Land and Environmental Services Roads Infrastructure

Status & Options Report 2018

Contents

1. Introduction

2. Footways and Cycleways

3. Carriageways

4. Street Lighting

5. Road Drainage Systems

6. Traffic Signals

7. Traffic, Signs, Lines & Street Furniture

8. Structures

9. Clyde Tunnel 1. Introduction

The Annual Status and Options Report is a product of our Road Asset Management Plan. It records the condition of our road assets and provides a means of identifying and prioritising the overall funding needs.

This report discusses the status of our road assets in terms of extent, value and condition and presents the projected outcome of a number of investment options. The options and scenarios presented aim to assist with the budget setting process and identify where investment should be prioritised.

The cost of replacing all road infrastructure assets is estimated at £4.5bn. The level of investment required to maintain our roads infrastructure in its current condition (steady state) is estimated at £30.1m per year; this equates to an annual investment of 0.67% of the total asset value.

The Report contains a section for each road asset that outlines:

1. Asset Overview 2. Asset Condition. 3. Investment Options.

The pie charts below illustrate and compares the annual level of investment required to maintain the asset in its current condition against the current level of investment.

Steady State Investment - £30.1m Current Investment - £30.5m

2. Footways and Cycleways The Council is responsible for the maintenance of 3,126km of footways & 277km of Cycleways. Neighbourhood Footways This year saw the completion of a £5m investment programme that focused on highly pedestrianised neighbourhood thoroughfares. Although these footways make up a small proportion of the network, (7.5%) a high proportion (36%) of trips and falls occur at these locations.

The thoroughfare investment programme was successful in delivering a safer, cleaner and more pleasant environment in 24 of the busiest neighbourhood shopping areas. The works involved replacing uneven and unsightly surfaces, decluttering and improving mobility with the installation of dropped kerbs and tactile paving. This saw an immediate drop in trips and falls, with 66% less trips and falls this summer compared to the same period last year. The full impact of this investment has yet to be realised.

Sustained investment to improve the condition of our neighbourhood footways continues. This programme utilises value for money treatments to prolong the life of footways by sealing the surface, whilst removing minor defects. In the last 3 years over 200km of neighbourhood footways were treated.

EARLY INTERVENTION TREATMENT (SLURRY SEAL)

City Centre Footways The condition of our city centre footways has improved significantly in recent years with over 20km of footways resurfaced. As with the neighbourhood thoroughfares, these highly pedestrianised footways account for a significant amount of trips and falls.

Impact of Recent Investment In last year’s Status and Options Report we projected that the 2017/18 footway resurfacing programmes would have a visible impact and improve the safety of the footway network. We also forecast that the proportion of footways requiring attention would fall from 18.4% to 16.7%. This year, the length of footway requiring attention fell to 16.6%.

The length of footway requiring attention has fallen by 57km. A positive outcome of this targeted investment is a significant decrease in the number of trips and falls. Footway claims reduced in the last 3 years, illustrated on the graph opposite. Investing in Active Travel Glasgow’s active travel routes continue to expand in line with the Council’s priority to “Build high quality, inclusive active travel infrastructure, investing in cycling and walking to make Glasgow an excellent cycling and walking city.”

Since 2010/11 investment in active travel has increased from £1.63 per head of population to circa£10. Cycling potential, safety and connectivity are assessed to prioritise investment. This approach maximises benefits, with the key objective of increasing active and sustainable travel uptake. The number of active commuters cycling into work has increased by over 200% over this period.

The Glasgow Region City Deal will deliver over £400m of infrastructure improvements in the coming years. The Sauchiehall Street project is the first of 17 Avenue Projects that will see the creation of high quality active travel infrastructure being created.

In addition, as part of the Glasgow’s Strategic Plan for Cycling, £1m was allocated to further develop the cycle network. LES has secured a further £240,000 of funding from Sustrans to develop detailed designs and progress to tender. It is envisaged that a further £1m match funding will be secured for the construction elements of these projects. Design work has commenced on 4 City Way Projects. City Way Projects will create segregated cycle-ways and improve connectivity with the existing cycle routes, improving links between the city centre and neighbourhoods. Housing Association Footways and Footpaths Under the Glasgow Housing Stock Transfer Agreement, Glasgow City Council has a duty to provide a maintenance service to the Housing Associations road and footway infrastructure. The Transfer Agreement states that the Council has a responsibility ‘to maintain and keep in repair the un-adopted roads, footways and footpaths so that they are safe, useable and passable (and to the extent relevant in good working order) for their normal purpose or use’. The Council is not responsible for the day-to- day upkeep and does not conduct safety inspections or provide investment to improve the condition of these assets.

