The rise of technologies such as robotics and artificial intelligence have a substantial influence on our daily lifestyle with the transport sector being no exception. Fully autonomous vehicle (AV) technology networks are getting closer to reality with AV technology receiving both positive and sceptical criticism (Bagloee, et al., 2016). Companies such as Nissan, Tesla, Amazon, Uber, Google, etc. are all developing various levels of autonomy with Tesla and others widely achieving level 3 self-driving capabilities with autonomy levels being described in Figure 1 as per SAE J3016 Standards. As estimated by McKinsey, AVs implementation into the transport network will have a direct societal value between 0.2 to 1.9 trillion dollars annually by 2025 with the AVs being driving forces for the future economic model of cities and countries (McKinsey, 2013). Safety and crashes Autonomous vehicles aim is to improve the transportation sector by reducing crashes, energy consumption, pollution and congestion as well as increasing transport accessibility. As currently inevitable, accidents and human casualties in transportation networks is present, with 90% of car crashes blamed on human errors with the UK road deaths reported at 1,748 for 2019 (DfT, 2020). Studies suggested that if level 0 or 1 vehicle automation is implemented to all vehicles, a reduction of 1/3 of accidents could be achieved by equipping cars with adaptive headlights, forward collision warnings, lane departure warnings and blind-spot assistance (IIHS, 2010) (JS, 2011) (CM, 2008). Australian research went further to indicate that collision warnings technology could prevent 25-35% of serious crashes in Australia (Australian Government, 2017). Efficiency and productivity Congestion especially on motorways have obvious consequences of increased travel time, increased emitted pollution and increased chance of accidents (Bull, 2003). By increasing the use of AVs, productivity and efficiency of transport networks will improve by increasing average traffic speeds and by safely reducing distances between vehicles (Australian Government, 2017). This will significantly increase road capacity with studies estimating up to 5 times increase (Fernandes & Nunes, 2012). Furthermore, AVs will positively affect the reduction in traffic delays and stoppages from traffic incidence as well as encourage the use of public transport through low-cost, on-demand first and last-mile travel such as Uber services (Australian Government, 2017) (JM, et al., 2014). However, it should be argued that more comfortable and convenient travel of AV on-demand services may encourage a shift away from public transport. Moreover, AV technology connectivity features were found to provide an opportunity to mitigate congestion as found by Dresner and Stone (K & P, 2004). A reservation-based system designed for connected AVs can perform twice better as traffic lights since more congested traffic conditions could be handled more smoothly. As an advantage, AVs will provide alternatives to private vehicle ownership as well as give an opportunity for private transportation to those unable to drive, however, access to AV mobility may increase the number of trips made, which creates an additional demand to an already overloaded transportation network which is not desirable. However, AVs will remove the need for engaging physically with driving, allowing the passengers to utilise the travel time on other productive activities. Additionally, the logistics industry could be benefited in terms of applications of platooning which will improve traffic safety, reduce cost and fuel consumption due to reduced drag and increase the number of goods able to be transported on single freight trips (Australian Government, 2017) (ACEA, 2017). Public transport and private car ownership AV technologies can be a vital player in the development of future public transport networks. AVs can boost the use of driverless taxis and similar car-sharing schemes consequently providing more convenience for households with ownership of private vehicles being less favourable and more costly as illustrated by BCG which suggest AVs will lower by 30% the cost per passenger kilometre (BCG, 2020). Automated public transport services can deliver increased social benefits by providing new mobility options in areas not linked by public transport and also will provide reductions in the need for investments in new services and infrastructure required by future demand (Australian Government, 2017). As society moves away from vehicle ownership, annual fixed costs on maintenance and parking charges will be eliminated with the extensive use of AV car-sharing services. This will also remove the need for parking spaces in busy city centres which can free up space and provide areas for further urban growth. Nevertheless, the introduction of AVs will potentially deliver a positive societal impact by providing mobility to people with disabilities, older people and children who currently have difficulty accessing transport services in their community (Australian Government, 2017) (Bagloee, et al., 2016). However, to encourage the uptake of this technology, insurance of accessibility considerations is of paramount importance. Provision of wheelchair accessible AVs when human drivers are not present should be thoroughly evaluated. Environment With an efficiently programmed interconnected transport network, come benefits not only of social improvement but also environmental. Throughout the years regardless of AVs, the fuel consumption of vehicle engines has extensively improved subsequently, cutting customers fuelling costs and in parallel reducing the carbon emissions of vehicles reducing their environmental burden. The adoption of AV technology from even levels 1, 2 and 3 with features such as cruise control, graduate acceleration and deceleration is said to have an opportunity to optimise driving and enhance fuel economy by up to 10% (NRC, 2010). Platooning has shown both for freight and passenger that CO2e emissions can be reduced between 16-20% from the trailing vehicles and by up to 8% from the lead vehicle (ACEA, 2017)(Somers & Weeratunga, 2015). However, the environmental impacts of AVs will extensively depend on the extent of utilising low or zero-emission technologies such as electric or hydrogen. As discussed before, AVs have the potential to increase the frequency of trips made with a reduction of public transport use, with travel without passengers at certain times having wasteful mileage travelled with environmental impacts if non-net-zero vehicles are used. Autonomous vehicles are the future of transportation and the positives far exceeding the negatives however some features of the system should be done in collaboration with all the stakeholders to take full advantage of the social and environmental benefits AVs bring to mobility. REFERENCES McKinsey , 2013. Disruptive technologies: Advances that will transform life, business, and the global economy. s.l., McKinsey Global Institute. Bagloee, S. A., Tavana, M., Asadi, M. & Oliver, T., 2016. Autonomous vehicles: challenges, opportunities, and future. J. Mod. Transport. (2016) 24(4):, p. 284–303. SAE, 2019. SAE Standards News: J3016 automated-driving graphic update. [Online] Available at: https://www.sae.org/news/2019/01/sae-updates-j3016-automated-driving-graphic [Accessed 29 May 2021]. DfT, 2020. Statistical Release. [Online] Available at: https://iamwebsite.blob.core.windows.net/media/docs/default-source/press-releases/rrcgb-provisional-results-2019.pdf IIHS, 2010. New estimates of benefits of crash avoidance features on passenger vehicles. s.l.:Insurance institute for Highways JS, J., 2011. Crash avoidance potential of four passenger vehicle technologies. s.l.:Accid Anal Pre. CM, F., 2008. Crash avoidance potential of five vehicle technologies. s.l.:Traffic Injury Prevention. Australian Government, 2017. Social Impacts of Automation in Transport, s.l.: Department of Infrasructure and Regional Development . Fernandes, P. & Nunes, U., 2012. Platooning with IVC-enabled autonomous vehicles: strategies to mitigate communication delays, improve safety and traffic flow, s.l.: IEEE Trans Intell Transp Syst 13:91–106. JM, A. et al., 2014. Autonomous vehicle technology: A guide for policymakers, s.l.: Rand Corporation. Bull, A., 2003. TRAFFIC CONGESTION THE PROBLEM AND HOW TO DEAL WITH IT, Santiago: UNITED NATIONS PUBLICATION. K, D. & P, S., 2004. Multiagent traffic management: a reservation-based intersection control mechanism. pp530-537, In: Proceed- ings of the Third international joint conference on autonomous agents and multiagent systems. ACEA, 2017. What is Platooning. [Online] Available at: https://www.acea.be/uploads/publications/Platooning_roadmap.pdf [Accessed 13 May 2021]. BCG, 2020. Can Self-Driving Cars Stop the Urban Mobility Meltdown?. [Online] Available at: https://www.bcg.com/en-gb/publications/2020/how-autonomous-vehicles-can-benefit-urban-mobility [Accessed 2 May 2021]. NRC, 2010. Hidden costs of energy: unpriced conse- quences of energy production and use, s.l.: National Academies Press. doi: 10.17226/12794. Somers, A. & Weeratunga, K., 2015. Automated Vehicles: Are we ready?, s.l.: erth: Main Roads WA. Retrieved from.

