Road & Footpath Asset Management Plan

Transcription

1 Road & Footpath Asset Management Plan Draft 29 November 2004 CT Management Group Henshelwood & Associates

2 Road & Footpath Asset Management Plan Contents 1. EXECUTIVE SUMMARY INTRODUCTION BACKGROUND Purpose of the Plan Relationship with other Planning Documents Infrastructure Assets Included in the Plan Key Stakeholders GOALS AND OBJECTIVES OF ASSET OWNERSHIP Goals and Objectives Council s AM Policies, Procedures & Strategies Council s Corporate Plan AM Policy, Strategy & Plan Link Financial Plan Linkage Community Input to Council s Programs PLAN FRAMEWORK BASIC AND ADVANCED ASSET MANAGEMENT ASSET FUNCTION & LEVELS OF SERVICE CUSTOMER RESEARCH & EXPECTATIONS Community Service Level Expectations Community Consultation Annual Community Survey Works Proposals STRATEGIC & CORPORATE GOALS LEGISLATIVE REQUIREMENTS AND OTHER DRIVERS Local Government Act Road Management Act Best Value Legislation Other Legislation MAV Step Program Municipal Road Management Plan REQUIREMENTS OF THE ROAD MANAGEMENT ACT Co-ordinating Road Authority General Functions of a Road Authority Rights of the Road User Obligations of Road Users Permits for conducting of works within the road reservation ASSET FUNCTION & HIERARCHY MANAGEMENT OF UNCONSTRUCTED ROADS ASSETS NOT MAINTAINED BY COUNCIL Vehicle crossings Single property stormwater drains Nature strip Responsibility for defect rectification Service Authority Works Road_and_Footpath_Asset_Management_Plan 2 of 83 19/10/2011

3 4. FUTURE DEMAND DEMAND FORECAST PROBABLE CHANGES DEMAND MANAGEMENT PLAN LIFECYCLE MANAGEMENT PLAN BACKGROUND DATA Physical Parameters Road Pavement Issues Construction History - Footpaths Footpath Issues MAINTENANCE MANAGEMENT PLAN Maintenance Requirements Demarcations with other Road Authorities Future Funding Requirements INSPECTION ARRANGEMENTS Inspection Process Inspection Reporting Recording of Inspection Reports Defect Intervention Levels & Response Times Maintenance Responsiveness & Performance Targets RISK MANAGEMENT Risk Identification Intervention Levels for Hazards Managing High Risk Works RENEWAL/REPLACEMENT PLAN Condition Assessments - Roads Condition Assessments - Footpaths Standards Development of Renewal Works Programs Summary of Future Costs ASSET CREATION PLAN Selection Criteria Standards and Specifications Summary of Future Costs ASSET DISPOSAL PLAN FINANCIAL & RESOURCE MANAGEMENT CHART OF ACCOUNTS MAINTENANCE & RENEWALS Contingency Funding for Emergency Events Management of Utility Service Reinstatements CURRENT MAINTENANCE EXPENDITURE CURRENT MAINTENANCE BUDGET MAINTENANCE EXPENDITURE VERSUS REPLACEMENT VALUE CURRENT ASSET RENEWAL BUDGET VALUATION FORECASTS Valuation Methodology Depreciation Forecasts FUNDING GAP FUNDING CAPACITY STRATEGY TO ADDRESS FUNDING GAP KEY FINANCIAL ASSUMPTIONS Road_and_Footpath_Asset_Management_Plan 3 of 83 19/10/2011

4 6.11 STAFFING RESOURCES Road Maintenance Section Infrastructure Planning and Construction Section ASSET MANAGEMENT PRACTICES ACCOUNTING & FINANCIAL SYSTEMS ASSET MANAGEMENT SYSTEM INFORMATION FLOW REQUIREMENTS & PROCESSES Customer Service Request System Inspection Data Flow System Data Flow for Asset Management STANDARDS AND GUIDELINES PLAN IMPROVEMENT AND MONITORING PERFORMANCE MEASURES Asset Management Software System Asset Management Plan IMPROVEMENT PROGRAM MONITORING & REVIEW PROCEDURES Internal Auditing of Processes Reviewing Maintenance Management Program Performance REFERENCES ATTACHMENTS ATTACHMENT 1: - ROAD HIERARCHY URBAN ROADS & STREETS ATTACHMENT 2: - STANDARD DRAWING LIST - ROADS ATTACHMENT 3: - SELECTION FOR TYPE OF ROAD SURFACE MATERIAL TO BE USED ATTACHMENT 4: - SELECTION OF FOOTPATH CONSTRUCTION MATERIAL ATTACHMENT 5: - FUNCTIONAL REQUIREMENTS OF MAINTENANCE ATTACHMENT 6: - ROAD MAINTENANCE PROCEDURES & STANDARD JOBS ATTACHMENT 7: - FOOTPATH MAINTENANCE STANDARDS & PRACTICES ATTACHMENT 8: - DEMARCATIONS WITH OTHER ROAD AUTHORITIES ATTACHMENT 9: - ROAD DEFECT INTERVENTION LEVELS & RESPONSE TIMES ATTACHMENT 10: - FOOTPATH DEFECT INTERVENTION LEVELS ATTACHMENT 11: - INSPECTION REQUIREMENTS ATTACHMENT 12: - ROAD ASSET INSPECTION FREQUENCIES ATTACHMENT 13: - INSPECTION OF SIGNS & PAVEMENT MARKINGS (LINEMARKING) ATTACHMENT 14: - ROAD MAINTENANCE EXPENDITURES WORKS DEPARTMENT ATTACHMENT 15: - ROAD MAINTENANCE BUDGET WORKS DEPARTMENT ATTACHMENT 16: - ROAD INFRASTRUCTURE CAPITAL WORKS BUDGET Road_and_Footpath_Asset_Management_Plan 4 of 83 19/10/2011

5 1. Executive Summary Maribyrnong City Council is custodian of an extensive range of community assets that it provides to facilitate delivery of its services to the community. Typical Council infrastructure assets for use in providing services to the community are found in: the road & street network, including footpaths and kerb & channel; flood protection and stormwater drainage systems; buildings and facilities parks and recreation facilities plant and equipment Information technology The purpose of this Asset Management Plan is to outline the key elements involved in managing the road network asset to those people who need to understand the detail. It combines management, financial, engineering and technical practices to ensure that the level of service required by user groups is provided at the lowest long term cost to the community within the limits of any fiscal constraints that may be imposed by Council. The Plan establishes the key parameters & processes relating to the management of maintenance of the municipal road & footpath networks. Most importantly, the Asset Management Plan outlines the strategic financial requirements involved in maintaining and renewing the road network assets. This information is vital, along with similar strategic requirements for other asset groups, to assist Council understand its commitments and develop its long term financial management strategy. The network of public roads & footpaths is provided to the community to facilitate a safe, convenient and defined means for transporting people & goods around and through the municipal area. It constitutes the most expensive of the infrastructure assets maintained by the Council for the community. The following lists the various asset types included in the Council road network within the road reserve:- Pavements Surface Council owned public lighting Pavements Base Street Furniture Bus Shelters Laneways Car Parks Off Street / On Street Footpaths including shared paths Street Trees Kerb & Channel Pedestrian Crossings Bridges & Major Culverts Traffic Signal Installations Traffic Management facilities Fire Hydrants Signage As for all levels of Governments, there is increasing demand for resources to provide the various services for which it has a statutory responsibility as well as those services, which its community expects it to provide. At the same time, the ability to adequately fund these assets and services is becoming increasingly difficult due to competing demands. Council, as custodian of these assets, is responsible for funding their maintenance and upkeep. It is therefore contingent upon Council to ensure that there is an appropriate level of funding which enables assets to be maintained to an acceptable standard and balances this requirement against increasing Council s asset base. Strategic directions may be implemented whereby the service levels or a particular asset group may be increased or decreased depending on the competing priorities of 17. Road_and_Footpath_Asset_Management_Plan 5 of 83 19/10/2011

6 Council and the expectations of the community. The means by which Council achieves the delivery of such strategies is the process of asset management. Existing levels of service have been determined from an historic perspective based on what Council has assumed are community expectations and also by budget funding constraints. The Plan outlines these assumed community service level expectations and when practicable they need to be tested for acceptance or otherwise with the community. Recent levels of maintenance funding are shown in the following table. It shows a reduction in overall Works Department road maintenance expenditures by 18% over the past 3 years. Road pavements have dropped by 30% whereas maintenance of other road reserve areas has dropped 12%. In terms of current levels of funding for both maintenance and renewals, Council is facing a significant problem. Road Maintenance Expenditures Road Pavement Works 2000/ / /2003 Variation 00/01 to 02/03 Up or Down Sealed Pavements $295,711 $221,252 $183, % Crack Sealing $0 $0 $10,900 Laneways $34,194 $17,312 $15, % Unsealed Pavements $61,588 $114,442 $61, % Sub-Total Pavement $391,493 $353,006 $271, % Other Road Reserve Works Pathways $347,142 $248,947 $183, % Kerb & Channel $68,253 $31,051 $71, % Stormwater Drainage $52,782 $60,431 $50, % Signs, Traffic Management devices $121,908 $120,324 $158, % Declared Main Roads $50,180 $67,384 $63, % Additional Works $90,267 $97,675 $102, % Fixed Fee Services $101,498 $100,326 $100, % Sub-Total Other $832,030 $726,137 $730, % Total $1,223,523 $1,079,143 $1,002, % It is difficult to be precise in determining true maintenance needs. Even if a process of zero-based budgeting was undertaken, maintenance needs are subject to many variables including extremes of weather and unpredictable loadings during adverse weather. The City will base its maintenance budget on historic experience with the needs of the varying road types and usage patterns. The needs will vary if Council is to change the hierarchy of its road network. For the purpose of modelling future funding needs, current funding levels will be taken as the base requirement until such time as a business case is presented to Council that demonstrates the need for a specific change. Development of such cases will be a priority. 17. Road_and_Footpath_Asset_Management_Plan 6 of 83 19/10/2011

7 Current renewal funding levels are as follows: Year Road Works Footpaths Drainage Works Traffic Improvement Total 1999/00 $3,000,000 $400,000 $250,000 $200,000 $3,850, /01 $3,000,000 $400,000 $260,600 $210,000 $3,870, /02 $3,280,218 $400,000 $300,000 $200,000 $4,180, /03 $3,295,517 $400,000 $310,000 $265,000 $4,270, /04 $3,075,495 $415,000 $180,000 $415,000 $4,085,495 Where under-funding of maintenance continues for any length of time, it results in more rapid deterioration of the asset therefore reducing its intended life-span and the earlier need to fund replacement. Generally the unit cost of replacement of an asset is considerably more expensive than the cost to maintain it. The table below shows the number of years to effect full replacement of the asset component under current funding levels as a comparison against its design life. Asset component Overall length (kms) Design Life (years) Length replaced per annum (2002/03) Years to effect full replacement Footpaths Kerb & Channel Road Surfacing Road Pavement Of concern here is the significant difference between the 80 year design life of road pavements and actual time to replace which is around 310 years. At some stage this is going to cause considerable stress on Council s ability to fund the necessary works. Given that most of our roads were constructed between 1920 and 1950 this problem is not one that may occur in the distant future. The Department of Infrastructure asks Local Government to report annually on Infrastructure funding Gaps as an indication of the financial sustainability of its assets: The Average Annual Asset Consumption (Depreciation) is the amount of the City s asset base consumed during a year. This is determined by current replacement cost being divided by useful life. It is then totalled for each and every infrastructure asset. The funding Gap is the difference between what funding should be provided to meet ongoing commitments to maintain and renew the asset and what is actually provided in the annual budget. The following table illustrates some funding gaps for the City. Asset Component Life Cycle Years Replacement Cost Annual Depreciation 03/04 Budget Gap (Depreciation less Budget) Footpaths 50 $32,564,310 $651,286 $542,888 $108,398 Road Surface 25 $36,456,992 $1,458,280 $1,201,165 $257,115 Road Base 80 $149,279,483 $1,865,994 $338,831 $1,527,163 Kerb & Channel 50 $64,065,397 $1,281,308 $997,517 $283,791 Total $282,366,182 $5,256,868 $3,080,401 $2,176,467 The figures provided only include the four key assets components. A number of other asset components would have similar funding and gap characteristics. The 17. Road_and_Footpath_Asset_Management_Plan 7 of 83 19/10/2011

