Targeted under NERC's Water theme, the proposed project is aimed at determining the fate, reactivity and environmental risk of deploying nanoscale iron particles (INP) for the cleanup of polluted sites and groundwaters around the UK. The project is CASE supported by URS/Scott Wilson with advisory input from DEFRA (Dr Helinor Johnston) and CL:AIRE (Dr John Henstock). The Problem: The increased development and use of engineered nanomaterials has the potential to offer great benefits to society through their exploitation within numerous products developed by diverse industries. Some applications of nanomaterials have the potential to afford environmental benefits and of particular interest is the use of nanoscale particles of zerovalent iron (INPs) for the in situ cleanup of contaminated land and groundwater. Theoretical and practical evidence suggests that these INPs can be used to rapidly remediate contaminated sites at a significantly reduced cost relative to conventional methods. Most significantly they are also applicable for a wide range of hazardous chemicals, including polychlorinated biphenyls (PCBs); heavy metals and even radionuclides. To date the UK government has adopted a precautionary approach to the deliberate release of nanomaterials into the environment and consequently the use of INP remediation technology is not currently permitted by the UK Environment Agency. In July 2010 DEFRA commissioned a study (CB0440) to evaluate whether the hypothesised or known detrimental effects associated with the intentional release of INPs into the environment, outweigh the benefits that may be realised by using INP for site cleanup. Whilst this study has not yet been completed, a recent detailed review provided by the Bristol group has highlighted that much is still unknown about the true geochemical fate of INP injected into the subsurface, their true efficiency for cleanup of pollutants and the level of impact they may have on the environment. The Solution: By partnering academia with industry, the current project proposes to bridge the gaps in our current understanding and provide valuable site-derived data relating to the lifecycle of INPs in the environment. The project will build upon existing links between the Bristol Interface Analysis Centre (IAC), a group with the strongest UK track record for INPs research, and URS/Scott Wilson, an internationally renowned geotechnical and geoenvironmental engineering consultancy. Over the period of the project, the student will perform both laboratory and field-based investigations using INP of different sizes and types (wet-formed, dry-formed, annealed, surfactant coated) to evaluate their relative performance for contaminant remediation in natural waters of complex geochemistry. The project will also seek to better understand specific fundamental lifecycle aspects of INP injected into pore-water systems, specifically the factors that control transport, transformation, contaminant-INP reactivity and microbial impact. Of specific value to the project, URS/Scott Wilson will provide access to contaminated sites within the UK and/or overseas where the student, under supervision of the CASE supervisor, will participate in the planning, deployment and monitoring of a remediation project using INP. In the UK the student will also have access to a specialist 50m3 hydrogeochemical test cell located at URS/Scott Wilson's laboratories in Nottingham, where groundwater remediation systems using INP's will be prototyped and optimised. It is considered that the current studentship, which will be advised by both DEFRA and CL:AIRE, will produce data and practical knowledge that will help to shape future UK legislation and industry best practice for the use of INP in site clean-up.

This experimental project will address the problem of wheel track rutting that develops in asphalt road pavements under repeated traffic loading. A new torsional Hollow Cylinder Apparatus will be developed to reproduce, more accurately than hitherto, the field loading regime in the laboratory, so that high quality measurements can be made of the permanent strain that accumates under cyclic loading. Collaboration with the University of California at Berkeley and at Davis will allow use to be made of their established but less accurate asphalt shear testing equipment using identical material. Pilot scale wheel tracking tests will be conducted in the Nottingham Pavement Test Facility to generate rutting performance data and use will be made of full scale test data from the Californian team. The outcome of the project is aimed at improving prediction methods for rut development in asphalt pavements and to assess the reliabilty of a simple practical test for use by industry to estimate the rut resistance of asphalts.

Sustainable Multi-functional Automated Resilient Transport Infrastructures ETN, will bring together a stimulating platform where the stakeholders of the transport infrastructure sector will work alongside world-wide experts in smartening of systems (developers of high-tech sensors, advanced monitoring equipment, automated structures, etc.,) with direct support from the roads, railways and airports managers. This environment will enable talented graduates to conceive the transport infrastructure network of the future and will provide them with world-wide extended training in each of the four pillars supporting the SMARTI vision: designed to last by maximising recycling and minimizing impact (Sustainable), conceived not for transport purposes only and towards optimisation of land use (Multi-functional), equipped for communicating with managers and users, to allow a more intuitive use and a simplified management (Automated), built to be adaptable to natural and anthropogenic hazards (Resilient). The consortium will combine and share expertise to offer advanced scientific training structured into network-wide thematic taught modules combined with original research supported by secondments that will expose fellows to both academia and industry and will also allow them with the possibility to be award with Doctoratus Europeus. The training programme will be enriched by specific modules to support job creation by enabling the fellows with business, entrepreneurship, communication, project management and other transferrable skills. A tailored Dissemination strategy will evaluate the variety of channels and means appropriate to allow the fellows to be prepared and successful in reaching both scientific and larger public audiences. As a result, SMARTI ETN will create a new generation of highly-skilled and appealing professionals that will be in great demand in this rapidly expanding field and will benefit Europe and developing countries

The majority of the world's railways - including all main lines in the UK - are currently on ballasted track. Although there have been developments in component specifications and materials, the principles of the system have changed little over the past 150 years. Ballasted track has generally been considered to offer the optimum solution in terms of construction cost, stiffness and drainage properties, and ease of modification: thus although more highly engineered track forms have been used (e.g. in Japan, Germany and China), ballasted track has been employed both for upgrades such as the UK West Coast Main Line and for new high speed lines including HS1 (UK), TGV (France) and AVE (Spain). However, the limitations of ballasted track as currently constructed are becoming more apparent and more significant as the demands placed upon it have increased. This has led to higher than expected maintenance requirements and costs, and demonstrates that a transformation in track performance - by retro-fit measures for existing ballasted track, or by an informed decision in favour of an alternative track system in the case of large-scale renewals - is essential if the Government's aspirations of reduced cost and increased capacity for rail transport are to be realised. This Programme Grant will bring about a step-change improvement in the engineering, economic and environmental performance of railway track making it fit for a 21st century railway, by developing new techniques for its design, construction and maintenance. By obtaining a better understanding of the behaviour of track components, the interactions between them and their response to external loading and environmental conditions, the performance of railway track can be significantly enhanced. Improved understanding will allow the development of more effective and efficient maintenance and renewal strategies, leading in turn to reduced costs, increased capacity and improved reliability. The Programme Grant will also enable a radical overhaul of current railway track design appropriate for both new build (e.g. HS2) and upgrades to meet current and future train loading requirements more efficiently than is at present possible. Meeting these challenges will require a coordinated programme of research to investigate how the various components of the track system relate to each other and to external factors. This will involve a series of inter-related experiments together with supporting mathematical and numerical modelling, field monitoring and observation. The outputs of these studies will feed into economic modelling work, leading to the production of a decision-support tool, for use by industry, to appraise the cost implications of using different track technologies in combination with specific external factors. The aims of this Programme Grant can only be achieved by combining a variety of skills and techniques. The research team therefore comprises world-leading engineers and scientists from different disciplines and universities, working together to apply their collective expertise. A well-defined organisational structure and adaptable methods of operation will together provide a high level of integration and synergy between the various research areas and activities; excellent communications between the researchers, institutions and industry partners; flexibility in the allocation and use of resources; agility and responsiveness in research direction; proactive management of risk; and ownership and early uptake of research results by industry.