The construction sector is one of the largest in the world economy, with about $10 trillion spent on construction-related goods and services every year 👉 Visit Structures Insider's homepage for more stories.👈 5. Skanska Stock price: SKA-B (STO) SEK 205.20 +0.70 (+0.34%) Headquarters: Stockholm, Sweden CEO: Anders Danielsson (1 Jan 2018–) Revenue: 145.4 billion SEK (2016) Latest Projects Skanska has agreed its biggest ever contract, as part of the team working on LaGuardia Airport’s Central Terminal B in New York. The value of the design/build contract amounts to a total of USD 4 billion, about SEK 33 billion and Skanska has a 70 per cent share (USD 2.8 billion, about SEK 23 billion). The amount will be equally divided between Skanska USA Building and Skanska USA Civil and included in the order bookings for the second quarter of 2016. 4. Hochtief Stock price: HOT (ETR) €106.00 -0.30 (-0.28%) 18 Oct, 17:35 CEST - Disclaimer Parent organization: ACS Group (66.5%) CEO: Marcelino Fernandez Verdes (Nov 2012–) Revenue: 22.63 billion EUR (2017) Latest Projects Twenty-four kilometres of the existing Gateway Motorway was upgraded and new sections of the motorway north of the bridges were constructed. The contract also included maintenance of the asset over a 10-year period. In 2010 the bridges were renamed the Sir Leo Hielscher Bridges. 3. Bechtel Headquarters: Reston, Virginia, United States Revenue: 25.9 billion USD (2017) Number of employees: 55,000 (2017) Founder: Warren A. Bechtel Latest Projects This five-year contract will see Bechtel partnering to manage the delivery of the £480 million City Airport Development Programme (CADP). The CADP includes: expanding the existing terminal by 24,500m2  and completely reconfiguring its internals and externals constructing a three-storey passenger pier creating eight new aircraft stands and constructing a new parallel aircraft taxiway. The expansion work will require working within King George V Dock where the project team has uncovered an unexploded ordnance from World War II. The upgrade will improve air traffic movements from 38 to 45 movements per hour and enable increased annual passenger movements from 4.5 to 6.5 million passengers by 2025. Additionally, the programme will help future-proof the airport to accommodate the next generation of aircraft that are quieter, have longer range and greater fuel efficiency 2. Grupo ACS Revenue: 34.06 billion EUR (2016) CEO: Florentino Pérez (1997–) Owner: Florentino Pérez (12.5%) Headquarters: Madrid, Spain Number of employees: 210,345 (2014) Subsidiary: Turner Construction Latest Projects The Alqueva Dam is an arch dam and the centrepiece of the Alqueva Multipurpose Project. It impounds the River Guadiana, on the border of Beja and Évora Districts in the south of Portugal. The dam takes its name from the town of Alqueva to its right bank. It creates a large reservoir with an inter-annual regulation capacity from which water may be distributed throughout the region. The dam was completed in 2002 and its reservoir reached the full level, for the first time, in 2010. The 518.4-megawatt (695,200 hp) power station was commissioned in two stages, stage I in 2004 and stage II in 2013. The Alqueva Dam constitutes one of the largest dams and artificial lakes (250 square kilometres (97 sq mi)) in Western Europe. 1. Vinci Stock price: DG (EPA) €96.54 -0.68 (-0.70%) 18 Oct, 17:37 CEST - Disclaimer Headquarters: Paris, France CEO: Xavier Huillard (2006–) Revenue: 43.52 billion EUR (2018) Subsidiaries: Eurovia, Cegelec, VINCI Concessions SA, MORE Latest Projects The New Safe Confinement will prevent the release of contaminated material from the present shelter and at the same time protect the structure from external impacts such as extreme weather. The construction of the huge structure happened offsite and slid into place to minimise the exposure to radiation. Read more... Read more : Top 5 Engineering Consulting Firms 2020

Here we have the conversation in the unbuttoned mood of a learned engineer with wide sympathies about his art, its history, its range, and the silly things which happen. It reads easily and has immense charm.--Architect's Journal It is really, really good if you want a primer on the structural design.--Elon Musk Rich and readable...personal, witty, and ironic.--Scientific American CHAPTER 1: The structures in our lives p18. Can engineers learn from natural structures? What can doctors and biologists and artists and archaeologists learn from engineers? p20. (the living structure) Trees are the most durable living structures (max height of 110 meters) p22.(the technological structure) Limitation of material resources made the engineer turn to technology which was the primary approach to solving this problem. p23. Pneumatic tire: (John Boyd Dunlop) A pneumatic, or air-filled, the tire is made of an airtight inner core filled with pressurized air. A tread, usually reinforced with steel belting or other materials, covers this inner core and provides the contact area with the road. John Boyd Dunlop p25. (structures and aesthetics) relating the appearance to the structure of their products. CHAPTER 2: Why structures carry a load p38. All materials and structures deflect, although to greatly varying extents, when they are loaded. CHAPTER 3: The invention of stress and strain p50. Hooke's law: properties of material & behavior of the structure. p52. E= Youngs Modulus = elastic modulus = stiffness - fundamental knowledge of stress and strain p55-56. The strength of a Structure is simply the load (N or kg) that will just break the structure. Known as breaking load. Strength of Material: is the stress (MN/m2) required to break a piece of the material itself. The object of many strength calculations is to predict the strength of a structure from the known strength of its material. CHAPTER 4: Designing for safety p66. Stress trajectories in a bar are uniformly loaded in tension with and without a crack. p68. Stress at the tip of the crack may well be a hundred or even a thousand times higher than the stress elsewhere in the material. CHAPTER 5: Strain energy and modern fracture mechanics p71. Information about local vs breaking stress p74. Every elastic material which is under stress contains strain energy, and it does not make much difference whether the stress is tensile or compressive. p92. The commonest arrangement to absorb energy is bending. To break any material in tension a crack must spread right across it. p94. The quantity of energy required to break a given cross-section of a material defines its toughness - fracture energy. CHAPTER 7: Joints, fastenings, and people P132-147 important pages. p133. The design of a structure is influenced much more by its stiffness than by its strength. Where the need is for rigidity rather than strength, the whole problem becomes very much easier and cheaper. p148. Creep : [definition] is why old shoes are more highly stressed than new ones. CHAPTER 8: Soft materials and living structures p151. emulsion [definition] : Two liquids can form different types of emulsions. An emulsion is a mixture of two or more liquids that are normally immiscible (unmixable or unblendable). p156. Arteries are under constant stress n strain. p158. In a cylindrical vessel (always) : longitudinal stress: p Circumferential stress: 2p p159. Poisson ration [definition] : elastic effect behavior. p161. Membranes stretch with no thickness deformation: constant stress. p171. Our ancestors generally avoided tension structures as far as they could and tried to use constructions in which everything was in