8 table above identifies an overall annual gap of around $2.18M for these components of the roads network. This method assumes that asset ages are uniformly spread and all assets within each category last the specified average age. Maribyrnong s assets have in fact been developed in a non uniform manner and they last varying amounts of time due to environmental, usage and other factors. At best it is indicative only of the magnitude of costs required. The figures provided only include the four key assets components. A number of other asset components would have similar funding and gap characteristics. Strategically, the funding gap can be addressed in several ways that include: (a) To provide a once-off capital funding injection; (b) To plan the reduction over a period of years; (c) Take no remedial action; (d) Downgrade the expectations of the asset; (e) Seek alternative funding measures such as user pays. Planning the reduction of the funding backlog over a period of years provides a better financial balance that enables Council to still be able to fund works on its many other commitments although it does retain a higher element of risk. Taking no remedial action will increase the risk of personal injury and litigation to an extent but more importantly it will increase the obligation to invest in these assets in the future. Unfortunately, in terms of capacity to pay, Council s debt has risen significantly over the post-amalgamation period and this has had the consequence of limiting current expenditures on capital works. It would appear that unless there is an opportunity to increase capital funding in the interim, renewal funding will probably be retained at current levels until Councils financial position is improved. The Plan provides several strategic funding models that address the backlog in various ways and which should be used in conjunction with the development of the overall Council Financial Strategic Management Plan. The status of road infrastructure and the funding gaps existing will be brought to the attention of decision makers annually during the budget preparation process. Road network infrastructure assets such as roadways, kerb & channel and footpaths are basic assets required by the community. They cannot be ignored and allowed to fail. 17. Road_and_Footpath_Asset_Management_Plan 8 of 83 19/10/2011

9 2. Introduction 2.1 Background Purpose of the Plan The purpose of this Asset Management Plan is to outline and document the key elements involved in managing the road network asset to those people who need to understand the detail. It combines management, financial, engineering and technical practices to ensure that the level of service required by user groups is provided at the lowest long term cost to the community within the limits of any fiscal constraints that may be imposed by Council. The network of public roads & footpaths is provided to the community to facilitate a safe, convenient and defined means for transporting people & goods around and through the municipal area. A footpath is an element of the roadway that under normal usage carries less weight on its structure than roads, being intended for general use by pedestrians, bicycles, prams and wheelchairs, including motorised versions. However, they are prone to suffering from abuse by people who drive heavy vehicles over them at other than designated vehicle crossings (eg delivering bricks and other heavy loads to building sites) that can result in failure by cracking or slab misalignment. This is especially so during wet periods when the subgrade under the footpath is weaker and unable to support the additional load. Similar failures can result from movement and breakages in the path structure caused by tree roots, thermal expansion and subsidence of service authority trenches. This misalignment of lips, edges and broken segments can form tripping hazards for users that often lead to liability claims against Council. Minor or even serious injuries resulting from a fall can lead to significant financial payments by both Council and its insurers hence the need to minimise if not totally eliminate such potential hazard situations. Council s Road Management Strategy of April 2000 states that the municipality s road infrastructure is in deteriorated condition relative to the majority of urban municipalities despite expenditure on road improvement works having been consistently higher than most other municipalities in recent years. Factors which have lead to this are:- Average age of its roads is older than most other municipalities. more heavy trucks travel through the City than most other municipalities Soils are worse than many other municipalities meaning that the life of a given pavement will be shorter than if soil conditions were better. The flat terrain and lack of underground drainage shortens pavement life due to the adverse impacts of water in them and surrounding soil. 17. Road_and_Footpath_Asset_Management_Plan 9 of 83 19/10/2011

10 2.1.2 Relationship with other Planning Documents The following chart outlines the linkages between the various components involved in Council s strategic planning process. The Asset Management Strategy provides guidance to Council s Financial Strategy and to Council s Corporate Plan. The Road & Footpath Asset Management Plan in turn provides input to the Road Management Plan, Financial Management Plan and the Annual Business Plan & Budget. From this the Annual Works Programs for infrastructure maintenance and renewals are developed. In terms of relationship with the annual budget decision making process, a 3-Year capital expenditure program for roads has been developed and is reviewed annually. Works are prioritised on a basis of road category, traffic type & volume, road condition and associated risk. At this stage, there is no formal capital evaluation process for allocation of funding across all Council s services. However, Council s Financial Plan commits to the maintenance of $9.3M of capital funding. The allocation of that funding is simply based on nominated percentages continuing to be allocated to asset groups. Refer to Section Council Plan Asset Management Policy Asset Management Strategy Information Technology Asset Management Policy Council Fleet Asset Management Policy Road & Footpath Asset Management Plan Council Facilities Asset Management Plan Open Space Asset Management Plan Drainage Asset Management Plan Road Management Plan 17. Road_and_Footpath_Asset_Management_Plan 10 of 83 19/10/2011

11 2.1.3 Infrastructure Assets Included in the Plan The following lists the various asset types included in the Council road network within the road reserve. Section 5, Life-cycle Management Plan provides details of lengths and replacement values of each component. Pavements Surface Council owned public lighting Pavements Base Street Furniture Bus Shelters Laneways Car Parks Off Street / On Street Footpaths including shared paths Street Trees Kerb & Channel Pedestrian Crossings Bridges & Major Culverts Traffic Signal Installations Traffic Management facilities Fire Hydrants Signage Key Stakeholders The key stakeholder groups of the community who are both users of the road network and/or are affected by it include: F The community in general (for recreation, sport, leisure & business); F Residents & businesses adjoining the road network; F Pedestrians (including the very young, those with disabilities, and the elderly with somewhat limited mobility); F Users of a range of miscellaneous smaller, lightweight vehicles such as pedal cyclists, motorised buggies, wheel chairs, prams, etc; F Vehicle users using motorised vehicles such as trucks, buses, commercial vehicles, cars and motor cyclists; F Tourists & visitors to the area; F Emergency agencies (Police, Fire, Ambulance, VICSES); F Traffic & Transportation managers; F Managers of the asset that is the road network; F Construction & maintenance personnel who build and maintain asset components; F Utility agencies that utilise the road reserve for their infrastructure (Water, sewerage, gas, electricity, telecommunications); F Council as custodian of the asset; F State & Federal Government that periodically provide support funding to assist with management of the network. The Charts 1 and 2 on the following page outline both the Organisation and the Infrastructure Services Branch structures for Road_and_Footpath_Asset_Management_Plan 11 of 83 19/10/2011

12 Chart 1 Organisational Structure, 2004 Chart 2 Infrastructure Services Branch Structure, Road_and_Footpath_Asset_Management_Plan 12 of 83 19/10/2011

13 2.2 Goals and Objectives of Asset Ownership Goals and Objectives Maribyrnong City Council is custodian of an extensive range of community assets that it provides to facilitate delivery of its services to the community. The objective of the road and footpath network is to provide a means by which the community in general can transport itself in, around and through the City of Maribyrnong. It caters for both pedestrian and vehicular traffic. This transportation network is amongst Council s most expensive asset groups, not just in terms of the capital funds required but also ongoing maintenance. Its goal is to facilitate safe and convenient movement of its users. This Road & Footpath Asset Management Plan outlines the key elements involved in managing that asset to those people who need to understand the detail. It combines management, financial, engineering and technical practices to ensure that the level of service required by user groups is provided at the lowest long term cost to the community within the limits of any fiscal constraints that may be imposed by Council. It complements the Road Management Plan that has been developed to establish a management system for the public road functions that are the responsibility of the Council to meet the needs of the community. The management system is based on policy and operational objectives and at the same time recognises resource limitations in undertaking the necessary levels of service and performance standards outlined in the plan. Both Plans encompass road user needs and expectations within an economic framework based on meeting "reasonable" maintenance operation targets and asset management programs relative to the road network function. There are limited alternatives to Council owning these assets. While private partnership arrangements exist for some state toll roads the provision of local roads and footpaths is likely to be a Council responsibility on an ongoing basis Council s AM Policies, Procedures & Strategies Relevant Council policies and procedures impacting Asset Management of the Road Network include: (a) Asset Management Policy (Draft November 2003) (b) Integrated Transport Strategy, 2002 (c) Footpaths Policy (d) Interim Drainage Management Strategy (e) Principles for the Planning of New Residential Developments (f) Public Lighting Policy (g) Road Management Strategy (h) Bicycle Strategy (i) Street Asset Protection Policy (j) Street Tree Policy (k) Occupational Health & Safety Policy 17. Road_and_Footpath_Asset_Management_Plan 13 of 83 19/10/2011

14 2.2.3 Council s Corporate Plan The Council Corporate Plan is a fundamental linkage for any management plans for community assets for which Council is custodian. The Corporate Plan commits to 'Manage Council resources and assets to ensure long term financial viability.' The draft Corporate Plan includes actions and indicators including: Action - Continue to participate in the MAV Step Asset Management Improvement Program with Indicator - Achieve first year STEP targets. Action - Implement the asset management strategy with Indicator- First Year performance Indicators to be achieved as per strategy. It also lists the following indicators: (a) achievement of 95.5% of capital program; and (b) ratio of total capital expenditure to total depreciation of 2.55% AM Policy, Strategy & Plan Link Council s draft AM policy and strategy document includes links back to the Road Management Plan. The asset management policy and strategy refers to the development of asset management plans Financial Plan Linkage A. Strategic Resource Plan Council s Strategic Resource Plan (SRP) identifies the resources required to achieve the objectives detailed in the Council Plan over the next four years. It is integral to the Council Plan and identifies and assesses the resources required both financial and non financial to achieve the objectives of the Council. The SRP is Council's longer term report to the community and links to other key Council strategies and documents. The SRP is divided into three sections Financial Resources Assets I Infrastructure Human Resources B. Financial Resources To assist Maribyrnong Council in adopting annual budgets within a longer term framework. Council developed a Long Term Financial Plan (LTFP) in 1999 as a part of its ongoing financial planning. The key objectives which underlined the development of the original LTFP were management of Council's debt and financial sustainability. The key financial objectives which underpin the LTFP are:- Maintain existing service levels; Maintain a capital expenditure program of at least $9.3m per annum from rate revenue; Achieve a balanced budget on a cash basis; Ensure Council is able to meet its debt commitments in the long term; Maintain increases in rate revenue to CPI where possible. 17. Road_and_Footpath_Asset_Management_Plan 14 of 83 19/10/2011

15 C. Assets/Infrastructure Council s overall infrastructure is guided by the parameters set out in the Long Term Financial Plan. Each class of assets undergoes a rigorous review process prior to foundation of an allocation between the various classes. Each project within a class of assets is prioritised and the projects within the funding level form the capital works program. The following table represents the adopted 2004/2005 Capital Works Program Community Facilities and Services Total Expenditure 2004/05 Contribution from Rates 2004/05 Other Funding Sources $2,307,000 $977,000 $1,330,000 Streets, Drains and Pathways $5,493,066 $4,381,000 $1,112,066 Parks, Gardens and Environment $2,108,600 $951,500 $1,157,100 Organisational Resources $1,676,500 $1,505,000 $171,500 Major Projects $10,000,00 0 $1,000,000 $9,000,000 Council Plan Priorities $2,338,866 $2,338,866 $0 Total $23,924,03 2 $11,153,36 6 $12,770,66 6 Overall capital expenditure on Council assets is guided by the parameters in the Long Term Financial Plan (LTFP). The available resources have to be allocated between renewal of existing assets and the development of new or expanded assets. An important goal of Council is to adequately maintain existing assets; as such substantial resources are allocated to renewal of existing assets. Council's participation in the 'STEP' Asset Management Improvement Program will lead to improved management information and decision making. Improvements under the STEP program, including the development of Asset Policy and Strategy along with Asset Management Plans for individual asset classes, will move Council s practices closer to best practice. Council is developing a long term asset replacement program for various major asset groups. A Management Strategy including a rolling capital works program is already in place for Council's biggest asset which is the Road Asset. The rolling capital works program was based on a condition assessment carried out in 1997 and then again in It involved a complete condition assessment of its road pavement, kerbs & channels and footpaths to enable the future capital works program (rolling program) to be further developed and reviewed. Council's road improvement program includes a mixture of treatments such as total reconstruction, partial reconstruction and resurfacing aimed at maintaining the whole network in the best condition for the available resources As such, the available funds are allocated in a manner that balances the condition of individual roads within the condition of the whole road network in the Municipality. Council also carries out routine maintenance works to ensure safety of all users. 17. Road_and_Footpath_Asset_Management_Plan 15 of 83 19/10/2011

