^ THE INSTITUTION V OF HIGHWAYS AND TRANSPORTATION

40 YEARS IN ith the advent of the Single The Government attaches very European Market in 1992, the high priority to road safety, and in WInstitution's members will be particular a reduction in road faced with some of their greatest casualties by one-third by the year challenges and opportunities, over 2000. With local authorities and the next few years. The Single police forces, we are tackling the Market will mean little however, problem on 3 fronts: engineering, without the free movement of people education and enforcement. The and goods. Therefore, the Scottish Office and all Regional Institution's members will be in the Councils have their own dedicated forefront of the developments taking Accident and Investigation and place. I am confident that they will Prevention Units. Education and respond to the challenge with the publicity are used to teach and raise customary enthusiasm and aptitude the awareness of everyone, from the which has been a hallmark of the youngest child to the elderly, of the Institution's first 40 years in importance of road safety. New Scotland. legislation will provide better road FOREWORD behaviour through new offences and The Government also has a major procedures to assist detection and role to play and we have taken the prosecution of offenders. lead in pressing for the maximum deregulation in the transport field. A serious and growing problem Much has been achieved to allow in all of Scotland's major towns and greater freedom to provide services cities is urban congestion. While new JAMES DOUGLAS-HAMILTON, MP to, from and between EC member road construction will help, the Minister for Roads and Transport The Scottish Office states. Government recognises the potential October 1993 As detailed in the policy of public transport systems document "Roads, Traffic and Safety including light rapid transit, buses 1992", our priorities remain and rail. Each form of transport has a Scotland's key trade routes, in role in contributing to a safer and particular, the upgrading of the A74 more efficient transport system and the Central Scotland motorway which respects the environment. network. Following our 1987 A very substantial rail investment manifesto commitment, work on the programme has already been A74 has progressed at the fastest rate undertaken during the lifetime of ever for any motorway project in this Government and the further Britain. Substantial improvement has investment planned by BR will also been made to the Central directly improve links to the south, Scotland motorway network with and enable advantage to be taken of the completion of the M80 the new competitive dimension Bypass last summer and the which will be added by the opening openings of the M74 Extension to of the Channel Tunnel. Cambuslang and M8 St James I welcome the Institution's Interchange, during 1993. The contribution to the past reconstruction of the A9 from Perth improvements which have been to Dornoch has opened up the made, and look forward with you to Highlands and the dualling of the the many exciting transport Perth-Dundee-Aberdeen road has developments ahead. helped sustain the economy of the North East.

t is a great pleasure to have this The local roads authorities, in opportunity to publicly partnership with the Scottish Office, Icongratulate the Institution's are committed to further developing Scottish Branches and members on and improving their road and their achievements of the last forty transportation networks so that the years, which have resulted in major vital long distance commercial and improvements to the nation's industrial traffic which is essential transport infrastructure. The people for Scotland's future prosperity in of Scotland expect, and deserve, the Europe after 1992, will be safely and best transportation systems. This efficiently distributed to their means modern strategic networks various urban and rural destinations. which are designed to have the least The Institution has the talent and the possible environmental impact, the skills necessary to achieve these aims greatest possible safety specifications and we all look forward with you to and which result in quick and the challenges and successes of the comfortable journeys. next decade.

MALCOLM WAUGH Chairman of The Highways and Transportation Committee of COSLA. The two new branches were established with a membership of 500 in the south and 85 in the north representing over a 15 fold increase in the 19 years since the Scottish Branch was inaugurated. The Institution became the Institution of Highways and Transportation in 1984 recognising the wider areas of interest and influence of its membership. Currently membership of the two Scottish Branches is over 900. The Institution has played an influential role in developing and

