Highways Maintenance Handbook May 2003
Gloucestershire County Council
Highways Maintenance Handbook May 2003
Halcrow Group Limited Llanthony Warehouse The Docks Gloucester Gloucestershire GL1 2NS Tel +44 (0)1452 393908 Fax +44 (0)1452 393900 www.halcrow.com
Halcrow Group Limited has prepared this report in accordance with the instructions of their client, Gloucestershire County Council, for their sole and specific use. Any other persons who use any information contained herein do so at their own risk.
© Gloucestershire County Council 2003
If you have any comments on this handbook please contact:
Robert Vale Senior Divisional Manager (East) Gloucestershire County Council Divisional Managers Office Station Road Bourton on the Water Gloucestershire GL54 2EP 01451 820441 email [email protected]
Halcrow Group Limited Llanthony Warehouse The Docks Gloucester Gloucestershire GL1 2NS Tel +44 (0)1452 393908 Fax +44 (0)1452 393900 www.halcrow.com Gloucestershire County Council Highways Maintenance Handbook
Contents
1 Introduction 10 1.1 Background ...... 10 1.2 Vision Statement ...... 10 1.3 Aims and Objectives ...... 11 1.4 Publication, Adoption and Incorporation of Policy and Strategy ...... 13
2 Statutory Duties and other maintenance considerations. 14 2.1 Specific Legislation ...... 14 2.2 Discretionary Powers...... 15 2.3 Environmental Considerations ...... 15 2.4 Mobility ...... 16 2.5 Cycling...... 16 2.6 Walking...... 17 2.7 Public interface...... 17
3 Procurement and Management of Works 18 3.1 Best Value in Procurement...... 18 3.2 Gloucestershire Highways Partnership ...... 18 3.3 Term Consultancy...... 19 3.4 Management of Work...... 19
4 Road Maintenance 21 4.1 Description of Service...... 21 4.2 Statutory Responsibilities ...... 21 4.3 Objectives and Strategy...... 22 4.4 Service Delivery ...... 22 4.5 Description of the Asset...... 24 4.6 Inspections ...... 26 4.7 Standards ...... 27 4.8 Asset Management ...... 29 4.9 Environment ...... 30 4.10 Recycling...... 31 4.11 Programming...... 31 4.12 Co-Ordination of street activities ...... 32
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5 Bridge Maintenance 33 5.1 Description of Service...... 33 5.2 Statutory Responsibilities ...... 33 5.3 Objectives and Strategy...... 33 5.4 Service Delivery ...... 34 5.5 Description of the Asset...... 34 5.6 Bridge Assets in Gloucestershire ...... 35 5.7 Inspections ...... 35 5.8 Standards ...... 36 5.9 Management of the Asset...... 36 5.10 Programming...... 37
6 Traffic Signals 38 6.1 Description of Service...... 38 6.2 Statutory Requirements ...... 38 6.3 Objectives and Strategies ...... 38 6.4 Service Delivery ...... 39 6.5 Description of the Asset...... 40 6.6 Inspections ...... 40 6.7 Standards ...... 41 6.8 Management of the Asset...... 42 6.9 Programming...... 43
7 Street Lighting 44 7.1 Description of Service...... 44 7.2 Statutory Requirements ...... 44 7.3 Objectives and Strategies ...... 45 7.4 Service Delivery ...... 45 7.5 Description of the Asset...... 46 7.6 Inspections ...... 46 7.7 Management of the Asset...... 46 7.8 Programming...... 47
8 Winter Service and Other Emergencies 48 8.1 Description of Service...... 48 8.2 Statutory Responsibilities ...... 48 8.3 Objectives and Strategy...... 48 8.4 Service Delivery ...... 49 8.5 Description of the Asset...... 49
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8.6 Inspections ...... 49 8.7 Standards ...... 50 8.8 Management of the Asset...... 50 8.9 Programming...... 51
9 Performance Management and Performance Indicators 52 9.1 Introduction ...... 52 9.2 National Performance Indicators ...... 52 9.3 Local Performance Indicators...... 53 9.4 Corporate Indicators ...... 55 9.5 Service Standards...... 56 9.6 Benchmarking of Services ...... 57 9.7 Current Performance...... Error! Bookmark not defined.
APPENDICES 58
Appendix 1 - Regional Planning Guidance (Draft) 59
Appendix 2 - Weed Control Policy Statement 60
Appendix 3 - Sites of Special Scientific Interest (SSSI) 61
Appendix 4 - ‘Executive Summary of the Highways Maintenance Biodiversity Action Plan (HMBAP)’ 72
Appendix 5 - Definition of Road Categories 73
Appendix 6 – Communication Strategy 75
Appendix 7 – Gloucestershire Highways Partnership Brochure 76
Appendix 8 - Safety Inspection Frequencies 77
Appendix 9 - Items for Safety Inspection 78
Appendix 10 – Details of Deflectograph 81
Appendix 11 – Details of the Sideway- force Coefficient Routine Investigation Machine (SCRIM), Griptester and the Portable Skid Resistance Tester 82
Appendix 12 – Skidding Resistance Policy 84
Appendix 13 - Current Cyclic Maintenance Frequencies 88
Appendix 14 - Inventory 92
Appendix 15 - Procedure for Determining the Bridge Strengthening Programme 93
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Appendix 16 - Procedure for Determining the Revenue Bridge Maintenance Programme 94
Appendix 17 – Bridges Structural Maintenance Programme 96
Appendix 18 - 10 Year Bridge Structural Repair Programme 98
Appendix 19 - Traffic Signals UK Inspection Form 105
Appendix 20 – Traffic Signal Defects and Repair Times 106
Appendix 21 - Street Lighting Inventory 107
Appendix 22 – Winter Services Operational Plan 108
Appendix 23 - Primary Salting Routes in Gloucestershire (Key Routes). 109
Appendix 24 – Current Performance Indicators Error! Bookmark not defined.
Appendix 25 – Revenue and Capital Programmes for 2003/4 110
Appendix 26 – Programme of Operational assessments for signal controlled intersections 116
Glossary and Abbreviations 117
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FOREWORD BY PAUL GALLAND – HEAD OF SERVICE
This Handbook is a key document in helping this County Council deliver improvement in local transport in Gloucestershire. It links to the Council’s Corporate Strategy and relevant Integrated Service and Performance Plans (ISPPs). It is related to the Local Transport Plan and it has been developed to reflect the national Code of Practice for Maintenance Management. It has also been heavily influenced by the outcome of the Best Value Review of Highway Maintenance, which was completed in 2002
One of the County Council’s main service aims, as set out in the Corporate Strategy, is to, “meet local transport needs more effectively”. The Corporate Strategy also sets objectives to:
o Improve the condition of our road network, in particular the busiest roads in urban and rural areas (principal roads); and o Improve the condition of footways in particular the busiest; and o Improve customer satisfaction with road conditions.
A well-maintained and managed highway network also contributes to other County Council aims. For example, to enhance the local environment, whether this is in towns or small villages. It supports and encourages a thriving economy by enabling the efficient flow of people, goods and services and it promotes safer communities, whether through safer conditions for transport or walking, or through effective street lighting to reduce crime and the fear of crime.
This handbook also promotes sustainable approaches to working, whether through the use of recycled materials on roads and footways, or through compliance with bio-diversity standards.
It sets the framework to provide a cost effective and efficient service within the resources available. These resources can vary from year to year, but over the last 3 years there has been a significant increase in spending on highways. The Council has also signed a Public Service Agreement focused on making a substantial improvement in the principal (A) road network.
The Best Value review of highway maintenance, which included roads, footways, bridges, street lighting and traffic signals, produced 35 recommendations to deliver service improvements. A number of these recommendations have, or are being, implemented. The production of a maintenance plan or handbook was one of these.
Other recommendations included:
o Pilot impact schemes in rural villages; o Short term emphasis on principal roads; o Increased resources to be put into footways and walking routes; o More needs led budgeting – based on better use of condition survey results; o An enhanced safety inspection regime; o Better performance and financial management; o More use of recycled materials; o Improved consultation and communication with local stakeholders.
This handbook helps to deliver these and the other improvements arising from the review.
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Another key role of the handbook is to demonstrate how Gloucestershire County Council is working to the objectives of the national code of practice. In particular, it sets out our local targets, levels and standards of service, based on local circumstances and the resources available to the service.
The handbook will be reviewed annually as it moves towards being a true asset management tool and there will be a major review/update in the summer of 2006, following the award of the next highway maintenance term contract.
The County Council delivers highway maintenance predominantly through term contracts. In respect of the largest of these contracts, an innovative partnering arrangement (Gloucestershire Highways Partnership) is adding value and delivering continuous improvement.
In addition to establishing targets, levels and standards for different aspects of highway maintenance, the handbook includes some specific information on programmed works. This information will be updated each year following publication of the Council’s budget. The main, annual service-planning document is the ISPP for highway maintenance, and this handbook needs to be seen alongside that document.
This handbook together with the other documents referred to in this foreword and those appended to the handbook itself, sets the framework for improving highway maintenance in Gloucestershire in the medium term (i.e. the next one to three years). Together they will ensure the aims set out in the Corporate Strategy will be achieved and that people who reside in, or visit, the County benefit from an effective, safe and sustainable highways network.
Paul Galland 18 June 2003
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1 Introduction
1.1 Background
The highway network is the most valuable asset that the County Council manages and maintains. It is the key to achieving nearly all of the County Councils business objectives, providing the means by which children get to school, the elderly receive home help, waste is transported and County Council staff deliver services around the county. The highway network provides the basic underpinning transport foundations of modern society.
Travel is an integral part of the local economy in relation to both tourism and supporting economic development. The highway network is equally important to users from other parts of the country, unfortunately this importance is often only highlighted when parts of the network become unavailable and travel becomes difficult.
To keep the network functioning at as high a level as possible and preserve the asset value, maintenance must be carried out to the various highway components. These include footways, carriageways, drainage systems, verges, structures, street lighting, traffic signals, signing and road markings to name a few. Gloucestershire County Council and its Agents, Gloucester City Council and Cheltenham Borough Council, directly maintain 5164 kilometres of county roads with a further 259 kilometres of Motorways and Trunk Roads being maintained by the Highways Agency.
1.2 Vision Statement
Gloucestershire County Council, together with its partners within the Gloucestershire Highways Partnership, has adopted a simple and clear vision statement for all maintenance work on highways: -
“To improve value for stakeholders in Gloucestershire Highways.”
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Achieving this vision of improving value for all stakeholders requires all parties: -
“To deliver a highly efficient, cost-effective and top quality highway maintenance service to the people of Gloucestershire.”
These two statements provide the basis for everything that is done within the Gloucestershire Highways Partnership and elsewhere, to provide a continuously improving and cost-efficient highway maintenance service to the local community.
1.3 Aims and Objectives
1.3.1 Role of the Highway Maintenance Handbook
With ever increasing demands being made on the highway network, it is important that consistent and effective management techniques are employed. These techniques ensure the safe and convenient movement of the travelling public whilst preserving and often enhancing the environment. Managing the highway network to provide best value for the people of Gloucestershire is paramount to achieving the overall aims of the County Council, reflected in the Councils Corporate Plan. This Highway Maintenance Handbook draws together the various objectives and policies associated with the maintenance of the highway network, in particular the Government’s 10 year Plan for Transport, Delivering Best Value in Highway Maintenance: Code of Practice for Maintenance Management (known as the ‘Code of Practice’), the Local Transport Plan 2001-2006 and the Highway Maintenance Best Value Action Plan (July 2002).
A further factor to be considered will be the proposed Regional Planning Guidance for the South West document. Currently in its draft stage the expected points of impact of this document are highlighted in Appendix 1.
On a more detailed level the Government, in March 2000, published the first national road safety strategy “Tomorrow’s Roads: Safer for Everyone”. This strategy introduced a new set of national casualty reduction targets for the period up to 2010.
Gloucestershire County Council produces a Road Safety Plan that is reviewed and updated annually and includes targets that reflect those in the national strategy. Highway maintenance can have a marked effect on road safety and strong links are required between the two disciplines.
This Handbook also covers the current proposals for de-trunking parts of the national strategic network and transferring these lengths of road to County Council management.
The County Council has set out in this handbook its standards of service regarding the highway network. It is a dynamic document that will be reviewed annually to match national and local policies and to best meet the needs of highway users.
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1.3.2 The Core Principles of the Highway Maintenance Handbook
Gloucestershire County Council adopts the three core principles of the ‘Code of Practice’ for all elements of Highway Maintenance and Management: -
(i) Safety - the need to comply with statutory obligations and meet users’ needs;
(ii) Serviceability - the need to ensure availability, integrity and reliability whilst enhancing quality; and
(iii) Sustainability - the need to maximise the value of the network to the community and minimising the costs of ownership over time.
1.3.3 The Strategic Aims of the Highway Maintenance Handbook
The strategic aims of the Handbook are to: -
(i) Provide the most efficient, cost effective and high quality highway maintenance service possible in order to maintain the asset value of the highway network;
(ii) Minimise the impact of maintenance upon the public, the environment and sites of cultural and historic value;
(iii) Improve safety throughout the highway network;
(iv) Promote highway management measures within a structured programme of work for both urban and rural areas;
(v) Promote environmental enhancement and ensure the retention of the distinctive character of local settlements;
(vi) Promote highway measures that will maximise the operational efficiency of the highway network.
1.3.4 The Objectives of the Highway Maintenance Handbook
The objectives of the Handbook are: -
(i) To improve safety for all users;
(ii) To undertake maintenance work on roads and bridges that will ensure the best use of existing infrastructure;
(iii) To facilitate integration of all modes of transport;
(iv) To minimise whole life costs and maximise the use of high durability materials;
(v) To undertake preventative maintenance work – particularly in respect of accident sites and areas of low skidding resistance;
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(vi) To work in partnership with road users, transport providers, operators, other local authorities, utility companies and the Highways Agency to improve the performance of the highway network;
(vii) To minimise the impact of maintenance and utility works on the public and the natural and built environment by management of activities on the network;
(viii) To increase the proportion of recycled and secondary materials used for maintenance works;
(ix) To reduce the number of street lighting columns that require urgent replacement and to reduce the number of lights not working;
(x) To reduce the number of bridges and retaining walls that require strengthening;
(xi) To ensure continuity of service in the event of adverse weather or other emergencies;
(xii) To undertake a regular review of policies, standards and strategies for highway maintenance to ensure best value and continuous improvement.
1.4 Publication, Adoption and Incorporation of Policy and Strategy
This Highway Maintenance Handbook has been formally adopted by Gloucestershire County Council as part of its formal adoption of the Code of Practice. The handbook is a local commitment to policies and standards based on both national and local codes and plans.
The Highway Maintenance Handbook refers to many other related documents. Where appropriate extracts have been reprinted within the handbook and its appendices – in other cases hyperlinks have been included to documents held on Gloucestershire County Council WEB site or other web sites.
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2 Statutory Duties and other maintenance considerations.
2.1 Specific Legislation
There are a number of specific pieces of legislation which provide the basis for powers and duties relating to highway maintenance as follows:
(i) The Highways Act 1980 sets out the main duties of highway authorities in England and Wales and in particular Section 41 imposes a mandatory duty to maintain all highways classified as maintainable at public expense. In addition, whilst much of the highway maintenance activity is based in statute and precedents, in the absence of specific powers, authorities also have a general duty of care to maintain the highway in a condition fit for purpose. Section 150 of the Act is particularly relevant to the clearance of snow from public highways;
(ii) The New Roads and Street Works Act 1991 sets out the duties of street authorities to co-ordinate and regulate works carried out in the highway. It gives effect to a series of Regulations and Codes of Practice, relating to reinstatement of openings, diversionary works, safety at road works and street works, co-ordination, inspections and record keeping. This includes a discretionary power (Section 74) for highway authorities to charge utility companies if their streetworks overrun an agreed deadline;
(iii) The Road Traffic Act 1988 provides a duty for highway authorities to promote road safety;
(iv) The Road Traffic Regulation Act 1984, and the Traffic Signs Regulations and General Directions 2002 specify the requirements for traffic regulation orders and use of approved signs;
(v) The Health and Safety at Work Act 1974, together with the Management of Health and Safety at Work Regulations 1992 and Construction (Design and Management) Regulations 1994, require highway, traffic and street authorities to carry out work in a safe manner and establish arrangements for the management of construction works.
(vi) The Transport Act 2000, under which a local traffic authority may designate any road as a quiet lane or a home zone, and in addition introduces a power for authorities to charge Utilities for the occupation of road space during works;
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(vii) The Local Authorities (Transport Charges) Regulations 1998 provide a power for highway authorities to impose a charge in respect of a number of their largely regulatory activities, including skip, hoarding or scaffolding licences, and the clearance of accident debris;
(viii) The Wildlife and Countryside Act 1981 provides a framework of legislation relating to environmental and countryside issues;
(ix) The Environmental Protection Act 1990 provides the statutory basis for other environmental issues and in particular waste management;
(x) The Habitats Regulations 1994 provides protection for internationally important sites and species;
(xi) The Weeds Act 1959 provides for notification and dealing with noxious weeds;
(xii) The Rights of Way Act 1990 deals inter-alia with the maintenance and use of public rights of way;
(xiii) The Countryside and Rights of Way Act 2000, also addresses public rights of way issues;
2.2 Discretionary Powers
Within the Highways Act 1980, the level of service and method of delivery are not specified. Safety and the level of use of a road are two of the accepted parameters used in deciding the level of maintenance applied to a given section of the network. The ‘Code of Practice’ gives guidance to strategic policies and recommends standards of maintenance. Other advice and guidance documents are detailed in the ‘Code of Practice’ and cover such areas as winter services, street lighting, bridge management and litter and refuse.
2.3 Environmental Considerations
The County Council has involvement in many activities that affect the environment. Its positive attitude towards environmental issues continues with an environmental assessment being undertaken for all highway works planned within the County.
Local Planning Authorities designate certain areas as conservation areas and Gloucestershire responds to this by having specific policies to ensure that works are carried out using sympathetic designs and materials, retaining and reusing features such as granite kerbs and stone flags whenever possible. Sites of Special Scientific Interest (SSSI) and certain highway verges containing rare wildlife also require sympathetic maintenance policies.
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For example, the use of herbicides and pesticides is kept to a minimum, as described in the County’s Weed Control Policy Statement. (Appendix 2). Appendix 3 shows the Sites of Special Scientific Interest within Gloucestershire.
The County Council has a bio-diversity action plan that addresses these aspects in more detail. Where highway maintenance may affect habitats and species (biodiversity) then the Highways Maintenance Biodiversity Action Plan should be consulted for further guidance. The County Ecologist can also give advice where necessary.
Appendix 4 provides an ‘Executive Summary of the Highways Maintenance Biodiversity Action Plan (HMBAP)’.
2.4 Mobility
All works carried out in Gloucestershire are managed to ensure that the requirements of legislation concerning mobility needs are met. Chapter 8 of the Traffic Signs Manual states the requirements for site safety and for the safety of the travelling public including people with disabilities.
Highway maintenance works consider mobility issues during the planning, construction and usage stage of all projects. Facilities are included in schemes that reduce social exclusion, for example the incorporation of tactile paving or raised access platforms where appropriate. This complements the activities that the County Council are undertaking as part of the Local Transport Plan.
2.5 Cycling
In recent years there has been an increase in activities relating to cyclists using the roads of Gloucestershire, both for travelling to and from work in urban areas, and for leisure riding in rural areas.
County policy si to encourage cycling, especially as a commuting mode in urban areas. When considering priorities for structural maintenance schemes, edge deterioration is a prime consideration on known cycle routes.
In addition, a network of cycle routes is being established in the Cotswolds, Forest of Dean and Severn Vale. These cater for recreational and family cycling, mountain biking and touring, as well as the encouragement to ‘Cycle to Work’. Guides to these forms of cycling are freely available from the County Council and on GlosNet.