16 Each project within a class of asset is prioritised based on community need, operational efficiency and the availability of external funding Community Input to Council s Programs Council has not sought direct community input specifically into its works programs however it does gauge community concerns through the following: (a) Annual Community Survey conducted across all municipalities by the Victorian Government s Department of Infrastructure; (b) Annual Budget process through which the draft budget is placed on public exhibition with submissions invited. (c) Input from council s elected representatives. 2.3 Plan Framework This Road & Footpath Asset Management Plan framework will generally follow the basic format set out in the International Infrastructure Management Manual 2002 [Reference 9(v)], modified to suit Maribyrnong s specific requirements. 2.4 Basic and Advanced Asset Management Basic Asset Management relies primarily on the use of an asset register, maintenance management systems, job/resource management, inventory control, condition assessment and defined levels of service, in order to establish alternative treatment options and long-term cash flow predictions. Priorities are usually established on the basis of community benefit/financial return gained by carrying out the work (rather than risk analysis and optimised decision-making). Advanced Asset Management employs predictive modelling, risk management and optimised decision-making techniques to establish life-cycle treatment options and related long term cash flow predictions. This is Council s first generation asset management plan and therefore will be relatively basic in nature in terms of the available knowledge of the actual physical data and then the subsequent data management techniques. Council s current accounting system does not allow for detailed costing of the various works maintenance programs. This is explained in more detail in Section 6, Financial & Resource Management, Chart of Accounts. The SMEC Pavement System, while being amongst the best of its type when initially purchased, is not a comprehensive Asset Information System. As such there is a need for separate asset databases to be kept with which data can be more readily managed. SMEC does however allow for some predictive modelling. Council needs to have the strategic objective of improving its asset management systems to enable advanced asset management techniques to be utilised on an ongoing basis. The key to this is that any data should be manually populated into the system only once. Preferably this should be at source to ensure that the correct information is inserted into the system. All Council s information systems should then be interlinked to draw on the necessary data from whatever its home data system within the organisation. 17. Road_and_Footpath_Asset_Management_Plan 16 of 83 19/10/2011

17 3. Asset Function & Levels of Service 3.1 Customer Research & Expectations There are two key aspects to community input & the associated consultation process. One relates to the general levels of service that the Council provides the community while the other is more localised and relates to specific works (street upgrade, etc). In both cases, by seeking community input, it is vital that Council does not create a false sense of expectation by the community that suggested changes will be implemented that simply cannot be achieved for reasons such as affordability Community Service Level Expectations The following levels of service are likely to be expected by the community. During any future consultation process Council will test these to make sure that they are correct or amend accordingly: Reasonably direct traffic routes between important centres of community interest; Ease of access to major traffic routes; Normal heavy vehicle traffic to be limited to Arterial Roads managed by VicRoads; Access to the municipal road network by heavy vehicles to be limited to those necessarily using these roads and then for them to use only Link and Collector Roads other than when immediately accessing properties. Limited through access directed along residential streets; Minimal conflict between various road user groups/vehicle types (eg cars, trucks, motor cyclists, bicyclists, pedestrians, children and people with disabilities); Provision of suitable traffic control devices in dangerous locations especially where there is potential conflict between user groups (eg pedestrian crossings, road & street intersections); Adequate provision for people with disabilities, the aged, mothers with children, etc in relation to potential hazards and obstructions such as road crossings, location of street furniture, light poles, sign posts, etc. Road surfaces that create minimal adverse noise conditions in residential areas, are smooth riding, accessible & safe in all the prevailing local weather conditions (ie non-slippery when wet) and free-draining; Street lighting provides good visibility at night; All road structures (eg. pavement base, surface, bridges, and traffic devices) to be maintained in a safe, workable condition; Street & roadside trees to be selected to maximise aesthetic benefit but with minimal ongoing problems with hazards caused by root movement & droppings (eg berries); Adequate provision of street signing to facilitate access for nonlocals. The community should be consulted in any deviations from current levels of service. It is unrealistic to expect an increased level of service without corresponding decreases elsewhere in council services. 17. Road_and_Footpath_Asset_Management_Plan 17 of 83 19/10/2011

18 3.1.2 Community Consultation A community consultation forum program took place under the Best Value assessment during It provided an unrestricted and open opportunity for interested community members to participate. The 5 public forums held at Yarraville Senior Citizens Centre (2), Maidstone Senior Citizens Centre and the Municipal Offices (2) were well promoted thus generating sufficient interest by the community to record a very good attendance register of 80. In addition to the public forums, two (2) additional meetings were conducted with the Works Field staff (9) at Maribyrnong City Council Operations Centre and with Councillors and Staff (8) at the Municipal Offices, Footscray to gain an appreciation of the staff issues, concerns and solutions to service delivery within the roads and infrastructure maintenance activities. A number of themes were projected from the 7 forums including the Councillor and staff meetings by all 97 participants. The community and staff participants, by individual declaration of service delivery issues, collectively reinforced the need for Council to concentrate their efforts on: Street Tree Maintenance & Canopy Clearance Footpath Maintenance Management Sealed Road maintenance Street Drainage Maintenance Development of a road importance plan Project Management and Programming Customer Service The outcomes of the Community Consultation forums and the review of key activities will be interfaced with Infrastructure Planning and Road Maintenance area Best Value Reviews and team business planning. The initiative of utilising community forums to allow the needs and expectations of the community to be included in the Roads and Infrastructure Maintenance Review has produced a reasonable database of community response and targeted a number of service delivery issues for future consideration Annual Community Survey Council s Annual Community Survey results for 2004 indicate that a degree of dissatisfaction with the state of our roads and footpaths exists. The following statistics highlight this perception: 1. The quality of Maribyrnong s roads rated as the 3 rd highest aspect behind drug use and noise that residents disliked about living in the area. 2. Road maintenance and repairs was the third highest ranked issue behind drugs and street trees & nature strips for Council in the coming year. 3. Community satisfaction with road maintenance and repairs ranked 6.04 out of 10. This places the provision of this asset/ service toward the lower end of the rankings for all Council services (27 th out of 34). 4. Community satisfaction with footpath maintenance and repairs ranked at 5.78 out of 10. This places the provision of this asset/ service toward the lower end of the rankings for all Council services (31 st out of 34). 17. Road_and_Footpath_Asset_Management_Plan 18 of 83 19/10/2011

19 While the survey results suggest a level of dissatisfaction with Maribyrnong s roads and footpaths, the community as a whole is not pressuring Council to increase funding in this area. Residents from individual streets do however apply pressure to upgrade the condition of their street on a regular basis. Requests to improve the amenity of streets are also received regularly. The Council seems satisfied with the current level of service being provided based on resident needs and our ability to fund the service level. A limited amount of overall asset management information has been provided to them and therefore political imperatives are likely to be the main consideration Works Proposals The community will be consulted regarding new, replacement or upgrades of roads and footpaths. A consultation process will be carried out which is appropriate to the situation and works proposed consistent with Council s Community Consultation Policy. This will involve: Identifying the range of residents and users who may be affected by the proposed works. Deciding on the type of consultation required. Provision of information in a manner that is clear and enables those consulted to understand the effects which the proposed work or changes may have on them, and the resources available for the proposed works. Feedback to all stakeholders Information provided by residents and users will be given significant credence as residents tend to know best given their closeness and familiarity with the issues. Each issue raised will be addressed appropriately to ensure a satisfactory outcome which is perceived as fair to all parties. 3.2 Strategic & Corporate Goals The document Council Plan outlines Council s strategic and corporate goals that are in line with the corporate vision for a sustainable community that values its diversity, protects the environment and makes decisions today that will enhance the future of the city for generations to come. The following strategies relate to infrastructure management: Develop integrated sustainable transport options and land use development options. Specific actions that relate directly to management of road assets are: a. Implement road safety initiatives and programs; b. Continue to advocate for the reduction of truck traffic in residential streets; c. Continue active involvement in the Yarraville Truck Traffic Working Group; d. Complete installation of the No Truck Zones by December Implement the Asset Management Strategy continue to participate in the MAV STEP Asset Management Improvement Program. Specific actions that relate directly to management of road assets are: a. First year Performance Indicators achieved as per the strategy; b. Achieve first year STEP targets. 17. Road_and_Footpath_Asset_Management_Plan 19 of 83 19/10/2011

20 3.3 Legislative Requirements and other Drivers There are a number of legislative requirements as well as other drivers that apply to the management of road network assets. The following summarises the key ones: Local Government Act 1989 The purpose of the Local Government (Update) Bill (May 2002) was to amend the Local Government Act 1989 to facilitate recognition of the system of local government in Victoria and to improve the accountability of local government and the transparency of decision making. The Bill indicates that the primary objective of Council is to endeavour to achieve the best outcomes for the local community having regard to the long term and cumulative effects of decision making. The issue of non-feasance has increased the profile of asset management within local government. The law of negligence is a fault-based system where a person who carelessly causes injury or loss to another person should compensate that person. The High Court has ruled that this should also apply to an authority that does not maintain its assets to an appropriate standard. To address this issue the State Government introduced the Road Management Act Road Management Act 2004 The Road Management Act 2004 has been passed by Parliament and received Royal Assent on 11 May Its purpose is to reform the law relating to road management in Victoria and to make related amendments to certain Acts. It is a new public general Act, to operate consistently with other statutes such as the Road Safety Act 1986, the Transport Act 1983 and the Local Government Act The Act establishes a new statutory framework for the management of the road network which facilitates the coordination of the various uses of road reserves for roadways, pathways, infrastructure and similar purposes; sets out rights of road users and amends the Road Safety Act 1986 to provide a statement of obligations of road users (which will be relevant to negligence actions); establishes the general principles which apply to road management; provides for the role, functions and powers of a road authority; provides for the making of Codes of Practice to provide practical guidance in relation to road management; facilitates the making of road management plans as part of the management system to be implemented by a road authority in the performance of road management functions; enables the declaration and discontinuance of roads; provides a new process for the declaration and classification of roads and the re-allocation of management responsibility for roads and parts of roads; provides for a road authority to keep a register of public roads in respect of which the road authority is the coordinating road authority; provides for the construction, inspection, maintenance and repair of public roads; sets out the road management functions of road authorities; 17. Road_and_Footpath_Asset_Management_Plan 20 of 83 19/10/2011

21 sets out the road management functions of infrastructure managers and works managers in providing infrastructure or conducting works; provides for issues relating to civil liability arising out of road management; provides for mechanisms to enforce and administer provisions of the Act; The Road Management Act 2004 removes the non-feasance defence for a Road Authority from 1 January As a consequence, Council as the Co-ordinating Road Authority for municipal roads within the municipal area has developed a Road Management Plan. The Plan will incorporate standards relating to the maintenance of these public roads. Unless the Plan is found to be unreasonable, these maintenance standards are to be taken as the appropriate standard which Council must meet to satisfy the statutory duty and any common law duty to maintain the road (Ref S51) Best Value Legislation 1999 Best Value Victoria was introduced into Victoria by the Local Government (Best Value Principles) Act 1999 on 22 December The Act inserted new provisions in the Local Government Act 1989 which made it an objective for a council to achieve the Best Value Principles and required a council to comply with the principles as set out in a new Division 3 Part 9 of the Act. In implementing its Best Value Principles program, a council may have taken the following factors into consideration the need to review services against the best on offer in both the public and private sectors; an assessment of value for money; community expectations and values; the balance between affordability and accessibility; opportunities for local employment growth or retention; the value of potential partnerships with other councils, State and Commonwealth governments; potential environmental advantages for the council s municipal district. It is evident that the objective of the Road Management Plan is to achieve the principles of Best Value by requiring councils to undertake much more intense management of their road networks in conjunction also with sound asset management principles Other Legislation The following Legislation & Regulations impact on service level and service cost: Occupational Health & Safety Regulations Worksite Traffic Management (Roadworks Signing) Working at Heights Confined Spaces No Go Zone Plant Regulations Manual Handling Noise Regulations Vegetation Controls Planning Controls There are three levels of vegetation management controls in place, covering Federal, State and Local Governments. 17. Road_and_Footpath_Asset_Management_Plan 21 of 83 19/10/2011

