Newsletter Winter 2003/2004 8

High-speed line BREAKING BARRIERS out of date already? TAKING THE LEAD FROM THE DUTCH

Prime Minister Tony Blair opened the £1,900 million first section of the Channel Rail Link on 16 September 2003 amid much back slapping. Discounting the Channel Tunnel itself, the 69 km section is the first major UK rail project to be completed in over a century and the first high-speed rail line ever in the UK. Section 2 is due for completion in 2007, involving 24 km of tunnelling from north Kent to St Pancras in London. There is much to celebrate. It is a Public Private Partnership scheme that came in on time and on budget that permits speeds of up to 186 mph. It cuts journey times by 20 minutes and increases reliability, plus 8000 or so jobs were created during construction. Some aspects are innovative, like the use of TVM 430 signalling system used on French TGV trains for automatic train protection. The environmental Slipforming the Dutch step barrier. and ecological measures set new standards but there are dissenting voices about the choice of Britpave’s Special Applications Task necessary to determine the optimum track technology. Group visited the Netherlands in October dimensions prior to full testing – an Britpave, the British In-situ Paving Association, to investigate the Dutch step barrier and expensive exercise. Martin gave the visitors claims that the new link is already out of date its potential for use in the UK. an excellent insight into the development of the step barrier, which included the UK’s before a train has used it. The new track has been This follows on from the progress made VCB and the USA’s New . built using ballast track and while this approach has by the Group in promoting the use of been used for the past 150 years, faster and heavier Much research had been done to develop barriers in the UK and the trains and increased usage mean that ballast track the optimum side slope and to investigate protection it offers the user from the belongs to another age. Britpave points to Japan the failure criteria and modes. risk of cross-over accidents. In addition, and Continental Europe where network efficiency the HA has been re-investigating the has increased and unplanned maintenance The Group appreciated his input, and decreased through use of concrete slabtracks. While whole life costing of barriers, including considered that, if further research was initial costs are higher, low maintenance and allowance for maintenance and required into an H4 step barrier, he reduced disruption means whole-life savings. associated congestion. should be the person to do it. So why use old technology on the UK’s most John Donegan, James Charlesworth, The Group then went onto visit sites advanced rail kit? A CTRL spokesperson says that, Adian Erwee and David Jones took part in where the step barrier had been used despite significant advances in paved concrete the wide-ranging three-day visit, which extensively. It was interesting to note track, Union Railways believes its whole life cost is started in Utrecht with discussions with that the same profile is used in almost all greater than conventional ballasted track, unless Britpave member, Cobeton. Here Klaas locations, including against abutments there are technical considerations such as tunnel Brouwer and Huub Vissers explained the and on . construction. construction aspects of the Dutch step barrier, including specifications and the Britpave says absolute balderdash. CTRL says no, standards that need to be adhered to. This we’ve done the figures, honest. Perhaps the was followed by a tour of their depot and bickering about such a fundamental issue is the the equipment that they had developed Diary Date reason why our bit of the London-Paris high-speed line is only now half complete, 10 years after the for concrete slipforming in . Britpave Conference 2004 French finished their much longer section. 27 – 28 September The delegation was pleased to meet Belton Woods Hotel Reprinted from Transportation Professional, Martin van de Pol (retired from the Dutch Near Grantham October 2003, Dr Endsleigh's Professional Opinion. equivalent of TRL) who is the expert on dynamic analysis of barriers, which is www.britpave.org.uk 1 BREAKING BARRIERS continued...

It was noticeable in Holland that all their views on road safety. The Group centre island barriers, whether steel or was very impressed with the high level concrete, had to provide an H2 level of engineering logic that was applied to Steel of containment, rather than the N2 their decisions without consideration of reinforcement level used for the bulk of UK barriers, political implications. Decisions on which have seen so many crossover whether to use steel or concrete barriers accidents. are taken by the Ministry rather than being left to the contractor. In a visit to a new , the Group was interested to see that is was of Their primary aim for road safety was concrete overlaid with an asphalt to have as wide an open space as wearing course – a type of construction possible at the centre and at the sides being promoted by Britpave in the UK. without any obstructions. It is only when this space is not available that barriers A visit was paid to Haitsma Beton, a are considered.

