1978), But now
he also reveals the evidence which I
requested; "Novum Organum" by Francis
Bacon, 1620. Presumably the difficulty of
metricating cubits explains Mr Loft-
house's reluctance to provide similar
justification for his adoption of a 1m shift.
It is unfortunate that archive research
appears to have left Mr Lofthouse
insufficient time to assimilate "The Case
of the Left-Hand Bend" ("The Highway
Engineer, June, 1977). Had he done so he
would have found that drivers diverge
from the line of a bend not simply
"because they were unable to follow the
design alignment ... " The reasons are
more complex. Divergence seems to be
applied primarily to minimise sideways
force, irrespective of whether the align-
ment is circular, transitional or compound,
but I also speculated that it improves
PRTC's Autumn series of mid-career training courses
transportation and highway engineers will be held as follows:-
Administration of Engineering Contracts
• Planning Inquiries
Highway Maintenance
• An Operational Approach to Traffic Management
Transportation Planning Practice
Advanced Road Design COBA
Traffic Modelling for Highway Engineers
'The Application of Research to Public Transport
• New Course
A leaflet giving details of these courses is available from Jean
Ettridge or Louise Richards, PTRC Education and Research Services
Limited, 109 Bedford Chambers, King Street, London WC2.
Telephone: 01-8362208.
perception of the bend. The divergence
necessitated solely by the absence of a
transitional entry is so small that it can be
accommodated within a minimal carriage-
way widening, or ignored.
Debate such as this between protagon-
ists of va rious tra nsition theories has
extended over at least 40 years (Sir
Francis exceptedJ. Clearly many of us
consider the topic important. Is it not
,
I
about time, then, that the Department of
"
Transport itself carried out some research
to establish which transition curves, if
any, are necessary? Some authoritative
and rational guidance i~ long overdue.
Yours faithfully,
O. Stewart
Mr Lofthouse replies:
Mr Stewart chooses to be flippant about
the source of a quotation rather than to
accept his own evidence in support of
spiral transition curves on bends.
Divergence on the approach to a
I '
cir<::ul<!r henn enables drivers to reduce 1
the rate of gain of sideways force by
converging onto the circular bend along a
transitional path. However any divergence
or convergence which encroaches on the
minimum safe clearance from' the edge or
centre line of the carriageway is danger-
ous. The Department of Transport
Manual on Driving states that drivers
should keep well to the left, slowing down
as necessary, on both left-hand and
right-hand bends. On a bend having spiral
transition curves with one metre of shift
drivers of cars, coaches and heavy goods
vehicles are encouraged to;- /'
(a) keep left even when travelling at the
maximum design speed of the bend as
the rate of gain of sideways force on their
vehicles, passengers and loads is reason-
able for comfort and stability, being
directly proportional to the rate of gain of
centripetal acceleration 10.65m/s' at the
maximum design speed of the bend);
Ibl slow down as necessary by avoiding
any deception in their perception of the
severity of the bend.
This correspondence is now closed.
AUTUMN COURSES 1978:
2 OCTOBER - 15 NOVEMBER
for
2-4 October
9-11 October
17-20October
23.27 October
30 October-2 November
6-7 November
8-10 November
13-15 November
AUGUST ISEPTEMBER 1978
 . , .,........e1 ~

ACTIONS SPEAK
LOUDER THAN WORDS
Gleeson's, one of the largest civil Whether it be the construction of a
engineering contractors in this country, are motorway, dam or reservoir you can relv on
now actively engaged in the construction of Gleeson's expertise, workmanship and
I a section of the M25 orbital motorway rellabHity.
between Westerham and Sundridge Client:
~ (Sevenoaks) Kent. Illustrated is some of the Department of Transport, South Eastern Road
heavy plant being used on this project. Construction Unit

GLEESO~
Gleeson Civil Engineering Limited
(Managing Director: B. Pattenden, B.Sc., F.I.C.E., F.I.W.E.S.1
'" membet' 01 the GllIIISOn Group 01 Companies

Haredon House, London Road, North Cheam, Surrey. Tel: 01-3376688

 l

lrallWazen
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',I

Gunnersbury House, 626 Chiswick High Road, London W4 5RZ.

Telephone: 01-9951400.

. Printed by Sparta Press (Blackfen) Ltd., Blackfen Road, Sidcup, Kent.