compression. p174. What kept a building from tipping up and collapsing was not so much strength of the stones and mortar as the weight of the material acting in the right places. p181-183. Thrust line: The line of thrust is the locus of the points, through which forces pass in a retaining wall or an arch. It is the line, along which internal forces flow. In a stone structure, the line of thrust is a theoretical line that through the structure represents the path of the resultants of the compressive forces. For a structure to be stable, the line of thrust must lie entirely inside the structure p182. Oblique loading [definition]: the loading that deflects the thrust line in this kind of way. p184. Where there is a crack, there must once have been tension stress. walls, masonry dams usually fail not from lack of strength but from lack of stability. p186. Heavy masonry can be regarded as a structure that is ‘ pre-stressed’ conditions. p188. Definition of an Arch. p188-191. Useful information about arches. p192. Sealing up of structures (interesting to read) The square-cube law (or cube–square law) is a mathematical principle, applied in a variety of scientific fields, which describes the relationship between the volume and the surface area as a shape's size increases or decreases. It was first described in 1638 by Galileo Galilei in his Two New Sciences as the "...ratio of two volumes is greater than the ratio of their surfaces”. -unlike most other structures, buildings fail because they become unstable and tip-up. CHAPTER 10: Something about bridges p200. The facts of life are that the rise of the arch must be about half its span. p201. Cast iron is very brittle. It resembles stone in being strong in compression but weak and unreliable in tension, and so, in building construction, it has to be treated rather like masonry. p202. Vibrations of the trains would crack the brittle cast iron. p205. James Finlay: James Finlayson was a Scottish Quaker who, in effect, brought the Industrial Revolution to Tampere, Finland. p206. The cables of a suspension bridge take up the best shape automatically because a flexible rope has no choice but to comply with the resultant of all the loads which are pulling on it. p225. After all, how many house architects even talk to a naval architect? p231. A cantilever: ships masts, turbine blades, horns, teeth, animals necks, and trees p238. A cantilever truss will probably break mear its roots p239. Animal skeleton - shear bracing p242. Longitudinal stress increases as you move away from the neutral axis p245. Shear stress measures the tendency for one part of a solid to slide past the next bit or jerk the rug from under someone's feet or ankle twist. p249. A trellis (treillage) is an architectural structure, usually made from an open framework or lattice of interwoven or intersecting pieces of wood, bamboo, or metal that are normally made to support and display climbing plants, especially shrubs.t 5 p255. System of Applied Tension: in other words, by lacing. p256. Plastic propellers p257. Shear stress is only tension and compression acting at 45 degrees and vice versa. p258. In ductile materials both tension and compression, failure tends to occur by shear. (look diagrams above) p260. The wings of an aircraft are subject to bending forces, very much like a bridge. p264. Twisting or torsional deflection. p266. Torsional stiffness = no twist. p269. Torsion & twisting. p271. Torsion makes everything heavier on a design. (skiing=torsion) p272. Blackhole = massive compression force. p273. Compression = study of ways of getting out of tight places. p274. Compressive failure == 45degree shearing. p275. Brittle = has cracks. p277. Ductile failure in metals would be the same in compression and tension( by shearing). p280. Columns = trees (good columns in compression) p281. Pre-stressed tree in a calm..the outside of the trunk is in tension all around, the inside is in compression. p283. Keep concrete always in compression and don't allow it to go to tension when bending occurs, therefore no cracking in concrete is happening in pre-stressed beams. p293. Long-wave mode: buckle over all of its lengths, or short-wave: that is to say locally, by putting a sort of crease or crumple onto the wall of the tube. p294. Bamboo is a natural stiffener that uses stringers or ribs to stiffen up. P296 - 297. A sandwich-structured composite is a special class of composite materials that is fabricated by attaching two thin but stiff skins to a lightweight but thick core. The core material is normally low strength material, but its higher thickness provides the sandwich composite with high bending stiffness with overall low density. Open- and closed-cell-structured foams like polyethersulfone polyvinylchloride, and honeycombs are commonly used core materials. Sometimes, the honeycomb structure is filled with other foams for added strength. p303. “concept of design” p305. The cross-section of a tension bar is proportional to the load. p306. “ work of fracture falls dramatically with the increase of tensile strength” p310. Compound interest effect: Compounding: is the process in which an asset's earnings, from either capital gains or interest, are reinvested to generate additional earnings over time. This growth, calculated using exponential functions, occurs because the investment will generate earnings from both its initial principal and the accumulated earnings from preceding periods. p311. Meccano is a model construction system created in 1898 by Frank Hornby in Liverpool, United Kingdom. The system consists of reusable metal strips, plates, angle girders, wheels, axles and gears, and plastic parts that are connected using nuts and bolts. It enables the building of working models and mechanical devices. Monocoque: an aircraft or vehicle structure in which the chassis is integral with the body. p315. Dracone barge (photo above) p319. Energy intensity is a measure of the energy inefficiency of an economy. It is calculated as units of energy per unit of GDP. p321. E/p that is to say, the specific Youngs modulus which governs the weight-cost of the overall deflection. - Read Appendix 4. p324-325. Meaning of engineer: ‘the entire physical world is most properly regarded as a great energy system “ p330. A great deal of the strength-predicting elements of design boils down to a sort of game in which we try to spot the weakest link in a load-bearing system. p333. [definition] Fatigue = fluctuating loads. p337. Fuselage [picture below] p350. Interesting read about aerodynamics p355. Architecture vs civil engineer ( efficiency vs aesthetics ) p359. Emotional with the design - subconscious mind - the imprint of the character. p364. Philistinism engineers are all about: In the fields of philosophy and æsthetics, the derogatory term philistinism describes the 'manners, habits, and character' of a person whose anti-intellectual social attitude undervalues and despises art and beauty, spirituality and intellect. p366 - 367. “ modern technology gets more and more functional, we can less and less bear to look at it.” “ an ugly ship is no more attractive than an ugly woman - however fast she may be” p369. Doric architecture: The Doric order is characterized by a plain, unadorned column capital and a column that rests directly on the stylobate of the temple without a base. The Doric entablature includes a frieze composed of triglyphs—vertical plaques with three divisions—and metopes Appendix A - the process of design. You can get the book here: *Affiliate links included

