WILTSHIRE TRANSPORT ASSET MANAGEMENT PLAN

Transcription

1 WILTSHIRE TRANSPORT ASSET MANAGEMENT PLAN

2 0.1 Executive Summary WILTSHIRE TRANSPORT ASSET MANAGEMENT PLAN EXECUTIVE SUMMARY Wiltshire County Council (WCC) has developed a Transport Asset Management Plan (TAMP) in order to improve the management of its transport infrastructure, including the county s roads, bridges, street lighting and transport related assets. WCC was assisted by its consulting engineers Mouchel and their specialist sub-consultants Chris Britton Consultancy. Work started in 2005 with initial data collection, and was followed by a gap analysis of asset information and management procedures. The TAMP summarises the current position with regard to asset management and sets out proposals for the next stage in the development of the TAMP. Following the latest Codes of Practice, particularly Well-Maintained Highways, July 2005 the core objectives for the TAMP are:- Network Safety Network Serviceability Network Sustainability Complying with statutory obligations Meeting users needs for safety Ensuring availability Achieving integrity Maintaining reliability Enhancing condition Minimising cost over time Maximising value to the community Maximising environmental contribution For some assets such as carriageways there is good information available on the scale of the asset and its conditions as a result of many years of technical surveys. However, for some assets such as drainage there is less information on the extent of the asset and its condition. Regular safety and condition inspections are carried out on most of the asset types, but in some cases there are less frequent inspections. A risk management approach has been taken to developing the TAMP, with safety as the top priority. The transport asset in Wiltshire is estimated to have a replacement cost of almost 1,500,000,000 at present day prices. The Roads Asset Group, and in particular the carriageway element, has the highest value at 63% of the total, and is currently the transport asset which has the most spent on its maintenance. It is also the asset of most concern regarding safety. 23 rd March 2009

3 0.1 Executive Summary The condition of the roads in the county has been improving in recent years following sustained investment through the Local Transport Plan funding and from the Council s own resources. The overall condition of roads in Wiltshire now compares favourably with other shire counties in the south west. The TAMP includes procedures to identify future highway maintenance expenditure priorities based on need using robust technical and supporting information. A provisional three year programme is being prepared, which will be reviewed annually. The Structures Asset Group is the second largest asset group at 13% of the total estimated value, and currently has proportionally more of the maintenance budget (21%) spent on it because of the bridge strengthening programme which is up grading the asset. A five year programme of bridge maintenance has been included in the TAMP based on current needs and anticipated future funding levels. The Drainage Asset Group is the third largest asset group at an estimated 8% of the asset value, with a similar proportion of maintenance funding spent on it. It is the asset where there is substantially less condition information than is desirable, and the TAMP envisages continuing the survey and repair which the Council has been progressing for a number of years. Recent wet summers and an increased number of storms have demonstrated the importance of effective drainage systems, and increased expenditure on maintenance of this asset would be desirable. The development of the TAMP indicated that expenditure on footway maintenance had not been sufficient in the past to prevent deterioration of the asset. There is limited condition information on this asset, but it is becoming apparent that increased expenditure in recent years is improving footway conditions. The condition of older street lighting columns and some electricity supply cables has been a concern, and funding has been allocated to reducing these problems in recent years. A programme of column inspection and programmed replacement, especially of older concrete columns is included in the TAMP. The Council s Rights of Way Improvement Plan sets out an action plan for managing and improving the rights of way in Wiltshire, but funding remains an issue. Maintenance work on the network has included repairing damage caused by inappropriate use by off road vehicles as well as the effects of continuing wet weather. It is anticipated in the TAMP that the need for major repair works on some sections of the network will continue. 23 rd March 2009

4 0.1 Executive Summary Other transport assets covered in the TAMP include traffic signals, where some control units are reaching the end of their life, Variable Message Signs which are generally new but where older units are causing concern, and traffic signs, where theft of signs has been a problem recently. The TAMP will continue to be developed, with further indicators being developed to more accurately assess performance, and targets and priorities reviewed in the light of funding levels and the condition of the assets. A major change in Wiltshire will be the creation of the new Wiltshire Council from 1 st April 2009, when a number of highway related functions such as street cleansing currently carried out by District Councils will now be carried out by the new authority. The creation of Area Boards will create new opportunities to work more closely with the public and other organisations, which could influence the development of the TAMP. 23 rd March 2009

5 Wiltshire Transport Asset Management Plan 1

6 2 Wiltshire Transport Asset Management Plan

7 CONTENTS PART 1 INTRODUCTION Definition of Asset Management Purpose of TAMP Assets Covered Asset Groups and Types Key Stakeholders Goals, Objectives and Policies Safety, Serviceability and Sustainability Risk Management Development of the TAMP Contribution of TAMP to decision making Levels of Service Performance Monitoring Lifecycle Plans Future Development of TAMP Appendix A Strategic Goals and Objectives Appendix B Levels of Service Appendix C Performance Measures PART 2 LIFECYCLE MANAGEMENT PLANS Asset Groups Roads Footways and Cycleways Public Rights of Way Structures Street Lighting Signs and Other Street Furniture Drainage Traffic Control and Information Systems Environmental Weather and Emergency PART 3 ACTION PLAN Introduction Operational and Safety Risks Action Plan for Inventory Action Plan for Maintenance Priority Actions for 2007/8 3

8 4 Wiltshire Transport Asset Management Plan

9 WILTSHIRE TRANSPORT ASSET MANAGEMENT PLAN Definition of Asset Management PART 1 - INTRODUCTION The County Surveyors Society s Framework for Highway Asset Management, 2004 states:- Purpose Asset Management is a strategic approach that identifies the optimal allocation of resources for the management, operation, preservation and enhancement of the highway infrastructure to meet the needs of current and future customers. This document is the initial Wiltshire Transport Asset Management Plan (TAMP) and has been prepared in order to set out the way in which Wiltshire County Council manages its transport assets, and how it will be seeking to manage them in the future. The document is based on current information on the scope, extent and condition of the assets. It will need to be reviewed from time to time as the conditions of the assets change, as information regarding the assets improves, and as priorities and policies change. It should therefore be considered as a working document which will be revised and updated as the need arises. It is anticipated that a move towards greater valuation of assets and whole life costing will result in expansion in the scope and coverage of this document over time. Assets Covered The TAMP includes the main County Council transport assets of roads, bridges, drainage and street lighting, as well as those associated with rights of way, traffic signals, bus shelters and street furniture. For convenience the various Asset Types have been divided into Asset Groups as shown on Table 1. The transport assets included in the TAMP are the fixed transport assets owned by or under the control of the County Council. It does not include assets owned by others, e.g. Network Rail and British Waterways owned bridges as they will be covered by those organisation s management systems. 5

10 The TAMP does not include buildings and depots used in the maintenance of the highway network as these would generally be included in the County Council s property asset management plan, and vehicles and plant used to maintain the network such as gritters are not included as these are the subject of other management processes. The assets owned and operated by contractors and others maintaining or working on the highway network are not included in the TAMP as these are not under the direct control of the County Council. 6

11 Table 1: Asset Types and Groups Asset Group Roads Footways and Cycleways Asset Types Carriageways, Edge of Carriageways, Centre Reserves and Traffic Islands, Grass Verges, Barriers and Safety Fences, Road Markings and Studs, Traffic Calming Footways, Cycleways, Pedestrian Steps and Ramps Public Rights of Way Network Surface, PROW Structures, PROW Signs Structures Bridges, Retaining Walls, Cuttings and Embankments, Subways, Tunnels, Highway Pumps Street Lighting Lamp Columns, Lit Signs, Illuminated Bollards, Bus Shelter Lighting, Cable Network Signs and Other Street Furniture Signs (unlit), Pedestrian Guardrails, Bus Shelters, Bollards, Grit Bins, Bus Stops Drainage Gullies, Pipework, Grips, Ditches and Swales, Culverts, Soakaways, Interceptors, Hydrobrakes, Ponds Traffic Control and Information Systems Environmental Urban Traffic Control, Junction Signals, Pedestrian Crossing Signals, Vehicle Access Systems, Variable Message Signs, Real-Time Passenger Information, Wigwags, Automated Traffic Counts Highway Trees, Landscaped Areas, Other Highway Land, Wildlife Fencing, Wildlife Tunnels, Noise Fencing Weather and Emergency Weather Information Systems 7

12 Key Stakeholders The TAMP is intended as a tool to improve the management of Wiltshire s highway network. It provides information to Members and Officers on the scale and conditions of the assets to assist with the management and budgeting processes. The TAMP has been prepared using the knowledge and expertise of a number of Council Officers, supported by specialist consultants with particular experience in asset management. Officers will integrate the plan into present activities, and monitor and improve the management processes and the TAMP itself. The TAMP is a public document and is intended to provide information to the public, District, Town and Parish Councils, and other organisations about how the County Council manages the highway network and the associated assets. Goals, Objectives and Policies The County Council as Highway Authority has duties and responsibilities with regard to the maintenance of the highway network, including the legal responsibility to maintain the network in a condition to enable the safe passage of the travelling public. The Government sets national goals for some aspects of the highway network from time to time, most notably the targets to reduce the number of people killed or seriously injured in road accidents. Other targets are developed locally through the Local Transport Plan (LTP) process, and are measured through National Indicators (NI), which include carriageway condition and road safety indicators. The County Council sets out its transport policies and programmes in the LTP, which includes a range of targets in connection with local transport provision. The County Council also has a number of Corporate Goals across the full range of its services, which include specific targets for road safety and road conditions. The County Council may from time to time adopt policies on aspects of highway maintenance where there is discretion with regard to maintenance procedures, or where the highway authority has the power to carry out certain actions but is not obliged to do so. There are various publications produced by the Department for Transport, County Surveyors Society and others which provide guidance regarding good practice and standards to be followed by highway authorities. 8

13 The codes of practice published by TSO which are particularly relevant to the TAMP are:- Well-maintained Highways, July 2005 Management of Highway Structures, September 2005 Well-lit Highways, November 2004 The TAMP seeks to set out the practical means by which all these requirements will be met. It is not intended to define new policies or goals, because these would be developed through the LTP or the Council s other policy development procedures. A summary of the key strategic goals and objectives is included in Appendix A of Part 1, which also indicates the linkage to the key objectives from LTP2. Safety, Serviceability and Sustainability The code of practice for highway maintenance management, Well-Maintained Highways, July 2005 updates the 2001 edition of the code and states that:- the core objectives of highway maintenance are to deliver a safe, serviceable and sustainable network, taking into account the need to contribute to the wider objectives of asset management, integrated transport, corporate policy and continuous improvement. The core objectives are:- Network Safety Network Serviceability Network Sustainability Complying with statutory obligations Meeting users needs for safety Ensuring availability Achieving integrity Maintaining reliability Enhancing condition Minimising cost over time Maximising value to the community Maximising environmental contribution Management of Highway Structures, September 2005 sets three Milestones for ensuring that structures are safe to use, inspect and maintain, fit for purpose, and deliver the agreed service levels at minimum whole life costs. Well-lit Highways, November 2004 makes a series of recommendations with regard to managing and maintaining street lighting, and emphasises the importance of a properly maintained asset management system. 9

14 Safety, Serviceability and Sustainability are common themes in all three of the Codes of Practice, and are also relevant to the other assets included in the TAMP. The TAMP seeks to integrate practices and systems across disciplines, including roads, structures and street lighting. Risk Management There are various risks which could affect the ability to achieve the County Council s objectives and these include health and safety, environmental, political and financial risks, which are summarised in the Corporate Risk Register. Risk management is a key element of the asset management approach adopted in the TAMP. Identifying the key risks associated with the various asset types and their operation has been an important aspect of the development of the plan. The importance of safety with regard to statutory duties, and in both the national and local goals and targets, has been acknowledged in the preparation of the TAMP, and has been a key consideration in the development of the plan. The main Safety and Operational Risks identified with each Asset Type and are summarised in Part 3 of the TAMP. The information included in the TAMP informs the Corporate Risk Register. In addition a Risk Register process is being rolled out for individual highway major maintenance and new construction schemes, which also contributes to the Corporate Risk Register so that a consistent and effective approach to risk management is adopted. Development of the TAMP The working group of Council Officers, supported by specialist consultants with particular experience in asset management, initially undertook a Health Check of the data on the various assets held by the County Council, and on the processes used to manage them. This information gathering exercise was followed by a Gap Analysis which sought to identify where there was information missing or where clear procedures were not in place. From the reviews carried out it became clear that the extent and quality of information available varied substantially from asset to asset. In some cases good information was held in electronic form about the locations of the asset, for example the locations of lighting columns are well documented, but in others such as drainage pipes the locations of many are unknown. There were similar variations in the quality of information available about the condition of the individual assets. 10

15 The review also considered the means and frequency of carrying out safety and condition inspections of the assets, and the recording of the results of those inspections. The maintenance regime currently applicable to each asset was reviewed, and this information has been taken into account in developing the TAMP. The varying levels of information available about the different assets has been taken into consideration, and it is acknowledged that with existing resources it would not be feasible to seek to fill all of these gaps immediately, and a longer term plan is needed. In the meantime by applying risk management and using the information currently available it is possible to develop proposals for all of the assets in the TAMP. Contribution of TAMP to Decision Making The County Council has been successfully managing its assets for many years, and the TAMP will improve this process by increasing knowledge of the assets and consolidating information in more usable forms. The TAMP is a tool to assist in decision making and option appraisal. It will provide greater clarity to help set priorities and potentially offer improved efficiency in the management of the assets, whilst taking into account the full range of other relevant factors including customer s needs. Ultimately it should be possible to optimise the maintenance of the whole network to take into account the competing demands of the different service levels and assets across the network. However, with the current levels of information available it would be more realistic to seek to optimise the inspection and maintenance regime of each asset individually, whilst acknowledging the competing demands elsewhere on the network. The TAMP will become more influential in the decision making process as knowledge and understanding of the assets develops. Levels of Service The Working Party considered measures to define Levels of Service and how they could be related to LTP and the Council s objectives. The Levels of Service describe the quality of services provided by the asset for the benefit of the customers. They enable the service to be documented and measured, and will ultimately enable the rational evaluation of service versus costs. The Levels of Service can be categorised as either condition assessments with regard to the preservation of the physical integrity of the asset, and demand aspirations generally expressed in terms of safety, availability, accessibility, integration, etc. The Levels of Service link to the demand aspirations already documented in LTP2 as shown in Appendix B of Part 1. 11

16 Performance Monitoring In order to make investment decisions it is necessary to have adequate information on existing conditions and what the potential effects would be of the options under consideration, and how these would affect the Levels of Service. Currently the County Council applies this approach in some key areas using the Performance Indicator information, particularly with regard to carriageway condition and road safety. The LTP and Corporate Goals set targets in these areas against which the success or otherwise of the annual programme of works can be assessed. The Performance Indicator targets cover the main areas of investment, but there are other areas where there are currently no targets and very little information on the performance of some Asset Types. In order to improve the available information a series of potential Performance Measures were identified by the Working Party. These are shown in Appendix C of Part 1, which include the previous BVPI measures, those identified in the Codes of Practice, and those used by local benchmarking groups to compare performance. The Performance Measures have been grouped with the relevant Levels of Service in Appendix D to provide an indication of how each Level of Service could be measured. It should be noted that some Performance Measures appear against more than one Level of Service. As the TAMP develops it would be expected that individual targets would be set using some of these potential Performance Measures. It may also be necessary to set additional or alternative measures and targets to complete the information available to inform decision making. This may include targets for particular Asset Types where existing indicators are not feasible because of the poor level of information available about the asset and its condition. Lifecycle Plans Lifecycle Plans have been prepared for each Asset Type, which includes an indication of the size and scope of the asset, the available data, the main risks, and the inspection and maintenance regimes currently adopted. The Lifecycle Plans are included in Part 2 of this document. It is necessary to identify any gaps between current performance and the desired performance. This will often be where the condition of the asset is below that desired, or where the demand aspirations are not being met. The actions to address the performance gaps will usually be a programme of works. The Asset Lifecycle Plan should document the reasons for selecting various works to address performance gaps and show how different options are evaluated and selected. 12

17 The Health Check and Gap Analysis carried out to inform the development of the TAMP identified a number of assets where there was insufficient information regarding the asset and its condition. The Lifecycle Plans for some assets are not as complete as for some others, and data collection and assessment are the main priorities for these assets. With other Asset Types the introduction of better inspection procedures has been identified as the top priority. For each Asset Type the relevant Lifecycle Plan proposes an action list for both short and long term improvements in information collection and the management of the asset. Where specific targets already exist which are directly relevant to the Asset Type these are set out in the Lifecycle Plan. The information contained in the action lists for each Asset Type is summarised and prioritised in Part 3 of this document. Future Development of TAMP In order to ensure that the TAMP is kept up to date and remains relevant it is proposed to review its operation regularly. The Action Lists in particular will be reviewed annually so that completed actions can be removed, and the priorities revised in accordance with any additional information becoming available and the outcomes of any maintenance programmes. The development of suitable Performance Measures to augment the Performance Indicators and LTP2 targets will be necessary in order to make better use of the Levels of Service in aiding the decision making process. The anticipated move towards valuation of assets and whole life costing will inevitably result in expansion in the scope and coverage of the TAMP in the future. Taking a lifecycle approach that covers construction, operation, maintenance, disposal and replacement of an asset will assist in minimising whole life costs or maximising whole life value. The varying nature and needs of the different asset types will mean that this approach will be phased in over time based on risk management, and progress will vary between assets. 13

18 Part 1 - Appendices 14

19 APPENDIX A Strategic Goals and Objectives The County Council s stated Strategic Goals can be summarised as: - Strategic Goals A Managing Congestion B Delivering Accessibility C Safer Roads D Better Air Quality E Other Quality of Life Issues F Improved Customer Communications The application of Objectives to deliver the stated Strategic Goals. Strategic Goals Objectives A - Managing Congestion Road Condition Streetworks Management Reducing Vehicle Use Traffic Management Schemes/Transport Policy Initiatives Design (standards) for maintenance Land use planning (especially transport elements) B- Delivering Accessibility Design - Inclusive (all road users) - Limiting maintenance - Details e.g. bus stops - Disability Discrimination Standards (especially walking and cycling) Risk Management (weather) Height and weight restrictions plus TRO s Maintenance standards Road condition (potholes) Land use planning Provision of information to the public Public transportation provision Traffic management schemes C- Safer Roads Speed management Design standards Maintenance Road condition Risk Management weather gritting etc Education (e.g. walking, bus journeys) Fitness for purpose e.g. access to farms Lighting Streetscene (perception) Drainage D- Better Air Quality Alternative vehicle use Reducing congestion (linked to A) Education Improvements Maintenance Traffic Management 15

20 Strategic Goals Objectives E- Other Quality of life issues Communication value for money Noise Climate change Flooding Road surfacing Design standards Land use planning Streetscene Public perception (service) Street cleaning Landscape/environment Integrated transport F- Improving communication Clarence with customers Web site Real time information Letter drops/exhibitions (projects) Feedback questionnaires Community planners/meetings Provision of information to the public 16

21 The key objectives from LTP2 submission with some modifications to remove specific references to schemes. Code Key Objectives Assigned Major Goals P1 P2 To improve access to goods, services and employment opportunities for all sections of the community, B,E,F particularly those living in rural areas. To respond to the continuing growth in car ownership, and inappropriate use, by improving choice for local trips. A,B,D,E,F P3 To improve safety for all travellers and to reduce the number of people killed or seriously injured on Wiltshire s C,E,F roads. P4 To reduce the real and perceived threats of road traffic speed in towns and villages C,E,F P5 To reduce the proportion of the principal ( A ) road network requiring significant maintenance A,B,C,E P6 To maintain an integrated and efficient public transport network A,B,E,F P7 To provide greater access to demand responsive bus services across the County B,E,F P8 To improve facilities for cyclists and pedestrians, particularly in urban Areas A,B,C,D,E,F P9 To encourage schools to have School Travel Plans A,B,D,E,F P10 To encourage businesses to adopt effective Workplace Travel Plans A,B,D,E,F P13 To improve business confidence in the transport network and inward investment/development A,B,C,D,E,F S6 To improve Wiltshire s street scene B,C,D,E S8 To ensure every citizen can access public information, services and decision-making in our area regardless of B,E,F their individual economic status, disability, ethnic origin, age, gender or location A1 To promote wiser use of transport ( Travelwise ) A,B,E,F A2 Wildlife & Environment E 17

22 18 Wiltshire Transport Asset Management Plan

23 APPENDIX B Levels of Service The levels of service identified are detailed below with a brief description. No. Level of Service 1 Network Availability 2 Network Reliability 3 Network Integrity (Delivery of Service) 4A Appropriate condition Maintaining/achieving asset life 4B Appropriate condition Maintaining operational/functional capacity 4C Appropriate condition Keep in safe condition 5 Information and Communication (promote safe appropriate use of network and engage with all users- 2 way) 6 Delivery of Safety Improvements 7 Network Improvement 8 Protection of Heritage/Environment The levels of service are assigned to the key objectives of LTP2 as given in the following table: - 19

24 Linkage of Service Levels to Key Objectives of LTP2 Code Key Objectives Assigned Major Goals P1 P2 P3 P4 P5 To improve access to goods, services and employment opportunities for all sections of the community, particularly those living in rural areas. To respond to the continuing growth in car ownership, and inappropriate use, by improving choice for local trips. To improve safety for all travellers and to reduce the number of people killed or seriously injured on Wiltshire s roads. To reduce the real and perceived threats of road traffic speed in towns and villages To reduce the proportion of the principal ( A ) road network requiring significant maintenance Levels of Service A 4B 4C B,E,F A,B,D,E,F C,E,F C,E,F A,B,C,E P6 To maintain an integrated and efficient public transport network A,B,E,F P7 P8 To provide greater access to demand responsive bus services across the County To improve facilities for cyclists and pedestrians, particularly in urban Areas B,E,F A,B,C,D,E,F P9 To encourage schools to have School Travel Plans A,B,D,E,F P10 To encourage businesses to adopt effective Workplace Travel Plans A,B,D,E,F P13 To improve business confidence in the transport network and inward investment/development A,B,C,D,E,F S6 To improve Wiltshire s street scene B,C,D,E S8 To ensure every citizen can access public information, services and decision-making in our area regardless of their individual economic status, disability, ethnic origin, age, gender or location B,E,F A1 To promote wiser use of transport ( Travelwise ) A,B,E,F A2 Wildlife & Environment E 20

25 APPENDIX C Performance Measures Performance measures already exist or have been suggested, and other measures are being utilised by other groups, e.g. Local benchmarking groups. Others to adequately measure performance may need to be added. PI code Description Definition Source BV99a i Number of people killed or seriously Include all casualties within the County on all public Amended BV99a ii injured (KSI) in road traffic collisions % change in (a i) on previous year roads (including trunk roads that are not the authorities direct responsibility) Amended BV99a iii % change in (a i) of average Amended BV99b i Number of children (aged under 16 The definitions of Killed, Serious and Slight are Amended years) killed or seriously injured (KSI) given in the DfT document Road Casualties Great in road traffic collisions Britain and Stats 20 Instruction for the completion BV99b ii % change in (b i) since previous year of Road Accident Reports. Amended BV99b iii % change in (b i) since the Amended average Measurement Period The previous calendar year. BV99c i Number of people slightly injured in Amended road traffic collisions Data Source - Police Authority BV99c ii % change in (c i) since previous year Amended Bv99c iii % change in (c i) since the Percentages to 1 decimal place, Casualties in Amended whole numbers. BV100 BV102 BV165 BV178 BV186a BV186b average No. of days of temporary traffic controls per km of traffic sensitive road Local bus services(passenger journeys per year) % of pedestrian crossings with facilities for disabled people % of total length of footpath/other rights of way which are easy to use % of principal roads not needing major repair/expenditure per km principal roads % of non-principal roads not needing major repair/expenditure per km principal roads The total number of days temporary traffic controls (manual or by traffic lights) were in place on traffic sensitive roads or the road was closed, due to local authority road works per km of traffic sensitive roads. (Exclude traffic controls at road works that were completed in less than a day). The total number of passenger journeys made annually on all local buses within the area of the authority This indicator excludes zebra crossings or traffic signaled junctions without a pedestrian phase and is limited to controlled crossings. Crossings are now appraised in accordance with the technical guidance for the different kinds of facilities listed in the burgundy book (page 80). The indicator is the total length of right of way, which were easy to use, as a % of the total length of all rights of way. Rights of way appear on the definitive map of public rights of way for the highway authority area and are numbered. Percentage of the principal road network where major structural treatment is not considered necessary divided by the authority's average structural expenditure per kilometre on the principal road network over the past three years. Percentage of the non-principal road network where major structural treatment is not considered necessary divided by the authority's average structural expenditure per kilometre on the principal road network over the past three years BV187 Condition of footways cat s 1.1a and 2 The % length of the footway network with a FCI greater than a threshold value indicating treatment need. OPDM OPDM OPDM OPDM OPDM (deleted) OPDM (deleted) OPDM BV215a Rectification of street lighting faults (non New DNO) (number) BV215b Rectification of street lighting faults New (DNO) (number) BV223 Condition of principal roads (was BV96) OPDM (New) (%) BV224a Condition of non-principal roads (%) OPDM (New) 21

26 PI code Description Definition Source BV224b Condition of unclassified roads (%) OPDM (New) Best Value Performance Indicators from OPDM Wiltshire page Environment PI Code Description Definition BV199 Local Indicators Local street and environmental cleanliness PI Code Description Definition LPI 1 % LTP Safety schemes delivered against planned LPI 2 % Network improvement LTP schemes delivered against planned LPI 99a i Number of people killed or seriously injured (KSI) in road traffic collisions LPI 99a ii % change in (a i) on previous year LPI 99a iii % change in (a i) of average LPI 99b i Number of children (aged under 16 years) killed or seriously injured (KSI) in road traffic collisions LPI 99b ii % change in (b i) since previous year LPI 99b iii % change in (b i) since the average LPI 99c i Number of people slightly injured in road traffic collisions LPI 99c ii % change in (c i) since previous year LPI 99c iii % change in (c i) since the average The proportion of relevant land and highways as defined under EPA 1990 Part IV section 86 (expressed as a percentage) that is assessed as having combined deposits of litter and detritus (e.g., sand, silt and other debris) across four categories of cleanliness (Clean, Light, Significant, Heavy). Include all casualties on County maintained public roads (excluding trunk and other roads that are not the authorities direct responsibility) The definitions of Killed, Serious and Slight are given in the DfT document Road Casualties Great Britain and Stats 20 Instruction for the completion of Road Accident Reports. Measurement Period The previous calendar year. Data Source - Police Authority Well Maintained Highways Proposed Performance Indicators Percentages to 1 decimal place, Casualties in whole numbers. PI code Description Definition Source CS1 % net satisfaction with service Well Maintained Highways - CoP CS2 % net satisfaction with consultation and information WMH - CoP CS3 % service requests, complaints and claims closed out within policy WMH - CoP timescales SA1 % safety inspections completed on time WMH - CoP SA2 % category 1 defects repaired on time WMH - CoP SA3 % principal roads SCRIM surveyed in current year at or below WMH - CoP investigatory level SA4 % third party claims repudiation rate over three years WMH - CoP SE1 No. of days temporary traffic control or road closures on traffic BVPI 98 WMH - CoP sensitive streets caused by local authority roadworks SE2 % occasions precautionary salting routes completed before WMH - CoP formation of ice SE3 See BVPI 178 WMH - CoP SE4 % pedestrian crossings equipped with facilities for disabled people BVPI 165 WMH - CoP SE5 % schemes value managed WMH - CoP SE6 % works completed within published dates WMH - CoP SE7 % principle road network where maintenance should be considered BVPI 223 WMH - CoP SE8 SE9 % of non principle classified road network where maintenance should be considered % of non principle unclassified road network where maintenance should be considered BVPI 224a BVPI 224b WMH - CoP WMH - CoP 22

27 PI code Description Definition Source SE10 % of the category 1,1a and 2 footway network where maintenance BVPI 187 WMH - CoP should be considered SU1 % asset preservation WMH - CoP SU2 Annual reactive maintenance expenditure as % planned WMH - CoP maintenance SU3 Annual highway related claim costs as % planned maintenance WMH - CoP SU4 % programmed schemes subject to maintainability audit WMH - CoP SU5 % programmed schemes subject to sustainability audit WMH - CoP SU6 % highway schemes by tonnage undertaken with recycled and WMH - CoP secondary aggregates SU7 Average % score across all amenity categories WMH - CoP South West Counties Performance Indicators PI code Definition Description Source Street Lighting SL1 % Street Lights not working as planned SW Counties SL2 Average number of failures per lamp per annum SW Counties SL3 % Failures due to LA equipment SW Counties SL4 % Failures due to REC supply SW Counties SL5a % Failures repaired within CSS Code of Practice Timescales -2hr SW Counties SL5b % Failures repaired within CSS Code of Practice Timescales -1day SW Counties SL5c % Failures repaired within CSS Code of Practice Timescales -5day SW Counties SL6a1 Rectification of street light - DNO control 2hr SW Counties SL6a2 Rectification of street light - DNO control 24hr SW Counties SL6a3 Rectification of street light - DNO control 5 day SW Counties SL6b1 Rectification of street light LA control (non DNO) 3 day SW Counties SL6b2 Rectification of street light - LA control (non DNO) 10 day SW Counties SL20 Average lamp circuit watts (Street lights only) Watts SW Counties SL21 % energy from renewable resources SW Counties SL22 Average lamp circuit watts (Street lights <= 7m) Watts SW Counties SL23 Average lamp circuit watts (Street lights >7m) Watts SW Counties SL24 Average consumption per unit (kwh) SW Counties SL30 % Street Lighting Supports replaced per annum SW Counties SL31 % Street Lighting supports over 25yrs old SW Counties SL32 % Street Lighting Luminaires over 10yrs old SW Counties SL33a Support Condition Indicator (Street Lights<=7m) SW Counties SL33b Support Condition Indicator (Street Lights>7m) SW Counties SEC Average % Street lights working at any one time Contract DNO Service level agreement Structures SW B1 Bridge stock condition indicator SWHSIG SW B2 % bridges not meeting required carrying capacity SWHSIG SW B3 Number & % retaining walls not meeting carry capacity SWHSIG SW B4 Number & % bridge assessments still required SWHSIG SW B5 % LTP bridge schemes where integrated with other LTP SWHSIG schemes/objectives of a different discipline (maximise delivery minimise disruption) SW B6 % LTP bridge schemes that provide infrastructure items over and SWHSIG above initial expectations SW B7 Sustainability issues minimising new and imported materials SWHSIG on bridgeworks and / or recycling of materials being replaced SW B8 Progress against stated programme of clearing maintenance SWHSIG backlog by 2011 SW B9 Average speed of practical response to bridge incidents (reports of RTA damage, etc.) SWHSIG 23

28 APPENDIX D Assigned Performance Measures to Levels of Service In the following table, the performance measures have been assigned to levels of service. Note that some performance measures have been assigned to more than one level of service. No. Level of Service Performance Measures PI Code Description 1 Network Availability BV100 No. of days of temporary traffic controls per km of traffic sensitive road BV165 % of pedestrian crossings with facilities for disabled people BV178(SE3) % of total length of footpath/other rights of way which are easy to use BV187 Condition of footways cat s 1.1a and 2 SA2 % category 1 defects repaired on time SE1 No. of days temporary traffic control or road closures on traffic sensitive streets caused by local authority roadworks SE2 % occasions precautionary salting routes completed before formation of ice SW B2 % bridges not meeting required carrying capacity SW B3 Number & % retaining walls not meeting carry capacity SW B9 Average speed of practical response to bridge incidents (reports of RTA damage, etc.) 2 Network Reliability BV100 No. of days of temporary traffic controls per km of traffic sensitive road BV224a Condition of non-principal roads (%) BV224b Condition of unclassified roads (%) BV186a % of principal roads not needing major repair/expenditure per km principal roads BV186b % of non principal roads not needing major repair/expenditure per km principal roads CS1 % net satisfaction with service SW B1 Bridge stock condition indicator SW B2 % bridges not meeting required carrying capacity SW B3 Number & % retaining walls not meeting carry capacity SW B4 Number & % bridge assessments still required SW B8 Progress against stated programme of clearing maintenance backlog by 2011 SL1 % Street Lights not working as planned SL2 Average number of failures per lamp per annum SL3 % Failures due to LA equipment SL4 % Failures due to REC supply 3 Network Integrity (Delivery BV102 Local bus services(passenger journeys per year) of Service) BV215a Rectification of street lighting faults (non DNO) (number) BV215b Rectification of street lighting faults (DNO) (number) BV199 Local street and environmental cleanliness BV165(SE4) % pedestrian crossings equipped with facilities for disabled people SE6 % works completed within published dates SL1 % Street Lights not working as planned SL2 Average number of failures per lamp per annum SL3 % Failures due to LA equipment SL4 % Failures due to REC supply SL5a % Failures repaired within CSS Code of Practice Timescales 2hr % SL5b % Failures repaired within CSS Code of Practice Timescales 1 day % SL5c % Failures repaired within CSS Code of Practice Timescales 5 day % SL6a1 Rectification of street light - DNO control 2hr SL6a2 Rectification of street light - DNO control 24hr SL6a3 Rectification of street light - DNO control 5 day SL6b1 Rectification of street light LA control (non DNO) 3 day SL6b2 Rectification of street light - LA control (non DNO) 10 day 24

29 4A Appropriate condition Maintaining/achieving asset life 4B Appropriate condition Maintaining operational / functional capacity BV223 Condition of principal roads (was BV96) (%) BV224a Condition of non-principal roads (%) BV224b Condition of unclassified roads (%) SU4 % programmed schemes subject to maintainability audit SA1 % safety inspections completed on time SA2 % category 1 defects repaired on time SW B1 Bridge stock condition indicator SW B8 Progress against stated programme of clearing maintenance backlog by 2011 SL30 % Street Lighting Supports replaced per annum SL31 % Street Lighting supports over 25yrs old SL32 % Street Lighting Luminaires over 10yrs old SL33a Support Condition Indicator (Street Lights<=7m) SL33b Support Condition Indicator (Street Lights>7m) BV178(SE3) % of total length of footpath/other rights of way which are easy to use BV187(SE10) Condition of footways cat s 1.1a and 2 BV223(SE7) % of principal road network where maintenance should be considered BV224a(SE8) % of non principal classified network where maintenance should be considered BV224B(SE9) % of non principal unclassified network where maintenance should be considered SA3 % principal roads SCRIM surveyed in current year at or below investigatory level SE11 % of the Category A and B cycle route network where maintenance should be considered SU1 % asset preservation SU2 Annual reactive maintenance expenditure as % planned maintenance SU3 Annual reactive maintenance expenditure as % planned maintenance SU4 % programmed schemes subject to maintainability audit SW B2 % bridges not meeting required carrying capacity SW B3 Number & % retaining walls not meeting carry capacity SW B4 Number & % bridge assessments still required SW B8 Progress against stated programme of clearing maintenance backlog by 2011 SL30 % Street Lighting Supports replaced per annum SL31 % Street Lighting supports over 25yrs old SL32 % Street Lighting Luminaires over 10yrs old SL33a Support Condition Indicator (Street Lights<=7m) SL33b Support Condition Indicator (Street Lights>7m) 25

30 4C Appropriate condition Keep in safe condition LPI99a i Number of people killed or seriously injured (KSI) in road traffic collisions LPI99a ii % change in (a i) on previous year LPI99a iii % change in (a i) of average LPI99b i Number of children (aged under 16 years) killed or seriously injured (KSI) in road traffic collisions LPI99b ii % change in (b i) since previous year LPI99b iii % change in (b i) since the average LPI99c i Number of people slightly injured in road traffic collisions LPI99c ii % change in (c i) since previous year LPI99c iii % change in (c i) since the average BV215a Rectification of street lighting faults (non DNO) (number) BV215b Rectification of street lighting faults (DNO) (number) SA1 % safety inspections completed on time SW B5 % LTP bridge schemes where integrated with other LTP schemes/objectives of a different discipline (maximise delivery minimise disruption) SW B9 Average speed of practical response to bridge incidents (reports of RTA damage, etc.) SEC Contract Average % Street lights working at any one time SL3 % Failures due to LA equipment SL4 % Failures due to REC supply SL5a % Failures repaired within CSS Code of Practice Timescales 2hr % SL5b % Failures repaired within CSS Code of Practice Timescales 1 day % SL5c % Failures repaired within CSS Code of Practice Timescales 5 day % SL6a1 Rectification of street light - DNO control 2hr SL6a2 Rectification of street light - DNO control 24hr SL6a3 Rectification of street light - DNO control 5 day SL6b1 Rectification of street light LA control (non DNO) 3 day SL6b2 Rectification of street light - LA control (non DNO) 10 day 5 Information and SA4 % third party claims repudiation rate of three years Communication (promote CS1 % net satisfaction with service safe appropriate use of CS2 % net satisfaction with consultation and information network and engage with CS3 % service requests, complaints and claims closed out within policy all users- 2 way) timescales SE6 % works completed within published dates 6 Delivery of Safety LPI99a ii % change in (a i) on previous year Improvements LPI99b ii % change in (b i) since previous year LPI99c ii % change in (c i) since previous year BV165 % of pedestrian crossings with facilities for disabled people SA1 % safety inspections completed on time SA3 % principal roads SCRIM surveyed in current year at or below investigatory level SL30 % Street Lighting Supports replaced per annum LPI 1 % LTP Safety schemes delivered against planned 7 Network Improvement BV165 % of pedestrian crossings with facilities for disabled people BV178 % of total length of footpath/other rights of way which are easy to use BV186a % of principal roads not needing major repair/expenditure per km principal roads BV186b % of non principal roads not needing major repair/expenditure per km principal roads SU4 % programmed schemes subject to maintainability audit SU5 % programmed schemes subject to sustainability audit SE6 % works completed within published dates SW B5 % LTP bridge schemes where integrated with other LTP schemes/objectives of a different discipline (maximise delivery minimise disruption) SW B6 % LTP bridge schemes that provide infrastructure items over and above initial expectations SL30 % Street Lighting Supports replaced per annum LPI 2 % Network improvement LTP schemes delivered against planned 26

31 8 Protection of Heritage / Environment BV199 SU5 SU6 SU7 SW B7 SL20 SL21 SL22 SL23 SL24 Local street and environmental cleanliness % programmed schemes subject to sustainability audit % highway worked by tonnage undertaken with recycled and secondary aggregates Average % score across all amenity categories Sustainability issues minimising new and imported materials on bridgeworks and / or recycling of materials being replaced Average lamp circuit watts (Street lights only) Watts % energy from renewable resources Average lamp circuit watts (Street lights <= 7m) Watts Average lamp circuit watts (Street lights >7m) Watts Average consumption per unit (kwh) 27

32 Asset Type: Roads Function: To provide highway surface and carriageway infrastructure suitable for the type and volume of traffic. Description of Asset The Roads Asset comprises road surface, road structure including roadbase, sub-base and sub-grade. Related assets are kerbs, road markings, drainage, footways, verges, signs and street lighting which are considered in other asset groups in the TAMP. Legal Obligations Highways Act 1980 and related legislation places duty to maintain carriageways on highway authority. Inventory Information Summary: Scale and size of asset Principal A Class Road Classified Non Principal B Class Road Classified Non Principal C Class Road Unclassified Road Total 573km 320km 1661km 1836km 4390km Further information on size of asset is included in Appendix A. There are various manholes, access chambers and covers in the carriageway which are not owned by the Highway Authority. These are generally the responsibility of public utilities and others and covered by the provisions of New Roads and Street Works Act

33 (NRSWA) legislation, but defects on them are generally reported as part of the inspection regime for the carriageway. Location and type of Inventory Information on carriageway locations, lengths widths and surface and structural conditions of carriageways held on Exor database in electronic form. Information on related assets including kerbs, traffic islands, studs and road marking type and location held on Exor database in electronic form. Information on pedestrian crossings and traffic signal stop lines is held on an Excel spreadsheet. Little information is held in electronic form on locations of traffic calming and road humps. Coverage of Inventory data Good information on carriageway characteristics and conditions held on Exor database. No information is held on conditions of kerbs, traffic islands, studs, road marking, traffic calming or road humps. Reliability of Inventory data Carriageway information held on Exor database is usually reliable and generally up to date. Information held on Exor database regarding kerbs, traffic islands, studs, road marking, traffic calming and road humps is generally not up to date. System for managing and updating data Information on carriageway conditions is regularly updated following completion of condition surveys, and following completion of major improvement and surfacing works. Some delays occur in adding new roads and associated works to the system following the completion of developments by others. Information held on Exor database regarding kerbs, traffic islands, studs, road marking, traffic calming and road humps is generally not updated regularly.

34 Inspection and Assessment Regimes: Safety Inspections Safety inspections of the carriageway are carried out by driven Inspections in accordance with Highways Inspection Manual as summarised below:- Description Frequency of Inspection A, B, and some C Class roads Monthly Most C Class and some Unclassified 3 Monthly Some C Class and Unclassified 6 Monthly In addition Inspections are made in response to Customer Care Unit calls and reports from others. Staff from the Divisional Offices, County Hall, the Highways Consultancy and Works Contractors and the Parish Stewards are regularly using the network and report safety issues. Inspections are made of work carried out by public utilities and others in accordance with New Roads and Street Works Act, which can include coring and other sampling. Service and Condition Inspection Regime Condition inspections of carriageways are regularly carried out by means of deflectograph, SCRIM, CVI and Scanner to obtain information on skid resistance, carriageway surface characteristics and structural strength and are listed in Appendix B. Condition surveys of kerbs, traffic islands, studs, road marking, traffic calming and road humps are carried out in response to problems identified through Safety inspections or reports from others. Divisional Highways staff regularly monitor the condition of the network in order to identify and prioritise future maintenance and renewal work. System for recording inspections Creation of New Assets Paper based records are kept of carriageway safety inspections. Results of carriageway condition surveys are stored on Exor database in electronic form to enable analysis of the data to inform investment and maintenance decisions. New Roads by Developers Private developers construct roads which are adopted as public highways under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption. Inventory data requires updating after adoption.

