Coldest Winter for 30 Years

Winter Update,
The Damage,
(17th. February)

Motto of the Month

I just thought I would push out the the Winter Newsletter before Christmas so that I can wish all the  Engineers and Engineering Technicians involved in Highways Maintenance a Happy Christmas.
I also hope that the New Year will be prosperous for you.
For those of your with "real" knowledge 2009 should be a good year, because you are going to be especially needed in the next few years if the UK highway network is to be maintained in good condition with the funds that are likely to be available. 
Unfortunately the rewards from exercising "real" knowledge are not always forthcoming, because you are not afforded the opportunity to exercise this ability.
I am concerned that the budget for highways maintenance will be reduced, as tends to be the situation when money is "tight" and other areas of public spending are regarded as being more important than maintaining the highway network.
In my opinion because of the huge dependence that the whole "public" and "private" areas of society have on the efficient functioning of the highway network I would suggest that reducing highway maintenance spending is confused thinking.
I regard "centralising" everything, schools, hospitals, local government, and even highways maintenance, as placing unreasonable demands on the highway network. But unfortunately this is now largely the situation, and appears to be the continuing policy of governments.
At this time of the year, this "centralising" policy seems rather inappropriate when you find that even salt stocks for gritting have been largely centralised, or at least reduced in number around a geographic area to improve "efficiency".
All very well if you can get the "gritters" from the salt stocks to the areas that need salting before the first accident happens that starts the gridlock, preventing gritters getting to where they are needed.
It is also suggested that gritting routes are becoming so long as to be ineffective in parts, when the truly poor weather conditions impact in a local area.
Although weather forecasting has improved immensely in recent years, it is still not an exact science in determining actual specific areas of poor weather, and the subsequent highest need for treatment, rather than the area that was predicted to have the highest need.
And, unfortunately, even when forecasting is accurate there have been some serious cases of  gritting capability not able to meet the required demand to keep the local highway network available to traffic. 
I know that it would not be practical, or cost effective, to have a total response capability to every winter emergency, but I do believe more attention should be taken of local input, when plans for winter gritting are discussed.
In my experience the "locals" do know the areas on the networks where the winter problems will occur, far better than the man or woman from hundreds of miles away. 
It is also important to be aware that many of the "new" surfacing materials employed on roads, especially trunk roads and motorways, require a higher rate of salting than the materials that they have replaced.
Perhaps "management" might like to consider some of these points before making gritting even more "efficient".
It is not about how much salt you use, it is about how, and where, and when, you use it.

I also still appreciate driving on a good surface dressing, with a deep texture, when driving the truly rural areas that I often travel, and which often do not receive salting within the initial strategic gritting routes, if ever.
In frost conditions the good "positive" texture of a surface dressing is often enough to keep you safe, if you drive carefully.

I have digressed from my original point of highway maintenance budgets, so I will conclude briefly. It is my firm belief these budgets should not be cut, but they must be spent cost effectively.
In my opinion now is not the time to risk the use of expensive proprietary bituminous mixtures. 
My advice would be to remain with the proven generic British Standard mixtures, certainly on Local Authority highway networks.
These bituminous mixtures can still be specified with the correct use of the current British Standards, and associated Published Document guidance information.

Generic Thin Surfacing "Case Study" Concluded
I am going to add little to this title, other than to say please read the recently completed page,
Failed Thin 6mm. Bituminous Wearing (Surface) Course on a second site, 9 Years after Laying
This is the final page of what I regard as a simple but "real" case study of two sites that received a genuine thin surfacing, i.e. a nominal thickness of 20mm. of a modified (rubberised) generic 6mm. bituminous surface course.
In writing this conclusion on these particular sites I have widened the "discussion" considerably to encompass areas of general information that are appropriate for consideration for all highways maintenance surfacing matters.
It is my opinion that those who read it, especially those having little practical knowledge of maintaining a highway network, especially a local network, will benefit from browsing its content.

But if there is a simple conclusion to draw from this study I would suggest it is,

• that you lay a surface course on a highly stressed site at least 40mm. thick, 
• that the bituminous mixture is impervious / low void content,
• that it has a high binder content, of an appropriate grade, for durability,
• that the aggregate itself has high crushing and abrasion resistance.

These materials do exist in the form of hot rolled asphalt, and "genuine/original" stone mastic asphalt.
I of course prefer hot rolled asphalt, it is the durable road surfacing bituminous mixture, when designed correctly.
But if traffic management dictates the use of an SMA, use a "genuine/original" design, that does not have a high void content, the voids between the predominantly single size aggregate should be filled with binder/mastic, giving a high binder content for durability.
SMA's can be, and were, designed to meet all these criteria, and provide the required texture depth, I can show you the examples. 
However SMA's are expensive to produce, probably giving little, if any, saving compared to a HRA surface course.
And why will they be as expensive as an HRA, because they will use scarce, expensive high Polished Stone Value aggregate throughout the matrix of the whole 40mm. of the layer, whereas HRA surface course will only use a surface applied layer of 20mm. or 14mm. bitumen precoated chippings of the expensive high PSV aggregate.