THE INSTITUTION OF HIGHWAYS AND TRANSPORTATION

he Institution of Highway promoting the understanding of the Engineers was founded in 1930 issues affecting Highways and Tas a learned society and seeks to Transportation both in the UK and bring together all those engaged in abroad. highways and transportation An international perspective is whatever their discipline. provided through active connections The stated objectives of the with practitioners abroad. In Institution are: particular: • to provide a forum for the exchange of technical information • China and views; • Hong Kong • to produce relevant and practical • Indonesia publications; • Malaysia • to provide specialist advice to government and other public The Institution is the leader in the bodies; presentation and organisation of • to encourage education and national/regional conferences and training for today's requirements; local branch meetings on all aspects and of highways and transportation - and • to make roads safer for the in doing so provides everyone travelling public. connected with the industry with a means of keeping abreast of current In 1951, the Scottish Branch of the development through papers, Institution was formed with a discussions and site visits and the membership of 37 at a time when opportunity to learn and air their total Institution membership stood at own views. 925. The success of the Scottish Much work is done on responses Branch resulted in the establishment to Government, Parliamentary in 1970 of the Central and Southern Committees and other national Scotland Branch and the North of bodies on major policy issues. Scotland Branch in recognition of the Members with specialisms who wish need to provide a service closer to to take part in this work are invited the membership. to do so.

Throughout the life of the Institution, Scottish members have had an active input to a wide range of initiatives including:

• Accident Reduction and Prevention Guidelines • Providing for People with a Mobility Handicap Guidelines • Pedestrianisation Guidelines • Guidelines for Traffic Impact Analysis • Responses to Government • Scottish Roads Heritage Project ny examination of transport The two rebellions of 1715 and infrastructure in Scotland must 1745 prompted the next major Astart with the reality of change. In order to impose their law Scotland's topography. It is a and order on the rebellious Scots, mountainous country with many sea the Hanoverians commissioned loch inlets. It also has a fairly General Wade to construct a series inhospitable climate which, together of military roads. These had the with the warlike nature of the same purpose as those built by the natives, deterred the Romans from Romans - to allow the speedy penetrating far beyond the Central movement of troops to quell any belt. Scotland was thus denied the uprising in the country. Wade high standard roads which the carried out his task speedily and Romans had built to connect many efficiently and many of the roads major cities and towns of Europe. and bridges which he built still stand today. In 1801 Thomas Telford returned HISTORICAL BACKGROUND to his native Scotland on a government commission to report on public works required. Over the It remained a series of relatively next 21 years, he produced a i tnkl'- IM^^L^' --MORAY isolated communities for at least prodigious amount of construction: another 1,000 years. the Caledonian Canal, 1,000 miles of M As trade in cattle and later sheep, roads, 1,200 bridges, 43 harbours as developed the demand for well as many buildings. infrastructure rose. At first it was Before his arrival most roads simple drove roads over which were only passable on horseback or herdsmen from remote areas drove on foot. The mail service, such as it their livestock to reach markets in was, consisted of a series of the south. The drove roads were footrunners in many places. When unsurfaced, undrained pieces of Telford died in 1834 most towns and land over which vast herds of cattle, cities in Scotland had roads up to 3,000 at a time, walked. connecting them capable of taking Because the herdsmen wished to coach traffic. get their cattle to market with the His construction of the Mid Scotland, 18th century Drove Roads least loss of weight and in the best Caledonian Canal during the period possible condition, they gradually 1803-1822 made trade in bulky found the easiest routes. These goods between the east and west tended to follow river valleys, coasts of Scotland much easier. Prior coastal plains and avoided the high to Telford's work all shipping had exposed hilltops and steep climbs. had to pass through the treacherous These location factors are still the Pentland Firth. most important in the choice of route for road or railways even today.