The Council conducts repairs on these assets when safety defects or public health issues are reported. The work carried out is commensurate with the scale of the problem and the responsibility for permanent repairs and improvements lies with the housing associations.

Approximately 265km of footways and footpaths associated with the housing stock transfer to Glasgow Housing Association are not adopted as public.

Due to a lack of investment this infrastructure is in poor condition and requires extensive remedial work to bring it up to an acceptable standard which has an estimated cost of £7m. Adoption of these footways and footpaths would increase the length of the asset by 7%.

2.1 Footway Condition Our most recent footway condition data indicates that 1.5% (c47km) of our footways exhibit major or structural deterioration and 15.1% (c470km) exhibit minor deterioration such as cracking and oxidisation.

Customer Satisfaction Customer satisfaction has steadily improved since 2011. This is attributed to an extensive programme of early intervention treatments on neighbourhood footways, recent strategies to invest on those footways with the highest footfall and the local area teams being focused and more attentive to community concerns. The recent 4% fall in satisfaction levels followed the beast from the east. Drops in levels of customer satisfaction were seen nationally.

2.2 Footway Investment Options While the number of trips and falls has reduced in recent years, investment prior to 2017/18, was less than our models predict is required to maintain steady state condition. A sustained level of investment in the short term would deliver noticeable improvement in the condition of our footways.

The investment scenarios outlined below improve condition in the short and medium term whilst offering value in the longer term.

Option 1 - No Investment No further investment in the asset would lead to severe deterioration, with over half of footways in poor condition after 20 years and an additional c65km of our footways will deteriorate to poor condition annually. This option would result in significant risk to public safety and dramatically increase the number of slips trips and falls and the cost of reactive repairs.

Option 2 - Steady State An annual investment of £1.9m is required to maintain the existing condition our footway network.

Option 3 - Remove all Major (Red) Defects An annual investment of £3.3m for 5 years would remove all footways exhibiting major defects and structural deterioration. These are the defects that pose the most danger to the public resulting in slips trips and falls. The condition of the footway asset could then be maintained at this level for £1.8m per annum.

Option 4 - All Footways in Good Condition In addition to the 2% of our footways with major defects, 16% of our footways (477km) are showing early signs of deterioration. An investment of £6.3m in year 1 followed by an investment of £3.3m for the subsequent 4 years would remove all footways exhibiting major defects and treat the 477km of footway showing deterioration with an early intervention treatment. The condition of the footway asset could then be maintained at this level for £1.8m per annum

3. Carriageway

3.1 Asset Overview

Glasgow City Council is responsible for the management and maintenance of 1,906km of roads.

Since 2013 the condition of our roads has steadily improved. The latest condition data indicates that 70.7% of our roads are in an acceptable condition. This compares favourably with the latest available Scottish average of 63.3% of roads in acceptable condition. The impact of this year’s capital investment is yet to be realised.

Table 1.0 – Investment vs Condition Managing Potholes

The success of recent investment strategies is verified by the reduction in the number of potholes reported; this is illustrated in Table 2.0. Prior to the arrival of the ‘beast from the east’ the number of reported potholes reduced significantly, with the number of annual public reports falling from over 19,000 in 2011 to less than 7,000 in 2017.

Table 2.0 – No. of Potholes Reported

The Impact of Severe Winter Weather

The severity and extent of last winter caused widespread damage to our roads, with customer satisfaction levels falling from 31% to 20%. By comparison, satisfaction levels fell to a record low of 9% following the winter of 2010/11. The underlying structural condition of our roads remains a significant risk. 3.2 Carriageway Condition Road condition is measured by the Scottish Road Maintenance Condition Survey (SRMCS). The survey assesses parameters including smoothness, rutting, surface texture and surface cracking. This provides an indication of the integrity of the unseen road structure and provides a measure of the percentage of carriageways that should be considered for future maintenance treatment.

Although recent investment strategies improved the level of customer satisfaction, there remains a risk of structural deterioration and, in the event of a subsequent bad winter, the number of potholes will increase significantly. Table 3.0 shows the correlation between public pothole reports and the level of customer satisfaction. The impact extreme winters have on the condition of our roads is clear.

