Key Finding 7 - Policy • Planning policy was identified as having a major role in encouraging river and rail use • Ultimate responsibility for what and how developments are assessed lies with planners and key stakeholders, who have the power to approve, reject or amend approaches to projects through the planning process. • The earlier implementation of a Construction Logistic Plans was believed to be an effective way of introducing river and rail into the construction process, whilst improving the awareness and knowledge of those approving planning applications is also considered to be a significant positive step forward. Investigating the barriers to transporting bulk construction materials and waste by river and rail 27/07/2017 | 27
Benefits • Reducing construction freight vehicle movements can positively influence many of the strategic challenges currently facing London, including: • reducing air pollution; • easing congestion; and • simplifying the construction logistics process. Investigating the barriers to transporting bulk construction materials and waste by river and rail 27/07/2017 | 28
Conclusion • By focusing efforts on addressing the barriers discussed in relation to Policy and Awareness the ability for projects to use river and rail in the transportation of construction materials and waste will become easier. • The introduction of a package of measures targeted at Policy and Awareness has the ability to assist in reducing air pollution, easing congestion and simplifying the logistics of construction projects. • Reducing freight vehicle movements has the opportunity to positively influence the strategic challenges currently facing London. Investigating the barriers to transporting bulk construction materials and waste by river and rail 27/07/2017 | 29
Questions Matthew Clark Matthew.Clark@sdgworld.net DISCLAIMER: This work may only be used within the context and scope of work for which Steer Davies Gleave was commissioned and may not be relied upon in part or whole by any third party or be used for any other purpose. Any person choosing to use any part of this work without the express and written permission of Steer Davies Gleave shall be deemed to confirm their agreement to indemnify Steer Davies Gleave for all loss or damage resulting therefrom.
Communicating the Construction Logistics programme
Standard method of communications Standard method of communications Establishing industry change initiatives Establishing industry change initiatives Some effect but no industry wide movement Localised action but not debated in any detail
Background to successful communications Powerful industry-led change initiatives Over 400 champions signed up Over 4000 operators accredited Over 1000 stakeholders involved
Communicating construction logistics Where do we want to be?
Communicating construction logistics How are we going to get there? Research Construction • industry’s use of HGV types Impacts caused by • construction delivery inefficiencies Barriers to River and • Rail Old Oak and Park • Royal Construction Logistics Strategy
Communicating construction logistics Discussion points • Should the programme be positioned as industry led or TfL? • Should the programme develop a branding identity that is carried through all assets? • Should the programme develop a web presence that is independent from the TfL dot gov domain? • How does the programme engage with the wider industry, what does the stakeholder engagement look like? • Are there any other communications points to consider? How should programme communications be funded?
Communicating the Construction Logistics Programme Glen Davies In association with
Construction Logistics website http://constructionlogistics.org.uk/ In association with
Funding the communications 1. Website sponsorship 2. Signposting commercial planned measures 3. Signposting CLP development services 4. Third party support contributions 5. Communication elements built into research specifications In association with
Break In association with
Discussion: Defining consolidation, consolidation centres and consolidation activity Mark Starosolsky In association with
Discussion: Defining construction consolidation 1. TfL Looking to update the directory 2. 2017 Mayors’ Transport Strategy 3. Seeking CLIG views 4. Possibility of further research In association with
Mayor’s Transport Strategy (Draft for consultation) Proposal 15 d) Ensuring that all London is within a 30-minute drive of a construction consolidation centre and encouraging their use through Construction Logistics Plans and the planning process In association with
Discussion question 1 How would we define construction consolidation? What’s in? What’s out? In association with
Discussion question 2 What’s an appropriate maximum drive time from consolidation centre to site and how do we get more of it? In association with
Discussion question 3 What does CLIG want to see in the next update of the directory? In association with
Thank you In association with
Progress update: Investigating the construction industry’s use of HGV types Ian Brooker WSP In association with
Contents — What's The Problem? — Mitigation — Industry Trends — Way Forward 49 — We Still Need Your Help