WAOt b BKUJGE,Aberfeldy,built inl733

TELFORD BRIDGE, Craigellachie built 1815, THE CALEDONIAN CANAL at Fort Augustus 1803 -1822. Designed by T. Telford. one of his 1200 bridges in Scotland

1 ollowing Telford's example, further canals were built Fparticularly in the to serve the emerging industrial revolution. Good examples are the and the Union Canal. By the middle of the 19th century the development of the railway systems and their spread northwards reached Scotland. Because of the large coal reserves in the Central belt of Scotland, the railway companies vied with each other to gain access to the coalfields. The combination of a source of power, coal, and a means of transport, railways, encouraged major industrial developments in Scotland particularly in iron and steel and later in shipbuilding. Just as the advent of the railway sounded the death knell for the canal system, so the new development of the internal combustion engine led to a gradual decline in the fortunes of the railways. The rise in the numbers and usage of private cars, lorries

and buses has almost exactly • FORTH RAIL BRIDGE, opened by HRH Prince of Wales in 1890, designed by John Fowler & Benjamin matched the decline in the use made Baker, built by consortium led by W. Arrol of . of railways by passengers and goods. It was into the scenario of increasing vehicle ownership and usage that the Institution was formed in 1930. Its name at that time reflected its principal purpose, the Institution of Highway Engineers. However, in addition to highway construction, members worked on the development of ports and harbours and, particularly in the early war years, on airfield construction.

• GLENFINNAN VlAUUCi. IV. Highhmd Line built by McAlpineand Sons. 11 arch horseshoe viaduct. Masonry clad concrete (circa 1901). n common with the rest of Europe, and these were reinforced by the road is the dominant transport Suez Crisis in 1956. This served to Imode in Scotland, accounting for dampen demand until the end of the over 90 per cent of all passenger decade. 1953 was significant for transport. The large majority of being the year in which the passenger travel today is by private Government announced a road car. The relentless increase in the programme which included the first ownership and usage of the private sections of motorway to be car over the last forty years and the constructed in the United Kingdom. continuing efforts to accommodate However it was not until 1964 that the consequential demand for road the first motorway opened in space has transformed the country's Scotland - a short section with road infrastructure. emergency laybys rather than a In 1953 war time restrictions on continuous hard shoulder, forming private motoring were still operative part of the north approaches to the Forth Road Bridge. ROADS Since then some 340 km of motorway has opened, primarily in Central Scotland. Major investment has also been made in upgrading the remainder of the trunk and principal road network. There now exists a substantial mileage of dual carriageway roads constructed to near motorway standard. The A9 trunk road has been completely rebuilt between Perth and Dornoch. Many of the single track roads in the Highlands have also been rebuilt to two lane standard. This investment has been complimented by roads constructed as part of the Crofter County Scheme, giving good road access for the first time to many isolated Highland communities. This improved accessibility now makes possible return journeys in a day which would have been unthinkable forty years ago. The resultant savings in transportation costs are substantial and have been a significant factor in the development of industry and the economy in Scotland.

4 particular feature of the 1980's The advent of the computer age was the high priority given to a has enabled transport planners to Aprogramme of bypasses and undertake ever more detailed and other schemes designed to overcome complex analyses. This has itself unsatisfactory features of a localised become more important as solutions nature. These benefitted through- are sought to redress the increasing traffic by reducing delay; local traffic imbalance between demand for and by easing congestion; the provision of road space. This is most environment by reducing noise; obvious in the traffic congestion now vibration and fumes and safety by endemic in many of our towns and reducing road user conflicts. cities but is also becoming more Latterly the emphasis has moved apparent on some of the busier trunk towards completing the Scottish roads. motorway network. A high priority Many attempts have been made is being given to completing the over the years to redress this upgrading of the A74 trunk road to imbalance but with only limited motorway standard. This project is success. Measures such as better currently being progressed at an traffic management often appear to unprecedented pace. Other schemes be treating the symptoms of the currently being prepared will problem rather than effecting a cure. complete the MS motorway between Coincident with the rise in the Edinburgh and Glasgow and the number and use of road vehicles has M80 motorway between Glasgow been an increasing concern regarding and . the adverse environmental effects, particularly in respect of new road construction. In recognition of this concern, the designers of new projects now give much greater attention to mitigating the environmental impact of roads on the surrounding landscape and communities.