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2.6 Walking
Gloucestershire County Council is developing a walking strategy based upon its footway hierarchy (Section 4.5 and Appendix 5). The footway hierarchy takes account of use by vulnerable pedestrians such as the elderly or parents with children as well as other local needs such as schools or shopping areas. The walking strategy will compliment both Gloucestershire County Council initiatives, such as school travel plans and guided walks and Central Government initiatives, in particular from the Countryside Agency.
2.7 Public interface
The County Council has recently developed a communication strategy in response to low public perception of the service. Appendix 6.
The involvement of the user in the development and improvement of the highway maintenance service is a vital element in successful delivery. Public participation takes many forms from consultation on specific schemes, the use of performance questionnaires, the reporting of faults and regular open meetings and parish council events. All of this public contact provides important feedback and direction for future activities ensuring that we are always learning from what we do.
Local area managers also keep in contact with customers through meetings, correspondence, and by publishing leaflets.
The County Council also produces a leaflet explaining its complaints procedure.
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3 Procurement and Management of Works
3.1 Best Value in Procurement
In accordance with recommendations arising from both the Latham and Egan reports and the Movement for Innovation in Construction (M4i), Gloucestershire is seeking to be at the forefront of initiatives in service delivery in order to deliver the optimum level of service within its available budgets.
This requires the examination of all procurement needs against best value objectives. The method of procurement be it contract or other appropriate arrangements i.e. partnership, and the delivery of works post award of contract, are vital elements in ensuring excellent service delivery.
Highway maintenance is a major area for innovation in this respect being one of the larger contract areas within the County Council and one where the impact upon the public is immediately visible throughout the whole county.
In this context the County Council and its term maintenance and consultancy partners, Ringway Highway Services and the Halcrow Group, have entered into an innovative partnership, Gloucestershire Highways Partnership. This arrangement seeks to obtain best value and continuous improvement in an incentive and performance based regime.
3.2 Gloucestershire Highways Partnership
The Gloucestershire Highways “Best Value” Partnership was established in 2000 to deliver highly efficient, cost effective and top quality highway maintenance services. The aim is to deliver continuous improvement in terms of costs and quality with cost savings being shared by the partners, enabling the County Council to purchase additional services from its share of the savings.
It has a Board consisting of the Head of Service from the County Council, the Managing Director of Ringway Highway Services and the Regional Director of Halcrow Group. The purpose of the Partnership Board is to establish policy, targets and a culture within which the aims of the Board may be achieved.
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This requires: -
(i) An implementation plan for the development of the Partnership;
(ii) The setting of targets for a partnership Co-ordinator and action teams;
(iii) The initiation, review and endorsement of proposals from the action teams;
(iv) The enhancement of the image of the Partnership; and
(v) Monitoring of the performance of the Partnership.
The scope of the Partnership is to embrace the duties, services and works that would normally be purchased through a Term Maintenance Contract, plus all associated management, administration, design, inspection and customer processes.
The review process includes the functions of the Board, the communication of results and encouragement of the action teams with the results subject to external audit.
A link to the partenership brochure and some notes describing the Partnership in more detail are given in Appendix 7.
The brochure outlines the management process for the Partnership and the methods by which improvements are being achieved and the incentives for all partners. It also gives examples of achievements and initiatives and details of the work of the action teams.
The Gloucestershire Highways Partnership is believed to be unique in its financial arrangements and has been recognised as a demonstration project by M4i (Demo Project No 421).
The current arrangements run until March 2006.
3.3 Term Consultancy
The Halcrow Group also supply term consultancy services to Gloucestershire County Council which include expertise in bridge and road design and maintenance, traffic signals and street lighting, all of which have an input to the overall maintenance work. In addition the term consultancy includes other areas of work such as public transport co-ordination and road safety work.
The current arrangements run until March 2006.
3.4 Management of Work
The management of work is included within the above arrangements and incorporates performance management measures linked to key performance indicators and to financial and quality issues.
In addition, audits are undertaken to ensure that work is being delivered on the ground to the appropriate standards and quality – this includes an agreed approach
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ensuring that all sites are left with the highest standards in terms of both completion of work and appearance of the site.
In all cases the safety of the local community, travelling public and those working on site is paramount and all works are carried in full compliance with the appropriate health and safety legislation, guidance and good practice. This includes the Health and Safety at Work Act 1974, the Management of Health and Safety at Work Regulations 1992, the Construction (Design and Management) Regulations 1994 and guidance ni relation to signs and cones at roadworks.
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4 Road Maintenance
4.1 Description of Service
The road maintenance service is one of the County Council’s most critical services affecting virtually all of the community, both local and travelling. It comprises of the maintenance and management of the public highways in Gloucestershire to ensure that they are available for safe and convenient travel for all.
The maintenance of the highway network is split into two basic types: -
(i) Routine - Tasks associated with routine maintenance are either reactive such as pothole repair and white line replacement or cyclical such as gully emptying and grass cutting.
(ii) Structural - Tasks associated with structural maintenance include reconstruction, overlay, resurfacing and surface dressing of carriageways or footways, remedial earthworks and replacement of highway drainage systems, i.e. pipe-work, manholes, etc, or major repairs to these systems.
4.2 Statutory Responsibilities
The Highways Act 1980 sets out the main duties of the highway authority in respect of highways maintenance. In particular, Section 41 imposes a duty to maintain highways maintainable at public expense. There is no definition in the Act as to the level of maintenance required although national codes have been produced to offer some guidance. This Highway Maintenance Handbook meets the requirements of the current Code of Practice except where local demands have required local solutions. These local issues have been identified within this document.
As well as highway maintenance, the Highways Act also requires the highway authority to undertake various other highway management tasks, e.g. issuing skip licences, cultivation licences, dealing with highway obstructions and management of Public Utilities under the New Road and Street Works Act 1991.
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4.3 Objectives and Strategy
4.3.1 Core Principles
The Code of Practice defines 3 core principles for all elements of Highway Maintenance and Management
(i) Safety - the need to comply with statutory obligations and meet users’ needs;
(ii) Serviceability - the need to ensure availability, integrity and reliability whilst enhancing quality; and
(iii) Sustainability - the need to maximise the value of the network to the community and minimising costs over time.
These 3 core principles are encaptured in many of the strategic aims and objectives defined in Chapter 1 of this Highway Maintenance Handbook.
4.3.2 Additional Elements for Road Maintenance
Road Maintenance within the Code of Practice comprises the following elements: -
(i) Network hierarchy
(ii) Asset management
(iii) Routine safety inspections and defect treatments
(iv) Structural condition surveys and policies
(v) Cyclic maintenance
(vi) Service inspections
(vii) Management systems
These are all addressed within this section in relation to the Gloucestershire highway network.
4.4 Service Delivery
The Road Maintenance service is delivered from four divisions based on District Council boundaries. (Cotswolds, Stroud (Southern), Forest and Tewkesbury (Northern)). Each division has one area office except for the Cotswolds division that has two offices, due to the size of the area covered.
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The divisional offices act as the first point of contact for the Public and Councillors with regards to both highway maintenance issues and Highway Authority functions.
They work within the framework of the Gloucestershire Highways Partnership arrangements with Ringway Highway Services and Halcrow to deliver highway maintenance in the most efficient way.
This includes:
(i) Producing and managing the highway maintenance programmes,
(ii) Managing the operational aspects of winter maintenance and other emergencies,
(iii) Undertaking all of the street authority duties required under the New Roads and Street Works Act (NRASWA),
(iv) Carrying out inspections of new estate roads and other development related work,
(v) Carrying out safety inspections and
(vi) Investigating third party claims;
The divisions are supported by a central Maintenance Support team who:
(i) Provide central co-ordination for New Road and Streetworks Act duties;
(ii) Compile composite highway maintenance Performance Indicator returns;
(iii) Manage road condition surveys and data analysis;
(iv) Compile the road and bridge maintenance element into the Local Transport Plan submissions;
(v) Monitor maintenance capital expenditure;
(vi) Manage the ICELERT winter system and winter weather forecasting contract
This organisational structure ensures a local level road maintenance service delivery, supported by a central co-ordination and monitoring function. Halcrow Group Limited under the Term Consultancy Contract provides design, testing and supervision services until March 2006. Most of the work on site is undertaken by Ringway Highway Services under the term Maintenance contract. Larger capital schemes or more specialist work are let under normal tendering procedures.
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4.5 Description of the Asset
4.5.1 Network Hierarchy
From the basic network of adopted and un-adopted roads, footways and cycleways, various hierarchies can be created to address highway maintenance functions. Hierarchies reflect not only national and local policies, but also users’ needs, both vehicular and non-vehicular, and particular local circumstances.
Gloucestershire County Council is creating its road/carriageway hierarchy for routine maintenance based upon the winter service precautionary salting routes (Key Routes) divided into categories of road as defined in the Code of Practice. (Appendix 8).
Gloucestershire County Council has some existing footway and cycleway hierarchies, based upon its relevant policies. For routine maintenance the categories used are those defined in the Code of Practice. Gloucestershire's hierarchies allow different maintenance standards to be applied to recognise the different needs of users.
These hierarchies have been created with due consideration to the many issues raised in the Code of Practice, particularly the necessity to join local amenities, villages and towns, and recognising the needs of all highway users.
4.5.2 Road Lengths
Current Department for Transport statistics are shown as Table 4.1. These are published as part of ‘Road lengths in Great Britain: 2001: South West Government Office Region’ and record Gloucestershire’s road lengths
They can be found on the web at: -
http://www.transtat.dft.gov.uk/roadtraf/gor2001/swlen01.htm
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Type of road TSR2 April 02 Est. Km Km
Principal Motorways 0 0
Principal 'A' roads 456.1 456.1
of which built-up (40mph or less) 124.1 124.1
of which in town areas Not known TBA
B-roads 400.2 400.2
of which built-up (40mph or less) 100.5 100.5
of which in town areas Not known TBA
C-roads 1570.8 1570.8
of which built-up (40mph or less) 295.6 295.6
of which in town areas Not known TBA
Unclassified-roads 2737 2737
of which built-up (40mph or less) 1185.4 1185.4
Total Road Network for Gloucestershire 5164.1
Table 4.1
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4.6 Inspections
4.6.1 Safety Inspections
Safety inspections are used to detect major highway defects and trigger repairs, to protect the asset, to minimise risk to road users and to support a statutory defence against third party claims.
“Routine safety inspections are designed to identify all defects likely to create danger or serious inconvenience to users" (Code of Practice)
The complete programme is dependent on the road hierarchy adopted by Gloucestershire County Council, which is based on the road categories suggested in the Code of Practice (Appendix 8).
Within the Code of Practice, in its appendix 6, there is a comprehensive list of items for inspection. Gloucestershire has adapted this list to reflect local needs and resources and this is shown as Appendix 6 of this Plan.
An example of information given to inspectors is also shown in Appendix 9, as are details of the approach that is taken upon finding a defect.
4.6.2 Service Inspections
Service inspections are used to assess the condition of the network, to help identify structural maintenance requirements and to promote pro-active maintenance to reduce whole-life costs.
Gloucestershire County Council carries out all service inspections at the frequencies detailed in the Code of Practice for bridges and electrical services. Gloucestershire will review implementation on other formal service inspections as resources become available.
4.6.3 Structural Conditions Surveys and Policies
Gloucestershire County Council commissions mechanical and visual condition surveys on the carriageway and footway networks. The resultant data is used to predict residual life, estimate optimum treatment repair methods and timings and to produce initial scheme designs. It is also an essential tool to support bids for funding and produce prioritised programmes of works. The data is also used to produce national performance indicator BVPI 96.
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4.6.4 Visual Surveys
The visual condition surveys are those recommended by the United Kingdom Pavement Management System (UKPMS), the Coarse Visual Inspection (CVI) and the Detailed Visual Inspection (DVI). The UKPMS Visual Inspection Manual (July 2001) explains how surveys should be carried out, what should be looked for and how defects should be recorded. Gloucestershire carry out CVIs on about 90% of the local road network annually. This is above the minimum required to complete Best Value Performance Indicators 96, 97a and 97b. CVI data is used to instigate more detailed visual surveys and further mechanical surveys at the sites of most concern.
UKPMS DVI surveys will be carried out on 50% of the type 1, 1a and 2 footway hierarchy annually to complete a required return for Best Value Performance Indicator 187.
4.6.5 Mechanical Surveys
The mechanical surveys carried out under contract are the Deflectograph and the Sideways-force Coefficient Routine Investigation Machine (SCRIM). These outputs, along with the visual survey data, are input into UKPMS (see Section 4.8) to provide data as a basis for scheme design and for generating performance indicators.
The Code of Practice describes how the Deflectograph works and this is shown in Appendix 10. Deflectograph surveys are carried out on 50% of Gloucestershire’s principal road network every year; this frequency is currently under review.
SCRIM is the main method of measuring skidding resistance of the road surface. Technical details of SCRIM and its survey are included in Appendix 11 with extracts from Technical Design Standard HD28/94 (DMRB). The skidding resistance policy is detailed in Appendix 12.
Traffic Speed Condition Surveys, TRACS Type Survey (TTS) data will be a necessary submission for Best Value Performance Indicator 96. TTS becomes mandatory on Principal roads in 2004/05. The Department for Transport also plan to follow this with mandatory surveys on Non-Principal roads in 2005/06. TTS will collect data about longitudinal profile, texture depth, rutting, cross-fall, gradients, radii and cracks.
4.7 Standards
Many maintenance tasks are carried out on a cyclic basis, normally to set frequencies. Appendix 13 shows the current cyclic maintenance tasks and their frequencies. The major influences on these frequencies are budget allocations and road hierarchy. Gloucestershire County Council seek to match
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the suggested frequencies within the Code of Practice as far as can be achieved within the budget allocations.
The purpose of routine maintenance is, following regular inspection, to undertake treatment and repair in order to maintain the fabric of the highway in a safe condition for all classes and types of road users.
Structural maintenance generally comprises of more extensive and therefore expensive treatments to restore the condition and value of the asset. As such, they are planned and programmed separately and individually. Structural maintenance is generally undertaken following identification of a number of significant defects, the nature or number of which cannot be rectified by routine maintenance works. This needs led approach is a fundamental step towards complete asset management and ensures that limited resources are targeted towards restoring the life of the sections of the networks with the greatest requirement. Appendix 24 shows the 2003/2004 works programme.
In general every structural maintenance scheme will provide: -
(i) A residual life of at least 15 years;
(ii) A surface free from visible defects;
(iii) A skidding resistance appropriate to the road and traffic at the site in question;
(iv) An appropriate transverse and longitudinal profile;
(v) A surface free of standing water following rainfall after identified times for each category of road;
(vi) Lining and signing as appropriate.
4.7.2 Treatment of defects identified from inspection
Defects are split into 2 categories. Category 1 defects are immediate hazards that need to be made safe as soon as possible. The old Best Value Performance Indicator 105 calls these 24 hour defects, but Gloucestershire County Council has adopted a more practical "next working day” response and now uses this as a local indicator. This means that Gloucestershire responds to the 'more serious' defects immediately, while other 'less serious' category 1 defects will be made safe by the end of the next working day.
Category 2 defects are those that are non-hazardous and where a more suitable economic treatment is within a programme of work or whilst carrying out other treatment at that location.
Appendix 9 shows the definitions of category 1 and 2 defects and the appropriate repair times.
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4.8 Asset Management
Gloucestershire County Council has previously collected an inventory of assets and street furniture. As part of the implementation of the Code of Practice, Gloucestershire proposes recollecting and maintaining a smaller more relevant inventory of street furniture using the minimum inventory recommended by UKPMS. Appendix 14 lists the proposed inventory to be collected. Collection will be based on road hierarchy and will be carried out in- house over a 3-year period.
Gloucestershire County Council will further advance its asset management techniques by use of information such as TTS and better management systems (EXOR).
Gloucestershire use "Highways by EXOR" an integrated maintenance and management database that covers all aspects of highway service delivery and is also an accredited UKPMS.
The EXOR system is used to: -
(i) Log and manage telephone calls, letters, emails and faxes;
(ii) Maintain the base network and all hierarchies;
(iii) Maintain asset and inventory information;
(iv) Schedule and manage routine safety inspections;
(v) Maintain defect information;
(vi) Create works orders and manage budget/cost information;
(vii) Operate the UKPMS;
(viii) Manage all sizes of highway maintenance schemes;
(ix) Produce national and local performance indicators.
Gloucestershire's bridges section use EXOR to manage all bridges, culverts, other structures and retaining walls; while the Street Lighting Section use EXOR to manage streetlights and illuminated signs.
It is proposed to develop this handbook into a complete asset management handbook for roads maintenance during the next twelve months.
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4.9 Environment
Maintenance work can improve both the natural and built environment. Within maintenance the following standards will apply: -
Trees Trees within the highway will only be removed, pruned and lopped if, following an inspection by a qualified arboriculturist, there is a risk to highway users. We remove fallen trees from the carriageway and undertake emergency pruning if an immediate danger to highway users is apparent. We also have an interest in trees that are not planted in the highway but effect it in some way, causing obstruction for example, where we liaise with owners on the appropriate action to be taken.
Hedges Most roadside hedges are not the responsibility of the highway authority but any that are will be managed in a sustainable manner.
Verges Current County policy is to cut only one swathe width (approx 1.2 metres) plus visibility splays. Known sites containing rare or endangered species are marked and cut only after the flowering season. SSSI's - where they include the highway verge, they are cut as above or in accordance with the agreed Management Plan.
In addition the Highways Maintenance Biodiversity Action Plan (HMBAP) gives further details of how to protect and where possible enhance biodiversity (Appendix 4).
All structural maintenance works are subject to an environmental check by the consulting engineers.
Materials and finishes are chosen where possible to enhance the environment within the constraints of cost and structural requirements, e.g. quiet running surfacing in built up areas.
All waste material is disposed of to a proper tip off site unless it can be re- used in a sustainable non-damaging manner.
Consultation is undertaken with the Environment Agency when carrying out drainage schemes and other works where there is a risk of causing pollution to streams.
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The County Council has a Notice and Assent Agreement with English Nature for works within and adjacent to Sites of Special Scientific Interest (SSSI) (Appendix 3). The agreement runs from 2002 – 2007 and must be complied with when working in or near any SSSI. If works do not fall within the terms of the agreement then separate assent from English Nature may be required. Contact the County Ecologist for further advice.
4.10 Recycling
The current targets (Best Value Performance Improvement Plan challenge 25/2) are to recycle 15,000 tonnes of construction-generated waste per annum by the end of 2003/4 rising to 25,000 tonnes by the end of 2005/6.
Alternative methods of re-using existing road materials that are currently available include: -.
(i) In-situ in-depth recycling – deep, up to 300mm, planings are mixed and stabilised with cement or bitumen to provide a new combined road base/binder course suitable for use where the existing road or sub-base has failed.
(ii) In-situ retread – shallow up to 100mm, planings are mixed and stabilised with bitumen to provide a new binder course. This process is suitable for use where the sub-base and/or road base is structurally sound.
(iii) Off-site - Planings and other suitable hard materials are transported to a fixed site to be crushed, graded and re-mixed with foamed bitumen to provide a new binder course for laying by machine.
The material produced by these methods is unsuitable for trafficking without applying either a surface dressing or thin wearing course.
During 2003/04 foam-mix recycling plants will be set up in each division. Typically foam base material is used on rural roads as a strengthening layer of approximately 100mm thickness and in footway bases.
The techniques, benefits and options for recycling are currently being assessed and a formally adopted policy will be included in the next version of this document.
4.11 Programming
For structural maintenance works, the defining of the hierarchy in terms of traffic volumes and usage enables budgets to be allocated to those roads and footways that have the highest importance to the needs of the communities served. By targeting the available funds in this way it is realistically possible to arrest the deterioration and start to improve the key network within the duration of this Maintenance Handbook period.
All highway maintenance, including roads and footways, bridges, street lighting and traffic management, will target their efforts towards the same key routes and schemes. By working together, a good quality key network should be available to all modes of transport within the life of this plan.
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There is no single criteria for the selection of structural maintenance schemes that will satisfy the conflicting needs of the highway and the demands of residents and road users. The County Council is currently developing a prioritisation system, which will take in to consideration the various factors that effect scheme selection; this will be implemented during 2003.