The Approval In Principle (AIP) document outlines the concept for the design of the structure. This will be used for most highway structures and incorporates the Technical Approval Schedule (TAS) which lists all the current British Standards and documents that are relevant to the design of highway structures. According to BD2/12 (Document: Design Manual For Roads And Bridges (DMRB) ): volume 1 - SECTION 1 - PART 1 - BD 2/12 HIGHWAY STRUCTURES: APPROVAL PROCEDURES AND GENERAL DESIGN APPROVAL PROCEDURES Summary of what an AIP is An AIP is a standard documentation required for any structure (e.g. Bridge, retaining wall, gantry, etc.) constructed in the civil engineering industry. This document will include: A description of the proposed structure The category of the structure Details of the road it is on or adjacent to The proposed loading criteria The proposed method of analysis of the structure A schedule of applicable design standards Requirements for road restraint systems (parapets and safety fences) Headroom requirements Details of other structural forms considered Conceptual drawings (if applicable) Details of any references from Standards and any other information required by the Technical Approval Authority to determine whether the proposed design and checking regime are robust and acceptable. In theory, prior to commencing design, the AIP must be signed by the Technical Approval Authority. In practice, program constraints dictate that some design is carried out prior to obtaining a signed AIP, though this is at the designer/client's risk as the Technical Approval authority could require a change to the design process, resulting in the need to revisit the design. The History of the AiP In the early 1970s, failures at Yarra (Australia), Milford Haven (Pembrokeshire, Wales), Koblenz (Germany), and over the Danube (Austria) occurred during erection. Read more: West Gate Bridge collapse - Yarra (Australia) Around 11.00 am that morning the Section Engineer contacted Jack Hindshaw, the Resident Engineer, and advised that things were not going well. Thirty-five construction workers were killed and 18 injured... Read More... Resulting from these failures and the subsequent Report of the Merrison Committee, the following important changes were made by the then Ministry of Transport: (i) The Department would continue to examine design criteria and methods but not computations. (ii) The requirements by the Department for a certificate of independent check of the design and computations. (iii) The application of Approval in Principle (AIP) stage to all but minor structures, which would cover the selection of bridge type, the materials for its construction, and methods of analysis and design to be adopted. Technical Approval (BD2/12 - 2.26) The Designer must provide sufficient information to enable the TAA to carry out the following aspects, where applicable: (i) Appraise the proposed design or assessment criteria, principles and methods. (ii) Agree on the required working life for the structure and its main components. (iii) Agree on the Category of the Proposals. (iv) Ensure consideration has been given to any special studies concerning safety and risk assessment and management that have a bearing on the final design or assessment or the construction process. (v) Be satisfied that adequate consideration has been given to safety, sustainability, buildability, traffic management, environmental impact, aesthetics, structure robustness, durability, maintainability, access and inspection, upgradeability, whole life costs, demolition and compliance with the Overseeing Organisation’s requirements. (vi) Agree on the list of documents included in the TAS and Departures. (vii) Appraise the geotechnical conditions and other relevant investigations. (viii) Appraise the adequacy of existing records and investigation data and the need for further investigations or studies that have a significant bearing on the preliminary or final design, assessment, execution, operation, maintenance or demolition processes. (ix) Review the adequacy of consultation with other stakeholders and the incorporation of agreed requirements. (x) Agree proposed Category 3 Checker based on their relevant experience and competence. (xi) Resolve any point(s) of difference between the Designer or Assessor and the Checker. Share your content with us! Join the SI Writers Platform now Submit your work 📝 and get featured 📌 on our website 💥 Checking Procedure (BD2/12 - 2.32) Assessments, designs, and drawings, together with bar bending schedules, must be checked as follows: Structures, which conform in all aspects of design, assessment, and execution to DMRB and MCHW Standards and contain no Departures, provided they also conform to one of the following: Category 0 and 1 Structures (a) Categories 0 and 1 require an independent check by another engineer who may be from the Design/Assessment Team. 3.4.1 Category 0: (a) Single span simply supported structures with a span of less than 5m. (b) Buried concrete boxes, buried rigid pipes, and corrugated steel buried structures of less than 3m clear span/diameter and having more than 1m cover. (c) Multi-cell buried structures, where the cumulative span is less than 5m, and having more than 1m cover. (d) Earth retaining structures with an effective retained height of greater than 1.5m (1.0m or greater in Northern Ireland) but less than 2m. (e) Minor structures within the scope of BD 94 (DMRB 2.2.1) and not situated at a very exposed site as defined in BD 94. (f) High masts ≤25m and not situated at a very exposed site as defined in BD 94. 3.4.2 Category 1: (a) Structures with a single simply supported span of 5m or greater but less than 20m and having less than 25° skew. (b) Buried concrete boxes, buried rigid pipes, and corrugated steel buried structures with a clear span/diameter of 8m or less. (c) Earth retaining structures with an effective retained height of 2m or greater but less than 7m. (d) Minor structures outside the scope of BD 94 (DMRB 2.2.1) or situated at a very exposed site as defined in BD 94. (e) High masts >25m or situated at a very exposed site as defined in BD 94. (f) Environmental barriers 3m or more in height or with overhangs. (g) Portal and cantilever sign and/or signal gantries with a span of less than 20m. Category 2 Structures (b) Category 2 requires a check by a Check Team, which may be from the same organisation but must be independent of the Design/Assessment Team. Structures, not within the parameters of Categories 0, 1 or 3. Category 3 Structures (c) Category 3 requires a check to be carried out by a Check Team from a separate organisation proposed by the Designer or Assessor and agreed by the TAA. Complex structures, which require sophisticated analysis or with any one of the following features: (a) High structural redundancy. (b) Unconventional, novel or esoteric design aspects. (c) Any span exceeding 50m. (d) Skew exceeding 45o. (e) Difficult foundation problems. (f) Moveable bridges. (g) Moveable inspection access gantries, gantry rail and gantry support systems. (h) Bridges with suspension systems. (i) Steel orthotropic decks. (j) Internal grouted duct form of post-tensioned concrete structures. (k) Earth retaining structures with an effective retained height of 14m or greater. (l) Rock anchorages (Wales only). Sources: BD2/12, www.sabre-roads.org.uk Read more:

SFRC Overview Fibre-reinforced concrete is a composite material comprised of traditional concrete and steel fibres (look picture below). Normal unreinforced concrete is brittle with a low to not existing tensile strength and strain capacity. Steel fibres increase durability and ductility of the concrete mix as well as decrease installation and labour cost. Slender structures such as CMG Headquarters in Beijing could be achieved. 👉 Visit Structures Insider's homepage for more stories.👈 History of SFRC The concept of using fibres as reinforcement is not new. Fibres have been used as reinforcement since ancient times. Historically, horsehair was used in mortar and straw in mudbricks. In the 1900s, asbestos fibres were used in concrete. In the 1950s, the concept of composite materials came into being and fibre-reinforced concrete was one of the topics of interest. Once the health risks associated with asbestos were discovered, there was a need to find a replacement for the substance in concrete and other building materials. "There is strong evidence of asbestos leading cancers of the lung, larynx and ovaries," comments Ruban Selvanayagam of property renovation / buying company from the UK. By the 1960s, steel, glass (GFRC), and synthetic (such as polypropylene) fibres were used in concrete. Research into new fibre-reinforced concretes continues today. A QUICK video explaining Steel Fibre Reinforced Concrete (SFRC). Courtesy of Tyler Ley Advantages of Steel Fibres in Concrete ● The increased load-bearing capacity of concrete ● Reduction of concrete slab thickness ● Load capacity is not diminished by concrete cracks (crack control) ● Increased durability ● Low maintenance costs – extended service life ● Improved flexural properties ● Reduced absorption of water, chemicals, etc. ● Can be used on the fast track schedule. ● Easier positioning of joints (fewer joints required) ● Reduced site labour for managing steel reinforcement ● Reduced project costs – ensures economical designs ● Increased impact and abrasion resistance ● Even distribution of fibres throughout the concrete (concrete tensile strength can be specified) ● Tougher surface with fewer bleed holes (improved concrete quality expected) ● Savings will be greater for heavier crack control systems You May Also Like: The difference between Buckling, Compression & Shear Slender structural members loaded axially in compression will experience buckling. A relatively slender compression member (e.g. a column) may deflect laterally and fail by bending rather than failing by direct compression. The behaviour can be demonstrated by... Read more ● No requirement for heavy lifts of rebar and labour requirements. Reinforcement is incorporated in the mix. ● Corrosion-free surface finish. ● Reduces permeability of concrete (because micro-cracks are controlled). ● No deformation of corner castings. Disadvantages of Steel Fibres in Concrete ● No Eurocode Standards yet addressed for steel fibre reinforcement Design processes. However individual National Annex of some countries may provide some guidelines regards design suggestions. ● More expensive than traditional rebar. Can’t be used in heavy loadings situations – rebar is preferred. ● May require manufacturer license for batching this type of concrete mixes. ● Labour workers may require training. USES of SFRC a. Structural Applications (Buildings and Highways) - Steel decks. - Pile-supported floors. - Power-station floor slabs - The opportunity of pre-fabricated slabs manufactured at the factory and brought on-site for installation. - Use with rebar reinforcement increasing strength using less rebar. - Flat pavements. - Existing columns strength reinforcement. Essential Books for Civil Engineering Students Amazon's Choice b. Underground concrete structures - Tunnel linings reinforcement. - Potential Pile material. Leading Supplier in the Market They provide next level concrete performance steel fibres used fro SFRC For the full product click here: Dramix® steel fiber concrete reinforcement Sources: Wikipedia, www.bekaert.com , Read more: Concrete variable radius arch dam explained New York City is planning to expand Manhattan into East River to battle climate change Dracula's luxurious residence has 57 rooms and has its own private wooden church

Architectural Insight One of the most recognizable tourist attractions of the world, located in Rome🇮🇹, the Colosseum. Built between 72 A.D and 80 A.D under Emperor Vespasian, it was made from stone and concrete. More than 100,000 cubic meters of travertine stone was used for the outer wall of the Colosseum which was set without mortar held together by 300 tons of iron clamps. The final façade was estimated at 100,000 cubic meters of marble that in later years some of the marble was used for the construction of St. Peter’s Basilica. 👉 Visit Structures Insider's homepage for more stories.👈 Being the largest amphitheatre in the world, the Colosseum has 80 entrances and could seat approximately 50,000 spectators. For the protection of these spectators from the blistering sun and heat of Ancient Rome, there was the velarium an awning that could be pulled over the top of the seating area providing shade. Below this marvellous structure, located numerous rooms and underground passages where animals and the gladiators were kept. There were also 36 trap doors in the arena for special effects! Not only being a mean of free entertainment for the people of Rome, but it was also a political tool to gain the trust of the people by sometimes giving out free food to the spectators. It's said that for the hundreds of years that the games were played, the Colosseum has taken the lives of about 50,000 people and over a million wild animals. Read more: 5 books you NEED to own if you are a 1st-year civil engineering student What's the most impressive ancient structure in the world? Concrete variable radius arch dam explained New York City is planning to expand Manhattan into East River to battle climate change

by Merkur Alibali Wood vs Steel Wood buildings are lighter and less expensive to build. Based on current building codes wood structures are not more ductile than steel structures however their mass being lighter attracts less seismic load for the same ground motion than a typical steel structure. (Seismic force is related to mass and ground acceleration and some other inherent building dynamic parameters). The mass factor alone can be its claim to being better in seismic-prone regions. Additionally, wood framing labor is considerably cheaper than steel framing which would require highly trained, union-based, erectors and welders working under strict schedules and safety protocol. Wood framing can be performed by anyone who’s been on the job no more than a month under proper supervision. The typical building wood structure in California is what you would characterize as “wall stud framing”. The seismic resistance is provided primarily by plywood shear walls. Sometimes steel frames are added (Special Moment Frames) or Masonry Shear Walls. Structures built up to the 60s combined all kinds of systems. Afterward, the trend became in not mixing the seismic force-resisting systems (SFRS) much. The steel structures are typically columns, beams, and girders with composite concrete metal decks. The SFRS is provided by a medley of systems, BRBF (Buckling Restrained Braced Frames, SCBF (Special Concentric Braced Frames), SMF (Special Moment Resisting Frames). In some cases Masonry shear walls (or even Concrete shear walls). Each provides benefits and drawbacks however the steel system’s ductility is beyond what can be achieved from a well-detailed wood building. The benefit of steel structures is that they permit the achievement of the architect's vision in a way that is more economical than say concrete or wood construction. Each material offers its benefits but personally, I would much rather be in a wood building than a steel building during an earthquake. Having witnessed seismic tests on a shake table performed on a wood building I can attest to their resilience even after the failure of the seismic resisting system. Also for you : The difference between Buckling, Compression & Shear