Table 3.0 – Public Pothole Reports vs Customer Satisfaction

The overall condition of our roads steadily improved between 2013 and 2017, with 338km of poor condition roads now in good condition. The introduction of ‘MyGlasgowApp’ allows accurate pothole data to be streamed directly to our roads depot; the success of the App is a factor in the increase in the number of public pothole reports since 2015.

The reduction in the number of potholes in the last 7 years is reflected in the value of vehicle damage claims settled; this reduced from over £500k in 2012 to less than £17k in 2017.

Table 4.0 – Value of Carriageway Claims Settled Carriageway Condition (Continued)

Neighbourhood Roads Customer engagement shows that residents remain concerned with the condition of neighbourhood roads; this is substantiated by condition surveys that show 63km of neighbourhood roads should be treated within a year. This years’ strategy recognised this, with £9.8m being invested to repair these roads. It is expected that this will extend the 3-year trend of improving the condition of our neighbourhood roads (local), as illustrated on the graph below. Main Roads The strategic network remains vulnerable to structural deterioration with approximately 77km of our main roads categorised as being in poor condition. Condition surveys indicated that 14km of these should be treated within a year. This year 24 (16km) of our main roads are programmed to be resurfaced. It is expected that this years’ strategic patching and resurfacing programmes will repair most of the damage caused by the “beast from the east.”

Table 5.0 shows that the overall condition of our roads has slowly improved over the last 6 years, with our neighbourhood roads improving at a faster rate than our main roads.

Carriageway in Acceptable Condition 85% 80% 75% 70%

65%

60%

2009 2010 2011 2012 2013 2014 2015 2016 2017 2018

All Roads Main Roads Local Roads

Table 5.0 – Carriageway in Acceptable Condition

3.3 Carriageway Investment Options Road infrastructure deterioration is slow. It is affected by external factors and is often unseen, meaning that any impact of investment cannot be assessed in the short term. The investment options presented below consider the projected impact over a 20-year life cycles. This allows decisions to be taken with an understanding of medium and long-term implications.

The financial tools used to develop forecasts consider the existing condition of our infrastructure and the cost of various remedial treatments. It is noted that no allowance has been made for construction inflation; forecasts are based on current market prices.

Option 1 – No Investment No investment in the carriageway asset would lead to severe deterioration, with 79% of carriageways in poor condition after 20 years and an additional circa 80km of carriageway will deteriorate to poor condition annually. This scenario would see a dramatic increase in the number of potholes reported, the cost of temporary repairs and cause severe reputational and economic damage to the City.

Option 2 – Steady State An annual investment of £12.9m is required to maintain the existing condition of our carriageways.

Option 3 – Best Condition in over a Decade An annual investment of £19.2m over 5 years would reduce the percentage of carriageway requiring attention to 20% of the network. The condition could then be maintained at this level for £10.6m per annum. This investment scenario would result in Glasgow’s road network being in its best condition for over a decade. It would also mean Glasgow’s roads would be the best in Scotland.

Option 4 – Comparable to Scotland’s Trunk Roads An annual investment of £23.3m over 5 years would reduce the percentage of carriageway requiring attention to 13% of the network. This would mean the condition of Glasgow’s roads would be comparable to Scotland’s trunk road network. The condition of the carriageway asset could then be maintained at this level for £11.45m per annum.

4. Street Lighting

The Council’s street lighting network consists of over 68,500 lighting supports and 71,700 lanterns.

Last year’s Status & Options Report noted that the number of lighting columns posing a risk to public safety was ‘significant’, with 11 columns collapsing in the previous year. The commencement of a column renewal programme and our Risk Management Strategy has seen this risk reduce significantly.

Column Renewal Ongoing renewal programmes will replace up to 4,000 columns in the coming year. A contract to deliver the first tranche of column renewals is underway, with 1,500 columns identified as posing the highest risk of collapse being replaced. The second tranche of column renewals is being prepared. This contract will replace up to 2,500 columns, lanterns and associated cabling.

Risk Management Strategy As part our Risk Management Strategy a Strategic Condition Assessment is ongoing, focusing on those column types posing the highest risk. The highest priority columns for replacement are those with a known history of premature failure & those identified via the Operational and Strategic Condition Assessments. Assessments of high risk columns will be carried out every 6 months until they are removed or replaced. All lighting supports with an age that exceeds their design life will be assessed annually. The outcomes from our strategic risk modelling is used to prioritise and inform future asset renewals.