What’s The Problem — Articulated vehicles have a higher payload — Operating costs only slightly higher so lower cost per Tonne — But . . . . — Safety — Access 50 — Attitude
Principal Circumstance of Totals Overturn Safety Issues 2011 Transverse slope at point of 6 14 discharge Unevenly loaded to one side 0 — MPA Data very Unevenly loaded (front to 0 poor, but may be back) best available Other reason 8 — HSE identified 6 2012 Transverse slope at point of 4 14 discharge fatal and 68 major Unevenly loaded to one side 4 accidents involving Unevenly loaded (front to 0 goods transport back) 51 Other reason 6 vehicles on construction sites 2013 Transverse slope at point of 8 22 between 2003/4 discharge Unevenly loaded to one side 2 and 2007/8 Unevenly loaded (front to 0 back) Other reason 12 50
Tipover Causes — The MPA and construction companies have extensively researched the cause of tipovers on site. — Tipping on an incline or uneven ground — Tipping on soft ground that cause the trailer to sink and lean — Not tipping with the tractor and trailer in line 52 — Load sticking in body, on one side of the body, uneven or overloaded — Moving forward causing instability whilst load at height — Raising body too quickly with excessive product retained inside — Load freezing / sticking to body floor — Poor maintenance of the chassis and suspension — Strong cross winds
Tipover Causes 53
Access — Several concerns about access: — Turning circle — Single powered axle on artics — General issues of site conditions favouring off road vehicles 54
Attitude / Status Quo — Perception that articulated vehicles need specially designed sites — Construction sites constantly changing — The assumption is that rigids will be used — Some contractors insist on rigids — Hauliers invest in the vehicles which they can get 55 most use from — Mismatch of costs (who makes the effort) and benefits (from the lower cost and external benefits)
But . . . . — Incidence of accidents still not clear — Artics and rigids both meet the same standard (7 degrees) — Arguably artic turning circle is no worse than rigid — Artics access most construction sites – to deliver steel, windows, etc. 56 — Some developers and contractors take a close interest in payloads – particularly major infrastructure projects
Mitigation — Industry Standards and Best Practice — Vehicle Design — Inclinometers — Liners — Tipping Frames 57 — Moving Floors
Industry Standards: CLOCS Site Conditions — However, the site assessment only measures four characteristics: — Ground condition 1: Approach angle. — Ground condition 2: Material type. — Ground condition 3: Rutting and 58 bumps. — Ground condition 4: Water. — The ground condition ratings are not intended to and cannot be used to assess the availability of a safe unloading area for tippers.
Industry Standards: MPA 59
Mitigation and Prevention — Vehicle Design — Trailer rigidity — Real axle steering — Inclinometers — Cameras — Tipping Frames 60 — Moving Floors / Ejectors
Industry Trends — A definite move towards more use of artics, particularly moving floors — Focussed initially on: — “Internal” movements controlled by aggregate cos — Major infrastructure projects — Longer distance movements 61 — Case studies of suppliers working closely with developers and contractors to demonstrate the benefits of articulated vehicles — Slow process — When will this become viable for smaller hauliers?
The Way Forward — Use of articulated vehicles should be the norm, not the exception — CLPs should require evidence of why articulated vehicles cannot be used — Developers need to become more involved – lower costs and reduced impact on the 62 community — Dissemination of best practice — More research into tipover incidence
We Still Need Your Help — We particularly need to speak to: — Developers — Dealers — Drivers — International case studies 63
Thank you! wsp.com
Project overview: Tideway logistics Gordon Battye In association with
Project Background 66
Project background Current Situation 67
Project background Current situation 68
Project background Approx. 45M tonnes a year discharged into the Thames 69
Project background Intercepting the CSOs 70
The project 71
What are we building? • Statistics: - Length: 25 kilometres - Internal Diameter: 7.2m - Gradient: 1 in 790 to be self-cleansing - Volume: 1.6M m³ (including Lee Tunnel) 72
Delivery Model • Project secured through a Development Consent Order (DCO) September 2014 • A new Infrastructure Provider, Bazalgette Tunnel Limited (BTL), has been formed to deliver the project. • Regulated by Ofwat. • Licence awarded 24 August 2015. • Main works contractors commencement on 1 st September 2015. East - CVB West - BMB Central - FLO System Integrator 73
Tideway Sites 74
The tunnel route and worksites 75
Typical CSO Connection / Intervention shaft 76
Physical legacy Blackfriars: After 77
Timetable for Construction 2015 2016 2017 2021 2023 Main Works Project Tunnelling Tunnelling Main works contracts completion begins ends preliminary awarded construction begins 78