From the start of the road investment programme there evolved a requirement for a more robust approach to the transportation planning process. 1963 saw the publication of the landmark 'Traffic in Towns' report by Colin Buchanan. This established the need for comprehensive movement studies involving land use analysis. One of the first land use/transport studies subsequently undertaken was in Glasgow in 1964. It has formed the blueprint for investment in transportation infrastructure in the city over the succeeding thirty years.

lthough some line closures had introduction of liner trains and the already taken place by the early development of trunk passenger A 1950's, the Scottish railway services. Investment continued with system would still have been further extensions to the electrified recognisable to our Victorian Glasgow Suburban network in 1967 forefathers. Steam was the whilst 1974 saw the completion of predominant form of motive power, electrification of the West Coast stopping passenger services still Main Line to London (Euston). served many remote rural Travel on the East Coast Main communities, whilst full and part Line from Edinburgh to London wagon loads formed the main stay of (Kings Cross) was revolutionised in the freight services. Despite this, the 1978 by the introduction of the 125 newly nationalised British Railways mph high speed diesel trains. In turn managed to record a profit. these gave way on completion of electrification of the east coast route in 1991 to trains hauled by Class 91 RAILWAYS locomotives capable of 140 mph. On internal Scottish services, Gradual easing of wartime operations have been transformed restrictions and improvements to the by the introduction of 'Sprinter' national road system resulted in an diesel multiple units allowing increase in personal mobility by car expensive locomotive hauled trains and competition from the road to be dispensed with. The economics haulage industry. The 1956 of the West Highland lines and the Modernisation Programme which routes north of Inverness were invested huge sums of money into further improved by the updating every aspect of the railway introduction of radio signalling. from traction to freight yards was In contrast to the recent not enough to halt the ebb of traffic renaissance in passenger demand, away from the railways. However, freight services have seen an almost in Scotland one of the successes of continuous decline caused largely by the plan was the introduction of the demise of heavy industry in electric suburban services in Scotland. The closure of Hunterston Glasgow in 1960. and Ravenscraig are but the latest in a long list of closures which have Lord Beeching attempted to removed the demand for rail freight refocus the operation of the railway services. There is now only one onto its core activities. Whilst his freight liner terminal in Scotland, at name will also be associated with the Coatbridge. elimination of uneconomic branch lines, less credit is given to the The opening of the Channel Tunnel in 1994 will give a welcome boost to both passenger and freight services from Scotland as it will allow the railways to perform what they do best: moving large numbers of passengers or a large quantity of goods over large distances. Daily passenger services are envisaged from Edinburgh (day time) and Glasgow (over night) to both Paris and Brussels. A daily freight train is also planned from the proposed EuroFreight terminal at Mossend giving direct connections to the European freight network. However much uncertainty currently surrounds the railways given the government's proposals for splitting infrastructure from operations and franchising or selling off the latter. It is to be hoped these controversial proposals deliver the promised benefits particularly in terms of a more even handed approach to capital investment compared with the road network. This is essential if the railways are to continue to provide a service that meets the needs and aspirations of Scotland. provide the capital necessary to construct adjustable shore ramps. Subsequently many piers were and still are being upgraded to permit end loading of ferries thereby permitting full scale roll-on, roll-off operation. The decision to convert to modern drive-through operation was designed to assist both social considerations and the alleviation of the financial burden of maintaining the network. Faster turn-rounds coupled with concentration as far as

FERRIES

erry services throughout possible on short sea routes has both Scotland have been reduced costs and improved the Frevolutionised over the last forty frequency of service. Islanders have years by the introduction of roll-on, gained increased mobility whilst roll-off facilities. Coincident with increased tourism has benefitted the this transformation has been the island economies. virtual demise of the traditional small cargo boat, once a familiar sight on the west coast, together with the once ubiquitous passenger ferry. They have been replaced by multi purpose vessels capable of carrying passengers and a mix of cars, coaches and lorries. Originally the replacement ferries were equipped with hoists for loading vehicles. This was due to the piers used being in diverse ownership often belonging to small private companies or local councils either unwilling or unable to