4.12 Co-Ordination of street activities
The County Council works with utility companies and other transport sectors to ensure integration and co- ordination of street activities.
Actively managing the use of the network also involves activities such as incident and emergency management, managing road works to minimise inconvenience to road users and the use of techniques to control access and speed. This role is undertaken by working closely with partners such as the police.
There is also regular consultation at national and regional level with other highway bodies. Consultation also takes place with other local authorities both on an informal basis, and more formally as part of the planning process to co-ordinate works on road networks.
The County Council always aims to minimise delays to road users and to keep disruption to a minimum during roadwork’s, wherever possible road works are undertaken outside peak hours. Delays caused by road works will be further kept to a minimum by the development of techniques to manage traffic and through improving the information provided to users. This will include improving the signing of road works, the increased use of information signs, the Internet and the media. These will help users to plan their journeys better so as to avoid road works where appropriate.
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5 Bridge Maintenance
5.1 Description of Service
Gloucestershire County Council maintains 917 bridges, culverts and other structures together with an unknown number of retaining walls (2003 data). The breakdown of these assets is given in table 5.1. Gloucestershire's bridge section also liaises with other statutory bridge owners such as British Waterways and Network Rail.
5.2 Statutory Responsibilities
In accordance with the Highways Act 1980, the Council undertakes bridge maintenance and inspections. In response to traffic regulations, routes are checked for the transporting of abnormal loads. This requires the Authority to confirm bridge bearing weights and dimensions for loads requiring police escort through Gloucestershire. Bridges are classified as streets with engineering difficulty, and as such the Council liaise with utilities as set out in the New Road and Street Works Act. The Council also has a statutory duty to assess and strengthen substandard bridges.
5.3 Objectives and Strategy
5.3.1 Bridge Strengthening Strategy
Gloucestershire County Council aims to strengthen all sub-standard bridges on the principal road network by 2005, those on other important routes by 2010 and to complete all other strengthening work by 2015. The priority of strengthening schemes, and the determination of which bridges are appropriate for permanent weight restrictions, is being determined in consultation with external parties involved in transport issues. The regime priority is based on safety and traffic sensitivity. The programme of sites is reviewed regularly to reflect changes in condition or traffic characteristics.
The procedure by which the strengthening programme is drawn up is shown in Appendix 15.
5.3.2 Bridge Maintenance Strategy
Regular inspections (table 5.2) monitor the condition of the structure assets and are used to target the optimum and most cost effective treatment. Maintenance is prioritised according to safety implications and cost but also taking the opportunity to minimise overall cost by, for example, dealing with nearby structures at one visit.
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The procedure by which the revenue maintenance programme is drawn up is shown in Appendix 16.
5.3.3 Structural Maintenance Strategy
A programme of structural maintenance is undertaken to replace major elements such as waterproofing of bridge decks and expansion joints. This programme has been delayed by the assessment and strengthening programme, which absorbed virtually all the capital allocation over the past 15 years.
The procedure by which the structural maintenance programme is drawn up is shown in Appendix 17.
5.3.4 Road over Rail Bridges Strategy
Safety at road over rail bridges has been highlighted by recent incidents and by central government as an issue to be addressed. The County Council has carried out a risk assessment at all sites in the county and has addressed issues arising at all County Council owned bridge sites. A programme for addressing safety issues at Railtrack owned sites will be drawn up with Railtrack.
5.3.5 Retaining Wall Strategy
Retaining walls are currently dealt with in a reactive way. There is little or no inventory data and no long-term works programme. The best value plan highlights this area as requiring improvement and has recommended the collection of inventory data to establish the location, size, ownership and condition of highway retaining walls in the county.
5.4 Service Delivery
The bridges section within Gloucestershire County Council currently consists of the bridge engineer and a technician, both based at Shire Hall.
Halcrow Group Limited under the Term Consultancy Contract provides design, inspection, testing and supervision until March 2006. Most of the work on site is undertaken by Ringway Highway Services under the term Maintenance contract. Larger capital schemes or more specialist work are let under normal tendering procedures.
Bridges, and retaining walls with a height greater than 1.5 metres, are not included in the Agency agreements with Gloucester City Council and Cheltenham Borough Council, although they are responsible for the maintenance of the lighting and cleansing of these Structures.
5.5 Description of the Asset
Gloucestershire is responsible for 696 bridges, 140 culverts and 81 footbridges. (2003 figures). This does not include structures on public rights of way. Additionally within the county there are a further 258 privately owned bridges as shown in Table 5.1 below:
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5.6 Bridge Assets in Gloucestershire
Footbridges Bridges Bridges Culverts (0.9 – (crossing or Owner carrying crossing 1.8m span) adjacent to County Roads County Roads highway) GCC 696 140 81 Network Rail 43 42 0 0 British 10 0 0 0 Waterways Rail Property 33 8 0 0 Board Private 19 24 0 0 Highways 47 15 0 0 Agency Maintained by adjacent 16 1 0 0 authority
Table 5.1
There is no formal system of hierarchies for bridges. Each bridge is treated on its own merits reflecting its level of usage and availability of alternative routes.
An inventory of bridges currently held on the electronic structures database has been collated from the various paper records held for many years. However, there is no formal system in place for updating or reviewing inventory data.
There are several kilometres of retaining walls supporting highways of which only a small proportion is the responsibility of Gloucestershire County Council. Little or no data is held on retaining walls and this has been identified as an issue in the Best Value Review and has been flagged up as a low priority action in the improvement plan.
5.7 Inspections
Table 5.2 below indicates the regime for bridge inspections carried out by Gloucestershire, in comparison with the recommendations within the Design Manual for Roads and Bridges (DMRB) that apply to trunk road and Motorway Bridges. The reduced standards for lower classes of road in the table reflect the lower traffic volumes and the available level of funding.
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Motorways & Year County Roads Trunk Roads Small Culverts DMRB Bridges Span >12m or Bridges 12m > Span < 1.8m or
recommendation Complex Structures span > 1.8m Headroom < 1.0m Structural by 1 Principal Principal General Engineer 2 Superficial None None None
3 General General General General
4 Superficial None None None
5 General General General General
6 Superficial None None None
7 As year 1
Table 5.2
There are no programmed inspections of retaining walls. Reactive inspections are carried out following reports of distress or damage. These can be received from members of the public, or divisional highway maintenance staff.
Halcrow, under the Term Consultancy Contract, carries out all bridge and retaining wall inspections.
A requirement to produce nationally comparable data for condition of bridges has resulted in the production of a new bridge inspection recording and reporting system that includes a table of defect descriptions. This is being phased in for County Council owned bridges. All engineer inspections have been carried out using this format since 2002, all other inspections will be using the new system by 2004.
5.8 Standards
The Department of Transport publication, “Design Manual for Roads and Bridges contains all the relevant standards for maintenance, inspections, assessments and design of trunk road bridges. The CSS (formerly the County Surveyors’ Society) has commissioned the production of a new Code of Practice for Bridge Maintenance. This is currently in its very early stages of consultation. The Code is intended to apply to all levels of local roads. Until its publication however, the existing trunk roads design standards for new bridges will be applied except where these are inappropriate for local conditions.
5.9 Management of the Asset
Gloucestershire County Council has assessed all its bridges according to national standards for assessment.
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Sub-standard bridges are those that have failed their assessments for load bearing, rather than just requiring maintenance. The County Council’s policy for dealing with these bridges complies with the standard BD79/98 of DMRB for the management of sub-standard bridges.
Maintenance requirements identified through the inspection regime are classified as structural, general or routine maintenance.
Structural maintenance is either reconstruction or replacement of a structural element of the bridge such as waterproofing, bridge beams or even repainting. All structural maintenance is funded through the capital programme.
General maintenance is repair to the fabric of the bridge without replacing whole elements such as repairs to parapets or minor impact repairs. This type of maintenance is funded out of the revenue maintenance programme.
Routine maintenance covers reactive and proactive cyclic maintenance such as lighting for subways and anti graffiti treatments. Again this work is funded from revenue funding.
Defects are allocated a time scale for repair as shown in table 5.3 below:
Category Response Time
Action should be taken as soon as practical to rectify the I defect or safeguard road users
A Repairs to be undertaken within 28 days
B Repairs to be undertaken within 24 months (required)
C Repairs to be undertaken within 24 months (desirable)
D Monitor defect at next inspection
Table 5.3
5.10 Programming
The programme for maintenance work is split into routine and structural maintenance.
The bridge engineer, in consultation with the Term Maintenance and Consultancy Contractors, uses strategies and standards previously described to draw up the routine programme.
The structural programme is a 10-year programme drawn up by the bridge engineer after consulting external interested parties such as parish and district councils, road haulage groups and bus operators. Gloucestershire County Council agreed the programme in 2000 and the programme is reviewed annually with the Portfolio Holder (Appendix 18). The current programme is based on the need of bridges to meet the challenge of 40 tonnes lorries.
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6 Traffic Signals
6.1 Description of Service
The primary purpose of traffic signals is to provide safe passage for vehicular and non-vehicular traffic through complex road interchanges. Signals are also used to provide safe passage for non-vehicular traffic across roads. Gloucestershire County Council currently maintains 294 signal-controlled installations as shown in Table 6.1. Gloucestershire’s traffic signals team provide this service through a regime of inspections and maintenance and also provides guidance and/or a design service for new signals. This provision of this service is by either the in-house traffic signals team or by contracts.
6.2 Statutory Requirements
Gloucestershire County Council has powers to introduce traffic signal control under the Traffic Signs Regulations and General Directions 2002 and the Zebra and the Pelican and Puffin Pedestrian Crossing Regulations and General Directions 1997. The maintenance of signals falls under the statutory duty of care imposed by the Highways Act 1980, the Institution of Electrical Engineers Wiring Regulations 16th Edition as amended, and the Electricity at Work Regulations 1989 (SI 1989/635) as amended, which apply to signals installation and maintenance. In addition, it is a statutory requirement that the Secretary of State approves all signal control equipment used on the highway. The Highways Agency acts through delegated powers to grant all such approvals. There are also other statutory documents that relate to the installation of signal control equipment rather than the maintenance of the equipment.
6.3 Objectives and Strategies
The purpose of traffic signal maintenance is to ensure that signal installations continue to provide safe passage for road users at junctions and safe crossing points for pedestrians and other vulnerable road users. The objective is to maintain traffic signal equipment to a standard that minimises the number of equipment failures thus avoiding delays and safety risks to road users, maximising the benefits available through signal control.
In respect of traffic signal maintenance the County Council complies with the relevant codes of practice and technical memoranda as incorporated into the
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Design Manual for Roads and Bridges, particularly TD 24/86 and TA 84/01 and the Code of Practice. This can be summarised as follows:
(i) Emergency call outs
(ii) Safety inspections
(iii) Service inspections
(iv) Routine maintenance
(v) Cyclic maintenance
(vi) Fault management
(vii) Urban traffic control (UTC) and remote monitoring systems management
(viii) Non Routine maintenance
Operational issues and best practice data are co-ordinated and exchanged nationally through the CSS (formerly the County Surveyors’ Society) Traffic Control User Group and the South West regional group.
6.4 Service Delivery
The day-to-day management of traffic signals and crossings is delivered via a Traffic Signal Maintenance Term Contract managed by the Assistant Area Traffic Manager (Signals and UTC control) and a Traffic Officer. The Contract also covers annual and interim bulk lamp changes and annual and interim inspections. The Contract was awarded under competitive tender to a specialist maintenance company (Traffic Signals UK Ltd.) for a minimum period of 3 years from 1st April 2001.
Gloucestershire County Council is responsible for all traffic signals within the county except those on the motorway and trunk road network. The County Council does however maintain some signals on the trunk road network by special arrangement with the Highways Agency. These are identified in Table 6.1.
In the Districts of Gloucester City Council and Cheltenham Borough Council, the delivery of traffic signal maintenance on roads not forming part of the strategic network, is undertaken by those District Councils under Agency agreements. Under those agreements, Gloucester City Council and Cheltenham Borough Council use the County Council's maintenance contract and contractor.
During office hours, Gloucestershire County Council operates a fault management centre based at Shire Hall for the reporting of faults to the maintenance contractor; this facility is also used by Agent authorities for reporting faults on equipment for which they have responsibility.
Outside normal office hours, faults are reported to the Assistant Area Traffic Manager (Signals and UTC control) or other nominated officers via mobile or
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home telephone numbers. Gloucestershire Constabulary, Divisional offices and the County Council out of hours contact centre, together with Gloucester City Council and Cheltenham Borough Council, are provided with the relevant contact numbers.
6.5 Description of the Asset
Table 6.1 shows the breakdown of the current traffic signals asset.
Maintaining Trunk Trunk County County Total Authority Road Road Road Road Installations Signal Signal Signal Signal Controlled Controlled Controlled Controlled Junctions Pedestrian Junctions Pedestrian Crossings Crossings
Gloucestershire 12 9 99 67 187 County Council
Gloucester City 0 0 18 24 42 Council
Cheltenham 0 0 9 38 47 Borough Council
Highways 13 5 0 0 18 Agency
Total 25 14 126 129 294
Table 6.1 Summary of Traffic Signal Asset
There are also 58 Urban Traffic Control Outstation Control Units, 67 Remote Monitoring Outstation Monitoring Units and 7 Isolated Control Units (MOVA) all of which are managed by Gloucestershire County Council.
Trunk Road sites managed by Gloucestershire County Council comprise all of the traffic signal and pedestrian crossings located on the A40 through Cheltenham between the A40 Arle Court Roundabout traffic signal intersection and the Puffin Crossing on the A40 at Charlton Kings.
6.6 Inspections
6.6.1 Safety Inspections
Safety inspections are carried out as part of the traffic maintenance term contractor’s duties. Interim inspections are undertaken every six months and
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provide a visual inspection primarily for safety and also to check the proper functioning of the installation. Annual inspections are more detailed, additionally covering an electrical safety check and structural condition check and report. New installations are inspected within 6 months of commissioning.
Ad-hoc inspections are carried out in response to fault reports from the public and the police. The use of a single contact point for all highway faults, including traffic signals, is under consideration as a best value review challenge. In addition a system is being put in place (target autumn 2003) to include traffic signals within the scouting runs for street lighting faults.
All information about the inspected signal installations is recorded on the approved form (Appendix 19). All inspections conform to TD24/86 and Appendix 19 lists all items inspected, and are carried out by qualified signal engineers.
Gloucestershire County Council has developed a rolling programme of operational assessments for all signal-controlled intersections. The assessment programme commenced in 2003/04 with a 5-year programme. Thereafter each installation will be assessed at 5 yearly intervals.
6.6.2 Service Inspections
Gloucestershire County Council as part of its adoption of the Code of Practice is carrying out all service inspections as listed. Electrical tests are carried out on commissioning of any installation and annually thereafter. All service inspections conform to the Code of Practice for Traffic Control and Information Systems
6.6.3 Emergency Call Outs
All signal controlled intersections, pedestrian and cycle installations are subject to the same levels of service under the Term Contract. A hierarchy is therefore not necessary, but where multiple urgent faults occur they are prioritised by the Assistant Area Traffic Manager (Signals and UTC) and based on the nature and safety implications of the fault.
6.7 Standards
Gloucestershire County Council complies with the requirements set out in the code of practice for maintenance management and the code of practice for traffic control and information systems and technical design standard TD 24/86.
Some exceptions were identified in the best value review under actions and challenges including enhancement of the fault management system (FMS) and provision of a single point of contact for faults. These are being addressed.
An operational assessment of each installation is being introduced on a rolling 5-year programme.
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The Term Maintenance Contract requires the contractor to respond to reported faults as set out below in relation to the contract hours of 05:00 to 21:00, 365 days per year: -
Urgent faults – attendance within 2 contract hours; temporary repair (i.e. signal operating safely) within 6 contract hours and full repair within 12 contract hours.
Non-urgent faults - attendance within 20 contract hours and full repair within 32 contract hours.
6.8 Management of the Asset
6.8.1 Routine Maintenance
All safety related faults and defects in operation are treated as Category 1. Appendix 20 lists common examples of defects and their response times.
6.8.2 Cyclic Maintenance
The County Council complies with the advice given in technical advice note 24/97 for bulk lamp changing and the Term Maintenance Contractor carries out this work.
6.8.3 Fault Management
The traffic team at Shire Hall maintains Gloucestershire County Council’s Fault Management System (FMS). The FMS contains a history of each installation, including an inspection history, a fault history, accident records and equipment performance.
Response to urgent faults and down time per site compares well with averages for other authorities but the response to non-urgent faults and single lamp outages are comparatively low. The new contract arrangements address this issue.
6.8.4 Reaction to Faults at Major Junctions
For critical and/or complex junctions with high traffic flows, where failure of the installation would create considerable safety hazards or traffic delays, emergency plans have been drawn up to restore an acceptable level of safety and maintain flow of traffic until full repairs are completed.
6.8.5 Urban Traffic Control and Remote Monitoring Systems Management
Considerable progress has already been made in Gloucestershire’s ability to monitor and control the performance of the UTC network. Further improvements are planned.
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6.9 Programming
The programme of works is governed by the findings of the interim and annual safety and service inspections and faults reported by third parties.
Apart from the reactive and routine maintenance, the programme of signal upgrading and replacement and new installations is governed by the availability of finance.
Appendix 25 – Shows the Programme of Operational assessments for signal controlled intersections for 2003/2004.
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7 Street Lighting
7.1 Description of Service
The primary purpose of street lighting is to improve safety for highway users and to assist personal and commercial security. Street lighting is not universally provided throughout the county. Of the 290 Town and Parish Councils in the county, less than 180 have street lighting in their area.
7.2 Statutory Requirements
Although there is no statutory duty on a highway authority to provide street lighting, responsibility for the installation and operation of street lighting systems on the highway was passed to County Councils through the Local Government Act 1966.
The Highways Act 1980 succeeded the Local Government Act 1966 and reaffirmed the powers of the County Council, as the highway authority, to install and operate street lighting on highways maintained at public expense. All District Council’s and most Parish Council’s are designated lighting authorities under the Public Health Act 1875 or the Parish Councils Act 1957, and have powers to install and operate ‘footway lighting’ systems on the public highway, subject to approval by the highway authority.
In 1992, the County Council offered all lighting authorities the opportunity to transfer ownership to the County Council of all ‘footway lighting’ systems located on the highway. All local councils in the area accepted this offer. This action did not reduce the powers of participating councils, many of which continue to fund the installation of lighting systems on the highway on the condition that, when commissioned, ownership of the system is vested with the County Council.
Although the County Council does not have a duty to provide lighting, it has a duty of care to maintain its lighting stock in a safe condition and to ensure that the equipment is fit for purpose. Additionally, a highway authority has a duty to ensure the safety of the highway, which could, arguably, include the provision of lighting where there is a demonstrable nighttime accident problem.
The Electricity at Work Regulations 1989, Statutory Instrument 1989/635 states that: - ‘As may be necessary to prevent danger, all systems shall be maintained so as to prevent, so far as is reasonably practicable, such
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danger.’ This requirement is, in part, satisfied by periodic inspection and testing in accordance with Chapter 73 of BS 7671: Requirements for Electrical Installations.
Guidance on good maintenance practices is covered by the Road Lighting Maintenance Code of Good Practice, published in November 1999 by the then County Surveyors Society (now CSS) in association with the Technical Advisors Group (TAG) and Institution of Lighting Engineers (ILE). This Highway Maintenance Handbook refers to this document.
7.3 Objectives and Strategies
Street Lighting is provided to aid road safety and to reduce crime and the fear of crime by maintaining lit roads and other highway areas and to maintain the structure and economic value of the asset.
Gloucestershire County Council uses the strategy outlined in The Road Lighting Maintenance Code of Good Practice (1999) as the basis for current strategy and standards.
The strategy includes non-specialist scouting runs, which inspect outages, specialist safety and service inspections and a standard method of recording defects.