manufacturer who has 900mm patented a precast concrete step barrier It was stated that in the Netherlands with an H2 level of containment. The there have been 50 deaths in five years Group was impressed with Haitsma’s from barrier crash incidents, but no website (www.haitsma.nl) that allows distinction was made between steel or downloading of AutoCAD drawings and concrete barriers. sees benefits in adopting a similar feature for Britpave’s website. For more information about this study tour contact At the Department of Transport, Fred [email protected]

Verweij, Head of Road Design, explained Embedment 60mm

The way forward in the UK The Dutch step barrier. Britpave is working on obtaining • Crash test reports for bus and car for accreditation for a concrete barrier with both the concrete step barrier and a containment level of H2. The steel barrier. Highways Agency has said that if Britpave can produce all the relevant • Copies of the crash videos for each documentation there is no reason why vehicle for both barrier types. Advantages the Dutch step barrier cannot be • Certification from the contractor who approved for use in the UK. constructed the tested barriers. of concrete barriers This would save many thousands of • Electronic copies of relevant AutoCAD pounds in crash testing fees for the UK drawings. H2 concrete barrier. Britpave has agreed • They provide a high level of to pay the Dutch Ministry of Transport • Dutch construction specifications. containment (H2) when compared for their documentation, which includes: • Published articles and presentations on with the present steel and wire concrete barriers and associated road rope barriers, which offer only N2 safety topics. containment. The Dutch Ministry also expressed an • Crossover accidents are eliminated. interest in partnering Britpave in the development of an H4 containment • A design life of 50 years and Dutch step barrier where they would probably longer. contribute to the research and development by carrying out tasks such • Minimal maintenance as simulation analysis. requirements (in the Netherlands, Britpave is promoting the Dutch step the in-situ concrete barrier has design because: only ever had to be repaired once). • The step profile provides a superior containment level. • Traffic congestion due to barrier repairs is almost entirely • The barrier is easier to construct as it eliminated. contains less reinforcement than the UK designs. • Increased safety for workers who • It has been tested and accredited, and have reduced need to work on has been adopted by the Netherlands, motorways. Slipforming a step barrier in the Netherlands. Belgium and the Republic of Ireland.

2 www.britpave.org.uk Britpave Conference ‘Keeping Britain Moving’

The 12th Annual Britpave Conference and Dinner took place over two days at the Tortworth Court Hotel in Gloucestershire. Both the Dinner and the Conference were well attended by representatives of industry and government plus overseas delegates, who all judged the event a success. With its theme of ‘Keeping Britain Moving’ there were presentations of interest to all sectors of the concrete paving industry and some impressive reports of work undertaken by the various Task Groups. Ms Ginny Clarke. Professor Hermann Sommer. Key note speaker, Ms Ginny Clarke, Chief Engineer of the Highways Agency, gave a resumé of the HA’s current plans and philosophy. While agreeing with Britpave that whole life costing was desirable, financial considerations meant that the HA was currently procuring schemes in terms of their affordability. Britpave was pleased to welcome Professor Hermann Sommer, a consultant from Austria, and a recognised authority on concrete paving. He spoke on upgrading the in Austria to meet the challenges of the growing EU. Strategically placed at a cross roads between north and south, east and west, Austrian roads were used by a massive amount of through traffic, set to increase with the The conference audience watches Britpave’s presentation, ‘Keeping Britain Moving’. enlargement of the EU to the east. Prof Sommer explained how concrete was being used to widen and strengthen his country’s strategic road network. TwoTwo inin aa rowrow Other speakers covered airfield, rail and soil stabilisation topics, followed by European standards.

Next Year Make a note of next year’s conference to be held on 27 and 28 September at Belton Woods Hotel, near Grantham. Watch the website for more information.

For a copy of the 2003 Sharing the glittering Britpave Cup, left to right John Donegan, Carl Carper, Conference papers on Adrian Erwee and Rory Keogh. CD ring Britpave on Last year’s winners of the Britpave generously stood aside to let the 01344 725 731 Golf Cup, John Donegan and Adrian second placed Rory Keogh and Carl or e-mail Erwee, of SIAC UK and Burks Green, Carper of Gomaco take the trophy [email protected] triumphed again this year. They away with them.