by Sherif Issa I am sure you’ll get a lot of answers to the very same question. Some will be driven by personal opinion, some by an objective, scientific view; and some driven by sheer patriotism. Why so? How so? .. Because there is always a talented architect in every country and every culture. Think of these examples… The US? — You have Frank Lloyd Wright [of course] with his Guggenheim museum Brazil — I loved Lúcio Costa’s persona as well as his work… India?—- Bangladesh and Pakistan? There are so many of them Iraq?—- Zaha Hadid with her super eccentric designs. Italy and France? —- these countries wrote the book on art and architecture. How about Egypt? — Yes sir, we have the multi-talented good man who had sustainability in his mind long, long before it was a buzzword... Mr. Hassan Fathy with his concept of “Architecture for the poor” Fathy has developed systems of natural ventilation and air conditioning in his buildings that were almost as good as our modern HVAC but more efficient and planet-friendly since they consumed no energy at all. He is considered by some as one of the greatest contemporary architects we have. Some people go far enough to consider him an owner of a “thought school’, not just a good architect. So, there you have it. Your “mirror on the wall, greatest architect of them all” answer.

Introduction Banister’s sustainable mobility paradigm published in 2007 is a very influential paper with stated principles being realised and implemented in the following years after publication. The paper exploits two fundamental principles, the first principle being the approach of considering travel as a derived demand and not as an activity people wish to take and secondly the correlated understanding that, travel cost and time are taken to travel is the main reason for people to minimise their generalised costs of travel. Banister defined four key actions within a sustainable mobility approach being as substitution, modal shift, distance reduction and efficiency increase with the aim of reducing the need for travel, reducing the trip lengths and encourage the efficient use of transport system. 1. Reducing the need to travel—substitution Life cycleways of thinking encourage the first question asked being of the need of creating or executing the project or service at hand. In transport, a trip is no longer required to be made from the time when the activity has been executed without the need for travel. By means of technology and the power of telecommunication and the internet, tasks such as grocery shopping and working can be achieved from the comfort of homes. Due to the COVID-19 pandemic, the US eCommerce market saw a 78% increase from May 2019 to May 2020 on the online shopping sales amending the lockdown measures being placed (Avinash Unnikrishnan, 2020). The current pandemic had a major impact on rethinking travel patterns and general adaptation to virus-free transportation. 2. Transport policy measures—modal shift The aim of reducing the use of cars could have many social, economic, and environmental benefits. As per Banisters, incorporating transport policies with the aim to reduce the number of cars used and slow down traffic in conjected areas in an urban setting will make more effective use of the available spaces and improve the welfare of its citizens. Streets should stop being only considered as roads but also as spaces for people, green modes and public transport (Banister, 2007). London leaders started the initiative back in 2008 by introducing Low Emission Zone (LEZ) and then followed in 2019 introducing the world’s first Ultra Low Emission Zone (ULEZ) in areas of central London, fully imitating concepts predicted by Banister by reducing the car movements on roads (London, 2019). Data finds that a 65% reduction of older, more polluting, non-compliant vehicles were detected in these zones between 2017 and 2019 which had the reaction of reducing harmful NOx emissions from road transport in the central zone by 31% (200 tonnes) making roads less conjected and improving the welfare of its citizens. 3. Land-use policy measures—distance reduction To achieve the carbon net-zero goals set by governments around the world a switch to green modes of transport will be of paramount importance. Only in the UK transport-related CO2e emissions are the highest with a 27% share as seen in Figure below (BEIS, 2021). In his paper, Banister drew attention to the need to find physical means by which distance can be reduced in an urban setting (Banister, 2007). This can be achieved by switching to green modes of transport and by applying public policies through the development of increasing densities and concentration of housing, through the design of buildings, public spaces and transport routes giving emphasise on car-free developments. Establishing size thresholds of the availability of services and facilities (Banister, 2007) has been a fundamental aspect of the 15-minute city which may be defined as ideal geography where most human needs and many desires are located within a travel distance of 15 minutes (ANDRES DUANY, 2021). 4. Technological innovation—efficiency increase Technology plays a vital role in improving people’s quality of life and its impact on transport efficiency is substantial. Banister views that to achieve sustainable mobility the best available technology in terms of car engine design, alternative fuels, and use of renewable energy should be implemented. Introduced standards and regulations can reduce levels of noise and pollution at certain parts of a city, hence improving welfare. Banister extremely accurately anticipated the current London ULEZ zones (London, 2019) as he referred to the benefits of ensuring the access to certain parts of the city should be restricted to those vehicles that are seen to be environmentally cleaner than other vehicles (Banister, 2007). Recent technologies such as autonomous/electric vehicles and the hyperloop support the standards introduced by Banister such as reducing noise levels and decarbonizing the transportation system by reducing pollution. In conclusion, Banister's ideas are appropriate, however, further thinking into decarbonizing the energy power grid of nations should be incorporated in talks of achieving sustainable mobility. The key in my opinion to achieve this is collaboration and cooperation from all the industries participating in the transport market for the sole purpose of improving systems and implementing radical change promoting sustainability. About Professor David Banister David Banister is a Professor of Transport Studies at the Oxford University Centre for the Environment. Until recently he was Professor of Transport Planning at University College London. He has also been Research Fellow at the Warren Centre in the University of Sydney (2001-2002) on the Sustainable Transport for a Sustainable City project and was Visiting VSB Professor at the Tinbergen Institute in Amsterdam (1994-1997). He will be a visiting Professor at the University of Bodenkultur in Vienna in 2007. He is a Trustee of the Civic Trust and Chair of their Policy Committee (2005-2009) Useful Documents Banister, D., 2007. The sustainable mobility paradigm. Transport Policy 15 (2008) 73–80 , 19 November, pp. 73-80.