AIR TRAVEL

Renfrew where a new terminal building was opened in November 1954, with a new terminal at Edinburgh opening in 1956. The subsequent gradual relaxation of restrictions surrounding air transport and the increased ability of the ordinary citizen to travel further afield for leisure purposes has led to a virtually uninterrupted growth in demand. The range of destinations and services now available to the Scottish most dramatic changes have taken traveller would be virtually place. Overcrowding at Renfrew led f all forms of transport, travel unimaginable even five years ago. to the decision to develop by air has arguably changed the To accommodate this demand has neighbouring Abbotsinch as the Omost in the last 40 years. In 1953 required a continuous programme of city's Airport. The new facilities were air transport was still subject to the upgrading Scotland's airports. New opened in 1966 but some twenty post war stranglehold imposed by terminals have been constructed at years later were themselves suffering the state. Most flights were operated Inverness and Aberdeen. A new from lack of capacity. A major by the nationalised British European runway and terminal building were upgrading programme is underway Airways, then only seven years old. opened at Edinburgh in 1975/6. which will enable the airport to cater Glasgow's airport was still at However it is at Glasgow that the for the demands of the next century. These types of measures are now Members of the Institution have starting to revive the fortunes of the been in the forefront of the bus in our urban areas. implementation in these schemes. The move towards quaHty in our The objective, apparent in town and city centres is nowhere pedestrianisation, of giving our more prevalent than in the quality of towns back to the people is now pedestrianisation schemes that have being carried through in a wide been implemented throughout range of proposals including: Scotland. Such schemes have been • Provision for cyclists made possible by moving high • Traffic management measures volumes of road traffic from urban • Residents parking zones areas by the provision of town These types of measures are all bypasses. Features of these designed to increase the quality of pedestrianisation schemes which life in urban areas through reducing the impact of the private car and increasing road safety. PUBLIC TRANSPORT In 1990, in Scotland a total of 27,224 people were killed or injured contribute to a high standard of as a result of road traffic accidents of environment include: which 6218 were pedestrians. The • Hard and soft landscaping government's objective is to reduce • Access for those with mobility road casualties by one third by the handicaps year 2000 and the types of measures • Street lighting now being implemented within • Tourist signing urban areas will contribute • Use of appropriate materials significantly to achieving this target. • Statues and street furniture

or the past 40 years the private car has had an increasingly Fdominant role in our towns and cities. The growth of new road construction and car parking provision has resulted in serious environmental impact in spite of every effort having been made to reduce adverse effects. There is now an increasing view that an alternative approach should be taken to the planning of our town and city centres. The most flexible alternative to the private car; the bus, has suffered a long term decline in patronage which almost mirror images the growth in the private car. In spite of policies being pursued by Local Authorities to support buses, the reduction in patronage continued. The enactment of the 1985 Transport Act combined with privatisation of the Scottish Bus Group has brought about increasing competition on urban routes providing a wider choice for the passenger. This has been complemented by proposals to improve the quality of bus services including:

• Improved passenger information • Improved access for those with mobility handicaps • Improved passenger comfort on buses • Guided buses • Real time information systems • Bus priority lanes • Area wide traffic control with bus priority • Park and Ride.