www.britpave.org.uk 3 PIARC - 22nd World Road Congress

Almost 3000 delegates from around Minister, David Jamieson, gave a short taking far too long! He went on to the world gathered in Durban in presentation which stated how the 10 praise the private sector for delivering October for the 22nd World Road year plan has set the strategic a good transport system, and he Congress. The event, held in the objectives of the government. He asserted that the UK procurement massive International Congress Centre, welcomed the role of the private sector system safeguards the environment was officially opened by the Deputy in driving projects through to while providing value for money. President, Jacob Thuma, who was completion in a competitive situation There were about 100 UK delegates followed by South Africa’s Minister of and also stressed the importance of to the Congress, including a large Transport, Dr Omar. environmental issues and of group from the HA and TRL. UK consultation. The first official session, the Ministers’ exhibitors included Mouchel Parkman, session, saw over 30 Transport Ministers Interestingly, he admitted that the Halcrow, Mott MacDonald, Aperio and give their views. The UK Roads planning and consultative processes are Exor Corporation. PERFORMANCE SPECIFICATIONS RULE COMMITTEE ON ROAD PAVEMENT C7/8 - SYNOPSIS REPORT

The introduction of performance innovations and performance specifications requires a profound specifications. For the client, preserve change in roles and responsibilities and the knowledge and competency a new sharing of risks between the necessary to define objectives, develop client and contractor. Performance methods and audit activities, and to specifications and the potential for respond adequately to unexpected innovation do not lie with the situations. The client should also be contractors alone – each player remains capable of co-ordinating dependent on the other to guarantee implementation of all innovations and successful development and developing its own products and implementation. techniques that are within the jurisdiction of the public sector. The Committee reached the following conclusions: • Share the experience gained at the international level to ensure progress in • Make pavement selection decisions innovations and harmonisation of supported by a well thought out performance specifications. Use the process. Use whole life cost estimates PIARC network as a privileged forum to compare different pavement designs for producing complete and objective and as an input to the decision-making assessments that can serve as a recommendations. reference. Durban’s International Congress Centre. • Consider recycling as a valuable option when rehabilitating pavements. Governments should support the The Technical Committee on Road introduction of recycling techniques by Committee vacancy Pavements C7/8 reported that road creating a market through regulation administrations are increasingly seeking or taxes. Encourage the co-operation to develop partnerships and make use between clients and contractors to The UK members of this committee for the past of expertise from all industry sectors. ensure efficient implementation. This range of expertise is needed to four years have been David Jones, Britpave, foster innovation and to develop and • Study the use of performance John Williams, HA, and Sally Ellis, TRL. The new implement performance specifications. specifications in markets where the committee reconvenes for a four-year session It is also essential to improve the scope and context of projects justifies in Paris early in 2004. Britpave can no longer decision-making process for selecting this. Support and stimulate testing of support this committee. David Jones has and maintaining pavements as well as performance specifications to increase completed four years with the old C7 Concrete implementing new techniques in areas experience, transfer knowledge and Roads Committee while at BCA, and has now such as pavement recycling. make the most of benefits of such stood down from the C7/C8 Road Pavements. A specifications. vacancy therefore exists on that committee, Road authorities have a vital part to and no doubt a private sector nominee would play in stimulating innovation. They • Preserve and fuel the expertise required be welcomed by the British National must clearly articulate their innovation by contractors, the client and other Committee (BNC). If you are interested, contact needs, the performance expected of partners to promote a climate of David Jones or Mark Neave, BNC, at new technology, and evaluate the constructive and lasting dialogue in [email protected] outcomes. developing and implementing