35 New Roads by Highway Authority Maintenance Regimes: New roads can be created as part of major improvement schemes carried out by the highway authority. The new asset is constructed in accordance with current design standards, with a maintenance period or similar. Inventory data is updated following opening of new road. Reactive Maintenance Regime Carriageway defects are attended to in accordance with the response times set out in the Highways Inspection Manual. Generally serious damage or defects are repaired or signed within 24 hours. Other defects are usually repaired within a week or 3 months, depending on the type and location of defect, or less serious defects may be monitored. The public can report potholes and carriageway defects through the Clarence free phone number ( ). Defects are inspected by Divisional Highways staff, and programmed for repair. Repairs are carried out using Roadmenders, jet patchers, or by the Parish Stewards using viaphalt. During 2008 a lean management project was initiated to speed up the response and improve the durability of repairs. Routine Maintenance Procedure A programme of routine maintenance of the highway network is carried out through Wiltshire Highways and includes sweeping of the carriageway surface when required for safety reasons. Sweeping to remove litter is currently the responsibility of the District Councils in Wiltshire, and will become the responsibility of Wiltshire Council from 1 st April Minor repairs to carriageway surfaces or structure, including pothole repairs, are carried out as part of the routine maintenance of the highway network in response to needs identified by the Divisional Highway Managers, depending on the availability of resources. The effective reactive and routine maintenance of the carriageways reduces the deterioration in their conditions. Prompt response to defects helps reduce the amount of more major work which would otherwise be required if the carriageway was allowed to deteriorate. The condition of road markings and studs are monitored by the Divisional Highways staff, and an annual programme of renewal and replacement is carried based on the condition. Minor repairs to carriageway edges are carried out as part of the routine maintenance of the highway network in response to needs identified by the Divisional Highway Managers, depending on the availability of resources.

36 The routine maintenance of the highway network includes the control of weed and grass growth in channels and at kerbs as resources allow. This work generally has low priority in comparison with safety work. When required by weather conditions main roads are salted in winter as set out in the Precautionary Gritting Routes Plan, and if temperatures are predicted to remain low a larger proportion of the network may be salted. Planned Maintenance Procedure A programme of planned maintenance of the highway network is carried out annually, with the schemes including carriageway reconstruction, surfacing or surface dressing. The need for major works is identified by assessments taking into account carriageway condition, safety record, road type, defect reports, local knowledge and traffic volume. An Assessment Matrix scoring methodology has been developed to inform this process and is included in Appendix D. A programme of works is prepared annually, taking into account the available budget, the results of the Assessment Matrix, identified locations with developing safety or other problems. Works can include:- Reconstruction of the carriageway, with associated work such as replacement of kerbs, channels and drainage systems. Removal and replacement of carriageway surface. Surface Dressing of carriageway. Minor Improvement Schemes to address particular problems. The primary objective is to meet road safety requirements, and to seek to achieve improved performance indicators for carriageway conditions. Information on required future expenditure by road type has been obtained from the pavement management system and is summarised in Appendix E. This indicates that significant levels of expenditure are still required on Principal Roads in the future to meet required condition standards. Expenditure on carriageway maintenance and performance indicators are reported through the LTP process and through the Council s financial reporting. System for recording maintenance data A record of the locations of repaired carriageway defects is held in the Exor database, which is updated shortly after completion of the work. The Exor database on carriageways is updated on completion of the planned maintenance works to record the details of the work completed.

37 Key Asset Performance Targets: Local Transport Plan and Performance Indicators Targets Public Perception of Asset Public Perception Performance targets for carriageway condition are set out in the Local Transport Plan and are summarised in Appendix C. They are:- NI 168 (Previously BV 223) Condition of Principal Roads (Scanner Survey) NI 169 (Previously BV 224a) Condition of Non Principal Classified Roads (Scanner) Formerly BV 224b Condition of Unclassified Roads (CVI) Performance is currently reported through the LTP Annual Progress Report. The Condition of Unclassified Roads is no longer a National Indicator, but it is being retained by the Council in order to monitor condition of this asset. The Local Agreement for Wiltshire (LAW) has set a target for the condition of Principal Roads (NI 168) to remain at 4%. Progress on achieving this goal will be reported regularly to Cabinet. Targets have not been set for Non-principal and Unclassified roads because the recent changes in assessment methodology. Historically there has been a high level of public dissatisfaction with the condition of the highway network as a result of low levels of investment in maintenance in the past. Increased expenditure on highway maintenance recently is addressing the backlog of repairs and should lead to greater satisfaction levels if current trends continue. Weed growth in channels, central reserves, traffic islands and at carriageway edges give rise to complaints by the public. Road markings and studs in poor condition are immediately apparent to the travelling public. The lack of clear markings can make driving difficult especially at night and in adverse weather conditions. This can add to an impression of a network being in poor condition. There is often dissatisfaction with the number of roadworks on the network, and the public do not always appreciate the large number of public utilities and others who have rights to repair and maintain their plant in the highway.

38 The November 2006 overall report on the People s Voice surveys indicated that 52.4% were dissatisfied or very dissatisfied with the general standard of the upkeep of the roads in the areas where they lived. The main reasons given seemed to be potholes and general wear and tear. Public Expectation The public expect to be able use the carriageway at all times with minimum delays and disruptions to their journeys. The public expect road markings and studs to be present and clearly visible. The public expects potholes and safety defects to be repaired promptly. There is an expectation that carriageway surfaces should be smooth and free from blemishes and unsightly patches, but this is unlikely to be achievable within anticipated maintenance budgets. Environmental and Heritage Considerations Environmental Heritage Roads are often located in areas of particular sensitivity, such as near schools, hospitals or in residential areas where restrictions on working may apply. The use of recycled materials in road construction, and techniques to reduce the environmental impact of construction work associated with highways maintenance has increased in recent years. The increasing costs of material being sent to landfill sites provide further incentive to increase reuse of materials where feasible. A number of roads located in Conservation Areas may require the use specific materials such as stone kerbs or channels to enhance the appearance of a particular location. Risk Assessment Key Risks Carriageways are high risk areas. They are inherently dangerous places because of the volume and speed of traffic using them. There are risks of serious injuries, claims and prosecutions as a result of inadequate or inappropriate maintenance and care. Carriageway defects such as potholes or structural damage to the carriageway can result in accidents or damage to vehicles, particularly for motorcycles and cyclists. Inadequate surface texture can result in vehicles skidding or losing control.

39 Deterioration of the carriageway condition can lead to structural failure, resulting in the closure of the road for safety reasons. Worn road markings and missing studs can lead to driver uncertainty. In some cases missing or obscured lines may make enforcement of legal orders difficult. Risk Management Disposal of Asset A programmed and targeted maintenance programme significantly reduces the risks associated with highways, and can improve road safety and reduce claims against the Council. Within the limited funding it is important to target repairs and maintenance works at those areas most in need. Maintenance work on the carriageway must be carried out by competent contractors with a trained workforce following the correct procedures. Stopping up of Highways Change of Use Asset Value In order to dispose of surplus highway it is necessary to follow specific legal procedures and the need does not often arise. Generally the ownership of a stopped up highway would revert to the adjoining landowner. Sometimes carriageways can be closed to vehicular traffic and become pedestrian only areas. Traffic islands, traffic calming features and road humps may be added or removed from the network as part of traffic management and local safety schemes. Replacement Value Asset Condition An approximate replacement value of 922,000, has been calculated for the Roads asset group based on 2007 prices. This represents 63% of the estimated total replacement value of the whole highway network and associated infrastructure. Previous Condition Carriageway conditions are assessed using SCANNER and visual surveys to develop BVPIs which can be compared nationally. The most meaningful comparisons can probably be made using other county council authority results in the south-west. A summary of the 2006/7 results is included in Appendix F.

40 In 2006/7 the condition of Principal Roads (BVPI 223) in Wiltshire was 8%, compared to a range of between 3.0% and 10.0% for other shire authorities in the south-west. The Wiltshire score was in the bottom half of the range. For non-principal classified roads (B and C class roads) the condition of Wiltshire s roads was amongst the best in the south-west where there was a range of 7.0% to 15.0%, with Wiltshire scoring 7.0% along with Cornwall and Dorset. For unclassified roads the range was between 7.0% and 20.1%, with Wiltshire scoring 7.0%, and the next lowest in the south-west scoring 15.0%. From the above it is clear that in 2006/7 most of Wiltshire s roads were generally in better condition than other similar authorities in the southwest, but that the Principal Road conditions were not as good as those of most of the other south-west counties. Current Condition Future Condition Maintenance Expenditure The 2007/8 condition Performance Indicator results (% of network in need of major maintenance) are:- Principal Roads 4% Non-Principal Classified Roads 4% Unclassified Roads 5% The assessment methodology changed between 20006/7 and 2007/8 so the results are not directly comparable with previous years. However, calculation of the current indicators using the previous methodology shows that the condition of Principal Roads has remained unchanged, and the condition of Non-principal classified roads has improved. The target for Principal Roads included in the LAW for NI 168 is to maintain the condition at 4% based on the current calculation methodology. Targets have not been set for Non-principal and Unclassified roads because the recent changes in assessment methodology. It is expected that achieving results of 4% of the network in need of major maintenance would be reasonable aspirations given likely funding levels. Previous Maintenance Expenditure Highways maintenance expenditure decreased nationally during the 1990 s. In July 1998 a report to the County Council s Environment and Transport Committee indicated that expenditure in Wiltshire had fallen

41 by 48% since , and as a result the highway network classification and maintenance strategy was reviewed, with three categories being adopted. The Group 1 roads comprising the strategic routes, important urban links, main and secondary distributor roads were subject to a more frequent inspection regime. The introduction of the Local Transport Plan funding process saw an increase in highway maintenance expenditure, with funding returning towards previous levels. However the reduced expenditure during the late 1990 s did have an effect on carriageway conditions and resulted in a backlog of maintenance being required on the network. In the case of Wiltshire it is estimated that the maintenance backlog would cost at least 40 million to remove. The provision of capital funding from the County Council in recent years has helped to reduce the maintenance backlog, and has enabled substantial improvements to be made by implementing larger surface dressing programmes than would otherwise have been possible. Current Maintenance Expenditure The typical annual budget for carriageway maintenance in recent years would be in the region of 11,000,000. The actual figure will depend on LTP settlements and Corporate Capital bids. For 2006/7 the major maintenance budget was allocated as follows:- Specific Reconstruction Schemes 3,000,000 Surfacing Schemes 446,250 Micro Asphalt surfacing 1,200,000 Surface Dressing 4,634,642 Fees and Other Costs 900,000 Total 10,180,892 The programmes included some small elements of expenditure on other asset types including drainage in connection with the schemes. The budget for Routine Maintenance of the network for 2006/7 was initially set at 4,323,789, which included specific sums for aspects of carriageway maintenance. Patch Dressing 200,910 Patching 548,000 Potholes 81,500 Total 829,500 Existing maintenance expenditure on the Roads Asset represents about 1.2% of the Estimated Replacement cost of the asset. This is slightly less than the average annual maintenance expenditure on all highway related assets which is 1.44%.

42 Future Maintenance Expenditure The indicative funding levels through the LTP for highway maintenance (including bridge maintenance) are:- 2008/9 13,256, /10 11,931, /11 12,349,000 This indicates a significant reduction in future funding for 2009/10, which is likely to be exacerbated by rising fuel and materials costs. The level of Council capital funding is uncertain at this stage, but it is unlikely to make up the shortfall. The Assessment Matrix will be used to identify major schemes for inclusion in the 2009/10 programme, with a provisional list for future years being identified. The list for future years will continue to be reviewed annually as the rate of change in carriageway conditions can change as a result of weather, traffic, drainage and ground conditions. SCRIM survey results will be used to identify sites where skid resistance may be a problem. Surfacing or retexturing will be considered where appropriate. The use of insitu-recycling of carriageway construction proved successful in recent years and its use will be considered for suitable sites, especially on minor rural roads. Performance Indicators will be monitored and compared with similar authorities in the south-west in order to identify trends.

43 Summary Asset Group: Roads Asset Type: Carriageways The condition of the carriageways on the County s highway network has been improving in recent years, but there is still a substantial backlog of work required. The LTP2 targets for carriageway condition seek to improve the conditions over the plan period. The Corporate Goals for carriageway conditions seeks to maintain existing standards for Principal Roads and achieve significant improvements of Non-Principal Roads. Reductions in current levels of expenditure on planned maintenance as a result of the reduced LTP settlement will make it difficult to achieve significant improvements in carriageway conditions as have been achieved in the recent past. Substantial increases in expenditure on carriageway maintenance could accelerate the improvement in condition, but are not considered realistic in view of current funding limits and LTP indicative allocations for the plan period. It is estimated that expenditure of at least 10 million on planned carriageway maintenance would be required to meet the current condition targets. In addition routine maintenance funding at current levels would be required in order to ensure the safety of the network. Improvement Plan for Inventory: Short term Improve updating of carriageway information in the Exor database, especially with regard to new roads and recently adopted highways constructed by developers. Medium term Establish better procedures for recording new schemes and maintenance works. Long term Review adequacy of condition data in light of evolving assessment methods. Improvement Plan for Maintenance: Short term The programme of planned maintenance should continue at its present level in order to reduce the current maintenance backlog. Medium term The Assessment Matrix should be developed further as understanding increases of the changes in Performance Indicators following completion of particular works. Long term A long term planned maintenance programme should be developed to reflect anticipated future funding levels and performance targets.

44 APPENDIX A Size of Asset Road length by classification Principal A Class Road Classified Non Principal B Class Road Classified Non Principal C Class Road Unclassified Road Total 573km 320km 1661km 1836km 4390km Kerb length and type Total Kerbs 2,710.7km Rural Normal Safety Drainage Other A roads B Roads C Roads U/C Roads Urban Normal Safety Drainage Other A roads B Roads C Roads U/C Roads Central Reserves and Traffic Islands Rural Area Sq m A roads 5,079 B Roads 942 C Roads 2,377 U/C Roads 5,056 13,454 Urban Normal A roads 6,450 B Roads 842 C Roads 1,277 U/C Roads 2,168 10,737 Total Central Islands 24,191

45 Road Markings and Studs Description Urban Rural Total Road Marking (No.) 14,064 6,511 20,575 Long lines (m) 818,184 1,043,809 1,861,993 Road Studs (No.) 947 2,324 3,271

46 APPENDIX B Condition Surveys of Carriageways Wiltshire Transport Asset Management Plan The following condition surveys are carried out for the Roads Asset group:- SCANNER Principal Roads 50% in both directions per annum B Roads 100% in one direction per annum alternating direction C Roads 50% in one direction per annum alternating direction SCRIM Group 1 Roads 100% in both directions per annum (Note:- Some urban Group 1 UC and C Roads are not suitable for this type of survey) Coarse Visual Inspection (CVI) Unclassified Roads 25% per annum but reporting on 100% coverage. Deflectograph Uses the CSS guidance which states:- On Principal Roads 1) Routine surveys of 20% of the non long life network each year or where the residual life is equal or less than 10 years. 2) Specific surveys on sections identified to receive maintenance to provide data for maintenance design purposes. National Road Maintenance Condition Survey (NRMCS) Wiltshire survey approximately 85 sites per annum on Unclassified Roads. Surveys on related Assets:- Detailed Visual Inspection (DVI) Category 1 and 2 Footways 50% of sections (by number) per annum

47 APPENDIX C Performance Indicators The current Performance indicators used to monitor carriageway condition are:- NI 168 (Previously BV 223) Condition of Principal Roads (Scanner Survey) 4% in 2007/8 NI 169 (Previously BV 224a) Condition of Non Principal Classified Roads (Scanner) 4% in 2007/8 Formerly BV 224b Condition of Unclassified Roads (CVI) 5% in 2007/8

48 APPENDIX D Assessment Matrix Assessment Matrix for Carriageway Major Maintenance Site Priority of Group 1 Roads Why is the Matrix necessary? The matrix has been developed in order to ensure major carriageway maintenance sites are prioritised and programmed in a consistent manner, using the best available technical survey data and information collected from site inspections by suitably trained staff. Group 1 roads are the more important routes on the County s network, and comprise A, B and some C and unclassified roads. These are the routes that carry the most traffic and are generally subject to the most wear. Every year a large number of potential maintenance sites are identified, and are suggested by the public and others, but it is not feasible to deal with every site immediately because of funding limitations. Therefore the sites need to be prioritised to determine the order in which they should be addressed. By applying a standard approach to the assessment of each site the Council is able to demonstrate that sites are prioritised according to need. This ensures that scarce resources are directed to those areas of most need, and helps demonstrate that the Council is doing all it can to meet its statutory duties and responsibilities with regard to highways maintenance. How the Matrix works The Assessment Matrix is operated by the County Council s staff supported by the Council s Consultant Mouchel Parkman. The Matrix is used in the preparation of the annual programme of maintenance work which is prepared for the beginning of each financial year. The list of schemes included in the works programme is listed in the Community Area Highway Information packs which are prepared for each community area and are issued to local County Council members and may be viewed by the public on the Council s website. From the site visit schemes are generally categorised as the following types:- Reconstruction of the carriageway, including associated work such as replacement of kerbs, channels and drainage systems. Surfacing with possible removal of existing carriageway surface. Surface Dressing of carriageway with possibly some patching. Minor Improvement Schemes to address particular problems. In some cases only minor works may be required in the short term, with the condition of the road being monitored in the longer term. The matrix requires specific survey information as well as the site inspection details, which are all given weightings in accordance with a defined assessment procedure.

49 This enables a total score to be derived for each site. The higher the score the greater is the priority. The procedure takes into account the physical condition of the road and the carriageway surface, traffic flows, volume of heavy goods vehicles, accident record, defect reports from the public and others, and its potential future life. It also enables consideration of related factors such as the need for works to drainage, kerbs and carriageway edges. The key to the process is the site inspection, which provides an assessment of its current condition and includes an assessment of the likely type and scale of treatment required at each location. The scoring methodology is shown in Appendix D1 of this document. The proportion of road needing patching, and the average depth of patching required are good indications of the general condition of a site. To obtain the specific patching information a visual inspection by suitably qualified and experienced staff is vital. The larger the area of patching required, the more it indicates that the surface is breaking up and may be in need of structural repair. Similarly the deeper the average depth of patching required, the worse the structural damage. These measures give a good indication of the amount of structural work likely to be needed. Accident information is obtained from the Wiltshire County Council County Roads Casualty Report, which is updated regularly using the Police personal injury accident reports on the relevant sections of road. The Safety Life figures are derived from the mechanical survey information on the skid resistance properties of the surfacing, which is stored on the WDM Pavement Management System (PMS) database system. The computer programme enables the Life expectancy to be calculated so that a value in years can be determined for each site. The Structural and Functional Life figures are also obtained from mechanical survey information. The Structural information analyses the residual life of the road structure using deflectograph data, taking into account traffic flows, percentage of heavy goods vehicles and pavement construction. The Functional information analyses the rutting and ride quality of the surfacing. The computer programme enables a value in years to be calculated for each site. Carriageway defects reported to Clarence or the Customer Call Unit are taken into account in the assessment. The relevant types of defects are: Potholes Subsidence/cracking Chipping loss De-lamination Edge Deterioration Whilst defects reported to Clarence and the Customer Care Centre may be subjective, a large number of similar reports do indicate a potential maintenance issue. The position of a road in the network hierarchy is taken into account in order to reflect the relative importance of the route. A slightly higher score is given to A roads than to B, C or other roads, reflecting their place in the network hierarchy.

50 The highest weighting is given to the condition of the carriageway as indicated by the site inspection, followed by the accident and skidding results, and then the future life expectancy of the road, with the defects reports and road types given lower weightings. The scores are multiplied by the weighting for each category and are then totalled to derive an overall score for a particular scheme. The Matrix scores and weighting have been trialled for two years, and the results compared with those obtained from the Engineer s initial prioritisation of schemes. Some minor alterations have been made to the scores during the development of the procedure in order to ensure consistency of results, and it is considered that the procedure is robust and suitable for assessing work required on the network. The process will be kept under review and refined where necessary. The Assessment scores for the roads in the list for each type of treatment are weighted in accordance with the following scale for Group 1 Roads:- Factor Weighting - Proportion of road needing patching 20 - Average depth of patching required 20 - Accidents 15 - Safety Life 15 - Structural Life 10 - Functional Life 10 - Clarence reports of defects 5 - Road Group The weighted scores are used to determine the priority list of schemes. An extract of a typical list is included as Appendix B. The actual list is likely to contain over a hundred sites. The list of schemes that it is possible to include in that year s works programme is included in the Community Area Highway Information packs which are prepared for each community area. The information packs are issued to local County Council members and may be viewed by the public on the Council s website. The Operation of the Assessment Matrix The Assessment Matrix is applied early in the year in order to identify the works programme for the financial year starting in April, and uses the best information available at that time. Where surfacing works (excluding surface dressing) are proposed on A roads the scheme will also include kerbing where none currently exists. Sometimes safety problems become apparent on particular parts of the network where the condition of the carriageway has deteriorated faster rate than expected. In these cases it may be necessary to carry out minor improvement schemes or other remedial works at short notice.

51 During the year if additional funding becomes available, or if there are cost savings on other schemes, the list of schemes is reviewed to determine whether the next scheme on the list can be added to the proposed programme. Sometimes work cannot proceed on an identified scheme because of public utilities work or other programming issues, and the next scheme on the list may need to be substituted. The Assessment Matrix is not usually applicable to surface dressed roads as these should be treated on an 8-10 year cycle in order to maintain the full benefits of surface dressing treatment, and the time since the last treatment is generally the critical factor in determining priorities. On most C class and U/C unclassified roads there is generally less technical information available and these are compared using a separate matrix, which follows similar principles to that used on the Group 1 roads. The rates of deterioration of road surfaces and carriageways vary depending on a number of factors such as traffic flows and types, ground conditions, sub-soil drainage, weather conditions and effects of public utilities works. It is therefore necessary to review the potential schemes each year in order to ensure that the highest priorities are identified.

52 Appendix D1 Assessment Scores Area of patching as a percentage Percentage of Patching Score 0 to 5 % 1 6 to 10 % 2 11 to 20 % 3 21 to 35 % 4 36 % plus 5 Average depth of patching required Average Depth of Patching Score 0 to 15 mm Surface Treatment 1 16 to 40 mm 2 41 to 100 mm to 250 mm mm plus Haunch 5 Safety Life Years Life Score Less than to to to plus 1 Structural Life Years Life Score Less than to to to plus 1 Functional Life Years Life Score Less than to to to plus 1

53 Customer Care Centre Calls Number of Reports Score 11 plus 5 7 to to to *Totals from defects reported over previous 12 month period Accidents Number of Accidents Score 11 plus 5 8 to to to to 2 1 Road Group Road Group Score A 5 B 4 C 3 U/C 2 Other 1

54 Appendix D2 Extract of Typical Assessment Matrix Table Position Weighting (%) Treatment Notes Road Area of Patching as a Percentage 1 A123 Main Road Trowbridge A399 Southern Dual B4069 Northern Banks B4014 North to County Boundary A4 London Rd A3102 Road and Bridge Wootton 6 Bassett Average Depth of Patching Safety Life Structural Life Functional Life CLARENCE All Accidents Group TOTAL Surface only scheme /921 Surface only scheme Surface only scheme /013 surface only scheme Surface only scheme Surface only scheme USRN 23 rd March 2009

55 APPENDIX E Future Maintenance Demand Wiltshire Transport Asset Management Plan Required Maintenance Expenditure by Road Type Percentage (%) Percentage of spend Percentage of network length 0.00 Principal B Roads C Roads Unclassified Roads Road Type Spend required per km Annual Spend per km ( ) 9, , , , , , , , , Spend required per km 0.00 Principal B Roads C Roads Unclassified Roads Road Type 23 rd March 2009

56 Maintenance Spend Required per year 6,000,000 Annual spend Required ( ) 5,000,000 4,000,000 3,000,000 2,000,000 1,000,000 Average spend per year 0 Principal B Roads C Roads Unclassified Roads Road Type 23 rd March 2009

57 APPENDIX F Current Road Conditions 2006/7 Performance Indicators Indicators County Authorities KPI Description Cornwall Devon Dorset Gloucestershire Somerset Wiltshire BVPI 223 Condition of principal roads 3.00% 6.00% 4.00% 10.00% 5.60% 8.00% BVPI 224 a Condition of non-principal roads - Classified 7.00% 15.00% 7.00% 15.00% 7.61% 7.00% BVPI 224 b Condition of non-principal roads- Unclassified 15.00% 16.00% 16.00% 20.14% 15.42% 7.00% BVPI 187 Condition of surface footway 22.00% 9.00% 15.70% 10.90% 31.00% 18.00% 23 rd March 2009

58 South West Counties Road Conditions 25 BVPI Score Cornwall Devon Dorset Gloucestershire Somerset Wiltshire 0 Principal B and C Unclassified Road Type 23 rd March 2009

59 28 23 rd March 2009

60 Asset Group: Asset Type: Roads Kerbs and Channels Function: To provide edge restraint to carriageway, assist drainage and improve safety by providing demarcation of footway or verge. Description of Asset Kerb or channel at carriageway edge. Legal Obligations Highways Act 1980 and related legislation places duty to maintain highways, including kerbs and channels on highway authority. Inventory Information Summary: Scale and size of asset Total Kerbs 2,710.7km Rural Normal Safety Drainage Other A roads B Roads C Roads U/C Roads Urban Normal Safety Drainage Other A roads B Roads C Roads U/C Roads rd March 2009

61 Location and type of Inventory Information on carriageway locations, lengths and type of carriageway edge asset is held on Exor database in electronic form. Coverage of Inventory data Good information on type and location is held on Exor database. Condition of kerb or channel is not recorded. Reliability of Inventory data Kerb and channel information held on Exor database is usually reliable and generally up to date. System for managing and updating data Information is updated following completion of major improvement and surfacing works or construction of new roads. Some delays currently occur in adding information to the system. Inspection and Assessment Regimes: Safety Inspections Safety inspections of roads are carried out by driven Inspections in accordance with Highways Inspection Manual (ref?) as summarised below:- Description Frequency of Inspection A, B, and some C Class roads Monthly Most C Class and some Unclassified 3 Monthly Some C Class and Unclassified 6 Monthly Inspections of footways and cycleways are made in accordance with the Highways Inspection Manual as below:- Description Footways in Main Shopping Area Footway in Busy Urban Area Other Urban and Rural Areas Cycleway on Carriageway Cycleway remote from Carriageway Frequency of Inspection Monthly Walked 3 Monthly Walked As adjoining c/w As Carriageway 6 Monthly Walked In addition Inspections are made in response to Customer Care Unit calls and reports from others. Inspections are made of work carried out by public utilities and others in accordance with New Roads and Street Works Act, which can include checking replacement of kerbs and channels rd March 2009

62 Safety Inspections and reports identify kerbs or channels where there are safety problems such as missing, badly damaged or misaligned kerbs. Service and Condition Inspection Regime Service and condition surveys are not usually carried out as their condition does not change significantly unless damaged. It would be expected that the Safety Inspections would be adequate to identify problems. Divisional Highways staff report and identify condition issues in connection with normal duties. System for recording inspections Creation of New Assets Paper based records are kept of safety inspections. Locations and type of kerb or channel are stored on Exor database in electronic form, but condition information is not recorded. New Roads by Developers Private developers construct roads which often include kerbs or channels and are adopted as public highways under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption. Inventory data requires updating after adoption. Works by Highway Authority New roads or major highway maintenance schemes carried out by the highway authority can result in the installation of new kerbs and channels and alterations to existing carriageway edges. Road safety and integrated transport schemes can result in new or altered kerbs and channels being provided as part of the scheme. These can include dropped kerbs to facilitate pedestrian crossings and raised kerbs at bus stops. The new asset is constructed in accordance with current design standards, with a maintenance period or similar. Inventory data is updated following opening of new road rd March 2009

63 Maintenance Regimes: Reactive Maintenance Regime Edge of carriageway defects are attended to in accordance with the response times set out in the Highways Inspection Manual. Generally serious damage or defects are repaired or signed within 24 hours. Other defects are usually repaired within a week or 3 months, depending on the type and location of defect, or less serious defects may be monitored. Routine Maintenance Procedure A programme of routine maintenance of the highway network is carried out through Wiltshire Highways and includes sweeping of the carriageway surface when required for safety reasons. Sweeping to remove litter is currently the responsibility of the District Councils. Minor repairs to carriageway edges are carried out as part of the routine maintenance of the highway network in response to needs identified by the Divisional Highway Managers, depending on the availability of resources. The routine maintenance of the highway network includes the control of weed and grass growth in channels and at kerbs as resources allow. This work generally has low priority in comparison with safety work. Planned Maintenance Procedure A programme of planned maintenance of the highway network is carried out annually, with the schemes including carriageway reconstruction, surfacing or surface dressing. Generally major highway maintenance work on Principal Roads includes the provision of kerbs where these are not already present. There is currently no programme of replacing or renewing kerbs and channels, and this work is usually only necessary as part of a more substantial maintenance or improvement scheme. System for recording maintenance data A record of the locations of the repaired edge of carriageway defects is held in the Exor database, which is updated shortly after completion of the work. The Exor database is updated on completion of the planned maintenance works and new construction to record the details of the work completed rd March 2009

64 Key Asset Performance Targets: National and Local Targets Public Perception of Asset Public Perception There are currently no specific targets with regard to kerbs and channels. The now discontinued Footway Condition Indicator (BVPI 187) included consideration of kerb condition, but because of inconsistencies of results with this indicator it is not proposed to use it. The aim is to maintain footways at existing condition. Historically there has been a high level of public dissatisfaction with the condition of the footways as a result of low levels of investment in maintenance. Weed growth in the channels does give rise to complaints by the public. Public Expectation The public expect channels and kerbs to free of weeds and grass, and for footways and kerbs to be in good condition, smooth and free from blemishes and unsightly patches, but this is unlikely to be achievable within anticipated maintenance budgets. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Carriageways may be located in areas of particular sensitivity, such as near schools, hospitals or in residential areas where restrictions on working may apply. Where possible the use of plastic kerbs making use of recycled materials will generally be preferred. These kerbs also have less risk in connection with operatives lifting them into position. A number of roads located in Conservation Areas may require the use specific materials such as stone kerbs or channels to enhance the appearance of a particular location. Damaged or displaced kerbs and channels can result in accidents, with risk of injuries, claims and prosecutions as a result of inadequate or inappropriate maintenance and care rd March 2009

65 Risk Management Disposal of Asset A programme of Safety Inspections of the highway network with appropriate reactive maintenance can generally reduce the risks associated with kerbs and channels. Removal of Kerbs and Channels Asset Value Generally kerbs and channels are not removed from the network. Replacement Value It is not intended to calculate separate replacement values for kerbs and channels as these will be included in the carriageway replacement value. Current Maintenance Expenditure Asset Condition Separate maintenance budgets are not identified for kerbs and channels as they are usually only upgraded or replaced as part of larger footway or carriageway schemes. The budget for Routine Maintenance includes an allowance for weed control, part of which is spent in dealing with weeds and grass growth in channels and at kerbs. Current Condition Future Condition No condition information is currently recorded. Kerbs and channels will continue to be monitored as part of the highway inspection procedures. Repairs and replacement will be made as necessary. On Principal Roads there will be presumption that kerbs will be provided when major maintenance works are being carried out rd March 2009

66 Summary Improvement Plan for Asset: Short term Medium term Long term Asset Group: Roads Asset Type: Edge of Carriageway The physical condition of kerbs and channels on the County s highway network generally do not give great cause for concern, but the condition of the related footways is often a matter of public dissatisfaction. The cleanliness and appearance of kerbs and channels is of particular interest to the public, especially with regard to weed growth. When badly damaged or unsafe kerbs are identified these will be replaced as necessary. There is a need to establish good weed control and road sweeping in order to improve the appearance of the highway network. The introduction of kerbs on the Principal Road network should continue as part of planned maintenance schemes. A programme of providing kerbs and channels on minor roads to reduce over run should be considered rd March 2009

67 36 23 rd March 2009

68 Asset Group: Asset Type: Roads Centre Reserves and Traffic Islands Function: To improve safety by separating or channelling traffic flows, providing refuge for pedestrians and to provide edge restraint to carriageways. Description of Asset Kerbs, paving, grassed areas and surfacing of traffic islands and splitter islands. Legal Obligations Highways Act 1980 and related legislation places duty to maintain highways, including centre reserves and traffic islands, on highway authority. Inventory Information Summary: Scale and size of asset Rural Area Sq m A roads 5,079 B Roads 942 C Roads 2,377 U/C Roads 5,056 13,454 Urban Normal A roads 6,450 B Roads 842 C Roads 1,277 U/C Roads 2,168 10, rd March 2009

69 Total Central Islands 24,191 Wiltshire Transport Asset Management Plan Centre reserves and islands sometimes have safety fences and barriers associated with them and these are treated as a separate asset type. Location and type of Inventory Information on carriageway locations, lengths, widths and surface construction type is held on Exor database in electronic form. Coverage of Inventory data Good information on location, type and size is held on Exor database. Condition is not recorded. Reliability of Inventory data Centre Reserve and traffic island information held on Exor database is usually reliable and generally up to date. System for managing and updating data Information is updated following completion of major improvement and surfacing works or construction of new roads. Some delays currently occur in adding information to the system. Inspection and Assessment Regimes: Safety Inspections Safety inspections of roads are carried out by driven Inspections in accordance with Highways Inspection Manual (ref?) as summarised below:- Description Frequency of Inspection A, B, and some C Class roads Monthly Most C Class and some Unclassified 3 Monthly Some C Class and Unclassified 6 Monthly In urban areas some central islands may be inspected as part of the footway inspection regime. In addition Inspections are made in response to Customer Care Unit calls and reports from others. Inspections are made of work carried out by public utilities and others in accordance with New Roads and Street Works Act, which can include checking replacement of kerbs and channels. Safety Inspections and reports identify locations where there are safety problems such as damaged kerbs or paving rd March 2009

70 Service and Condition Inspection Regime Wiltshire Transport Asset Management Plan Service and condition surveys are not usually carried out as their condition does not change significantly unless damaged. It would be expected that the Safety Inspections would be adequate to identify problems. Divisional Highways staff report and identify condition issues in connection with normal duties. System for recording inspections Creation of New Assets Paper based records are kept of safety inspections. Locations and type of Centre Reserves and Traffic Islands are stored on Exor database in electronic form, but condition information is not recorded. New Roads by Developers Private developers construct roads which often include traffic islands or central reserves, and these are adopted as public highways under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption. Inventory data requires updating after adoption. Works by Highway Authority Maintenance Regimes: New roads, major highway maintenance and integrated transport schemes carried out by the highway authority can result in the installation of new islands and central reserves. The new asset is constructed in accordance with current design standards, with a maintenance period or similar. Inventory data is updated following opening of new road. Reactive Maintenance Regime Defects are attended to in accordance with the response times set out in the Highways Inspection Manual (ref?). Generally serious damage or defects are repaired or signed within 24 hours. Other defects are usually repaired within a week or 3 months, depending on the type and location of defect, or less serious defects may be monitored. Routine Maintenance Procedure A programme of routine maintenance of the highway network is carried out through Wiltshire Highways. Minor repairs to islands and central reserves are carried out as part of the routine maintenance of rd March 2009

71 the highway network in response to needs identified by the Divisional Highway Managers, depending on the availability of resources. The routine maintenance of the highway network includes the control of weed and grass growth in channels and the sweeping of carriageways near traffic islands, but this work often has low priority in comparison with other work. Planned Maintenance Procedure A programme of planned maintenance of the highway network is carried out annually, with the schemes including carriageway reconstruction or surfacing schemes which can include the replacement or refurbishment of islands and central reserves. There is currently no programme of replacing or renewing islands and central reserves, and this work is usually only necessary as part of a more substantial maintenance or improvement scheme or when damage occurs. System for recording maintenance data A record of the locations of the repaired defects is held in the Exor database, which is updated shortly after completion of the work. The Exor database is updated on completion of the planned maintenance works and new construction to record the details of the work completed. Key Asset Performance Targets: National and Local Targets Public Perception of Asset Public Perception There are currently no specific targets with regard to centre reserves and islands, but the Footway Condition Indicator (BVPI 187) can include consideration of them in certain circumstances. The current target is to maintain footways at existing condition. Progress on achieving the targets is reported regularly to Cabinet and included in the APR. Historically there has been a high level of public dissatisfaction with the condition of the highway network, and this is often the case with regard to weed growth in the channels and on central reserves and islands. Public Expectation The public expect channels and islands to free of weeds and grass, and in good condition, with the surface of islands smooth and free from blemishes and unsightly patches, especially where used by rd March 2009

72 pedestrians. This is unlikely to be achievable within anticipated maintenance budgets. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Traffic islands and Central Reserves may be located in areas of particular sensitivity, such as near schools, hospitals or in residential areas where restrictions on working may apply. A number of roads are located in Conservation Areas and in some cases it may be desirable to use particular materials on traffic islands to enhance the appearance of a particular location. Damaged traffic islands and centre reserves can result in accidents, with risk of injuries, claims and prosecutions as a result of inadequate or inappropriate maintenance and care. Risk Management Disposal of Asset A programme of Safety Inspections of the highway network with appropriate reactive maintenance can generally reduce the risks associated with traffic islands and centre reserves. Removal of Traffic Islands and Centre Reserves Asset Value Generally traffic islands and centre reserves are not removed from the network unless there are safety problems associated with them. Replacement Value It is not intended to calculate separate replacement values for traffic islands and centre reserves, and these will generally be included in the carriageway replacement value. Current Maintenance Expenditure Separate budgets are not identified for planned maintenance of traffic islands and centre reserves as they are usually only upgraded or replaced as part of larger footway or carriageway schemes. The budget for Routine Maintenance includes an allowance of 46,000 for sweeping, part of which is spent in dealing with channels rd March 2009

73 Asset Condition Wiltshire Transport Asset Management Plan at islands and centre reserves. A budget of 30,000 was included for weed control in 2006/7. Current Condition Future Condition No condition information is currently recorded. No targets have been set for central reserves and traffic islands. Condition of central reserves and traffic islands will be monitored through highway inspection process. Defects and damage will be repaired and made good as necessary. A programme of providing dropped kerbs at key locations will continue, subject to finance rd March 2009

74 Summary Improvement Plan for Asset: Short term Medium term Long term Asset Group: Roads Asset Type: Centre Reserves and Traffic Islands The condition of centre reserves and islands is of some concern because of the limited maintenance expenditure over the years. The cleanliness and appearance of kerbs and channels is often matters of dissatisfaction to the public, especially with regard to weed growth. The need to improve the appearance of the highway network needs to be balanced against the safety needs of the network. There is a need to establish good weed killing and road sweeping in order to improve the appearance of the highway network. A programme of maintenance and improvement should be considered for centre reserves and traffic islands, initially focused on those in worst condition. A programme of planned maintenance and improvement could be developed for centre reserves and islands in the longer term rd March 2009

75 44 23 rd March 2009

76 Asset Group: Asset Type: Roads Grass Verges Function: To accommodate signs, lighting, drainage, earthworks and services outside the carriageway, and to provide visibility for drivers. Description of Asset Grassed areas adjacent to carriageways. Related assets are kerbs, roadside ditches, hedges and road signs Legal Obligations Highways Act 1980 and related legislation places duty to maintain highways, including verges on highway authority. Inventory Information Summary: Scale and size of asset Total Verges 12,014,514 sq m Rural Area Sq m A roads 483,102 B Roads 241,841 C Roads 746,149 U/C Roads 2,207,918 3,679,010 Urban Normal A roads 204,466 B Roads 830,788 C Roads 4,393,512 U/C Roads 2,906, rd March 2009

77 8,335,504 Location and type of Inventory Verge locations, areas of regularly cut verge and visibility splays are recorded on the Exor database in electronic form. Information is held in paper form on the verges designated as Protected Verges because of their high ecological value. Coverage of Inventory data Good information on type and location is held on Exor database. Condition of verge is not recorded. Reliability of Inventory data Verge information held on Exor database is usually reliable and generally up to date. System for managing and updating data Information should be updated following completion of major improvement and surfacing works or construction of new roads. Some delays currently occur in adding information to the system. Inspection and Assessment Regimes: Safety Inspections Safety inspections of roads would generally be expected to identify serious safety problems in connection with verges. They are carried out by driven Inspections in accordance with Highways Inspection Manual as summarised below:- Description Frequency of Inspection A, B, and some C Class roads Monthly Most C Class and some Unclassified 3 Monthly Some C Class and Unclassified 6 Monthly In addition Inspections are made in response to Customer Care Unit calls and reports from others. Inspections are made of work carried out by public utilities and others in accordance with New Roads and Street Works Act, which includes checking verge reinstatements. Service and Condition Inspection Regime Formal service and condition surveys of verges are not carried out at regular intervals. The condition of verges, visibility splays and other rd March 2009