10 TRAFFIC CALMING ROAD PRICING Speed is now recognised as a Whilst we can make more major contributor to the occurrence efficient use of available roadspace, of accidents in Urban areas and a there are areas where demand new approach to the combination of already exceeds capacity and as road safety and environmental demand for travel continues to grow, improvement, particularly in congestion in these areas will become residential areas, is being introduced worse. The rationing of roadspace by following successful practice on the congestion represents an inefficient continent. 'Traffic Calming' is the use use of scarce resources and it seems of geometric road features, such as inevitable that a more deliberate humps and chicanes, to reduce traffic mechanism will be adopted in the speeds and provide opportunities for future. The direct payment for planting and other environmental roadspace is not new; toll roads and improvements. bridges are commonplace throughout the world and some cities already operate toll rings. DEVELOPMENTS IN TRANSPORT There are many technical and political difficulties to be overcome but as Road Pricing is now on the agenda in both Edinburgh and Glasgow, Members of the Institution will play their part in ensuring that informed political choices can be made.

Segregated Transport System. The iinproveiiient of the pedestrian environment tlirough traffic calming and pedestrianisation will become a more common feature of our townscapes.

ajor changes in transport policy As the practice of Traffic Calming and infrastructure can take becomes better understood and Mmany years to implement and accepted its use is likely to become Members of the Institution are more widespread in our towns and actively involved in the evolution of cities. transport systems to meet society's changing needs. The emergence of NETWORK MANAGEMENT the motor vehicle as the dominant An increasing awareness of the form of land-based transport has led environmental impact of road-based to a previously undreamt-of degree transport places limits on the of personal mobility and freedom of amount of roadspace available both choice for many people, but this has in urban and rural locations. It is not been achieved without social and becoming an increasing requirement environmental cost and transport to make the most efficient use of the planners are constantly re-evaluating available roadspace and Members of the costs and benefits of policy the Institution are actively involved changes in the light of changing in promoting the use of new public attitudes. technology which allows road users to make informed choices regarding ACCIDENT INVESTIGATION AND their route based on "Real Time" PREVENTION information about road conditions The promotion of Road Safety has ahead. A National Strategy is being always been recognised as developed which will be comprising the three 'E's; Education, implemented and updated as Engineering and Enforcement. technology develops. Engineers and transport planners The rationing of our roadspace will become more will continue to play their part in the widespread. constant quest to reduce death and injury on the road. As the profession strives to meet the target set by government to reduce accidents by one third by the end of the century, even stronger emphasis is being placed on achieving the right balance between mobility and safety. The Institution's Guidelines on the Safety Audit of Highways have become the standard for assessing the accident potential of new road schemes. "The use of route planning is already at an advanced stage of development." INTEGRATED TRANSPORT The relationship between land- use and transport planning has long hether or not Road Pricing been recognised, but policies in our becomes a reaUty in our major urban areas will increasingly have to Wurban areas, there will always reflect a recognition of the be a requirement to provide an complimentary roles of Public and efficient Public Transport system Private transport modes and the capable of catering for the large interrelationship between them. percentage of the population who do Proposals for Light Rail and not own a car. Increasingly this Express Busway systems have system will also have to form an already been formulated in many attractive alternative to car use, towns and cities along the lines of capable of conveying large volumes successful systems on the continent of travellers in speed and comfort. and we may soon see them on the streets of Glasgow and Edinburgh.

THE FUTURE

THE FUTURE If we consider the preservation of our environment to be paramount then we must adjust the way in which we think about travel. Modern travel modes are major consumers of energy and resources and are the principal source of greenhouse gases. If we are to continue to travel widely then the focus of transport planning will inevitably become Energy Efficiency. It is possible to foresee high speed electric rail travel replacing energy- inefficient short haul flights, with the 'Eurostar Express' calling at Glasgow, Edinburgh and all stations More attractive Public Transport will be an essential component of Integrated Transport Policies. to Madrid. High Occupancy Public Transport vehicles will carry the workforce to work where they will have access to a 'pool' of Battery- driven cars for short trips within the city, capable of being recharged in minutes at a network of 'Power' Stations. Indeed, as travel is perceived as being more and more costly both in economic and environmental terms, we may start to plan more energy-efficient settlements where the need to travel is reduced and where walking and cycling become the dominant modes.