LED Replacement Programme A further 7,000 LED lantern upgrades are planned for next year, bringing the total number to circa 20,000. This will improve the efficiency of the lighting network and contribute towards the Council’s corporate sustainability objectives by reducing energy consumption and reducing carbon emissions.

Environmental Issues The LED lanterns installed are using an average of 65% less energy. This is improving the efficiency of the lighting network and contributing towards the Council’s corporate sustainability objectives by reducing carbon emissions and the aim of being one of the most sustainable cities in Europe.

4.1 Street Lighting Network Condition Structural Columns

Over 40% of Glasgow’s street lighting network is beyond its Expected Service Life. Non-galvanised and concrete columns pose the highest risk of structural failure; these columns account for circa 50% of all columns and are the focus of our column renewal programmes and the risk management plans.

Table 6.0 – Column Condition Data

Cabling & Control

40% of our lighting installations are serviced by ageing cable systems that require to be replaced. 30% of the lighting network employs overhead cables. These overhead cables are known to contribute to the majority of section faults (dark streets). The deterioration of the cable insulation increases the risk of electric shock.

Street Lighting Lanterns We manage and maintain circa 71,700 lanterns; 50,000 of which are sodium (orange) lanterns. The cost of maintaining these lanterns is expensive compared to LEDs. It is not unreasonable to suggest that the cost of a sodium lamp will treble over the next 5 years. As costs increase, consideration is being given to replacing all failed sodium lanterns with retrofit LED. Sodium lamps are replaced, on average, every 3 years, whereas LED units can last upwards of 15 years.

4.2 Street Lighting Investment Options

The investment scenarios below would address the highest risks associated with the ageing lighting assets following completion of the ongoing column renewal and LED projects. It should be noted that no allowance is made for inflation; forecasts are made at current market rates.

Investment Option 1: No Capital Investment In the absence of capital funding, approximately 73% of lighting columns will exceed their expected service life by 2028. This will result in an increased risk of column collapse, customer complaints and the cost of reactive repairs.

If we do not replace those assets beyond their expected service life, the risk of injury by column collapse or exposure to electrical wiring will increase. In the absence of a sustained renewal programme, the deterioration of our lighting assets will accelerate and lead to an ever-increasing number of network failures and reactive repairs.

Investment Option 2: Steady State Investment At present, 40% of Glasgow’s street lighting assets are beyond their Expected Service Life. An annual investment of circa£5.2m is required to maintain the steady state condition of these assets.

Investment Option 3: Renew Columns at Risk of Structural Failure An annual investment of £5.5m over 10 years would renew circa 20,000 of our oldest lighting columns and associated cabling. The primary benefit of this investment is a significant reduction in the risk of structural column failure and electric shock in the long-term.

New LEDs would be fitted on the 20,000 new columns, providing the associated reductions in energy consumption (circa 65%) and carbon emissions and a significant decrease in reactive repairs.

Investment Option 4: LED Conversion An annual investment of £2.2m, over 5 years, could be used to target lanterns throughout the city where retro-fitting is feasible i.e. without the need to renew columns and associated cabling. It is projected that up to 20,000 remaining lighting units are suitable for lantern upgrade.

This option would result in circa 50% of the city being lit by LEDs. The benefits realised would see a 65% reductions in energy consumption for those 20,000 lanterns, reduced carbon emissions and a significant decrease in reactive & cyclic repairs.

Investment Option 5: Removal of Overhead Cabling An annual investment of £5.5m per year for 4 years could be used to replace those 8,000 columns in the poorest condition that are serviced by overhead cabling. This option would see a reduced risk of structural column failure and electric shock and a significant reduction in the number of section faults (dark streets).

New LED’s would be fitted on the 8,000 columns, providing an approximate 65% reduction in both energy consumption and reduced carbon emissions.

5. Road Drainage Systems

Our road drainage systems comprise of over 75,000 gullies (stanks), circa 2,500km of road drains, manholes, pumps, kerb drains and a variety of Sustainable Urban Drainage Systems (SUDS). These assets form an integral part of the public road and failure to maintain them will compromise the integrity of the entire road structure and cause significant disruption to the network during storm events. Impact of Recent Investment Recent investment totalling £500,000 resolved longstanding drainage problems at locations city-wide including Balmore Road (Ward 16), Sandbank Street (Ward 15), Edinburgh Road (Ward 20), Atlas Road (Ward 17), Gartocher Road (Ward 19), Great Western Road (Wards 11/14) and St Andrew’s Drive (Ward 6). This targeted investment saw flood reports, and the associated network disruption that flooding brings, drop over the last 5 years, despite 2015/16 being one of the wettest years on record. Well managed cyclic maintenance programmes and the annual leaf fall strategy has improved the resilience of our road drains over recent years.