78 key areas, are monitored by Wiltshire Highways staff, especially during the growing season. Verges of high ecological value are identified as Protected Verges and are monitored regularly for their ecological and nature conservation status. System for recording inspections Creation of New Assets Paper based records are kept of safety inspections. Locations of visibility splays and similar sites are stored on the Exor database in electronic form. Records on paper are kept of the ecological assessments of the Protected Verges. New Roads by Developers Private developers construct roads which often include grass verges and these are adopted as public highways under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption. Inventory data requires updating after adoption. Works by Highway Authority Maintenance Regimes: New roads or major highway maintenance schemes carried out by the highway authority can result in the creation of new grass verges. Reactive Maintenance Regime Safety defects in verges are attended to in accordance with the response times set out in the Highways Inspection Manual. Carriageway edge deterioration over 100mm deep on a Group 1 road is dealt with as a priority. Verge over run and damage on some rural roads where verges are overridden by HGVs or agricultural vehicles may not constitute a safety defect unless the carriageway edge is being damaged as a result. Visibility splays and similar areas of grass verges are mown as necessary as part of the routine maintenance of the network by Wiltshire Highways. Routine Maintenance Procedure A programme of grass cutting of rural verges is carried out twice a year. This work is arranged by Wiltshire Highways and co-ordinated rd March 2009

79 with the District Councils who are currently responsible for litter collection. In urban areas the District Councils currently carry out a more frequent cutting regime for amenity purposes. The routine maintenance of the highway network includes the control of weed growth in verges. Particular care is taken with regard to the procedures for noxious weeds. This work is generally seasonal and timing can depend on weather and rates of growth. On Protected Verges particular maintenance regimes are established to ensure the ecological value of the sites are maintained. Planned Maintenance Procedure There was previously no programme of upgrading and refurbishing verges. In 2008/9 a programme of verge repair was initiated to deal with badly damaged verges, particularly in the north of the county. System for recording maintenance data Currently maintenance operations on grass verges are not recorded on the Inventory. Key Asset Performance Targets: National and Local Targets Public Perception of Asset Public Perception There are currently no specific targets with regard to Grass verges. Historically there has been a high level of public dissatisfaction with the condition of grass verges, particularly with regard to litter and weed growth. Damage to verges by vehicles leaving the road has become a particular problem recently following a series of wet summers. There is a concern that filling verge overrun results in roads being widened, leading to increased vehicle speeds and making minor roads more attractive as rat runs. Public Expectation The public expect verges to be free of weeds and litter, and to be in good condition and tidy. Within anticipated budgets it is unlikely that these aspirations can be met, especially with regard to rural verges. There is an expectation that the highway verge will be hard and capable of taking the weight of a vehicle leaving the road rd March 2009

80 Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Some verges are designated as Protected Verges because of their ecological value and have an appropriate maintenance regime. Others may be in areas of ecological value and may be subject to agreements regarding maintenance procedures. Verges may contain items such as milestones which may be designated, or which may have important heritage value. The condition of grass verges can be important to the appearance of conservation areas and historic sites. Uncontrolled grass or weed growth in verges can obscure visibility for drivers, pedestrians and other road users, leading to safety problems, particularly at junctions. Verges need to be free from hazards to enable occasional pedestrian or equestrian use. Damage to verges by HGVs and agricultural vehicles can result in claims from vehicles leaving the road where verges are rutted. Risk Management Disposal of Asset A programme of routine maintenance involving a grass cutting programme, supported by appropriate reactive maintenance can generally reduce the main risks associated with the maintenance of grass verges. A programme of verge strengthening has been initiated in 2008/9 to reduce verge damage at key locations. Removal of Grass verges Generally verges are not removed from the network. It is possible for surplus areas to be stopped up in which case they will generally revert to adjoining landowners rd March 2009

81 Asset Value Replacement Value It is not intended to calculate separate replacement values for verges as these will be included in the carriageway replacement value. Current Maintenance Expenditure Asset Condition The cutting of rural grass verges is currently budgeted at 250,000 in 2006/7, but the actual expenditure each year may depend on weather and growth. The budget for Routine Maintenance includes an allowance for weed control, part of which is spent in dealing with weeds and grass growth in verges. Current Conditions There are currently no condition indicators for grass verges. An assessment by Divisional Highways Area staff in 2008 identified approximately 1,000,000 worth of work to address verge damage. Future Conditions The programme of rural grass cutting twice a year, with additional cutting of visibility splays will continue. In urban areas additional cutting for amenity reasons will continue. Increased frequency of grass cutting is unlikely to be affordable, especially for rural areas. The special treatment of Protected Verges should continue for those areas considered to be of particularly high ecological value. Subject to the availability of funding a programme of verge strengthening should be continued in future years rd March 2009

82 Summary Improvement Plan for Asset: Short term Medium term Long term Asset Group: Roads Asset Type: Grass Verges The physical condition of grass verges on the County s highway network generally do not give great cause for concern, but the cleanliness and appearance of the verges is of particular interest to the public, especially with regard to litter and weed growth. A programme of verge strengthening would reduce claims for vehicle damage and improve public satisfaction. There is a need to establish good weed control and grass cutting, especially in the urban areas in order to improve the appearance of the highway network. A regular programme of verge strengthening works should be established. Information held in the Inventory regarding Protected Verges, Visibility Splays and verges cut by District Councils should be updated. The perception of the condition of the highway network would be improved by the introduction of more effective litter collection and improved verge maintenance in the rural areas. No proposals at this stage rd March 2009

83 52 23 rd March 2009

84 Asset Group: Asset Type: Roads Safety Fences Function: To provide vehicle retention at locations where there are potential hazards, including at centre reserves on dual carriageways. Description of Asset Vehicle retaining systems including box beam and corrugated steel safety fences and pedestrian barriers. Legal Obligations Highways Act 1980 and related legislation places duty to maintain highways on highway authority, and enables barriers and fences to be erected. Inventory Information Summary: Scale and size of asset Total Safety Fence 24,381 m Rural Corrugated Box Other A roads 1,173 1, B Roads C Roads U/C Roads ,213 1,729 1,404 Urban Corrugated Box Other A roads 11,013 2, B Roads C Roads 1,891 1, U/C Roads rd March 2009

85 13,768 4, Location and type of Inventory Information on safety fence locations, lengths and types is held on Exor database in electronic form. Coverage of Inventory data Good information on type and location is held on Exor database. Condition of kerb or channel is not recorded. Reliability of Inventory data Safety fence information held on Exor database is usually reliable and generally up to date. System for managing and updating data Information is updated following completion of major improvement works or construction of new roads involving safety fences. Some delays currently occur in adding information to the system. Inspection and Assessment Regimes: Safety Inspections Safety inspections of roads should identify damaged safety fences. These are carried out by driven Inspections in accordance with Highways Inspection Manual as summarised below:- Description Frequency of Inspection A, B, and some C Class roads Monthly Most C Class and some Unclassified 3 Monthly Some C Class and Unclassified 6 Monthly In addition Inspections are made in response to Customer Care Unit calls and reports from others. Inspections are made of work carried out by public utilities and others in accordance with New Roads and Street Works Act, which can include checking the integrity of safety fences affected by works. Reports of damage to fences and barriers may be reported by the police or public following vehicle collisions. Service and Condition Inspection Regime Service and condition surveys have not been carried out as often as they should have been in previous years, but a series of inspections was instituted in 2006/7. The future inspection regime will continue, rd March 2009

86 and maintenance work will depend on the outcome of those assessments. Divisional Highways staff report and identify condition and damage issues in connection with normal duties as these arise or are reported to them. System for recording inspections Creation of New Assets Paper based records are kept of safety inspections. Locations and type of safety fences are stored on Exor database in electronic form, but condition and inspection information is not currently recorded. New Roads by Developers Private developers construct roads which can include safety fences and these are adopted as public highways under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption. Inventory data requires updating after adoption. Works by Highway Authority Maintenance Regimes: New roads or major highway maintenance schemes carried out by the highway authority can result in the installation of new safety fences. The new asset is constructed in accordance with current design standards, with a maintenance period or similar. Inventory data is updated following opening of new road. Reactive Maintenance Regime Safety fence defects are attended to in accordance with the response times set out in the Highways Inspection Manual. Generally serious damage or defects are repaired or signed within 24 hours. Other defects are usually repaired within a week or 3 months, depending on the type and location of defect, and the condition of less serious defects may be monitored. Routine Maintenance Procedure A programme of routine maintenance of safety fences has not been carried out in past and a programme of inspection and maintenance work was started in 2006/7. The scale of maintenance programme depends on the outcome of the initial inspections. Planned Maintenance Procedure A programme of planned renewal and refurbishment of safety fences has not yet been established rd March 2009

87 System for recording maintenance data A record of the maintenance work carried out on safety fences needs to be established on the Exor database. Key Asset Performance Targets: National and Local Targets Public Perception of Asset Public Perception There are currently no specific targets with regard to safety fences. Damaged and poorly maintained safety fences are often conspicuous and can give the highway network a dilapidated and untidy appearance, as well as being an obvious indication that safety standards may not be being met in locations already identified as being potentially hazardous. Public Expectation The public expect safety fences to be in good condition and operating effectively. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Safety fences may be located in areas of particular environmental sensitivity, where restrictions on working may apply. The use of safety fences in Conservation Areas and similar areas may require careful design considerations. Damaged or poorly maintained safety fences may not be effective in reducing the seriousness of accidents. Risk Management A programme of Safety Inspections and programmed maintenance should improve the operation of safety fences rd March 2009

88 Disposal of Asset Removal of Safety Fences Asset Value Generally safety fences are not removed from the network. It is possible as result of the removal of a hazard or change in conditions a safety fence may become redundant, and it will then be removed and the site made good. Replacement Value Replacement values for safety fences have not yet been calculated. Current Maintenance Expenditure Asset Condition A budget of 25,000 was identified for inspection and tensioning of Safety Fences in the 2006/7 Routine Highways Budget, with an allowance of 45,000 for Repairs and Maintenance. Current Condition Future Condition Generally safety fences are in good condition, but because of their locations can be prone to damage. A programme of regular inspection and maintenance is required to ensure that the safety fences are in good condition rd March 2009

89 Summary Improvement Plan for Asset: Short term Medium term Long term Asset Group: Roads Asset Type: Safety Fences Safety fences can make an important contribution to road safety provided they are kept in good condition. Safety Fences have not been subject to regular inspection and maintenance in the past. The introduction of an annual inspection regime in 2006/7 enabled a programme of maintenance to be programmed and budgeted for. The condition and appearance of safety fences is particularly noticeable to drivers and the public, and poor maintenance and repair can give a negative impression of the condition of the highway network. There is a need to establish a better inspection and maintenance programme for safety fences. The condition of safety fences and inspection programme should be included in the Highway Inventory. A review should be undertaken of the need for existing safety fences, and a policy developed for the provision of additional safety fences on the highway network. The establishment of a planned replacement, refurbishment and renewals of safety fences should be considered rd March 2009

90 Asset Group: Asset Type: Roads Road Markings and Studs Function: To provide information to drivers, including regarding legally enforceable restrictions, and to improve road safety. Description of Asset Road markings, painted lines, studs and cats eyes in the carriageway. Legal Obligations Highways Act 1980 and related legislation places duty to maintain highways, including road markings on highway authority. Some markings and lines are legally enforceable and need to be clearly visible. Inventory Information Summary: Scale and size of asset Rural Urban Rural Total Road Marking (No.) 14,064 6,511 20,575 Long lines (m) 818,184 1,043,809 1,861,993 Road Studs (No.) 947 2,324 3,271 Location and type of Inventory Information on road markings and studs is held on Exor database in electronic form rd March 2009

91 Information on road markings for waiting restrictions in connection Decriminalised Parking Enforcement is recorded on drawings held in electronic form and available on internet. Coverage of Inventory data Information on locations and types of road markings and studs held on Exor database may be out of date. Information on road markings in connection with waiting restrictions is being updated. Information on pedestrian crossings and signal controlled junctions is held on an Excel spreadsheet. Reliability of Inventory data Information on locations and types of road markings and studs held on Exor database may be out of date. Information on road markings in connection with waiting restrictions is generally reliable. Information on pedestrian crossings and signal controlled junctions is generally reliable. System for managing and updating data Information on locations and types of road markings and studs is not updated. Information on road markings in connection with waiting restrictions is recent and will be updated following any changes. Inspection and Assessment Regimes: Safety Inspections Safety inspections are carried out by driven Inspections in accordance with Highways Inspection Manual and should identify serious safety defects. In addition Inspections are made in response to Customer Care Unit calls and reports from others. Inspections are made of work carried out by public utilities and others in accordance with New Roads and Street Works Act, which can include replacing road markings. Service and Condition Inspection Regime Condition inspections of Road Markings are carried out as necessary by Wiltshire Highways staff to identify annual programmes of refurbishment works rd March 2009

92 Lining and road marking is generally reviewed and updated when major highway surfacing work is carried out. System for recording inspections Creation of New Assets Paper based records are kept of safety inspections. Results of other inspections in connection with road markings are generally not recorded, but a list is prepared annually of sites needing renewal or refurbishment. New Roads by Developers Private developers construct roads which are adopted as public highways under Section 38 or similar agreements. The condition of road markings and studs are inspected and approved before adoption. Inventory data should be updated after adoption. Works by Highway Authority Maintenance Regimes: New roads and surfacing schemes result in new road markings and studs. The new asset is constructed in accordance with current design standards, with a maintenance period or similar. Inventory data should be updated following opening of new road. Reactive Maintenance Regime Carriageway defects attended to in accordance with the response times set out in the Highways Inspection Manual. Generally serious damage or defects which can include markings are repaired or signed within 24 hours. Other defects are usually repaired within a week or 3 months, depending on the type and location of defect, or less serious defects may be monitored. Routine Maintenance Procedure A programme of routine maintenance of road markings is carried out annually by Wiltshire Highways and includes replacement of worn lines and missing road studs. Planned Maintenance Procedure A programme of planned maintenance of the highway network is carried out annually, with the schemes including carriageway reconstruction, surfacing or surface dressing. This work requires the replacement of existing road markings. The opportunity is taken to review the road markings and studs to ensure they are appropriate rd March 2009

93 System for recording maintenance data Wiltshire Transport Asset Management Plan Generally maintenance work on road markings and studs is not recorded. Key Asset Performance Targets: Local and National Indicators Public Perception of Asset Public Perception There are currently no targets for road markings and studs. Road markings and studs in poor condition are immediately apparent to the travelling public. The lack of clear markings can make driving difficult especially at night and in adverse weather conditions. This can add to an impression of a network being in poor condition. Public Expectation The public expect road markings and studs to be present and clearly visible. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Carriageways may be located in areas of particular sensitivity, such as near schools, hospitals or in residential areas where restrictions on working may apply. A number of roads are located in Conservation Areas and in some cases it may be desirable to use particular materials and markings to enhance the appearance of a particular location, such as the use of primrose narrow waiting restriction lines in Conservation Areas. Worn road markings and missing studs can lead to driver uncertainty and do not help road safety. In some cases missing or obscured lines may make enforcement of legal orders difficult. Risk Management A programmed and targeted maintenance programme for road markings and studs can improve road safety rd March 2009

94 Disposal of Asset Removal of Road Markings and Studs Asset Value Sometimes changes in regulations or improvement schemes may result in the removal of markings and studs. Care needs to be taken with regard to removal to ensure health and safety procedures are being followed with regard to some of the materials used. Replacement Value Replacement value has not yet been calculated for road markings and studs. Current Maintenance Expenditure Asset Condition The budget for routine maintenance of road markings and studs for 2006/7 was 277,500. This excludes the cost of refurbishing waiting restriction markings in connection with Decriminalised Parking which was a one off cost. Current Condition Future Condition No records of road marking and stud conditions are kept, but they are subject to regular inspection by Divisional Highway staff and there is a programme of renewal. A programme of regular road marking and stud renewal is required in order to keep them effective. Priority needs to be given to stop lines and double white line markings rd March 2009

95 Summary Improvement Plan for Asset: Short term Medium term Long term Asset Group: Roads Asset Type: Road markings and Studs The condition of road markings and studs on the County s highway network has not been as high as would be desired, and there is still a backlog of work required. Clear road markings and studs can make a significant contribution to road safety. Road markings and studs in poor condition are immediately apparent to the travelling public, and can give an adverse image of the condition of the network. The programme of planned refurbishment of road markings and studs should continue, with consideration given to enlarging the programme should funding allow. Consideration should be given to updating the inventory information, particularly with regard to double white line systems and stop lines. Consideration should be given to updating the inventory information held regarding all road markings if this is considered to have operational benefits. Consideration should be given to holding all road marking information on a single system rd March 2009

96 Asset Group: Asset Type: Roads Traffic Calming and Road Humps Function: To reduce vehicle speeds. Asset Description Road humps, raised platforms, kerbed islands, build outs and other features intended to moderate vehicle speeds. Legal Obligations Highways Act 1980 and related legislation places duty to maintain highways on highway authority, and enables construction of traffic calming features and speed humps. Inventory Information Summary: Scale and size of asset Inventory data held on database is out of date. Location and type of Inventory Information on road humps and speed tables is held on Exor database in electronic form. Coverage of Inventory data Only limited information on type and location of feature is held on Exor database as the data has not been regularly updated. Condition of road humps and speed tables is not recorded. Reliability of Inventory data Information held on Exor database on road humps and speed tables is not reliable and is generally not up to date rd March 2009

97 System for managing and updating data Information is should be updated following completion of schemes, but this is generally not done. Inspection and Assessment Regimes: Safety Inspections Safety inspections of roads are carried out by driven Inspections in accordance with Highways Inspection Manual as summarised below:- Description Frequency of Inspection A, B, and some C Class roads Monthly Most C Class and some Unclassified 3 Monthly Some C Class and Unclassified 6 Monthly In addition Inspections are made in response to Customer Care Unit calls and reports from others. Inspections are made of work carried out by public utilities and others in accordance with New Roads and Street Works Act, which can include checking replacement of road surface, kerbs and channels. Safety Inspections and reports identify road humps and speed tables where there are safety problems. Service and Condition Inspection Regime Service and condition surveys are not usually carried out as it would be expected that the Safety Inspections would be adequate to identify problems. Divisional Highways staff report and identify condition issues in connection with road humps and speed tables as part of their normal duties. System for recording inspections Paper based records are kept of safety inspections. Locations and type of road humps and speed tables could be stored on Exor database in electronic form, but condition information is not recorded rd March 2009

98 Creation of New Assets New Roads by Developers Private developers construct roads which often include road humps and speed tables and are adopted as public highways under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption. Inventory data requires updating after adoption. Works by Highway Authority Maintenance Regimes: New schemes carried out by the highway authority can result in the installation of new road humps and speed tables. The new asset is constructed in accordance with current design standards, with a maintenance period or similar. Inventory data is updated following opening of new road. Reactive Maintenance Regime Road hump and speed table defects are attended to in accordance with the response times set out in the Highways Inspection Manual. Generally serious damage or defects are repaired or signed within 24 hours. Other defects are usually repaired within a week or 3 months, depending on the type and location of defect, or less serious defects may be monitored. Routine Maintenance Procedure There is currently no programme of maintenance specifically for road humps and speed tables. Planned Maintenance Procedure A programme of maintenance of the highway network is carried out, which includes resurfacing and overlays. Where traffic calming is included in the area of treatment the maintenance of these features is included in the programme. There is currently no programme of replacing or renewing road humps and speed tables, and this work is usually only carried out as part of more substantial maintenance or improvement schemes. System for recording maintenance data Maintenance of road humps and speed tables is currently not recorded in the Exor database rd March 2009

99 Key Asset Performance Targets: National and Local Targets Public Perception of Asset Public Perception There are currently no specific targets with regard to the condition road humps and speed tables, but they can be considered to contribute to the road safety targets. The operation of road humps and speed tables is of particular interest to local residents, and deteriorating condition or damage to features is often a matter of concern to residents and local users. Public Expectation The public expect road humps and speed tables to be in good condition, and effective at reducing traffic speeds. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Traffic Calming and Road Humps may be located in areas of particular sensitivity, such as near schools, hospitals or in residential areas where restrictions on working may apply. A number of traffic calming measures are located in Conservation Areas and other sensitive locations where it may be desirable to use particular materials to enhance the appearance of a particular location. Damage road humps and speed tables could result in accidents, with risk of injuries, claims and prosecutions as a result of inadequate or inappropriate maintenance and care. Risk Management A programme of Safety Inspections of the highway network with appropriate reactive maintenance can generally reduce the risks associated with road humps and speed tables rd March 2009

100 Disposal of Asset Removal of Road Humps and Speed Tables Asset Value Road humps and speed tables may be removed from the network when circumstances change and they are no longer necessary. Generally they would be reinstated as carriageway. Replacement Value It is not intended to calculate separate replacement values for road humps and speed tables as these will be included in the carriageway replacement value. Current Maintenance Expenditure Asset Conditions Separate maintenance budgets are not identified for road humps and speed tables as they are usually only upgraded or replaced as part of larger carriageway maintenance schemes. Current Conditions Future Condition Most traffic calming features are of fairly recent construction and generally do not give major concern about their condition. However, they are prone to damage and deterioration if not properly constructed and need to be monitored. Traffic Calming, road humps and similar features need to be monitored in order to ensure that they do not create a safety hazard rd March 2009

101 Summary Improvement Plan for Asset: Short term Medium term Long term Asset Group: Roads Asset Type: Traffic Calming and Road Humps The road humps and speed tables on the County s highway network are generally fairly new and consequently are usually in fairly good condition. However, the impact of traffic does cause their condition to deteriorate, often at a faster rate than the adjoining carriageway. The effectiveness of road humps and speed tables is of particular interest to the public, especially local residents. There is a need to ensure effective maintenance of road humps and speed tables to assist the safety needs of the network. There is a need to update the Inventory information on the locations and types of road humps and speed tables. The introduction of a programme of condition surveys of road humps and speed tables would be desirable. A programme of planned refurbishment of road humps and speed tables should be introduced rd March 2009

102 Asset Group: Asset Type: Footways and Cycle Routes Footways Function: To provide pedestrian routes generally adjacent to carriageways. Legal Obligations Highways Act 1980 and related legislation puts duty to maintain highways, including footways and cycleways on highway authority. Inventory Information Summary: Scale and size of asset Area of Footway 3,909,675 sq m Urban Sq m A Class Roads B Class Roads 164,913 C Class Roads 434,601 Unclassified Roads 2,381,932 Total Area Urban Footways 3,312,694 Rural A Class Roads 266,737 B Class Roads 39,918 C Class Roads 98,270 Unclassified Roads 192,056 Total Area Rural Footways 596,981 1

103 There are various manholes and access chambers in the footway which are owned by Public Utilities and others. Many of these are not owned by the Highway Authority, but defects on them are generally reported as part of the inspection regime for the footway. Location and type of Inventory Information on footway locations, lengths and type of construction is held on Exor database in electronic form. Coverage of Inventory data Good information on type and location is held on Exor database. Condition of footway information is also held. Reliability of Inventory data Type and location of footway information held on Exor database is usually reliable and generally up to date. However, the condition assessments are based on visual inspections and there appears to be inconsistency in some of the survey results. System for managing and updating data Information should be updated following completion of major improvement and surfacing works or construction of new roads. Some delays currently occur in adding information to the system. Inspection and Assessment Regimes: Safety Inspections Safety inspections of footways are made in accordance with the Highways Inspection Manual as below:- Description Footways in Main Shopping Area Footway in Busy Urban Area Other Urban and Rural Areas Frequency of Inspection Monthly Walked 3 Monthly Walked As adjoining carriageway Safety Inspection frequencies for footways adjoining carriageways are:- Description Frequency of Inspection A, B, and some C Class roads Monthly Most C Class and some Unclassified 3 Monthly Some C Class and Unclassified 6 Monthly 2

104 In addition Inspections are made in response to Customer Care Unit calls and reports from others. Inspections are made of work carried out by public utilities and others in accordance with New Roads and Street Works Act, which includes checking reinstatement of footways and pedestrian areas. Safety Inspections and reports identify locations where there are safety problems such as missing, badly damaged or misaligned paving slabs or surfaces. Service and Condition Inspection Regime Condition surveys are carried out annually on a sample of footways to provide information for BVPI 187. Divisional Highways staff report and identify condition issues in connection with normal duties. System for recording inspections Creation of New Assets Paper based records are kept of safety inspections. Information on condition surveys is stored on Exor database in electronic form. New Roads by Developers Private developers construct roads which often include footways and these are adopted as public highways under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption. Inventory data requires updating after adoption. Works by Highway Authority New roads or major highway maintenance schemes carried out by the highway authority can result in the installation of new footways and alterations to existing footways. Road safety and integrated transport schemes can result in new or altered footways being provided as part of the scheme. The new asset is constructed in accordance with current design standards, with a maintenance period or similar. Inventory data should be updated following opening of new road. 3

105 Maintenance Regimes: Reactive Maintenance Regime Footway defects are attended to in accordance with the response times set out in the Highways Inspection Manual (ref?). Generally serious damage or defects are repaired or signed within 24 hours. Other defects are usually repaired within a week or 3 months, depending on the type and location of defect, or less serious defects may be monitored. Routine Maintenance Procedure Currently routine maintenance of footways is focused on maintaining the safety of the network. Generally funding does not allow work aimed principally at improving the appearance of the network to be carried out. The routine maintenance of the highway network includes the control of weed and grass growth on footways as resources allow. This work generally has low priority in comparison with safety work. Planned Maintenance Procedure There is currently no programme of planned renewal of footways. Integrated transport schemes aimed at increasing pedestrian usage sometimes include the upgrading and refurbishment of footways particularly in urban areas. System for recording maintenance data A record of the locations of the repaired footway defects is held in the Exor database, which is updated shortly after completion of the work. Currently the Exor database is not updated following the completion of footway maintenance works. Key Asset Performance Targets: National and Local Targets Public Perception of Asset Public Perception Footway Condition Indicator (BVPI 187) includes consideration of primary and secondary walking routes, but does not include less busy routes. The current target is to maintain footways at existing condition. Progress on achieving the targets is reported regularly to Cabinet and included in the APR. 4

106 Historically there has been a high level of public dissatisfaction with the condition of the footways as a result of low levels of investment in maintenance. Public Expectation The public expect footways to be in good condition, smooth and free from blemishes and unsightly patches, but this is unlikely to be achievable within anticipated maintenance budgets. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Footways may be located in areas of particular sensitivity, such as near schools, hospitals or in residential areas where restrictions on working may apply. Particular materials may be used in town centres to enhance the appearance of the area. A number of footways are located in Conservation Areas and the use of particular materials may be required in order to enhance the appearance of a particular location. Stone paving is used extensively in historic town centres. Damaged or uneven footways can result in accidents, with risk of injuries and compensation claims as a result of inadequate or inappropriate maintenance. Risk Management Disposal of Asset A programme of Safety Inspections of the footways with appropriate reactive maintenance can generally reduce the risks associated with kerbs and channels Removal of Footways Asset Value Generally footways are not removed from the network. A stopping up or similar order would be required. Replacement Value A replacement value for footways has not yet been calculated. Current Maintenance Expenditure 5

107 An initial routine maintenance budget of about 200,000 was identified for reactive maintenance for footways in 2006/7. The actual expenditure will depend on the number of defects identified, but is likely to continue in this region with increased walked inspections likely to be carried out in the future. The budget for Routine Maintenance also includes an allowance for weed control, part of which is spent in dealing with weeds and grass growth in channels and on footways. 6

108 Asset Group: Asset Type: Footways and Cycle Routes Cycle Tracks Function: To provide cyclist routes on carriageways and pedestrian cyclist routes adjacent to or remote from carriageways. Legal Obligations Highways Act 1980 and related legislation puts duty to maintain footways and cycleways on highway authority. Inventory Information Summary: Scale and size of asset Total Cycletracks 3,783 sq m(note inventory is not up to date) Rural Area Sq m A roads 1,435 B Roads 426 C Roads 271 U/C Roads 1,573 3,705 Urban Normal A roads 0 B Roads 78 C Roads 0 U/C Roads

109 Location and type of Inventory Information on cycleway locations on carriageways is held in electronic form in the Inventory, but condition information is not held. Little information is currently held on the location, type or conditions of cycleways and cycleway/footways remote from carriageways. Coverage of Inventory data Limited information on type and location of cycleways and footways is held in the Inventory and information may be out of date. Condition of cycleway and cycleway/footway information is not held. Reliability of Inventory data Information held on cycleways and cycleway/footways is generally not reliable. System for managing and updating data Information should be updated following completion of improvement works or construction of new roads. Inspection and Assessment Regimes: Safety Inspections Safety inspections of cycleways and cycleway/footways adjacent to the carriageway are made in accordance with the Highways Inspection Manual requirements for footways as below:- Description Footways in Main Shopping Area Footway in Busy Urban Area Other Urban and Rural Areas Frequency of Inspection Monthly Walked 3 Monthly Walked As adjoining carriageway Safety Inspection frequencies for cycleways and cycleway/footways on and adjoining carriageways are made as below:- Description Frequency of Inspection A, B, and some C Class roads Monthly Most C Class and some Unclassified 3 Monthly Some C Class and Unclassified 6 Monthly 8

110 Safety Inspections for cycleways remote from the carriageway are made with the following frequencies:- Description Cycleway remote from carriageway Frequency of Inspection 6 Monthly In addition Inspections are made in response to Customer Care Unit calls and reports from others. Inspections are made of work carried out by public utilities and others in accordance with New Roads and Street Works Act, which includes checking reinstatement of cycleways and cycleway/footways. Service and Condition Inspection Regime Condition surveys are currently not carried out on cycleways and cycleway/footways. Divisional Highways staff report and identify condition issues in connection with normal duties. System for recording inspections Creation of New Assets Paper based records are kept of safety inspections. No information on condition of cycleways and cycleway/footways is currently held. New Roads by Developers Private developers construct developments which often include cycleways and cycleway/footways and these are adopted as public highways under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption. Inventory data requires updating after adoption. Works by Highway Authority New roads or major highway maintenance schemes carried out by the highway authority can result in the creation of new cycleways and cycleway/footways and alterations to existing footways. Road safety and integrated transport schemes can result in new or altered cycleways and cycleway/footways being provided as part of the scheme. The new asset is constructed in accordance with current design standards, with a maintenance period or similar. Inventory data should be updated following opening of new road. 9

111 Maintenance Regimes: Reactive Maintenance Regime Cycleways and cycleway/footways defects are attended to in accordance with the response times set out in the Highways Inspection Manual (ref?). Generally serious damage or defects are repaired or signed within 24 hours. Other defects are usually repaired within a week or 3 months, depending on the type and location of defect, or less serious defects may be monitored. Routine Maintenance Procedure Currently routine maintenance of cycleways and cycleway/footways is focused on maintaining the safety of the network. Generally funding does not allow work aimed principally at improving the appearance of the network to be carried out. The routine maintenance of the highway network includes the control of weed and grass growth on footways as resources allow. This work generally has low priority in comparison with safety work. Planned Maintenance Procedure There is currently no programme of planned renewal of cycleways and cycleway/footways. System for recording maintenance data A record of the locations of repaired cycleways and cycleway/footways defects is generally held in the Exor database. Currently the Exor database is not updated following the completion of cycleways and cycleway/footways works. Key Asset Performance Targets: National and Local Targets Public Perception of Asset Public Perception There are currently no specific targets for cycleways and cycleway/footways. Most cycleways and cycleway/footways are fairly new additions to the network and generally do not suffer from the condition problems associated with the older footways. 10

112 Public Expectation The public expect cycleways and cycleway/footways to be in good condition, smooth and free from blemishes and unsightly patches. In general cyclists would expect a higher quality of surface than would often be the case for a carriageway. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Cycleways may be located in areas of particular sensitivity, such as near schools, hospitals or in residential areas where restrictions on working may apply. Cycleways located in Conservation Areas and similar areas may require particular consideration at the design stage. Damaged or uneven cycleways and cycleway/footways can result in accidents, with risk of injuries and compensation claims as a result of inadequate or inappropriate maintenance. Risk Management Disposal of Asset A programme of Safety Inspections of cycleways and cycleway/footways with appropriate reactive maintenance can generally reduce the risks associated with kerbs and channels Removal of Footways Asset Value Generally cycleways and cycleway/footways are not removed from the network. Replacement Value A replacement value for cycleways and cycleway/footways has not yet been calculated. 11

113 Current Maintenance Expenditure No specific budget has been identified for cycleways and cycleway/footways, and maintenance is principally paid for from the footway routine maintenance budget, currently 200,000 for 2006/7. The budget for Routine Maintenance also includes an allowance for weed control, part of which may be spent in dealing with weeds and grass growth on cycleways and cycleway/footways. 12

114 Summary Improvement Plan for Asset: Short term Medium term Long term Asset Group: Footway and Cycle Routes Asset Type: Cycle Routes The increasing number of cycleways and cycleway/footways is raising the need for better maintenance, especially in view of the potential need to adopt higher standards to encourage their use. The cleanliness and appearance of cycleways and cycleway/footways is of particular interest to the public, especially cyclists. Reductions in current levels of expenditure on routine maintenance would result in less reactive maintenance on cycleways and cycleway/footways which could increase compensation claims and complaints from the public. Increases in expenditure would provide the opportunity for better inspection with higher maintenance standards. The need to improve cycleways and cycleway/footways needs to be balanced against the safety needs elsewhere on the network. There is a need to establish better Inventory data on cycleways and cycleway/footways. The Safety Inspection regime for cycleways on carriageways should be reviewed to determine whether inspection frequencies and intervention levels are appropriate. Better sweeping and cleanliness would help improve the appearance of cycleways and cycleway/footways on the highway network, and this is most likely to be achieved by working in conjunction with District Councils. The introduction of more frequent Safety Inspections of cycleways and cycleway/footways should be implemented. The introduction of a programme of planned maintenance of cycleways and cycleway/footways should be targeted at those sites in worse condition. A Programme of condition surveys could be introduced for cycleways and cycleway/footways, with the condition recorded on the Inventory. A programme of planned maintenance and renewal cold be developed for cycleways and cycleway/footways. 13

115 14 Wiltshire Transport Asset Management Plan

116 Asset Group: Asset Type: Footways and Cycle Routes Pedestrian Steps and Ramps Function: To provide routes for pedestrians generally within the highway boundaries. Legal Obligations Highways Act 1980 and related legislation puts duty to maintain highways, including steps and ramps on highway authority. Inventory Information Summary: Scale and size of asset There is little information on steps and ramps within the highway, as they have not been included in the previous Inventory collections. There are also steps and ramps on rights of way, and these are included in the Public Rights of Way Asset Group. Location and type of Inventory No information on steps and ramps within the highway is held on Exor database. Coverage of Inventory data Coverage is very poor. Reliability of Inventory data Inventory data is not available. 15

117 System for managing and updating data There is currently no means of managing and updating data. Knowledge of asset and its condition depends on local knowledge in the Divisional Highways Offices. Inspection and Assessment Regimes: Safety Inspections Safety inspections of footways are made in accordance with the Highways Inspection Manual as below:- Description Footways in Main Shopping Area Footway in Busy Urban Area Other Urban and Rural Areas Frequency of Inspection Monthly Walked 3 Monthly Walked As adjoining carriageway Safety Inspection frequencies for footways adjoining carriageways are:- Description Frequency of Inspection A, B, and some C Class roads Monthly Most C Class and some Unclassified 3 Monthly Some C Class and Unclassified 6 Monthly In addition Inspections are made in response to Customer Care Unit calls and reports from others. Inspections of footways will usually identify defects with associated steps and ramps. Service and Condition Inspection Regime Divisional Highways staff report and identify condition issues in connection with normal duties. System for recording inspections Creation of New Assets Paper based records are kept of safety inspections of footways, but specific information is not kept with regard steps and ramps. New Roads by Developers Private developers may construct roads which could include steps and ramps forming public highways under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption. Inventory data should be created or updated after adoption. 16

118 Works by Highway Authority Maintenance Regimes: New roads or major highway maintenance schemes carried out by the highway authority could result in the installation of new steps and ramps and alterations to existing footways. The new asset is constructed in accordance with current design standards, with a maintenance period or similar. Inventory data should be updated following opening of new road. Reactive Maintenance Regime Footway defects are attended to in accordance with the response times set out in the Highways Inspection Manual (ref?). Generally serious damage or defects are repaired or signed within 24 hours. Other defects are usually repaired within a week or 3 months, depending on the type and location of defect, or less serious defects may be monitored. Routine Maintenance Procedure Steps and ramps are currently maintained as part of the routine maintenance of footways, and is focused on maintaining safety. Generally funding does not allow work aimed principally at improving the appearance of the network to be carried out. The routine maintenance of the highway network includes the control of weed and grass growth on steps and ramps as resources allow. This work generally has low priority in comparison with safety work. Planned Maintenance Procedure There is currently no programme of planned renewal of steps and ramps. System for recording maintenance data A record of the locations of the repaired footway defects, which can include work on steps and ramps, is held in the Exor database, which is updated shortly after completion of the work. Key Asset Performance Targets: National and Local Targets Footway Condition Indicator (BVPI 187) includes consideration of primary and secondary walking routes, and may include associated steps and ramps, but does not include less busy routes. The current target is to maintain footways at existing condition. Progress on achieving the targets is reported regularly to Cabinet and included in the APR. 17

119 Public Perception of Asset Public Perception Historically there has been a high level of public dissatisfaction with the condition of the footways as a result of low levels of investment in maintenance. This could also be considered to be the case with steps and ramps within the highway. Public Expectation The public expect steps and ramps to be in good condition, and safe to use. Environmental and Heritage Considerations Environmental Heritage Steps and ramps may be located in areas of particular sensitivity, such as near schools, hospitals or in residential areas where restrictions on working and the need to provide access at all times may apply. Particular materials may be used in town centres to enhance the appearance of the area. Steps and ramps may be located in Conservation Areas and the use of particular materials may be required in order to enhance the appearance of a particular location. Stone paving is used extensively in historic town centres. Risk Assessment Key Risks Damaged or uneven steps and ramps can result in accidents, with risk of injuries and compensation claims as a result of inadequate or inappropriate maintenance. Risk Management Disposal of Asset A programme of Safety Inspections of the steps and ramps with appropriate reactive maintenance can generally reduce the risks associated with steps and ramps. Removal of Steps and Ramps Asset Value Generally steps and ramps are not removed from the network. 18

120 Replacement Value A replacement value for steps and ramps has not yet been calculated. Current Maintenance Expenditure A separate budget for the maintenance of steps and ramps has not been identified, and is usually included in the general footway maintenance budget.. The budget for Routine Maintenance also includes an allowance for weed control, part of which can be spent in dealing with weeds and grass growth on steps and ramps. 19

121 Summary Asset Group: Footway and Cycle Routes Asset Type: Steps and Ramps Little Inventory information is currently available on steps and ramps within the highway. The cleanliness and appearance of such features is often of particular interest to the public, especially in town centres. Reductions in current levels of expenditure on routine maintenance would result in less reactive maintenance which could increase compensation claims and complaints from the public. Increases in expenditure could improve public satisfaction by improving conditions. Improvement Plan for Inventory: Short term Identify existing step and ramp locations for inclusion in the Exor database. Medium term Survey and record existing condition of steps and ramps information on Exor database. Long term Record maintenance work carried out on steps and ramps in Exor database. Improvement Plan for Maintenance: Short term Responding to safety reports regarding steps and ramps in the highway should continue. Medium term Condition inspections should be introduced in order to identify a programme of planned maintenance of steps and ramps. Long term A long term planned maintenance programme should be developed to enable planned replacement and renewal of steps and ramps. 20

122 Summary Improvement Plan for Asset: Short term Medium term Long term Asset Group: Footway and Cycle Routes Asset Type: Footways The physical condition of footways on the County s highway network is often a matter of public dissatisfaction. The lack of maintenance spending on footways has meant there has been no appreciable improvement in their condition in recent years, whereas the condition of carriageways has been showing marked improvement. The cleanliness and appearance of footways is of particular interest to the public, especially in town centres. Reductions in current levels of expenditure on routine maintenance would result in less reactive maintenance which could increase compensation claims and complaints from the public. Increases in expenditure could improve public satisfaction by improving footway conditions. The need to improve the appearance of the footways needs to be balanced against the safety needs elsewhere on the network. There is a need to establish better weed control and road sweeping in order to improve the appearance of footways on the highway network, and this is most likely to be achieved by working in conjunction with District Councils. Inventory data should be updated for recently completed town centre schemes and housing estates. The introduction of a programme of planned maintenance and footway renewal targeted at sites in worse condition would be desirable. Inventory data should be updated for footways on primary and secondary walking routes included in BVPI 187 assessments. A programme of planned maintenance and renewal should be considered for the footways on the network. Inventory data should be updated for all footways. 21

123 Asset Group: Asset Type: Rights of Way Network Surface Function: To provide pedestrian, equestrian and vehicular routes in accordance with their designated status. Legal Obligations Highways Act 1980, CROW Act and related legislation puts duty to maintain carriageways on highway authority. Inventory Information Summary: Scale and size of asset Total Kerbs 6,162km Classification Length (km) % of network No. of Paths Public Footpath Bridleway Byway Open to All Traffic Roads Used as Public Paths Total