7.4 Service Delivery
A single maintenance term contract is used to procure street lighting maintenance services for the whole of the Council’s street lighting installations, including those located in Gloucester and Cheltenham.
Overall management of the maintenance contract with Southern Electric Contracting (Street Lighting Services) is a function of Gloucestershire County Council’s Street Lighting section. This section is also responsible for the day- to-day management and operation of the contract in the areas not covered by Gloucester and Cheltenham agency arrangements.
Gloucester and Cheltenham are responsible for the day-to-day management and operation of street lighting located in their areas under an agency arrangement with the County Council.
The countywide application of a single maintenance contract for street lighting requires close collaboration by the three Authorities and the maintenance contractor, particularly with regard to the planning of routine maintenance, column replacement/repair and installation improvement programmes.
The majority of electrical services to the Council’s street lights are provide and owned by the three Electricity Distribution Companies operating in the County. The largest is Aquila Networks plc. Service Level Agreements have been negotiated with the Distributors for responses to service cable faults and installation or transfer of service cables.
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Energy is procured for the Council’s street lighting installations through a combined contract arrangement also supplying the Council’s Shire Hall Complex electrical energy requirements.
7.5 Description of the Asset
The details of the numbers of lighting columns together with an age profile are shown in Appendix 21.
7.6 Inspections
7.6.1 Service Inspections
These surveys are performed by qualified electrical engineers who carried out structural and electrical safety checks as per the Code of Practice and the Road Lighting Maintenance Code of Good Practice (1999) on a 6 yearly basis.
7.6.2 Non specialist Scouting Runs
Nighttime scouting runs are carried out from a moving vehicle on a monthly basis, covering all roads, which have street lighting. These runs are designed to record ‘outages’ for bulb replacement or other treatment by the contractor. Non-specialist employees under conditions outlined in the Term Contract carry out the runs.
7.7 Management of the Asset
Reports of faults originate from three sources – the public, council nighttime inspections or the maintenance contractor. Contacts from the public account for 60% of all reported faults and are mainly received via a 24-hour dedicated and staffed free phone facility that has been available since 1992. Other options for public contact are the Council’s website and email address.
A further 35% of the faults are discovered from the nighttime scouting runs with the other 5% originating from the contractor during daytime work.
A database of the asset, scouting runs and service inspections is kept to provide a complete history and to assist in the logging of calls from the public on the 24-hour freephone line. This inventory database also holds details of works orders, invoices and energy update reports. The database is used to monitor the Contractor’s performance.
The database provides information to assist in the bid for capital scheme funding from the 2006-2011 Local Transport Plan. In accordance with the objective of getting best value for money out of the asset, Gloucestershire is preparing a programme of column replacements to commence in 2003/4. The full programme is available from the street lighting section.
The maintenance contract requires the contactor to attend and resolve faults within set time scales – these range from 2 hours to 10 working days dependent upon the type and location of the fault.
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7.7.1 Cyclic Maintenance
Cyclic maintenance includes the cleaning of lanterns, regular baulk replacement of lamps, condition inspection of columns, brackets and lanterns, painting of steel columns and brackets and electrical testing. All installations are inspected annually with painting in general undertaken at least every ten years. Electrical testing is undertaken at least every six years in accordance with BS 7671 Requirements for Electrical Installations and these inspections are augmented by intermediate visual inspections.
Since 1998 only steel columns have been used and these are subject to a rigorous specification including a multi-layer paint system to minimise corrosion. Ultra-sonic tests are undertaken to ensure the structural integrity and safety of columns.
7.7.2 Damaged Columns from Road Traffic Accidents
Streetlights damaged as a result of road traffic accidents (RTAs) are replaced as soon as possible, normally within 10 working days. However, connection to the electrical service can take longer. Wherever possible, costs are recouped from those found responsible for the RTA.
7.8 Programming
The programme of works is governed by the findings of the service and scouting inspections and faults reported by third parties.
Apart from the reactive and routine maintenance, the programme of street lighting upgrading and replacement and new installations is governed by the availability of finance.
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8 Winter Service and Other Emergencies
8.1 Description of Service
Gloucestershire County Council is committed to providing a winter and emergency service that plans for pre-cautionary salting of roads (defined below), snow clearance and reasonable response times for other emergencies.
8.2 Statutory Responsibilities
There is currently no duty on Gloucestershire to prevent ice formation in the highway. However, where ice forms on a Key Route as a result of standing water caused by a known defect or problem with positive drainage action will be taken in accordance with the winter maintenance plan. However the Highways Act 1980 does require that obstructions be removed from the highway including accumulations of snow. The Winter Service policy is currently under review and will be incorporated as part of this document in future updates.
8.3 Objectives and Strategy
As part of its commitment to the Code Of Practice the County Council will produce every year, in readiness for the following Winter Season, a “Winter Services Operational Plan” (WSOP). This plan will explain fully the Winter Service delivery including salting routes, decision making charts, snow clearance policy, maintenance of salt bins and response times. The draft document is attached as Appendix 22.
The WSOP is developed in consultation with key stakeholders and users including the Term Maintenance Contractor, District and Parish Councils, Neighbouring Authorities, Bus Operators, Emergency Services and Haulage Associations. As with the Code of Practice, the Winter Service Plan is reviewed regularly to take account of local needs, changes in traffic characteristics, and changes in technology.
Planning for emergencies is undertaken by Emergency Management Services. They are involved in the detailed preparation and operation of emergency plans as they affect the public highways and elsewhere.
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8.4 Service Delivery
The action necessary to treat Gloucestershire’s roads for winter weather conditions can vary from a relatively small number of salt runs to guard against the formation of ice, to a full-scale battle against drifting snow and freezing conditions extending over many days and nights. Like most Shire Counties, Gloucestershire has a mixture of dense urban streets and remote rural lanes, of sheltered routes where freezing fog can be a recurrent problem and high, wind-swept main roads where snowdrifts can build up quickly.
The County Council’s organisation for winter maintenance has to be prepared to cope with any of these, and other, emergency conditions whilst ensuring that the cost of preparing for the unknown is not an over-bearing burden on the public funds available for year-round road maintenance.
The County Council has, for many years, believed that the most effective way of dealing with winter maintenance is a combination of professional expertise, specialist equipment, adapted locally available equipment, voluntary effort and self-help. The County Council’s organisation has been set up to ensure the most effective use of all the resources available through direction and co- ordination.
8.5 Description of the Asset
Whilst the asset is in overall terms the whole public highway network, as defined elsewhere in this document, pre-cautionary salting is undertaken on only part of the network. This comprises the major traffic and access or Key Routes. Appendix 23.
In total, some 28% of the Council’s network is included in precautionary salting routes (compared to 32% national average).
8.6 Inspections
Precautionary salting operations are based on 28 planned routes. These routes are salted in response to adverse weather forecasts in accordance with the Winter Services Operational Plan.
Snow clearance work is reactive in order to treat areas where snow build up has occurred; these are identified either by the public, police or by ad-hoc inspections based on local knowledge of where difficulties are likely to arise.
Inspections related to other emergencies will be on an ad-hoc basis as incidents arise and cover all aspects of the highway authority’s interests including the restoration of a normal level of service, including any necessary repair or remedial work.
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8.7 Standards
The Standard Response Time for dealing with salting operations is 3 hours.
8.8 Management of the Asset
For normal operational purposes, the county is divided into four divisions and two Agency areas. Each is under the control of a Divisional Manager or Agency equivalent with offices and depots locally based. Broad policy direction is given by the Head of Service based at Shire Hall. The Highways Maintenance Manager, also based at Shire Hall, provides central support services and the inter-divisional co-ordination function.
In severe weather, a central control room is opened by the Head of Service assisted by the Highways Maintenance Manager to focus co-ordination between divisions and other authorities, to provide a full-time link with the Police, who also staff the control room and to disseminate information to the public via the press and local broadcasting.
The County Council operates a radio telecommunication system, with base stations at all divisional offices and at the central control room, and with mobile units in all operational vehicles and relevant staff private vehicles.
Pre- and post-winter discussions are normally held between staff from the County Council and Ringway at divisional level, so the operation, although almost invariably dealing with different conditions on each occasion, is constantly developing and learning from past experience.
To assist the public, including pedestrians, the County Council places salt heaps or bins at a number of strategic locations. Such self-help can save both the cost and the delay in calling workforce teams out to deal with problems at these sites, but these advantages have to be weighed against the overall cost of provision and the possibility of misuse and adverse environmental effects. The presumption is against the provision of salt bins/heaps except where the need at a strategic location is clearly demonstrated.
A vital link in the snow clearance operation in rural areas are the County Council snow ploughs which are provided and fitted to farmers’ tractors in many rural parishes and which prove particularly effective with today’s powerful machinery. These are used principally to clear routes from houses and farms to the main roads that are being cleared by the County Council, and the work is under the direction of the local volunteer snow warden who keeps in touch with the Divisional Manager.
Use is also made of any suitable hire plant that may be available wherever it may be needed and, in medical and other emergencies, the County Council works with the emergency services and H.M. Forces.
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8.9 Programming
The winter maintenance precautionary salting operations are based on planned routes that are covered largely by response to adverse weather forecasts.
Whilst main roads are treated before and if necessary during icy conditions with specialist plant, motorists are encouraged, through publicity, to be prepared for adverse conditions, particularly on side roads.
Programming of work related to snow clearance and other emergencies is, by its very nature, ad-hoc. However work is always undertaken in accordance with pre-arranged and agreed plans; the preparation of which includes other involved agencies.
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9 Performance Management and Performance Indicators
9.1 Introduction
Both the County Council’s Best Value Review and the Code of Practice recommend that all authorities not only put into practice their Highway Maintenance Plan but that it is managed and monitored so that performance can be measured.
Gloucestershire is currently providing information for both national and local performance indicators as set out in the following sections. The national indicators are intended to be comparable across all authorities and are reported within the Local Transport Plan Monitoring Report and the County Council own performance plans.
9.2 National Performance Indicators
National Performanc Description Mechanism e Indicator Measured using Deflectograph - BVPI 96 Condition of Principal Roads TRACS Type survey from 2004/2005 Based on CVI with rut BVPI 97a Condition of Non-principal classified roads bar BVPI 97b Condition of Non-principal unclassified roads. Based on CVI. No of days temporary traffic controls or road Amended description BVPI 100 closure on traffic sensitive roads caused by for 2003/04 currently road works per km of sensitive road. being proposed. The percentage of the principal road network Based on where major structural treatment is not Deflectograph and considered necessary, divided by the BVPI 186a average spend authority’s average structural expenditure per figures. This is a new kilometre on the principal road network over indicator for 2003. the past three years. The percentage of the non- principal road network where major structural treatment is Based on CVI and not considered necessary, divided by the average spend BVPI 186b authority’s average structural expenditure per figures. This is a new kilometre on the non-principal road network indicator for 2003. over the past three years. Measured using DVI BVPI 187 Condition of footways on cat 1, 1a & 2
Table 9.1
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9.3 Local Performance Indicators
Gloucestershire County Council has produced a series of local performance indicators. Some of these are shown in the following table and further details can be found in the best value review document and the County Council’s Service and Performance Plan. A series of improvement targets are included in the Performance Implementation Plan (PIP).
Local Performance Description Mechanism Indicator Percentage of dangerous Old BVPI Some other SW Counties are defects repaired “next working 105 retaining this as a local PI. day”. Percentage of the principal road Sourced from CoP and adopted SA2 network with skid resistance by SW Counties as local PI. above the investigatory level. Percentage of third party claims Sourced from CoP and adopted SA5 repudiation rate over the by SW Counties as local PI. previous three years Sourced from CoP and adopted by SW Counties as local PI. SE3 NRMCS Index TTS will be used to collect data. Concern about the statistical accuracy has been expressed. Modified CoP indicator adopted Percentage of pre-salts by the SW Counties. Also in SE5 completed within the Authority’s Winter PIP where it is split in specified timescales. “response” and “treatment” times. Annual road length resurfaced Sourced from CoP and adopted SU2 in low noise road surface. by SW Counties as local PI. The out-turn cost of winter Sourced from CoP and adopted SU4 service per salted km. by SW Counties as local PI. % of pre-salt runs completed Existing Winter PIP PI. Local to WIN 1 before 7.00 am GCC. Amount of salt used compared Existing Winter PIP PI. Local to WIN 2 with the target. GCC. Percentage of safety Sourced from CoP but not SA1 inspections completed within adopted by SW Counties as the required time. local PI. Percentage on random RS1 NRASWA inspection actually SW Counties PI. undertaken. No of co-ordination meetings SW Counties PI but we C1 held compared with required regularly carry out the quarterly number. cycle.
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Local Performance Description Mechanism Indicator No of Highway Authority works for road purposes undertaken C2 SW Counties PI. against no of notices received/input of register. How many “resurfacing projects” undertaken compared S58 SW Counties PI. with how many Section 58s applied. How many days server down R1 SW Counties PI. against no of working days. How many potentially S74 chargeable events against no of SW Counties PI. invoices raised. Believed to be agreed by SW Percentage of street lights not SL1 Counties street lighting working as planned. engineers. Believed to be agreed by SW Average no of failures per lamp SL2 Counties street lighting per annum engineers. Believed to be agreed by SW Percentage of failures due to SL3 Counties street lighting LA equipment. engineers. Believed to be agreed by SW Percentage of failures due to SL4 Counties street lighting REC supply engineers. Believed to be agreed by SW Total average cost of SL10 Counties street lighting maintaining a streetlight. engineers. Believed to be agreed by SW Percentage of energy from SL21 Counties street lighting renewable sources engineers. Believed to be agreed by SW Percentage of street light SL31 Counties street lighting supports over 25 yrs old. engineers. Percentage of safety Actual completion against set TBA inspections completed on programme +/- 10% of programme inspection period
Table 9.2
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9.4 Corporate Indicators
Insert Corporate strategy Indicators from P99 BVP Plan 1st 5 Indicators
Actual Best estimate Target Indicator 2001/2 2002/3 quartile against 2003/4 2004/5 2005/6 all Shires 01/02 BVPI 96 Principal 10.1% 6.6% 3rd 7.8% 6.7% 5.6% Roads with negative life BVPI 97a Other 6.7% 39% 2nd Level Level Level classified Ex Rutbar roads requiring repair BVPI 97b Unclassified 4.8% 38% Top Level Level Level roads requiring repair Old BVPI 105 “Dangerous 90% 97% 2nd 95% 97% 99% pothole” repairs within 24 hrs BVPI 187 Hierarchy 1 & N/A 13% NYA 12% 10% 8% 2 footway needing repair Percentage public N/A 38% 3rd 45% 55% 60% satisfied or (ORC) very satisfied with the condition of the roads Proportion of 78% 74% N/A 75% 77% 80% spend that is Pro Active
Table 9.3
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9.5 Service Standards
Roads and Footways
Actual Best Target estimate Indicator 2001/2 2002/3 quartile 2003/4 2004/5 2005/6 against all Shires 01/02 BVPI 96 Principal Roads 10.1% 6.6% 3rd 7.8% 6.7% 5.6% with negative life BVPI 97a Other classified 6.7% 39% 2nd Level Level Level roads requiring Ex Rutbar repair BVPI 97b Unclassified roads 4.8% 38% Top Level Level Level requiring repair Old BVPI 105 “Dangerous 90% 97% 2nd 95% 97% 99% pothole” repairs within 24 hrs BVPI 187 Hierarchy 1 & 2 N/A 13% NYA 12% 10% 8% footway needing repair Percentage public satisfied or very N/A 38% 3rd 45% 55% 60% satisfied with the (ORC) condition of the roads Proportion of 78% 74% N/A 75% 77% 80% spend that is Pro Active
Street Lighting
Actual Best Target estimate Indicator 2001/2 2002/3 quartile 2003/4 2004/5 2005/6 against all Shires BVPI95 Average cost of £45.86 £43.89 1st £44 £45 £46 maintaining street light Availability - % 99.54% 99.46% 1st 99.5% 99.5% 99.5% Street Lights working Average time for 2.05 2.2 days 1st 2.2 days 2.1days 2 days repair days
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Bridges
Actual Best Target estimate Indicator 2001/2 2002/3 quartile 2003/4 2004/5 2005/6 against all Shires . Under-strength 172 153 2nd 143 125 110 Bridges (18.7%) (16.6%) (15.5%) (13.5%) (12%)
GCC Road over Rail bridges 5/11 0/11 1st 0 0 0 needing remedial works
9.6 Benchmarking of Services
In common with other highway authorities, Gloucestershire is a member of benchmarking clubs.
The County Council is a member of the benchmarking initiative run by M4i following M4is’ recognition of the Gloucestershire Highways Partnership as a demonstration project. As part of its work, M4i collates statistics nationally against defined performance indicators and encourages all members to exchange data, information on engineering techniques, lessons learnt and also to measure their own performance and customer satisfaction. Gloucestershire submits data to M4i on its performance as part of the project.
Gloucestershire County Council is also a member of the National Best Value Benchmarking Club (NBVBC) that enables members to compare their own performance with other members via agreed performance indicators.
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APPENDICES
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Appendix 1 - Regional Planning Guidance (Draft)
The Draft Regional Transport Strategy emphasises the importance of quality transport networks for passengers and freight in order to maintain the quality of life and competitiveness of the South West. It recognises the dangers of rapidly growing traffic, of congestion in towns and cities and the accessibility problems of rural areas. The Draft Strategy therefore:
(i) Supports the reduction of travel demand, and seeks journey reliability, quality and safety within key multi-modal axes;
(ii) Promotes a modal hierarchy which places walking as the top priority, followed by cycling, public transport and private motor vehicles;
(iii) Endorses the need for parking standards which do not create competition between urban centres, discourages provision of further long-stay parking and supports the reduction of existing levels of commuter parking;
(iv) Supports traffic restraint in urban areas like Cheltenham and Gloucester, and the enhancement of walking, cycling and public transport;
(v) Supports the improvement of transport in rural areas and the concentration of traffic on to the strategic network;
(vi) Supports bus service enhancement and the improvement of rail services and facilities;
(vii) Supports the improvement of rail freight services and the establishment of a rail freight terminal in the Gloucester area;
(viii) Supports the completion of the upgrade of the A417/A419 route;
(ix) Recognises the problems of additional lorry traffic in Gloucestershire avoiding the Severn Crossing tolls; and
(x) Seeks better facilities for cyclists and pedestrians.
Following the Public Examination of the Draft Regional Guidance, a redrafted version of the Regional Transport Strategy was submitted to the Public Examination Panel in May 2000. This continues to promote the themes outlined above. The themes set out above are reflected throughout the Local Transport Plan.
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Appendix 2 - Weed Control Policy Statement
The County Councils weed control policy is currently under review and will be incorporated in future editions of this handbook.
Currently Gloucestershire County Council aims to spray all weed infested kerb lines twice per year, as near as practicable to the optimum time for this operation.
Urban footways in main shopping areas and busy urban areas including those leading to essential industrial establishments, hospitals, important bus routes and schools are treated as required.
Other areas where weeds have become a significant safety problem will be treated having regard to the usage of pedestrians.
We also aim to eliminate noxious weeds within the highway in accordance with the Weed Act 1959.
When undertaking other maintenance activities we eliminate weeds from footway surfaces and formations prior to resurfacing/reconstruction.
It may be necessary to use chemical sprays to eliminate weeds and control growth around posts carrying signs, along guardrails, on edges of kerbs and on footways. These sprays may also be used to control growth of grass on the strip adjoining the edge of the carriageway and on central reservations. The use will be the minimum compatible with the required results.
Where total weed killers are required for paved areas they are be used annually for effective results. Noxious weeds are dealt with on an ad hoc basis. All weed spraying is being carried out in accordance with The Control of Pesticides Regulations 1986. Only approved pesticides are used, these are chemicals listed in the "Blue Book", Pesticides Approved Under the Control of Pesticides 1986 (ISBN 0 11 242 782 0).
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Appendix 3 - Sites of Special Scientific Interest (SSSI)
Information on all the SSSIs within Gloucestershire can be found on the Gloucestershire staff web site. Users should go to: http://staffnet/staffstuff/G.htm and then choose the option for GIS pages and within these pages there is a section on SSSI.