Looking beyond the horizon is Megaliners for Megacarriers always difficult, but many of the choices we make now will have a direct effect on the quality of life of generations to come. The need to plan for the future is an immense challenge which Members of the Institution will continue to undertake with all the practical skills, experience and vision at their disposal.

Eurostar Express terminal in Scotland!

12 ADMISSION REQUIREMENTS JOURNAL AND PUBLICATIONS The monthly journal 'Highways and Fellow (FIHT) Transportation' is well known for its • Minimum 35 years of age, an practical and education value to all acceptable degree in a subject sectors and levels of the profession appropriate to IHT activities or an and industry. appropriate chartered or The Institution has published professional qualification and 4 Guidelines which are working years senior independent documents for the practitioner on the responsibility following subjects: • OR 40 years of age and at least 10 years experience in highways and • Accident Reduction and transportation and 4 years in a Prevention senior position of independent • Lorry Management Schemes responsibility. • Providing for the Cyclist • Traffic Conflict Techniques THE INSTITUTION OF HIGHWAYS AND TRANSPORTATION • Providing for People with a Mobility Handicap MEMBERSHIP MEMBER (MIHT) • Roads and Traffic in Urban Areas • Minimum 24 years of age, (published HMSO) oday there are over 10,600 acceptable degree or professional • Pedestrianisation members in the UK and from qualification and 2 years experience • Accident Reduction and Tmore than 90 countries overseas. in a relevant field. Prevention International The Institution is a focus for: • OR 32 years of age and a registered Guidelines Incorporated Engineer, 8 years • The Safety Audit of Highways • Engineers experience in the field. • Urban Safety Management • Transportation Specialists • OR 35 years of age, holding an • Contractors approved qualification and have 10 The Volvo Traffic Safety Award • Suppliers years experience. was presented to the Institution for • Geologists • OR 35 years of age, be in the its publication "International • Transportation Planners opinion of the Council qualified by Guidelines on Accident Reduction • Landscape Architects virtue of partial experience or and Prevention." • Economists executive position and contribution • Architects to highways and/or transportation. • Chemists • Academics ASSOCIATE MEMBER (AMIHT) • Solicitors • Minimum 21 years of age • Other Professionals approved degree or other academic who work wholly or partly in the qualification, be working in fields of highways and highways and/or transportation transportation. The name was for at least 5 years. changed in 1984 from the Institution of Highway Engineers to reflect the STUDENT growing membership involved in • Minimum 18 years of age and transportation who are not studying or training in the field. engineers. The Institution is not only highly respected professionally but BRANCHES also renowned for the friendly club• There are 19 branches within the like atmosphere at all conferences, United Kingdom and in Hong Kong. meetings and social gatherings. Between them these branches hold some 200 meetings each year and THE BENEFITS also arrange visits to construction • The monthly journal 'Highways sites, to industry and to research HOW TO APPLY and Transportation' establishments. Each branch also By getting an application form from: • Automatic membership of one of organises social gatherings which The Registrar the 19 branches within the United enable members to meet and Institution of Highways and Kingdom and in Hong Kong entertain guests from both inside and Transportation • Meeting others in all sectors of the outside highways and 3 Lygon Place, Ebury Street, industry to exchange views in a transportation. London SWIW OJS friendly atmosphere Branch Committees elected by the Tel: 01- 730 5245 • Keeping up to date on current local membership organise the developments in highways and Institution's activities in their areas transportation. and tailor these to meet particular • Opportunity to contribute to IHT's local needs and demands. technical work. Allen Gordon & Co JMP Consultants Ltd

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ACKNOWLEDGEMENTS The Scottish Branches of the Institution wish to record their sincere thanks to all those members and other individuals and organisations who have assisted in the preparation of this booklet. This spirit of friendship and co-operation has characterised the Institution throughout its 40 year history in Scotland and we are sure will continue to do so in the future.