124 Location and type of Inventory Information on locations and type of right of way is recorded on definitive map in paper form, and in electronic form on a database. Only limited condition information is currently recorded, and this is often held in correspondence files. Coverage of Inventory data Good information on type and location is held on database, but only limited condition information is recorded. Reliability of Inventory data Information held on location and type of right of way is usually reliable and up to date. Little information held on condition. System for managing and updating data Revisions of Definitive Map are made following completion of legal processes. Electronic database will be updated following revisions to definitive map and following completion of major maintenance works. Inspection and Assessment Regimes: Safety Inspections Safety Inspections of Rights of Way are made by Rights of Way Wardens as part of their normal duties, and are made in connection with the 5 yearly Parish Inspections. In addition Inspections are made in response to Customer Care Unit calls and reports from the public and user groups. Service and Condition Inspection Regime Service and condition surveys are carried out as part of 5 Yearly Parish Inspections, and following Safety Inspections and other reports. Rights of Way Wardens report and identify condition issues in connection with normal duties. The inspections by Rights of Way Wardens and reports from the public identify locations where routes are obstructed or unusable. System for recording inspections Paper based records are kept of 5 yearly Parish Inspections. 2

125 Creation of New Assets Wiltshire Transport Asset Management Plan Reports of condition surveys and Safety Inspections will be recorded on the electronic database. New Rights of Way New Rights of Way may be created by the legal processes of establishing historical usage, or by dedication by the land owner. New Rights of Way can be created in connection with the diversion of existing rights of way or with planning approvals. Modification Orders Maintenance Regimes: The status of rights of way may be changed by legal process, which can result in use by different classes of traffic. Reactive Maintenance Regime Works identified to be required following Safety Inspections is arranged by the Rights of Way Wardens. Where serious safety problems are identified it may be necessary to implement temporary closures or other restrictions. Routine Maintenance Procedure A small programme of routine maintenance is carried out on the rights of way network, including hedge trimming, weed control and cutting back undergrowth. Planned Maintenance Procedure A small programme of planned maintenance of the rights of way network is carried out annually, including the use of excavated materials from road schemes. System for recording maintenance data A record of the locations of major repair and maintenance work is recorded on the database. Key Asset Performance Targets: National Targets The ease of use of rights of way is considered in indicator BVPI

126 Local Targets Public Perception of Asset Public Perception Local targets may be set through the developing Rights Of Way Improvement Plan. Generally the public appear to be satisfied with the condition of the rights of way network, but most user and interest groups consider that more should be spent on maintaining and improving the network. Public Expectation The public expect rights of way to be clearly marked and easy to use. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Rights of Way may be located in areas of particular environmental sensitivity, such as in Sites of Scientific Interest or other ecologically valuable sites where restrictions on working may apply. A number of Rights of Way are located in Conservation Areas, near Scheduled Monuments or other historic remains and restrictions on working may apply. Damaged or uneven surfaces on rights of way can result in accidents, with risk of injuries and claims as a result of inadequate or inappropriate maintenance and care. Risk Management Disposal of Asset A programme of Safety Inspections of the rights of way network with appropriate reactive maintenance can generally reduce the risks associated with rights of way. Removal of Rights of Way Rights of Way can be stopped up by legal order, and ownership the generally reverts to the adjoining owners. 4

127 Asset Value Replacement Value It is not intended to calculate replacement values for rights of way as apart from any land value the replacement value of the surface is generally fairly low. Current Maintenance Expenditure The budget for maintenance of rights of way is 202,000 in 2006/7. This figure includes for routine maintenance, repairs and signing works. Occasionally additional funding may be obtained in connection with nationally important routes or from other sources. The use of volunteer groups can provide additional resources to maintain and replace rights of way. 5

128 Summary Asset Group: Rights of Way Asset Type: Network Surface The location and classification of rights of way are well defined, but only limited information is held regarding surface conditions. The public appear to be generally satisfied with the condition of the rights of way network, but most user and interest groups consider that more should be spent on maintaining and improving the network. Reductions in current levels of expenditure on rights of way maintenance would probably result in more obstructed paths and increased complaints from the public. Increases in expenditure could improve satisfaction by improving surface conditions, especially in areas affected by inappropriate use by vehicles. The need to improve the rights of way network needs to be balanced against the safety needs elsewhere on the highway network. Improvement Plan for Inventory: Short term There is a need to establish a better record of surface condition of rights of way, and to record work carried out on the network on an electronic database. Medium term Information on landowners and other contacts should be considered for inclusion in the database, together with a condition survey of the network. Long term Consider establishment of Rights of Way Inventory on common system with highway network. Improvement Plan for Maintenance Short term Carry out programme of maintenance work in response to results of Safety Inspections, and continue to take appropriate steps to remove obstructions. Medium term Develop a planned maintenance programme for rights of way based on condition assessments. Long term Develop planned maintenance programme for rights of way based on condition assessments. 6

129 Asset Group: Asset Type: Public Rights of Way PROW Structures Function: To provide pedestrian, equestrian and vehicular routes across watercourses, roads, ditches and other obstructions. Legal Obligations Highways Act 1980 and related legislation puts duty to maintain rights of way and related structures on highway authority. Inventory Information Summary: Scale and size of asset There are approximately 1,000 structures of various types on rights of way. Location and type of Inventory A list of locations of right of way structure is held, but little information is recorded about type of structure or construction. Condition information is currently not recorded for most rights of way structures. Coverage of Inventory data Little information on type and location is held on database, with only limited condition information recorded for most structures. Reliability of Inventory data Information held on location of right of way structure is usually reliable, but other information is very limited. 7

130 System for managing and updating data Information on major works or improvements to rights of way structures is usually held on correspondence files. Electronic rights of way database should be updated following revisions to definitive map and following completion of major maintenance works. Inspection and Assessment Regimes: Safety Inspections Safety Inspections of Rights of Way are made by Rights of Way Wardens as part of their normal duties, and are made in connection with the 5 yearly Parish Inspections. In addition Inspections are made in response to Customer Care Unit calls and reports from the public and user groups. Service and Condition Inspection Regime Service and condition surveys are carried out as part of 5 Yearly Parish Inspections, and following Safety Inspections and other reports. Rights of Way Wardens report and identify condition issues in connection with normal duties. The inspections by Rights of Way Wardens and reports from the public identify locations where structures are missing, damaged, in poor condition or unusable. System for recording inspections Creation of New Assets Paper based records are kept of 5 yearly Parish Inspections. Reports of condition surveys and Safety Inspections of rights of way structures will be recorded on the electronic rights of way database. New Rights of Way Structures New Rights of Way structures may be created by dedication by the land owner, and can be created in connection with the diversion of existing rights of way or with planning approvals. 8

131 Maintenance Regimes: Reactive Maintenance Regime Works identified to be required to rights of way structures following Safety Inspections are arranged by the Rights of Way Wardens. Where serious safety problems are identified it may be necessary to implement temporary closures or other restrictions. Routine Maintenance Procedure A small programme of routine maintenance is carried out on the rights of way structures, including repairs to damaged bridges. Planned Maintenance Procedure A small programme of planned maintenance of the rights of way network is carried out annually, including the replacement of missing footbridges and repair work. System for recording maintenance data A record of the locations of major repair and maintenance work on structures will be recorded on the rights of way database. Key Asset Performance Targets: National Targets Local Targets Public Perception of Asset Public Perception The ease of use of rights of way is considered in indicator BVPI 178, and includes consideration of structures. Local targets may be set through the developing Rights Of Way Improvement Plan. Generally the public appear to be satisfied with the condition of most rights of way structures, but there is concern about missing bridges at some locations, and most user and interest groups consider that more should be spent on maintaining and improving the network. Public Expectation The public expect rights of way structures to be safe and easy to use. 9

132 Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Rights of Way structures may be located in areas of particular environmental sensitivity, such bridges over watercourses where restrictions on working may apply. A number of Rights of Way structures are listed buildings or in locations where particular permissions or consents may be required for some types of work. Damaged or uneven surfaces on rights of way structures can result in accidents, with risk of injuries and claims as a result of inadequate or inappropriate maintenance and care. Risk Management Disposal of Asset A programme of Safety Inspections of the rights of way network with appropriate reactive maintenance can generally reduce the risks associated with rights of way structures. Removal of Rights of Way Asset Value Rights of Way can be stopped up by legal order, and ownership of any structures would generally revert to the adjoining owners. Replacement Value Replacement values for rights of way structures have not yet been calculated. Current Maintenance Expenditure The budget for maintenance of rights of way structures is 18,000 in 2006/7. This figure includes for routine maintenance, repairs and replacement works. Occasionally additional funding may be obtained in connection with nationally important routes or from other sources. The use of volunteer groups can provide additional resources to maintain and replace rights of way structures. 10

133 Summary Asset Group: Public Rights of Way Asset Type: PROW Structures The locations of rights of way structures are well defined, but only limited information is held regarding their type and condition. There is concern from the public and users groups about the number of missing rights of way structures. Reductions in current levels of expenditure on rights of way structures would probably result in more temporary closures and increased complaints from the public. Increases in expenditure could improve satisfaction by improving ease of use and safety of structures. The need to improve the rights of way structures needs to be balanced against the safety needs elsewhere on the highway network. Improvement Plan for Inventory: Short term There is a need to establish a better record of type and condition of rights of way structures, and institute more regular Safety Inspections. Medium term The location and type of rights of way structures should be added to the highway Inventory. Long term Condition survey information for rights of way structures should be added to the highway Inventory. Improvement Plan for Maintenance Short term A programme of maintenance work in response to results of Safety Inspections is required, with priority given to high risk sites. Medium term A programme of condition surveys of rights of way structures should be introduced following the collection of data on structure types. Long term Develop a planned maintenance programme for rights of way based on condition assessments, including programmed replacements of structures where appropriate. 11

134 12 Wiltshire Transport Asset Management Plan

135 Asset Group: Asset Type: Public Rights of Way Signs Function: To provide information to pedestrian, equestrian and drivers regarding routes and their designated status. Legal Obligations Highways Act 1980, CROW Act and related legislation puts duty to maintain carriageways on highway authority. Inventory Information Summary: Scale and size of asset Information is not currently available on rights of way signs. Location and type of Inventory No information on locations or types of signs is held on any database. Only limited information is currently recorded in correspondence files. Coverage of Inventory data Coverage of data is poor. Reliability of Inventory data Information held is poor. 13

136 System for managing and updating data Revisions of Definitive Map are made following completion of legal processes. Electronic rights of way database will be updated following completion of maintenance works involving signs. Inspection and Assessment Regimes: Safety Inspections Safety Inspections of Rights of Way signs are made by Rights of Way Wardens as part of their normal duties, and are made in connection with the 5 yearly Parish Inspections, and for BVPI 178. In addition Inspections are made in response to Customer Care Unit calls and reports from the public and user groups. Service and Condition Inspection Regime Service and condition surveys of signs are carried out as part of 5 Yearly Parish Inspections, and following Safety Inspections and other reports. Rights of Way Wardens report and identify condition issues in connection with rights of way signs as part of their normal duties. The inspections by Rights of Way Wardens and reports from the public can identify locations where signs are obstructed or missing. System for recording inspections Creation of New Assets Paper based records are kept of 5 yearly Parish Inspections. New signs erected will be recorded on the electronic rights of way database. New Rights of Way New Rights of Way may be created by the legal processes of establishing historical usage, or by dedication by the land owner, and will be signed accordingly. New Rights of Way can be created in connection with the diversion of existing rights of way or with planning approvals. Modification Orders The status of rights of way may be changed by legal process, which can result in use by different classes of traffic, and may need alterations to signing. 14

137 Maintenance Regimes: Reactive Maintenance Regime Works identified to be required following Safety Inspections is arranged by the Rights of Way Wardens. Routine Maintenance Procedure A small programme of routine maintenance is carried out on the rights of way network, which can include the repair of signs and cutting back undergrowth. Planned Maintenance Procedure A small programme of planned maintenance of the rights of way network is carried out annually, including the replacement and renewal of signs. System for recording maintenance data A record of the locations of major repair and maintenance work will be recorded on the electronic rights of way database. Key Asset Performance Targets: National Targets Local Targets Public Perception of Asset Public Perception The ease of use of rights of way is considered in indicator BVPI 178, which includes consideration of signing. Local targets for rights of way signs may be set through the developing Rights Of Way Improvement Plan. There are some concerns expressed by the public, Parish Councils and others about a lack of clear signing of rights of way at some locations. Public Expectation The public expect rights of way to be clearly marked and easy to use. 15

138 Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Rights of Way signs may be located in areas of particular sensitivity, such as SSSIs where restrictions on working may apply. A number of Rights of way are located in areas of historic importance and careful consideration may be required regarding appropriate signing. Missing signs can reduce the use of rights of way, and may lead to trespass and damage. Risk Management Disposal of Asset A programme of Safety Inspections of the rights of way network with appropriate reactive maintenance can usually ensure effective signing of rights of way. Removal of Rights of Way Signs Asset Value Rights of Way can be stopped up by legal order, and in such cases any signs would have to be removed. Replacement Value The replacement value of rights of way signs has not yet been calculated. Current Maintenance Expenditure The budget for maintenance of rights of way is 202,000 in 2006/7. This figure includes for routine maintenance, repairs and signing works. Occasionally additional funding for signing may be obtained in connection with nationally important routes or from other sources. The use of volunteer groups can provide additional resources to maintain and replace rights of way signs. 16

139 Summary Asset Group: Public Rights of Way Asset Type: Signs The location and type of rights of way signs are generally not recorded, and there is little information regarding their condition. The public expect rights of way to be clearly signed, and there are some concerns expressed by the public, Parish Councils and others about a lack of clear signing of rights of way at some locations. Reductions in current levels of expenditure on rights of way signs would probably result in increased complaints from the public. Increases in expenditure could improve satisfaction by improving signing of rights of way. The need to improve the rights of way signing needs to be balanced against the safety needs elsewhere on the rights of way network. Improvement Plan for Inventory: Short term There is a need to establish a record of the location of rights of way signs on an electronic database. Medium term Information on the condition of rights of way signs should be collected as part of a condition survey of the network. Long term Consider establishment of Rights of Way Inventory on common system with highway network. Improvement Plan for Maintenance Short term Carry out programme of maintenance work in response to results of Safety Inspections, and continue to take appropriate steps to ensure signing is effective. Medium term Develop a planned maintenance programme for rights of way signs based on condition assessments. Long term Develop planned maintenance and replacement programme for rights of way signs based on condition assessments. 17

140 Asset Group: Asset Type: Structures Bridges Function: To provide road crossings of watercourses or other obstructions. Legal Obligations Highways Act 1980 and related legislation puts duty to maintain highway network on highway authority, including maintenance of bridges and related structures. Description of Asset Bridges, retaining walls and other highway structures Inventory Information Summary: Scale and size of asset Location No. Bridges on A Class Roads 172 Bridges on Non Principal B Class Road 140 Bridges on Non Principal C Class Road 358 Bridges on Unclassified Road 184 Other 86 Total 940 Not all bridges on the network are the responsibility of WCC. Some bridges are on Trunk Roads or are canal bridges and are maintained by others.

141 Location and type of Inventory Information on bridge locations, lengths, widths, spans and construction held in paper form in bridge files and on spreadsheets. Some data on a few bridges held on Exor database in electronic form. Coverage of Inventory data Good information on bridge characteristics, conditions and maintenance history held in paper files. Some basic data on bridges held in Exor system. Reliability of Inventory data Information held in paper files is generally accurate and up to date. Information held on Exor database is usually reliable and generally up to date System for managing and updating data Information in paper files and in spreadsheets is regularly updated following completion of condition surveys, and following completion of major maintenance works. Inspection and Assessment Regimes: Safety Inspections Safety inspections of the highway network are carried out by driven Inspections in accordance with Highways Inspection Manual. These would generally be expected to identify serious road surface and parapet defects on bridges. Frequencies of inspections are summarised below:- Description Frequency of Inspection A, B, and some C Class roads Monthly Most C Class and some Unclassified 3 Monthly Some C Class and Unclassified 6 Monthly In addition Inspections are made in response to Customer Care Unit calls and reports from others. Additional Safety Inspections of bridges may be undertaken following flooding or adverse weather conditions. Inspections are made of work carried out by public utilities and others in accordance with New Roads and Street Works Act, which can include works on or adjacent to bridges.

142 Service and Condition Inspection Regime Condition inspections of bridges are carried out on a two yearly cycle. Where bridges are considered to be sub-standard or where there are concerns about conditions more frequent Condition Inspections may be arranged. System for recording inspections Creation of New Assets Paper based records are kept of highway safety inspections. Paper copies of condition surveys are kept, with copies of reports on CD. The results of the Condition Surveys are used to generate Bridge Condition Index and identify the Work Bank which is the value of work required to bring the structures up to standard. New Bridges by Developers Private developers construct bridges which are adopted as public highways under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption, and inventory data is updated after adoption. New Bridges by Highway Authority Maintenance Regimes: New bridges can be created as part of major improvement schemes carried out by the highway authority. The new asset is constructed in accordance with current design standards. Inventory data is updated following opening of the new road. Reactive Maintenance Regime Carriageway defects attended to in accordance with the response times set out in the Highways Inspection Manual. Generally serious damage or defects are repaired or signed within 24 hours. Other defects are usually repaired within a week or 3 months, depending on the type and location of defect, or less serious defects may be monitored. Routine Maintenance Procedure A programme of routine maintenance of bridges is developed from the Condition Inspection results, which prioritises work according to need and the available finance.

143 Work can include brickwork re-pointing, clearance of weed growth and replacement of damaged or missing parapets. Planned Maintenance Procedure A programme of planned maintenance of the bridge stock is carried out annually, with the schemes including parapet replacement and bridge deck waterproofing. A programme of bridge strengthening is undertaken using LTP funding, and progress is reported annually in the APR. A draft five year programme of works has been prepared based on current identified problems and anticipated levels of funding. System for recording maintenance data A record of the locations of the repaired bridges is held in the paper bridge files, which are updated shortly after completion of the work. Key Asset Performance Targets: Local Transport Plan and Best Value Indicators Corporate Goals Public Perception of Asset Public Perception A Bridge Condition Index is calculated from the results of the Bridge Condition Inspections, which will enable comparison with the condition of bridges maintained by other highway authorities. The Council has not currently set any specific targets for bridges. Generally the condition of bridges on the highway network does not currently appear to be a major concern of the public. Potholes in the road surface are a concern to the public, and damaged parapets or those in poor condition are particularly noticeable to drivers. Public Expectation The public expect highway bridges to be available for use at all times with minimum delays and disruptions to their journeys.

144 Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Bridges may cross rivers with nature conservation designations or be located in sites of particular environmental sensitivity. Ecological assessments particularly with regard to bats, water voles and other species may be required prior to maintenance work, with special measures taken to reduce adverse environmental impact. There is the possibility that bridges contain asbestos in their construction and in such cases particular procedures must be followed with regard to that material. A number of bridges are listed buildings or are located in Conservation Areas and planning permissions or other consents may be required to enable some work to be carried. Restrictions on types of material and construction methods may apply in some locations. There is a risk of a bridge collapsing, but this is generally a low risk because of levels of bridge inspection and maintenance. Carriageway defects such as potholes or damage to the parapets could result in accidents or damage to vehicles. Risk Management Disposal of Asset A programme of bridge inspections and a targeted maintenance programme significantly reduce the risks associated with highway bridges. These works can improve road safety and reduce claims against the Council. Within the limited funding it is important to target repairs and maintenance works at those areas most in need. Maintenance work on bridges must be carried out by competent contractors with a trained workforce following the correct procedures. Stopping up of Highways In order to dispose of surplus bridges it is necessary to follow specific legal procedures and the need does not usually arise. In some cases the demolition of a surplus bridge may be required when it is replaced by a new structure.

145 Change of Use Asset Value Sometimes roads can be closed to vehicular traffic and become pedestrian only routes. In such cases the asset could be considered become a footway bridge for the purposes of the TAMP. Replacement Value Replacement value is estimated at 193,890,000. Current Maintenance Expenditure Asset Condition A typical budget for bridge maintenance based on 2006/7 would be:- Routine Bridge Maintenance 400,000 Planned Bridge Maintenance 690,000 Bridge Strengthening 3,287,900 Current Condition Future Condition Total 4,377,900 The above estimates are indicative and may change from year to year. The overall condition of the bridges in the County has been improving in recent years because of the investment through the LTP, but there are areas of concern, particularly regarding bridges over railways where the Council has an obligation in connection with strengthening. A five year programme has been provisionally identified, but delivery will be dependent on funding especially through the LTP settlement.

146 Summary Asset Group: Structures Asset Type: Bridges The condition of the bridges on the County s highway network has been improving in recent years, and there is a robust process of inspection and programming of bridge maintenance work. The storing of information on bridge conditions is currently paper based and could make better use of the Exor system. A five year programme of bridge maintenance has been provisionally identified. Improvement Plan for Inventory Short term The current recording of bridge condition inspections and maintenance work should continue, with information being included in spreadsheets and databases where appropriate. Medium term The Exor database should be populated with basic information on the bridges on the highway network. Long term The Exor database should be used for recording all bridge information, inspections and maintenance work. Improvement Plan for Maintenance Short term Programme of bridge maintenance should be continued based on results of bridge inspections. Medium term A maintenance programme based on whole life costing should be developed for the larger key bridges on the network. Long term A maintenance programme based on whole life costing should be developed for all bridges on the network, with a bridge strength reassessment programme.

147 Asset Group: Asset Type: Street Lighting Lamp Columns, High Mast Lanterns, Subway Lighting and Bridge Lighting Function: To provide carriageway and footway lighting. Legal Obligations There is no statutory requirement on local authorities to provide lighting and a highway authority s duty of care does not imply any duty to keep the public lighting lit. However, authorities should be able to demonstrate that they have systems in place to maintain public lighting in a safe condition. Inventory Information Summary: Scale and size of asset Column height 4m or less 278 Column height 5m 25,734 Column height 6m 3,312 Column height 8m 5,456 Column height 10m 3,658 Column height 12m 84 High Mast 2 Total 38,524 Total includes structure mounted and subway lighting. There are other lighting columns owned by Parish Councils and Kennet District Council. 1

148 Location and type of Inventory Information on lamp column locations, size, lamp type, and column construction is held on Mayrise database in electronic form. Coverage of Inventory data Good information on column and lamp characteristics held on Mayrise system. Some information on column condition held. Reliability of Inventory data Lamp Column information held on Mayrise is usually reliable and up to date for newer equipment. System for managing and updating data Information is regularly updated following maintenance and improvement works. Information is updated following adoption of new lighting columns and associated works following the completion of developments by others. Inspection and Assessment Regimes: Safety Inspections Safety inspections of the Highway Network are carried out as driven inspections by the Highway Inspectors as part of the regular patrolling of the network, and this would include reports of serious damage to columns. Inspections of columns are undertaken in connection with other maintenance work such as lamp replacement. Inspections are made in response to Customer Care Unit calls by the public and reports from others. Service and Condition Inspection Regime Service inspections are carried out by driven Inspections carried out by Street Lighting Maintenance Contractor (Currently SEC) at two or three weekly intervals. Customer Care Unit receives and passes on reports from the public and others when units are not functioning. Condition testing of electrical wiring is carried out at six yearly intervals in accordance with the Electricity at Work Regulations. 2

149 There is a programme of visual Condition Inspections to identify columns in poor condition and in need of replacement or removal, with these inspections targeted at the older columns and those most at risk. Structural Integrity testing may be required following initial inspection. System for recording inspections Creation of New Assets The Mayrise system is used to record the results of condition surveys. New Roads by Developers Private developers construct roads which include street lighting, and which are adopted as public highways under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption, with the Mayrise information being updated. New Roads by Highway Authority Maintenance Regimes: New roads can be created as part of major improvement schemes carried out by the highway authority. The new asset is constructed in accordance with current design standards, with a maintenance period or similar. Inventory data is updated following opening of new road or structure. Reactive Maintenance Regime Serious defects are generally attended to within two hours by the Street Lighting Maintenance Contractor. Routine Maintenance Procedure There is a three yearly programme of lamp replacement. Column replacement or other works is programmed following condition or safety surveys. Planned Maintenance Procedure There is currently no programme of planned renewal of the street lighting stock. System for recording maintenance data A record of columns requiring maintenance work and other relevant data is held on the Mayrise system. 3

150 Key Asset Performance Targets: Local Transport Plan and Best Value Indicators Corporate Goals Public Perception of Asset Public Perception Performance of street lighting is monitored for BVPI 215a and BVPI215b which measure time to carry out repairs for Distribution Network Operator (NDO) and non-ndo. Performance is reported through the APR. There are currently no Corporate Goals for Street Lighting, but contract requirements are for 98% of units to be lit. Generally street lighting does not appear to cause particular concern to the public, but the public promptly report lights not working to the Council through the Customer Care Unit. Public Expectation The public expect street lighting to be functioning and of a suitable type for the location. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Street lighting may be located in areas of particular sensitivity and particular care may be required with regard to scheme design or replacement of existing units. Street lighting may be located in areas such as conservation areas or historic town centres where particular types of column or fixings may be desirable. The main risk associated with street lighting is the structural failure or collapse of a column onto moving traffic or pedestrians. Other risks include those associated with electricity and the power supply. 4

151 Risk Management Disposal of Asset A programmed and targeted inspection regime can reduce the risks associated with the structural failure of columns or deterioration of electrical wiring and equipment. It is important to target the available funding on repairs and maintenance works at those areas most in need. Maintenance work on lighting columns must be carried out by competent contractors with a trained workforce following the correct procedures. Removal of Lighting Asset Value Generally the need to remove street lighting does not arise, but sometimes individual columns may need to be replaced by new columns at new locations to meet current lighting standards. When such work is carried out it is important that it is carried out by competent contractors co-ordinated with the electricity supply organisation if appropriate. Street lighting lamps are subject to disposal requirements which are carried out by the Street Lighting Maintenance Contractor in an approved manner. Replacement Value Replacement value has not yet been calculated. Current Maintenance Expenditure The budget for street lighting maintenance for 2006/7 was initially set at million, which comprised:- Management of Street Lighting (Mouchel Parkman) 156,000 Street Lighting Maintenance Contract (SEC) 937,500 Street Lighting energy contract 1,208,900 Column Condition Surveys(See Note 1) N/A Total 2,302,400 Note 1:- No specific budget, funding taken from maintenance budget. 5

152 Summary Asset Group: Street Lighting Asset Type: Lighting Columns The condition of the lighting columns on the County s highway network remains a concern because of the age of the stock and the lack of a replacement programme over the years. An extensive programme of service and condition surveys needs to be operated because many of the columns are reaching the end of their operational life. Reductions below current levels of expenditure on maintenance could adversely affect inspection regimes and maintenance standards, and could result in a reduction in safety. Substantial increases in expenditure on street lighting could enable a programme of column replacement to be introduced. Improvement Plan for Inventory: Short term Continue condition surveys targeted at most vulnerable columns. Medium term Collect more detailed information on all lighting columns, including better condition surveys of vulnerable columns. Long term Obtain detailed condition information on all of the street lighting stock in order to prepare a maintenance and replacement programme. Improvement Plan for Maintenance: Short term Continue the replacement of sub-standard columns as they are identified through the condition assessment process. Medium term Expand the condition assessment process to enable a planned programme of replacement of older and poor condition lighting columns as necessary. Long term A long term planned column replacement programme should be developed for the whole of the stock. 6

153 Asset Group: Asset Type: Street Lighting Lighting Units for Signs Function: To illuminate road signs. Legal Obligations The Traffic Signs Regulations and General Directions 2002 prescribe the road signs that shall be illuminated. Inventory Information Summary: Scale and size of asset There are 3,373 signs that are illuminated. Location and type of Inventory Information on lantern size and type is held the Mayrise database. There is limited information on posts on Mayrise Coverage of Inventory data Good information on lighting units is held on Mayrise. Reliability of Inventory data Lighting unit information held on Mayrise is usually reliable and up to date for newer equipment. 7

154 System for managing and updating data Information is regularly updated following maintenance and improvement works. Information is updated following adoption of new electrical equipment and associated works following completion of developments by others. Inspection and Assessment Regimes: Safety Inspections Safety inspections of the Highway Network are carried out as driven inspections by the Highway Inspectors as part of the regular patrolling of the network, and this would include reports of serious damage to lighting units and posts. Inspections of lighting units and posts are undertaken in connection with other maintenance work such as lamp replacement. Inspections are made in response to Customer Care Unit calls by the public and reports from others. Service and Condition Inspection Regime Service inspections are carried out by driven Inspections carried out by Street Lighting Maintenance Contractor (Currently SEC) at two or three weekly intervals. Customer Care Unit receives and passes on reports from the public and others when units are not functioning. Condition testing of electrical wiring is carried out at six yearly intervals in accordance with the Electricity at Work Regulations. System for recording inspections Creation of New Assets The system for recording inspections needs to be reviewed. New Roads by Developers Private developers construct roads which include illuminated signs, and which are adopted as public highways under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption, with the Mayrise information being updated. New Roads by Highway Authority 8

155 Maintenance Regimes: Wiltshire Transport Asset Management Plan New roads can be created as part of major improvement schemes carried out by the highway authority. The new asset is constructed in accordance with current design standards, with a maintenance period or similar. Inventory data is updated following opening of new road or structure. Reactive Maintenance Regime Serious defects are generally attended to within two hours by the Street Lighting Maintenance Contractor. Other repairs are usually dealt with in 5 working days. Routine Maintenance Procedure There is a three yearly programme of lamp replacement. Post replacement or other works is programmed following condition or safety surveys. Planned Maintenance Procedure There is currently no programme of planned renewal of illuminated signs. System for recording maintenance data A record of lighting units requiring maintenance work and other relevant data is held on the Mayrise system. Key Asset Performance Targets: Local Transport Plan and Best Value Indicators Corporate Goals Public Perception of Asset Public Perception There are no BVPIs for private cables for illuminated signs. There are no Corporate Goals for illuminated signs. Generally the illumination or otherwise of signs does not appear to be a major concern to the public. Public Expectation There is insufficient information to reach firm conclusions regarding public expectations of illuminated signs. 9

156 Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Illuminated road signs may be located in areas of particular sensitivity and particular care may be required with regard to siting signs, but there is little choice of lighting unit type. Illuminated signs may be located in areas such as conservation areas or historic town centres where particular care may be required to site them. The main risk is the collapse of the supporting post and exposure of live electrical equipment. There is the risk of litigation as a result of an incident allegedly caused by the non-illumination of a road sign required to be lit by the regulations. Other risks include those associated with electricity and the power supply. Risk Management Disposal of Asset A programmed and targeted inspection regime can reduce the risks associated with the structural failure of a supporting post or deterioration of electrical wiring and equipment. It is important to target the available funding on repairs and maintenance works at those areas most in need. Maintenance work on illuminated signs must be carried out by competent contractors with a trained workforce following the correct procedures. Removal of private cables for street lighting Asset Value Generally the need to remove illuminated signs does not arise. In the event of signs needing to be replaced work should be carried out by competent contractors co-ordinated with the electricity supply organisation as appropriate. Replacement Value Replacement value has not yet been calculated. Current Maintenance Expenditure The costs of maintaining illuminated signs are included in the street lighting budget and are not itemised separately. 10

157 Summary Asset Group: Street Lighting Asset Type: Lighting Units for Signs The condition of the lighting units and posts on the County s highway network remains a concern because of the age of the stock and the lack of a replacement programme over the years. An extensive programme of condition surveys needs to be introduced because many of the lighting units and posts are reaching the end of their operational life. Reductions below current levels of expenditure on maintenance could adversely effect inspection regimes and maintenance standards, and could result in a reduction in safety. Substantial increases in expenditure could enable an extensive programme of renewal of lighting units and posts to be introduced. Improvement Plan for Inventory: Short term Continue condition surveys targeted of lighting units and posts. Medium term Collect more detailed information on lighting units and posts, including better condition surveys. Long term Obtain detailed condition information on all lighting units and posts in order to prepare a maintenance and replacement programme. Improvement Plan for Maintenance: Short term Continue the replacement of lighting units and posts as they are identified through the condition assessment process. Medium term Expand the condition assessment process to enable a planned programme of replacement of older and poor condition lighting units and posts as necessary. Long term A long term planned lighting unit and post replacement programme should be developed for the whole of the stock. 11

158 12 Wiltshire Transport Asset Management Plan

159 Asset Group: Asset Type: Street Lighting Internally Illuminated Bollards Function: To highlight to drivers the presence of a kerbed area, usually within the carriageway. Legal Obligations The Traffic Signs Regulations and General Directions 2002 prescribe the road signs that can be placed on an internally illuminated bollard. Inventory Information Summary: Scale and size of asset There are 1,514 internally illuminated bollards Location and type of Inventory Information on internally illuminated bollards is held on Mayrise database in electronic form. Coverage of Inventory data Good information on internally illuminated bollards held on Mayrise system. Reliability of Inventory data Information held on Mayrise on internally illuminated bollards is usually reliable and up to date for newer equipment. 13

160 System for managing and updating data Information is regularly updated following maintenance and improvement works. Information is updated following adoption of new electrical equipment and associated works following the completion of developments by others. Inspection and Assessment Regimes: Safety Inspections Safety inspections of the Highway Network are carried out as driven inspections by the Highway Inspectors as part of the regular patrolling of the network, and this would include reports of serious damage to internally illuminated bollards. Inspections of internally illuminated bollards are undertaken in connection with other maintenance work such as lamp replacement. Inspections are made in response to Customer Care Unit calls by the public and reports from others. Service and Condition Inspection Regime Service inspections are carried out by driven Inspections carried out by Street Lighting Maintenance Contractor (Currently SEC) at two or three weekly intervals. Customer Care Unit receives and passes on reports from the public and others when units are not functioning. Condition testing of electrical wiring is carried out at six yearly intervals in accordance with the Electricity at Work Regulations. System for recording inspections Creation of New Assets The Mayrise system is used to record the results of condition surveys. New Roads by Developers Private developers construct roads which include internally illuminated bollards, and which are adopted as public highways under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption, with the Mayrise information being updated. New Roads by Highway Authority New roads can be created as part of major improvement schemes carried out by the highway authority. The new asset is constructed in accordance with current 14

161 Maintenance Regimes: Wiltshire Transport Asset Management Plan design standards, with a maintenance period or similar. Inventory data is updated following opening of new road or structure. Traffic management schemes may include new internally illuminated bollards. Reactive Maintenance Regime Serious defects are generally attended to within two hours by the Street Lighting Maintenance Contractor. Normal outages are usually dealt with in 5 working days. Routine Maintenance Procedure There is a three yearly programme of lamp replacement. Replacement or other works is programmed following condition or safety surveys. Planned Maintenance Procedure There is currently no programme of planned renewal of internally illuminated bollards. System for recording maintenance data A record of maintenance work on internally illuminated bollards and other relevant data is held on the Mayrise system. Key Asset Performance Targets: Local Transport Plan and Best Value Indicators Corporate Goals Public Perception of Asset Public Perception There are currently no BVPIs for internally illuminated bollards. There are currently no Corporate Goals for internally illuminated bollards. The public often notice when bollards are damaged or missing and report them to the Customer Care Unit. Public Expectation The public expect internally illuminated bollards to be clean and functioning. 15

162 Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Internally illuminated bollards may be located in areas of particular sensitivity and particular care is taken when siting them, but there is little choice of bollard type. Internally illuminated bollards may be located in areas such as conservation areas or other areas of historic significance where every effort is made to site them sympathetically. There is a risk of litigation as a consequence of an accident alleged to be caused by the non-illumination of an internally illuminated bollards required to be lit by the Regulations. There is a risk of injury to public as a result of electrical fault. Risk Management Disposal of Asset A programmed and targeted inspection regime can reduce the risks associated with the failure of an internally illuminated bollard or deterioration of electrical wiring and equipment. It is important to target the available funding on repairs and maintenance works at those areas most in need. Maintenance work on electrical equipment must be carried out by competent contractors with a trained workforce following the correct procedures. Removal of Lighting Asset Value Generally the need to remove internally illuminated bollards does not arise, but sometimes individual signs may need to be replaced by new signs at new locations. When such work is carried out it is important that it is carried out by competent contractors co-ordinated with the electricity supply organisation if appropriate. Lighting units are subject to disposal requirements which are carried out by the Street Lighting Maintenance Contractor in an approved manner. Replacement Value Replacement value has not yet been calculated. 16

163 Current Maintenance Expenditure The costs of maintaining internally illuminated bollards are included in the street lighting budget and are not itemised separately. 17

164 Summary Asset Group: Street Lighting Asset Type: Illuminated Bollards The condition of the internally illuminated bollards on the County s highway network remains a concern because of the age of the stock and the lack of a replacement programme over the years. An extensive programme of service and condition surveys needs to be operated because many of the bollards are reaching the end of their operational life. Reductions below current levels of expenditure on maintenance could adversely affect inspection regimes and maintenance standards, and could result in a reduction in safety. Substantial increases in expenditure could enable a programme of internally illuminated bollard renewal and replacement to be introduced. Improvement Plan for Inventory: Short term Continue condition surveys. Medium term Collect more detailed information on internally illuminated bollards. Long term Obtain detailed condition information on all of the internally illuminated bollards in order to prepare a maintenance and replacement programme. Improvement Plan for Maintenance: Short term Continue the replacement of internally illuminated bollards as they are identified through the condition assessment process. Medium term Expand the condition assessment process to enable a planned programme of replacement of older and poor condition internally illuminated bollards as necessary. Long term A long term planned internally illuminated bollards replacement programme should be developed for the whole of the stock. 18

165 Asset Group: Asset Type: Street Lighting Bus Shelter Lighting Function: To provide lighting at bus shelters. Legal Obligations There is no statutory obligation to provide lighting at bus shelters. However, once in place there is a obligation to maintain in a safe condition. Inventory Information Summary: Scale and size of asset There are 346 bus shelters owned by WCC, most of which have lighting. Location and type of Inventory Information on lighting details is held on Mayrise database in electronic form. Coverage of Inventory data Comprehensive details of locations type of lighting held on Mayrise. Reliability of Inventory data Bus shelter lighting information held on Mayrise is usually reliable. System for managing and updating data Information is updated when a new shelter is erected and following maintenance. 19

166 Inspection and Assessment Regimes: Safety Inspections Annual safety inspections are made of bus shelter lighting (From April 2007). Inspections are made in response to Customer Care Unit calls by the public and reports from others. Service and Condition Inspection Regime An annual safety and condition inspection is made at each bus shelter with lighting (From April 2007). System for recording inspections Creation of New Assets The Mayrise system is used to record the results of condition surveys (From April 2007). New Bus Shelters Maintenance Regimes: Lighting is generally installed in new bus shelters, especially when provided as part of a Key Bus Route Enhancement. Reactive Maintenance Regime Defective lighting is rectified by the Street Lighting Maintenance Contractor following reports by the public or others. Routine Maintenance Procedure Routine maintenance of the bus shelters should identify problems with the lighting. Planned Maintenance Procedure There is currently no programme of planned renewal of the lighting in bus shelters as units are generally fairly new. System for recording maintenance data Details of maintenance are recorded on the Mayrise system. 20

167 Key Asset Performance Targets: Local Transport Plan and Best Value Indicators Corporate Goals Public Perception of Asset Public Perception There are currently no BVPIs for lighting at bus shelters. There are currently no specific Corporate Goals for lighting at bus shelters, but supports access to core passenger transport services. Generally the standard and effectiveness of lighting at bus shelters does not appear to cause particular concern to the public. Public Expectation There is insufficient representation made by the public to enable any conclusions to be made about expectations, but there is likely to be an expectation that any lighting provided would work and be safe. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks The provision of bus shelters can have an impact on the environment. Generally the lighting does not cause any problems. The style of bus shelter used is influenced by its setting, particularly in historic locations. Risk Management There is a risk of injury to public as a result of electrical fault. An annual inspection of electrical equipment and wiring by qualified and trained staff reduces the risks associated with bus shelter lighting. Maintenance work on electrical equipment must be carried out by competent contractors with a trained workforce following the correct procedures. 21

168 Disposal of Asset Removal of Lighting Asset Value Lighting units are subject to disposal requirements which are carried out by the Street Lighting Maintenance Contractor in an approved manner. Replacement Value Replacement value has not yet been calculated. Current Maintenance Expenditure The costs of maintaining bus shelter lighting units are included in the street lighting budget and are not itemised separately. 22

169 Summary Asset Group: Street Lighting Asset Type: Bus Shelter Lighting The number of bus shelters on the highway network has increased in recent years, and most of the new units have lighting. A programme of service and condition surveys will be operated under the Street Lighting Maintenance Contract (from April 2007). Reductions below current levels of expenditure on maintenance could adversely affect inspection regimes and maintenance standards, and could result in a reduction in safety. Substantial increases in expenditure would enable a planned replacement and renewal programme to be introduced in due course. Improvement Plan for Inventory: Short term Ensure all bus shelters are added to the Mayrise system. Medium term Record annual condition inspections of electrical equipment. Long term Ensure condition and maintenance records for bus shelter lighting are included on Mayrise system. Improvement Plan for Maintenance: Short term Carry out condition and safety inspections. Medium term No proposals. Long term Develop replacement and renewal programme for bus shelter lighting. 23

170 24 Wiltshire Transport Asset Management Plan

171 Asset Group: Asset Type: Street Lighting Private Cables for Street Lighting Function: To supply electricity to street lighting as an alternative to cable owned and maintained by the local Distribution Network Operator of mains electricity. Legal Obligations No legal requirement for street lighting to be supplied by cable owned by the Distribution Network Operator. Inventory Information Summary: Scale and size of asset There are a number of locations where street lighting is supplied by WCC owned cables, but full details of cables are not known. Location and type of Inventory Paper copies of plans showing approximate locations of cables are held by Mouchel Parkman for WCC. Coverage of Inventory data Information held is very limited. Reliability of Inventory data The reliability of information available is very poor. 25