The County Council's Countryside and Rights of Way Act 2000 guidance document covers SSSI matters in detail and is available at http://staffnet/environment/news/document/deptpubs.htm.
For the most up to date SSSI boundaries you are advised to visit the following website http://www.magic.gov.uk/website/magic or contact the County Ecologist.
For information on a particular SSSI go to the English Nature website at http://www.english-nature.org.uk/special/sssi/ or contact the County Ecologist.
NOTICE AND ASSENT AGREEMENT FOR MAINTENANCE WORKS UNDERTAKEN WITHIN OR ADJACENT TO SITES OF SPECIAL SCIENTIFIC INTEREST
GLOUCESTERSHIRE COUNTY COUNCIL HIGHWAYS MAINTENANCE AND ENGLISH NATURE 2002 - 2007
1. Introduction
This document aims to provide the notice and assent required of the County Council under Schedule 9 of the Wildlife and Countryside Act 1981 (as amended by the Countryside and Rights of Way Act 2000). This notice and assent applies to the Highways Maintenance works carried out by the County Council, its agents or contractors as tabled in section 3.1 (with full details of the working methods contained in Appendix 4) for the Sites of Special Scientific Interest listed in Appendix 2. This agreement will require monitoring over the course of its use to enable refinements and alterations to be implemented at its review in 2007.
New SSSIs notified in Gloucestershire after August 2002 will require consultation with English Nature to determine whether they can be brought into this agreement. If they are not brought into this agreement, a separate notice will need to be given by Gloucestershire County Council for any works on or adjacent to those SSSIs that may damage them (Appendix 1).
This assent covers current, ongoing maintenance practices. If there are to be any changes to the current regimes or methods of working affecting individual SSSIs, then these should be subject to further consultation. For example, altering a cutting regime for a verge in an SSSI to increase the total width cut could adversely affect the invertebrate interest of the site by removing habitat.
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1.1. Deemed Consent and Permitted Development Rights
Where Gloucestershire County Council has Deemed Consent or Permitted Development Rights for works, as covered in General Permitted Development Order 1995, this does not exempt it from the CRoW Act notice and assent procedure if the works involved are in or adjacent to an SSSI and might affect it (as stated in the Wildlife and Countryside Act 1981 Section 28 (8) (a)).
1.2. Highways Maintenance – Responsibilities
Gloucestershire County Council Highways Maintenance is responsible for the maintenance of county roads (excluding trunk roads, motorways and private roads) and keeping them in a usable and safe condition. This includes responsibility for road surfaces, road signs, potholes, road verges and general safety issues.
1.3. English Nature – Responsibilities
English Nature has the responsibility for notifying and protecting Sites of Special Scientific Interest (SSSIs) in England under the Wildlife and Countryside Act 1981 (as amended by the Countryside and Rights of Way Act 2000). A site may be deemed to be of special scientific interest because of its flora, fauna, geographical or physiological features. Procedures or works which may damage the site and are listed on the site notification as Operations Likely to Damage (also known as Potentially Damaging Operations) require the assent of English Nature under the Wildlife and Countryside Act 1981 (as amended by the Countryside and Rights of Way Act 2000) before they may be carried out.
2. The Countryside and Rights of Way Act 2000
The CRoW Act increases the protection afforded to SSSIs and increases the penalties for damage to them.
It places a duty on public bodies as defined in the CRoW Act (specifically including local authorities), to further the conservation and enhancement of SSSIs in the carrying out of all its functions. Gloucestershire County Council, its agents or contractors must consult English Nature on all works that it is intended to carry out in or adjacent to an SSSI that might damage it.
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2.1. Sites of Special Scientific Interest
There are 122 SSSIs of national importance in Gloucestershire. Information can be found about these as an overlay on COGIS, or directly from English Nature. The English Nature website can be accessed for descriptions of the special features of each SSSI (citations) at http://www.english-nature.org.uk/. Boundaries of SSSIs can also be viewed alongside other environmental constraints at the multi-agency website http://www.magic.gov.uk/.
2.2. General Notes on Maintenance Works in SSSIs – A Good Practice Guide
It should be remembered that there are a number of species that are protected in their own right that may occur within the wider countryside outside of designated sites. In Gloucestershire these species include great crested newts, badgers, all bats, otters, dormice and water voles and advice must be sought immediately if any of these species are recorded as being, or are later found to be present in, or using an area where works are planned or in progress. Advice can be sought from the County Ecologist or English Nature.
All significant works should include an initial site check to note any features to be protected or requiring further assessment and to consider opportunities to enhance biodiversity during the course of the works in accordance with the duty to ‘enhance biodiversity’ required of the County Council by the CRoW Act.
The timing of works can be important depending on the habitat or species of importance at the site. For example, hedge cutting in SSSIs or in the wider countryside should be timed to avoid bird-nesting activities (ideally works should be carried out between September and February inclusive).
Only as much work as is necessary should be done within a sensitive site such as an SSSI, in order to maintain safe use of the road and optimise habitats for wildlife.
In general, where any waste product is generated (for example dredging waste) it should be removed from the site unless otherwise agreed with English Nature.
The prevention of impacts upon the SSSI should take account of the ancillary aspects of the work, for example the storage of machinery and materials. If materials can be stored off site, they should be. Thought should be given to the sensitivity of the site with regard to parking of vehicles and placing of equipment during works.
Ensure that all workers involved in planning or undertaking works (all maintenance staff, contractors and volunteers) are aware that they are working in or adjacent to an SSSI and that they take appropriate care.
2.3. Consulting with English Nature
County Council Officers and its agents and contractors should establish and maintain contact with English Nature over works within SSSIs. If unsure whether assent is required from English Nature via the formal notice
63 GCC HMH August 2003 Gloucestershire County Council Highways Maintenance Handbook procedure for works to commence, or whether the proposed works are of a nature or scale requiring consultation, please contact the County Ecologist 01452 425679 or ring the Gloucestershire English Nature office to discuss the issue 01531 638500.
English Nature would welcome consultation from Gloucestershire County Council units, officers, agents or contractors in the form of an annual work programme to cover those work items within or adjacent to an SSSI which would require consultation during the course of the year. In response, they would be able to issue one assent for all of the acceptable works, streamlining the process considerably for all concerned. Any additional items added to the work programme at a later date would need to be subject to separate consultation.
Where formal notice is required to seek assent from English Nature for works within an SSSI, the standard notification letter format should be used (see Appendix 1 or in the separate CRoW Act Guidance for the County Council at Appendix 3).
3. Notice and Assent Agreement Between Gloucestershire County Council Highways Maintenance and English Nature for Maintenance Works Within or Adjacent to SSSIs for the Period 2002-2007 (thereafter to be reviewed).
The following work will be carried out by Gloucestershire County Council on the SSSIs listed (Appendix 2).
Some aspects of the work may require further consultation with English Nature or have particular working methods that should be observed (as detailed below).
3.1.
WORK TYPE CONSULTATION WORKING METHODS TO BE REQUIRED WHEN: IMPLEMENTED
Grass Cutting None In accordance with the Gloucestershire Wildlife Trust agreement on protected road verges Hedge cutting None Avoiding nesting time (see section 2.2) Grip cutting New grip cutting within an No spreading of material within SSSI the SSSI Ditch cleaning New ditch cutting or re- An assessment of any habitats instatement within an that may have established since SSSI that has any the ditch silted up needs to be wetland interest (including made prior to commencement of wet meadows) works No spreading of material within the SSSI
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WORK TYPE CONSULTATION WORKING METHODS TO BE REQUIRED WHEN: IMPLEMENTED
Weed spraying Any use of herbicides within an SSSI (note- ragwort pulling does not require further consultation) Crash barriers Erection of new barriers No spreading of material within and fencing within an SSSI (note- the SSSI replacement of existing barriers does not require further consultation) Drain repairs New ditch cutting or re- An assessment of any habitats instatement within an that may have established since SSSI that has any collapse needs to be made prior wetland interest (including to commencement of works. No wet meadows) spreading of material within the SSSI Kerbing New kerbing within an No spreading of material within SSSI the SSSI
English Nature assent to the above works (table 3.1) where no further consultation requirements are noted and subject to the working methods (detailed in table 3.1) and the ‘good practice guide to working in SSSIs’ (section 2.2).
NOTICE AND ASSENT AGREEMENT FOR MAINTENANCE WORKS UNDERTAKEN WITHIN OR ADJACENT TO SITES OF SPECIAL SCIENTIFIC INTEREST - Appendix 1
In circumstances where a separate notice is required due to a change in management regime or for works or SSSIs not detailed in this agreement then the standard notice letter below should be used to give notice to English Nature. Gloucestershire County Council must wait 28 days after issuing a notice before it may proceed with works. For full details of the notice procedure please refer to the guidance notes for GCC on the implications of part III of the CRoW Act. (For details of this document please contact Jaqui Taylor on 425677).
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Example of Notice Letter for Operations Likely to Damage (also known as Potentially Damaging Operations) in an SSSI.
English Nature, Gloucestershire Office Somerset & Gloucestershire Team Bronsil House Eastnor Nr Ledbury Herefordshire HR8 1EP
Notice under Section 28H of the Countryside and Rights of Way Act 2000 – as amends the Wildlife and Countryside Act 1981, of proposed works (detailed below) within/adjacent to the [insert SSSI name] Site of Special Scientific Interest.
[Title of plan or project]
[Details of person, department, section of GCC proposing the works]
[Location of the proposed plan or project] (include a location plan or map, which shows the relationship of the plan to the SSSI)
[Name of the SSSI]
[Nature/description of the plan or project] (include a brief description of the manner in which the plan or project is proposed to be carried out – engineering details, tools/machinery to be used, ancillary activities such as storage of materials & machinery and the disposal of materials).
[Date of the proposed works and the length of time the work is envisaged to take]
It is understood that the plans will not proceed further until there has been a response from English Nature to this notice.
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NOTICE AND ASSENT AGREEMENT FOR MAINTENANCE WORKS UNDERTAKEN WITHIN OR ADJACENT TO SITES OF SPECIAL SCIENTIFIC INTEREST - Appendix 2 - SSSIs included in this agreement
The County Council's Countryside and Rights of Way Act 2000 guidance document covers SSSI matters in detail and is available at http://staffnet/environment/news/document/deptpubs.htm.
For the most up to date SSSI boundaries you are advised to visit the following website http://www.magic.gov.uk/website/magic or contact the County Ecologist.
For information on a particular SSSI go to the English Nature website at http://www.english-nature.org.uk/special/sssi/ or contact the County Ecologist.
Alderton Hill Quarry Hucclecote Meadow Ashleworth Ham Huntsman’s Quarry Astridge Wood Innsworth Meadow Badgeworth Jackdaw Quarry Barnsley Warren Juniper Hill, Edgeworth Barton Bushes Kemble Railway Cuttings Bigsweir Woods Kempley Daffodil Meadows Blaisdon Hall Kingscote & Horsley Woods Bourton Down Knap House Quarry, Birdlip Box Farm Meadows Land Grove Quarry, Mitcheldean Boxwell Lark Wood Brassey Reserve and Windrush Valley Lineover Wood Brooks Head Grove Leckhampton Hill & Charlton Kings Buckshaft Mine & Bradley Hill Railway Common Tunnel Longhope Hill Bull Cross, The Frith & Juniper Hill Lower Wye Gorge Bushley Muzzard, Brimpsfield Lydney Cliff Caerwood & Ashberry Goose House May Hill Campden Tunnel Gravel Pit Meezy Hurst Chaceley Meadow Midger Clarke’s Pool Meadow Minchinhampton Common Cleeve Common Nagshead Coaley Wood Quarries New Park Quarry Cockleford Marsh Nibley Knoll Collinpark Wood Notgrove Railway Cutting Coombe Hill Oakenhill Railway Cutting Coombe Hill Canal Old Bow & Old Ham Mines Cotswold Commons & Beechwoods Old River Severn, Upper Lode Cotswold Water Park Pennsylvania Fields, Sedbury Crickley Hill & Barrow Wake Poor’s Allotment Daneway Banks Puckham Woods Dean Hall Coach House & Cellar Puddlebrook Quarry Devil’s Chapel Scowles Purton Passage Dingle Wood Range Farm Fields Dixton Wood Robin’s Wood Hill Quarry Dymock Woods Rodborough Common Easter Park Farm Quarry Rough Bank, Miserden Edge Common Salmonsbury Meadows Edgehills Quarry Scully Grove Quarry Elmlea Meadows Selsley Common Fosse Cross Quarry Severn Estuary (in Glos) Frampton Pools Severn Ham, Tewkesbury Garden Cliff Shorn Cliff & Caswell Woods Hampen Railway Cutting Soudley Ponds Haresfield Beacon Speech House Oaks Harford Railway Cutting Stenders Quarry Highbury Wood Sinchcombe Hill Hobb’s Quarry, Longhope Stony Furlong Railway Cutting Hornsleasow Quarry Strawberry Banks Hornsleasow Roughs Swanpool Wood & Furnace Grove
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Swift’s Hill Wellacre Quarry Sylvan House Barn Westbury Brook Ironstone Mine The Hudnalls Whelford Meadow Tudor Farm Bank Wigpool Ironstone Mine Turvey’s Piece Wildmoorway Meadows Upham Meadow & Summer Leasow Winson Meadows Upper Severn Estuary Wood Green quarry & Railway Cutting Upper Wye Gorge Woodchester Park Veizey’s Quarry, Tetbury Wotton Hill Wainlode Cliff Yarley Meadows Walmore Common
NOTICE AND ASSENT AGREEMENT FOR MAINTENANCE WORKS UNDERTAKEN WITHIN OR ADJACENT TO SITES OF SPECIAL SCIENTIFIC INTEREST - Appendix 3
SSSIs excluded from this agreement
For these sites, alternative management arrangements should be prepared on a site-specific basis.
No sites identified at present
NOTICE AND ASSENT AGREEMENT FOR MAINTENANCE WORKS UNDERTAKEN WITHIN OR ADJACENT TO SITES OF SPECIAL SCIENTIFIC INTEREST - Appendix 4
Highway Divisions – Frequent Maintenance Work
Detailed basis of notice and assent agreement
Winter Maintenance:
This work is carried out from October to April and involves salt spreading on county roads, at short notice when low temperatures are expected.
Gully Emptying:
Contents of gully are extracted with a vacuum pump. The removed matter is taken off site (consists of water & any matter washed into the gully).
Grass Cutting:
This is performed for safety reasons to maintain visibility on roads. Grass cuttings are left on the verge. (There is already an agreement with GWT to delay mowing on some verges due to their botanical content/ wild flower value). Normally the first cut is carried out in April/May, and a second may follow later in the year if necessary. Flail mowers are used, attached to a vehicle, to travel beside the verge & cut.
Pot Hole Repair:
If a pot-hole is dangerous, it should be filled within 24hours of notification being received. A cold tarmac type material is used to fill the hole, and compacted.
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Patching:
This occurs where holes in the road are larger. 1st the edges of the hole may be removed, to tidy it up, this would be done with a hand held hydraulic drill. The removed material is taken away. Then the hole is filled, as above.
Sign Erection:
Repairing Existing Sign: If a sign is knocked down and is very important, it must be replaced quickly – e.g. major directions, give way signs, crash barriers designed to prevent serious accident. The work done depends upon the damage & whether posts need to be replaced, but would involve replacing like with like in most cases.
New Signs: Small - pushed straight into verge with no digging involved
Medium - a small hole will be dug by hand & the material left on the verge. Some concrete may be put into the hole for the sign to be embedded (dependant on sign size & amount of wind resistance etc)
Large - A tractor would be used to dig the hole, and the removed material would be taken away. Concrete would be put into the hole for the sign to be imbedded. Larger new road signs are likely to be part of larger schemes & should therefore have been included in any EIA done for the whole scheme.
Drain Jetting:
Carried out in situations where drains are blocked. This is usually a reactive process in response to a flooding problem, and therefore can be carried out at short notice. A hosepipe is fed down the drain and a high-pressure water jet is used to flush out the blockage. The resulting water & any trapped material is then either washed down the drain, or removed with a vacuum machine.
Grip Cutting:
These are slots cut into the road verge designed to improve drainage of water from the road, or take the water to a ditch at the back of the verge. These get gradually overgrown, or are filled in as a result of vehicles mounting the verge, and need to be re-cut. Removed matter is supposed to be taken away, but in reality is spread onto the road verge.
For large stretches of road, a tractor may be used, fitted with an implement that rotates inside the grip and re-cuts it, flicking out the material extracted.
Hedge Cutting:
Not much hedge cutting is performed by the CC as they don’t own many hedges, they usually belong to the adjacent landowner & if a hedge is causing visibility problems on the road, the landowner will be asked to cut it. If it is not possible to get them cut any other way, the CC may do it, using a flail mower.
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Ditch Cleaning:
Again, ditches are not usually CC owned, but belong to adjacent landowners. Some are owned by the CC where these have been built as part of a road scheme. Ditches that have filled in with debris, or been filled in by material pushed in where a heavy vehicle had mounted the verge, will be dug out by tractor. The removed material should be taken away, but in reality, small amounts of material will be spread along the verge. If the verge has been compacted and squashed in, the removed material may be used to reconstruct the bank that previously existed.
Carriageway Resurfacing:
This process requires more planning than some other maintenance procedures. Depending upon the condition of the surface of the road, the top layer may be moved, to varying degrees. The material removed is taken away. The road is then resurfaced. Alternatively, a new surface may be placed directly on top of the old one.
Surface Dressing:
This involves spreading a hot, tar & chip type dressing onto the surface of the road. There can be some spray of the material beyond the edge of the road, but minimal. This is a common procedure throughout the year, but it is weather dependent to complete, so may be done at short notice.
White Line Painting:
This is done at the centres and edges of roads for safety during night driving (v. important). The paint itself dries very quickly, is specifically applied to the tarmac/road surface, and may be vehicle or hand done.
Weed Spraying:
This is not done much in rural areas (mainly an urban pursuit). Ragwort may be pulled by hand, and any herbicide applications that do take place, are done with hand held, backpack units.
Crash Barrier & Fencing Repairs:
More often than not, the damaged barrier is replaced with the same as before. With this procedure, it depends on the extent & type of the damage as to what repairs entail. It may be necessary to dig out the existing foundations of the sign with a tractor (material is removed off site) & re-concrete the hole.
Lighter barriers (designed to give on impact) may require new posts to be driven into the verge (with an arrow hammer to push them in).
There are not many new barriers being erected now, most works are repairs. Damaged crash barriers do need to be quickly replaced after an accident, to prevent further accidents occurring, & being made worse by the absence of a barrier.
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Drain Repairs:
Drains may block for a number of reasons. A pipe may collapse, which will require digging up and replacing. A damaged drain may silt up slowly before a problem is noticed. Drain repairs involve the reinstating of an existing drainage system & therefore do not affect hydrology as such. Until the work has commenced & an assessment has been done of the damage/repairs needed, it is not possible to know the size/extent of repairs. Repairs can be done by hand, or may require that the existing concrete is dug up by tractor and replaced. It may be necessary to re-direct the drain water while the repair is completed.
In addition, in a particular problem area, a manhole may be added to provide future access to the drain at that point to facilitate cleaning etc.
Kerbing:
This is usually done in urban areas & therefore is unlikely to impact SSSIs.
Tree Cutting:
This is very rarely done, only in the case of a major problem affecting a road, such as overhanging branches etc.
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Appendix 4 - ‘Executive Summary of the Highways Maintenance Biodiversity Action Plan (HMBAP)’
A Highways Maintenance Biodiversity Action Plan (HMBAP) has been produced and covers the period 2003 to 2007. It forms an important addition to the County Council's Highways Maintenance Handbook. The HMBAP is a guide on how to take account of biodiversity in the planning and carrying out of all maintenance operations on county roads and Public Rights of Way. The overall aim of the document is to facilitate the conservation and enhancement of biodiversity through the adoption of appropriate working practices. It will assist the County Council in contributing to objectives and targets in the Gloucestershire Biodiversity Action Plan.