Smart motorways throughout England as defined by Highways England, have the objective to deliver more efficient motorways through the application of smart infrastructure technologies to improve real-time management of major motorways, including actively managing traffic, improving journey times and reliability, increasing capacity, reducing congestion, and maintaining safety levels (Arcadis, 2017). There are three main types of smart motorways, each having a slightly different way of operations (AA, 2020). Firstly, the controlled motorway has variable speed limits and a hard shoulder for emergency use. Dynamic hard shoulder motorways have a hard shoulder that could be opened up to traffic in congested periods as well it has gantry overhead signs indicating when driving is allowed on the hard shoulder. Furthermore, the all-lane running system has no hard shoulder with emergency refuge areas located approximately every 2.5km or 1.6km (Jallow, 2019). A Guerrieri comparison of a 1-km long section of conventional and smart motorway found that the highest environmental impact during a motorway life cycle is always due to vehicle emissions and specifically of platooning vehicles (Guerrieri, 2020). As the main goal of smart motorways is to improve the flow of traffic, this will have a big influence on the increase of the use of cars since capacities increase and the mode becomes more desirable by users with the effect of increasing carbon emissions. Someone could argue that improving the flow of traffic will reduce the number of times vehicles' engines are running hence reducing the environmental burden simultaneously, as reducing congestions and improving user’s experience. Recommended : Four key actions within a sustainable mobility approach as defined by Banister Others may argue that improving the capacity and flow of motorways and not promoting investments in other public transports, increases the number of cars, hence increasing emissions and negatively impacting air quality of the surrounding areas. The decarbonization of transport is mostly a challenge of energy rather than mobility. In the research paper “How to decarbonize the transport sector?” Zwaan stresses that a radical change in the automotive industry should occur with hydrogen becoming the dominant transport fuel for achieving a net-zero transport network (Zwaan, 2013). REFERENCES Arcadis, C., 2017. Smart Motorways Programme M6 J2 – J4 Environmental Study Report: Volume 1. [Online] Available at: https://assets.highwaysengland.co.uk/roads/road-projects/m6+junction+2+to+4+smart+motorway/Environmental+Study+Report+Figures+(Volume+1).pdf [Accessed 5 March 2021]. AA, 2020. Smart Motorways: Just how smart are smart motorways?. [Online] Available at: https://www.theaa.com/driving-advice/smart-motorways#:~:text=There%20are%203%20different%20types,in%20a%20slightly%20different%20way. [Accessed 8 March 2021]. Guerrieri, 2020. Smart vs conventional motorways: Environmental impact assessment under realistic traffic conditions. Elsevier. Jallow, H., 2019. The Concept of Smart Motorways. s.l., 2019 3rd International Conference on Smart Grid and Smart Cities (ICSGSC). London, M. o., 2019. CENTRAL LONDON ULTRA LOW EMISSION ZONE – SIX MONTH REPORT, London: Greater London Authority. Zwaan, B. d., 2013. How to decarbonize the transport sector?. [Online] Available at: https://www.sciencedirect.com/science/article/abs/pii/S0301421513004734 [Accessed March 2021].

The ultimate goal of humanitarian logistics (HL) is to deliver the right supplies in the right quantities to the right location at the right time to save lives and reduce human casualties (Balcik & Beamon, 2008). With an overall annual expenditure of around $20 billion, it’s still not enough to cover the unpredictable natural catastrophes (Tatham & Christopher, 2018). Major disasters such as the 2004 Thailand tsunami and the 2010 Haiti earthquake which had a substantial number of human casualties and infrastructure damage have emphasized the big importance of having efficient and effective humanitarian relief operations. Challenges Humanitarian logistics studies identify multiple challenges including, collaboration and coordination (Balcik, 2010), contextual factors related to unpredictability (Kovács & Spens, 2009), lack of resources (Gustavsson, 2003) and lack of planning (Jahre, 2016) as well as related to funding, accountability and even sustainability. A study conducted by interviewing UNHCR logistics field staff located in 130 countries, found that the main influence logistics challenge was that the internal structure, as well as its strategies and policies, influence both the nature of these operational challenges and the way in which it responds (Tatham & Christopher, 2018). Operational challenges such as inadequate infrastructure, security concerns, poor emergency response preparedness (ERP), coordination, lack of transparency between intra-organizational departments, and the lack of inadequate information sharing were identified. Furthermore, more field-related challenges were given of operating in uncertain and harsh conditions to find adequate resources such as durable vehicles and functioning generators. As transportation goal is to ensure that the right goods are delivered at the right place, at the right time, in the right condition it is stressed that cross-functional communication and coordination are essential to achieve seamless supply chain processes. Also, of challenges responded were the difficult access to beneficiaries, international transportation, and custom-related issues as well as infrastructure problems due to road network low quality (Tatham & Christopher, 2018). Moreover, a study completed by (Roh, et al., 2016) looked at challenges with pre-positioned warehouses identified challenges such as high asset maintenance cost, high inventory cost, failure in forecasting stock level, difficulties in justifying funding, IT breakdown, poor quality of goods, untrained local staff and limited space available in warehouses. Overall, the lack of time and resources for planning was one of the primary causes that negatively affect the activities and results HL tries to achieve which results in the difficulty to deliver relief in the right places with speed and accuracy. Solution Modern technology can provide a lot of advances in HL delivery. Technologies such as 3D printing, remotely piloted aircraft systems (RPAS), hybrid cargo ships, helium-filled airships each wish to improve the HL and deliver the relief faster and more efficiently. 3D printers (3DP) have the advantage of low cost ($40/kg) and ease of transportation that can utilize a range of source materials that can be used to build objects such as pipes and connectors used in water that can replace broken components. Moreover, 3DP will increase the transportation efficiency by reducing time and space as parts can be constructed on-site of the disasters within a timeframe up to 12 hours. An example of the 2010 Haiti post-earthquake debris removal which was estimated at 1000 trucks (Booth, 2010), could lead to onsite development of new 3D dwellings with a significant reduction in cost. RPAS, have the potential to transfer medical payload (Papua New Guinea,2014; Malawi,2016), provide post-disaster mapping (The Philippines, 2013; Nepal, 2015) and damage assessment of logistic routes and infrastructure (Vanuatu,2015) as well as act as a temporary mobile communications system. Another solution of hybrid cargo ships and helium-filled airships can lift significant quantities of material and deliver the last mile directly to affected areas by landing on water and docks if the infrastructure is damaged. These solutions eliminate the movements associated with loading/unloading hence saving time and cost at the various nodes (Tatham & Christopher, 2018). REFERENCES Balcik, B. & Beamon, B., 2008. Facility location in humanitarian relief. International Journal of Logistics: Research and Application, s.l.: pp.101–121. Tatham, P. & Christopher, M., 2018. Humanitarian Logistics : Meeting the Challenge of Preparing for and Responding to Disasters. s.l.:Kogan Page, Limited. Balcik, B. B. B. K. C. M. K. a. R. M., 2010. Coordination in humanitarian relief chains: Practices, challenges and opportunities. International Journal of Production Economics , pp. 126 (1), pp 22– 34 Kovács, G. & Spens, K., 2009. Identifying challenges in humanitarian logistics. International Journal of Physical Distribution & Logistics Management , pp. 39 (6), pp 506– 28. Gustavsson, L., 2003. Humanitarian logistics: Context and challenges. Forced Migration Review, pp. 18 (6), pp 6– 8. Jahre, M. P. A. a. V. W., 2016. Defining logistics preparedness: A framework and research agenda. Journal of Humanitarian Logistics and Supply Chain Management , pp. 6 (3), pp 372– 98. Roh, S., Kwak, D.-W., Beresford, A. & Pettit, S., 2016. CHALLENGES IN HUMANITARIAN LOGISTICS MANAGEMENT: AN EMPIRICAL STUDY ON PRE-POSITIONED WAREHOUSES, s.l.: s.n. Booth, W., 2010. Haiti faces colossal and costly clean-up before it can rebuild, s.l.: Washington Post Foreign Service.