172 System for managing and updating data Information is not updated. Inspection and Assessment Regimes: Safety Inspections Safety inspections of private cables for street lighting are not currently carried out. Service and Condition Inspection Regime Condition inspections of private cables for street lighting are not generally carried out. It is known that some cables are in poor condition and may be in need of replacement. System for recording inspections Creation of New Assets There are currently no regular inspections or methods of recording condition information. New Roads by Developers Private developers construct roads which include street lighting but these do not usually include private cables. New Roads by Highway Authority Maintenance Regimes: New roads can be created as part of major improvement schemes carried out by the highway authority. Generally new street lighting would not include private cables. Reactive Maintenance Regime Repairs to private cables are carried out when problems arise.. Routine Maintenance Procedure There is generally no routine maintenance of private cables for street lighting. Planned Maintenance Procedure There is generally no planned maintenance of private cables for street lighting. 26

173 System for recording maintenance data There is no system for recording maintenance on private cables for street lighting.. Key Asset Performance Targets: Local Transport Plan and Best Value Indicators Corporate Goals Public Perception of Asset Public Perception There are no BVPIs for private cables for street lighting. There are no Corporate Goals for private cables for street lighting. Where supplies to street lighting are erratic the public are often aware of the problem. Public Expectation The public expect street lighting to function. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Disruptions to street lighting as a result of faulty private cables could have an adverse effect on the environment for local residents. No specific heritage issues have been identified with regard to private cables for street lighting. There is a risk of failure of street lighting due to cable fault, which could have safety implications for road users in some circumstances. Risk Management A programme of planned inspection and renewal is required in order to reduce the risk from private cables for street lighting. 27

174 Disposal of Asset Maintenance work on electrical equipment must be carried out by competent contractors with a trained workforce following the correct procedures. Removal of private cables for street lighting Asset Value Generally the need to remove private cables for street lighting does not arise. In the event of programmed replacement of private cables for street lighting work should be carried out by competent contractors co-ordinated with the electricity supply organisation as appropriate. Replacement Value Replacement value has not yet been calculated. Current Maintenance Expenditure The costs of maintaining private cables for street lighting are included in the street lighting budget and are not itemised separately. 28

175 Summary Asset Group: Street Lighting Asset Type: Private Cables for Street Lighting The condition of the private cables for street lighting on the County s highway network remains a concern because of the age of the stock and the lack of a replacement programme over the years. An extensive programme of condition surveys and renewal needs to be introduced because many of the private cables for street lighting are reaching the end of their operational life. Reductions below current levels of expenditure on maintenance could prevent the introduction of suitable inspection regimes and cable renewal, and could result in a reduction in safety. Substantial increases in expenditure on street lighting could enable an extensive programme of renewal of private cables for street lighting to be introduced. Improvement Plan for Inventory: Short term Locate and map private cables for street lighting. Medium term Include information on private cables for street lighting on Mayrise system. Long term Keep maintenance and condition information for private cables for street lighting on Mayrise system. Improvement Plan for Maintenance: Short term Develop renewal or replacement programme for private cables for street lighting known to be reaching the end of its life. Medium term Develop programme for renewal or replacement of all existing private cables for street lighting based on condition information. Long term A long term planned replacement programme should be developed for private cables for street lighting. 29

176 Asset Group: Asset Type: Signs and Other Street Furniture Signs Function: To provide information and warning to road users, and advise of legally enforceable restrictions. Legal Obligations The provision of signs on the highway is covered by the Traffic Signs Regulations and related legislation, with some signs being regulatory. Inventory Information Summary: Scale and size of asset Urban Warning Signs 3,418 Urban Regulatory Signs 15,352 Urban Informatory Signs 5,616 Rural Warning Signs 3,427 Rural Regulatory Signs 4,858 Rural Informatory Signs 4,637 Total 37,308 Location and type of Inventory Information on sign types, size and locations is held in Inventory on Exor database in electronic form. 1

177 Coverage of Inventory data Good information on sign types is held on Exor database, but information has not been updated and information on condition is not held. Reliability of Inventory data Sign information held on Exor database is fairly reliable but is not necessarily up to date as inventory is currently not currently updated. System for managing and updating data Information on signs is not currently updated. Inspection and Assessment Regimes: Safety Inspections Safety inspections of the highway network are carried out by driven Inspections in accordance with Highways Inspection Manual (ref?) as summarised below, and these would be expected to identify serious safety problems with signs. Description Frequency of Inspection A, B, and some C Class roads Monthly Most C Class and some Unclassified 3 Monthly Some C Class and Unclassified 6 Monthly Divisional Highways staff report damaged or missing signs as part of their duties. In addition Inspections are made in response to Customer Care Unit calls from the public and reports from others. Service and Condition Inspection Regime Condition inspections are generally only carried out in response to identified safety or performance problems. System for recording inspections Creation of New Assets Paper based records are kept of safety inspections. Results of condition surveys are currently not recorded on Inventory. New Roads by Developers Private developers construct roads including road signs which are adopted as public highways under Section 38 or similar agreements. The condition of the 2

178 asset is inspected and approved before adoption. Inventory data should be updated after adoption, but this does not always happen at present. New Roads by Highway Authority New roads and signing can be created as part of major improvement schemes carried out by the highway authority. The new asset is constructed in accordance with current design standards, with a maintenance period or similar. Inventory data should be updated following opening of new road. New Signs by Highway Authority Maintenance Regimes: New signs are erected in connection with local safety schemes, revisions to speed limits and the introduction other regulations. Inventory should be updated accordingly, but this is currently not always the case. Reactive Maintenance Regime Serious safety defects on signs are attended to in accordance with the response times set out in the Highways Inspection Manual (ref?). Generally serious damage or defects are repaired or signed within 24 hours. Other defects are usually included in future maintenance programmes. Routine Maintenance Procedure A programme of routine maintenance of the highway signs is carried out through Wiltshire Highways and includes cleaning of sign faces. Defects and structural problems with sign posts are reported when identified, with signs made safe in the event of safety problems. Damaged or missing signs are replaced as necessary. Planned Maintenance Procedure There is not currently a planned maintenance programme for replacing, refurbishing or upgrading signs. System for recording maintenance data Maintenance work carried out on signs is generally not currently recorded. Key Asset Performance Targets: Local Transport Plan and Best Value Indicators There are currently no targets for road signs, but the provision of appropriate signing does contribute to the road safety targets. 3

179 Corporate Goals There are currently no corporate goals with regard to road signs. Public Perception of Asset Public Perception In the past there have been complaints about the conditions of signs in the County, but a programme of sign cleaning by mechanical means has recently been introduced and conditions have improved. Public Expectation The public expect signs to be easy to read and easily understood. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Signing in some sensitive locations needs careful consideration because they can be visually intrusive. However, sign size and design do have to conform to national standards and scope for local variations is limited. A number of signs are located in Conservation Areas and consideration needs to be given to sign design and positioning. The use of finger-post signs can contribute to the appearance of rural areas as well as providing useful information, especially for non-motorised users. Damaged signs or posts can create a safety hazard. Corroding posts can result in a hazard. Missing or obscured signs can reduce warnings of hazards or introduction of restrictions or other regulations. Risk Management A programme of sign cleaning, together with prompt responses to safety defects can reduce the risks associated with road signs. Within the limited funding it is important to target repairs and maintenance works at those areas most in need. 4

180 Disposal of Asset Wiltshire Transport Asset Management Plan Maintenance work on signs must be carried out by competent contractors with a trained workforce following the correct procedures, especially when working adjacent to high speed roads. Removal of Signs Asset Value Changes in speed limits or reviews of direction signing schemes can result in the removal of signs. Provided work is carried out by suitable contractors in an appropriate manner this should not create a problem. Replacement Value Replacement value has not yet been calculated. Current Maintenance Expenditure The budget for sign maintenance for 2006/7 is 98,000, with sign cleaning estimated at 7,500. 5

181 Summary Asset Group: Signs and Other Street Furniture Asset Type: Signs The maintenance of signs has improved in recent years with the introduction of mechanical sign washing. The condition and cleanliness of signs is immediately apparent to road users, and missing, damaged or dirty signs can give a poor impression of the overall condition of the highway network. Reductions in current levels of expenditure on routine maintenance would result in deterioration in condition. An increase in condition inspections and a planned programme of sign and post renewal would be desirable. Improvement Plan for Inventory: Short term Update sign information in the Exor database, especially with regard to new speed limits and legally enforceable signs. Medium term Establish better procedures for updating database following completion of new schemes and maintenance works. Long term Update all sin information in Exor database and include condition information. Improvement Plan for Maintenance: Short term The regular programme of sign washing should continue. Medium term A programme on condition inspections should be developed to include structural inspection of post conditions. Long term A long term planned maintenance programme should be developed to include programmed renewals of signs and posts. 6

182 Asset Group: Asset Type: Signs and Other Street Furniture Pedestrian Guard Rails Function: To increase safety for pedestrians adjacent to carriageways and other potential hazards. Legal Obligations No statutory obligation to provide pedestrian guard rails, but must be maintained in safe condition. Inventory Information Summary: Scale and size of asset (length metres) Urban A Class Roads 8,321 B Class Roads 3,549 C Class Roads 5,761 Unclassified Roads 8,791 Total Urban Bollards 26,422 Rural A Class Roads 5,449 B Class Roads 1,410 C Class Roads 8,603 Unclassified Roads 4,141 Total Rural Bollards 19,603 7

183 Location and type of Inventory Information on Pedestrian Guard Rail location and type is held in Inventory on Exor database in electronic form. Coverage of Inventory data Good information on Pedestrian Guard Rail location and type is held on Exor database, but information has not been updated and information on condition is not held. Reliability of Inventory data Pedestrian Guard Rails information held on Exor database is not very reliable because inventory is currently not currently updated. System for managing and updating data Information on maintenance to Pedestrian Guard Rails is not currently updated on Exor database. Inspection and Assessment Regimes: Safety Inspections Safety inspections of the highway network are carried out by driven Inspections in accordance with Highways Inspection Manual (ref?) as summarised below, and these would be expected to identify serious safety problems with Pedestrian Guard Rails. Description Frequency of Inspection A, B, and some C Class roads Monthly Most C Class and some Unclassified 3 Monthly Some C Class and Unclassified 6 Monthly Divisional Highways staff report damaged Pedestrian Guard Rails as part of their duties. In addition Inspections are made in response to Customer Care Unit calls from the public and reports from others. Service and Condition Inspection Regime Condition inspections are carried out as part of the routine maintenance of the shelters, or in response to identified safety or performance problems. System for recording inspections Results of condition surveys are currently not recorded on Inventory. 8

184 Creation of New Assets New Roads by Developers Private developers may construct Pedestrian Guard Rails which are adopted as part of the public highway under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption. Inventory data should be updated after adoption, but this does not always happen at present. New Roads by Highway Authority Pedestrian Guard Rails can be created as part of major improvement schemes carried out by the highway authority. The new asset is constructed in accordance with current design standards, with a maintenance period or similar. Inventory data should be updated following opening of new road. New Pedestrian Guard Rails by Highway Authority Maintenance Regimes: New Pedestrian Guard Rails can be erected in connection with local safety schemes or as part of Integrated Transport schemes. Inventory should be updated accordingly, but this is currently not always the case. Reactive Maintenance Regime Serious safety defects on Pedestrian Guard Rails are attended to in accordance with the response times set out in the Highways Inspection Manual (ref?). Generally serious damage or defects are repaired or signed within 24 hours. Other defects are usually included in future maintenance programmes. Routine Maintenance Procedure Routine maintenance of Pedestrian Guard Rails is carried out through Wiltshire Highways and includes cleaning and repairs. Defects and structural problems with Pedestrian Guard Rails are reported when identified, and made safe in the event of safety problems. Planned Maintenance Procedure There is not currently a planned maintenance programme for replacing, refurbishing or upgrading Pedestrian Guard Rails. System for recording maintenance data Maintenance work carried out on Pedestrian Guard Rails is generally not currently recorded. 9

185 Key Asset Performance Targets: Local Transport Plan and Best Value Indicators Corporate Goals Public Perception of Asset Public Perception There are currently no targets for Pedestrian Guard Rails, but provision of Pedestrian Guard Rails does contribute to Road Safety targets. There are currently no corporate goals with regard to Pedestrian Guard Rails. The condition of Pedestrian Guard Rails when damaged or in need of painting is often noticed by the Public. Pedestrian Guard Rails in damaged condition can give a poor impression of the condition of the network. Public Expectation The public expect Pedestrian Guard Rails to be clean and in good condition. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks No specific issues have been identified. A number of Pedestrian Guard Rails are located in Conservation Areas or other sensitive sites and consideration needs to be given to design, materials and positioning. Damaged Pedestrian Guard Rails can create a safety hazard for pedestrians and traffic. Missing Guard Rails may increase the risk to the public. Risk Management A programme of repair and a prompt responses to safety defects can reduce the risks associated with Pedestrian Guard Rails. Maintenance work on Pedestrian Guard Rails must be carried out by competent contractors with a trained workforce following the correct procedures, especially when working adjacent to roads. 10

186 Disposal of Asset Removal of Pedestrian Guard Rails Asset Value Pedestrian Guard Rails are not usually removed, but should the need arise the existing footway should be made safe and reinstated. Replacement Value Replacement value has not yet been calculated. Current Maintenance Expenditure Pedestrian Guard Rails maintenance is currently estimated to cost in the region of 30,000 annually. 11

187 Summary Asset Group: Signs and Other Street Furniture Asset Type: Pedestrian Guard Rails The condition of Pedestrian Guard Rails is immediately apparent to pedestrians and road users, and missing, damaged or dirty Pedestrian Guard Rails can give a poor impression of the overall condition of the highway network. Keeping Pedestrian Guard Rails in good condition can assist road safety. Reductions in current levels of expenditure on routine maintenance would result in deterioration in condition of Pedestrian Guard Rails. An increase in condition inspections and a planned programme of Pedestrian Guard Rail renewal would be possible should additional funding be available. Improvement Plan for Inventory: Short term Update Pedestrian Guard Rail information in the Exor database. o Medium term Establish better procedures for updating database following erection of new Pedestrian Guard Rails. Long term Update all Pedestrian Guard Rail information in Exor database and include condition information. Improvement Plan for Maintenance: Short term The prompt response to problems with Pedestrian Guard Rails should continue. Medium term A programme on condition inspections of Pedestrian Guard Rails with follow up maintenance should be developed. o Long term A long term planned maintenance programme should be developed to include programmed renewals of Pedestrian Guard Rails. 12

188 Asset Group: Asset Type: Signs and Other Street Furniture Bus Shelters Function: To provide shelter for passengers at bus stops. Legal Obligations Bus shelters may be provided by the Highway Authority, Parish Council or others, but there are generally no statutory requirement to provide them. Inventory Information Summary: Scale and size of asset Total of Bus shelters on the highway network is 346. Some bus shelters are owned and maintained by Parish Councils, and these are not included in the TAMP. Location and type of Inventory Information on Bus Shelter location and type is held in Inventory on Exor database in electronic form. Coverage of Inventory data Good information on Bus Shelter location and type is held on Exor database, but information has not been updated and information on condition is not held. 13

189 Reliability of Inventory data Bus Shelter information held on Exor database is not very reliable because inventory is currently not currently updated. System for managing and updating data Information on maintenance to Bus Shelters is not currently updated on Exor database. Inspection and Assessment Regimes: Safety Inspections Safety inspections of the highway network are carried out by driven Inspections in accordance with Highways Inspection Manual (ref?) as summarised below, and these would be expected to identify serious safety problems with Bus Shelters. Description Frequency of Inspection A, B, and some C Class roads Monthly Most C Class and some Unclassified 3 Monthly Some C Class and Unclassified 6 Monthly Divisional Highways staff report damaged Bus Shelter as part of their duties. In addition Inspections are made in response to Customer Care Unit calls from the public and reports from others. Service and Condition Inspection Regime Condition inspections are carried out as part of the routine maintenance of the shelters, or in response to identified safety or performance problems. System for recording inspections Creation of New Assets Results of condition surveys are currently not recorded on Inventory. New Roads by Developers Private developers may construct Bus Shelters which are adopted as part of the public highway under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption. Inventory data should be updated after adoption, but this does not always happen at present. 14

190 New Roads by Highway Authority Bus Shelters can be created as part of major improvement schemes carried out by the highway authority. The new asset is constructed in accordance with current design standards, with a maintenance period or similar. Inventory data should be updated following opening of new road. New Bus Shelters by Highway Authority Maintenance Regimes: New Bus Shelter can be erected in connection with local safety schemes or as part of Integrated Transport schemes. Inventory should be updated accordingly, but this is currently not always the case. Reactive Maintenance Regime Serious safety defects on Bus Shelter are attended to in accordance with the response times set out in the Highways Inspection Manual (ref?). Generally serious damage or defects are repaired or signed within 24 hours. Other defects are usually included in future maintenance programmes. Routine Maintenance Procedure Routine maintenance of Bus Shelter is carried out through Wiltshire Highways and includes cleaning and repairs. Defects and structural problems with Bus Shelters are reported when identified, with Bus Shelters made safe in the event of safety problems. Damaged or missing glass is replaced as necessary. Planned Maintenance Procedure There is not currently a planned maintenance programme for replacing, refurbishing or upgrading Bus Shelters. System for recording maintenance data Maintenance work carried out on Bus Shelters is generally not currently recorded. Key Asset Performance Targets: Local Transport Plan and Best Value Indicators Corporate Goals There are currently no targets for Bus Shelters, but provision of shelters does contribute to LTP public transport passenger targets. There are currently no corporate goals with regard to Bus Shelters. 15

191 Public Perception of Asset Public Perception The condition of Bus Shelters when damaged or in need of painting is often noticed by the Public. Bus Shelters in damaged condition can give a poor impression of the condition of the network. Public Expectation The public expect Bus Shelters to be clean and in good condition. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks No specific issues have been identified. A number of Bus Shelters are located in Conservation Areas or other sensitive sites and consideration needs to be given to design, materials and positioning. Damaged Bus Shelters can create a safety hazard for passengers, pedestrians and traffic. Risk Management Disposal of Asset A programme of repair and a prompt responses to safety defects can reduce the risks associated with Bus Shelters. Maintenance work on Bus Shelters must be carried out by competent contractors with a trained workforce following the correct procedures, especially when working adjacent to high speed roads. Removal of Bus Shelters Bus Shelters are not usually removed, but should the need arise the existing footway should be made safe and reistated. 16

192 Asset Value Replacement Value Replacement value has not yet been calculated. Current Maintenance Expenditure Bus Shelters maintenance is currently estimated to cost in the region of 103,

193 Summary Asset Group: Signs and Other Street Furniture Asset Type: Bus Shelters The condition of Bus Shelters is immediately apparent to passengers, pedestrians and road users, and missing, damaged or dirty Bus Shelters can give a poor impression of the overall condition of the highway network. Reductions in current levels of expenditure on routine maintenance would result in deterioration in condition of Bus Shelters. An increase in condition inspections and a planned programme of Bus Shelters renewal would be possible should additional funding be available. Improvement Plan for Inventory: Short term Update Bus Shelters information in the Exor database. o Medium term Establish better procedures for updating database following erection of new Bus Shelters. Long term Update all Bus Shelter information in Exor database and include condition information. Improvement Plan for Maintenance: Short term The prompt response to problems with Bus Shelters should continue. Medium term A programme on condition inspections of Bus Shelters should be developed to include structural and electrical systems inspections of Bus Shelters. Long term A long term planned maintenance programme should be developed to include programmed renewals of Bus Shelters. 18

194 Asset Group: Asset Type: Signs and Other Street Furniture Bollards Function: To delineate carriageway edges or restrict vehicle access to paved areas. Legal Obligations There is no statutory requirement to provide bollards, but as with other aspects of the highway there is a responsibility to maintain them. Inventory Information Summary: Scale and size of asset Urban No. A Class Roads 901 B Class Roads 545 C Class Roads 2,053 Unclassified Roads 1,966 Total Urban Bollards 5,465 Rural A Class Roads 1,556 B Class Roads 974 C Class Roads 2,947 Unclassified Roads 1,089 Total Rural Bollards 6,566 19

195 Of the total 12,031 bollards there are 7,125 reflectorised and 910 internally illuminated bollards. Location and type of Inventory Information on Bollard location and type is held in Inventory on Exor database in electronic form. Coverage of Inventory data Good information on Bollard location and type is held on Exor database, but information has not been updated and information on condition is not held. Reliability of Inventory data Bollard information held on Exor database is not very reliable because inventory is currently not currently updated. System for managing and updating data Information on maintenance or replacement of Bollards is not currently updated on Exor database. Inspection and Assessment Regimes: Safety Inspections Safety inspections of the highway network are carried out by driven Inspections in accordance with Highways Inspection Manual (ref?) as summarised below, and these would be expected to identify serious safety problems with Bollards. Description Frequency of Inspection A, B, and some C Class roads Monthly Most C Class and some Unclassified 3 Monthly Some C Class and Unclassified 6 Monthly Divisional Highways staff report damaged Bollards as part of their duties. In addition Inspections are made in response to Customer Care Unit calls from the public and reports from others. Service and Condition Inspection Regime Condition inspections of Bollards are carried out as part of the routine maintenance of the network, or in response to identified safety or performance problems. 20

196 System for recording inspections Creation of New Assets Results of condition surveys are currently not recorded on Inventory. New Roads by Developers Private developers may construct Bollards which are adopted as part of the public highway under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption. Inventory data should be updated after adoption, but this does not always happen at present. New Roads by Highway Authority Bollards can be created as part of major improvement schemes carried out by the highway authority. The new asset is constructed in accordance with current design standards, with a maintenance period or similar. Inventory data should be updated following opening of new road. New Bollards by Highway Authority Maintenance Regimes: New Bollards can be erected in connection with local safety schemes or as part of Integrated Transport schemes. Inventory should be updated accordingly, but this is currently not always the case. Reactive Maintenance Regime Serious safety defects with Bollards are attended to in accordance with the response times set out in the Highways Inspection Manual (ref?). Generally serious damage or defects are repaired or signed within 24 hours. Other defects are usually included in future maintenance programmes. Routine Maintenance Procedure Routine maintenance and replacement of damaged Bollards is carried out through Wiltshire Highways as the need arises. Planned Maintenance Procedure There is not currently a planned maintenance programme for replacing, refurbishing or upgrading Bollards. System for recording maintenance data Maintenance work carried out on Bollards is generally not currently recorded. 21

197 Key Asset Performance Targets: Local Transport Plan and Best Value Indicators Corporate Goals Public Perception of Asset Public Perception There are currently no targets for Bollards, but provision of Bollards does contribute to road safety targets. There are currently no corporate goals with regard to Bollards. The condition of Bollards when damaged or in need of repair is often noticed by the Public. Bollards in damaged condition can give a poor impression of the condition of the network. Public Expectation The public expect Bollards to be clean and in good condition. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks No specific issues have been identified. A number of Bollards are located in Conservation Areas or other sensitive sites and consideration needs to be given to design, materials and positioning. Specific types of Bollards may be required in some locations. Risk Management Damaged Bollards can create a safety hazard for pedestrians and vehicles. A programme of repair and prompt responses to safety defects can reduce the risks associated with Bollards. Maintenance work on Bollards must be carried out by competent contractors with a trained workforce following the correct procedures, especially when working adjacent to high speed roads. 22

198 Disposal of Asset Removal of Bollards Asset Value Bollards are not usually removed, but should the need arise the existing footway or carriageway should be made safe and reinstated. Replacement Value Replacement value has not yet been calculated. Current Maintenance Expenditure Specific budgets are not currently identified for Bollards. 23

199 Summary Asset Group: Signs and Other Street Furniture Asset Type: Bollards The condition of Bollards is immediately apparent to the public, and missing or damaged Bollards, especially in towns can give a poor impression of the overall condition of the highway network. Reductions in current levels of expenditure on routine maintenance would result in deterioration in condition and cleanliness of Bollards. An increase in condition inspections and a planned programme of maintenance of Bollards would be possible should additional funding be available. Improvement Plan for Inventory: Short term Update Bollards information in the Exor database as new works are completed. o Medium term Establish better procedures for updating database following erection of new Bollards. Long term Update all information on Bollards in Exor database and include condition information. Improvement Plan for Maintenance: Short term The prompt response to problems with Bollards should continue. Medium term A programme on condition inspections of Bollards should be developed to include repair and cleaning as necessary. Long term A long term planned maintenance programme should be developed to include programmed renewals of Bollards. 24

200 Asset Group: Asset Type: Signs and Other Street Furniture Grit Bins Function: To store salt for winter maintenance of carriageways and footways. Legal Obligations There is no statutory requirement to provide Grit Bins, but can assist with safe maintenance of the network. Inventory Information Summary: Scale and size of asset There are 1,034 Grit Bins mainly on minor roads. Location and type of Inventory Information on Grit Bins location and type is held in Inventory on Exor database in electronic form, and on spread sheets. Coverage of Inventory data Good information on Grit Bins location and type is held on Exor database, but information has not been updated and information on condition is not held. More up to date information is held on spreadsheet. Reliability of Inventory data Grit Bins information held on Exor database is not very reliable because inventory is not currently updated. 25

201 Information on spreadsheet is being updated. System for managing and updating data Wiltshire Transport Asset Management Plan Information on maintenance or replacement of Bollards is not currently updated on Exor database. Spreadsheet data is currently being updated. Inspection and Assessment Regimes: Safety Inspections Safety inspections of the highway network are carried out by driven Inspections in accordance with Highways Inspection Manual (ref?) as summarised below, and these would be expected to identify serious safety problems with Grit Bins. Description Frequency of Inspection A, B, and some C Class roads Monthly Most C Class and some Unclassified 3 Monthly Some C Class and Unclassified 6 Monthly Parish Stewards report damaged Grit Bins and those in need of filling as part of their duties. In addition Inspections are made in response to Customer Care Unit calls from the public and reports from others. Service and Condition Inspection Regime Condition inspections of Grit Bins are usually carried out annually as part of the routine maintenance of the network, or in response to identified safety or performance problems. System for recording inspections Creation of New Assets Results of condition surveys are currently not recorded on Inventory. New Roads by Developers Private developers may very rarely construct Grit Bins which are adopted as part of the public highway under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption. Inventory data should be updated after adoption, but this does not always happen at present. 26

202 New Roads by Highway Authority Grit Bins may very rarely be installed as part of major improvement schemes carried out by the highway authority. The new asset is constructed in accordance with current design standards, with a maintenance period or similar. Inventory data should be updated following opening of new road. New Grit Bins by Highway Authority Maintenance Regimes: New Grit Bins can be installed at sites with identified winter maintenance needs. Inventory should be updated accordingly, but this is currently not always the case. Reactive Maintenance Regime Serious safety defects with Grit Bins are attended to in accordance with the response times set out in the Highways Inspection Manual (ref?). Generally serious damage or defects are repaired or signed within 24 hours. Other defects are usually included in future maintenance programmes. Routine Maintenance Procedure Routine maintenance and replacement of damaged Grit Bins is carried out through Wiltshire Highways as the need arises. Planned Maintenance Procedure There is not currently a planned maintenance programme for replacing, refurbishing or upgrading Grit Bins. System for recording maintenance data Maintenance work carried out on Grit Bins is generally not currently recorded. Key Asset Performance Targets: Local Transport Plan and Best Value Indicators Corporate Goals There are currently no targets for Grit Bins, but provision of Grit Bins can contribute to road safety targets. There are currently no corporate goals with regard to Grit Bins. 27

203 Public Perception of Asset Public Perception The condition of Grit Bins when damaged or in need of repair is often noticed by the Public. Grit Bins in damaged condition can give a poor impression of the condition of the network. Public Expectation The public expect Grit Bins to be filled, in good condition and ready for use. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks No specific issues have been identified. Any Grit Bins located in Conservation Areas or other sensitive sites would need special consideration. Risk Management Disposal of Asset Damaged Grit Bins can create a safety hazard for pedestrians and vehicles. A programme of repair and prompt responses to safety defects can reduce the risks associated with Grit Bins. An annual inspection regime and filling should ensure Grit Bins are available for use. Removal of Grit Bins When Grit Bins are removed when circumstances change and they are no longer required. The existing footway, carriageway or verge should be made safe and reinstated. 28

204 Asset Value Replacement Value Replacement value has not yet been calculated. Current Maintenance Expenditure Specific budgets are not currently identified for Grit Bins. 29

205 Summary Asset Group: Signs and Other Street Furniture Asset Type: Grit Bins The condition of Grit Bins is immediately apparent to the public, and missing or damaged Grit Bins can give a poor impression of the overall condition of the highway network. Reductions in current levels of expenditure on routine maintenance could result in deterioration in condition and cleanliness of Grit Bins. An increase in condition inspections and a planned programme of maintenance of Grit Bins would be possible should additional funding be available. Improvement Plan for Inventory: Short term Update Grit Bins information in the Exor database. o Medium term Establish better procedures for updating database following erection of new Grit Bins. Long term Update all information on Grit Bins in Exor database and include condition information. Improvement Plan for Maintenance: Short term The annual inspection and filling of Grit Bins should continue. Medium term A programme on condition inspections of Grit Bins should be developed to include repair, cleaning and replacement as necessary. Long term A long term planned maintenance programme should be developed to include programmed renewals of Grit Bins. 30

206 Asset Group: Asset Type: Signs and Other Street Furniture Bus Stops Function: To indicate locations of bus stops for passengers and bus drivers. Legal Obligations Bus Stops may be provided by the Highway Authority, Bus Companies or others, but there is generally no statutory requirement to provide them. Inventory Information Summary: Scale and size of asset Inventory data needs to be up dated. Some Bus Stops are owned and maintained by Bus Companies. Location and type of Inventory Information on Bus Stops location and type is held in a number of locations, with some held in electronic form. Coverage of Inventory data Coverage of Bus Stop information is patchy, with information held in different locations. Reliability of Inventory data Bus Shelter information is generally not very reliable. 31

207 System for managing and updating data Information on maintenance to Bus Shelters is not currently updated on Exor database. Inspection and Assessment Regimes: Safety Inspections Safety inspections of the highway network are carried out by driven Inspections in accordance with Highways Inspection Manual (ref?) as summarised below, and these would be expected to identify serious safety problems with Bus Stops. Description Frequency of Inspection A, B, and some C Class roads Monthly Most C Class and some Unclassified 3 Monthly Some C Class and Unclassified 6 Monthly Divisional Highways staff and Passenger Transport staff report damaged Bus Stops as part of their duties. In addition Inspections are made in response to Customer Care Unit calls from the public and reports from others. Service and Condition Inspection Regime Condition inspections are carried out in response to identified safety or performance problems. System for recording inspections Creation of New Assets Results of condition surveys are currently not recorded on Inventory. New Roads by Developers Private developers may construct Bus Stops which are adopted as part of the public highway under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption. Inventory data should be updated after adoption, but this does not always happen at present. New Roads by Highway Authority Bus Stops can be created as part of major improvement schemes carried out by the highway authority. The new asset is constructed in accordance with current design standards, with a maintenance period or similar. Inventory data should be updated following opening of new road. 32

208 New Bus Stops by Highway Authority Maintenance Regimes: New Bus Stops can be erected by the Council in connection with local safety schemes or as part of Integrated Transport schemes. Inventory should be updated accordingly, but this is currently not always the case. Reactive Maintenance Regime Serious safety defects on Bus Stops are attended to in accordance with the response times set out in the Highways Inspection Manual (ref?). Generally serious damage or defects are repaired or signed within 24 hours. Other defects are usually included in future maintenance programmes. Routine Maintenance Procedure Routine maintenance of Bus Stops is carried out when problems identified. Damaged or missing signs are replaced as necessary. Planned Maintenance Procedure There is not currently a planned maintenance programme for replacing, refurbishing or upgrading Bus Stops. System for recording maintenance data Maintenance work carried out on Bus Stops is generally not currently recorded. Key Asset Performance Targets: Local Transport Plan and Best Value Indicators Corporate Goals Public Perception of Asset Public Perception There are currently no targets for Bus Stops, but provision of Bus Stops does contribute to LTP public transport passenger targets. There are currently no corporate goals with regard to Bus Stops. The condition of Bus Stops when damaged or in need of repair is often noticed by the travelling public. Bus Stops in damaged condition can give a poor impression of public transport. 33

209 Public Expectation The public expect Bus Stops to be visible, clean and in good condition. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks No specific issues have been identified. A number of Bus Stops are located in Conservation Areas or other sensitive sites and consideration may need to be given to design, materials and positioning. Damaged Bus Stops can create a safety hazard for passengers, pedestrians and traffic. Risk Management Disposal of Asset A programme of repair and a prompt responses to safety defects can reduce the risks associated with Bus Stops. Maintenance work on Bus Stops must be carried out by competent contractors with a trained workforce following the correct procedures, especially when working adjacent to high speed roads. Removal of Bus Shelters Asset Value Bus Stops are not usually removed, but should the need arise any posts should be removed and the existing footway should be made safe and reinstated. Replacement Value Replacement value has not yet been calculated. Current Maintenance Expenditure No specific budget has been identified for Bus Stops. 34

210 Summary Asset Group: Signs and Other Street Furniture Asset Type: Bus Shelters The condition of Bus Stops is immediately apparent to passengers, pedestrians and road users, and missing, damaged or dirty Bus Stops can give a poor impression of the provision of public transport. Reductions in current levels of expenditure on routine maintenance would result in deterioration in condition of Bus Stops. An increase in condition inspections and a planned programme of Bus Stops renewal would be possible should additional funding be available. Improvement Plan for Inventory: Short term Update Bus Stops information in the Exor database. o Medium term Establish better procedures for updating database following erection of new Bus Stops. Long term Update all Bus Stops information in Exor database and include condition information. Improvement Plan for Maintenance: Short term The prompt response to problems with Bus Stops should continue. Medium term A programme on condition inspections and maintenance of Bus Stops should be developed. Long term A long term planned maintenance programme should be developed to include programmed renewals of Bus Stops. 35

211 Asset Group: Asset Type: Drainage Gullies Function: To remove surface water runoff from carriageways and other paved areas. Legal Obligations The adequate drainage of the carriageway is necessary for road safety. Standing water can be a particular hazard on high speed roads. Inventory Information Summary: Scale and size of asset Urban No. A Class Roads 4,667 B Class Roads 2,935 C Class Roads 8,044 Unclassified Roads 39,827 Total Urban Gullies 55,473 Rural A Class Roads 6,565 B Class Roads 2,198 C Class Roads 6,573 Unclassified Roads 2,738 Total Rural Gullies 18,074 1

212 Location and type of Inventory Information on locations of gullies is held in Inventory on Exor database in electronic form. Information on some gullies and associated pipework is held in HDAM. Coverage of Inventory data Information held on Exor database is generally good, but information has not been updated and information on condition is not held. Information in HDAM covers only a small proportion of the highway network. Reliability of Inventory data Information held on Exor database is fairly reliable but is not necessarily up to date as inventory is not currently updated. Information in HDAM is accurate but not extensive. System for managing and updating data Information on gullies is not generally updated. Additional information is added to HDAM following surveys of identified problem areas or where other works are programmed. Inspection and Assessment Regimes: Safety Inspections Safety inspections of the highway network are carried out by driven Inspections in accordance with Highways Inspection Manual (ref?) as summarised below, and these would be expected to identify serious safety problems with drainage, including blocked gullies or damaged gratings. Description Frequency of Inspection A, B, and some C Class roads Monthly Most C Class and some Unclassified 3 Monthly Some C Class and Unclassified 6 Monthly Divisional Highways staff report problems with gullies as part of their duties. In addition Inspections are made in response to Customer Care Unit calls from the public and reports from others. 2

213 Service and Condition Inspection Regime Condition inspections are carried out as part of the regular routine cleaning and maintenance of gullies. Condition inspections are carried out in response to identified safety or performance problems. System for recording inspections Creation of New Assets Results of condition surveys are currently not recorded on Inventory. New Roads by Developers Private developers construct roads including gullies which are adopted as public highways under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption. Inventory data should be updated after adoption, but this does not always happen at present. New Roads by Highway Authority New gullies can be created as part of major improvement schemes carried out by the highway authority. The new asset is constructed in accordance with current design standards, with a maintenance period or similar. Inventory data should be updated following opening of new road. New Gullies by Highway Authority Maintenance Regimes: New gullies can be constructed in connection with local safety schemes, and minor improvement schemes. Inventory should be updated accordingly, but this is currently not always the case. Reactive Maintenance Regime Serious safety defects such as missing or damaged covers are attended to in accordance with the response times set out in the Highways Inspection Manual (ref?). Generally serious damage or defects are repaired or signed within 24 hours. Other defects may be included in future maintenance programmes. Blocked or non function gullies are responded to when reported. At times of high rainfall or flooding there are practical limits to the number of incidents which may need to be dealt with, and visits may need to be prioritised. 3

214 Routine Maintenance Procedure A programme of routine maintenance and cleaning of gullies is carried out through Wiltshire Highways. Defects and structural problems with gullies are reported when identified, with sites made safe in the event of safety problems. Planned Maintenance Procedure There is not currently a planned maintenance programme for replacing, refurbishing or upgrading gullies. System for recording maintenance data Maintenance work carried out on gullies is generally not currently recorded. Key Asset Performance Targets: Local Transport Plan and Best Value Indicators Corporate Goals Public Perception of Asset Public Perception There are currently no targets for gullies, but the appropriate maintenance of drainage systems does contribute to the road safety targets. There are currently no corporate goals with regard to drainage. The public generally report blocked gullies promptly, and ineffective drainage is a matter of concern in terms of safety and inconvenience to road users and residents. Public Expectation The public expect gullies to be effective in removing surface water. Environmental and Heritage Considerations Environmental Heritage Material removed from gully pots is potentially hazardous and must be disposed of in the correct manner. Sometimes particular drainage systems may be introduced in paved areas in pedestrian areas requiring specific maintenance arrangements. 4

215 Risk Assessment Key Risks Damaged or missing gratings or covers can create a safety hazard. Blocked or ineffective gullies can lead to standing water on the carriageway which can be a hazard to high speed traffic. Risk Management Disposal of Asset Blocked or ineffective gullies can lead to flooding and damage to property. A programme of gully emptying, together with prompt responses to reports of defects or drainage problems can reduce the risks associated with gullies. Maintenance work and emptying of gullies must be carried out by competent contractors with a trained workforce following the correct procedures and traffic control, especially when working on high speed roads. Removal of Gullies Asset Value Gullies do not often become surplus, but in the event of them being no longer required they should be capped off and filled, with the carriageway of footway surface being properly reinstated. Replacement Value Replacement value has not yet been calculated. Current Maintenance Expenditure The budget for responding to defects for 2006/7 is 45,000, with gully cleansing estimated at 793,706. 5

216 Summary Asset Group: Drainage Asset Type: Gullies The timely cleansing and inspection of gully pots is an important aspect of the maintenance of the highway network. To meet safety requirements and public expectations it is important to have frequent visits within the funding available. Reductions in current levels of expenditure on routine maintenance would result in reductions in the number of visits. An increase in the number of cleansing and inspections would be desirable, but this may need to be focused on those sites most at risk. Improvement Plan for Inventory: Short term Update gully and related pipework information on HDAM. Medium term Update gully location and type information in Exor database. Long term Establish system for recording gully cleansing and maintenance works on Exor. Improvement Plan for Maintenance: Short term The regular programme of gully cleansing should continue. Medium term A programme of gully cleansing based on need and risk analysis should be phased in. Long term A long term planned gully cleansing programme should be developed with timing and frequency of visits optimised to minimise maintenance costs. 6

217 Asset Group: Asset Type: Drainage Pipework Function: To remove surface water runoff from gullies in carriageways and other paved areas, and connect to outfall or other arrangement. Legal Obligations The adequate drainage of the carriageway is necessary for road safety. Standing water can be a particular hazard on high speed roads. Inventory Information Summary: Scale and size of asset Information on the location, size and extent of drainage pipes in the highway is very limited. Location and type of Inventory Information on some pipework is held in HDAM, but extent of coverage is very limited. Coverage of Inventory data Information in HDAM covers only a small proportion of the highway network. Reliability of Inventory data Information in HDAM is accurate but not extensive. 7

218 System for managing and updating data Information is added to HDAM following surveys of identified problem areas or following completion of new works. Inspection and Assessment Regimes: Safety Inspections Safety inspections of the highway network are carried out by driven Inspections in accordance with Highways Inspection Manual (ref?) as summarised below, and these would be expected to identify serious safety problems with drainage, including blocked gullies or damaged gratings. Description Frequency of Inspection A, B, and some C Class roads Monthly Most C Class and some Unclassified 3 Monthly Some C Class and Unclassified 6 Monthly Divisional Highways staff report problems with drainage as part of their duties. In addition Inspections are made in response to Customer Care Unit calls from the public and reports from others regarding flooding. Service and Condition Inspection Regime Service inspections are carried out in response to identified safety or performance problems, especially with regard to reports of flooding. Condition surveys generally involving CCTV are carried out at sites with identified performance problems or where other major work is being undertaken. System for recording inspections Creation of New Assets Results of condition surveys are recorded on HDAM. New Roads by Developers Private developers construct roads including pipework which are adopted as public highways under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption. Inventory data should be updated on HDAM after adoption, but this does not always happen at present. New Roads by Highway Authority New pipework can be created as part of major improvement schemes carried out by the highway authority. The new asset is constructed in accordance with 8

