The Works consisted of the construction of approximately 2.1km of the M180 Motorway from the River Trent eastwards, 1.5km being dual 3-lane motorway and 0.5km being dual 2-lane motorway. Additionally approximately 4.1km of the M181 dual 2-way motorway northwards from the Midmoor Interchange, and approximately 1.7km of connecting roads and slip roads in the interchange were constructed.

The main earthworks and pre-earthworks drainage from the River Trent eastwards for approximately 1km were constructed as part of the Advance Earthworks Contract already described.

The motorway was formed on embankment throughout with a height maintained at approximately 2 metres minimum above original ground level. On completion a total of 600,000 cu. m of fill was imported. Of this approximately 100,000 cu. m of slag waste rock fill was incorporated as a granular drainage blanket at the base of the embankments forming M180 and Midmoor Interchange. A further 120,000 cu. m of P.F.A. was used to construct the higher fills carrying the M181 link over the M180. The remainder was sand fill from borrow pits adjacent to the motorway.

Throughout the Contract length the motorway crosses over flat agricultural land which is generally 1 to 3 m above O D and consists of superficial aeolin, alluvial and marine deposits over-lying Keuper Marl of the Triassic System. The superficial deposits are blown sand, silty clays, silts, peat and sand gravels up to 18 m in depth.

The Advanced Earthworks embankment on the eastern approach to the River Trent was constructed early in order to obtain the majority of settlement prior to carriageway construction. Additionally, the higher fills in Midmoor Interchange stood for 40 weeks prior to commencement of carriageway construction.

Carriageway and embankment drainage is picked up by side ditches on both sides of the motorway and intersected by culverts. Because of the increased runoff which resulted from the paved motorway, it was necessary to improve sections of the local drainage system and this was carried out by the appropriate Internal Drainage Board.

The Contractor elected to provide a flexible free edge pavement with in situ concrete drainage channel. The surfacings consist of 200 mm of granular sub-base substitute, 150 mm of sub-base, 210 mm of lean concrete road base, 105, 120 or 140 mm (depending on location) of dense tarmacadam followed by 40 mm of rolled asphalt wearing course.

A central reserve barrier was erected throughout.

All bridges are founded on piles driven to the underlying Keuper Marl. It was originally envisaged, because of the difficulties of piling through granular deposits, that steel H-piles would be the most economic solution. However, the Contractor proposed the use of a pre-cast concrete alternative system which was successfully substituted.

Midmoor Bridge carries the M181 over the M180 motorway on a two-span bridge. The reinforced concrete abutments and piers support decks of pretension prestressed M-beams with in situ reinforced concrete deck slabs.

Of similar construction over the M181 Burringham Road Bridge carries the B1450, Brumy Common Lane Bridge carries an unclassified road on a similar four-span bridge, but having reinforced concrete skeleton abutments, and White House Farm and Grange Farm Bridges carry farm accommodation roads on 3 span identical bridges, having similar decks.

The design and supervision of construction of the M180 contracts so far described were undertaken by the West Riding (later West Yorkshire) Sub-Unit. The contract was completed in December 1978.