The HMBAP includes sections on - the biodiversity value of the county network, legislation and policy, general issues arising from highways maintenance operations, planning work and implementing work. It advises on how to give proper regard to designated sites (e.g. SSSIs), locally important sites and protected species whilst carrying out the diverse range of highway maintenance operations. There are links to other resources such as the County Council's guidance notes on the CRoW Act. The HMBAP has recommendations that include information gathering, increasing awareness, and investigating opportunities for biodiversity enhancement, partnership working and monitoring progress.
The HMBAP is available from the County Ecologist.
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Appendix 5 - Definition of Road Categories
The following is an extract from the Code of Practice showing suggested road categories and hierarchies: -
Category Hierarchy Type of Road Detailed Description Description General Description 1 Motorway Limited access motorway Routes for fast moving long distance traffic. regulations apply Fully grade separated and restrictions on use. 2 Strategic Trunk and some Principal Routes for fast moving long distance traffic with Route “A” roads between little frontage access or pedestrian traffic. Primary Destinations Speed limits are usually in excess of 40mph and there are few junctions. Pedestrian crossings are either segregated or controlled and parked vehicles are generally prohibited. 3a Main Major Urban Network and Routes between Strategic Routes and linking Distributor Inter-Primary Links. Short urban centres to the strategic network with – medium distance traffic. limited frontage access. In urban areas speed limits are usually 40mph or less, parking is restricted at peak times and there are positive measures for pedestrian safety. 3b Secondary Classified Road In rural areas these roads link the larger villages Distributor (B and C class) and unclassified urban bus and HGV generators to the Strategic and Main routes carrying local Distributor Network. In built up areas these traffic with frontage roads have 30mph speed limits and very high access and frequent levels of pedestrian activity with some crossing junctions facilities including zebra crossings. On street parking is generally unrestricted except for safety reasons. 4a Link Road Roads linking between In rural areas these roads link the smaller the Main and Secondary villages to the distributor roads. They are of Distributor Network with varying width and not always capable of frontage access and carrying two-way traffic. In urban areas they frequent junctions. are residential or industrial inter-connecting roads with 30mph speed limits random pedestrian movements and uncontrolled parking. 4b Local Access Roads serving limited In rural areas these roads serve small Road numbers of properties settlements and provide access to individual carrying only access properties and land. They are often only single traffic lane width and unsuitable for HGV. In urban areas they are often residential loop roads or cul de sac.
The above extract from the code of practice gives a guide to road categories and hierarchies. Gloucester County Council have considered this guidance in terms of local application and developed a road category and hierarchy as shown below.
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Key Routes
Key routes are the primary salting routes covered by the Winter Maintenance plan. They include strategic routes, main distributors and secondary distributors
These are all principal roads, A roads (except Trunk Roads), B roads and some Class 3 roads that form important through routes between towns and villages, plus other routes to places of importance.
See Appendix 17
Town Centres & Busy Shopping Areas
Roads within the larger urban areas where there are a concentration of shops and community facilities
Urban Areas & Link Roads
All roads and footway in urban areas (except town centres) and larger village centres. An urban area or village has been identified as having at least one of the following a shop/post office, school, centre of tourism. This definition is broadly comparable with that used to define those areas where speed limits of 30 mph or less are being considered for introduction across the County.
Rural Areas & Local Access Roads
All other roads not included in the above categories, generally comprising rural lanes and minor roads.
Footways & Cycleways
A detailed hierarchy of footways and cycleways is currently being defined
For the purpose of this plan and inspections it has been assumed that most footways will be in urban areas with a limited number on quieter rural roads.
Until the footway/cycleway hierarchy has been developed it will be assumed that footways and cycleways in town centres and adjacent to key routes are the most heavily used and therefore the highest priority, together with locally known footways to shops, schools, health centres and similar community facilities.
All other footways will be in a secondary category.
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Appendix 6 – Communication Strategy
Road Maintenance - 3 Key messages we want to share
We are spending £20m + on road maintenance this year.
PSA - £5M in works planned for 2003/4 £8M on structural maintenance on non-principal roads £5.5m on routine road maintenance £2.1m on street lighting £1.5M on structural maintenance of bridges
We are committed to improving the quality of our road network.
What have we done in the last 12 months? How do we know the condition of the road network now and how do we prioritise the work? How do we show we care for the environment – recycling, preserving wildlife, using materials which compliment their surroundings How are we involved in the work carried out by utility companies?
We are increasing our partnership working to help improve the condition of our road network.
Improved working relationships with our contractors – showing how this is making a difference to communities Contributions from developers making a difference to communities Increased working with parish and district councils Increased inspection process after contractor work Making ourselves more accessible to the public so that they can tell us about a problem Supporting local/regional/national/international initiatives
Media Tools we will use include: Video News Release (from July 2003) Press Releases Promotional Video County Council Website Weekly road works bulletins Highway Maintenance and Traffic Management Fact Pack InGlos Newspaper District Council newspapers Early warning roadside roadworks information Parish Newsletters Parish and District Councils Roadshows Radio interviews and live phone in’s Library of photographs Maximising opportunities for Cabinet and officer interviews One to one briefings for ‘strategic/high profile issues to be scheduled.
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Appendix 7 – Gloucestershire Highways Partnership Brochure
Gloucestershire Highways Partnership
Gloucestershire Highways Partnership is a virtual business comprising Ringway, Halcrow and GCC staff. They work together at each area office delivering best value solutions to highway maintenance problems whilst trying to minimise the total cost of service delivery. The costs for each partner have been benchmarked and savings against these are shared between the parties. GCC is committed to reinvesting its share of savings back into work on Gloucestershire roads. Total savings in 2001/2 were £209,000. In 2002/3 were £338,000. Our target for 2003/4 is £500,000.
The follow link is to the brochure outlining the Gloucestershire Highways Partnership, its management and financial arrangements, initiatives, achievements and work of the action teams.
http://www.gloucestershire.gov.uk/media/adobe_acrobat/Brochure%20Final%2 0Draft%20April%2020031.pdf
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Appendix 8 - Safety Inspection Frequencies
The Code of Practice suggests the following safety inspection frequencies for road, footway and cycleway hierarchies:
Feature Category Reference Frequency Roads Strategic Route 2 1 month Main Distributor 3(a) 1 month Secondary Distributor 3(b) 1 month Link Road 4(a) 3 months Local Access 4(b) 1 year
Footways Prestige Area 1(a) 1 month Primary Walking Route 1 1 month Secondary Walking Route 2 3 months Link Footway 3 6 months Local Access Footway 4 1 year
Cycleways Part of Carriageway A As for Roads Remote from Carriageway B 6 months Cycle trails C 1 year
Where footways or cycleways remote from carriageways form part of an integrated route or network intended to encourage walking and cycle use, consideration should be given to adopting a consistent safety inspection frequency for the route or network as a whole.
Gloucestershire County Council has committed to the following frequencies based on their hierarchy and the resources available. Driven inspections are undertaken from a slow moving vehicle by teams of two staff.
Proposed Maintenance Plan Hierarchy/Frequency
Category Frequency Primary Salting Routes 3 monthly driven Urban 6 monthly driven Rural 6 monthly driven
Town Centre 1 monthly walked
Footways As for Roads Cycle Routes 6 monthly walked
Table A5.1
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Appendix 9 - Items for Safety Inspection
The Code of Practice Appendix B gives detailed guidance on the areas to be covered by Safety Inspections. Gloucestershire County Council has used this as a basis but has developed a regime more in keeping with local needs and Council resources. The following Flow Chart helps to identify the type of defect:
Record as Non Defect Is it a Safety related No Serviceability defect? Information
Yes No
Is it likely to exceed Does it exceed No Intervention Levels Intervention Levels? before next Inspection?
Yes Yes
Record as CAT 1 Record as CAT 2
Repairs Repairs To be made safe or To be repaired within repaired within the next full 28 days in walked town working day centre inspection areas Defects deemed to be an To be repaired before immediate danger, will be the next inspection in protected with cones and all other areas signs and made safe within 2 hours All permanent repairs to Cat 2s to be repaired be made before the next during same visit as inspection Cat 1s where possible
Table A6.1
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Safety Inspections
Defect Type CAT 1 CAT 2 Likely to become CAT 1 Trip (vertical face) Any over 20mm before next inspection. 20mm over 100mm x Likely to become CAT 1 Pothole in walked areas 100mm before next inspection. Pothole in other 40mm over 300mm x Likely to become CAT 1 carriageway area 300mm before next inspection. Likely to become CAT 1 Depression 25mm over 600mm before next inspection. Likely to become CAT 1 Rocking slabs Causing trip over 20mm before next inspection. Likely to become CAT 1 Kerb misalignment Over 20mm in any direction before next inspection. Cracking/gaps in slabs etc N/A Over 20mm wide Algae/Moss/Bird Droppings Slippery surfaces N/A etc Broken/ rocking/ Likely to become CAT 1 Gullies or covers trips/missing/slippery before next inspection. Without edge deterioration With edge deterioration Over-riding over 100mm in any over 100mm direction Hazard to road users/ Fences and barriers All other defects missing Lamps/ Electric posts/ Any exposed wires/ Not working Other electric items missing covers Signs Illegal/ low/ twisted/ Illegible Faded/ rusty posts etc Lines (white or yellow) Missing Faded/worn Hazard to road users or Hedges/ Trees obscuring signs Any other defect Other immediately dangerous
Table A6.2
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Serviceability Information (Non defect Information)
Uneven surfaces Worthy of note for Scored on a scale of 1 (carriageways/footways) maintenance supervisors (good) to 5 (poor) Uneven edge restraint Scored on a scale of 1 Poor alignment (kerbs/setts etc) (good) to 5 (poor) Hedges and trees Overgrown or hanging low Signs/Lines/Studs Reflectivity poor Of non safety related street Vandalism furniture Problems relating to Utility works Utilities (not CAT 1 or 2) Works likely to be Private works unauthorised
Table A6.3
The proposed repair regimes are outlined below:
Category 1 Defects Category 2 Defects To be made safe or repaired within the To be repaired within 28 days in walked next full working day town Centre inspection areas To be repaired before the next inspection in other inspection areas To be repaired during same visit as Cat 1’s where possible
Table A6.4
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Appendix 10 – Details of Deflectograph
The following is an extract from the Code of Practice to explain Deflection, Deflectograph and how the information is used.
“9.23.1 the transient deflection of a road pavement under the passage of a heavy wheel load can be related to its long term structural performance. It can be measured by deflectograph, which is a lorry–mounted machine.
9.23.2 the lorry travels at an average speed of approximately two km/hr while operating, and measurements are taken at five metre intervals, hence traffic management considerations need to be taken into account in its operation. Its use is mainly restricted to flexible carriageways, including those with a lean mix concrete road base. As an alternative, the Falling Weight Deflectometer (FWD) is suitable for use on both rigid and composite pavements as well as flexible pavements.
9.23.3 the survey results are analysed by computer, together with ancillary information, such as traffic flows, temperature coefficients and highway construction details. It is also useful to provide borehole information to identify points of likely change in the nature of subgrade within the highway. The analysis will express results in terms of the overlay required to give the carriageway a further 20 years of life or in terms of the residual life remaining before some further maintenance is required.
9.23.4 the use of the deflectograph is usually restricted to the period March to mid–June, and September to November because of the critical nature of the temperature range required.
9.23.5 Results from deflectograph surveys are accepted as an alternative to CVI Inspection for the purpose of establishing the Best Value Performance Indicator 96, the Performance Indicator for principal road condition.”
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Appendix 11 – Details of the Sideway- force Coefficient Routine Investigation Machine (SCRIM), Griptester and the Portable Skid Resistance Tester
Measurement of skidding resistance requires the use of specialist testing equipment, of which various types are available commercially. The most common method for large-scale network monitoring in the UK is the Sideway- force Coefficient Routine Investigation Machine (SCRIM) and this is the primary method used on Gloucestershire Roads. The Griptester, which has a smaller range, is also used on sections of the local road network or for localised site investigations as required.
Both devices can be operated at traffic speed and do not normally require special traffic management arrangements. However, the methods measure skidding resistance differently and the results, although reasonably well correlated, are not interchangeable. Therefore, it is important that the choice of device is carefully made and that the type of device utilised is consistent across the authority. The use of SCRIM data is recommended for NRMCS purposes. However, Griptester results can be converted to equivalent SCRIM values.
The Portable Skid Resistance Tester is a manual method and is only used for detailed investigation of a local area or site. It is time consuming and can be disruptive to road users, requiring the use of traffic management to protect the operator. Consequently, it is not a suitable tool for network assessment.
SCRIM and Griptester both make continuous measurements following a single line, typically within the nearside wheelpath. For SCRIM, the British Standard for the use of SCRIM specifies the other operating conditions.
The measured skidding resistance depends upon the test speed of the surveying vehicle and it is therefore necessary to specify the test speed to be used. The Highways Agency’s Design Manual for Roads and Bridges Volume 7, Section 3 specifies these speeds.
For SCRIM, advice on the use and interpretation of results is provided in the Highways Agency’s Design Manual for Roads and Bridges Volume 7, Section 3, including average Investigatory Levels for different trunk road site categories. Griptester results converted to equivalent SCRIM values can be used in the same way.
It is likely that similar Investigatory levels are appropriate for many Gloucestershire roads, although different site categories, with different Investigatory Levels, may be appropriate.
Sensor Measured Texture Depth (SMTD)
Texture Depth arises from the angularities in the materials that make up the road surface. Macrotexture is the coarser element formed by aggregate particles. Microtexture is the roughness of the aggregate itself.
SMTD is recorded using a High Speed Texture Meter which uses pulsed infra- red lasers reflected onto the road surface.
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Research has shown that on all classes of roads with conventional bituminous surfaces and speed limits greater than 64km/h (40mph);
1. Both skidding and non-skidding related accidents are less if the macrotexture is coarse rather than fine (in both wet and dry conditions).
2. Accident risk begins to increase when the SMTD is measured at 0.7.
Research also suggests that both macrotexture and skidding resistance are needed for safe roads.
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Appendix 12 – Skidding Resistance Policy
One of the objectives of this Highway Maintenance Handbook is: -
To undertake preventative maintenance work – particularly in respect of accident sites and areas of low skidding resistance:
This policy defines:
(i) The networks to which the policy applies
(ii) The equipment to be used, method of survey and procedures to be followed for data collection.
(iii) The frequency of surveys
(iv) The approach to setting investigatory levels and the frequency of reassessment
(v) The approach to be followed in site investigation to determine whether treatment should be prioritised
(vi) The documentation required to be retained to enable implementation of policy to be demonstrated
In order to meet our objective Gloucestershire County Council measures the skidding resistance of its network regularly. The County Council Policy for measuring skidding resistance is to survey all ‘A’ and ‘B’ classified roads every three years. No other complete networks are surveyed; all other skid testing will be on a site-specific basis as required.
Survey Methods
SCRIM is the main method used for measuring skidding resistance of the road surface. Technical details of SCRIM and its survey, and other skid test methods are included in Appendix 9.
Sensor Measured Texture Depth (SMTD) will be routinely measured by TTS (TRACS Type Survey) but can also measured at the same time as the SCRIM survey by the same SCRIM survey machine.
Griptester – see appendix 9.
General
The maintenance of adequate levels of skidding resistance on running surfaces is an important aspect of highway maintenance, and one that contributes significantly to safety. However, whilst the frequency of accidents is expected to increase as skidding resistance falls, this effect will be more pronounced for “difficult” sites and there is no skidding resistance boundary at which a surfacing passes from being “safe” to “dangerous”. Difficult sites are those where the geometry, for example, bends, junctions, pedestrian crossings and traffic signals increase the risks of skidding accidents.
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Works Programming
The County Road Safety Plan includes accident reduction targets that reflect those set out in the national strategy for road safety. To help achieve these targets the link between the County’s skid resistance testing policy, preventative maintenance programme and road safety (accident reduction) must be strong. Therefore the skidding resistance test results are used in conjunction with accident statistics in developing the most effective preventative maintenance programme.
The targeting of SCRIM or Griptester will be done in conjunction with the Road Safety Group and in line with the Road Safety Plan.
As well as preventative maintenance requirements, this plan identifies the need for every structural maintenance scheme undertaken to provide: -
A skidding resistance appropriate to the road and traffic at the site in question
This is achieved through a design process that selects the appropriate surface material for the site concerned.
Performance Indicator
The Gloucestershire County Council local performance indicator for skid resistance relates to the principal road network as set out below:
Indicator Description Note
Percentage of the principal road network Sourced from CoP and SA2 with skid resistance above the adopted by SW Counties investigatory level. as local PI.
Survey Restrictions and Frequencies
Changes in traffic flow, seasonal variation and temperature all have an effect on surface skidding resistance and survey measurements are therefore confined to the period 1 May to 30 September, when the lowest skidding resistance is generally observed. In Gloucestershire single run surveys will be carried out. The single run will be augmented by the surveying of a test site on two other occasions. This will enable a seasonal variation factor to be established and applied to the rest of the SCRIM data.
Roads carrying high traffic levels, particularly those with large numbers of heavy vehicles, are most prone to loss of skidding resistance. Our strategy is to survey all A and B roads every three years, as these roads carry the most HGVs. Less heavily trafficked roads will be surveyed only as required.
The frequency and extent of the skidding resistance survey regime is based on an initial risk assessment that took in to account local circumstances and available information.
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Site Investigatory Levels
The maintenance objective is therefore to provide skidding resistance levels appropriate to the risk of skidding accidents at a given site. This is achieved by setting an Investigatory Level for each site, at or below which an investigation will be carried out to determine whether maintenance treatment is required. Investigatory levels are determined based on the category of each site which can be determined as part of the survey process.
Investigatory Levels are based on factors such as road geometry, the likelihood and nature of potential conflicts between road users and the known accident history. Investigatory Levels are determined before testing is carried out and act as a benchmark against which the measured values are compared.
Investigatory Levels are reviewed on a regular basis as part of the survey process to ensure that they provide appropriate benchmarks for the amount, type and speed of traffic using the roads.
Remedial Scheme Programming
When the skidding resistance at a given site is determined as being considerably below the Investigatory Level and there are clear indications that improving the condition of the surfacing is likely to significantly reduce the risk of accidents occurring, then remedial treatment will be prioritised as a relatively urgent task.
In most situations where the skidding resistance is measured as being at or below the Investigatory Level, the site investigations will result in remedial works being included in a programme of works for completion within a reasonable period of time and taking into account other maintenance requirements.
In other situations, the site investigations may indicate that there would be little or no benefit in undertaking any skidding resistance improvement works. Such a situation could arise at, for example, a site exhibiting a skidding resistance of at or just below the Investigatory Level that also exhibits a zero wet-skid accident record and where the site investigation has not brought to light any other notable problem. Where the investigations do result in such a conclusion being reached, it would be inappropriate to undertake any remedial measures and the Investigatory Level for that site could be reduced for subsequent skidding resistance tests.
Sites with a speed limit of 30mph or more, with very owl surface texture, combined with low skidding resistance, will be given particular attention when considering the necessity and priority for remedial works.
Another consideration that will be taken in to account when determining which schemes, within the same category, require treatment, is where the road layout and/or traffic congestion leads to relatively low traffic speeds as the corresponding risk of injury accidents may be lower than a similar site where traffic is moving faster. An appropriate Investigatory Level is therefore crucial to providing appropriate skidding resistance without triggering premature or expensive treatment.
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Site Investigations and Recording
All sites exhibiting a measured skidding resistance at or below the Investigatory Level will be recorded and investigated. The Design Manual for Roads and Bridges, Volume 7, Section 3 gives factors to consider and a methodology for accident analysis. The objectives are, firstly, to confirm whether the Investigatory Level is appropriate. Secondly, to ascertain whether the number of accidents is greater than would be expected for the type of site or if a disproportionate number of accidents occur in wet conditions or where skidding was reported. If so, or if the skidding resistance falls more than a certain level below the Investigatory Level (20% below is considered an appropriate level) then the site will be prioritised for early treatment. Otherwise, the site will be added to a programme for general improvements.