219 current design standards, with a maintenance period or similar. HDAM data should be updated following opening of new road. New Gullies by Highway Authority Maintenance Regimes: New pipework can be constructed in connection with local safety schemes, minor improvement schemes, major maintenance schemes or in response to identified drainage problems. HDAM should be updated accordingly. Reactive Maintenance Regime Serious safety defects such as flooding are attended to in accordance with the response times set out in the Highways Inspection Manual (ref?). Generally problems are dealt with within 24 hours, but more serious problems may need to be included in future maintenance programmes in order to be addressed. Blocked pipes are responded to when reported. At times of high rainfall or flooding there are practical limits to the number of incidents which can be dealt with, and visits may need to be prioritised. Routine Maintenance Procedure A programme of routine maintenance and cleaning of gullies and associated pipework is carried out through Wiltshire Highways. Defects and structural problems with pipes are reported when identified, so that they can be included on future works lists. Planned Maintenance Procedure A planned maintenance programme for replacing, refurbishing or upgrading pipework is generated from the defects and problem sites identified, but there is no longer term programme of renewal. System for recording maintenance data Routine maintenance work carried out pipework is not usually recorded. Alterations to pipes or networks are recorded on HDAM. Key Asset Performance Targets: Local Transport Plan and Best Value Indicators Corporate Goals There are currently no targets for pipework, but the appropriate maintenance of drainage systems does contribute to the road safety targets. There are currently no corporate goals with regard to drainage. 9

220 Public Perception of Asset Public Perception The public generally report blocked gullies and ineffective drainage promptly, as drainage is a matter of concern in terms of safety and inconvenience to road users and residents. Public Expectation The public expect pipework to be effective in removing surface water, without creating flooding. The existing drainage systems are not always capable of handling peak flows. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Material removed from pipework can be potentially hazardous and must be disposed of in the correct manner. Effective operation of pipework is often important in order to avoid flooding or pollution incidents. No particular heritage issues have been identified with regard to pipework. Blocked or ineffective pipework can lead to standing water on the carriageway which can be a hazard to high speed traffic. Risk Management Blocked or ineffective pipework can lead to flooding and damage to property. A prompt response to reports of flooding or drainage problems can reduce the risks associated with defective pipework. Maintenance work on pipework must be carried out by competent contractors with a trained workforce following the correct procedures and traffic control, especially as excavation in the highway is often required. 10

221 Disposal of Asset Removal of Pipework Asset Value Surplus or redundant pipework should be capped off and filled. Replacement Value Replacement value has not yet been calculated. Current Maintenance Expenditure The budget for budget for investigating and repairing drainage problems for 2006/7 is in the region of 450,000, with pipe cleansing operations estimated at 190,

222 Summary Asset Group: Drainage Asset Type: Pipework There is very little information available about the location and condition of existing pipework in the highway. To meet safety requirements and public expectations it is important to have a programme to investigate and repair defects within the funding available. Reductions in current levels of expenditure on highway maintenance would result in reductions in the number of sites dealt with, and an increase in flooding and safety risks. An increase in cleansing and inspections of pipework would be desirable, which would need to be focused on those sites most at risk. Improvement Plan for Inventory: Short term Continue to update pipework information on HDAM as surveys or work on the system is completed. Medium term Carry out investigations using CCTV at sites with identified drainage problems. Long term Seek to obtain drainage information on drainage pipes in the whole network. Improvement Plan for Maintenance: Short term The regular programme of investigation of drainage problems should continue should continue. Medium term A programme of major drainage works to address larger scale drainage problems should be phased in. Long term A long term planned pipework replacement and upgrading programme would be desireable. 12

223 Asset Group: Asset Type: Drainage Grips Function: To remove surface water runoff from carriageways and other paved areas to ditches. Legal Obligations The adequate drainage of the carriageway is necessary for road safety. Standing water can be a particular hazard on high speed roads. Inventory Information Summary: Scale and size of asset Urban No. A Class Roads 142 B Class Roads 343 C Class Roads 1,483 Unclassified Roads 1,136 Total Urban Grips 3,104 Rural A Class Roads 2,619 B Class Roads 3,448 C Class Roads 15,570 Unclassified Roads 5,893 Total Rural Grips 27,530 13

224 Location and type of Inventory Information on locations of grips is held in Inventory on Exor database in electronic form. Information on some grips is held in HDAM. Coverage of Inventory data Information held on Exor database is generally good, but information has not been updated and information on condition is not held. Information in HDAM covers only a small proportion of the highway network. Reliability of Inventory data Information held on Exor database is fairly reliable but is not necessarily up to date as inventory is not currently updated. Information in HDAM is accurate but not extensive. System for managing and updating data Information on grips is not generally updated. Additional information is added to HDAM following surveys of identified problem areas or where other works are programmed. Inspection and Assessment Regimes: Safety Inspections Safety inspections of the highway network are carried out by driven Inspections in accordance with Highways Inspection Manual (ref?) as summarised below, and these would be expected to identify serious safety problems with drainage, including blocked grips. Description Frequency of Inspection A, B, and some C Class roads Monthly Most C Class and some Unclassified 3 Monthly Some C Class and Unclassified 6 Monthly Divisional Highways staff report problems with grips as part of their duties. In addition Inspections are made in response to Customer Care Unit calls from the public and reports from others. 14

225 Service and Condition Inspection Regime Condition inspections are carried out in response to identified safety or performance problems. System for recording inspections Creation of New Assets Results of condition surveys are currently not recorded on Inventory. New Roads by Developers Private developers would normally construct roads including grips, but if they do they are inspected and approved before adoption. Inventory data should be updated after adoption, but this does not always happen at present. New Roads by Highway Authority New grips can be created as part of major improvement schemes carried out by the highway authority. The new asset is constructed in accordance with current design standards, with a maintenance period or similar. Inventory data should be updated following opening of new road. New Grips by Highway Authority Maintenance Regimes: New grips can be constructed to deal with localised drainage problems, or in connection with minor improvement schemes. Inventory should be updated accordingly, but this is currently not always the case. Reactive Maintenance Regime Serious safety defects such flooding resulting from blocked or defective grips are attended to in accordance with the response times set out in the Highways Inspection Manual (ref?). Generally damage or defects are repaired or signed within 24 hours. Other more serious defects may be included in future maintenance programmes. Blocked or non function grips are responded to when reported. At times of high rainfall or flooding there are practical limits to the number of incidents which may need to be dealt with, and visits may need to be prioritised. Routine Maintenance Procedure Defects and problems with grips are dealt with when identified, with sites made safe in the event of safety problems. 15

226 Planned Maintenance Procedure There is not currently a planned maintenance programme for inspecting, refurbishing or upgrading grips. System for recording maintenance data Maintenance work carried out on grips is generally not currently recorded. Key Asset Performance Targets: Local Transport Plan and Best Value Indicators Corporate Goals Public Perception of Asset Public Perception There are currently no targets for grips, but the appropriate maintenance of drainage systems does contribute to the road safety targets. There are currently no corporate goals with regard to drainage. The public generally report blocked grips promptly, and ineffective drainage is a matter of concern in terms of safety and inconvenience to road users and residents. Public Expectation The public expect grips and carriageway drainage to be effective in removing surface water. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Effective drainage of the carriageway is necessary to prevent flooding and damage to property. No particular issues identified. Blocked or ineffective grips can lead to standing water on the carriageway which can be a hazard to high speed traffic. 16

227 Risk Management Disposal of Asset Removal of Grips Asset Value Blocked or ineffective grips can lead to flooding and damage to property. A prompt response to reports of defects or blocked grips can reduce the risks associated with these drainage problems. Maintenance work and cleaning of grips must be carried out by competent contractors with a trained workforce following the correct procedures and traffic management, especially when working on high speed roads. Grips do not often become surplus, but in the event of them being no longer required they should be filled in, with the footway of verge being properly reinstated. Replacement Value Replacement value has not yet been calculated. Current Maintenance Expenditure There is not a specific budget allocated for grips, as work can be carried out by Unimog or Parish Steward according to circumstances. 17

228 Summary Asset Group: Drainage Asset Type: Grips Keeping grips functioning properly is important for the safe operation of the highway network. To meet safety requirements and public expectations it is important to respond to identified problems with grips on the network. Reductions in current levels of expenditure on routine maintenance could result in delays with dealing with problems. The introduction of a formalised grip inspection and maintenance regime would have benefits should the funding become available. Improvement Plan for Inventory: Short term Update grip information in the Exor database as maintenance work is carried out. Medium term Update grip location and type information in Exor database. Long term Establish system for recording grip cleansing and maintenance works on Exor. Improvement Plan for Maintenance: Short term The prompt response to grip problems should continue. Medium term A programme of grip cleansing based on need and risk analysis should be phased in. Long term A long term planned grip cleansing programme should be developed with timing and frequency of visits optimised to minimise maintenance costs. 18

229 Asset Group: Asset Type: Drainage Ditches and Swales Function: To remove surface water runoff from carriageways and other paved areas to watercourses and outfalls. Swales provide additional flood attenuation and water treatment. Legal Obligations The adequate drainage of the carriageway is necessary for road safety. Standing water can be a particular hazard on high speed roads. Inventory Information Summary: Scale and size of asset Urban Length (metres) A Class Roads 8,278 B Class Roads 11,680 C Class Roads 46,595 Unclassified Roads 39,020 Total Urban Ditches 105,573 Rural A Class Roads 72,149 B Class Roads 96,223 C Class Roads 472,967 Unclassified Roads 207,107 Total Rural Ditches 848,446 19

230 Location and type of Inventory Information on locations of ditches is held in Inventory on Exor database in electronic form. Information on some ditches is held in HDAM. Coverage of Inventory data Information held on Exor database is generally good, but information has not been updated and information on condition is not held. Information in HDAM covers only a small proportion of the highway network. Reliability of Inventory data Information held on Exor database is fairly reliable but is not necessarily up to date as inventory is not currently updated. Information in HDAM is accurate but not extensive. System for managing and updating data Information on ditches is not generally updated on Exor database. Additional information on ditches is added to HDAM following surveys of identified problem areas or where other works are programmed. Inspection and Assessment Regimes: Safety Inspections Safety inspections of the highway network are carried out by driven Inspections in accordance with Highways Inspection Manual (ref?) as summarised below, and these would be expected to identify serious safety problems with drainage, including blocked ditches and watercourses. Description Frequency of Inspection A, B, and some C Class roads Monthly Most C Class and some Unclassified 3 Monthly Some C Class and Unclassified 6 Monthly Divisional Highways staff report problems with ditches as part of their duties. In addition Inspections are made in response to Customer Care Unit calls from the public and reports from others. 20

231 Service and Condition Inspection Regime Condition inspections are carried out in response to identified safety or performance problems. System for recording inspections Creation of New Assets Results of condition surveys are currently not recorded on Inventory. New Roads by Developers Private developers may construct roads which include ditches and these are adopted as public highways under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption. Inventory data should be updated after adoption, but this does not always happen at present. New Roads by Highway Authority New ditches can be created as part of major improvement schemes carried out by the highway authority. The new asset is constructed in accordance with current design standards, with a maintenance period or similar. Inventory data should be updated following opening of new road. New Ditches by Highway Authority Maintenance Regimes: New ditches can be constructed to address identified drainage problems and in connection minor improvement schemes. Inventory should be updated accordingly, but this is currently not always the case. Reactive Maintenance Regime Blocked or non function ditches are responded to when reported. At times of high rainfall or flooding there are practical limits to the number of incidents which may need to be dealt with, and visits may need to be prioritised. Routine Maintenance Procedure Routine maintenance and cleaning of ditches is usually carried out in response to identified problems. Planned Maintenance Procedure There is not currently a planned maintenance programme for refurbishing or upgrading ditches. 21

232 System for recording maintenance data Maintenance work carried out on ditches is generally not currently recorded. Key Asset Performance Targets: Local Transport Plan and Best Value Indicators Corporate Goals Public Perception of Asset Public Perception There are currently no targets for ditches, but the appropriate maintenance of drainage systems does contribute to the road safety targets. There are currently no corporate goals with regard to drainage. The public generally report blocked ditches promptly, and ineffective drainage is a matter of concern in terms of safety and inconvenience to road users and residents. Public Expectation The public expect ditches to be effective in removing surface water. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Effective drainage can be important in ensuring the ecological and environmental value of particular sites is maintained. Ditches may contain weirs and reeds to assist surface water cleaning. Swales are wide shallow ditches specifically constructed in connection with a designed drainage system, and may have special requirements with regard to grass cutting and other maintenance. In some areas ditches alongside the road are important elements of the street scene. Blocked or ineffective ditches can lead to standing water on the carriageway which can be a hazard to high speed traffic. 22

233 Risk Management Disposal of Asset Blocked or ineffective ditches can lead to flooding and damage to property. A prompt response to reports of defects or drainage problems can reduce the risks associated with ditches. Maintenance work and cleaning of ditches must be carried out by competent contractors with a trained workforce following the correct procedures and traffic management, especially when working on high speed roads. Removal of Ditches Asset Value Ditches would usually only become surplus once a replacement drainage system is operational. In the event of ditches no longer being required they should be filled and the ground reinstated. Replacement Value Replacement value has not yet been calculated. Current Maintenance Expenditure There is not a separate budget for dealing with the maintenance of ditches as this is often included with other drainage works. 23

234 Summary Asset Group: Drainage Asset Type: Ditches and Swales The effective operation of ditches and swales is necessary to ensure the safe and efficient drainage of the highway. To meet safety requirements and public expectations it is important to respond promptly to identified problems. Reductions in current levels of expenditure on routine maintenance could result in reduced maintenance of ditches. An increase in expenditure may enable a planned inspection and cleaning regime to be put in place. Improvement Plan for Inventory: Short term Update ditch information on HDAM as work is carried out on the highway network. Medium term Update ditch location and type information in Exor database. Long term Establish system for recording ditch cleansing and maintenance works on Exor database of HDAM. Improvement Plan for Maintenance: Short term The prompt response to drainage problems with ditches should continue. Medium term A programme of ditch cleaning based on need and risk analysis should be phased in for identified problem sites. Long term A long term planned ditch cleansing programme should be developed with timing and frequency of visits optimised to minimise maintenance costs. 24

235 Asset Group: Asset Type: Drainage Culverts Function: To enable small watercourses, surface water runoff from carriageways and other paved areas to flow under highways or other obstructions. Legal Obligations The adequate drainage of the carriageway is necessary for road safety. Standing water can be a particular hazard on high speed roads. The effective operation of highway culverts may depend on the operation of non-highway ditches in the control and ownership of others. The highway authority does have powers to carry out work on nonhighway land. Inventory Information Summary: Scale and size of asset Urban No. A Class Roads 17 B Class Roads 4 C Class Roads 21 Unclassified Roads 63 Total Urban Culverts 105 Rural A Class Roads 35 B Class Roads 20 C Class Roads 118 Unclassified Roads 117 Total Rural Culverts

236 Location and type of Inventory Information on locations of culverts is held in Inventory on Exor database in electronic form. Information on some culverts and associated pipework is held in HDAM. Coverage of Inventory data Information held on Exor database is generally good, but information has not been updated and information on condition is not held. Information in HDAM covers only a small proportion of the highway network. Reliability of Inventory data Information held on Exor database is fairly reliable but is not necessarily up to date as inventory is not currently updated. Information in HDAM is accurate but not extensive. System for managing and updating data Information on culverts is not generally updated on Exor database. Additional information is added to HDAM following surveys of identified problem areas or where other works are programmed. Inspection and Assessment Regimes: Safety Inspections Safety inspections of the highway network are carried out by driven Inspections in accordance with Highways Inspection Manual (ref?) as summarised below, and these would be expected to identify serious safety problems with drainage, including blocked culverts. Description Frequency of Inspection A, B, and some C Class roads Monthly Most C Class and some Unclassified 3 Monthly Some C Class and Unclassified 6 Monthly Divisional Highways staff report flooding problems with culverts as part of their duties. In addition Inspections are made in response to Customer Care Unit calls from the public and reports from others. 26

237 Service and Condition Inspection Regime Condition inspections are carried out in response to identified safety or performance problems. System for recording inspections Creation of New Assets Results of condition surveys are currently not recorded on Inventory. New Roads by Developers Private developers can construct culverts which are in the highway, and these can be adopted as public highways under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption. Inventory data should be updated after adoption, but this does not always happen at present. New Roads by Highway Authority New culverts can be created as part of major improvement schemes carried out by the highway authority. The new asset is constructed in accordance with current design standards, with a maintenance period or similar. Inventory data should be updated following opening of new road. New Gullies by Highway Authority Maintenance Regimes: New culverts can be constructed to address particular drainage problems, or to replace existing assets. Inventory should be updated accordingly, but this is currently not always the case. Reactive Maintenance Regime Blocked or non functioning culverts are usually responded to when reported. At times of high rainfall or flooding there are practical limits to the number of incidents which may need to be dealt with, and visits may need to be prioritised. Routine Maintenance Procedure Routine maintenance of culverts is usually in response to identified problems, particularly flooding. Planned Maintenance Procedure Defects and structural problems with culverts may require extensive works which have to be programmed as funds permit. 27

238 System for recording maintenance data Maintenance work carried out on culverts is generally not currently recorded. Key Asset Performance Targets: Local Transport Plan and Best Value Indicators Corporate Goals Public Perception of Asset Public Perception There are currently no targets for culverts, but the appropriate maintenance of drainage systems does contribute to the road safety targets. There are currently no corporate goals with regard to drainage. The public generally report blocked culverts and drains promptly, and ineffective drainage is a matter of concern in terms of safety and inconvenience to road users and residents. Public Expectation The public expect culverts to be effective in conveying surface water. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks The effective operation of culverts can be necessary to maintain the ecological and environmental value of an area or feature. Drainage culverts may be in conservation areas or may be listed buildings. Blocked or ineffective culverts can lead to standing water on the carriageway which can be a hazard to high speed traffic. Blocked or ineffective culverts can lead to flooding and damage to property. 28

239 Risk Management Disposal of Asset A prompt response to blocked culverts and drainage problems can reduce the risks associated with culverts. Maintenance work on culverts must be carried out by competent contractors with a trained workforce following the correct procedures and traffic control, especially when working on high speed roads. Removal of Culverts Asset Value Culverts do not often become surplus, but in the event of them being no longer required they should be capped off and filled, with the carriageway, verge or footway surface properly reinstated. Replacement Value Replacement value has not yet been calculated. Current Maintenance Expenditure No specific budget is identified for culverts. 29

240 Summary Asset Group: Drainage Asset Type: Culverts A prompt response to problems with culverts is necessary in order to meet safety requirements and public expectations. Existing drainage system should be kept operational and upgraded as funding allows. Reductions in current levels of expenditure on routine maintenance could result in an increase in flooding problems associated with culverts. An increase in expenditure could enable a planned inspection and improvement regime to be introduced, based on those sites most at risk. Improvement Plan for Inventory: Short term Update culvert and related pipework information on HDAM as maintenance work is carried out. Medium term Update culvert location and type information in Exor database or HDAM. Long term Establish system for recording culvert cleansing and maintenance works on Exor database or HDAM. Improvement Plan for Maintenance: Short term Responding to identified drainage problems with culverts should continue. Medium term A programme of inspection and maintenance of culverts based on need and risk analysis should be phased in. Long term A long term planned inspection and maintenance programme should be developed for culverts with timing and frequency of visits optimised to minimise maintenance costs. 30

241 Asset Group: Asset Type: Drainage Soakaways Function: To collect and filter surface water runoff before allowing it to soak into ground. Legal Obligations The adequate drainage of the carriageway is necessary for road safety. Standing water can be a particular hazard on high speed roads. Inventory Information Summary: Scale and size of asset Information on the location, type and size and size of soakaways in the highway is not complete. Location and type of Inventory Information on some soakaways is held in HDAM and Exor database, but extent of coverage is limited. Some information on recently constructed soakaways is held on as-built drawings. Coverage of Inventory data Information in Exor database and HDAM is probably not complete. Reliability of Inventory data Information in Exor database and HDAM is accurate but not extensive. Generally information held on soakaways is not very reliable. 31

242 System for managing and updating data Information is added to HDAM following surveys of identified problem areas or following completion of new works. Inspection and Assessment Regimes: Safety Inspections Safety inspections of the highway network are carried out by driven Inspections in accordance with Highways Inspection Manual (ref?) as summarised below, and these would be expected to identify serious safety problems with drainage, including blocked soakaways or damaged covers. Description Frequency of Inspection A, B, and some C Class roads Monthly Most C Class and some Unclassified 3 Monthly Some C Class and Unclassified 6 Monthly Divisional Highways staff report problems with drainage not functioning as part of their duties. In addition Inspections are made in response to Customer Care Unit calls from the public and reports from others regarding flooding resulting from soakaways not working. Service and Condition Inspection Regime Service inspections are carried out in response to identified safety or performance problems, especially with regard to reports of flooding. Condition surveys generally involving CCTV are carried out at sites with identified performance problems or where other major work is being undertaken. System for recording inspections Creation of New Assets Results of condition surveys are recorded on HDAM. New Roads by Developers Private developers construct roads including soakaways which are adopted as public highways under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption. Inventory data should be updated on HDAM after adoption, but this does not always happen at present. 32

243 New Roads by Highway Authority New soakaways can be created as part of major improvement schemes carried out by the highway authority. The new asset is constructed in accordance with current design standards, with a maintenance period or similar. HDAM data should be updated following opening of new road. New Soakaways by Highway Authority Maintenance Regimes: New soakaways can be constructed to address particular drainage problems or in connection with local safety schemes, minor improvement schemes, major maintenance schemes. HDAM should be updated accordingly. Reactive Maintenance Regime Serious safety defects such as flooding are attended to in accordance with the response times set out in the Highways Inspection Manual (ref?). Generally problems are dealt with within 24 hours, but more serious problems may need to be included in future maintenance programmes in order to be addressed. Blocked or defective soakaways are responded to when reported. At times of high rainfall or flooding there are practical limits to the number of incidents which can be dealt with, and visits may need to be prioritised. Routine Maintenance Procedure Routine maintenance and cleaning of soakaways is carried out through Wiltshire Highways in response to identified problems. There is currently no programme of programmed regular maintenance of soakaways. Planned Maintenance Procedure Planned maintenance programmes for replacing, refurbishing or upgrading soakaways can be generated from the defects and problem sites identified, but there is no long term programme of renewal. System for recording maintenance data Routine maintenance work carried out soakaways is not usually recorded. Alterations to soakaways are recorded on HDAM. Key Asset Performance Targets: Local Transport Plan and Best Value Indicators There are currently no targets for soakaways, but the appropriate maintenance of drainage systems does contribute to the road safety targets. 33

244 Corporate Goals Public Perception of Asset Public Perception There are currently no corporate goals with regard to drainage. The public generally report ineffective drainage promptly, as drainage is a matter of concern in terms of safety and inconvenience to road users and residents. Public Expectation The public expect drainage to be effective in removing surface water, without creating flooding. Some parts of the existing drainage system are not always capable of handling peak flows. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Effective operation of soakaways is important in order to avoid flooding or pollution incidents. No particular heritage issues have been identified with regard to soakaways. Blocked or ineffective soakaways can lead to standing water on the carriageway which can be a hazard to high speed traffic. Risk Management Disposal of Asset Blocked or ineffective soakaways can lead to flooding and damage to property. A prompt response to reports of flooding or drainage problems can reduce the risks associated with defective soakaways. Maintenance work on soakaways must be carried out by competent contractors with a trained workforce following the correct procedures and traffic control. Removal of Soakaways Surplus or redundant soakaways should be capped off and filled. 34

245 Asset Value Replacement Value Replacement value has not yet been calculated. Current Maintenance Expenditure No specific budget is currently identified for maintenance of soakaways. 35

246 Summary Asset Group: Drainage Asset Type: Soakaways There is limited information available about the location and condition of existing soakaways on the highway network. To meet safety requirements and public expectations it would be desirable to develop a programme to monitor maintain soakaways within the funding available. Reductions in current levels of expenditure on highway maintenance could result in reductions in the maintenance of soakaways, with an increase in flooding and safety risks. An increase in cleansing and inspections of soakaways would be desirable. Improvement Plan for Inventory: Short term Continue to update soakaways information on HDAM as surveys or work on the system is completed. Medium term Carry out investigations at soakaways with identified drainage problems. Long term Obtain information on all soakaways on the highway network. Improvement Plan for Maintenance: Short term Continue to investigate and repair identified problems with soakaways. Medium term Establish a programme of maintenance at identified soakaway sites with potential problems. Long term Establish a long term planned improvement and upgrading programme for soakaways. 36

247 Asset Group: Asset Type: Drainage Interceptors Function: To remove oil and other pollutants from surface water runoff before allowing it to flow to a watercourse or soakaway. Legal Obligations The prevention of pollution is required by environmental legislation, and can be a condition on planning approvals for new schemes. The adequate drainage of the carriageway is necessary for road safety as standing water can be a particular hazard on high speed roads. Inventory Information Summary: Scale and size of asset Information on the location, type and size and size of Interceptors in the highway is not complete. Inventory shows:- Length (metres) Urban A Class Roads 0 B Class Roads 0 C Class Roads 0 Unclassified Roads 15 Total Urban Interceptors 15 37

248 Rural A Class Roads 0 B Class Roads 0 C Class Roads 0 Unclassified Roads 1 Total Rural Interceptors 1 Location and type of Inventory Information on some Interceptors is held in HDAM and Exor database, but extent of coverage is limited. Some information on recently constructed Interceptors is held on as-built drawings. Coverage of Inventory data Information in Exor database and HDAM is not complete. Reliability of Inventory data Information in Exor database and HDAM is accurate but not extensive. Information held on interceptors is not held in one location. System for managing and updating data Information is added to HDAM following surveys of identified problem areas or following completion of new works. Inspection and Assessment Regimes: Safety Inspections Safety inspections of the highway network are carried out by driven Inspections in accordance with Highways Inspection Manual (ref?) as summarised below, and these would be expected to identify serious safety problems with drainage, including blocked interceptors or associated pipework. Description Frequency of Inspection A, B, and some C Class roads Monthly Most C Class and some Unclassified 3 Monthly Some C Class and Unclassified 6 Monthly Divisional Highways staff report problems with drainage not functioning as part of their duties. 38

249 In addition Inspections are made in response to Customer Care Unit calls from the public and reports from others regarding flooding resulting from interceptors not working. Service and Condition Inspection Regime Service inspections are carried out in response to identified safety or performance problems, especially with regard to reports of flooding. System for recording inspections Creation of New Assets Results of condition surveys and inspections are not recorded. New Roads by Developers Private developers construct roads including interceptors which are adopted as public highways under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption. Inventory data should be updated on HDAM after adoption, but this does not always happen at present. New Roads by Highway Authority New interceptors can be created as part of major improvement schemes carried out by the highway authority. The new asset is constructed in accordance with current design standards, with a maintenance period or similar. HDAM data should be updated following opening of new road. New Interceptors by Highway Authority Maintenance Regimes: New interceptors can be constructed to address particular drainage problems or in connection with local safety schemes, minor improvement schemes, or major maintenance schemes. HDAM should be updated accordingly. Reactive Maintenance Regime Serious safety defects such as flooding are attended to in accordance with the response times set out in the Highways Inspection Manual (ref?). Generally problems are dealt with within 24 hours, but more serious problems may need to be included in future maintenance programmes in order to be addressed. Blocked or defective interceptors are responded to when reported. At times of high rainfall or flooding there are practical limits to the number of incidents which can be dealt with, and visits may need to be prioritised. 39

250 Routine Maintenance Procedure Routine maintenance, emptying and cleaning of interceptors is carried out through Wiltshire Highways in response to identified problems. There is currently no programme of programmed regular maintenance of interceptors. Planned Maintenance Procedure There is no long term programme of renewal, refurbishment and upgrading of interceptors. System for recording maintenance data Routine maintenance work carried out interceptors is not usually recorded. Alterations to interceptors are recorded on HDAM. Key Asset Performance Targets: Local Transport Plan and Best Value Indicators Corporate Goals Public Perception of Asset Public Perception There are currently no targets for interceptors, but the appropriate maintenance of drainage systems does contribute to the road safety targets. There are currently no corporate goals with regard to drainage. The public generally report ineffective drainage promptly, as drainage is a matter of concern in terms of safety and inconvenience to road users and residents. Pollution incidents may be reported by the public, landowners and other organisations. Public Expectation The public expect drainage to be effective in removing surface water, without creating flooding or pollution. Environmental and Heritage Considerations Environmental Effective operation of interceptors is important in order to avoid flooding or pollution incidents. 40

251 Heritage Risk Assessment Key Risks No particular heritage issues have been identified with regard to interceptors. Ineffective interceptors can result in pollution of watercourses or ground water. Blocked or ineffective interceptors can lead to standing water on the carriageway which can be a hazard to high speed traffic. Risk Management Disposal of Asset Blocked or ineffective interceptors can lead to flooding and damage to property. A prompt response to reports of problems can reduce the risks associated with defective interceptors. Maintenance work on interceptors must be carried out by competent contractors with a trained workforce following the correct procedures and traffic control. Waste material must be disposed of properly. Removal of interceptors Asset Value Interceptors would not normally become surplus, but if they do they should be capped off and filled. Replacement Value Replacement value has not yet been calculated. Current Maintenance Expenditure No specific budget is currently identified for maintenance of interceptors. 41

252 Summary Asset Group: Drainage Asset Type: Interceptors Information regarding interceptors on the highway network is held in a number of locations. To meet safety requirements, pollution control requirements and public expectations it would be desirable to develop a programme to regularly monitor and maintain interceptors within the funding available. Reductions in current levels of expenditure on highway maintenance could result in reductions in the maintenance of interceptors, with an increased risk of pollution incidents, flooding or safety risks. An increase in cleansing and inspections of interceptors would be desirable. Improvement Plan for Inventory: Short term Update information regarding interceptors on Exor database using existing sources of information including as-built drawings. Medium term Include records of maintenance carried out on interceptors.. Long term Add new interceptors to Inventory as constructed. Improvement Plan for Maintenance: Short term Inspect interceptors and review maintenance and cleaning procedures. Medium term Introduce a programme of planned, inspection, cleaning and maintenance. Long term Establish a long term planned improvement and upgrading programme for interceptors. 42

253 Asset Group: Asset Type: Drainage Hydrobrakes Function: To attenuate surface water runoff before allowing it to flow to a watercourse or other outfall. Legal Obligations The control of the rate of outfall from surface water drainage systems can be important in preventing flooding, pollution or damage to property, and can be a condition on planning approvals for new schemes. Inventory Information Summary: Scale and size of asset Very few hydrobrakes are currently installed on the highway network and these are generally included in major highway schemes with extensive drainage systems. However the number is likely to increase in the future with an increasing need to attenuate runoff from new schemes and paved areas. Location and type of Inventory Information on hydrobrakes is generally held on as-built drawings. Coverage of Inventory data Information is not held in electronic form. 43

254 Reliability of Inventory data Information on hydrobrakes held on as-built drawings is generally good, but information held on interceptors is not held in one location. System for managing and updating data Information is not held in a single location and is not updated following completion of new works. Inspection and Assessment Regimes: Safety Inspections Safety inspections of the highway network are carried out by driven Inspections in accordance with Highways Inspection Manual (ref?) as summarised below, and these would be expected to identify serious safety problems with drainage, including blocked interceptors or associated pipework. Description Frequency of Inspection A, B, and some C Class roads Monthly Most C Class and some Unclassified 3 Monthly Some C Class and Unclassified 6 Monthly Divisional Highways staff report problems with drainage not functioning as part of their duties. In addition Inspections are made in response to Customer Care Unit calls from the public and reports from others regarding flooding resulting from drainage, including hydrobrakes not working. Service and Condition Inspection Regime Service inspections of hydrobrakes would be carried out in response to identified safety or performance problems, especially with regard to reports of flooding. System for recording inspections Creation of New Assets Results of condition surveys and inspections of hydrobrakes are generally not recorded. New Roads by Developers Private developers construct roads, which may include hydrobrakes, and these may be adopted as public highways under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption. Inventory data 44

255 should be updated on HDAM after adoption, but this does not always happen at present. New Roads by Highway Authority New hydrobrakes can be created as part of major improvement schemes carried out by the highway authority. The new asset is constructed in accordance with current design standards, with a maintenance period or similar. HDAM data should be updated following opening of new road. New Hydrobrakes by Highway Authority Maintenance Regimes: New hydrobrakes can be constructed to address particular drainage problems or in connection with local safety schemes, minor improvement schemes, or major maintenance schemes. HDAM should be updated accordingly. Reactive Maintenance Regime Serious safety defects such as flooding are attended to in accordance with the response times set out in the Highways Inspection Manual (ref?). Generally problems are dealt with within 24 hours, but more serious problems may need to be included in future maintenance programmes in order to be addressed. Blocked or defective hydrobrakes would be responded to when reported. At times of high rainfall or flooding there are practical limits to the number of incidents which can be dealt with, and visits may need to be prioritised. Routine Maintenance Procedure Routine maintenance of hydrobrakes would be carried out through Wiltshire Highways in response to identified problems. There is currently no programme of programmed regular maintenance of hydrobrakes. Planned Maintenance Procedure There is no long term programme of renewal, refurbishment and upgrading of hydrobrakes. System for recording maintenance data Routine maintenance work carried out on hydrobrakes is not usually recorded. Key Asset Performance Targets: Local Transport Plan and Best Value Indicators There are currently no targets for hydrobrakes, but the appropriate maintenance of drainage systems does contribute to the road safety targets. 45

256 Corporate Goals There are currently no corporate goals with regard to drainage. Public Perception of Asset Public Perception The public generally report ineffective drainage promptly, as drainage is a matter of concern in terms of safety and inconvenience to road users and residents. Public Expectation The public expect drainage to be effective in removing surface water, without creating flooding or pollution. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Effective operation of hydrobrakes is important in order to avoid flooding or pollution incidents. No particular heritage issues have been identified with regard to hydrobrakes. Blocked or ineffective hydrobrakes can lead to standing water on the carriageway which can be a hazard to high speed traffic. Risk Management Blocked or ineffective hydrobrakes can lead to flooding and damage to property. A prompt response to reports of problems can reduce the risks associated with defective hydrobrakes. Maintenance work on hydrobrakes must be carried out by competent contractors with a trained workforce following the correct procedures and traffic control. 46

257 Disposal of Asset Removal of hydrobrakes Asset Value Hydrobrakes would not normally become surplus, but if they do they should be capped off and filled or removed from the system. Replacement Value Replacement value has not yet been calculated. Current Maintenance Expenditure No specific budget is currently identified for maintenance of hydrobrakes. 47

258 Summary Asset Group: Drainage Asset Type: Hydrobrakes There are currently few hydrobrakes on the highway network, but information on them is held in a number of locations. In order to ensure they continue to function it would be desirable to develop a programme to regularly monitor and maintain hydrobrakes within the funding available. Reductions in current levels of expenditure on highway maintenance would be unlikely to significantly affect hydrobrakes at present because of the small number and low maintenance expenditure on these items at present. An increase in inspections and maintenance of hydrobrakes would be desirable. Improvement Plan for Inventory: Short term Update information regarding hydrobrakes on Exor database and HDAM using existing sources of information including as-built drawings. Medium term Include records of maintenance carried out on hydrobrakes. Long term Add new hydrobrakes to Inventory as constructed. Improvement Plan for Maintenance: Short term Inspect hydrobrakes and review maintenance and cleaning procedures. Medium term Introduce a programme of planned, inspection, cleaning and maintenance of hydrobrakes. Long term Establish a long term planned improvement and upgrading programme for hydrobrakes. 48

259 Asset Group: Asset Type: Drainage Ponds Function: To attenuate surface water runoff from carriageways and other paved areas before outfall to watercourses. Ponds can also provide water treatment to reduce pollution. Legal Obligations The adequate drainage of the carriageway is necessary for road safety. Standing water can be a particular hazard on high speed roads. Appropriate treatment of runoff and reducing the risk of flooding may be requirements of planning or other permissions Inventory Information Summary: Scale and size of asset The number of ponds constructed for highway purposes is small, and are often associated with fairly new highway or development schemes. In view of increasing requirements with regard to pollution control and flood reduction the number is expected to increase in the future. Location and type of Inventory Information on locations and sizes of ponds are generally held on as-built drawings and are not held in one location in electronic form. Coverage of Inventory data No information on ponds is held on Exor database or HDAM. 49

260 Reliability of Inventory data Information held on as-built drawings is generally good, but not always easy to locate. System for managing and updating data Information on ponds is not generally updated. Inspection and Assessment Regimes: Safety Inspections Safety inspections of ponds are made in response to reports from the public, Divisional Highways staff and others. Service and Condition Inspection Regime Condition inspections are carried out in response to identified safety or performance problems. System for recording inspections Creation of New Assets Results of condition surveys are currently not recorded on Inventory. New Roads by Developers Private developers may construct roads which include ponds as part of the drainage system and these are adopted as public highways under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption. Inventory data should be updated after adoption, but this does not always happen at present. New Roads by Highway Authority New ponds can be created as part of major improvement schemes carried out by the highway authority. The new asset is constructed in accordance with current design standards, with a maintenance period or similar. Inventory data should be updated following opening of new road. New Ponds by Highway Authority New ponds could be constructed to address identified drainage problems and in connection minor improvement schemes. Inventory should be updated on completion of works. 50

261 Maintenance Regimes: Reactive Maintenance Regime Problems with ponds are responded to when reported, but they generally do not require much maintenance. Routine Maintenance Procedure Routine maintenance and cleaning of ponds is usually carried out in response to identified problems. Planned Maintenance Procedure There is not currently a planned maintenance programme for refurbishing or upgrading ponds. System for recording maintenance data Maintenance work carried out on ponds is generally not currently recorded. Key Asset Performance Targets: Local Transport Plan and Best Value Indicators Corporate Goals Public Perception of Asset Public Perception There are currently no targets for ponds associated with highway drainage, but the appropriate maintenance of drainage systems does contribute to the road safety targets. There are currently no corporate goals with regard to drainage. The public generally report problems with ponds promptly, as ineffective drainage is a matter of concern in terms of safety and inconvenience to road users and residents. Often ponds have an amenity value and contribute to the landscape. Public Expectation The public expect drainage to be effective in removing surface water. 51

262 Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Ponds are important in ensuring the ecological and environmental value of particular sites is maintained, and may have special requirements with regard to grass cutting and other maintenance. They often become wildlife sites of some importance. No particular heritage issues have been identified with regard to highway ponds. Ineffective ponds can lead to standing water on the carriageway which can be a hazard to high speed traffic, flooding and damage to property. Fencing and signing at ponds may be important to ensure the safety of the public if there is deep water. Risk Management Disposal of Asset A prompt response to reports of defects or drainage problems can reduce the risks associated with ponds. Removal of Ponds Asset Value Ponds would usually only become surplus once a replacement drainage system is operational. In the event of ponds no longer being required they should be filled and the ground reinstated. Replacement Value Replacement value has not yet been calculated. Current Maintenance Expenditure There is not a separate budget for dealing with the maintenance of ponds as current levels of maintenance required or currently low. 52

263 Summary Asset Group: Drainage Asset Type: Ponds Information regarding ponds on the highway network is held in a number of locations. To meet safety requirements, pollution control requirements and public expectations it would be desirable to develop a programme to regularly monitor and maintain highway ponds within the funding available. Reductions in current levels of expenditure on highway maintenance would be unlikely to significantly affect highway ponds at present because of the small number and low maintenance expenditure on these items currently. An increase in inspections and regular maintenance of ponds would be desirable. Improvement Plan for Inventory: Short term Update location information on highway ponds in HDAM and Exor database using scheme as-built drawings and other sources. Medium term Collect more detailed information on ponds and related features for Exor database. Long term Establish system for recording pond maintenance works on Exor database. Improvement Plan for Maintenance: Short term Respond to reported problems with highway ponds as necessary. Medium term A programme of pond inspection and maintenance should be established, including regular inspection and recording of protective fences and signing. Long term A long term planned pond cleansing and refurbishment programme should be developed with timing and frequency of visits optimised to minimise maintenance costs. 53

264 Asset Group: Asset Type: Traffic Control and Information Systems Traffic Signals (including Urban Traffic Control) Function: To control vehicular traffic movements at junctions and controlled pedestrian crossings. Legal Obligations There is no statutory requirement to install traffic signals. However, authorities should be able to demonstrate that they have systems in place to maintain traffic signals in a safe condition. Inventory Information Summary: Scale and size of asset Puffin/Pelican/Toucan crossings 84 Junction Signals 65 Location and type of Inventory Information on location, type and age is held by Mouchel Parkman on behalf of WCC. Coverage of Inventory data Good information on all signal equipment is held. Reliability of Inventory data The information held on traffic signals is generally reliable. 1

265 System for managing and updating data Information is regularly updated following maintenance and improvement works. Inspection and Assessment Regimes: Safety Inspections All traffic signal equipment is subject to annual safety inspection by specialist maintenance contractor. Service and Condition Inspection Regime All traffic signal equipment is subject to annual condition inspection by specialist maintenance contractor. System for recording inspections Creation of New Assets Specialist traffic signals maintenance contractor provides information to Mouchel Parkman. New Roads by Developers Traffic signal equipment installed by developers is adopted subject to compliance with WCC specification. The condition of the asset is inspected and approved before adoption. New Roads by Highway Authority Maintenance Regimes: Junction signals are installed as an aid to movement or as a safety scheme. Pedestrian crossings are installed to assist pedestrians. The new asset is constructed in accordance with current design standards, with a maintenance period or similar. Inventory data is updated following installation. Reactive Maintenance Regime Many of the traffic signal sites are connected to the County s remote monitoring system in order to identify faults. Reactive maintenance is carried out by the specialist traffic signals maintenance contractor as required. Routine Maintenance Procedure Routine maintenance is carried out by the specialist traffic signals maintenance contractor. 2