22 3.3.5 MAV Step Program 2002 Local Government is a highly complex level of government which has a number of overarching core functions, which can be summarised as customer service delivery, governance and asset management. Given that the sector has a delineated market for most of its service delivery and governance functions, asset management becomes a key area by which external stakeholders can assess and judge the competitive performance of local government. In recent years, there have been a number of reports analysing the performance of the sector in terms of asset management (including the MAV/GHD benchmarking study, Victorian Auditor-General s report, NOLG Local Government National Report), and concern was expressed about some of the practices in existence at that time across the sector. The environment in which local government operates is changing and Councils need to be able to demonstrate an accepted level of proficiency and duty of care in relation to their asset management practices. The MAV launched the Step Asset Management Mentoring Program in late 2002 in order to provide Councils in Victoria with a whole of organisation perspective and a Framework by which to imbed continuous improvement into their asset management practices, and to produce acceptable sector-wide outcomes over the period 2002/3 to 2004/5. The Road Management Act reinforces the decision of Councils to review their asset management performance, and it is expected that processes adopted by Councils in relation to their road assets, which account for a significant proportion of all Council assets, will in time be the model deployed across all their assets Municipal Road Management Plan Maribyrnong City Council, under the Road Management Act 2004, is the Co-ordinating Road Authority for municipal roads within the City. These municipal roads are listed on the City s Road Register as Public Roads for which Council is responsible. As a requirement of Section 205 of the Local Government Act, 1989, Council has the care and management of local roads within its responsibility. In addition, Council must ensure that if a road is required for public traffic, it is kept open for public use, and may carry out work on the road. The Council is not obliged to do any specific work on the road and in particular is not obliged to carry out any surface or drainage work on an unmade road. The purpose of the Municipal Road Management Plan is to establish a management system for Council s road management functions which is based on policy and operational objectives as well as available resources. It also sets the relevant standard in relation to discharge of duties in the performance of those road management functions. 17. Road_and_Footpath_Asset_Management_Plan 22 of 83 19/10/2011

23 3.4 Requirements of the Road Management Act Co-ordinating Road Authority The "coordinating road authority" means the road authority which has coordination functions as determined in accordance with Section 36 of the Act. In the case of a municipal road, it is the municipal council of the municipal district in which the road or part of the road is situated. However, there are instances where several authorities are responsible for components of the road within the road reserve. The Act outlines the details in relation to this matter. For example, VicRoads would be the responsible road authority for speed signs and traffic lights on an arterial road even though the speed signs are located on a roadside for which the municipal council would be the responsible road authority. However, a municipal council would be the responsible road authority for a parking meter installed on the arterial road in the exercise of powers under the Local Government Act A road authority must in performing road management functions have regard to the principal object of road management and the works and infrastructure management principles [Section 33]. A road authority has power to do all things necessary or convenient to be done for or in connection with the performance of its functions under this Act [Section 35] General Functions of a Road Authority (1) A road authority has the following general functions [Section 34] (a) to provide and maintain, as part of a network of roads, roads for use by the community served by the road authority; (b) to manage the use of roads having regard to the principle that the primary purpose of a road is to be used by members of the public and that other uses are to be managed in a manner which minimises any adverse effect on the safe and efficient operation of the road and on the environment; (c) to manage traffic on roads in a manner that enhances the safe and efficient operation of roads; (d) to coordinate the installation of infrastructure on roads and the conduct of other works in such a way as to minimise, as far as is reasonably practicable, adverse impacts on the provision of utility services; (e) to undertake works and activities which promote the functions referred to in paragraphs (a), (b) and (c) and to undertake activities which promote the function in paragraph (d). (2) The general functions conferred on a road authority under subsection (1) are not to be construed as limiting any other functions conferred on a road authority by or under this Act or any other Act. (3) In seeking to achieve its functions, a road authority should (a) consult with the community and disseminate information in relation to the exercise of those functions; (b) take steps as are reasonably practicable to ensure the structural integrity and safety of public roads in accordance with this Act. 17. Road_and_Footpath_Asset_Management_Plan 23 of 83 19/10/2011

24 3.4.3 Rights of the Road User Sections 8 to 10 of the Act outline rights which are legally enforceable on members of the public using roads. (a) Right of passage A member of the public is individually entitled as of right to pass along a road. Members of the public are generally entitled as of right to pass along a road. The rights conferred by this section extend to a member of the public using any means of public transport along a road. The rights conferred by this section do not derogate from any right of passage conferred by the common law. Rights of passage conferred by this section or at common law are subject to any restrictions, limitations or conditions which may be specified by or under this Act or any other Act or law. (b) Rights of owners and occupiers of adjoining land An owner or occupier of any land which adjoins a road is entitled as of right to access the road from that land. Rights of access conferred by this section or at common law are subject to any restrictions, limitations or conditions which may be specified by or under this Act or any other Act or law. (c) Rights of the public in relation to a public highway The rights of the public whether under this Act or at common law in relation to a public highway can only be extinguished if the public highway is discontinued as a road in accordance with requirements of the Act Obligations of Road Users The Road Management Act 2004 requires that: (1) A person who drives a motor vehicle on a highway must drive in a safe manner having regard to all the relevant factors, including (without limiting the generality) the physical characteristics of the road; prevailing weather conditions; level of visibility; condition of the motor vehicle; prevailing traffic conditions; relevant road laws and advisory signs; physical and mental condition of the driver. (2) A road user other than a person driving a motor vehicle must use a highway in a safe manner having regard to all the relevant factors. (3) A road user must have regard to the rights of other road users and take reasonable care to avoid any conduct that may endanger the safety or welfare of other road users; have regard to the rights of the community and infrastructure managers in relation to road infrastructure and non-road infrastructure on the road reserve and take reasonable care to avoid any conduct that may damage road infrastructure and non-road infrastructure on the road reserve; have regard to the rights of the community in relation to the road reserve and take reasonable care to avoid conduct that may harm the environment of the road reserve. 17. Road_and_Footpath_Asset_Management_Plan 24 of 83 19/10/2011

25 3.4.5 Permits for conducting of works within the road reservation Where an individual wishes to carry out any type of work or activity within a road reservation where a municipal asset may be affected or the asset function affected a permit from Council will be required. Cutting grass is exempted. Types of permits issued include: F Road opening permits F Street protection permits F Vehicle crossing permits F Hoarding permits F Heavy Vehicle permits F Over-dimensional/overweight vehicle permits F Nature Strip Planting permits F Road occupation permits 3.5 Asset Function & Hierarchy All roads within the municipal road network are classified according to a hierarchy that takes into account road function, types of users and user numbers. The hierarchy classification is used to assist in prioritising works programs and also intervention responses to remedy defects. Table: Road Hierarchy Category Category 5 Main Roads & Highways Category 4 Main Distributor (Council Arterial) Category 4 Trunk Collector Category 3 Collector Street Category 3 Access Street Category 2 Access Place (short length Courts & Culde-Sacs) Function Description These carry the heaviest volumes of traffic including commercial vehicles and provide the principal routes for traffic flows in and around the municipality. They are a VicRoads responsibility for maintenance of the road pavement & surface, not Council s. As for the above, these carry heavy volumes of traffic including commercial vehicles and also provide the principle routes for traffic flows in and around the municipality. Supplement arterial road system within a Local Traffic Area. Connector between arterial roads & lower order streets. Caters for, but may restrain, Service & Heavy Vehicles. Provides access to significant Public Services. Carry significant volumes of traffic and provide access by linking residential areas to the arterial roads. They also provide links between the various collector roads. Limited through traffic (not promoted or encouraged). Carry moderate volumes of traffic and provide a connection between Local Roads and the Distributor Road network. In urban areas these are residential streets. Collects traffic from lower order roads. Very limited through traffic. Generally, short distance travel to higher level roads, access for one or more Access Places. Carry only local traffic. Their primary function is to provide access to private properties. 17. Road_and_Footpath_Asset_Management_Plan 25 of 83 19/10/2011

26 Table: Road Hierarchy (continued) Category Category 2 Lane - Residential A (generally 5 metres & above in width) Category 2 Lane - Commercial Category 1 Lane - Residential B (generally only 3 metres in width) Category 1 Lane Drainage Private Roads & Laneways Function Description Perform a very minimal function as local access roads. A side or rear entry lane principally providing access to parking for lots with another street frontage. Primarily for delivery to commercial properties. Perform a very minimal function as local access roads. A side or rear entry lane principally providing access to parking for lots with another street frontage. Provides open drainage (bluestone or concrete). In private ownership therefore they are not a Council responsibility. Attachment 1 tabulates the various hierarchy classifications for urban roads and streets in Maribyrnong & lists the target standard. The intention of nominating a Target standard is that where a road or street is below the target standard wherever practicable when the road or street is due for renewal it will be reconstructed to that standard as a minimum. Table: Footpath Hierarchy Footpaths have been categorised on the basis of function/usage patterns: Category 5 Category Footscray Business District (FBD) and Yarraville Shopping Precincts Category 4 Defined Shopping Strips Category 3 Specific Pedestrian Generators Category 2 Other Areas Category 1 Unconstructed/Informal Usage Description Very heavily pedestrianised shopping areas. These areas to be clearly identified by precinct maps in the Municipal Road Management Plan. Highest Usage Category Areas included are to be clearly identified by maps in the Municipal Road Management Plan. It includes multi-shop shopping strips such as shopping centres, etc. Accesses within a full street block length of schools, hospitals & railway stations. Residential, commercial & industrial areas. These paths would include unformed paths & tracks that are known to be regularly used by pedestrians. Typical of these are short-cuts between points. Lowest Usage Category 17. Road_and_Footpath_Asset_Management_Plan 26 of 83 19/10/2011

27 3.8 Management of Unconstructed Roads Council s Road Management Strategy (April 2000) outlines Council s policy or methodology for dealing with unconstructed roads & streets within the municipal area. That document referred to private streets and government roads. These distinctions are no longer applicable under current legislation. No program exists for constructing the unmade roads within the municipality, of which there are 3.7km. The cost of constructing these roads would be in the vicinity of $4 Million. As the construction of these roads adds significant value to adjoining property the practice of funding their construction using contributions from adjoining owners is considered appropriate. Adjoining owners would be charged the cost of constructing half the road width for the length of their property where the road use is generally for local traffic only. Where roads provide access to one side only or where a significant through use occurred an equitable arrangement would be proposed for example Council may pay half the cost if half the traffic wasn t local. Request for road construction can come from individuals, businesses or developers. A negotiated agreement to fund the construction may be viable where only a small number of property owners are involved and particularly where businesses or developers are involved. However, where larger numbers of properties are involved formal schemes are necessary and a separate rate scheme must be implemented. Due to the difficulty of gaining consensus to separate rate schemes, it is proposed that Council not initiate any schemes for constructing these roads. Property owners should be encouraged to gain the consensus of as many other owners when requesting a scheme to be initiated. Council currently carries out a minor level of grading and maintenance on unmade roads to keep them in an acceptable condition. While it is not obliged to do this, it is considered fair given these residents pay rates although at a lower rate due to the lower property value because of the unmade road. This practice is proposed to be continued. While right-of-ways are roads and they could be constructed using a similar process as described above, they do have differences. They are generally secondary access to almost all properties. Some properties use them while others don t, some have current facilities to gain access from them while others don t, and some properties stand to gain significant financial benefit from them while others don t. The development process is driving the majority of right-of-way construction demands at present. Development generally leads to higher usage rates than current situations and therefore these developments are usually objected to unless an agreement to construct the right-of-ways is obtained. A new right-ofway policy is in the process of being developed that may review the way these issues are handled 3.9 Assets Not Maintained by Council There are several assets within the road reserve that council does not have responsibility to maintain. However Council has a duty of care to ensure that these assets are in a safe condition for the public in general. They are often a point of conflict with residents who have an expectation that Council will maintain them as they are within the road reserve. These assets and the responsibility for addressing their defects are as follows: Vehicle crossings The portion of a vehicle crossing located between the carriageway and the property boundary is the responsibility of the adjoining property owner to maintain. 17. Road_and_Footpath_Asset_Management_Plan 27 of 83 19/10/2011