Balmore Road (Ward 16) offers a good example of spending to save. This longstanding drainage problem was resolved following the installation of an attenuation pond, in addition to improved traffic flow and road safety. This investment saves the Council approximately £30k per year in reactive responses to clear extensive, prolonged and repeated flood water.

BALMORE ROAD SuDS POND

Climate Change & Sustainable Drainage Systems Climate change has implications for the roads drainage systems, with higher intensity storms predicted to become more frequent. What action should be taken? We should ensure our roads infrastructure is resilient to increased risk of flooding, storms, heat stress etc. Increasing resilience to extreme weather and climate change should be part of our capital and maintenance programmes where this is cost effective.

Glasgow is the lead Local Flood Authority in the Clyde Valley. The Flood and Water Management Act 2010 provides powers to carry out works to manage flood risk from surface runoff and groundwater. Planning decisions can directly help to increase resilience to climate risks by avoiding inappropriate development in areas at risk of flooding by directing it away from areas of highest risk.

The new outfall and sustainable drainage systems at Carstairs Street provide flood protection.

The sustainable drainage systems with the Sighthill TRA provide better flood protection and improve local biodiversity.

5.1 Road Drainage Investment

The Water Environment (Controlled Activities) (Scotland) Regulations 2005 require all surface water, from new developments, to be treated by a sustainable drainage system (SuDS). Glasgow shares the responsibility for maintaining these sustainable drainage systems with Scottish Water. The number of ponds, swales & attenuation systems will increase in the coming years and revenue budgets are being reviewed to align with new service demands. Sustainable Urban Drainage Systems (SuDS) such as permeable surfaces, swales, wetlands and ponds play an important role in managing local flood risk in urban areas. They replicate natural surface water drainage systems. In partnership with the Metropolitan Glasgow Strategic Drainage Partnership we are looking strategically at how to mitigate the impact of climate change. Glasgow Region City Deal has allocated £45m to deliver 13 projects over the next 5 years.

5.2 Investment Option

Investment Option: Identify, Investigate and Repair The 30 most problematic flood locations have been identified city-wide. System failures include blocked/damaged gullies, broken pipes, in addition to more complex issues relating to Scottish Water sewer capacity and topography.

An investment of £500k would enable investigation and repair of many of these recurring flood locations, with the objective to further reduce flood events, minimise network disruption during storm events and improve the level of customer satisfaction.

6. Traffic Signals

Glasgow’s Roads Traffic Management Systems comprises 884 signal controlled junctions and crossings. This is essential in keeping the city moving, reducing congestion, maintaining road safety and providing prioritisation to public transport. These assets also assist Glasgow’s visually impaired citizens to move around the city. Last year’s Status and Options Report noted that 54% of signalised junctions and 44% of crossings were beyond their expected service life. This year saw £700k invested to replace the 4 controlled crossings and 4 signalised junctions in the poorest condition. Disability Discrimination The Disability Discrimination Act (DDA) places a duty on the Council to make reasonable adjustments for people with disabilities to help them to overcome barriers they may face when using road infrastructure assets. Upgrading traffic signal junctions improves mobility, accessibility and safety to Glasgow’s most vulnerable citizens through the installation DDA compliant tactile paving and coning.

Traffic signals, tactile cones and tactile paving are essential to allow visually impaired citizens and visitors to the city to navigate junctions and pedestrian crossings. There are 206 sites without tactile paving and 200 without tactile cones.

6.1 Traffic Signals Condition Traffic signal condition monitoring is carried out as part of the ongoing maintenance contract. Condition surveys show 46% of the asset in need of replacement. Of this, 17% are is in poor condition and in need of replacement in the short term.

Asset Condition

17%

54% 29%

The deterioration of the traffic signal infrastructure is reflected in the increasing number of fault reports.