266 Planned Maintenance Procedure There is currently no programme of planned renewal of the traffic signal stock. System for recording maintenance data Electronic fault and information system in use. Key Asset Performance Targets: Local Transport Plan and Best Value Indicators Corporate Goals Public Perception of Asset Public Perception BVPI 165refers to facilities for disabled pedestrians as crossings. There are currently no specific Corporate Goals for traffic signals, but a general aim to maintain journey times on key routes. Traffic signals are generally accepted as an appropriate aid to movement for both vehicular traffic and pedestrians. Public Expectation The public expect traffic signals to work effectively and efficiently at all times. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Traffic signals may be located in areas of particular sensitivity and whilst care is taken in the siting of equipment, the scope to alter layouts is limited. Traffic signals may be located in areas such as conservation areas or historic areas, but the scope of mitigating the impact of traffic signals is often limited. The malfunction of traffic signals could result in a failure of the system resulting in inefficient operation or potential safety problems. The deterioration in poles or fixings could cause realignment of the signal heads. 3

267 Risk Management Disposal of Asset There is a potential risk of injury due to electrical faults. Wiltshire Transport Asset Management Plan A programmed and targeted inspection regime can reduce the risks associated with the structural failure of poles or deterioration of electrical wiring and equipment. Faults such as signals not working are reported through the Customer Care Unit or by others. Maintenance work on lighting columns must be carried out by competent contractors with a trained workforce following the correct procedures. Removal of Lighting Asset Value Generally the need to remove traffic signals does not arise. Lamps and other equipment are subject to disposal requirements which are carried out by the Traffic Signals Maintenance Contractor in an approved manner. Replacement Value Replacement value has not yet been calculated. Current Maintenance Expenditure The budget for street lighting maintenance for 2006/7 was:- Maintenance Budget 240,000 Management of Maintenance (Mouchel Parkman) 127,600 Total 367,600 4

268 Summary Asset Group: Traffic Control and Information Systems Asset Type: Traffic Signals (including Urban Traffic Control) The condition of the traffic signals on the County s highway network is fairly good, but there remains a concern because of the age of some of the stock. An extensive programme of safety and condition surveys is carried out, together with a programme of maintenance work by a specialist contractor. Reductions below current levels of expenditure on maintenance could adversely affect inspection regimes and maintenance standards, and could result in a reduction in safety. Substantial increases in expenditure could enable a programme of traffic signal renewal and replacement to be progressed. Improvement Plan for Inventory: Short term Safety survey and inventory of traffic signals are to be prepared by maintenance contractor. Medium term Add remote monitoring to all traffic signal sites. Undertake detailed condition surveys and prepare as built plans. Long term Introduce electronic inventory and inspection records. Provide GIS information on installations, and include signal ducts on HDAM system. Improvement Plan for Maintenance: Short term Continue to repair or replace faulty equipment as the need arises. Medium term Develop a rolling programme of replacement requirements. Upgrade facilities to comply to BV165 as necessary. Long term A long term planned traffic signal replacement programme should be developed for the whole of the stock. 5

269 6 Wiltshire Transport Asset Management Plan

270 Asset Group: Asset Type: Traffic Control and Information Systems Real Time Passenger Information Function: To provide bus passengers with up to date information about bus services in electronic form at bus stops. Legal Obligations There is no statutory obligation to provide Real Time Passenger Information RTPI. Inventory Information Summary: Scale and size of asset Three line varitext LED displays 156 Varitext flags 41 Location and type of Inventory Information on location and type is held on Mayrise system (for energy charge purposes), and a list of sites is held on RTPI system by Salisbury Joint Transport Team. Coverage of Inventory data All RTPI flags and displays are recorded. Reliability of Inventory data The information held is comprehensive. 7

271 System for managing and updating data Information is regularly updated by the maintenance company AIM. Inspection and Assessment Regimes: Safety Inspections All RTPI equipment is subject to annual safety inspection by specialist maintenance contractor. Service and Condition Inspection Regime All RTPI equipment is subject to annual condition inspection by specialist maintenance contractor. System for recording inspections Creation of New Assets Specialist RTPI maintenance contractor provides information on status of maintenance calls at the end of each day. New Roads by Developers New RTPI units may be provided by developers as a result of S106 and S278 agreements. The condition of the asset is inspected and approved before adoption. New Roads by Highway Authority Maintenance Regimes: Additional RTPI units may be provided on the network as funding allows. The new asset is constructed in accordance with current design standards, with a maintenance period or similar. Inventory data is updated following installation. Reactive Maintenance Regime Reactive maintenance is carried out by the specialist RTPI maintenance contractor in response to reported faults and those identified through the control centre based at Salisbury. Routine Maintenance Procedure Routine maintenance is carried out by the specialist RTPI maintenance contractor on an annual basis. 8

272 Planned Maintenance Procedure There is currently no programme of planned renewal of the RTPI system. System for recording maintenance data Maintenance and repair calls are recorded by the manager at the Salisbury control centre. Key Asset Performance Targets: Local Transport Plan and Best Value Indicators Corporate Goals Public Perception of Asset Public Perception There are no specific performance indicators for RTPI. There are currently no specific Corporate Goals for RTPI. The public are becoming aware of the benefits of the RTPI system for obtaining information on buses and waiting times. Public Expectation The public expect the RTPI system to function effectively at all times. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Most RTPI displays are located within bus shelters so the visual intrusion is limited. The brightness of the display can be dimmed to reduce te impact of the signs. The scope for mitigating the visual intrusion of RTPI signs in areas such as conservation areas or historic areas is often limited. The malfunctioning of signs and problems with loading current data reduces the reliability of the information displayed on RTPI signs and can undermine public confidence in the system. 9

273 Risk Management Disposal of Asset Removal of RTPI Asset Value There is a potential risk of injury due to electrical faults. Wiltshire Transport Asset Management Plan Liaison with bus companies and others should ensure the provision of up to date information to the public. A regular inspection and maintenance regime reduces the risk of injury because of faulty equipment. Faults such as signals not working are reported through the Customer Care Unit or by others. Maintenance work on RTPI equipment must be carried out by competent contractors with a trained workforce following the correct procedures. Removal of redundant equipment would be carried out by the specialist RTPI contractor. Lamps and other equipment are subject to disposal requirements which are carried out by the Traffic Signals Maintenance Contractor in an approved manner. Replacement Value Replacement value has not yet been calculated. Current Maintenance Expenditure Maintenance is currently carried out as part of the original contract for provision of the system, and a specific budget for maintenance is not currently required. Existing arrangement ends 31 st August

274 Summary Asset Group: Traffic Control and Information Systems Asset Type: Real Time Passenger Information The condition of the RTPI on the County s highway network is fairly good as it is fairly new and is the subject of a specialist maintenance contract until An annual programme of safety and condition surveys is carried out, together with a programme of maintenance work by a specialist contractor, who also responds to reported faults on the system. Reductions below current levels of expenditure on highway maintenance generally would be unlikely to immediately affect RTPI because of the current contract arrangements. Substantial increases in expenditure in the short term would probably not benefit RTPI maintenance because existing arrangements are adequate. Improvement Plan for Inventory: Short term Ensure all RTPI sites are correctly located on Mayrise and RTPI database. Medium term Add RTPI information to Exor inventory system. Long term No proposals. Improvement Plan for Maintenance: Short term Improve quality of information collected by Customer Care Unit regarding faults so that locations can be identified by the contractor. Medium term Improve response to faults so that equipment is replaced or repaired within 24 hours. Long term A long term planned RTPI replacement programme should be developed for the whole of the stock. 11

275 12 Wiltshire Transport Asset Management Plan

276 Asset Group: Asset Type: Traffic Control and Information Systems Vehicle Activated Signs and Variable Message Signs Function: To provide information to drivers. Vehicle Activated Signs (VAS) warn drivers of approach to hazard or encourage compliance with speed limits. Variable Message Signs (VMS) indicate requirements that change at various times of day. Legal Obligations There is no statutory requirement to provide VAS or VMS. Inventory Information Summary: Scale and size of asset Vehicle Activated Signs (VAS) 61 Variable Message Signs (VMS) 6 Location and type of Inventory Information is held showing location, installation date, manufacturer, sign face type and type of sign. Coverage of Inventory data Good information on all VAS and VMS is held. Reliability of Inventory data The information held on VAS and VMS is reliable. 13

277 System for managing and updating data Information is regularly updated following installation of new VAS and VMS. Inspection and Assessment Regimes: Safety Inspections All VAS and VMS equipment is subject to annual safety inspection by specialist maintenance contractor. VAS and VMS will be included in the Traffic Signals Maintenance Contract Service and Condition Inspection Regime All traffic signal equipment is subject to annual condition inspection by specialist maintenance contractor. VAS and VMS will be included in the Traffic Signals Maintenance Contract System for recording inspections Creation of New Assets Currently paper record of inspections is kept, but electronic system should be introduced with Traffic Signals Maintenance Contract New Signs by Highway Authority Maintenance Regimes: A small number of new signs may be installed each year. The new asset is constructed in accordance with current design standards, with a maintenance period or similar. Inventory data is updated following installation. Reactive Maintenance Regime VAS and VMS reactive maintenance will be included in the Traffic Signals Maintenance Contract Routine Maintenance Procedure VAS and VMS routine maintenance will be included in the Traffic Signals Maintenance Contract Planned Maintenance Procedure There is currently no programme of planned renewal of VAS and VMS stock. 14

278 System for recording maintenance data Currently paper record of maintenance is kept, but electronic system should be introduced with Traffic Signals Maintenance Contract Key Asset Performance Targets: Local Transport Plan and Best Value Indicators Corporate Goals Public Perception of Asset Public Perception There are currently no BVPIs for VAS and VMS, but they can contribute to road safety targets. There are currently no specific Corporate Goals for VAS and VMS. VAS and VMS are generally accepted as an appropriate aid to road safety. Public Expectation The public expect VAS and VMS to function effectively at all times. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks VAS and VMS may be located in areas of particular sensitivity and whilst care is taken in the siting of equipment, the scope to alter layouts may be limited by road safety needs. VAS and VMS may be located in areas such as conservation areas or historic areas, and care may be needed in siting the signs. Risk Management There is a potential risk of injury due to electrical faults. A programmed and targeted inspection and maintenance regime by a specialist contractor can reduce the risks associated with wiring and equipment. 15

279 Disposal of Asset Removal of VAS and VMS Asset Value Lamps and other equipment are subject to disposal requirements which are carried out by the Traffic Signals Maintenance Contractor in an approved manner. Replacement Value Replacement value has not yet been calculated. Current Maintenance Expenditure Currently in the region of 6,000 annually. 16

280 Summary Asset Group: Traffic Control and Information Systems Asset Type: Vehicle Activated Signs and Variable Message Signs The condition of VAS and VMS on the County s highway network is fairly good, as the equipment is fairly new. An extensive programme of safety and condition surveys will be carried out, and a programme of maintenance work by a specialist contractor will be undertaken under the Traffic Signals Contract. Reductions below current levels of expenditure on maintenance could result in the need to reduce the number of signs. Substantial increases in expenditure could enable a programme of VAS and VMS renewal and replacement to be progressed in due course. Improvement Plan for Inventory: Short term New specialist maintenance contractor to prepare up dated inventory. Medium term Include VAS and VMS information on Exor Inventory. Long term No proposals. Improvement Plan for Maintenance: Short term Continue to repair or replace faulty VAS and VMS equipment as the need arises. Medium term No proposals. Long term A long term planned VAS and VMS replacement programme should be developed for the whole of the stock. 17

281 Asset Group: Asset Type: Environmental Highway Trees Function: To contribute to the landscape and streetscene as part of the natural environment or as part of a landscaping scheme to reduce the visual impact of a highway. Legal Obligations The Highway Authority has a responsibility to keep the highway network safe, which includes appropriate maintenance of trees in the highway. Some trees may be in conservation areas or have tree preservation orders. Inventory Information Summary: Scale and size of asset Records are not kept of individual trees in the highway, but lengths of road with extensive trees and bushes are noted by the Landscape Engineer. In addition to trees in the highway there are many trees owned by adjoining landowners which can have safety implications for the highway network. Location and type of Inventory Landscape Engineer keeps records of lengths of highway with extensive tree planting on paper copies. Records are kept of work carried out to trees on paper. Coverage of Inventory data Limited information is held regarding tree locations and conditions. 1

282 Reliability of Inventory data Information held is very limited, but any information held would be of limited value as a site visit would generally be required to assess current condition of the asset. System for managing and updating data Information on work carried out is recorded on paper. Inspection and Assessment Regimes: Safety Inspections Safety inspections of the highway network are carried out by driven Inspections in accordance with Highways Inspection Manual (ref?) as summarised below, and these would be expected to identify serious safety problems with regard to fallen trees. Description Frequency of Inspection A, B, and some C Class roads Monthly Most C Class and some Unclassified 3 Monthly Some C Class and Unclassified 6 Monthly Additional inspections may be carried out at times of high wind or other adverse weather conditions. Divisional Highways staff report problems with trees as part of their duties, but a visit from a specialist would often be required to assess the seriousness of any developing problems. In addition Inspections are made in response to Customer Care Unit calls from the public and reports from others. Service and Condition Inspection Regime Condition inspections are carried out as problems are identified, and as part of the process of identifying work programmes. System for recording inspections Results of condition surveys are currently not recorded on Inventory. 2

283 Creation of New Assets New Roads by Developers Private developers construct roads with tree planting which are adopted as public highways under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption. Inventory data is not currently recorded. New Roads by Highway Authority New trees are planted as part of landscaping schemes for major improvement schemes carried out by the highway authority. The areas of planting are recorded but individual trees are not recorded. New Trees by Highway Authority Maintenance Regimes: New trees can be planted by the Highway Authority or others. Paper records are usually kept. Reactive Maintenance Regime Serious safety defects such as fallen trees are usually dealt with as soon as possible by the Emergency Response Team. In the case of high winds or severe weather conditions it may be necessary to prioritise work as there may be limited resources available. Routine Maintenance Procedure A programme of routine maintenance tree pruning, removal, or planting is carried out on the highway network as the need arises. Planned Maintenance Procedure A programme of pruning and tree felling is carried out on sections of the network each year, based on those areas most in need of treatment as assessed by the Landscape Engineer. System for recording maintenance data Maintenance work carried out on trees is recorded on paper. Key Asset Performance Targets: Local Transport Plan and Best Value Indicators There are currently no targets for highway trees, but the appropriate maintenance does contribute to the road safety. 3

284 Corporate Goals There are currently no corporate goals with regard to highway trees. Public Perception of Asset Public Perception The public generally appreciate the presence of trees and the contribution they make to the local landscape. However, structural problems caused by root growth or the shading effects of trees on adjacent properties are often reported. Public Expectation The public expect highway trees to be healthy, safe and in good condition. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Trees contribute to the ecological and wildlife value of the network. Sometimes trees are in conservation areas or have Tree Preservation Orders. Trees in poor or unhealthy condition can fall onto the highway. Branches and limbs overhanging the carriageway may be a significant risk to taller vehicles. Risk Management A prompt response to possible problems can reduce the risks associated with highway trees, but in times of severe weather conditions it is not to deal immediately with all incidents. A programme of planned maintenance at identified problem sites can reduce the risks associated with highway trees. Maintenance work on highway trees must be carried out by competent contractors with a trained workforce following the correct procedures and traffic control, especially when working on high speed roads. 4

285 Disposal of Asset Removal of Highway Trees Asset Value Highway Trees may need to be removed because of their condition or because their size is not longer appropriate for the location. Such work should be supervised by the Landscape Engineer taking into account the environmental implications. Replacement Value Replacement value has not yet been calculated. Current Maintenance Expenditure The budget for maintaining Highway Trees and landscaping is in the region of 150,000 annually 5

286 Summary Asset Group: Environmental Asset Type: Highway Trees The maintenance of Highway Trees is important to ensure road safety and to contribute to the appearance of the highway network. Reductions in current levels of expenditure on routine maintenance would result in reductions in the number of trees treated and could create safety problems. An increase in expenditure would enable an increase in inspections and maintenance of Highway Trees. Improvement Plan for Inventory: Short term Add newly planted trees and similar areas to Exor database. Medium term Identify TPO and important tree locations and type information in Exor database. Long term Establish system for recording tree maintenance works in Exor database. Improvement Plan for Maintenance: Short term The current programme of tree maintenance should continue. Medium term A programme of regular highway tree maintenance and inspection should be phased in. Long term A long term planned tree maintenance programme should be developed with timing and frequency of visits optimised to minimise maintenance costs. 6

287 Asset Group: Asset Type: Environmental Landscaped Areas Function: To contribute to the landscape and streetscene as part of the natural environment or as part of a landscaping scheme to reduce the visual impact of a highway. Legal Obligations The Highway Authority has a responsibility to keep the highway network safe, which includes appropriate maintenance of landscaped areas in the highway. Some planting may be in conservation areas or have tree preservation orders. Inventory Information Summary: Scale and size of asset Limited records are kept of landscaped areas as these can be formal planted areas or parts of highway verges and exist all across the network. Significant areas are noted by the Landscape Engineer. In addition to landscaped areas in the highway there are many areas of woodland, countryside and other areas owned by adjoining landowners which can have a significant effect on the highway. Location and type of Inventory Landscape Engineer keeps some records of landscaped and planted areas within the highway. Coverage of Inventory data Limited records are held regarding Landscaped Areas locations and conditions. 7

288 Reliability of Inventory data Records held are very limited, but any information held would be of limited value as a site visit would generally be required to assess current condition of the asset. System for managing and updating data Information on work carried out at Landscaped Areas is not always recorded. Inspection and Assessment Regimes: Safety Inspections Safety inspections of the highway network are carried out by driven Inspections in accordance with Highways Inspection Manual (ref?) as summarised below, and these would be expected to identify serious safety problems with regard to Landscaped Areas and fallen trees. Description Frequency of Inspection A, B, and some C Class roads Monthly Most C Class and some Unclassified 3 Monthly Some C Class and Unclassified 6 Monthly Additional inspections may be carried out at times of high wind or other adverse weather conditions. Divisional Highways staff report problems with Landscaped Areas as part of their duties, but a visit from a specialist would often be required to assess the seriousness of any developing problems. In addition Inspections are made in response to Customer Care Unit calls from the public and reports from others. Service and Condition Inspection Regime Condition inspections of Landscaped Areas are carried out as problems are identified, and as part of the process of identifying work programmes. System for recording inspections Results of condition surveys are currently not recorded on Inventory. 8

289 Creation of New Assets New Roads by Developers Private developers construct roads with Landscaped Areas which are adopted as public highways under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption. Inventory data is not currently recorded. New Roads by Highway Authority Landscaped Areas are planted as part of landscaping schemes for major improvement schemes carried out by the highway authority. The areas of planting are recorded but individual trees are generally not recorded. New Landscaped Areas by Highway Authority Maintenance Regimes: New Landscaped Areas can be planted by the Highway Authority or others. Paper records are usually kept. Reactive Maintenance Regime Serious safety defects such as fallen trees are usually dealt with as soon as possible by the Emergency Response Team. In the case of high winds or severe weather conditions it may be necessary to prioritise work as there may be limited resources available. District Councils carry out street sweeping and litter picking operations which can include public areas. Routine Maintenance Procedure A programme of routine maintenance of Landscaped Areas as the need arises. District Councils can carry out maintenance of Landscaped Areas, particularly in urban areas. Planned Maintenance Procedure Maintenance of Landscaped Areas is generally planned according to need, as assessed by the Landscape Engineer. System for recording maintenance data Maintenance work carried out on Landscaped Areas is generally recorded on paper. 9

290 Key Asset Performance Targets: Local Transport Plan and Best Value Indicators Corporate Goals Public Perception of Asset Public Perception There are currently no targets for Landscaped Areas. There are currently no corporate goals with regard to Landscaped Areas. The public generally appreciate the presence of Landscaped Areas and the contribution they make to the local landscape. However, structural problems caused by root growth or the shading effects of trees on adjacent properties are often reported. Public Expectation The public expect Landscaped Areas to clean and tidy. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Landscaped Areas can contribute to the environment in terms of providing habitat and enhancing the appearance of an area. Risk Management Sometimes particular planting may be required at particularly sensitive locations. Unrestricted growth can obstruct visibility for drivers and block pedestrian routes. A programme of monitoring and warnings to landowners or hedge and undergrowth trimming can reduce the risks associated with Landscaped Areas. Maintenance work and landscaping work must be carried out by competent contractors with a trained workforce following the correct procedures and traffic control, especially when working on high speed roads. 10

291 Disposal of Asset Removal of Landscaped Areas Asset Value Landscaped Areas do not often become surplus, but in the event of them being no longer required planting should be removed, with the carriageway, footway or verge surface being properly reinstated. Replacement Value Replacement value has not yet been calculated. Current Maintenance Expenditure No specific budget has been identified for Landscaped Areas. 11

292 Summary Asset Group: Environmental Asset Type: Landscaped Areas The timely maintenance and cleaning of landscaped areas improves the appearance of the highway network, and enhances its ecological and habitat value. Reductions in current levels of expenditure on routine maintenance would result in reductions in the quality of Landscaped Areas. An increase in the number of inspections and maintenance visits would be desirable, but this may need to be focused on key sites. Improvement Plan for Inventory: Short term Update Landscaped Areas information on Exor database as new schemes or Landscaped Areas are created. Medium term Update Landscaped Areas location and type information in Exor database. Long term Establish system for recording Landscaped Areas maintenance works on Exor. Improvement Plan for Maintenance: Short term The maintenance of Landscaped Areas should continue as required. Medium term A programme of inspection and maintenance based on need and risk analysis should be phased in for key Landscaped Areas. Long term A long term planned maintenance programme of Landscaped Areas should be developed with timing and frequency of visits optimised to minimise maintenance costs. 12

293 Asset Group: Asset Type: Environmental Other Highway Land Function: To provide facilities or land to facilitate the maintenance of the highway. Legal Obligations The Highway Authority has a responsibility to keep the highway safe, and sometimes land is required to facilitate some highway operations. Inventory Information Summary: Scale and size of asset Various land within the highway is used to store materials from time to time and to carry out highway maintenance operations. This includes chippings stores and landings used for the surface dressing programme, hard standings, vehicle access routes to control cabinets etc. They comprise a number of locations across the county which are not all recorded. Location and type of Inventory Little information is recorded about these areas within the highway. Coverage of Inventory data Limited information is held regarding locations and condition of other highway land. 13

294 Reliability of Inventory data Information held is currently very limited, but any information held would be of limited value as a site visit would generally be required to assess condition and potential usage. System for managing and updating data Information on work carried out at other highway land is not recorded. Inspection and Assessment Regimes: Safety Inspections Safety inspections of the highway network are carried out by driven Inspections in accordance with Highways Inspection Manual (ref?) as summarised below, and these would be expected to identify serious safety problems with regard to other land within the highway. Description Frequency of Inspection A, B, and some C Class roads Monthly Most C Class and some Unclassified 3 Monthly Some C Class and Unclassified 6 Monthly Divisional Highways staff report problems with other highway land as part of their duties, and in addition Inspections are made in response to Customer Care Unit calls from the public and reports from others. Service and Condition Inspection Regime Condition inspections of other highway land are carried out as problems are identified. System for recording inspections Creation of New Assets Results of condition surveys of other highway land are currently not recorded on the Inventory. New Roads by Developers Private developers may construct roads with hard standing or other areas for future maintenance which are adopted as public highways under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption. Inventory data is not currently recorded. 14

295 New Roads by Highway Authority Access to oil interceptors, pumps etc., may be provided in connection with major improvement schemes carried out by the highway authority. The condition of the asset is inspected and approved before adoption. Inventory data is not currently recorded. New Areas by Highway Authority Maintenance Regimes: New Areas for maintenance access may be created by the Highway Authority or others in response to a particular need. Paper records are usually kept. Reactive Maintenance Regime Serious safety defects on other highway land are usually dealt with as soon as possible by the Emergency Response Team. Routine Maintenance Procedure Routine maintenance is arranged as the need arises. Planned Maintenance Procedure Maintenance of other highway land is usually planned in response to identified needs. System for recording maintenance data Maintenance work carried out on other highway land is generally not recorded. Key Asset Performance Targets: Local Transport Plan and Best Value Indicators Corporate Goals There are currently no targets for other highway land, but these areas can contribute to road safety. There are currently no corporate goals with regard to these areas. Public Perception of Asset Public Perception The public generally notice untidy areas of highway land, which can create a poor impression of the condition of the network. 15

296 Public Expectation The public expect land within the highway to be clean and tidy. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Highway land may contribute to the environment in terms of providing habitat and enhancing the appearance of an area. Sometimes particular treatment of highway land may be required at particularly sensitive locations such as in conservation areas or near listed buildings. Chipping stores, lay-bys and access areas in poor condition may be risk to the travelling public. Risk Management Disposal of Asset A programme of monitoring the condition of other highway land and a prompt response to problems can reduce the risks associated with other highway land. Removal of Other Highway Land Asset Value Paved Areas within the highway boundaries may become surplus and should be removed, with the carriageway, footway or verge surface being properly reinstated. Replacement Value Replacement value has not yet been calculated. Current Maintenance Expenditure No specific budget has been identified for other highway land. 16

297 Summary Asset Group: Environmental Asset Type: Other Highway Land The timely maintenance and cleaning of other highway land improves the appearance and safety of the highway network. Reductions in current levels of expenditure on routine maintenance could result in reductions in the quality of highway land. An increase in the number of inspections and maintenance visits would be desirable, but this may need to be focused on key sites. Improvement Plan for Inventory: Short term Update Other Highway Land information on Exor database as new schemes are created. Medium term Update Other Highway Land location and type information in Exor database. Long term Establish system for recording Other Highway Land location maintenance works on Exor. Improvement Plan for Maintenance: Short term The maintenance of Other Highway Land location should continue as required. Medium term A programme of inspection and maintenance based on need and risk analysis should be phased in for key Areas. Long term A long term planned maintenance programme of Other Highway Land should be developed with timing and frequency of visits optimised to minimise maintenance costs. 17

298 18 Wiltshire Transport Asset Management Plan

299 Asset Group: Asset Type: Environmental Wildlife Fencing Function: To protect wildlife from carriageways and traffic. Legal Obligations Some Wildlife Fencing is required as part of conditions of planning permissions or other similar agreements. In some cases the wildlife may be protected by legislation. Inventory Information Summary: Scale and size of asset Wildlife Fencing has mainly been provided in connection with fairly recent schemes. It includes badger, newt and deer fencing at various schemes, but details are not recorded in a single location. Location and type of Inventory Records are kept of work carried out on paper copies of as-built drawings. Coverage of Inventory data Information is held regarding locations and type of Wildlife Fencing, but is not held in electronic form. Reliability of Inventory data Information is generally reliable, but is not held in electronic form. 19

300 System for managing and updating data Information is recorded on paper and is generally not updated. Inspection and Assessment Regimes: Safety Inspections Safety inspections of the highway network are carried out by driven Inspections in accordance with Highways Inspection Manual (ref?) as summarised below, and these would be expected to identify serious safety problems with regard to safety of Wildlife Fencing. Description Frequency of Inspection A, B, and some C Class roads Monthly Most C Class and some Unclassified 3 Monthly Some C Class and Unclassified 6 Monthly Additional inspections may be carried out in response to reported problems with Wildlife Fencing. At particular locations Wildlife Fencing is subject to annual or other regular inspection as agreed at the time of construction. Divisional Highways staff report problems with Wildlife Fencing as part of their duties, but a visit from a specialist may be required to assess the seriousness of any developing problems. In addition Inspections are made in response to Customer Care Unit calls from the public and reports from others. Service and Condition Inspection Regime Condition inspections are carried out as problems are identified through reports or a planned inspection regime. System for recording inspections Creation of New Assets Results of condition surveys of Wildlife Fencing are currently not recorded on Inventory. New Roads by Developers Private developers construct roads with Wildlife Fencing which are adopted as public highways under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption. Inventory data is not currently recorded. 20

301 New Roads by Highway Authority New Wildlife Fencing is installed as part of major improvement schemes carried out by the highway authority. The condition of the asset is inspected and approved before adoption. Inventory data is not currently recorded. New Gullies by Highway Authority Maintenance Regimes: New Wildlife Fencing may be installed by the Highway Authority or others to address specific problems. Paper records are usually kept. Reactive Maintenance Regime Serious safety or operational defects with Wildlife Fencing are dealt with as reported. Routine Maintenance Procedure Routine maintenance of Wildlife Fencing is carried out on the highway network as the need arises. In some cases the advice of an ecologist is required prior to any work commencing. Planned Maintenance Procedure There is currently no planned programme of renewing and replacing Wildlife Fencing as it is fairly new and generally in good condition. System for recording maintenance data Maintenance work carried out on Wildlife Fencing is generally not currently recorded. Key Asset Performance Targets: Local Transport Plan and Best Value Indicators Corporate Goals There are currently no targets for Wildlife Fencing, but the appropriate maintenance can contribute to the road safety. There are currently no corporate goals with regard to Wildlife Fencing. 21

302 Public Perception of Asset Public Perception Wildlife Fencing is often not noticed by the public, but special interest groups and those having an interest are often aware of its location and condition. Public Expectation The public expect Wildlife Fencing to be safe and in good condition, especially it reduces road safety incidents with badgers and deer. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Wildlife Fencing contributes to the ecological and wildlife value of the network. No specific issues have been noted. Wildlife Fencing in poor condition could be a hazard, especially close to high speed roads. Damaged or ineffective fencing could reduce road safety and have an adverse effect on wildlife and ecology. Risk Management Disposal of Asset A programme of planned inspection and maintenance can reduce the risks associated with Wildlife Fencing. Maintenance work on Wildlife Fencing must often be carried out by competent contractors with a trained workforce following the correct procedures and traffic control, especially when working on high speed roads. The advice of an ecologist may be required in order to ensure correct procedures are followed. Removal of Wildlife Fencing Wildlife Fencing may need to be removed if it is no longer appropriate for the location. Such work should usually be supervised by an ecologist taking into account the environmental implications. 22

303 Asset Value Replacement Value Replacement value has not yet been calculated. Current Maintenance Expenditure The maintenance of Wildlife Fencing is generally paid for initially as part of the construction of the scheme, as often planning conditions require monitoring of the operation and effectiveness of the fencing. No specific budget provision is currently made for the long term maintenance of Wildlife Fencing. 23

304 Summary Asset Group: Environmental Asset Type: Wildlife fencing The maintenance of Wildlife Fencing is important to ensure road safety and to enhance the environmental value of the highway network. Reductions in current levels of expenditure on routine maintenance could result in reductions in the inspection and maintenance of Wildlife Fencing and could create safety problems. An increase in expenditure could enable an increase in inspections and maintenance of Wildlife Fencing. Improvement Plan for Inventory: Short term Add newly constructed Wildlife Fencing to Exor database. Medium term Identify existing Wildlife Fencing locations and type information in Exor database. Long term Establish system for recording Wildlife Fencing maintenance works in Exor database. Improvement Plan for Maintenance: Short term The current programme of maintenance of Wildlife Fencing should continue. Medium term A programme of regular inspection and maintenance of Wildlife Fencing should be phased in. Long term A long term planned Wildlife Fencing maintenance programme should be developed with planned renewal and replacement as necessary. 24

305 Asset Group: Asset Type: Environmental Wildlife Tunnels Function: To protect wildlife from traffic and provide safe crossings of carriageways. Legal Obligations Some Wildlife Tunnels are required as part of conditions of planning permissions or other similar agreements. In some cases the wildlife may be protected by legislation. Inventory Information Summary: Scale and size of asset Wildlife Tunnels have mainly been provided in connection with fairly recent schemes. It includes badger and newt tunnels on about ten schemes, but details are not recorded in a single location. In order to be effective Wildlife Tunnels usually need to be located with fencing and other mitigation works. Location and type of Inventory Records are kept of work carried out on paper copies of as-built drawings. Coverage of Inventory data Information is held regarding locations and type of Wildlife Tunnels, but is not held in electronic form. 25

306 Reliability of Inventory data Information is generally reliable, but is not held in electronic form. System for managing and updating data Information is recorded on paper and is generally not updated. Inspection and Assessment Regimes: Safety Inspections Safety inspections of the highway network are carried out by driven Inspections in accordance with Highways Inspection Manual (ref?) as summarised below, and these would be expected to identify serious safety problems with regard to safety of Wildlife Tunnels. Description Frequency of Inspection A, B, and some C Class roads Monthly Most C Class and some Unclassified 3 Monthly Some C Class and Unclassified 6 Monthly Additional inspections may be carried out in response to any reported problems with Wildlife Tunnels. At particular locations Wildlife Tunnels are subject to annual or other regular inspection as agreed at the time of construction. Divisional Highways staff report problems with Wildlife Tunnels as part of their duties, but a visit from a specialist may be required to assess the seriousness of any developing problems. In addition Inspections are made in response to Customer Care Unit calls from the public and reports from others. Service and Condition Inspection Regime Condition inspections are carried out as problems are identified through reports or a planned inspection regime. System for recording inspections Results of condition surveys of Wildlife Tunnels are currently not recorded on Inventory. 26

307 Creation of New Assets New Roads by Developers Private developers construct roads with Wildlife Tunnels which are adopted as public highways under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption. Inventory data is not currently recorded. New Roads by Highway Authority New Wildlife Tunnels is installed as part of major improvement schemes carried out by the highway authority. The condition of the asset is inspected and approved before adoption. Inventory data is not currently recorded. New Wildlife Tunnels by Highway Authority Maintenance Regimes: New Wildlife Tunnels may be installed by the Highway Authority or others to address specific problems. Paper records are usually kept. Reactive Maintenance Regime Serious safety or operational defects with Wildlife Tunnels are dealt with as reported. Routine Maintenance Procedure Routine maintenance of Wildlife Tunnels is carried out on the highway network as the need arises. In some cases the advice of an ecologist is required prior to any work commencing. Planned Maintenance Procedure There is currently no planned programme of renewing and replacing Wildlife Tunnels as they are usually fairly new and generally in good condition. System for recording maintenance data Maintenance work carried out on Wildlife Tunnels is generally not currently recorded. Key Asset Performance Targets: Local Transport Plan and Best Value Indicators There are currently no targets for Wildlife Tunnels, but the appropriate maintenance can contribute to the road safety. 27

308 Corporate Goals Public Perception of Asset Public Perception There are currently no corporate goals with regard to Wildlife Tunnels. Wildlife Tunnels are often not noticed by the public, but special interest groups and those having an interest are often aware of its location and condition. Public Expectation The public expect Wildlife Tunnels to be safe and in good condition, especially it reduces road safety incidents with badgers. Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Wildlife Tunnels contributes to the ecological and wildlife value of the network. No specific issues have been noted. Wildlife Tunnels in poor condition could be unsafe, especially close to high speed roads. Damaged or ineffective Wildlife Tunnels could reduce road safety and have an adverse effect on wildlife and ecology. Risk Management A programme of planned inspection and maintenance can reduce the risks associated with Wildlife Tunnels. Maintenance work on Wildlife Tunnels must often be carried out by competent contractors with a trained workforce following the correct procedures and traffic control, especially when working on high speed roads. The advice of an ecologist may be required in order to ensure correct procedures are followed. 28

309 Disposal of Asset Removal of Wildlife Tunnels Asset Value Wildlife Tunnels do not usually need to be removed, but if necessary such work should usually be supervised by an ecologist taking into account the environmental implications. Replacement Value Replacement value has not yet been calculated. Current Maintenance Expenditure The maintenance of Wildlife Tunnels is generally paid for initially as part of the construction of the scheme, as often planning conditions require monitoring of the operation and effectiveness of the fencing for a period after scheme opening. No specific budget provision is currently made for the long term maintenance of Wildlife Tunnels. 29

310 Summary Asset Group: Environmental Asset Type: Wildlife Tunnels The maintenance of Wildlife Tunnels helps to ensure road safety and to enhance the environmental value of the highway network. Reductions in current levels of expenditure on routine maintenance could result in reductions in the inspection and maintenance of Wildlife Tunnels and could create safety problems. An increase in expenditure could enable an increase in inspections and maintenance of Wildlife Tunnels. Improvement Plan for Inventory: Short term Add newly constructed Wildlife Tunnels to Exor database. Medium term Identify existing Wildlife Tunnel locations and type information in Exor database. Long term Establish system for recording Wildlife Tunnel maintenance works in Exor database. Improvement Plan for Maintenance: Short term The current programme of maintenance of Wildlife Tunnels should continue. Medium term A programme of regular inspection and maintenance of Wildlife Tunnels should be phased in. Long term A long term planned Wildlife Tunnels maintenance programme should be developed with planned renewal and replacement as necessary. 30

311 Asset Group: Asset Type: Environmental Noise Fencing Function: To reduce traffic noise at properties close to new roads. Legal Obligations Noise fencing may be provided in connection with new road schemes in order to reduce traffic noise. In some cases provision of noise fencing may be a condition of planning permissions. Inventory Information Summary: Scale and size of asset Noise Fencing has mainly been provided in connection with fairly recent schemes at about five locations. Details of fencing are not currently recorded in a single location. Location and type of Inventory Records are kept of Noise Fencing on paper copies of as-built drawings. Coverage of Inventory data Information is held regarding locations and type of Noise Fencing, but is not held in electronic form. Reliability of Inventory data Information is generally reliable, but is not held in electronic form. 31

312 System for managing and updating data Information is recorded on paper and is generally not updated. Inspection and Assessment Regimes: Safety Inspections Safety inspections of the highway network are carried out by driven Inspections in accordance with Highways Inspection Manual (ref?) as summarised below, and these would be expected to identify serious safety problems with regard to Noise Fencing. Description Frequency of Inspection A, B, and some C Class roads Monthly Most C Class and some Unclassified 3 Monthly Some C Class and Unclassified 6 Monthly Additional inspections may be carried out in response to reported problems with Noise Fencing. Divisional Highways staff report problems with Noise Fencing as part of their duties. In addition Inspections are made in response to Customer Care Unit calls from the public and reports from others. Service and Condition Inspection Regime Condition inspections are carried out in response to reported problems with Noise Fencing. System for recording inspections Creation of New Assets Results of condition surveys of Noise Fencing are currently not recorded on Inventory. New Roads by Developers Private developers may construct roads with Noise Fencing which are adopted as public highways under Section 38 or similar agreements. The condition of the asset is inspected and approved before adoption. Inventory data is not currently recorded. 32

313 New Roads by Highway Authority New Noise Fencing is installed as part of major improvement schemes carried out by the highway authority. The condition of the asset is inspected and approved before adoption. Inventory data is not currently recorded. New Noise Fencing by Highway Authority Maintenance Regimes: New Noise Fencing may be installed by the Highway Authority or others to address specific problems. Paper records are usually kept. Reactive Maintenance Regime Serious safety or operational defects with Noise Fencing are dealt with as reported. Routine Maintenance Procedure Routine maintenance of Noise Fencing is carried out on the highway network as the need arises. Planned Maintenance Procedure There is currently no planned programme of renewing and replacing Noise Fencing as it is fairly new and generally in good condition. System for recording maintenance data Maintenance work carried out on Noise Fencing is generally not currently recorded. Key Asset Performance Targets: Local Transport Plan and Best Value Indicators Corporate Goals There are currently no targets for Noise Fencing. There are currently no corporate goals with regard to Noise Fencing. Public Perception of Asset Public Perception Noise Fencing is often noticed by the public, and is generally very visible. 33

314 Public Expectation The public expect Noise Fencing to be safe and in good condition. In some cases there are requests for Noise Fencing from the public, but this is generally only Environmental and Heritage Considerations Environmental Heritage Risk Assessment Key Risks Noise Fencing can reduce the environmental impact of a new road. No specific issues have been noted. Noise Fencing in poor condition could be unsafe, especially close to high speed roads. Damaged or ineffective Noise Fencing could be unsafe and increase traffic noise for local residents. Risk Management Disposal of Asset A programme of planned inspection and maintenance can reduce the risks associated with Noise Fencing. Maintenance work on Wildlife Fencing must often be carried out by competent contractors with a trained workforce following the correct procedures and traffic control, especially when working on high speed roads. The advice of an ecologist may be required in order to ensure correct procedures are followed. Removal of Noise Fencing Asset Value Noise Fencing may need to be removed if it is no longer appropriate for the location. Replacement Value Replacement value has not yet been calculated. 34

315 Current Maintenance Expenditure There is currently no specific budget allocated for maintaining Noise Fencing. 35

316 Summary Asset Group: Environmental Asset Type: Noise fencing Noise fencing can reduce the environmental impact of new roads. Maintenance of the fencing is currently fairly limited as most noise fencing is fairly new. Reductions in current levels of expenditure on routine maintenance could result in reductions in the maintenance of Noise Fencing. An increase in expenditure could enable an increase in inspections and maintenance of Noise Fencing. Improvement Plan for Inventory: Short term Add newly constructed Noise Fencing to Exor database. Medium term Identify existing Noise Fencing locations and type information in Exor database. Long term Establish system for recording Noise Fencing maintenance works in Exor database. Improvement Plan for Maintenance: Short term The current programme of maintenance of Noise Fencing should continue. Medium term A programme of regular inspection and maintenance of Noise Fencing should be phased in. Long term A long term planned Noise Fencing maintenance programme should be developed with planned renewal and replacement as necessary. 36