28 This area should only be repaired by council if council activities have caused damage to it or it is part of a reinstatement operation. Works carried out on a vehicle crossing at the owners request shall be treated as private works (ie at the resident s cost.) Single property stormwater drains These stormwater drains are constructed within the reserve from the property boundary to a discharge outlet in the kerb or into the drain. They are there to benefit the property and as such are the responsibility of the owner of the property being served to maintain Nature strip Nature strips are those residual areas between the edge of the road or back of the kerb and the property boundary not occupied by the footpath and private road crossings. These are normally sown to grass with responsibility for maintenance of the grass generally being left to the property owner. Street trees are controlled by Council. Where the adjoining property owner has landscaped or otherwise created a situation that is hazardous to the public using the nature strip area Council may after inspection require the property owner to rectify it. Also the responsibility of the adjoining property owner is any infill areas of footpath that have been placed between the outside edge of the footpath and the back of kerb. These areas are usually narrow widths of footpath or concrete/brick pavers that have been constructed by the resident within a grassed nature strip. This shouldn t be confused in situations where full width footpaths have been constructed by Council and are a maintenance responsibility of Council Responsibility for defect rectification Where, on any of these areas within the road reserve for which Council has a responsibility, there is a defect that is liable to cause any injury to a member of the public it must be repaired. In such instances, the owner must be notified and directed to make the area safe and repair the defect within a timeframe commensurate with similar defects on the footpath or roadway. Where it is not possible to rectify within this timeframe, the site will be made safe. In the event that appropriate action is not taken to address the defect Council will repair it as a charge against the property. Where the owner does not undertake the work in the timeframe allowed, appropriate remedial measures action must be followed up as a matter of urgency Service Authority Works A number of different authorities have responsibility for roads or parts of roads within and adjacent to the City of Maribyrnong. These include adjoining municipalities, Vic Roads, Tramways and Railways. Where there are maintenance demarcation agreements defining limits of responsibility on municipal roads between the City of Maribyrnong and other Road Authorities or any private organisation, the schedule of roads affected and details of these agreements are listed in the Road Register. Attachment 8 provides more detail on demarcation agreements with various service authorities. 17. Road_and_Footpath_Asset_Management_Plan 28 of 83 19/10/2011

29 A Ministerial Code of Practice is currently being developed for the Management of Road & Utility Infrastructure in Road Reserves. It will cover works such as emergency work, minor maintenance, larger maintenance and service replacement for utilities located overhead, on ground and underground. It was in documented draft form in July Future Demand 4.1 Demand Forecast Unfortunately, no comprehensive data on lengths of new roads, footpaths or kerb & channel over the years has been uncovered to enable accurate determination of growth. Immediate post World War 2, the Housing Commission undertook a significant proportion of urban subdivision work. This included full provision of services such as roads, kerb & channel and footpaths. Where private development took place, the councils tended to provide footpaths at around the same time. The introduction of the Subdivision provisions of the Local Government Act in the 1950 s then allowed councils to require Developers to provide facilities such as roads, footpaths, etc. In relation to population, over the years the population per tenement/dwelling in urban Australia generally has decreased from around 4 persons per tenement in the 1960 s to just over 2 in the 1990 s. This has created a demand for additional residential space. A major issue confronting Council is that the immediate post World War 2 Housing Commission subdivisions in a number of locations within the municipality have roads that are now failing well short of the anticipated 80 years or so life span some have failed at around 40 years old. These premature failures impose a large financial burden on the Maribyrnong ratepayers as Council is responsible for their reconstruction. 4.2 Probable Changes Growth of new road assets is somewhat limited in Maribyrnong due to its age. However, in some areas of the municipality, industrial areas are being converted into residential and in the process creating additional road infrastructure assets that will become Council s responsibility for ongoing maintenance. Redevelopment of individual single lot sites to multi-unit sites also generates demand for some new assets such as construction of laneways for access purposes. 4.3 Demand Management Plan Funding of these new assets is generally at the developers cost however Council contributions are required in certain circumstances for small developments due to equity considerations. Higher density development is a state government policy under the Melbourne 2030 strategy and Maribyrnong Council is supportive of this. Maribyrnong s objective is to make this development happen in a sustainable manner that provides a mix of residential and employment and minimises the reliance on cars. Increased populations and increased transportation needs are however likely to impact on road asset needs over time. More traffic using Maribyrnong s roads is likely to accelerate the deterioration of these assets. The higher rate 17. Road_and_Footpath_Asset_Management_Plan 29 of 83 19/10/2011

30 returns on the more densely populated land is however expected to compensate for the additional maintenance and renewal costs over time. The challenge could be where an increase in traffic brings forward a natural spike (peak) in renewal needs due to roads reaching the end of their life. Given that many of the roads were built between 1920 and 1940 this is a real possibility. Given an 80 year predicted pavement life, a peak in failures should be occurring over the next 15 to 20 years. While a spike in road renewal requirements is expected, Maribyrnong has been in a renewal phase for many years. Any spike will occur gradually and budgets will need to be reallocated gradually. Some short term reduction in average condition is likely to occur. The growing rateable population should help to fund any spike. Traffic management measures, while mainly undertaken for amenity improvement reasons, have been used to encourage traffic to use main roads rather than lower order roads. This strategy is likely to continue as road usage rates grow. Development is being encouraged in the vicinity of transport routes and shopping areas to help reduce the reliance on cars. Bicycle routes are being developed and linked to encourage this transport form as well. New broad acre residential developments are aimed to be as least reliant on cars as is possible with walking, cycling and public transport usage encouraged. Mixed use development is encouraged for the same purpose. 17. Road_and_Footpath_Asset_Management_Plan 30 of 83 19/10/2011

31 5. Lifecycle Management Plan 5.1 Background Data Physical Parameters Table 1 is a summary of the various asset types included in the Council road network within the road reserve. Unfortunately, it has not been possible at this stage to develop management plans for all components of the road asset. Consideration will be given to their development in the future. Table 1: Summary of Assets on the Road Reserve as at 30 June 2003 Asset Type Quantity Replacement Value Pavements Surface 263 kms $36.46 M Pavements Base 263 kms $ M Group Replacement Value Laneways 15 kms $5.20 M $ M Footpaths including shared paths 489 kms $32.56 M Kerb & Channel 514 kms $64.07 M Bridges & Major Culverts 10 No. $5.82 M Traffic Management facilities N/A N/A N/A Signage 13,448 No. $1.44 M $1.44 M Council owned public lighting 134 M N/A N/A Street Furniture Bus Shelters N/A N/A N/A Car Parks (On Street) N/A N/A N/A Street Trees 30,000 N/A N/A Pedestrian Crossings 11 $0.49 M $0.49 M Traffic Signal Installations 17 $1.62 M $1.62 M Fire Hydrants 1,361 $0.82 M $0.82 M Total Road Reserve Assets $ M $ M Explanatory notes to the Table 1: Where specific assets of the types mentioned in the table are not part of the road reserve they will be included within other relevant Asset Management Plans as they are developed. This includes some footpaths, shared pathways, bridges and culverts that may for instance lie within a recreation but not road reserve. Traffic management facilities include road humps, speed cushions, roundabouts, medians and traffic islands. Signs include a range of regulatory, warning, street, direction, tourist & services, and information signs. Public Lighting only where it is owned by Council. Street furniture other than bus shelters includes litter bins, bollards, benches/seats, tables, bicycle racks and planter boxes. Bus shelters are provided in the road reserve by either Council, Public Transport Corporation or under a lease arrangement through Council to a commercial business (Adshel). N/A means that information on quantity is not yet available. Information will be included as and when it becomes available. 17. Road_and_Footpath_Asset_Management_Plan 31 of 83 19/10/2011

32 Table 2: Asset Lifecycles This table shows the number of years to effect full replacement of the asset component under current funding levels as a comparison against its design life. Asset component Overall length (kms) Design Life (years) Length replaced per annum (2002/03) Years to effect full replacement Footpaths Kerb & Channel Road Surfacing Road Pavement Of concern here is the significant difference between the 80 year design life of road pavements and actual time to replace which is around 310 years. At some stage this is going to cause considerable stress on Council s ability to fund the necessary works Road Pavement Issues Key road pavement issues include: Dealing with subdivision roads that were built post World War 2, which are now failing prematurely and imposing a greater financial burden on the City s ratepayers than would have occurred had normal design life expectations been achieved; Flat topography and poor shape of many existing roads restricts the ability to utilise cheaper treatments with them; Provision of an adequate drainage system to meet what are the general prevailing weather conditions; Sustaining the existing asphalt seals within the network; Reducing the permeability of seals caused by cracking or ageing; Identifying future peaks and troughs in reconstruction/rehabilitation needs, and the corresponding funding requirements; Excessive and premature cracking of pavements resulting from expansive subgrade materials (eg. swelling of clays, etc); Settlement and damage to pavements/seals resulting from substandard reinstatements by various service authorities. Opportunities to optimise expenditure on pavements include: Improving the data base of traffic volumes, seal types, subgrade strength and local factors in order to assist in the optimal timing and type of resurfacing treatment; Incorporating pavement deterioration modelling in asset management processes; Closely monitoring maintenance needs on pavements which have passed their forecast seal life and are not yet showing signs of surface cracking or distress; The introduction of a formal program for crack sealing pavements to improve waterproofing capabilities; 17. Road_and_Footpath_Asset_Management_Plan 32 of 83 19/10/2011

33 5.1.3 Construction History - Footpaths Some History of Concrete Footpath Construction Methods Concrete footpaths have been in existence in urban areas for many years and a reflection on some significant changes in construction methods over the past 50 years is interesting. For example: Up until the mid 1960 s, concrete footpaths were generally constructed on a single bay method with alternate bays being laid on separate days primarily because concrete could only be mixed in small batches at the construction site using small portable concrete mixers. Concrete was also not usually reinforced at this time although thicker slabs provided strength. Problems have arisen in later years where soil movement and expansion caused slabs to move against each other and with no shear strengtheners raised edges (lips) occur at slab interfaces creating tripping hazards. Ready-mixed concrete revolutionised this method of construction by delivering large quantities of concrete directly to the site in trucks. Steel reinforcement was introduced into concrete footpath construction after the introduction of continuous laying of bays which was in turn enabled by the introduction of ready mixed concrete. Modern construction techniques now enable concrete footpaths to be constructed to a much stronger standard with interconnected support between each bay so that pressure from the ground movement below the path is controlled more effectively. It is expected that these footpaths will last longer than those constructed in the past and create less tripping hazards. Although a better product in terms of longevity, current methods are still prone to weakness brought about by poor quality workmanship in both base preparation and concrete/reinforcement placement where work has not been supervised or deliberate shortcuts taken Footpath Issues Key issues that have arisen over recent years relating to footpaths that impede the ability to manage the asset for optimum performance are: Structural failures and tripping hazards resulting from movement and breakages in the path structure caused by tree roots, thermal expansion and subsidence of service authority trenches; Damage and misalignment of footpath resulting from misuse by heavy vehicles using the path, etc. that cause structural failures and tripping hazards; Damage by developers and service authorities, including service reinstatements; Inadequate hand-over procedures when transferring assets from developers and from internal business units to Council s Infrastructure Register that then entitles them to receive ongoing maintenance by Council; Transfer of new assets to Council s control will require more emphasis on inspections to ensure prescribed standards are met in both design and works as constructed. 17. Road_and_Footpath_Asset_Management_Plan 33 of 83 19/10/2011