I will add a few more items to the newsletter after Christmas, I just thought I would direct you to an item for you to browse over the Christmas break, when the Christmas cheer is beginning to wear a little thin and you are growing tired of Uncle Fred's anecdotes after hearing them for the tenth time.
Uncle Fred working on the same principle as Advertising / Public Relations "people", that if you keeping telling people the same story often enough they will eventually believe it.
Sorry Uncle Fred, all that is happening is that people are getting very tired, and are not listening to you any longer, your anecdotes are flawed and the content keeps changing to try and correct the flaws.

Everybody, enjoy your Christmas, I think it will be an interesting 2009.

Coldest Winter for 30 Years (allegedly, and it is only the 9th. of January)
I am not disputing Global Warming, but British weather is British weather, and even with Global Warming we will have seasonal variation, which means not all Winters are going to be "warm".
We have already experienced a prolonged period of quite cold weather, and as it is only the 14/1/2009, it is possible we may have other extended cold periods before this Winter is over.
It is a disappointment to me that I am already able to observe a sharp increase in the deterioration of the "new" road surfaces on A5 trunk road adjacent to my home location.
As I say, this is an acceleration of deterioration that I had already noticed prior to the onset of Winter, none of these surface being particularly old, probably none of these surfaces having been laid above five years.
I also note that significant failure is occurring in areas of highest stress, i.e. screwing traffic on islands, but these are not the only areas of failure and cracking. 
I realise that the materials chosen for most of these surfaces are outside their two year guarantee period, but surely we have got to be obtaining at least ten years out of these materials or the condition of the HA network is going to be getting worse instead of improving.
Indeed, it is my perception that the condition of motorways and trunk roads is getting worse, certainly in my area, and I see repeated surfacing of motorways and trunk roads after relatively short periods of time.

I do not know what the various "surveys" are indicating on this topic, but I would have thought there are plenty of "cracks" for "SCANNER" to detect.
I am not going to go into detail on this specific length of highway, it is somebody elses's job to respond to this situation, not mine.
But as a tax payer (as well as in the "old days" this being part of my "patch") I feel obliged to draw it to people's attention, because surely the short life (failure) of these "new" materials, and road pavement designs using these "new" proprietary bituminous mixtures cannot be allowed to continue. 
(Unless this is the new future of highways maintenance to keep everybody employed. 
But it would be nice to see some money spent on rural roads, some of those have not been surfaced for 80 years, allegedly, but certainly not for a very long time in my experience. 
Although carrying a significant proportion of the nations traffic motorways and trunk roads only make up about 5% of the network. 
Let us not forget the rest of the highway network needs maintaining as well, to get people and goods to where they need to be.
Not to mention the fact that you cannot even accommodate a modern agricultural tractor on the width of most minor rural roads, and agricultural trailer axle weights have also increased dramatically.
It is all very well keeping the arteries flowing with this expensive policy, but if the capillaries are not also maintained gangrene will set in.)

I could be far more specific with regard to the situation on the this section of the A5, it is my home "patch" and a length of road I knew well, but I will not. 
If you have the knowledge and experience to look at road surfaces just take a steady ride, best as a passenger, heading south, and north, between the A5/A47 junction just south of Hinckley and to include the new work on the A5/M69 island, (which sadly, after only a year, is already showing signs of cracking in areas of the surface course).
Considering the brief life of most of these surfaces, perhaps somebody in authority might like to comment on the condition of the various sections of this length of trunk road. 
In my opinion significant remedial work is going to be required quite soon, once again causing disruption on this section of the A5, and inconvenience, and deterioration to the diversion route in Hinckley.
I will leave all the bickering to those involved in the various pieces of work. But in my opinion there is a common factor to all the problems, and that is the nature (design) of the proprietary bituminous mixtures used in the surfacing: and possibly the "stiff" base/binder course on some of the contracts.
In a way it would be nice to think that these problems were only occurring on this length of highway, but from reports I have heard through the "grapevine" it appears to be a not uncommon situation throughout the country.
However the compulsory use of these types of surfacing bituminous mixtures is dictated by a higher source, even if they took bad advice from the their "advisors".

Before I go I will make a prediction, that there will be a call for increased funds to resurface roads due to the "bad" winter, it will be interesting to see how many hot rolled asphalt surfaces have failed during this period, the comparison should tell you a great deal.
This comparison being particularly relevant as most of these HRA surfaces will already be of considerable age, take a look at the "tight" current A5/A47 island while you are on site. It is shortly to be redesigned, note the anti bird nesting netting from the delayed last year start.
The surfacing on this island is likely to be at least 15 years old and has only very small amounts of "untidy" localised failure, the main "mats" of the surface still being in very good condition on a difficult site, showing the durability of a good hot rolled asphalt surfacing. 
And a final note, this HRA work had good/strong "local" on site engineering supervision, in the person of "Plug", a name known to many of you who were/are part of the real world of road surfacing in the East Midlands.
It is my firm belief "local" engineers and technicians take far more responsibility in ensuring the quality of "local" highway networks, as they regard it as their "patch", even if the "new" "strategic managers" do not see it in this way, in my experience the "old" "County Surveyors" certainly did.