The result of any investigation and actions arising will be recorded. If treatment is necessary, consideration will be given to whether surface treatment or other measures are appropriate. Surface treatment may not always be a necessary response and other measures, for example to reduce the accident risk of the site may be both more cost-effective and consistent with local transport policy. Maintaining records of the accident numbers in the years before and after treatment, plus the type and cost of treatment will allow assessment of the cost- effectiveness of different treatments.
Summary
Our policy is to take regular measurements of skidding resistance followed up by investigation where the skidding resistance at a site has fallen to, or is lower than, the pre-determined Investigatory Level for that site. Treatment will be prioritised if the skidding resistance is significantly below this level, or if the number of accidents or proportion of accidents in wet conditions, or that involving skidding, is greater than normal. Otherwise, treatment will be carried out over a longer term to bring about an overall high standard of skidding resistance throughout the County.
“Slippery Road” signs will be erected as soon as practicable at all sites where remedial measures have been determined as being necessary. These signs will only be removed when the remedial action has been taken and maintenance engineers are satisfied that skidding resistance levels have been returned to an appropriate level.
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Appendix 13 - Current Cyclic Maintenance Frequencies
The extract below is from Gloucestershire County Council’s review of the 1997 Highway Maintenance Plan and shows the current standards for cyclic maintenance. The current Code is less prescriptive than the old LAA Code of Practice. The following tables hence show comparisons with that Code and the current position of GCC. Gloucestershire will review these standards upon settlement of the annual highway maintenance budget, but currently these are Gloucestershire County Council standards and frequencies.
Sweeping and Cleansing
Old LAA Code of Practice Item Description Remarks on GCC Position Recommended Treatment
The Environment Protection To remove, from the Act gives the responsibility, in highway, obstructions posing general, to District, City and an immediate hazard to road Borough Councils for litter users upon discovery or clearance from the highway. within 24 hours of notification The Highway Authority has a (depending on severity or responsibility to remove urgency). material where it is a hazard To recharge the cost where or obstruction to road users. possible.
Table A10.1
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Horticultural Maintenance
Item Description Old LAA Code of Practice Remarks on GCC Position Recommended Treatment 1 Grass Cutting Rural Roads Pedestrian refuge (first Keep cut – frequency GCC complying with LAA swathe from depends on rate of growth, Code recommendations carriageway edge), but normally twice a year Visibility areas and approaches to signs.
Access to ducts, Every three years systems, etc
Embankment and Not normally cut cutting slopes Urban Roads All grassed areas There is a clear highway LAA Code complied with need to keep grass shorter where practical. Finance is than about 15cm. allocated to local Councils to Thus, a minimum of 5 cuts maintain amenity areas to per year is recommended. their own standards. 2 Weed Control Environment Committee approved a Weed Control Policy in November 1994. See appendix 18
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Item Description Old LAA Code of Practice Remarks on GCC Position Recommended Treatment 3 Hedges and Trees LAA Code complied with Seasonal growth on Trim once a year. where practical hedges Owners of private hedges should adopt similar standards.
Visibility areas and sight Cutting should be undertaken LAA Code complied with lines when required. where practical
Trees Trees within and adjacent to the highway should be examined for potentially dangerous conditions annually. 4 Siding and Verge Maintenance Siding Carriageways In rural areas only the GCC practice accords with minimum amount of siding LAA Code recommendations. should be carried out on carriageways, e.g. when needed before surface dressing and renewal of edge markings since in most cases traffic keeps the carriageway clear. Siding is not normally required in urban areas since most roads have upstanding kerbs.
Footways On footways siding should be carried out as required to preserve the width of the footway.
Table A10.2
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Gully Emptying
Item Description Old LAA Code of Practice Remarks on GCC Position Recommended Treatment Empty gullies i. Clean out once or twice Once a year with additional per year depending cleaning as required where on local prolonged heavy rain has circumstances. caused a further build up of detritus at particular ii. Rod connections as locations. necessary.
Table A10.3
Grip and Ditch Clearance
Item Description Old LAA Code of Practice Remarks on GCC Position Recommended Treatment Clear vegetation and When required. The majority of roadside dig out. ditches are not the responsibility of the County Council, the adjoining landowner being liable for their maintenance.
Gloucestershire practice is in accordance with the LAA Code.
Table A10.4
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Appendix 14 - Inventory
Minimum Inventory Items
To maintain UKPMS and get Best Value for money from the UKPMS investment a minimum inventory is required to be held. The following items are recommended as the minimum inventory:
(i) Carriageway
(ii) Footway
(iii) Verge
(iv) Cycle Track
(v) Kerb
Additional Inventory Items
To assist with asset management and cyclic maintenance for routine maintenance the following items will be collected as part of the Highway Inventory:
(i) Gullies
(ii) Grips
(iii) Ditches
(iv) Traffic Signs and Bollards
(v) Road Markings
(vi) Road Studs
(vii) Fences and Barriers
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Appendix 15 - Procedure for Determining the Bridge Strengthening Programme
All bridges that fail their assessments are put into one of three programmes, those requiring major works, those requiring minor works and those requiring a permanent weight limit. All of these works are bid for through the Local Transport Plan.
Prioritisation
Those programmes are prioritised using the following criteria,
(i) Safety,
(ii) Risk to the public,
(iii) Risk to the structure,
(iv) Importance on the network (based on availability and suitability of alternative routes).
Consultation
The following have been consulted in drawing up the programmes:
(i) Parish and District Councils,
(ii) Associations such as the National Farmers Union,
(iii) County Councillors
(iv) Environment Agency
LTP Targets
There have then been some adjustments to the programme to reflect the LTP targets 22-25.
T22 To complete strengthening of all structures on principal/primary routes by 2005
T23 To complete strengthening of all structures on routes of more than local importance by 2010
T24 To complete a planned programme of strengthening on other routes by 2015
T25 To have all permanent weight restrictions arising from the assessment programme in place by 2003
EXOR
The programme year is indicated on the structures database. This is based on a considered level of funding.
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Appendix 16 - Procedure for Determining the Revenue Bridge Maintenance Programme
Inspection
Each bridge is inspected every two years.
Year 1 is primarily Forest, Northern, Gloucester & Cheltenham,
Year 2 is primarily Cotswold and Southern Division.
The programme varies over a 6-year period to allow for principal and engineer inspections. Programmed inspections are carried out from April to November.
Special inspections are generated on an ad-hoc basis following reports from division or members of the public, often after RTAs.
Recording
The results of each bridge inspection are input onto the EXOR structures manager. A paper copy of the inspection is currently added to the maintenance file for each structure. These are done in batches following completion of the inspections and should be completed by the end of December.
Note, urgent works category A or I should be dealt with within the appropriate timescale – i.e. 28 days or 24 hours from reporting.
All category B works should have a defect action.
Action Meaning 2003/04 (or next work year) Put into works programme for 2003/04 Reserve Put on reserve list Surface Pass information about surfacing defect to Divisional Office Capital Already in capital programme for works within 24 months Invert Pass information to Land drainage Structural Put into long-term structural maintenance programme
A list of all category B works can then be extracted from the database. The relevant data should be passed to the divisional office and land drainage office.
Prioritising works.
There is generally more work indicated for inclusion in the works programme than there is money available to complete them. The schemes therefore have to be ranked into a priority order based on:.
Safety - critical maintenance items such as parapet and scour defects, which have safety implications.
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Cost - the overhead costs of larger schemes are not much higher than those for smaller schemes ( in financial terms) therefore schemes over £2000 should be included. (Note works in excess of £12000 are more appropriately treated as structural maintenance schemes, which are funded from capital.)
Location – economies of scale can be achieved by doing works to bridges that are located near other bridges already included because of safety or cast.
There may be other reasons why bridges are pushed further up the scale such as political sensitivity, opportunities to jointly fund with other bodies etc.
Updating EXOR
Works which are to be included in the works programme should have their maintenance group attribute updated with the appropriate year.
Works which are not to be included in the works programme should have their defect action altered to RESERVE.
Developing the Works Programme with Halcrow and Ringway
Works are grouped geographically and according to work type. This will allow four or five “strings” of work to be put together that would generally be carried out by the same gangs from Ringway.
The initial programme reflects the seasonal needs of the works – such as lower water levels in summer, clearing vegetation in the autumn to avoid disturbing nesting birds etc. and also allow sufficient time within the programme for applying for consents for road closures, land drainage, works to listed buildings etc.
That programme is circulated to Halcrow and Ringway for consultation, and to enable them to make revisions to suit their resource availability.
Monitoring the Programme
Regular progress meetings are held with Halcrow (monthly) and Ringway (3 monthly) to track progress against the programme.
Updating Records
Once works are complete, information is added to the maintenance file for each structure.
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Appendix 17 – Bridges Structural Maintenance Programme
Definition
Structural maintenance involves the replacement or upgrading of major elements of bridges, i.e. waterproofing, bearings, parapets, in the extreme it includes reconstruction of whole bridges. It does not include strengthening
Funding Source
Structural maintenance is bid for through the Local Transport Plan. (No money was allocated for this in the 2003/04 settlements.)
Need for Programme
Whereas some elements of a bridge are expected to last for its whole life (generally 120 years), other items such as waterproofing have a limited design life, 15-20 years. If shorter life elements are not replaced this can reduce the likelihood of the bridge achieving its design life. (To use an every day example, you would not expect a car to work forever if you never check or replace the oil.)
There should be an ongoing programme of replacement of such items. Money has been diverted away from structural maintenance into assessment and strengthening with the result that there is now a considerable backlog of this work. The current LTP identifies a need for a programme but has not set any targets relating to it.
The structural maintenance budget should also fund the upgrading of substandard items such as parapets over railway bridges.
Sustainability
A recent study has shown that the cost in terms of fossil fuel usage of replacing a bridge is several times higher that the cost of replacing short life components. There is therefore an environmental benefit in carrying out regular structural maintenance
Value for Money
Structural maintenance allows the design life of a bridge to be achieved or even extended which provides good value for money for the county council.
The bridge stock of the county council has a very high asset value, and this capital asset should be protected through maintenance.
Actions Required
As new structures are completed, they should be automatically included in a long-term programme based on the design life of the products used within them.
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For older structures, where items are known to be within the bridge, they should be included in the programme at an earlier stage.
Estimates of the work required should be built up so that the financial implications of the programme can be realised.
LTP2 should include a much stronger section on structural maintenance, and include targets relating to it.
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Appendix 18 - 10 Year Bridge Structural Repair Programme
No. Name TPP 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 2011/12 2012/13 TARGET Strengthening Schemes £’000 £’000 £’000 £’000 £’000 £’000 £’000 £’000 £’000 £’000 1036 DUDBRIDGE LA - 1036 24 200 128 MEADOW - 128 24 10 31 PAYFORD - 31 24 50 124 CHURCH - 124 24 10 806 DYMOCK STATION - 806 24 150 74 NETHERCOTE - 74 24 100 1061 BARNWOOD RD JN - 1061 22 30 * minor strengthening 2003/4 total 150 price for asterisked schemes 1047 YORK TERRACE - 1047 24 * 323 HALL FARM - 323 24 * 1076 GANDER LANE - 1076 24 * 125 CHURCHEND - 125 24 * 977 KIDNALLS - 977 23 100 442 SLAD BROOK - 442 22 450 692 SHEPHERDS PATCH - 692 23 300 144 FOUNTAIN - 144 22 250 594 BATH ROAD - 594 22 150 330 SURVEYORS OFFICE - 330 23 150 228 BRIMSCOMBE PINMILL - 228 23 150 441 SALMON SPRINGS - 441 22 100
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No. Name TPP 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 2011/12 2012/13 TARGET ** minor strengthening 2004/5 200 294 MILL LA MILLRACE-294 24 ** 296 MILL LANE WEST-296 24 ** 1 UPPER ISBOURNE-1 24 ** 1446 UPLEADON MILL RACE - 1446 24 ** 315 POUND - 315 24 ** 215 HARNHILL MILL - 215 24 ** 409 TREDINGTON - 409 24 ** 271 PARKERS - 271 24 ** 631 MILLFIELDS-631 24 ** 467 HEREWARD RD-467 24 ** 719 HIGHFIELD RD-719 24 ** 148 LOWER DOWNTON-148 24 ** 775 WINCHCOMBE STN-775 23 200 174 STAVERTON - 174 23 200 401 WASHPOOL KEMPSFORD/FAI - 23 150 1085 PYE MILL - 1085 24 100 612 WHITEPOST - 612 22 100 23 PILGROVE - 23 23 100 598 REA - 598 24 50 688 SELLARS - 688 24 50 1190 SHEEPSBRIDGE - 1190 24 100 54 LEACHFOOT - 54 24 100 1116 CORSE STAUNTON - 1116 24 150 108 KEMPLEY COURT -108 24 150 55 BRASS FIELDS - 55 23 100 1084 COTSWOLD WATER PK - 1084 23 100
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No. Name TPP 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 2011/12 2012/13 TARGET 217 WHELFORD - 217 23 100 218 WHELFORD MILL - 218 23 100 771 STANTON FIELD - 771 23 150 98 ARLINGTON MILL - 98 24 100 1448 PINEWOOD AVE - 1448 24 100 34 ELMBRIDGE - 34 24 100 388 BAKERS MILL LOCK - 388 24 100 410 BONDEND SOUTH - 410 24 100 613 LOWER TUFFLEY LA-613 24 150 550 WELSH WAY - 550 24 100 724 COPT ELM CLOSE - 724 24 100 24 UPLEADON MILL - 24 24 100 270 SIDDINGTON MILLRACE-270 24 100 274 SIDDINGTON HOUSE - 274 24 100 203 UNDERBRIDGE - 203 24 100 219 PRIORY MILL WEST-219 24 100 524 SELSLEY RD - 524 24 100 534 WINDYRIDGE S/WAY STH-534 24 100 57 STOCK - 57 24 100 75 RISSINGTON - 75 24 100 240 MAY LA-240 24 150 449 LOWER SWELL-449 24 150 1087 SOMERFORD KEYNES-1087 24 150 554 CRANE - 554 24 350 354 BRAN MILL - 354 24 100 415 MILL LANE - 415 24 100 567 COCKLEFORD - 567 24 100
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No. Name TPP 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 2011/12 2012/13 TARGET 132 CLARKS MILL - 132 24 100 136 AVENING COURT - 136 24 100 289 RENDCOMB - 289 24 100 350 PUDLICOTT - 350 24 100 640 PAINSWICK RD-640 24 100 1122 WINFORD - 1122 24 100 44 BRASSMILLS - 44 24 100 126 MILLEND MILLS - 126 24 100 342 LONG (CLANNA)-342 24 100 391 DANEWAY WHARF - 391 24 100 529 SAUL - 529 24 150 242 HUNTERS WY UPPER S/WY-242 24 150 301 HANNINGTON - 301 24 150 326 WHITECROFT MILL - 326 24 150 368 BOWBRIDGE LOCK - 368 24 150 519 KINGSHILL - 519 24 100 532 RYEFORD CANAL -532 24 100 591 RODNEY RD - 591 24 100 60 BLACKSMITHS - 60 24 100 617 ELDERWOOD WAY - 617 24 100 639 WHEATWAY - 639 24 100 1433 LOWER BARNS-1433 24 100 288 PERROTS BRK HO-288 24 100 305 CHACELEY RYE - 305 24 100 355 DITCHFORD MILL - 355 24 100 511 COLD POOL LANE - 511 24 100 574 FROG FURLONG - 574 24 100
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No. Name TPP 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 2011/12 2012/13 TARGET 623 PORCHESTER RD-623 24 100 81 WATERLOO BOURTON/SHERB - 24 100 1093 CORINIUM GATE - 1093 24 100 11 RAILWAY INN-11 24 100 48 BURY MILL - 48 24 150 1079 BROAD ST NEWENT - 1079 24 150 163 UPTON LA (W'TN BK)-163 24 200 127 SCHOOL - 127 24 100 145 FROGMARSH - 145 24 150 15 BADGEWORTH - 15 24 200 300 BOWWOW - 300 24 100 364 BECKETTS - 364 24 100 47 WINDCROSS - 47 24 100 621 GREEN LANE - 621 24 100 641 WHEATRIDGE - 641 24 100 677 WOODSTOCK LANE - 677 24 100 682 ROOKSMOOR OLD RAIL-682 24 200 72 BOURTON MILL - 72 24 100 731 MANDARIN WY-731 24 100 786 PADDOCKS - 786 24 100 84 SHERBORNE - 84 24 100 92 SWAINS - 92 24 100 97 BIBURY SWAN HOTEL - 97 24 100 530 WALK - 530 24 100 £’000 £’000 £’000 £’000 £’000 £’000 £’000 £’000 £’000 £’000 subtotal 700 1650 950 1150 1250 1200 1200 1350 1400 1850 Number of schemes 15 10 8 10 12 11 10 11 15 14
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No. Name TPP 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 2011/12 2012/13 TARGET Structural Maintenance Schemes £’000 £’000 £’000 £’000 £’000 £’000 £’000 £’000 £’000 £’000 433 WESTON SUBEDGE-433 8 COALEY FORD - 8 200 1127 TOWN HAM VIADUCT - 1127 22 1500 1005 GOSSINGTON OLD - 1005 1006 BERKELEY OLD - 1006 22 1000 751 BERKELEY NEW - 751 1464 BROCKWEIR CULVERT-1464 50 1454 OLD QUAY RD (BROCKWEIR - 50 WINDYRIDGE SUBWAYS 50 754 GOSSINGTON NEW-754 1080 OLDFIELD LA - 1080 10 36 STAUNTON MILL - 36 50 420 HAW - 420 23 530 146 COCKLAR CATLE CREEP 50 557 CLEVELAND 110 554 CRANE 128 1113 HARDWICKE FLYOVER - 1113 150 1109 GRANGE ESTATE FLYOVER - 1109 150 480 KEMPLEY BK - 480 23 100 1063 BEECHES OVERBRIDGE 90 487 CHURCH HILL - 487 80 555 SOUTH CERNEY STATION 75 1070 SOMERFORD ROAD 75 6 ABBEY WAY 6 206 HALFPENNY 8 10 DRAKES LANE 10
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No. Name TPP 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 2011/12 2012/13 TARGET 1110 RAF UNDERPASS 25 595 ROBERT BURNS AVENUE 46
subtotal 1700 50 630 100 1248 300 270 150 95 Number of schemes 2 1 3 2 4 2 3 2 5
£’000 £’000 £’000 £’000 £’000 £’000 £’000 £’000 £’000 £’000 Total 2400 1700 1580 1250 2498 1500 1470 1500 1495 1850
Note: All costs given are estimates only, expenditure for schemes indicated within single calendar year which does not take account of design in advance or retention but should balance out overall.
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Appendix 19 - Traffic Signals UK Inspection Form
Customer C.C Site No. Site Town Controller Type Controller Serial No. Engineer/Signature Date On Site Time Off Site Time Annual Biannual Controller Checks Ancillary Equipment Site Checks Fail Pass Fail Pass Fail Pass Fail Pass Fail Pass Power Supplies Operation Of All Modes OTU Controller Case Detector Housings Fuses Time&Date+Bst adv/rtrd OMU Poles MVDs / IRDs Relays Battery Backup LMU Pole Tops Cables Dimming RLM RLMU Lanterns Loop+FeederCableSlots Detectors ILM MOVA Brackets Cable/Pole/Cont Idents DFM Integral OMU SD/SA Equipment Backing Boards/White Strips Pit Covers/Frames Baseseal Integral MOVA BusPriortyEquipment Push Button Units Regulatory Signs Cabinet Seals Drawings / Schedule Grn Wave Control Panel Tactiles Log Book Operation Time Clocks Audibles Stop Lines Pelican Sequence Timings Pedestrian Sequence Timings Earth Loop Impedance Test Leaving Amber Leaving Amber Pole / PBU No. Reading Pole / PBU No. Reading Pole / PBU No. Reading All Red All Red Controller All Red (max) All Red (max) Veh Red / Ped Green Veh Red / Ped Green Veh Red / Fla. Green Man Ped Blackout Min / Max Fla. Amber / Fla. Green Man PedBlackout(max ped change) Fla. Amber / Red Man All Red F.T. Vehicle Green F.T. Vehicle Green Vehicle Min Green Vehicle Min Green Vehicle Max Green Vehicle Max Green Vehicle Extention Vehicle Extention SD/SA Extention Pedestrian Extension Loop Tests Comments/Site Condition Loop Insulation Continuity Loop Insulation Continuity
On no account must a site be left with a condition that is a danger to the public. Dangerous items must be reported without delay as a fault and emergency action carried out if possible Note: Junction timings on reverse
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Appendix 20 – Traffic Signal Defects and Repair Times
This list of defects and response times is based upon the Code of Practice. It is not exhaustive and will be reviewed by the Traffic Signal Section on a regular basis.