4 www.britpave.org.uk meets in Durban, South Africa Airfields SESSIONS One important part of the Congress was the inclusion of two Airfields Sessions. These were organised and chaired by John Cook of Defence Estates. Britpave contributors included the Chairman of our Airfields Task Group, Peter Tindall of Low maintenance truck keep the traffic flowing up the steep incline inland from Durban. TSP, Graham Woodman of WSP and Sally Ellis of TRL. This session was primarily aimed at promoting good practice in airfield The ultimate low noise surface? pavement engineering, including the Some years ago a Britpave/BCA In a trial section constructed on an sharing of expertise with experts group visited Japan, and one of the urban highway the adhesion problems from the road pavement sector. The experimental road surfaces they saw were overcome by the use of epoxy resin two half-day sessions were divided was described as a porous elastic road between the base course and the PERS. into three parts and included surface that they have been developing Durability and wear resistance tests presentations from leading experts since 1993. Mr S Meiarashi of Japan’s were carried out and gave satisfactory from the airfield and road sectors Public Works Research Institute (PWRI) results. Results from wet skidding tests and discussions with the audience. presented a paper in Durban outlining met the technical guidelines for The three themes were: the substantial progress that has been highway design in Japan. made since then in developing this 1 Functioning requirements/surface ultra-low noise surface. Fire resistance was thought to be a characteristics of airfield problem, since rubber may burn fiercely. pavements. Porous elastic (PERS) is The rubber mix used means that this a porous structure composed of surface now burns less strongly than 2 Design and construction. granulated rubber from old tyres and dense asphalt. 3 Maintenance, restoration and urethane resin as binder, and has a pavement management systems. porosity of approximately 40%. The Japanese have carried out much In trials, a noise reduction of interesting work to investigate buildability, approximately 13 dB(A) has been and pre-fabricated types of PERS have achieved for cars and 6 dB(A) for been tested. All have used concrete bases, trucks has been achieved. and include interlocking concrete blocks (block paving), panels Airfields Task The PWRI has worked on several of the and reinforced concrete panels. For the Group Chairman, problems associated with the material. test section, the PERS used a concrete Peter Tindall, The problems of insufficient adhesion block base. Further trials are planned, and making his between pavement and base course, other base courses will be trialled. presentation low skid resistance and poor fire in Durban. performance have all been solved to For further information e-mail the satisfaction of the Japanese [email protected] or ring Britpave for Britpave’s 3rd Researchers. a copy of the paper. airfield guidance note Meanwhile, in the UK Peter Tindall launched Britpave’s 3rd guidance note for rigid airfield steel fibres from tyres used in concrete pavements to the international The University of Sheffield has recently In addition to the environmental audience in Durban. Entitled completed a DTI Partners in Innovation benefits that could be gained by the Principles of design and assessment, Project,’ Demonstrating steel fibres from extensive use of these fibres in concrete it gives world-class advice on design waste tyres as reinforcement in construction, is their relative low cost in principles, design parameters, concrete’. The findings from the project comparison with conventional steel specification and evaluation of the indicated the that the use of recycled fibres. pavement in use. steel fibres in concrete leads to an For more information contact increase in strength, ductility and For a copy contact Dr Kypros Pilakoutas on toughness and hence could be used in a [email protected] or download 01142 225 065 or visit range of specialist applications, such as it free from www.britpave.org.uk www.shef.ac.uk/tyre-recycling impact and sound barriers.

www.britpave.org.uk 5 Belgians know the value of Technical aspects A condition of the contract was that three lanes of traffic in both directions would have to be kept open at all times. High traffic volumes, 57,000 vehicles per day in each direction, resulted in the decision to replace the steel barrier in the central reservation with a concrete barrier, and to extend the carriageway into the area thus made available. Since the camber of the A10 was less then 2% in some places it was decided to create a new longitudinal and transverse profile. The Britpave team.

At the end of August, 18 Britpave Cement Association. The Association members visited Belgium. Highlights of organised the programme, gave several the tour included seeing paving of CRCP interesting presentations and hosted a very on the main Ostend/Brussels E40/A10 pleasant welcoming dinner for the motorway and also the Ghent . delegation where it was able to debate with highway administration guests, Delegates also saw examples of exposed Belgian contractors, road research aggregate paving in a suburban situation laboratory representatives and senior and finished examples of the step barrier. Febelcem engineers. In addition, an experimental stretch of Particular mention must be made of Ir Following up with hand finishing. low noise highway at Herne was visited Luc Rens, who acted as technical expert enabling many members to see porous and amiable host over the two days, and concrete for the first time. The reconstruction of the road surfacing to Ir Chris Caestecker, Ministry of Flemish consisted of scraping off the existing asphalt Thanks are due to the contractor on the Community, Department of the surface to a variable depth, and providing a A10, Betonac, for allowing us to visit their Environment and Infrastructure, for his camber of 2.5% The new longitudinal contract, and to Febelcem, the Belgian input into this very successful visit. profile took account of the depth of the concrete base and the height under existing bridges. Since the asphalt surfacing had been CRCP inlay on E40/A10 removed almost to foundation level, a new 50 mm deep asphalt interlayer was laid to provide a good waterproofing for the foundation and smooth working surface Brussels to Ostend for the concrete.