6.2 Traffic Signals Investment Options Recent levels of investment are not sufficient to arrest deterioration. Sustained investment is required to address the poor condition of these assets, reduce cyclic maintenance costs, improve energy efficiencies and be fully compliant with the Disability Discrimination Act. Investment Option 1: No Investment No investment would result in 30% of the asset being in poor condition after a 10 years and all assets in poor condition after 20 years. This would result in an immediate risk to road safety and increased network disruption, with the number of faults reported increasing considerably. Investment Option 2: Steady State Investment Our models indicate that an annual additional investment of £3.2m is required to maintain the existing condition of our traffic signals. Investment Option 3: Tactile Signal Controls To provide DDA compliant tactile crossings to all traffic signals would cost an estimated £39m. This investment option includes provision for tactile cones & paving at all junctions and pedestrian crossings, improving mobility for the visually impaired. All new signals would be upgraded to energy efficient LEDs.

This investment would deliver a safer, energy efficient resilient system that contributes towards achieving our carbon reduction targets. The cost would be offset by maintenance and energy savings.

This programme could be delivered over 5 to 10 years. Investment Option 4: Repair Assets in the Poorest Condition An investment of £11m is required to repair those assets in the poorest condition. Signals, controllers, poles and cabling in the poorest condition would be replaced. This will bring these assets up to current industry standards, mitigate public safety risks and reduce revenue costs in the medium term.

This programme could be delivered over 3 to 4 years.

7. Traffic Signs, Lines & Street Furniture Glasgow City Council is responsible for the maintenance of over 24,000 traffic signs, 20,000 bollards, 110km of pedestrian barrier, 15.3km of vehicle safety barrier and approximately 5700km of road markings that improve the safety and usability of the road network. Additional street furniture such as seating, grit bins and bus shelters is also included within this asset group.

Current investment of £695k per annum allows for the reactive maintenance of these assets and repairs are carried out when assets are no longer fit for purpose or to mitigate the risk to public safety.

This year will see a £200k investment to repair 1.3km of vehicle safety barrier that is no longer fit for purpose. The majority of these barriers are on high-speed roads and are essential to improve safety.

7.1 Traffic Signs, Lines & Street Furniture Condition Condition surveys indicate that the majority of the street furniture asset is in a safe and serviceable condition with 96% of pedestrian barriers, 96% of bollards and 89% of traffic signs in good condition.

Road markings are a vital asset that improve road safety and facilitates enforcement; however, only 75% of road markings in the city are in good condition. A planned programme of targeted lining works was implemented within the city centre which has been expanded as part of this year’s strategy to include our key strategic roads.

Pedestrian Barrier Traffic Signs 2% 8% 6% 4%

90% 90%

Vehicle Safety Barrier Bollards 2% 9% 8% 7%

90% 84%

7.2 Signs, Lines & Furniture Investment Requirements Increased and sustained investment would proactively target assets beyond or nearing the end of their useful life, improve asset condition and reduce ongoing maintenance costs. The investment scenarios below would ensure improved road safety and represent more cost effective management of these assets in the long term.

Investment Option: Repair Assets in Need of Renewal In addition to current revenue investment, a further annual investment of £300k over 5 years would repair or replace all street furniture in poor condition. This includes 960 traffic signs, 400 bollards and 2.2km of pedestrian barrier. This will improve road safety and remove unsightly road furniture.

8. Structures Glasgow City Council is responsible for maintaining and managing 403 structures throughout the City, including 110 road bridges, 78 retaining walls and 48 footbridges.

These include listed structures such as Albert Bridge, very old masonry arch bridges such as Snuff Mill in Langside, which dates from 1730, and modern iconic structures such as the Clyde Arc. All have differing maintenance requirements dependent on their structural type and condition.

The Council ensures the safety of these structures by carrying out planned structural maintenance inspections on a 2-year rolling programme. We assess the condition of the structures to ensure they are safe for use and to determine prioritised maintenance requirements.

Glasgow’s structures connect communities and ensure commerce allowing citizens and business easy access across rivers, railways and roads ensuring efficient travel and transportation of goods. Their importance is only highlighted when a bridge closure or restriction causes loss of serviceability or amenity.

Over the last year, significant investment has been made in Glasgow’s structures. Polmadie Footbridge was replaced ensuring connectivity across the Clyde. Other maintenance schemes are less visible, but just as important. A major scheme was undertaken to protect the foundations of bridges across the Rivers Clyde, Kelvin and Cart to ensure they remain safe in flood conditions. £2m is being invested in repairing and upgrading the Tidal Weir. Many other smaller repair and strengthening schemes are underway including investigation, repairs and strengthening of the highest priority bridges.