With new technologies always comes the scrutiny of requirements of new laws and ethical consideration towards the brought society. Many ethical issues are encountered when considering how AVs are to be programmed in an event of actions taken in an accident situation. The safety potential of AVs had struck the discussion about whether non-autonomous driving should be banned for safety reasons when a level of safe and reliable autonomous technology is achieved (Nyholm & Smids, 2016). AVs driving systems may have a large advantage over human drivers in avoiding crash situations before they occur due to the constant 360 degrees of monitoring of the environment eliminating human errors. However, AV technology has still a lot of requirements of technology improvement and legal considerations nevertheless of Tesla and Waymo already bringing level 3 and 5 autonomous vehicles into the market. Several ethical guidelines and best practice documents are established to assist programmers in developing ethically-sound crash algorithms however these guides have been criticized as too vague and incoherent (Ryan, 2019). A hypothetical scenario known as the ‘trolley problem’, which considers the ethical dilemmas of whether to sacrifice one person to save a larger number is one of the biggest challenges AV programmers face when developing the crash response of their autonomous technology. It can be certainly proved that an AI algorithm with a vehicle braking system optimized with thousand real-time data points is far superior to a human reaction time as seen in early test vehicle programming by Google in 2015 (Gibbs, 2015). Nevertheless, an AV has many dilemmas of formulations of hypothetical situations whether the vehicle should prioritize the safety of its occupants over pedestrians in a crash situation. Of course, very few people would buy a car that prioritises the lives of others over the vehicle driver and passenger, but if they aim to protect the driver they may crash into children or light vehicles (Contissa, et al., 2017). On the other hand, as mentioned by De Sio, if safety is prioritised, in a similar crash situation the AI of the vehicle may hit a motorcyclist wearing a helmet, opposed to one without one because they would be more likely to survive (De Sio, 2017). This may lead to a chain reaction of people start to take unsafe activities in order to become safe due to knowing the response of the AVs algorithm, with an example being of not wearing a helmet thus avoiding collisions in possible accident situations. Analysts’ solution for this matter suggests that crash-optimization should be implemented because some crashes would be unavoidable (Lin, 2015) with algorithms based on vehicles decisions on least-likely determinable harm done in a situation (Ryan, 2019). Given that government regulations in regards to AV algorithms decision-making lack in clarity, it is likely that vehicle manufacturers will control and regulate this section of the market. A recent action of the US Department of transportation draft about Automated Vehicle Policy (Transportation, 2016) suggest that AV manufactures address ethical issues in a transparent and conscious manner with inputs from other stakeholders. However as argued by (Ryan, 2019), programmed responses remove control from the human being in driving circumstances and removes the choice and ability to make decisions in the vehicle’s navigation. These statements are directly associated with concepts threatening free will and moral responsibility which are being replaced by algorithms and AI of AVs developed by private entities (CNIL, 2018). Another issue arising with AVs is the topic of insurance and privacy. As AVs will be able to store an array of driver’s data such as habits, patterns and behavior insurance could be tailored to individual performances hence providing higher premiums to safer more conscious drivers. Conversely, a large amount of data will be collected which could infringe personal privacy and data security which could be subject to negative consequences of hackers stealing the data or on the other hand, a positive consequence could be the allowance of police accessing this information to reduce crime. An approach currently promoted is the DRIC “data remains in-car” which attempts to process data within the vehicles rather than transmit to third parties (CNIL, 2018) however, it should be pointed out that technical challenges are present to implement this type of technology. REFERENCE De Sio, F. S., 2017. Killing by autonomous vehicles and the legal doctrine of necessity, p425: Ethical The- ory and Moral Practice. CNIL, 2018. Connected vehicles: A compliance package for a responsible use of data.. [Online] Available at: https://www.cnil.fr/en/connected-vehicles-compliance-package-responsible-use-data [Accessed 29 May 2021]. Contissa, G., Lagioia, F. & Sartor, G., 2017. The ethical knob: Ethically-customisable automated vehicles and the law, s.l.: Artificial Intelligence and Law. Ryan, M., 2019. The Future of Transportation: Ethical, Legal, Social and Economic Impacts of Self‐driving Vehicles in the Year 2025, s.l.: Science and Engineering Ethics (2020) 26:1185–1208 Transportation, U. D. o., 2016. Federal Automated Vehicles Policy: Accelerating the Next Revolution In Roadway Safety, s.l.: s.n. Lin, P., 2015. Why Ethics Matters for Autonomous Cars. , s.l.: Autonomes Fahren: Technische, rechtliche und gesellschaftliche Aspekte (pp. 69-85). SpringerLink. Gibbs, S., 2015. The Guardian. [Online] Available at: https://www.theguardian.com/technology/2014/may/28/google-self-driving-car-how-does-it-work Nyholm, S. & Smids, J., 2016. The ethics of accident-algorithms for self-driving cars: An applied trol- ley problem? Ethical Theory and Moral Practice, s.l.: s.n.