Sorry, I have got to go, there are two big blokes in dark suits and dark glasses knocking on the front door, it is time to move the stove and head off down the tunnel, so that I can write another day.

I will talk more on the subject of hot rolled asphalt surfacing on large islands on "local" new roads shortly, I will wait until the new bypass is opened, "phantom" newts permitting.

Winter Update, The Damage, (17th. February) 
Well, we did have that extended period of cold weather that I suggested was still possible, probably much more severe, and lasting for longer, than anybody had anticipated.
And, as I predicted, it is now official, that the weather this winter has had a "devastating effect on our road network", although, interestingly, a request for increased funding was not specifically mentioned.
This warning was issued by the CSS (formerly the County Surveyor's Society) on the 13th. of February.
(The CSS representing local authorities, who maintain 75% of the UK highway Network, although it has to be noted that currently many members of the CSS are from "industry" and not public servants.)
My own opinion of the situation in the area that I reside, and travel, is that, yes, there is a marked increase in pothole development in the local authority highway network, which is to be expected after such a severe winter. 
But to call the situation "devastating" from what I can observe in my area is perhaps a little on the dramatic side, although this may be the situation in other authorities, who have favoured the increased use of "new" proprietary "thin surfacing" bituminous mixtures.
I believe funding must be found to at least repair the damage that has occurred, even if improvements to year on year road condition can not be achieved. It is my opinion that without an increase in the highway budget the condition of the local highway network will suffer a setback. 
It is also important that any increase in funding provided by central government, that is likely to be forthcoming, must be "ring fenced" to see that it remains within "Highway Departments". 
Local authority departments with bigger political clout must not be allowed to appropriate increased highway funding, this being a distinct possibility when local government elections are imminent.

However, I do believe, the use of the word "devastating" could be applied to the impact that the severe weather has had on the condition of the motorway and trunk road network in my local area.
I have already spoken, and provided examples, of the condition of the HA network close to my home as at the 9th. of January so I will not pursue it.  Just to say that the situation is decidedly worse, with areas that I had not previously observed as failing now showing signs of failure, with the regular appearance of new bucketfuls of "tubbed" patching materials in new and expanding potholes.
I believe this is the winter that is going to promote real, concerned, debate on the continued, enforced, use of proprietary "thin surfacing systems" on the motorway and trunk road network, and the promotion of proprietary "Negative Textured Surfacing" on local authority highway networks.
I think it will quickly become apparent that the traditional generic (British Standard) low void, higher binder content, bituminous mixtures have faired far better than the "new" mixtures that tend to have a high void, lower binder content, matrix.

A copy of the CSS Press Release can be obtained from the CSS website. 
However it appears that if you wish to respond to this document the contact is that of a person at Daybreak Communications, a public relations company that recently took over the provision and management of the CSS website.
Those of you who regularly read my newsletters will know I am not happy with this situation, and further details can be found in the Summer 2007 Newsletter.

"A man is judged by the company he keeps", perhaps you would like to browse the Daybreak Communications website and see which other clients they represent.

I am minded of a passage towards the end of Animal Farm, and I quote,
"The creatures outside looked from pig to man, and from man to pig, and from pig to man again : but already it was impossible to say which was which."
OK, I have used the quotation in a different context to that intended by George Orwell, but I believe it is becoming appropriate to the situation that we are finding ourselves in with regard to the maintenance of our UK highways network.

I am, of course, of the "old school" who believes in a definite division between the Engineer and the Contractor/Supplier, and I do not believe the combining of these roles in some utopian vision of "togetherness" is ever going to work.
In my opinion, and experience, there will always be, or there should be, a difference in approach between those who have allegiance to shareholders and profit, and those who represent the interests, value for money, of the taxpayer/road user.
This is not to disparage the enormous contribution that Contractors and Suppliers have always made, and continue to provide, to Highways Maintenance, ultimately there are the people who carry out most of the work.
In my experience it really is entirely possible to work in harmony with Contractors and Suppliers without being "in bed" with them.
In my developing years, under the guidance of some outstanding "real" Engineers it was always the interests of the "customer" (in modern terminology) who came first, and I can see no reason for stepping away from this policy.
I have to arrive at the opinion, that currently, the highways maintenance industry is in a state of confusion, with no clear leadership of what is its purpose, do we just muddle through from year to year, or do we have clear goals as to what is needed to be implemented to provide a safe, fit for purpose, highway network. 
In my view we cannot take the position where the Highways Maintenance industry is a closed bubble for the benefit of certain companies and organisiations.  
Highways Maintenance is for the benefit of those who use the network and for the country as a whole, and indeed those who pay for it.
Recent events has shown us all what happens to "bubbles", if the reality of a situation is lost.

If it is not yet apparent to all, it is to many of us, that the UK must have restored to it a truly independent Highways Engineering body, controlled and promoted by Engineers and Engineering Technicians, any volunteers, but be aware it may hinder your career progression.

Hopefully I will return when the daffodils are in flower, they will be much welcomed, it seems to have been a long Winter, and there is still another month remaining.

Motto of the Month
"Science is built up of facts, as a house is built of stones; but an accumulation of facts is no more a science than a heap of stones is a house."