POLMADIE FOOTBRIDGE

Structural Assessments

A strength assessment programme has been ongoing since the 1990s. 20 Council owned/maintained bridges failed the strength assessment in addition to 63 privately owned bridges, mostly owned by Network Rail. These bridges either have weight restrictions or interim measures in place, such as vehicle containment barriers to direct traffic to stronger areas of the bridge.

Network Rail Structures - Shields Road Bridge

Legislation passed as part of the 1968 Transport Act, limits Network Rail’s load bearing obligation to 1968 loading standards. Due to this, Glasgow City Council has a liability to contribute to the cost of strengthening or replacing Network Rail owned bridges which form part of the public road network.

Shields Road Bridge (owned by Network Rail) is located over the railway between Scotland Street and St Andrews Drive. In November 2002, the bridge was found to be significantly understrength and the maximum loading was reduced from 40 tonnes to 3 tonnes. Due to the strategic importance of the route, strengthening work was carried out - the combination of these works and reducing the bridge to 2 lanes allowed the weight restriction to be lifted which also allows HGVs to use the route.

The bridge has since been identified by Network Rail as requiring replacement. Failure to contribute to the costs of these works could result in closure of the bridge. The replacement cost is estimated to be approximately £6m and the Council is liable for a share of these costs if the bridge is to be replaced. The cost share is yet to be finalised however, the Council will be liable for a significant contribution. At present this sits at 50% (circa £3m) of the cost of these works.

Shields Road Bridge

8.1 Structures - Condition There are two key Bridge Stock Condition Indicators (BSCI) used to measure and compare the condition of the Scottish Council Bridge stock. ‘BSCI Average’, is a measure of the overall condition of all the structures, and ‘BSCI Critical’ is a measure of the most deteriorated parts of the structures.

The Average Condition Indicator is 84. This equates to a condition rating of ‘Fair’ and sits within the third quartile, when compared with other the other Scottish Local Authorities.

Glasgow’s Critical Condition Indicator is 68. This value equates a rating of ‘Poor Condition’ and sits within the fourth quartile when compared with other Councils in Scotland. Structures in very poor condition or lower have been investigated and remedial works prioritised. This condition factor does not indicate that the structures are unsafe; it indicates there is a potential for deterioration in condition of an element, or elements, of the structure if maintenance works are not carried out.

Shieldhall Overpass – Exposed Reinforcement Temple Bridge – Structural Steel Corrosion

The condition indices reflect the level of funding over the last few decades. This is similar to many other local authorities.

Maintenance priorities are targeted to ensure structures are safe. Many structures cannot be fully refurbished due to lack of funding; this is reflected in our national ranking.

76 bridges and structures have been identified for future remedial programmes. The table below lists the top ten priorities.

1. Shieldhall Overpass Strengthening £13.6m 2. Temple Opening Bridge - Canal Repair £135k 3. Edmiston Dr Govan Bridge Repair £115k 4. Edinburgh Rd Bridge o/rail Refurbishment £480k 5. Clyde Tunnel N/App Bridge Waterproofing £145k 6. Pointhouse Bridge Joint replacement £170k 7. Glenside Ave Footbridge Painting £100k 8. Bellfield St Footbridge Replacement £1.26m 9. Sawmill Flyover Repairs £135k 10. Edinburgh Road Bridge £120k

The top priority structure is Shieldhall Overpass. It is estimated that £13.6m is required to refurbish and strengthen this structure. We are investigating alternative solutions that may offer better value and provide a more sustainable outcome than the original scheme. The results of this investigation will be available in spring 2019.

SHIELDHALL OVERPASS

8.2 Structures Investment Requirements £51m is required to strengthen weak bridges, upgrade vehicle restraint systems to current standards and address all maintenance needs identified during the cyclic inspections. Investment Option 1: No Investment In the absence of capital funding the Average and Critical Condition Indices will move towards very poor condition. The deterioration of these assets will accelerate until they become unsafe. In the short term, there would be increase number of weight restrictions and lane closures. In the longer term, bridges and roads would need to be closed.

Investment Option 2: Steady State Investment

In order to halt deterioration, it is estimated that an annual investment of £3.6m is required. With this level of funding the overall condition would not deteriorate. Existing measures including weight restrictions and lane closures would remain.

Investment Option 3: Structure Repair Plan In order to strengthen and repair the structures in the worst condition, an annual capital investment of £5m is required for the 20 year cycle. Medium & long term programmes would allow the removal of lane & weight restrictions throughout the city and improve the Bridge Stock Condition Indicators.