34 5.2 Maintenance Management Plan Maintenance Requirements As a road authority, Council has a duty of care to road users and the community to maintain all public roads for which it is responsible in a safe condition and to specified maintenance standards that meet community expectations having regard to relevant government transport and other policies, and available funds. Routine maintenance is the regular ongoing day-to-day work that is necessary to keep assets operating, including instances where portions of the assets have failed and need immediate repair to make the asset operational again. The following matters have been taken into account with development of the maintenance standards: (a) (b) (c) (d) routine maintenance standards routine maintenance and repair functions and standards, based on agreed asset performance targets, and intervention standards and actions (based on risk assessment) for a particular asset element (eg. road, footpath, bridge) and road type. Standards vary across the road network in line with relevant risk factors such as traffic volumes, composition of traffic, operating speed, the susceptibility of assets to deterioration, the cost effectiveness of repairs, and competing priorities for funding. repair and maintenance works routine maintenance and repair works are undertaken within a specified reasonable period of time having regard to intervention action priorities, and to specified standards. temporary measures temporary works to be undertaken to reduce the risk of an incident until such time as maintenance or repair works can be completed. Response times and measures (eg. warning signs, flashing lights, safety barriers) are determined based on the risk to safety and the type, volume and nature of road usage. emergency works works required to be undertaken immediately outside routine works programs to ensure the safety of road users and the public as a result of emergency incidents. Emergency works include traffic incident management, responses to fires, floods, storms and spillages, and assistance under the Victorian State Emergency Response Plan & Municipal Emergency Management Plan. The basis of Council s Maintenance Specification is VicRoads Section 750. The following is a list of Attachments pertaining to the maintenance function. Attachment No. Purpose 2 Standard Drawing List Roads 3 Selection for type of road surface material to be used 4 Selection of footpath construction material 5 Functional Requirements of Maintenance 6 Road Maintenance Procedures & Standard Jobs 7 Footpath Maintenance Standards & Practices 17. Road_and_Footpath_Asset_Management_Plan 34 of 83 19/10/2011

35 5.2.5 Demarcations with other Road Authorities A number of different authorities have responsibility for roads or parts of roads within and adjacent to the City of Maribyrnong. These include adjoining municipalities, Vic Roads, Tramways and Railways. An agreement defining road demarcation issues was entered into between Brimbank City Council and Maribyrnong City Council in October This is the only current specific demarcation agreement. Codes of practise clarify demarcation issues in relation to some other assets and municipal boundaries in the case of our shared boundary with Hobsons Bay. Attachment 8 provides more detail on specific road assets that are the subject of demarcation issues Future Funding Requirements It is difficult to be precise in determining true maintenance needs. Even if a process of zero-based budgeting was undertaken, maintenance is subject to many variables including extremes of weather and unpredictable loadings during adverse weather. The City will base its maintenance budget on historic experience with the needs of the varying road types and usage patterns. The needs will vary if Council is to change the hierarchy of its road network. For the purpose of modelling future funding needs, current funding levels will be taken as the base requirement until such time as a business case is presented to Council that demonstrates the need for a specific change. There is however a backlog of maintenance work that became evident during the most recent footpath condition survey in The survey was undertaken to check the state of condition of footpaths but at the same time the opportunity was taken to assess the number and size of potential tripping hazards the treatment of which is treated as maintenance. The survey identified a total of 12,300 trip hazards counted throughout the municipality in the categories of over 20mm or between 10 and 20mm in magnitude. These can be apportioned as follows: 10,100 are on concrete footpaths; The remaining 2,200 are on asphalt or segmental paver paths. Of the 10,100 trip points on concrete paths: 2,500 are > 20mm and require slab replacement; 7,600 of these are between 10 and 20mm and can be rectified by grinding; These figures are of this magnitude because funding rectification works has not kept pace with the rate of deterioration thus putting Council at risk of litigation as footpath injuries are considered a high risk area by the insurance industry. The backlog does need attention or the situation will be exacerbated. For trip hazards, an intervention level of 15mm height of the lip or edge has been set as that level where rectification action is necessary. 15mm is based on the likelihood and consequence of trips as well as affordability of rectifying the number of defects in this area. The large number is a result of the local clay soils that move significantly with changing moisture contents causing displacement and misalignment between footpath slabs and creating the trip hazard. 17. Road_and_Footpath_Asset_Management_Plan 35 of 83 19/10/2011

36 Attachment 10 Footpath Defect Intervention Levels indicates that rectification work for trip hazards greater than 20mm involves replacement of the slab under the annual maintenance program with priority in accordance with a risk assessment process that is based on hierarchy ranking of that footpath. Where the trip hazard is between 15 and 20mm, edge grinding is required to rectify it. Trip hazards of less than 15mm are only dealt with as necessary in the higher risk category 4 and 5 hierarchy footpaths where resources are available. In addressing the backlog of trip points, all currently recorded trip points over 10mm will be reviewed and addressed as appropriate. Many trip points less than the 15mm limit set are likely to be addressed as a measure to prevent them moving beyond the 15mm limit set. They are likely to be rectified where they exist in proximity to trip points over 15mm that will enable economies of scale to be achieved. Isolated trip points of less than 15mm will be left and dealt with in future if needed based on future safety inspections. Cracked panels, holes and grassed cracks will be rated under the same criteria as all other trip hazards. 5.3 Inspection Arrangements Inspection Process Survey and inspection processes are required for competent management of the road network assets. A four-tier inspection regime has been implemented covering safety, incidents, defects and condition. Reactive Inspections identify all defects likely to create danger or serious inconvenience to users of the network or the wider community. They are undertaken following notification to council by members of the community or council employees while undertaking their normal work duties. These notifications are of defects and safety deficiencies. The subsequent inspection will be conducted by an appropriate council representative. Programmed Inspections determine if the road asset complies with the levels of service as specified in the Asset Management Plan. They will identify localised defects that can be addressed with local treatments compared to general condition assessment of larger sections of asset for the purpose of identifying the need for larger scale works. Incident Inspections enables an incident condition report to be prepared for use in legal proceedings and the gathering of information for the analysis of the causes of accidents and the planning and implementation of road management and safety measures; Condition Inspections - identify deficiencies in the structural integrity of the road infrastructure assets which if untreated, are likely to adversely affect network values. The deficiencies may well impact short-term serviceability as well as the ability of the component to continue to perform for the duration of its intended life span. Programmed and Condition Inspections are undertaken by under a formal timetable regime. Condition inspections are taken at a lesser frequency than programmed inspections that are designed to find defects due for rectification works. Safety issues may be detected either as the result of the programmed defect inspection or by observation followed by notification to council by members of the community or council employees while undertaking their normal work duties. A subsequent safety inspection will then be conducted by an appropriate council officer. 17. Road_and_Footpath_Asset_Management_Plan 36 of 83 19/10/2011

37 The following is a list of Attachments pertaining to the inspection function. Attachment No. Purpose 9 Road Defect Intervention Levels 10 Footpath Defect Intervention Levels 11 Inspection Requirements 12 Road Asset Inspection Frequencies 13 Inspection of Signs & Pavement Markings (Linemarking) Inspection Reporting An electronic hand-held data system is to be implemented to facilitate the data process. The advantage of this type of electronic data management system is that it enables data to be inserted into the system once only, at the time of the initial inspection in the field. This minimises the risk of an error made during manual transfer of data from one system (eg paper based) into the Asset Information System. It is intended that this electronic hand-held system will be utilised for the key road assets of roads, footpaths and kerb & channel. Initially however it may not be available for implementation by 1 January 2005 in which case an interim paper based recording process is to be utilised. Whichever system is utilised, the following information is recorded: Date, time and location or identifier of every asset component inspected, including those where no defect is evident at or over the specified intervention level; Details of any defects at or over specified intervention levels; Details noted on the RFS sheet where applicable; Recording of Inspection Reports These inspection records are to be input and stored on the corporate database in a manner that enables them to be readily accessed for management purposes including programming of current and future works programs and also as reference information in event of claims against council Defect Intervention Levels & Response Times The various defect/hazard response priorities established for each road classifications and the selected remedial treatment are outlined in Attachments 9 & 10 - Intervention Level Schedules. They provide a listing of the defect remedial measure and the relevant level of response for the hierarchy category in which the defect is located. Recorded defects that have been assessed against specified intervention levels and found to warrant rectification will be listed for rectification within nominated response times or referred to priority listings for rectification in order subject to available funding and resources Maintenance Responsiveness & Performance Targets The Customer Relationship Management System enables the response times to be monitored to assess performance. This covers response times both for inspections and then the interval until appropriate action is undertaken. The outcomes of performance over the past seven years has been utilised for developing the response times for rectifying defects. 17. Road_and_Footpath_Asset_Management_Plan 37 of 83 19/10/2011

38 The system records and dates any requests that have been received, what the request is about, and then the dates when those requests have been actioned. It should be noted that actioning a request doesn t necessarily mean that the request has been fulfilled but simply that appropriate action has taken place. Appropriate action may well mean that an asset defect, such as a damaged footpath has been inspected and: repairs are straight-forward and have been implemented as soon as a work crew is available - the appropriate action in this case is when the repair work has been completed; or repairs are significant and need to be undertaken on a special works program along with a number of similar works and the site has been made safe until such time as repairs are undertaken - the appropriate action is when the repair work has been listed on the future works program not when it has been completed; or the defect was found not to warrant any remedial action at that stage as it was below specified intervention levels - the appropriate action in this case is when the decision is made that no repair work is warranted. Whatever the response, it is noted against the original request. The Customer Relationship Management System enables the response times to be monitored to assess performance. This covers response times both for inspections and then the interval until appropriate action is undertaken. The target inspection response times are: 100% of RFS Inspection Safety Issues All Other Requests Target Response Times 24 hours 10 working days Requests over the 7 year period from October 1996 to December 2003 for roadworks have been examined in order to establish response performance. The target response times, as outlined in the table below, are: Actioned when 80% of requests have been actioned. Maintenance Activity Broken & Damaged Pit Lids Footpath Repairs (Asphalt) Footpath Repairs (Concrete) Kerb & Channel Repairs Road Repairs Laneways & R.O.W. Repairs Service Authority Reinstatements Target Response Times 2 weeks 4 weeks 4 weeks 4 weeks 4 weeks 4 weeks 4 weeks At the time of inspection, a priority ranking is given to identified defects to ensure that those having the highest risk to public safety are addressed first. This means that the 20% of requests not actioned within the target response time are those of least safety risk. The Public Request System data will be analysed annually to assess performance of response in each of these categories for the year. 17. Road_and_Footpath_Asset_Management_Plan 38 of 83 19/10/2011

39 The following chart illustrates typical response performance averaged over the period October 1996 to December 2003 in this instance responses were to broken & damaged pit lids. 120% Broken & Damaged Pit Lids 100% % of Requests Completed 80% 60% 40% 20% 0% No. of Weeks to Complete 5.4 Risk Management Risk Identification The only practicable means of readily identifying risk is by undertaking the inspection regime of the road network as outlined in 5.3. and responding to resident requests. The inspection regime is based on the road hierarchy. This process should enable significant risks to be discovered and remedied in advance of possible injury. Where specific risks are identified either a more detailed assessment and/or action to rectify or make safe needs to occur in a manner appropriate to the risk Intervention Levels for Hazards As advice is received of defects, safety or otherwise, the inspectors will make an assessment of how that issue is to be dealt with. These inspectors will be experienced in handling the type of defects commonly incurred by the road network and will readily be able to adjudge how they are to be treated. Priority of maintenance rectification is based on risk. Prioritisation of response will occur during the inspection recording process. The response time will vary according to the hierarchy category, the location of the defect within the road reserve and the magnitude of the defect, obstruction or spillage Managing High Risk Works Where a job potentially has a high risk associated with it from a safety perspective, a Job Safety Analysis is used to establish what the specific risks are and develop action plans to eliminate or at least minimise the risks. 17. Road_and_Footpath_Asset_Management_Plan 39 of 83 19/10/2011

40 5.5 Renewal/Replacement Plan Condition Assessments - Roads A condition status survey was carried out over a six month period in 1997 and again in The process involved a detailed inspection and condition assessment of all Council s road assets. All information gathered has been input onto a database and prioritised based on degree of deterioration and severity of the defects identified. The condition of the road network has been assessed by a combination of visual, mechanical and electronic means. By assessing factors including: roughness cracking patching shoulder cross-fall kerb & channel condition / pavement drainage An overall rating for each section of road is produced resulting in a number for each section called the Pavement Condition Index (PCI). By classifying road sections as good fair or poor, a better understanding of the condition of the overall road network can be gained. The PCI s adopted for these classifications are: Good PCI > 8 Fair 4 < PCI < 8 Poor PCI < 4 The graph shown below indicates the proportions of the local road network which fall into these categories. Pavement Condition Pavement Length (km) poor fair good Condition Assessments - Footpaths Overall condition assessments of the City s footpaths will be undertaken at 5 yearly intervals to ensure that the database provides useful data for analysis and works programming. A program to guide the dates when these inspections should occur will be developed Once recorded in the asset database, condition data along with other factors such as usage rates are used to prioritise footpath renewal requirements. 17. Road_and_Footpath_Asset_Management_Plan 40 of 83 19/10/2011