By Road and by River Materials need to build it. Material Estimated quantity Excavated material 4,612,000 Tonnes Demolition material 137,000 Tonnes Ready mixed concrete 635,000 Tonnes Bulk fill material 651,000 Tonnes Precast concrete shaft and tunnel linings 613,000 Tonnes Bulk aggregates for onsite production of concrete and grout 425,000 Tonnes Site consumables (formwork / pipe / track etc.) 313,000 Tonnes Plant and equipment 164,000 Tonnes Cement and bentonite 122,000 Tonnes Steel reinforcement for concrete structures 97,000 Tonnes Office supplies 40,000 Tonnes TOTAL: 7,809,000 Tonnes 79
Road Transport 80
Tideway HGV Numbers (Including More by River) HGV numbers - All worksites 600,000 500,000 400,000 300,000 53% reduction 200,000 67% reduction 72% reduction 100,000 0 All by Road DCO Contract More By River East 172,760 93,940 77,820 61,100 Central 232,240 94,210 51,640 45,740 West 101,600 50,970 37,980 33,280 West Central East 81
HGV Numbers Residual HGV Numbers • At both Foreshore and Non Foreshore sites we still have: • 300 per day (600 movements) average daily HGV deliveries during the peak month. • 185,000 HGV deliveries (370,000 movements) over the construction period. • 135 per day average number of HGV deliveries across the construction period. • And plenty of vans • Still a risk to Vulnerable Road Users (VRUs) 82
Tideway Strategy for VRUs • Our approach to Transformational Health & Safety “The RightwaY “ • Tideway’s vision is to set a new benchmark for Health and Safety performance in infrastructure projects within the UK. • To challenge traditional working practices and develop solutions that comprehensively raise standards above existing industry norms. 83
Tideway Strategy for VRUs What are we doing? • CLOCS and FORS Champions • Committed to “ improving levels of safety, efficiency and protecting the environment; as well as driving best practice driving forward” • Lorry management commitments in the CoCP. • Includes CLOCS and FORS Silver standards • Development of best practice from other projects • More use of river transport to further reduce vehicle numbers • Efficient logistics for residual lorry numbers. Requirement for construction logistics plans. • Work alongside our MWCs to further minimise risk. • Enhanced vehicle standards (latest technology) • Enhancements to driver training and awareness 84
Tideway Strategy for VRUs Vehicle Movement Planning & Management • Requirement for a Vehicle Booking Management System (VBMS) to ensure: • Vehicles booked in at realistic time slots • No congestion around worksites All vehicles checked at gate for: • Real-time arrival and departure information • Vehicle safety equipment checks • Driver training compliance • Details recorded by gate staff on hand-held devices (PODFather). • Production of management reports 85
Tideway Strategy for VRUs Checks on proposed operators / transport providers • Membership of the Fleet Operator Recognition Scheme (FORS) • Bronze at time of first site access date • Silver within six months after that date • Depot-specific • Companies who use owner-drivers should be checked to ensure each owner-driver has their own FORS membership • Companies who operate HGVs must have a valid Operator Licence for the type of vehicle(s) and business they operate • Restricted (Orange disc) • Standard National (Blue disc) • Standard International (Green disc) 86
Tideway Strategy for VRUs Vehicle checks • All vehicles to be checked - every visit • Checks apply to Vans and Heavy Goods Vehicles • ‘HGVs’ means any vehicle over 3.5t Gross Vehicle Weight, including suction excavators and volumetric mixers • Checks cover every tier in the supply chain, including owner-drivers • Each check should be comprehensive and complete; and evidence- based • Checks carried out at vehicle holding areas, recessed gates or on site. • Safety is number 1 priority during vehicle checks 87
Tideway Strategy for VRUs Driver training requirements • For regular drivers (more than 3 trips in a 12 month period to any Tideway site) of any vehicle, including vans • Tideway “on - boarding” process for regular drivers - Driving licence checks form part of on-boarding - Safe Urban Driving course for HGV drivers - Van Smart course for van drivers (Crossrail driver training accepted as an alternative) - Yearly online e-learning module undertaken - Contractors need to issue each driver with a photo-ID badge • Driver information packs issued - General project-wide - Site specific, including routes and local hazard information - Issued to irregular drivers too 88
River Transport 89
Key Commitments to River Transport • The DCO Transport Strategy was secured in the River Transport Strategy(APP207.02) • RTS commitments - at least 4.2 million tonnes of material moved by river, reducing estimated total number of HGVs from approximately 506,000 to 239,000 • Tideway has worked with Main Works Contractors to increase use of river including in MWC tenders and the More by River initiatives. • The forecast amount of material moved by river is 5.8 million tonnes. • This has resulted in reducing vehicle numbers up to a total of around 140,000. 90