Investment Option 4: Structures Improvement Plan To improve the condition and performance of the structures stock, including upgrading, would require an average annual capital investment of £6.4m over a 20-year period.

Committing this level of investment would minimise whole life maintenance costs while prioritising the required levels of performance, i.e. removal of traffic restrictions from bridges across the network, and would shift and maintain the Critical Stock Condition to the ‘Fair’ condition category.

9. The Clyde Tunnel

Strategic Importance

Glasgow City Council is responsible for the maintenance of the only road tunnel in Scotland. The Clyde Tunnel is the busiest stretch of non-trunk road in Scotland with approximately 64,000 vehicles using the Tunnel each day. An independent study* assessing the economic value of the Tunnel concluded that it has local, regional and national importance. It also concluded that, if the Tunnel was closed to vehicles, there would be an unacceptable severe impact on the movement of goods and people in the Clyde Valley affecting the viability of commerce, industry and tourism.

*study by Sinclair Knight Mertz & James Barr.

Grant Aided Expenditure

The operational funding for Clyde Tunnel funding is not properly accounted for in the Grant Aided Expenditure (GAE) formula. Glasgow City Council receives the same amount of funding as a similar length of local road. This funding takes no account of the need for the Tunnel to be staffed 24/7, the maintenance of the two tunnel bores and safety equipment, the maintenance of the two ventilation buildings, operational control room and the office block. The revenue funding shortfall is approximately £775k each year.

Operational Requirements

There are strict regulations on the safety and management of road tunnels that require an operational workforce 24/7 365 days a year. The workforce consists of one operations controller: one assistant operations controller: twelve network officers (three on shift at any one time) and one electrician.

Operational Safety

The Clyde Tunnel has a variety of operationally safety systems and equipment. This includes the CCTV system, which is an old proprietary system that is beyond its design life. The CCTV maintenance contractor has confirmed that there is a risk that spare parts will be discontinued and routine maintenance cannot be guaranteed going forward.

The Clyde Tunnel has no public address system. There is a risk that should there be a major incident within the Tunnel, the efficient and safe management of the evacuees could be compromised. Recent Investment

£2.5m funding is secured for the LED lighting renewal of both bores of the Tunnel and the pedestrian and cycle ways. At this time, 50% of the road tunnel lighting is operational and it is not always possible to obtain the required spare parts to effect repairs. This major improvement work is programmed to be undertaken in Autumn 2019 and will provide modern energy efficient lighting that is compliant with

25 current safety and design standards. It will also include the replacement of the old proprietary Supervisory Control and Data Acquisition system (SCADA). 9.1 Clyde Tunnel Condition

The Tunnel Structure

Structural repairs, cladding inspection and the replacement of the Tunnel’s cathodic protection system are required. There is a risk that localised repairs will be needed to the reinforced concrete road deck which would lead to traffic congestion. These areas of work are being considered separately within the Structure Asset Management Plan. Operational Buildings

The outcome of a building condition survey carried out in 2015 concluded that the two ventilation buildings, operational control room and the office block require upgrading; structural repairs and remedial works are required so that they are wind and water tight.

The condition of these operational buildings increases the risk of system failures that may require the Tunnel to be closed. An approximate £2.3m investment would deliver required remediation and structural repairs to the north and south ventilation buildings, the control room and office block. These buildings would then be fit for purpose, with the risk of further damage mitigated.

Fire Communication & Evacuation System

A £2.5m investment would allow for the replacement of the old proprietary CCTV and communication systems. A replacement CCTV system would improve traffic management monitoring and the safety and security of the Tunnel. The installation of a public address system within both Tunnel bores would provide efficient and safe management of evacuees.

9.2 Clyde Tunnel Investment Requirements

The Tunnel and its approaches require substantial capital investment. The table below summarises prioritised investment needs.

Clyde Tunnel Estimate Priority Fire Evacuation Communication System £2.50m Very High Building Repairs & Remediation £2.3m High Cathodic Protection & Concrete Repairs £2.50m High Install Heat Detectors £0.20m Medium Emergency Escape Route £2.00m Medium Replace Electrical Installations £0.65m Low Clyde Tunnel Approaches Shieldhall Overpass Strengthening *£13.60m High Finnieston Overpass Refurbishment Phase 2 *£2.10m Medium Funding Secured LED Lighting & SCADA £2.5m Very High

*These investment requirements are included within the Structures backlog figure (section 8).