317 Part 3 Action Plans 3.1 SAFETY AND OPERATIONAL RISKS 1

318 2 Wiltshire Transport Asset Management Plan Part 3 Action Plans

319 Part 3 Action Plans Safety Risks Asset Group: Roads Main Safety Risk Potential Safety Risk Actual Safety Record Carriageways Edge of Carriageway Structural Failure of carriageway. Inadequate surface texture High. Most vehicle collisions on network occur on carriageway. Occasional legal action in connection with surface condition following incidents. Displaced or missing kerbs and channels. Medium. Clear demarcation of carriageway required. No Major Issues currently identified. Centre reserve and Traffic Islands Uneven or damaged surface. Medium. Potential pedestrian safety issues at some locations. No Major Issues currently identified. Grass Verges Growth obscuring visibility. High. Visibility important at junctions and other locations. None currently identified, but more regular grass cutting could assist road safety. Safety Fences Failure to retain vehicles. High. Safety fences generally provided at sites with problems. Some safety fences damaged by vehicles leaving road. Road Markings and Studs Markings fail to provide adequate information to drivers. High. Worn markings may not visible. No Major Issues currently identified, but better markings could contribute to improving road safety. Traffic Calming and Road Humps Features damaged or in unsafe condition. Medium. Features generally not on high speed roads. No Major Issues currently identified. 3

320 Part 3 Action Plans Safety Risks Asset Group: Footways and Cycle Tracks Footways Cycle Tracks Pedestrian Steps and Ramps Main Safety Risk Potential Safety Risk Actual Safety Record Uneven or damaged surface High. Injury to pedestrians as a result of trips. Occasional legal action in connection with surface condition following incidents. Uneven or damaged surface High. Injury to cyclists as a result of accidents. No Major Issues currently identified, but some complaints about conditions of cycleways. Uneven or damaged surface High Injury to pedestrians as a result of trips. Occasional legal action in connection with condition of steps following incidents. 4

321 Part 3 Action Plans Safety Risks Asset Group: Public Rights of Way Main Safety Risk Potential Safety Risk Actual Safety Record PROW Network Surface Damaged or uneven surface High. Injury to users as a result of trips. No Major Issues currently identified, but some complaints about conditions PROW Structures Damaged or unsafe structure High. Injury to users. Occasional legal action in connection with condition of structures. PROW Signs Damaged or missing signs Low. No major safety issues currently identified. 5

322 Part 3 Action Plans Safety Risks Asset Group: Structures Main Safety Risk Potential Safety Risk Actual Safety Record 6

323 Part 3 Action Plans Safety Risks Asset Group: Street Lighting Main Safety Risk Potential Safety Risk Actual Safety Record Lamp Columns Damage by vehicle impact. Corrosion of column. High. Potential for incident involving damaged column. Fairly frequent damage to columns by vehicles. Illuminated Signs Damage by vehicle impact. High. Risk from damaged sign and equipment. Occasional damage to Illuminated signs. Illuminated Bollards Damage by vehicle impact. Medium. Potential of accident due to missing or damaged bollard. Fairly frequent damage to bollards at some locations. Bus Shelter Lighting Electrical fault in lighting equipment. Medium. Potential for incident involving lighting. No major safety issues currently identified. Cable Network Electrical fault in cable. Medium. Potential for incident involving lighting cables. No major incidents at present. 7

324 Part 3 Action Plans Safety Risks Asset Group: Signs and Other Street Furniture Main Safety Risk Potential Safety Risk Actual Safety Record Signs (unlit) Damage by vehicle impact. High. Potential for incident involving damaged sign. Frequent damage to signs. Pedestrian Guard Rails Damage by vehicle impact. High. Risk to pedestrians from damaged Guard Rail Occasional damage to Guard Rails Bus shelters Damage by vandalism. Medium. Damage to glass. Frequent damage to glass at some locations. Bollards Grit Bins Bus Stops Damage by vehicle impact. High. Potential for incident involving Bollard Fairly frequent damage possible. Damage by vehicle or vandalism. Low. Potential for incident involving Grit Bin No major safety issues currently identified. 8

325 Part 3 Action Plans Safety Risks Asset Group: Drainage Main Safety Risk Potential Safety Risk Actual Safety Record Gullies Pipework Grips Small Culverts Flooding of Flooding Flooding of Flooding road because because of road because of of blocked blocked or because of blocked gullies or damaged blocked culverts pipework. pipework. gullies or pipework. High. Risk of accidents on flooded roads. Occasional legal action in connection with flooding following incidents. High. Risk of accidents on flooded roads or flooding of property. Occasional legal action in connection with flooding. High. Risk of accidents on flooded roads. Legal action has taken place in connection with flooding following incidents. Medium. Risk of damage to properties. Occasional complaints and legal action in connection with flooding. Soakaways Interceptors Hydrobrakes Flooding because of defective soakaways. Low. Risk of damage to properties. Occasional complaints in connection with flooding. Flooding or pollution incident in connection with defective interceptor. Low. Interceptors are usually fairly new and in good condition. No major safety issues currently identified. Flooding because of defective hydrobrake. Low. Hydrobrakes are usually fairly new and in good condition. No major safety issues currently identified. 9

326 Part 3 Action Plans Safety Risks Asset Group: Drainage Ponds Main Safety Risk Potential Safety Risk Actual Safety Record Flooding, or accident resulting from public access High. Risk with deep water at some locations No major safety issues currently identified. 10

327 Part 3 Action Plans Safety Risks Asset Group: Environmental Main Safety Risk Potential Safety Risk Actual Safety Record Highway Trees Fallen or low branches obstructing carriageway. High. Risk of accidents obstructed roads. Occasional incidents involving trees. Landscaped Areas Growth obstructing visibility. High. Risk of accidents because of reduced visibility for drivers. Occasional incidents involving reduced visibility. Other Highway Land Surface in poor condition, or badly stored materials. Low. Risk of accidents on Other Highway Land. No major safety issues currently identified. Wildlife Fencing Damaged fencing close to highway. Medium. Risk to passing traffic. No major safety issues currently identified. Wildlife Tunnels Collapsing tunnel causing uneven road surface. Low. Risk to passing traffic. No major safety issues currently identified. Noise Fencing Damaged fencing close to highway. Low. Fencing usually fairly new and in good condition. No major safety issues currently identified. 11

328 Part 3 Action Plans Operational Risks Asset Group: Roads Main Operational Risk Potential of Operational Risk Actual Operational Record Carriageways Edge of Carriageway Structural failure of carriageway. High. Potential for unplanned closure of carriageway or traffic restrictions. Occasional introduction of traffic signals. Damage by vehicles or over-run. Low. Frequent but does not usually result in road closure. Occasional traffic delays for repairs. Centre reserve and Traffic Islands Damage by vehicles. Low. Generally not a frequent event. No major problems currently identified. Grass Verges Regular grass cutting operations. Medium. Traffic delays during grass cutting on most of network. Traffic delays during grass cutting twice a year. Safety Fences Repairs after damage and during maintenance. Low. Small number of safety fences on network. No major problems currently identified. Road Markings and Studs Renewal and replacement of Markings and Studs. Low. Traffic delays during renewal and replacement. No major problems currently identified. Traffic Calming and Road Humps Traffic management or closures needed during repair. Medium. Maintenance needed infrequently, but some sites difficult. No major problems currently identified. 12

329 Part 3 Action Plans Operational Risks Asset Group: Footways and Cycle Tracks Footways Cycle Tracks Pedestrian Steps and Ramps Main Operational Risk Potential of Operational Risk Actual Operational Record Closure to enable repairs. Medium. Potential for unplanned closure of footways. Occasional short term closures for repairs. Closure to enable repairs. Low. Potential for unplanned closure of footways, but generally in good condition. Occasional short term closures for repairs. Closure to enable repairs. Medium. Potential for unplanned closure of steps and ramps. Occasional short term closures for repairs. 13

330 Part 3 Action Plans Operational Risks Asset Group: Public Rights of Way Main Operational Risk Potential of Operational Risk Actual Operational Record PROW Network Surface Closure to enable repairs. Medium. Potential for unplanned closure of rights of ways. Long term closures have been necessary in extreme cases. PROW Structures Missing bridges or temporary closure. High. Missing or closed bridge could make route unusable. Long term closures have occurred. PROW Signs Missing or damaged signs Medium Difficult for users to identify routes. Complaints from public regarding lack of signs. 14

331 Part 3 Action Plans Operational Risks Asset Group: Structures Main Operational Risk Potential of Operational Risk Actual Operational Record 15

332 Part 3 Action Plans Operational Risks Asset Group: Street Lighting Main Operational Risk Potential of Operational Risk Actual Operational Record Lamp Columns Failure of lamp. Corrosion of column. High. Potential for failure of lamp. Occasional failure of lamp or damage to columns by vehicles. Illuminated Signs Damage by vehicle impact. High. Risk of damage by vehicle. Occasional damage to Illuminated signs. Illuminated Bollards Damage by vehicle impact. High. Risk of damage by vehicle. Fairly frequent damage to bollards at some locations. Bus Shelter Lighting Electrical fault in lighting equipment. Low. Most equipment is fairly new. No major safety issues currently identified. Cable Network Failure of cable because of fault. Medium. Potential for failure with condition of cables. Occasional failure at present. 16

333 Part 3 Action Plans Operational Risks Asset Group: Signs and Other Street Furniture Main Operational Risk Potential of Operational Risk Actual Operational Record Signs (unlit) Damage by vehicle impact. Medium. Sign no longer readable Occasional damage to signs. Pedestrian Guard Rails Damage by vehicle impact. High. Guard Rail no longer serviceable. Occasional damage to Guard Rails Bus shelters Damage by vandalism. Low. Damage to glass does not usually prevent use of shelter. Frequent damage to glass at some locations. Bollards Grit Bins Bus Stops Damage by vehicle impact or vandalism. High. Bollard no longer serviceable. Fairly frequent damage at some locations. Damage by vehicle impact or vandalism. Low. Salt not available when required. No major problems currently identified. Damage by vehicle impact or vandalism. Medium. Bus stop no longer serviceable. Occasional damage at some locations. 17

334 Part 3 Action Plans Operational Risks Asset Group: Drainage Main Operational Risk Potential of Operational Risk Actual Operational Record Gullies Pipework Grips Small Culverts Blocked gully Blocked Blocked Blocked due to silt pipes due to pipes due to culverts due and debris. silt and silt and to silt and Medium. Flooding of road and property Frequent complaints from public regarding flooding debris. Medium. Flooding of road Some complaints from public regarding flooding debris. Medium. Flooding of road Frequent complaints from public regarding flooding debris. Medium. Flooding of property Some complaints from public regarding flooding Soakaways Interceptors Hydrobrakes Blocked soakways due to silt and debris. Medium. Flooding of road and property Some complaints from public regarding flooding Blocked interceptor due to silt and debris. Low. Possible pollution or flooding incidents No particular issues identified. Blocked hydrobrake due to silt and debris. Low. Possible flooding incidents. No particular issues identified. 18

335 Part 3 Action Plans Operational Risks Asset Group: Drainage Ponds Main Operational Risk Potential of Operational Risk Actual Operational Record Blocked ponds due to plant growth silt and debris. Medium. Possible flooding. No particular issues identified. 19

336 Part 3 Action Plans Operational Risks Asset Group: Environmental Main Operational Risk Potential of Operational Risk Actual Operational Record Highway Trees Fallen or low branches obstructing carriageway. Medium. Risk of obstructed roads. Occasional incidents involving trees. Landscaped Areas Growth obstructing visibility. Medium. Risk of reduced visibility for drivers. Occasional incidents involving reduced visibility. Other Highway Land Land not available for use, including storing materials. Low. Risk of disruption of highway maintenance. No major issues currently identified. Wildlife Fencing Damaged or missing fencing not effective. Medium. Wildlife at risk. Occasional damage to fencing. Wildlife Tunnels Collapsing or blocked tunnel. Medium. Wildlife at risk. No major issues currently identified. Noise Fencing Damaged or missing fencing. Medium. Increase in noise for residents. No major issues currently identified. 20

337 Part 3 Action Plans 3.2 ACTION PLAN FOR INVENTORY 21

338 22 Wiltshire Transport Asset Management Plan Part 3 Action Plans

339 Part 3 Action Plans Summary of most important information required in short term Information from asbuilt drawings and Divisional Offices Drainage Soakaways, Interceptors, Hydrobrakes, Balancing Ponds. Swales Catch Pits Update Inventory data by survey Drainage Gullies Grips Ditches Culverts Pipe Grips Update Inventory Data through survey and Divisional Office Advice Roads Protected Verges Key Visibility Splays Other Surveys Public Rights of Way Structures Footways and Cycle Routes Footways Cycle Tracks Kerbs Transverse Kerbs Roads Carriageway Safety Fences Double White Lines Stop Line Markings Road Humps Build Out (Traffic Calming) Environmental Wildlife Fencing Wildlife Tunnels Noise Fencing Footways and Cycle Routes Steps 23

340 Part 3 Action Plans Information from asbuilt drawings and Divisional Offices Street Lighting Cable Network Update Inventory data by survey Signs and Other Street Furniture Pedestrian Guardrails Bus Shelters Bus Stops Update Inventory Data through survey and Divisional Office Advice Other Surveys 24

341 Part 3 Action Plans Action Plan for Inventory Asset Group: Roads Asset Type Carriageways Edge of Carriageway Centre reserve and Traffic Islands Grass Verges Desirable Short Term Action Improve updating of carriageway information in the Exor database, especially with regard to new roads and recently adopted highways constructed by developers. No proposals at this stage. No proposals at this stage. Information held in the Inventory regarding Protected Verges, Visibility Splays and verges cut by District Councils should be updated. Desirable Medium Term Action Establish better procedures for recording new schemes and maintenance works.. No proposals at this stage. No proposals at this stage. No proposals at this stage. Desirable Long Term Action Review adequacy of condition data in light of evolving assessment methods. No proposals at this stage. No proposals at this stage. No proposals at this stage. Safety Fences There is a need to establish a better inspection and recording of maintenance of safety fences, with condition included in the Inventory. A review should be undertaken of the need for existing safety fences, and a policy developed for the provision of additional safety fences on the highway network. The establishment of a planned replacement, refurbishment and renewals programme for safety fences should be considered. 25

342 Part 3 Action Plans Asset Type Road Markings and Studs Desirable Short Term Action Consideration should be given to updating the inventory information, particularly with regard to double white line systems and stop lines. Desirable Medium Term Action Consideration should be given to updating the inventory information held regarding all road markings if this is considered to have operational benefits. Desirable Long Term Action Consideration should be given to holding all road marking information on a single system. Traffic Calming and Road Humps Update the Inventory information on the locations and types of road humps and speed tables. The introduction of a programme of condition surveys of road humps and speed tables would be desirable. A programme of planned refurbishment of road humps and speed tables should be introduced. 26

343 Part 3 Action Plans Action Plan for Inventory Asset Group: Footway and Cycleway Routes Asset Type Footways Cycle Tracks Desirable Short Term Action Inventory data should be updated for recently completed town centre schemes and housing estates. There is a need to establish better Inventory data on cycleways and cycleway/footways. The Safety Inspection regime for cycleways on carriageways should be reviewed to determine whether inspection frequencies and intervention levels are appropriate. Desirable Medium Term Action Inventory data should be updated for footways on primary and secondary walking routes included in BVPI 187 assessments. The introduction of more frequent Safety Inspections of cycleways and cycleway/footways should be implemented. Desirable Long Term Action Inventory data should be updated for all footways. A Programme of condition surveys could be introduced for cycleways and cycleway/footways, with the condition recorded on the Inventory. Pedestrian Steps and Ramps Identify existing step and ramp locations for inclusion in the Exor database. Survey and record existing condition of steps and ramps information on Exor database. Record maintenance work carried out on steps and ramps in Exor database. 27

344 Part 3 Action Plans Action Plan for Inventory Asset Group: Public Rights of Way Asset Type Public Rights of Way - Network Surface Desirable Short Term Action There is a need to establish a better record of surface condition of rights of way, and to record work carried out on the network on an electronic database. Desirable Medium Term Action Information on landowners and other contacts should be considered for inclusion in the database, together with a condition survey of the network. Desirable Long Term Action Consider establishment of Rights of Way Inventory on common system with highway network. Public Rights of Way - Structures Establish a better record of type and condition of rights of way structures, and institute more regular Safety Inspections. The location and type of rights of way structures should be added to the highway Inventory. A programme of condition surveys of rights of way structures should be introduced following the collection of data on structure types. Condition survey information for rights of way structures should be added to the highway Inventory. Public Rights of Way - Signs The location of rights of way signs should be stored on an electronic database. Information on the condition of rights of way signs should be collected as part of a condition survey of the network. Consider establishment of Rights of Way Inventory on common system with highway network. 28

345 Part 3 Action Plans Action Plan for Inventory Asset Group: Structures Asset Type Bridges Desirable Short Term Action Bridge inspection and maintenance information should be recorded on spreadsheets and databases. Desirable Medium Term Action Exor database should be populated with basic information on the bridges on the highway network. Desirable Long Term Action The Exor database should be used for recording all bridge information, inspections and maintenance work. Retaining Walls Cuttings and Embankments Subways Tunnels Highway Pumps 29

346 Part 3 Action Plans Action Plan for Inventory Asset Group: Street Lighting Asset Type Lamp Columns Lit Signs Illuminated bollards and beacons Bus Shelter Lighting Cable Network Desirable Short Term Action Continue condition surveys targeted at most vulnerable columns. Continue condition surveys targeted of lighting units and posts. Continue condition surveys of illuminated bollards. Ensure all bus shelters are added to the Mayrise system. Locate and map private cables for street lighting. Desirable Medium Term Action Collect more detailed information on all lighting columns, including better condition surveys of vulnerable columns. Collect more detailed information on lighting units and posts, including better condition surveys. Collect more detailed information on internally illuminated bollards. Record annual condition inspections of electrical equipment. Include information on private cables for street lighting on Mayrise system. Desirable Long Term Action Obtain detailed condition information on all of the street lighting stock in order to prepare a maintenance and replacement programme. Obtain detailed condition information on all lighting units and posts in order to prepare a maintenance and replacement programme. Obtain detailed condition information on all of the internally illuminated bollards in order to prepare a maintenance and replacement programme. Ensure condition and maintenance records for bus shelter lighting are included on Mayrise system. Keep maintenance and condition information for private cables for street lighting on Mayrise system. 30

347 Part 3 Action Plans Action Plan for Inventory Asset Group: Signs and Other Street Furniture Asset Type Signs (Unlit) Pedestrian Guardrails Bus Shelters Bollards Grit Bins Bus Stops Desirable Short Term Action Update sign information in the Exor database, especially with regard to new speed limits and legally enforceable signs. Update Pedestrian Guard Rail information in the Exor database. Update Bus Shelters information in the Exor database. Update Bollards information in the Exor database as new works are completed. Update Grit Bins information in the Exor database. Update Bus Stops information in the Exor database. Desirable Medium Term Action Establish better procedures for updating database following completion of new schemes and maintenance works. Establish better procedures for updating database following erection of new Pedestrian Guard Rails. Establish better procedures for updating database following erection of new Bus Shelters. Establish better procedures for updating database following erection of new Bollards. Establish better procedures for updating database following erection of new Grit Bins. Establish better procedures for updating database following erection of new Bus Stops. Desirable Long Term Action Update all sign information in Exor database and include condition information. Update all Guard Rails information in Exor database and include condition information. Update all Bus Shelter information in Exor database and include condition information. Update all information on Bollards in Exor database and include condition information. Update all information on Grit Bins in Exor database and include condition information. Update all Bus Stops information in Exor database and include condition information. 31

348 Part 3 Action Plans Action Plan for Inventory Asset Group: Drainage Asset Type Gullies Desirable Short Term Action Continue to update gully and related pipework information on HDAM as surveys are completed. Desirable Medium Term Action Update gully location and type information in Exor database. Desirable Long Term Action Establish system for recording gully cleansing and maintenance works on Exor database. Pipework Grips Continue to update pipework information on HDAM as surveys or work on the system is completed. Update grip information in the Exor database as maintenance work is carried out. Carry out investigations using CCTV at sites with identified drainage problems. Update grip location and type information in Exor database. Seek to obtain drainage information on drainage pipes in the whole network. Establish system for recording grip cleansing and maintenance works on Exor. Ditches and Swales Small Culverts Soakaways Update ditch information on HDAM as work is carried out on the highway network. Update culvert and related pipework information on HDAM as maintenance work is carried out. Continue to update soakaways information on HDAM as surveys or work on the system is completed. Update ditch location and type information in Exor database. Update culvert location and type information in Exor database or HDAM. Carry out investigations at soakaways with identified drainage problems. Establish system for recording ditch cleansing and maintenance works on Exor database of HDAM. Establish system for recording culvert cleansing and maintenance works on Exor database or HDAM. Obtain information on all soakaways on the highway network. 32

349 Part 3 Action Plans Asset Type Interceptors Hydrobrakes Desirable Short Term Action Update information regarding interceptors on Exor database using existing sources of information including asbuilt drawings. Update information regarding hydrobrakes on Exor database and HDAM using existing sources of information including as-built drawings. Desirable Medium Term Action Include records of maintenance carried out on interceptors. Include records of maintenance carried out on hydrobrakes. Desirable Long Term Action Add new interceptors to Inventory as constructed. Add new hydrobrakes to Inventory as constructed. Ponds Update location information on highway ponds in HDAM and Exor database using scheme as-built drawings and other sources. Collect more detailed information on ponds and related features for Exor database. Establish system for recording pond maintenance works on Exor database. 33

350 Part 3 Action Plans Action Plan for Inventory Asset Group: Traffic Control and Systems Asset Type Desirable Short Term Action Desirable Medium Term Action Desirable Long Term Action 34

351 Part 3 Action Plans Action Plan for Inventory Asset Group: Environmental Asset Type Highway Trees Landscaped Areas Other Highway Land Wildlife Fencing Wildlife Tunnels Noise Fencing Desirable Short Term Action Add newly planted trees and similar areas to Exor database. Update Landscaped Areas information on Exor database as new schemes or Landscaped Areas are created. Update Other Highway Land information on Exor database as new schemes are created. Add newly constructed Wildlife Fencing to Exor database. Add newly constructed Wildlife Tunnels to Exor database Add newly constructed Noise Fencing to Exor database. Desirable Medium Term Action Identify TPO and important tree locations and type information in Exor database. Update Landscaped Areas location and type information in Exor database. Update Other Highway Land location and type information in Exor database. Identify existing Wildlife Fencing locations and type information in Exor database. Identify existing Wildlife Tunnel locations and type information in Exor database. Identify existing Noise Fencing locations and type information in Exor database. Desirable Long Term Action Establish system for recording tree maintenance works in Exor database. Establish system for recording Landscaped Areas maintenance works on Exor. Establish system for recording Other Highway Land location maintenance works on Exor. Establish system for recording Wildlife Fencing maintenance works in Exor database. Establish system for recording Wildlife Tunnel maintenance works in Exor database. Establish system for recording Noise Fencing maintenance works in Exor database. 35

352 36 Wiltshire Transport Asset Management Plan Part 3 Action Plans

353 Part 3 Action Plans 3.3 ACTION PLAN FOR MAINTENANCE 37

354 Part 3 Action Plans Action Plan for Maintenance Asset Group: Roads Asset Type Carriageways Desirable Short Term Action Investment to reduce maintenance backlog should continue in order to achieve LTP targets and Corporate Goals. Desirable Medium Term Action The Assessment Matrix should be developed further as understanding increases of the changes in BVI scores following completion of particular works. Desirable Long Term Action A long term planned maintenance programme should be introduced to reflect anticipated future funding levels and performance targets. Edge of Carriageway Centre reserve and Traffic Islands Establish better weed control and road sweeping in order to improve the appearance of the highway network, by working in conjunction with District Councils. Establish better weed control and road sweeping in order to improve the appearance of the highway network, by working in conjunction with District Councils. The introduction of kerbs on the Primary route network should continue as part of planned maintenance schemes. A programme of maintenance and improvement should be considered for centre reserves and traffic islands, initially focused on those in worst condition. A programme of providing kerbs and channels on minor roads to reduce over run should be considered. A programme of planned maintenance and improvement could be developed for centre reserves and islands. 38

355 Part 3 Action Plans Asset Type Grass Verges Safety Fences Road Markings and Studs Traffic Calming and Road Humps Desirable Short Term Action Update and make better use of Inventory information regarding Protected Verges and Visibility Splays in the programming of grass cutting by Unimogs. Introduce a better inspection and maintenance programme for safety fences, with condition included in the Inventory. Continue a programme of refurbishment of road markings on the network according to need. Update the Inventory information on the locations and types of road humps and speed tables. Desirable Medium Term Action The perception of the condition of the highway network would be improved by the introduction of more effective litter collection and improved verge maintenance in the rural areas. Undertake regular inspections of safety fences on the highway network, with a programme of maintenance. Develop a programme of planned maintenance of road markings on Principal Roads with programmed renewal and refurbishment. Introduce a programme of condition surveys of road humps and speed tables with planned maintenance. Desirable Long Term Action Develop more effective weed control procedures on grass verges, preferably in conjunction with the District Councils. The establishment of a planned replacement, refurbishment and renewals of safety fences should be considered. Develop a programme of planned maintenance of road markings on all roads with programmed renewal and refurbishment. A programme of planned refurbishment of road humps and speed tables could be introduced. 39

356 Part 3 Action Plans Action Plan for Maintenance Asset Group: Footways and Cycleways Asset Type Footways Cycle Tracks Pedestrian Steps and Ramps Desirable Short Term Action There is a need to establish better weed control and road sweeping in order to improve the appearance of footways on the highway network, and this is most likely to be achieved by working in conjunction with District Councils. Better sweeping and cleanliness would help improve the appearance of cycleways and cycleway/footways on the highway network, and this is most likely to be achieved by working in conjunction with District Councils. Responding to safety reports regarding steps and ramps in the highway should continue. Desirable Medium Term Action The introduction of a programme of planned maintenance and footway renewal targeted at sites in worse condition would be desirable. The introduction of a programme of planned maintenance of cycleways and cycleway/footways should be targeted at those sites in worse condition. Condition inspections should be introduced in order to identify a programme of planned maintenance of steps and ramps. Desirable Long Term Action A programme of planned maintenance and renewal should be considered for the footways on the highway network. A programme of planned maintenance and renewal could be developed for cycleways and cycleway/footways. A long term planned maintenance programme should be developed to enable planned replacement and renewal of steps and ramps. 40

357 Part 3 Action Plans Action Plan for Maintenance Asset Group: Public Rights of Way Asset Type Public Rights of Way - Network Surface Desirable Short Term Action Carry out programme of maintenance work in response to results of Safety Inspections, and continue to take appropriate steps to remove obstructions. Desirable Medium Term Action Develop a planned maintenance programme for rights of way based on the results of Safety Inspection results. Desirable Long Term Action Develop planned maintenance programme for rights of way based on condition assessments. Public Rights of Way - Structures Public Rights of Way - Signs Introduce a programme of maintenance work in response to results of Safety Inspections, with priority given to high risk sites. Carry out programme of maintenance work in response to results of Safety Inspections, and continue to take appropriate steps to ensure signing is effective. Carry out a programme of maintenance work as identified from Safety Inspections. Develop a planned maintenance programme for rights of way signs based on condition assessments. Develop a planned maintenance programme for rights of way based on condition assessments, including programmed replacements of structures where appropriate. Develop planned maintenance and replacement programme for rights of way signs based on condition assessments. 41

358 Part 3 Action Plans Action Plan for Maintenance Asset Group: Structures Asset Type Bridges Desirable Short Term Action Desirable Medium Term Action Desirable Long Term Action Retaining Walls Cuttings and Embankments Subways Tunnels Highway Pumps 42

359 Part 3 Action Plans Action Plan for Maintenance Asset Group: Street Lighting Asset Type Lamp Columns Lit Signs Illuminated bollards Bus Shelter Lighting Cable Network Desirable Short Term Action Continue the replacement of substandard columns as they are identified through the condition assessment process. Continue the replacement of lighting units and posts as they are identified through the condition assessment process. Continue the replacement of internally illuminated bollards as they are identified through the condition assessment process. Carry out condition and safety inspections of bus shelter lighting. Develop renewal or replacement programme for private cables for street lighting known to be reaching the end of its life. Desirable Medium Term Action Expand the condition assessment process to enable a planned programme of replacement of older and poor condition lighting columns as necessary. Expand the condition assessment process to enable a planned programme of replacement of older and poor condition lighting units and posts as necessary. Expand the condition assessment process to enable a planned programme of replacement of older and poor condition internally illuminated bollards as necessary. No proposals. Develop programme for renewal or replacement of all existing private cables for street lighting based on condition information. Desirable Long Term Action A long term planned column replacement programme should be developed for the whole of the stock. A long term planned lighting unit and post replacement programme should be developed for the whole of the stock. A long term planned internally illuminated bollards replacement programme should be developed for the whole of the stock. Develop replacement and renewal programme for bus shelter lighting. A long term planned replacement programme should be developed for private cables for street lighting. 43

360 Part 3 Action Plans Action Plan for Maintenance Asset Group: Signs and Other Street Furniture Asset Type Signs (Unlit) Desirable Short Term Action The regular programme of sign washing should continue. Desirable Medium Term Action A programme on condition inspections should be developed to include structural inspection of post conditions. Desirable Long Term Action A long term planned maintenance programme should be developed to include programmed renewals of signs and posts. Pedestrian Guardrails Bus Shelters Bollard Grit Bins The prompt response to problems with Guard Rails should continue. The prompt response to problems with Bus Shelters should continue. The prompt response to problems with Bollards should continue. The annual inspection and filling of Grit Bins should continue. A programme on condition inspections of Pedestrian Guard Rails with follow up maintenance should be developed. A programme on condition inspections of Bus Shelters should be developed to include structural and electrical systems inspections of Bus Shelters. A programme on condition inspections of Bollards should be developed to include repair and cleaning as necessary. A programme on condition inspections of Grit Bins should be developed to include repair, cleaning and replacement as necessary. A long term planned maintenance programme should be developed to include programmed renewals of Guard Rails. A long term planned maintenance programme should be developed to include programmed renewals of Bus Shelters. A long term planned maintenance programme should be developed to include programmed renewals of Bollards. A long term planned maintenance programme should be developed to include programmed renewals of Grit Bins. 44

361 Part 3 Action Plans Asset Type Bus Stops Desirable Short Term Action The prompt response to problems with Bus Stops should continue. Desirable Medium Term Action A programme on condition inspections and maintenance of Bus Stops should be developed. Desirable Long Term Action A long term planned maintenance programme should be developed to include programmed renewals of Bus Stops. 45

362 Part 3 Action Plans Action Plan for Maintenance Asset Group: Drainage Asset Type Gullies Desirable Short Term Action The regular programme of gully cleansing should continue. Desirable Medium Term Action A programme of gully cleansing based on need and risk analysis should be phased in. Desirable Long Term Action A long term planned gully cleansing programme should be developed with timing and frequency of visits optimised to minimise maintenance costs. Pipework The regular programme of investigation of drainage problems with pipework should continue A programme of major drainage works to address larger scale drainage problems with pipework should be phased in. A long term planned pipework replacement and upgrading programme would be desirable. Grips The prompt response to grip problems should continue. A programme of grip cleansing based on need and risk analysis should be phased in. A long term planned grip cleansing programme should be developed with timing and frequency of visits optimised to minimise maintenance costs. Ditches and Swales The prompt response to drainage problems with ditches should continue. A programme of ditch cleaning based on need and risk analysis should be phased in for identified problem sites. A long term planned ditch cleansing programme should be developed with timing and frequency of visits optimised to minimise maintenance costs. 46

363 Part 3 Action Plans Asset Type Small Culverts Soakaways Interceptors Desirable Short Term Action Responding to identified drainage problems with culverts should continue. Continue to investigate and repair identified problems with soakaways. Inspect interceptors and review maintenance and cleaning procedures. Desirable Medium Term Action A programme of inspection and maintenance of culverts based on need and risk analysis should be phased in. Establish a programme of maintenance at identified soakaway sites with potential problems. Introduce a programme of planned, inspection, cleaning and maintenance. Desirable Long Term Action A long term planned inspection and maintenance programme should be developed for culverts with timing and frequency of visits optimised to minimise maintenance costs. Establish a long term planned improvement and upgrading programme for soakaways. Establish a long term planned improvement and upgrading programme for interceptors. Hydrobrakes Ponds Inspect hydrobrakes and review maintenance and cleaning procedures. Continue to respond to reported problems with highway ponds as necessary. Introduce a programme of planned, inspection, cleaning and maintenance of hydrobrakes. A programme of pond inspection and maintenance should be established, including regular inspection and recording of protective fences and signing. Establish a long term planned improvement and upgrading programme for hydrobrakes. A long term planned pond cleansing and refurbishment programme should be developed with timing and frequency of visits optimised to minimise maintenance costs. 47

364 Part 3 Action Plans Action Plan for Maintenance Asset Group: Traffic Control and Systems Asset Type Desirable Short Term Action Desirable Medium Term Action Desirable Long Term Action 48

365 Part 3 Action Plans Action Plan for Maintenance Asset Group: Environmental Asset Type Highway Trees Landscaped Areas Other Highway Land Wildlife Fencing Desirable Short Term Action The current programme of tree maintenance should continue. The maintenance of Landscaped Areas should continue as required. The maintenance of Other Highway Land should continue as required. The current programme of maintenance of Wildlife Fencing should continue. Desirable Medium Term Action A programme of regular highway tree maintenance and inspection should be phased in. A programme of inspection and maintenance based on need and risk analysis should be phased in for key Landscaped Areas. A programme of inspection and maintenance based on need and risk analysis should be phased in for key Areas. A programme of regular inspection and maintenance of Wildlife Fencing should be phased in Desirable Long Term Action A long term planned tree maintenance programme should be developed with timing and frequency of visits optimised to minimise maintenance costs. A long term planned maintenance programme of Landscaped Areas should be developed with timing and frequency of visits optimised to minimise maintenance costs. A long term planned maintenance programme of Other Highway Land should be developed with timing and frequency of visits optimised to minimise maintenance costs. A long term planned Wildlife Fencing maintenance programme should be developed with planned renewal and replacement as necessary 49

366 Part 3 Action Plans Asset Type Wildlife Tunnels Noise Fencing Desirable Short Term Action The current programme of maintenance of Wildlife Tunnels should continue. The current programme of maintenance of Noise Fencing should continue. Desirable Medium Term Action A programme of regular inspection and maintenance of Wildlife Tunnels should be phased in. A programme of regular inspection and maintenance of Noise Fencing should be phased in. Desirable Long Term Action A long term planned Wildlife Tunnels maintenance programme should be developed with planned renewal and replacement as necessary. A long term planned Noise Fencing maintenance programme should be developed with planned renewal and replacement as necessary. 50

367 51 Wiltshire Transport Asset Management Plan Part 3 Action Plans

368 Wiltshire Transport asset Management Plan 4.0 Asset Valuation ASSET VALUATION Introduction An initial asset valuation has been undertaken based on estimated replacement values. This is intended to be the first stage in developing an asset valuation approach to managing the asset which will be developed further in due course. In the meantime the information will be used to inform the further development of the TAMP. The initial valuation will have to be very approximate but it does provide a starting point for the development process. Basis of Initial Valuation For some Asset Types such as carriageway construction there is good information available on the scale of the asset, and replacement values can be based on reconstruction work carried out on a regular basis. On some Asset Types such as drainage there is less information on the extent of the asset and the estimate is less precise and is based on assumed quantities. Costs used in the initial estimate are based on typical current costs for replacement work or provision of new assets for the particular asset type as far as possible. It has been assumed that replacement of the asset would take place at a rate similar to current replacement or renewal work, and no allowance has been made for economies of scale that could be achieved with larger scale replacement programmes. The initial estimate is based on a like for like replacement and does not take into account any rationalisation of the network or assets which would probably take place with any large scale asset renewal project. It assumes that the asset is replaced with something very similar to the existing and ignores the fact that most of the assets would not be constructed as they currently exist because of changing design standards or requirements. A summary of the Initial Asset Valuation is shown overleaf. This initial valuation will be reviewed from time to time, and updated as better cost and quantity information becomes available. Typical maintenance and renewal expenditure has been summarised based on 2006/7 and 2007/8 expenditure. These figures reflect current patterns of expenditure and do not represent historic levels of funding, which in some areas have generally been lower than present expenditure.

369 Wiltshire Transport asset Management Plan 4.0 Asset Valuation Initial Replacement Costs Asset Group Assumed Replacement Value Roads 921,790, Footways and Cycleways 112,958, Public Rights of Way 32,875, Structures 193,890, Street Lighting 31,260, Signs and Other Street Furniture 11,092, Drainage 135,162, Traffic Control and Information Systems 20,616, Environmental 5,794, Total 1,465,439, Initial Replacement Value Signs and Other Street Furniture 1% Street Lighting 2% Traffic Control and Information Systems 1% Drainage 9% Environmental 0% Structures 13% Public Rights of Way 2% Footways and Cycleways 8% Roads 63%

370 Wiltshire Transport asset Management Plan 4.0 Asset Valuation Typical Maintenance and Renewal Expenditure Reactive Maintenance Planned Maintenance Planned Maintenance Total Maintenance Maintenance as % of Asset Group WCC LTP Replacement Value Roads 1,345, , ,200, ,820, Footways and Cycleways 225, , , Public Rights of Way 220, , , Structures 400, , ,287, ,377, Street Lighting 1,211, , ,461, Signs and Other Street Furniture 204, , Drainage 1,230, , ,680, Traffic Control and Information Systems 377, , , Environmental 50, , , Total 5,262, , ,867, ,095,

371 Wiltshire Transport asset Management Plan 4.0 Asset Valuation Typical Maintenance and Renewal Expenditure Typical Maintenance Expenditure Signs and Other Street Furniture 1% Street Lighting 7% Traffic Control and Information Systems 3% Drainage 8% Environmental 1% Structures 21% Roads 56% Public Rights of Way 1% Footways and Cycleways 2%

372 Wiltshire Transport asset Management Plan 4.0 Asset Valuation Proportion of Values by Asset Groups The replacement value of the transport asset is estimated to be almost 1,500,000,000 at current prices. Roads form the major Asset Group in terms of size at 63% of the total replacement value, followed by Structures at 13%, and then drainage and footways at 9% and 8% respectively. Between them these four Asset Groups make up 93% of the replacement asset value. Current maintenance and renewal expenditure is estimated to be just over 21,000,000 annually, which represents 1.44% of the replacement value of the transport asset. The majority of maintenance and renewal expenditure is currently spent on the roads Asset Group at 56% of the total, followed by Structures at 21%, and then drainage and street lighting at 8% and 7% respectively. These four asset groups account for 92% of maintenance expenditure. Maintenance Expenditure as Proportion of Replacement Value Overall the proportion of annual maintenance expenditure to replacement value is 1.44% for all assets, and is 1.28% for Roads and 1.24% for Drainage. The proportion for the Structures asset group is slightly higher than the average at 2.26%, which probably reflects capital expenditure on the bridge strengthening programme to upgrade the asset. The annual maintenance to replacement values for Street Lighting and Traffic Control asset groups are higher than average at 4.67% and 3.04% respectively. These high values are probably because the technology involved in these asset groups requires fairly intensive maintenance in order to keep the assets operating. The 2.59% figure estimated for the Environment asset group probably reflects the comparatively low replacement values put on some of the asset types in this group, including trees, in the valuation process. It should not be taken as implying a high standard of maintenance being applied. The low proportion of annual maintenance expenditure to replacement value of 046% and 0.76 for footways and rights of way respectively probably accurately reflects the current low levels of maintenance expenditure on these items. Conclusions The different asset groups require different levels of maintenance, and there can be wide variations between the different asset types within the asset groups. However the initial asset valuation does enable some conclusions to be reached regarding priorities.

373 Wiltshire Transport asset Management Plan 4.0 Asset Valuation The high replacement value (63% of total) and maintenance expenditure (56% of annual total) indicates the importance of obtaining vale for money from maintenance work carried out on the Roads asset group, and the need to treat this group as the top priority for setting targets. The Structures asset group represents a significant proportion of the asset replacement value (13%) and of maintenance expenditure (21%), and also needs a detailed asset management plan and targets to be developed as a priority. With the asset groups for Drainage, Street Lighting and Footways there are various issues regarding identifying asset size or condition which make setting targets difficult, and it is probably more important to initially prioritise information collection in order to inform the decision making process for these asset groups. There are good inspection and maintenance regimes being put in place for the Traffic Control Systems asset group, and the focus for development should be on developing proposals for the replacement of assets as they become life expired, and identifying the particular sites where this is likely to occur first. As the Public Rights of Way, Street Furniture and Environmental asset groups represent a small proportion of the overall transport asset replacement value (2%, 1% and 1%), and currently account for a similarly small proportion of maintenance expenditure (1% each), it is likely that setting detailed targets for these asset groups would be of secondary importance in the development of the TAMP. The establishment of safety inspection and supporting maintenance regimes should be the priority for these asset groups.

374 Wiltshire Transport asset Management Plan 4.0 Asset Valuation

375 Wiltshire Transport asset Management Plan 4.0 Asset Valuation Summary of TAMP Development Proposals Priority Asset Group % of Replacement Value % of Annual Maintenance Expenditure Action 1 Roads Develop detailed condition targets especially for carriageway surface and structural condition. 2 Structures Continue creation of inventory database for bridges and retaining walls. 3 Drainage 9 8 Continue programme of condition surveys and surveys to locate pipes and drainage assets. 4 Street Lighting 2 7 Obtain Condition survey information on stock to enable development of renewal programme. 5 Footways 8 2 Review Safety Inspection procedures. Consider appropriate condition indicators. 6 Traffic Control Systems 1 3 Consider end of life replacement programme. 7 Public Rights of Way 2 1 Implement improved Safety Inspections. 8 Environmental 1 1 Review Safety Inspection procedures. 9 Street Furniture 1 1 Review Safety Inspection procedures.