(i) Defects in operation are be treated as Category 1
(ii) For urgent faults emergency action is taken within specified times. Damage repair within 24 Hours. Less urgent faults to be repaired within one week
(iii) Warning signs are erected if signals are likely to be off in excess of one hour
(iv) At certain critical junctions, temporary traffic management measures are installed if signals are likely to be off in excess of one day
(v) Failed lamps are replaced within 2.5 days
(vi) Signal lenses, regulatory signs and VMS signs are cleaned once per year
(vii) Flashing zebra crossing beacons are replaced within 24 hours
School crossing patrol flashing lights are repaired within 24 hours during term times.
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Appendix 21 - Street Lighting Inventory
Reduced Road Lighting Inventory for use in 2002
Column Age in Number of Columns Material Years Column Mounting Height 4m 5m 6m 8m 10m 12m >12m Mild Steel 0 - 20 16 6236 854 898 1700 230 16 (15m) 8 (30m) 21 – 30 10 7100 1400 1450 2100 120 0 31 - 40 20 3000 600 700 800 0 4 (30m) Over 30 2500 500 500 0 0 0 Wall 0 - 4020 0 94 78 49 11 0 0 Bracket 21 – 30 22 100 25 25 25 4 4 (15m) 31 - 40 0 250 90 80 100 0 0 Over 0 330 0 0 0 0 0 Concrete 0 - 4020 0 0 0 0 0 0 0 21 – 30 0 729 50 0 0 0 0 31 - 40 3 3500 240 60 194 6 0 Over 0 9000 200 250 0 0 0 Aluminium 0 - 4020 9 0 0 0 0 0 0 21 – 30 0 1342 3 0 1 0 0 31 - 40 0 0 0 0 0 0 0 Over 0 0 0 0 0 0 0 Cast Iron 0 - 4020 0 0 0 0 0 0 0 21 – 30 0 0 0 0 0 0 0 31 - 40 0 0 0 0 0 0 0 Over 109 64 0 0 0 0 0 Wood 0 - 4020 0 1238 71 0 0 0 0 21 – 30 0 350 50 0 0 0 0 31 - 40 3 330 60 0 0 0 0 Over 0 3500 280 0 0 0 0 Composite 0 - 4020 0 0 0 0 0 0 0 21 – 30 0 0 0 0 0 0 0 31 - 40 0 10 0 0 0 0 0 Over 0 0 0 0 0 0 0 40
NB Columns up to and including 4m are entered in to column titled “4m”. Columns over 12m mounting height are entered in to column titled “>12m”. Column height in brackets alongside.
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Appendix 22 – Winter Services Operational Plan
This document is in the process of updating for the current year, it is a large document containing personal details of GCC staff i.e. home phone numbers and therefore will not be included in the final Document. Only a summary will be provided at a later date.
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Appendix 23 - Primary Salting Routes in Gloucestershire (Key Routes).
RED – DIVISIONS
GREEN – AGENTS
More detail required – Plan being prepared with route details and will be A3 size folded
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Appendix 24 – Revenue and Capital Programmes for 2003/4
COTSWOLD DIVISION - REVENUE
Footways
Ampney Crucis/St. Peter/St. Mary...... £15,000 Lower Slaughter, Mill Lane ...... £8,000 Wick Rissington...... £8,000 Longborough ...... £12,000 Blockley ...... £12,000 Lower Slaughter (Church to end of footway) ...... £8,000 Cirencester (Chesterton, Stratton and Beeches) ...... £25,000 Andoversford (Royal Oak to Police Station)...... £10,000 Aston Subedge...... £12,000 Willersey, Weston Sub Edge ...... £10,000 Tetbury ...... £12,000 Fairford ...... £12,000 Bourton on the Water...... £12,000 Moreton in Marsh...... £12,000 Cirencester Town Centre...... £12,000 Total ...... £180,000
COTSWOLD DIVISION - CAPITAL – NON PRINCIPAL
B 4081 Chipping Campden to Mickleton...... Haunching ...... £40,000 B 4632 Colin Ln – Willersey...... Haunching ...... £30,000 Chipping Campden – Back Ends/West End ...... Patch/Gripfibre ...... £40,000 Chipping Campden – Lower High St...... Patch/Resurface...... £35,000 B 4479 Paxford Village ...... Patching ...... £15,000 Aston Magna...... Patching ...... £12,000 Ebrington Village...... Resurface...... £15,000 Moreton in Marsh – Evenlode Rd...... Kerbing/Resurfacing ...... £25,000 3/103 Buckle St. Cotswold Park Farm to Chalk Hill Xrds...... Haunching ...... £35,000 3/103 Buckle St. A 429 to Brockhill Clump B 4068..Patching ...... £40,000 Icomb Village – Village to Pebbly Hill Jct...... Patching ...... £40,000 Cirencester Industrial Estate...... Haunching/Surfacing...... £45,000 South Cerney, Station Rd ...... Impact Scheme...... £90,000 Whelford, Horcott Ln to Dudgrove turn ...... Patching ...... £40,000 Kempsford High St to the Church...... Patching ...... £25,000 Tetbury, Lowerfield Rd...... Resurface...... £29,000 Total ...... £556,000
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FOREST DIVISION - REVENUE
Overlays
Allastone Road, Yorkley (accident site)...... £11,000 Rodmore Lane (parts) Alvington...... £27,000 Fetter ill (part only) ...... £25,000 Wigpool (part)...... £20,000 Woodend, Bromsberrow Heath ...... £13,000 Kents Green – Anthonys Cross (parts) ...... £40,000 Hawcross (completion) ...... £23,000 Design ...... £7,000 Total ...... £166,000
Resurfacing
Wyebank Road, Sedbury (microasphalt)...... £15,000 Church Road, Aylburton ...... £25,000 Highfield Road, Blakeney ...... £13,000 Hewlett Way & Fir View ...... £16,000 School Road, Ruardean ...... £20,000 Prince Crescent...... £21,000 Ford Lane, Kilcot ...... £22,000 School Lane, Kilcot ...... £9,000 Design ...... £10,000 Total ...... £151,000
Footways
Newent Area ...... £35,000 Cinderford Area...... £55,000 Coleford Area...... £75,000 Lydney Area ...... £35,000 Design ...... £5,000 Total ...... £205,000
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FOREST DIVISION - CAPITAL – NON PRINCIPAL
Sparrow Hill – Crossways Coleford...... w/c ...... £24,000 Crossways – Robinswood Junction [possible contribution from development] ...... recon/wc...... £58,000 Christchurch towards English Bicknor ...... recon/wc...... £43,000 Cinderhill – Mort St Briavels ...... b/c o/lay ...... £43,000 Norchard towards Whitecroft...... recon/bc...... £21,000 South of Vencil Resil ...... recon/bc...... £20,000 Rodley Roads...... b/c o/lay ...... £37,000 Driffield Road Lydney & Highfield Lane...... b/c o/lay ...... £45,000 Frowens Lane & Broken Cross, Westbury...... b/c o/lay ...... £65,000 Church Road, Aylburton...... recon & w/c ...... £38,000 Cockshoot Bridge – A48 ...... b/c o/lay ...... £65,000 Varnister Road – C/Boundary Ruardean ...... w/c & b/c...... £32,000 Viney Hill – Yorkley ...... recon & w/c ...... £71,000 Hangerberry Hill [btm end] Lydbrook...... recon & w/c ...... £32,000 St Whites, Cinderford [top end]...... recon & w/c ...... £52,000 Chartist Lane & Mill Lane Lowbands...... b/c o/lay ...... £45,000 Glass House – Cliffords Mesne ...... b/c o/lay ...... £77,000 Moat Lane, Staunton [Glos]...... b/c o/lay ...... £28,000 Over Old Road, Hartpury ...... b/c o/lay ...... £34,000 Total ...... £830,000
NORTHERN DIVISION - REVENUE
Nil
NORTHERN DIVISION - CAPITAL – NON PRINCIPAL
Ashleworth village...... impact scheme...... £56,000 B4063 Old Cheltenham...... Resurfacing...... £86,000 Various sites...... thin surfacing/resurfacing...... £182,000 The Saltway, Hawling...... haunching & passing bays ...... £40,000 Total ...... £364,000
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SOUTHERN DIVISION - CAPITAL NON-PRINCIPAL
Laburnham Road, Stonehouse...... F/way and C/way resurfacing ...... £55,000 Fairmeads, Cam ...... F/way and C/way resurfacing ...... £81,000 The Ferney, Dursley...... C/way resurfacing ...... £8,100 Millend Lane, Eastington ...... C/way resurfacing ...... £19,000 The Street, Coaley ...... F/way resurfacing...... £16,000 Lower Street/Castle Street, Stroud....C/way resurfacing, carried over 2002/03..... £5,000 Hyde Hill...... C/way resurfacing and Drainage ...... £10,000 Fountain Crescent, Wotton-U- Edge .F/way reconstruction...... £18,000 Hamshill, Coaley ...... F/way resurfacing...... £49,000 Slimbridge Lane ...... C/way resurfacing ...... £59,000 Saul Village...... Impact scheme...... £100,000 Box Road, Cam...... F/way resurfacing...... £21,000 Selsley to Nympsfield...... C/way resurfacing ...... £78,200 Kimmins Road, Stonehouse...... Kerbing, F/way and C/way resurfacing...... £10,000 Upper Church Road, Cainscross ...... F/way and C/way resurfacing ...... £15,000 Brimley, Leonard Stanley ...... F/way reconstruction...... £21,200 The Camp ...... C/way resurfacing ...... £6,000 Bell Lane, Minchinhampton ...... F/way and C/way resurfacing ...... £7,000 Church Lane, Eastington ...... C/way resurfacing ...... £4,500 Fretherne Lane, Saul...... C/way resurfacing ...... £20,000 Total ...... £603,000
SOUTHERN DIVISION - REVENUE
Church Street/Park Road, Nailsworth...... C/way resurfacing ...... £45,000 Middle Street, Eastington ...... C/way resurfacing ...... £47,800 Road through Cranham Village...... C/way resurfacing ...... £70,000 Regent Street, Stonehouse...... C/way resurfacing ...... £10,000 Fort Lane, Dursley...... C/way resurfacing ...... £9,000 Bath Road, Stonehouse...... F/way resurfacing...... £15,000 Lampern View, Uley ...... F/way and C/way resurfacing ...... £15,400 Rosebury Park, Dursley...... F/way and C/way resurfacing ...... £15,600 Kings Stanley Streets...... C/way resurfacing ...... £28,000 Selsley Road, Woodchester ...... Drainage scheme...... £17,000 The Butts, Rodborough...... C/way resurfacing ...... £21,000 Victoria/Albert Road, Brimscombe...... F/way and C/way resurfacing ...... £21,500 Bath Road, Leonard Stanley ...... F/way resurfacing...... £1,400 Oakfield Way, Sharpness ...... F/way resurfacing...... £6,000 High Street, Stonehouse...... F/way resurfacing...... £14,500 North Nibley Footways ...... F/way resurfacing...... £4,000 Paganhill Estate ...... F/way resurfacing...... £8,800 Total ...... £350,000
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PRINCIPAL ROADS STRUCTURAL MAINTENANCE PROGRAMME 2003
Stroud
A4135 ...... Top of Cam Pitch to Cam High Street ...... £110,000 A4135 ...... Whiteway Hill, Byron Road to Golf Course Road...... £35,000 A4135 ...... Dursley Town...... £110,000 A38 ...... Newport Village ...... £55,000 A46 ...... Inchbrook - Nailsworth - Barton End...... £150,000 A419 ...... Chipmans Platt, Eastington to Horsetrough Roundabout ...... £180,000 A46 ...... Beeches Green to Pitchcombe...... £125,000 Total ...... £765,000
Cotswold
A 424 ...... Foot Stow Hill south east toward County. Boundary...... £455,000 A 429 ...... Cold Aston...... £180,000 A 429 ...... Leygore Hill ...... £80,000 A 429 ...... Foot Stow Hill heading north...... £350,000 A 429 ...... Smerril farm to South of Kemble ...... £200,000 A 417 ...... Fairford Withybed copse...... £60,000 A 417 ...... Meysey Hampton ...... £60,000 A 417 ...... Victory Villas London Rd...... £70,000 Total ...... £1,455,000
Northern
A38 ...... N. out of Tewkesbury (from junc. with the B4080 Bredon Rd)...... £175,000 A46 ...... Shurdington Rd Brockworth A417 S. to Cross Hands R'bout...... £200,000 A38 ...... Odessa Junction (dual carriageway S. bound to Cursey Lane)...... £200,000 A435 ...... Farmers Arms to Bishops Cleeve Bypass...... £64,000 A435 ...... Oxenton Junction...... £100,000 Total ...... £739,000
Forest
A4151 ...... Littledean...... £173,000 A4136 ...... Robins wood ...... £238,000 A417 ...... Dyke house ...... £192,000 Total ...... £603,000
Gloucester
A38 ...... Southern Connector Southbound...... £230,000 A417/A430 ....St Oswalds Rd and Quay & Tewkesbury Rd to Quay St...... £454,000 City wide...... Micro-Asphalt Sites ...... £17,000 Total ...... £701,000
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Cheltenham
A4013 ...Princess Elizabeth Way, George Readings Way to Tewkesbury Rd ... £100,000 A46 ...... Oriel Rd/Imperial Square (Bath Rd to Promenade) ...... £120,000 ...... Evesham Rd (Wellington Rd to Clarence Rd/St. Margaret’s Rd) ...... £100,000 A4019 ...Swindon Rd (contribution to Northern Relief Rd) ...... £25,000 ...... Schemes to be identified ...... £246,000 Total ...... £591,000
Technical Surveys
Total ...... £120,000
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Appendix 25 – Programme of Operational assessments for signal controlled intersections
April 2003 to March 2004
SCN Location Area
90-003 Tewkesbury Eastern Relief Road Tewkesbury 90-006 A38 Deerhurst Turning Deerhurst 90-008 Quay Pit Bridge, Tewkesbury Tewkesbury 90-011 Northway Lane/Shannon Way, Tewkesbury Tewkesbury 90-110 A38, Coombe Hill, Leigh Coombe Hill 90-118 A435, Newlands Cross, Bishops Cleeve Bishops Cleeve 90-137 A438, Shannon Way, Tewkesbury Tewkesbury 90-145 Cheltenham Road/Two Hedges Road, Bishops Cleeve Bishops Cleeve 90-174 A438, Mythe Bridge, Tewkesbury Tewkesbury 90-193 A438, Safeway Store, Tewkesbury Tewkesbury 90-024 Gloucester Road Trading Estate, Brockworth Brockworth 90-124 B4063, Hare and Hounds, Churchdown Churchdown 90-125 B4063, Dowty Rotol, Staverton Staverton 90-126 Ermin Street/Golf Club Lane, Brockworth Brockworth 90-170 B4228, Spine Road/Old Station Way, Coleford Coleford 90-175 A4136, Nailbridge Crossroads Nailbridge 90-194 Lords Hill/Bank Street, Coleford Coleford 90-123 A466, Bigsweir Bridge, St Briavels St Briavels 90-153 B4063, Cheltenham Road/Pirton Lane, Churchdown Churchdown 90-016 GIRR, Gouda Way/Hare Lane Gloucester 90-131 GIRR, Worcester Street, Junction 1 Gloucester 90-020 A4136, Nailbridge East Nailbridge
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Glossary and Abbreviations Asset Management Plan
A plan for the lifecycle management of the asset to maintain its value and provide a specified level of service in the most economic and sustainable way
Authority
All forms of national and local authority having responsibility for road maintenance.
Automatic Pass
The automatic processing of data within Pavement Management Systems according to defined Rules and Parameters without manual intervention
Benchmark
A parameter of data, process or function used for comparison
Best Value
Ensuring that services are responsive to the needs of citizens not the convenience of service providers. Securing continuous improvement having regard to a combination of economy, efficiency and effectiveness.
Carriageway
The part of the highway laid out for use by motor vehicles
Complaint
Communication alleging failure to respond adequately to service or information request
CoP
Code of Practice for Maintenance Management
CRoW
Countryside and Rights of Way Act
CVIs
Course Visual Inspections, a nationally adopted process of visual assessment of highway condition.
Cycleway
Collective term for all segregated facilities laid out specifically for cycles
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De-trunking
The process by which a road previously maintained by the Highways Agency on behalf of central government is returned to the County Council for future maintenance.
Footpath
Off Road unsurfaced Public Right of Way for pedestrian use
Footway
Collective term for all segregated facilities laid out for use by pedestrians
GlosNet
Gloucestershire County Councils WEB site.
HGV
Heavy Goods Vehicle
Highway
Collective term for publicly maintained facilities laid out for all types of user, and includes for the purpose of this Code, roads and streets
Highway Register
Register of public highways maintained by authorities, mainly for the purpose of Land Charge Searches. In Scotland termed, List of Public Roads
Housing Footway
Unadopted footways mainly serving housing development maintained by authorities under other than highway powers
Investigatory Level
The standard of asset condition below which the need for treatment should be considered
ISPP
Integrated Service and Performance Plan, Gloucestershire County Councils process of business planning that links strategic aims and objectives to individual activities through a series of planning levels.
Maintenance Type
The nature of planned maintenance response, for example reactive, routine or programmed
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Maintenance Category
The nature of maintenance work undertaken, for example, cleansing, patching, resurfacing etc
Performance Indicator
The measure of performance in exercising a function
Pavement
Collective term for the construction of all running surfaces
Road
See Highway Code of Practice for Maintenance Management
RTA
Road Traffic Accident
Rules and Parameters
Common standards applied by UKPMS to derive condition indices and treatments
Running Surface
Collective term for all hardened surfaces within the highway
Rutbar
An electronic, vehicular mounted, device for measuring the depth of rut depressions in a carriageway surface which give an indication of structural failure.
SSSI
Site of Special Scientific Interest
Safety Inspection
Inspections to identify all defects likely to create danger or serious inconvenience to users or the wider community
Service Inspection
Inspections to identify all defects likely to compromise serviceability
Service Request
Communication seeking information, inspection or maintenance activity
Single Capital Pot
Amalgamation of capital funding for authority services, and removal of ring–fencing
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Soft Estate
Highway land, usually behind the verge not surfaced or maintained for use or convenience of vehicular traffic
Street
See highway
Structural Condition Index
A number in the range 0 to 100 which defines the relative condition of the highway. Higher numbers reflect increasing deterioration
Structural Condition Survey
Survey to identify defects likely to compromise network value and sustainability
Sustainability
Securing a balance of social, economic and environmental well being that does not compromise the ability of future generations to meet their needs. Also to ensure that financial and operational resources are provided to avoid progressive deterioration of the asset
System Intervention Level
The standard of asset condition at which a Pavement Management System automatically applies a treatment
TTS
TRACS Type survey, a vehicular survey that identifies a series of defects in one pass of the machine, a national requirement on some roads from 2004
UTC
Urban Traffic Control
Warning Level
Not used. See investigatory level
Winter Service
Collective term for all specialist winter operations. Also called Winter Maintenance.
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