River Transport Strategy Overview and Principles The Strategy will be secured through the project wide requirement PW15 in the Draft DCO which provides: “The authorised development shall be carried out in accordance with Section 4 and Schedules 1 to 7 of the River Transport Strategy (document reference APP180), or such updated version of the River Transport Strategy which is the result of any approval given or other decision taken further to the terms of the River Transport Strategy.” • Developed to provide a transparent process through which the movement of the Specified Materials by the River can be secured. • Process for the GLA, TfL, PLA and the Relevant Local Authorities to approve elements of the works affecting the River Thames, and the local and strategic highway network. • Six Elements: • Appointment of Relevant Authority and Independent Panel • Preparation of Sustainable Freight Transport Plans • Approval of Operational and Sustainability Derogations • Monitoring and reporting • Remedial action plans • Completion review of performance 91
Key Commitments to River Transport DCO committed ‘Specified’ materials for river transport: • Cofferdam fill material (to and from site) • Shaft excavated material • Main tunnel excavated material • Excavated material for chambers and connections • Main tunnel secondary lining aggregates • Main tunnel lining segments at Chambers Wharf Additional materials for river transport now includes: • Tunnel segments at Kirtling Street and Carnwath • Shaft material at Kirtling Street • Tunnel excavation at Greenwich Pumping Station • Office accommodation • TBMs at Kirtling Street and Chambers Wharf • Secondary Lining reinforcement • Material deliveries at Blackfriars and Victoria sites 92
Marine Logistics - Implementation • MWCs currently forecasting approximately 6,700 barge movements compared to the DCO estimate of 11,000 movements. • Although more is being moved by river the overall barge numbers have reduced due to change in barge sizes. • DCO estimates based on existing practice and current barge sizes indicated by PLA. • A number of barge trials and development work undertaken to increase the barge size, key example is change from 800t to 1,500t barges. • Excavated material receptor sites are being arranged on Thames Estuary eliminating need to tranship to take to other locations such Wallasea Island. Eliminates need for ships and associated crews. 93
Tideway predicted vessel movements per day Includes: Excavated materials Cofferdam fill 12 Segments Secondary lining More by River 10 Excludes: Other site servicing activities 8 6 4 2 0 Jan-16 Mar-16 May-16 Jul-16 Sep-16 Nov-16 Jan-17 Mar-17 May-17 Jul-17 Sep-17 Nov-17 Jan-18 Mar-18 May-18 Jul-18 Sep-18 Nov-18 Jan-19 Mar-19 May-19 Jul-19 Sep-19 Nov-19 Jan-20 Mar-20 May-20 Jul-20 Sep-20 Nov-20 Jan-21 Mar-21 May-21 Sum of Total - TTT East Sum of Total - TTT West Sum of Total - TTT Central 94
Marine Logistics - Implementation • 11 peak vessel movements/day - Tideway in June 2018. • Current background freight on the Thames is approximately 7 vessels movements/day, mainly day time. • Tideway will increase large freight traffic by at least 150% on top of the existing freight traffic on the River. • This is a small proportion of total vessel movements on the Thames that include passenger services and leisure vessels. 95
Marine Logistics - Implementation • 3 main marine transport supply operators (west/central/east) with experienced existing river transport providers. • Plus a number of specialist marine contractors/suppliers. • 6 new/refurbished tugs, (2 per operator). • More than 40 barges ranging from 500t – 2,500t (new & existing). 96
Marine Logistics - Implementation • Marine transport operators - 26 total tug crews - each comprising of at least 3 staff/tug. • Minimum total requirement of 78 crew. • Additional marine crew for other activities in the supply chain. 97
Marine Logistics - Implementation Enhancing Marine Safety and Training • Tideway Code of Practice for Marine Operations • Marine Training Programme: • Training materials • Train the Trainer Course • Competency Validation – Vessel Simulator Thames Skills Academy • New river wide training academy to address needs for trained river personnel. • Set up in conjunction with PLA, TfL, Tideway and marine vessel operator members. • Tideway funding and provide input on management. • Main Works contractors active in academy. • Established in 2016. 98
Marine Logistics - Implementation Marine Training Programme: • 13 Boat Master’s through Train the Trainer course. • 6 Boat Master’s already through HR Wallingford vessel simulator/competency validation. • New MWC marine specific induction introduced. Safety Management: • All marine operators are implementing new Safety Management Systems and increased safety standards. • New Towing & Pushing Course being developed through TSA. 99
Vessel movements River Movement Planning and Monitoring System • Vessel Control Plan • Passage plans. • Schedules of vessel movements • Register and record all vessel movements to and from sites • Record vessel and resource details (compliance with DCO Schedule 15 Deemed Marine Licence, and Schedule 16 PLA Protective Provisions, River Regulators (4WLA)) • Load Monitoring Plan • Marine Coordination with other sites and other river users. • Etc Etc 100
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