The Grand-Bigard to Affligem section of the A10 has an ongoing Mix composition problem with its existing asphalt Water 160 l surface that has degraded badly. It Cement CEM 111/A 42.5 N LA 400 kg has been laid over old concrete slabs and exhibited a combination Concreting sand 0/5 mm 445 kg of rutting and reflective cracking Sand 0/2 mm 150 kg which meant that maintenance Porphyry crushed rock 4/7 mm 370 kg costs were escalating. Porphyry crushed rock 7/14 mm 553 kg In 2001 a government project Porphyry crushed rock 14/20 mm 309 kg steering group was set up with the Plasticiser 0.6 kg aim of deciding how to renew this Air entraining agent 0.3 kg busy traffic artery with minimum delays to the motorist. In order to produce a road surface that would In order to keep down the surface noise not need frequent repairs, and to the maximum nominal dimension of the ensure that no major maintenance aggregate was restricted to 20 mm, and would be needed for the next 40 use made of a high content of the 4/7 mm years, the group decided that a CRCP aggregate in order to obtain the best inlay with an exposed aggregate surface texture when exposing the Concrete being placed by bucket in front of the paver. surface would be the best solution. aggregate by longitudinal brushing.

6 www.britpave.org.uk SEASONAL concrete paving REMINDER To obtain a good frost resistance, a A wireless-guided Gomaco GHP 2800 was minimum cement content of 400 km/m3 used to pave the highway, while the was required. This was augmented by the barrier was slipformed with a Gomaco use of an air entraining agent that Commander 3. Winter Paving provides a higher frost resistance in the Concrete was supplied by a Compactor’s presence of de-icing salts. plant close to the site. Daily production rates Britpave, in conjunction with the Each phase of the new road was opened were 1,300 m3 of concrete in a 12 hour shift. Highways Agency, has produced an eight-page guide to concreting to traffic only six days after completion. This 16.6 km contract was completed pavements in winter temperatures. The The average compressive strength after in 126 days, using some 28,000 tonnes guide aims to give sound practical five days taken on three cores was of cement. advice that can be followed by measured at 50 MPa. contractors and designers alike when For more information see faced with temperatures around or www.betonac.be below freezing point. The importance of planning is stressed before rushing to put in place the measures outlined in the report, and note is taken of the economic consequences, which will vary from contract to contract. Sound practical advice is given on the storage and delivery of cement, aggregates, water, and admixtures. The initial temperature of the concrete at Equipment used to expose the the point of placing is a determinant of surface aggregate. how quickly the concrete gains strength. This temperature, combined with any protective measures taken, must also Reinforcement Finished surface. ensure that the water in the concrete does not freeze until the concrete is The longitudinal and transverse strong enough to withstand freezing. reinforcement was tied on site and The delegation was also taken to see the As well as giving examples of consisted of: CRCP paving on the Ghent Ring Road temperature calculations, the • Longitudinal - 20 mm dia. at 180 mm where recycled concrete was being used in importance of pre concreting centres the sub base. preparations is flagged up as a key factor. • Transverse - 16 mm dia at 700 mm The importance of concrete roads in centres Belgium road network is evident from the Successful paving in these table below that was provided by • Top cover 80 mm temperatures means ensuring that Febelcem. concrete is protected immediately after • Height of supports 120 mm placement to prevent early age • Longitudinal laps 800 mm Road Type Length % Concrete freezing. Practical advice is given on protective materials and methods. Once The final running surface used the Highways 1,700 km 36 again contractors are cautioned to Robuco process for exposing the aggregate. Regional 14,000 km 13 balance the cost of taking steps to This involves spraying the finished surface protect concrete against the cost of with a retarder immediately after paving, Provincial 1,400 km 20 keeping the paving operation moving protecting it with clear plastic sheeting, Communal 133,000 km 15 forward. But with more and more and mechanically brushing off the mortar contracts rewarding early completion, Rural 5,000 km 60 some 18 to 36 hours after paving before the importance of this document in applying a curing compound. showing how paving can continue in The double-sided concrete safety barrier winter conditions is evident. was a New Jersey Type F, which has been Finally the publication reminds shown to more effectively contain cars, readers of the vital role curing and at 1 m tall is very unlikely to allow a procedures have to play once cross-over accident. protection is removed from the finished Lamp posts 20 m high at 90 m intervals pavement. were built into the barriers by means of Concreting pavements in winter can cut outs. These were sawn out of the fresh be downloaded from Britpave's website concrete barrier a few hours after its www.britpave.org.uk installation, care being taken not to Lorraine – new overlay on and is available from Britpave on damage the reinforcing. The openings Belgium’s oldest concrete road, in use 01344 725 731. were sealed with preformed aluminium since 1925. plates.

