Following the publication of the Government's White Paper on Integrated Transport in July 1998, and a shift in emphasis by Local Authorities away from road building to demand management techniques, the current trend is to a more balanced approach, whereby the use of road-space may be charged to vehicle drivers, i.e. road users pay to use (at least some) roads, just as public transport passengers pay each time they travel. Key to this is the introduction of some form of road user charging or vehicle access control. In urban areas, this may be achieved using paper licences (as in Singapore, 1975–1998), electronic (microwave) tags and transponders (as in Trondheim and Oslo, Norway and in Singapore since 1998) or by the use of automatic video-based licence-plate recognition (ALPR). The use of video-based registration to check whether a vehicle has purchased (or been granted) some form of licence rights to use a particular road or cordoned area on a particular day seems both logical and attractive. However, this form of urban road use pricing has not been operated in anything other than small-scale pilot schemes, and there are a significant number of technical, organisational and operational issues that need to be researched before such a system could safely be implemented for everyday use. This paper is specifically aimed at addressing such key issues, to determine whether in the short term (next 5 years) ALPR could deliver a practical tool for use by local authorities, whether in isolation or as part of a package of applications, to reduce traffic congestion within urban areas.
At White City in west London, the Hammersmith and City line runs on a high-level brick arch viaduct that crosses over both Wood Lane and the eastbound Central line. As part of the White City development, a section of this viaduct was removed and replaced with a new twin-track highly skewed bridge. This comprised a halfthrough bridge formed from three principal steel girders with connecting cross-beams and concrete infill. The deck was built off line, then slid into position during a four-day possession of the Hammersmith and City line, requiring part of the existing viaduct to be demolished; the Central line below remained open throughout. The piled substructure was constructed within the constraints of the existing viaduct arches. The existing early 1930s steel bridge deck over Wood Lane was strengthened in advance to provide new bearing positions. During the possession it was truncated by 2 m and supported on new piers.
introducing the Paper, drew attention to some corrigenda (printed in the December 1958 issue of the Proceedings). He also referred to 0 44, and said that while it had been intended originally to link the tilting-gate operation with turbine control, this had been changed so that the operation of the gate was linked solely to the fluctuating water level of the head-pond. Mr L. H. Dickerson (Chief Civil Engineer, North of Scotland Hydro-Electric Board)said that the Paper lacked nothing in detail and the form in which it had been presented showed clearly the difference in the nature of the developments of the component parts of the Garry-Moriston group.106. To anyone who had followed the various project proposals of the Gany-Moriston Scheme from the days of the Caledonian Power Scheme of 1936, the step-bystep changes which had been progressively introduced would be very apparent. The Authors had referred to the earliest proposal for a development of Loch Quoich to the west at sea level, where the availability of a maximum head of over 600 ft in about four miles must have been the engineers' dream of a logical and cheap development. They had had, however, to bow before public opinion and to remould the whole scheme in
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