41 The following outlines the specific issues recorded as part of the condition assessment that will establish the overall health of the footpath network. The SMEC model generates the Pavement Condition Index (PCI) as one of its functions. All Maribyrnong s footpaths are condition rated at levels between 1 and 5. These ratings are the primary factor in inclusion on programs along with usage rates/risk and obviously a visual confirmation. The program is currently made up of footpath sections generally rated from 4.5 and worse. This tends to vary a little as the programs work through a list that is only updated once every five years. The most recent footpath condition survey in 2003 identified a total of 12,300 trip hazards counted throughout the municipality in the categories of over 20mm or between 10 and 20mm in magnitude. Trip hazards are treated as maintenance responsibilities (refer to Section 5.2.6) not renewals Standards Standard Drawings Attachment 2 lists the Standard Drawings for Council s road network. Basic standards for footpath works include: Normal width of a footpath is 1.5m; however it should be increased to 1.8m if the footpath is located directly behind the kerb. This is to cater for the opening of doors on vehicles parked at the kerb; Ideally, footpaths should be located either on the property boundary or behind the kerb. This assists the visually impaired and also avoids creating difficult spaces for maintenance purposes. Space is maximised for landscaping of the nature strip where appropriate; The design must give due consideration to the accessibility of the footpath for use by the aged and people with various disabilities. This covers physical layout as well as materials used such as pavers, etc. In difficult locations or special precincts such as the FBD this will require a consultation process with relevant user groups. Where footpaths are to be located in close proximity to trees, consideration needs to be given to eventual growth of the tree to minimise any conflict between the two. Trees are a valuable community asset so the two must work in harmony. This could necessitate an irregular placement of the footpath. Consultation is required at the design phase to optimise the outcome for all parties, including the community; For further design information refer to AUSTROADS Guide to Traffic Engineering Practice Part 13 - Pedestrians Section 2.1. Selection of Road Surface & Footpath Construction Materials Attachment 3 outlines the types of materials used in road construction and where they are generally best suited to soil types and usage requirements within the City. Attachment 4 covers footpaths Development of Renewal Works Programs Three-year replacement programs have been prepared for the key road asset components based on the following factors: Priority for inclusion of the renewal program is primarily determined by an assessment of the physical condition of the asset. 17. Road_and_Footpath_Asset_Management_Plan 41 of 83 19/10/2011

42 An identified need is also taken into account and a key factor in determining asset need is risk management. The likelihood of liability accruing to Council as a result of personal injury or accident as a result of the existing condition of the asset is considered. Priority consideration is also given to volume of usage, in other words the position of the asset in the hierarchy of that asset group. The work programs also take advantage of economies of scale that can be achieved through undertaking multiple works in close proximity in order to give savings in site establishment costs, provision of warning signs, etc. In addition, the selection of works has been co-ordinated with other related infrastructure projects (ie reconstruction of footpath works and kerb & channel). Where possible the work programs of other Service Authorities (such as Telstra) have been considered. These factors minimise the disruption to the community and maximise savings through site establishment costs, etc Summary of Future Costs Roadworks Renewals At the present time, modelling using the SMEC Pavement Management System where condition data is stored and managed indicates that to keep the road network in its current condition will require an ongoing funding allocation of approximately $4.5M. The $4.5M is SMEC s modelled prediction of what the roadworks figure (currently $3,075,495 for 2003/04) should be to keep the network in its current condition. Roadworks covers rehabilitation and reseals including some work to footpaths, k&c, drainage and other works. It is important to note that the separate footpath, drainage and traffic management allocations would still be required in addition to the $4.5M allocation. The drainage program is generally focused on improvements to underground drains however kerb and channel work is carried out if a drain needs to be constructed under a kerb. Kerb and channel improvements are funded from within the bulk roads figure and are either rolled into a road improvement job or in the last few years a specific allocation ($70,000-$100,000) has been made to upgrade lengths of kerb and channel that aren't in association with road jobs. Alternatively, the SMEC modelling suggests that retaining the current roadworks funding level at a $3.0M to $3.3M allocation in each of the next 5 years will see the municipal roads in Maribyrnong deteriorate from a Pavement Condition Indicator (PCI) of 7.2 down to 6.9. No separate K&C funding is made or modelling undertaken. Checking PCI s (pavement condition indicators) are not however a good indicator of intervention levels for renewal works. Programs generated by the PMS are the starting point for development of works programs however manual review needs to occur to take account for many other factors not built into the PMS including road hierarchy, kerb and channel condition, shoulder crossfall, drainage factors, service issues, synergies with other projects etc. Footpath Renewals Calculations have shown that a capital allocation of $500,000 per annum is required to keep the City s footpaths in their current average condition. This compares with the current average allocation of $400, Road_and_Footpath_Asset_Management_Plan 42 of 83 19/10/2011

43 The footpath calculations have been based on total asset value, average life and spread of age as well as an assumed amount of footpath replacement being undertaken by way of the road improvement program. Footpath Trip Point Backlog The costs to address these defects are: 7,600 $20 $152,000 2,500 slab $200 $500,000 2,200 Asphalt or paver $200 $440,000 Total backlog of trip hazards $1,092,000 Over the next five years programmed footpath replacement could be assumed to address around 10% of these which amounts to $109,000 leaving a balance of $983,000 of unfunded backlog. A further assessment of the asphalt trip points will be necessary to ascertain if a temporary low cost option is viable to address the trip points in asphalt paths. Temporary asphalt/emulsion ramp edges should be placed on the 2,500 large concrete trip points, at around $10/ramp or $25,000 in total, as soon as practicable to defer the need to address these permanently. These ramps however have a limited life and require frequent replacement as well as looking somewhat unsightly. To address these trip points in a more permanent manner, an allocation over and above existing allocations will be required. Assuming the backlog is to be addressed over 4 years the extra allocation is calculated as $983,000 plus say $57,000 for ramps. Therefore the extra allocation required annually is $260,000 for each of the 4 years. This should be given funding priority as recent history from the insurance industry shows that some 50% of the Public Injury Liability Premium for every Victorian and Tasmanian Council is directly attributable to risk exposure for footpath trips and falls. Not only are falls injuring & inconveniencing people and as a result causing poor public relations for any council, with litigation and insurance premiums, they are also costly. Ongoing Maintenance Costs As the current maintenance budget allocation has allowed these trip points to accumulate over a period of time, an increased ongoing maintenance allocation will be necessary to achieve a sustainable situation. An increase of $50,000 annually is proposed here which is equivalent to 1/20 of the backlog amount. This figure should be reviewed over time as the new maintenance systems of the Road Management Plan are implemented and its effects become clear. 17. Road_and_Footpath_Asset_Management_Plan 43 of 83 19/10/2011

44 5.6 Asset Creation Plan Selection Criteria Creation of new infrastructure asset projects is proposed and/or selected through a three tier assessment process: Departmentally, based on needs perceived by those who manage the road assets on a day-to-day basis or by way of referrals from Council, the community or management; Capital Works Evaluation Panel, by way of the annual process of refining the definitive list of Capital Works projects across all asset classes for which Council is responsible; Finally, by Council prior to or during the annual budget process Standards and Specifications The standards and specifications for creation of new assets are generally the same as for renewals Summary of Future Costs Subdivisional development is likely to add around $2M per year to the value of our road assets over the next 10 years. This is likely to occur at no capital cost to Council. However, construction of sections of current unmade roads may occur as a result of development and other causes. This may well result in a requirement for some Council contribution in accordance with current Council policy. The quantum of this type of construction is unpredictable. The process for acquiring new assets through subdivisional development involves planning approvals, engineering plan approvals, approval of constructed infrastructure, hand over to Council ownership, recording of new assets on Council s databases and inclusion in registers and hierarchies 5.7 Asset Disposal Plan In general terms, few municipal road assets are marked for disposal. Even if a road has failed, it is generally reconstructed on the same site. At best the disposal value is the base material that may need to be excavated and hauled from the site, although wherever practicable this should be recycled as road base in the new pavement. Disposal of roads could occur where they are:- Requested by residents and approved by Council; Handed over or back to a private interest of other authority; or Where studies specifically show that no or insufficient use is occurring, and the continuing existence of the asset is not justified. Where a road asset (or component such as a bridge or culvert) is for disposal, the existing asset record would become the historical record (ie record of the previous asset) and any new asset recognised in the asset register. 17. Road_and_Footpath_Asset_Management_Plan 44 of 83 19/10/2011

45 6. Financial & Resource Management 6.1 Chart of Accounts Maintenance & Renewals The current form of budget allocation follows the traditional method used in Local Government. The Council finance systems are not used to monitor specific works activities, functions or programs. It allocates budget funds to Departments by way of specific allocations to categories such as: Salaries Contractors Plant Tipping Asphalt Materials Concrete Quarry Products Signs Other This means that there is no specific allocation to maintenance activities that can then be monitored for performance of expenditure against budget and work effectiveness. The current process to monitor expenditure on key maintenance activities relies on work centre staff to keeping separate records. While the general ledger is currently set up to enable activity based costing for some activities, new numbers would be required to be set up for others to enable a change in methodology. The acquisition of an integrated maintenance management system is another way that activity based costing may be implemented to enable improved management of the road maintenance functions. Restructuring the general ledger in relation to road maintenance activities or aquisition and implementation of a maintenance management system should be considered to improve the information available with which to manage the area. The hierarchy categories introduced with the introduction of this Road Management Plan could also be incorporated into such a review. Typical functional areas for road maintenance include: Sealed roads - routine maintenance patching (pothole repairs) Unsealed roads - routine maintenance Footpath maintenance Kerb & channel maintenance Street Tree maintenance Street sweeping/cleansing Drainage pit cleaning Drainage pit maintenance (including lid replacements) Street lighting Graffiti management Each of these key functional areas can be broken down further into various activities to allow the manager responsible for those activities to closely monitor performance to establish the true cost of operations. It is particularly important that maintenance of areas where there is a higher risk to public safety, such as footpaths & pavement potholes, do receive adequate funding. If there is not then this is likely to be reflected in higher claims for personal injury against Council with a corresponding increase in public liability insurance premiums. 17. Road_and_Footpath_Asset_Management_Plan 45 of 83 19/10/2011

46 The Chart of Accounts related to renewal works is already broken down into categories and further down to individual jobs. Some elements are combined reflecting the construction activities that are used. For Infrastructure Capital Renewals, typical programs include: Road Rehabilitation Footpath Renewal Kerb & Channel Renewal Asphalt Overlay Bituminous Resealing Street Tree Renewal Bicycle/Walking Path Rehabilitation Drainage Rehabilitation Sign Renewals (Warning & Directional) Bus Shelter Rehabilitation or Replacement Other Infrastructure components Currently most programs are already broken down to individual job level for costing while a few minor allocations remain as bulk allocations. It is particularly important with renewal programs that true costs of the work is determined because this determines the asset valuation that is used for long term funding determination it is the valuation from which the depreciation allocation is determined Contingency Funding for Emergency Events The constraints on the annual council budget does not allow for provision of contingency funds for emergencies. Events requiring contingency funding can usually be managed within existing budgets by reallocation of available funds. Large events are infrequent and when they do occur a specific approach is to be adopted. A typical example is extensive low level flooding. To ensure that costs of such an event are properly recorded, costs are captured and separated under different task numbers to include response and recovery operations. All time payments, goods and services are logged to these task numbers for cost recovery capture. Effectively the process isolates any costs associated with the emergency event, with all associated activities being costed against a newly established discrete cost centre. It enables the true costs of managing the event to be captured and readily able to be audited. This facilitates any claim process for compensation from the Government. The process is that a cost centre is established for specific emergency management expenditures. Significant events are to be identified when they occur and allocated a separate task number. Significant events are regarded as ones that result in a call for assistance by one of the emergency response/recovery agencies (Police, CFA, DNRE, etc) or the Council's Municipal Emergency Manager or Operations Manager. Minor routine events are those which do not need to be channelled by the emergency agency through the Municipal Emergency Coordinator and MERO and are to be costed under categories such as clean-up after traffic accidents or storm damage debris removal. Each category has a task number and while the number of incidents under a category will not be identifiable, other than from incident records, 17. Road_and_Footpath_Asset_Management_Plan 46 of 83 19/10/2011