www.britpave.org.uk 7 A tale of two New from Britpave countries In the US the State of Texas is inviting UK companies to become involved in the development of the £115,000 million Trans Texas Corridors. The proposed 6700km project will comprise four 400 m wide corridors formed by a six- passenger transport route, a four-lane truck route, plus six rail lines – two each for high speed rail, commuter services and freight. In a state that handles around 70% of America’s trade with Mexico and where the volume of freight is increasing by 30% each year, the new corridors were Available from Britpave on 01344 725 731, or downloadable from www.britpave.org.uk viewed as vital to meet this growth and provide safe reliable transport links. Slab track studies compared with traditional ballasted forms, again there was surprisingly little The Texans recently completed a tour of Britpave recently published two scoping that had been published. This report Europe to encourage interest and to studies on slab track. They were carried brings together all available information. learn about PFI best practice from out by Ove Arup on Britpave’s behalf in European experience. order to ascertain the currently In the UK, the CBI has recently issued a published best practice worldwide. Truck lanes stark warning that the government’s failure The study on the commercial case This publication presents the case for to improve the transport system is found that, from papers reviewed, it was truck lanes on the UK’s motorways as a ‘tarnishing’ the UK’s reputation as place to generally accepted that slab track offers means to produce a longer lasting lanes do business. It has published a report a cost-effective alternative to ballasted 1 and 2. Built from concrete, with a thin showing that the UK’s domestic transport track if the two systems are compared in asphalt overlay, these lanes would system is being outperformed by life cycle cost terms. However, there has provide a durable carriageway with a international competitors, including the US, been surprisingly little information in the life at least 40 years with the minimum France, Germany, Italy and the Netherlands. public domain, but now we have got the of disruptive maintenance. The report says that over 85% of senior definitive list of published resources. business people believe investment In it, Britpave calls on the government decisions are influenced by quality of The safety study identified that, and its agencies to take the opportunity transport, while almost 70% consider the although it is generally accepted in the afforded by its major programme of trunk UK transport system to be poor. rail industry that slab track provides road and motorway widening to adopt benefits in terms of safety when more far-sighted and sustainable solutions. The CBI praises the UK’s strong international air and sea links, but warns that capacity is reaching breaking point with improvements hampered by slow Fitzpatrick for Fairford decision-making. It says all leading Defence Estates has chosen economies struggle to deliver Fitzpatrick to build a new platform infrastructure projects and ease for two giant C5 transporter planes congestion, but UK roads are the most at RAF Fairford in Gloucestershire. packed in Europe and UK railways are less This is the largest plane operated by Britpave Newsletter is published reliable than many other competitors. the Military and is capable of regularly by Britpave with the aim Also in the UK, the Highways Agency has carrying loads of up to 250,000 lb. of keeping members up to date on Association matters, industry rebuffed a move to give inter-urban The £47 million contract also buses and coaches dedicated lanes on a includes the enlargement of four developments and member number of motorways in the South East. existing hardstandings and the company news and views. Please Following recommendations from the creation of an additional one with help keep us in the picture on all Thames Valley and Orbital multimodal access runway. A 450 m stretch of of this by sending us any relevant studies, the Transport Secretary, Alistair the existing Northeast loop taxiway information that you feel may be Darling, asked the Agency in July to will also be reconstructed and more of interest to the membership. consider priority measures. The studies than 2,000 m of drainage installed. Britpave said that high-quality coaches offered the During the work, some 7,000 m3 of best chance of modal shift. The Southeast Century House, Telford Avenue broken out concrete and 8,000 m3 of Regional Assembly and local authorities Crowthorne, Berkshire RG45 6YS asphalt planings will be recycled. Tel: 01344 725 731 have taken up the suggestion, but Paul Fitzpatrick will use its own batching Fax: 01344 777 998 Harwood, the HA’s regional manager and slipforming plant to lay more claims that introducing coach lanes on than 78,000 m2 of pavement quality E-mail: [email protected] motorways would cause chaos, and concrete. The 33-week project is due [email protected] rejects traffic management systems for completion in early summer 2004. Web: www.britpave.org.uk purely for buses as too expensive.

8 www.britpave.org.uk