47 the annual expenditures under the categories will be. Response and recovery activities are listed separately. Not all events require compensation as some are routine tasks that are traditionally funded or contracted out. The objective is to record these costs as emergency response so that overall costs expended on emergency management are maintained Management of Utility Service Reinstatements Reinstatements are necessary for road and footpath openings after underground utility services such as telephone cables, water mains, sewers, gas mains and electricity cables are exposed for maintenance, or upgrades. Reinstatement of road openings is carried out by Council with actual costs being recovered from the utility company or contractor that is responsible for making the opening. In some cases an arrangement is made for an authority to carry out certain reinstatement work. 6.2 Current Maintenance Expenditure The following table covers expenditures over the past three years to 2002/03. Table: Works Department Expenditures Road Maintenance Expenditures Road Pavement Works 2000/ / /2003 Variation 00/01 to 02/03 Up or Down Sealed Pavements $295,711 $221,252 $183, % Crack Sealing $0 $0 $10,900 Laneways $34,194 $17,312 $15, % Unsealed Pavements $61,588 $114,442 $61, % Sub-Total Pavement $391,493 $353,006 $271, % Other Road Reserve Works Pathways $347,142 $248,947 $183, % Kerb & Channel $68,253 $31,051 $71, % Stormwater Drainage $52,782 $60,431 $50, % Signs, Traffic Management devices $121,908 $120,324 $158, % Declared Main Roads $50,180 $67,384 $63, % Additional Works $90,267 $97,675 $102, % Fixed Fee Services $101,498 $100,326 $100, % Sub-Total Other $832,030 $726,137 $730, % Total $1,223,523 $1,079,143 $1,002, % The table shows a reduction in overall Works Department road maintenance expenditures by 18% over the past 3 years. Road pavements have dropped by 30% whereas maintenance of other road reserve areas has dropped 12%. Expenditures are based on allocation of available funds in Council s Annual Budget. The following section deals with this aspect. Attachment 14 is a table of road maintenance expenditures since 1997/98 to show the long-term trends. 17. Road_and_Footpath_Asset_Management_Plan 47 of 83 19/10/2011

48 6.3 Current Maintenance Budget The following table shows the actual budget allocations over the past 3 years. Table: Budget Allocations Works Department Road Maintenance Budget / / /2004 Variation 00/01 to 02/03 Up or Down Salaries $659,928 $657,379 $730, % Contractors $250,000 $161,000 $160, % Plant $222,500 $240,546 $270, % Tipping $25,000 $24,000 $24, % Asphalt $120,000 $97,000 $97, % Materials $81,300 $86,000 $71, % Concrete $62,000 $68,000 $68, % Quarry Products $22,000 $24,000 $24, % Signs $35,000 $35,000 $50, % Other $5,800 $5,000 $4, % Total $1,483,528 $1,397,925 $1,499, % The annual budget allocation is then reallocated to the various maintenance activities by the Works Department in the manner outlined in the table in Section 8.2. The following chart shows the trends of key aspects of the above budget over the past few years. 1,800,000 Road Maintenance Budget (Plant Labour & Material) trends 1,600,000 1,400,000 $ Amount 1,200,000 1,000, , ,000 Labour Plant Materials Contractors Total 400, , Financial year In this chart, Materials covers asphalt, concrete, quarry products and other materials but not signs, tipping or other costs. Attachment 15 is a table of Works Department road maintenance budgets since 1997/98. Other road maintenance activities are undertaken by the Parks Department but these elements are not included in the Budget Allocation Table. Analysis of the above chart shows that against inflation over the period, the budget for road maintenance has dropped. Labour costs have increased as a consequence of EBA wage & salary increases while the allocation for contractors has decreased. Interestingly the combined total of labour plus contractors has reduced by 7.7% over this period. 17. Road_and_Footpath_Asset_Management_Plan 48 of 83 19/10/2011

49 Inadequate funding of maintenance leads to premature decay of the asset with the consequence of it not meeting its design life expectancy and therefore requiring earlier need for renewal. Backlog can therefore arise both from inadequate funding of renewals as assets reach the end of their useful life (ie Council not funding the required Depreciation of the asset) and through inadequate maintenance funding giving rise to premature failure. 6.4 Maintenance Expenditure versus Replacement Value Table: Maintenance as a percentage of Replacement Value This table presents the annual maintenance expenditure in terms of percentage of asset replacement costs. Asset Component Maintenance Expenditure 02/03 Total Asset Replacement Cost Percent Footpaths $183,476 $32.56 M 0.56% Kerb & Channel $71,769 $64.07 M 0.11% Roads including lanes, bridges & major culverts $480,722 $ M 0.24% Overall $735,968 $ M 0.25% This aspect needs to be examined in more detail by breaking down the various asset components to ascertain what a desirable percentage should be allocated against each. This could perhaps be undertaken by the use of benchmarking with other road authorities through the proposed MAV Asset Management Knowledge Database. 6.5 Current Asset Renewal Budget Where under-funding of maintenance continues for any length of time, it results in more rapid deterioration of the asset therefore reducing its intended life-span and the earlier need to fund replacement. Generally the unit cost of replacement of an asset is considerably more expensive than the cost to maintain it. Replacement is a capital expenditure. Table 2 of Section illustrates the number of years to effect full replacement of the asset component under current funding levels as a comparison against its design life. Of concern here is the significant difference between the 80 year design life of road pavements and the projected time to replace them based on current expenditure, a level which is around 310 years. At some stage this is going to cause considerable stress on Council s ability to fund the necessary works. Kerb & channel are similarly 50 years for design life but 95 years for replacement at current funding levels. Attachment 16 tables the capital works budgets since 1995/96. It should be noted that the capital works funding budgets for the peak years of 1995/96 to 1998/99 inclusive were a significant increase over the years prior to the 1994 Council Amalgamation. There was a component of catch-up funding possible at that time because of the sale of Council s Electricity undertaking. A more accurate reflection of trends therefore is for the period from and including 1999/2000. Council s debt has risen significantly over the postamalgamation period and this has had the consequence of limiting current expenditures on capital works. Table: Renewal Funding Capital Budget, from 1999/2000 Year Road Works Footpaths Drainage Works Traffic Improvement Total 17. Road_and_Footpath_Asset_Management_Plan 49 of 83 19/10/2011

50 1999/00 $3,000,000 $400,000 $250,000 $200,000 $3,850, /01 $3,000,000 $400,000 $260,600 $210,000 $3,870, /02 $3,280,218 $400,000 $300,000 $200,000 $4,180, /03 $3,295,517 $400,000 $310,000 $265,000 $4,270, /04 $3,075,495 $415,000 $180,000 $415,000 $4,085,495 Backlog arises from inadequate funding of renewals as assets reach the end of their useful life (ie Council not funding the required Depreciation of the asset) and also through inadequate maintenance funding that leads to premature failure. The following chart shows the trend of capital works budgets since 1995/96 $ Amount $7,000,000 $6,000,000 $5,000,000 $4,000,000 $3,000,000 $2,000,000 $1,000,000 Road Infrastructure Capital Works Budgets $0 1995/ / / / / / / / /04 Financial Year Road Works Footpaths Drainage Works Traffic Improvement Works Total on Road Assets - Budget Council Funded - Budget Concerns about minimum standards arise from residents and this is generally addressed through current budget allocations. It is possible therefore to conclude that Council doesn t believe that there is a backlog of renewal works at present. Target or minimum standards for Council s infrastructure asset conditions have not been established at this stage therefore calculating if there is a backlog of renewals based on condition assessments is not possible. 6.6 Valuation Forecasts Valuation Methodology Valuations are based on replacement costs at current market rates including the cost of removing existing asset where required Depreciation Forecasts Methods used are based on information that is available and that provides some meaningful results. This includes average annual asset consumption as well as modelling using the SMEC PMS model to identify current year depreciation for road assets. 17. Road_and_Footpath_Asset_Management_Plan 50 of 83 19/10/2011

51 6.7 Funding Gap The Department of Infrastructure (DVC) asks Councils to report annually on a range of statistics as an indication of the financial sustainability of their assets: One of the statistics provided is the Renewal Gap ie the ratio of current spending on renewal to the long term Average Annual Asset Consumption, AAAC. The Average Annual Asset Consumption (Depreciation) is the average amount of the City s asset base consumed during a year based on current replacement cost divided by useful life and totalled for each and every infrastructure asset. The table below represents this gap as the dollar difference between these measures rather than as a ratio. Table: Renewal Funding Gap for 2003/04 Asset Component Life Cycle Years Replacement Cost Annual Depreciation 03/04 Budget Gap (Depreciation less Budget) Footpaths 50 $32,564,310 $651,286 $542,888 $108,398 Road Surface 25 $36,456,992 $1,458,280 $1,201,165 $257,115 Road Base 80 $149,279,483 $1,865,994 $338,831 $1,527,163 Kerb & Channel 50 $64,065,397 $1,281,308 $997,517 $283,791 Total $282,366,182 $5,256,868 $3,080,401 $2,176,467 The figures provided only include the four key assets components. A number of other asset components would have similar funding and gap characteristics. The table above identifies an overall annual gap of around $2.18M for these components of the roads network. This method is based on the assumption that the asset ages are uniformly spread and assets are retired at the end of their useful lives At best it is indicative only of the magnitude of costs required. Suitable asset age profiles haven't yet been developed for roads that incorporate the multitude of variables that can impact the life of a road to provide for more accurate predictive modelling. However, local knowledge would suggest that current failure rates are somewhat less than they will be in the future when more roads will have reached their 80 year expected life. While the community may be prepared to accept a lower average asset condition for their roads and footpaths than currently exist, at some stage in the future they will demand no further reduction or perhaps an increase. Strategically, the funding gap can be addressed in several ways that include: (f) To provide a once-off capital funding injection; (g) To plan the reduction over a period of years; (h) Take no remedial action; (i) Downgrade the expectations of the asset; (j) Seek alternative funding measures such as user pays. Road network infrastructure assets such as roadways, kerb & channel and footpaths are basic assets required by the community. To provide a once-off capital funding injection will have greatest impact by eliminating the backlog in one financial year which will also benefit by reduction of risk hazards (personal injury and litigation) arising from the backlog. The disadvantage is that the funding required is significant and will undoubtedly impact other Council works programs. 17. Road_and_Footpath_Asset_Management_Plan 51 of 83 19/10/2011

52 Planning the reduction of the funding backlog over a period of years provides a better financial balance that enables Council to still be able to fund works on its many other commitments although it does retain a higher element of risk. Taking no remedial action will increase the risk of personal injury and litigation which has an adverse financial impact in both claims and insurance premium increases. Ongoing underfunding also increases future funding needs and asset failure likelihood. Downgrading the expectations of the asset has some possibilities without necessarily adversely impacting the community. To reduce the level of service may have corresponding lower maintenance and renewal costs. Reducing the level of service could involve provision of less in number of the asset rather than reducing the performance of each asset. The status of road infrastructure and the funding gaps existing will be brought to the attention of decision makers during the budget preparation process. 6.8 Funding Capacity The following table summarises the funding requirements. 2003/04 is part of the trend from previous years that does not take into account strategic asset funding needs, namely the requirement to maintain the assets at a particular condition level. Table: Future Renewal Funding Requirements Year Road Works Footpaths Traffic Improvement Total 2003/04 $3,075,495 $415,000 $415,000 $3,905, /05 $4,500,000 $525,000 $415,000 $5,440, /06 $4,500,000 $525,000 $415,000 $5,440, /07 $4,500,000 $525,000 $415,000 $5,440, /08 $4,500,000 $525,000 $415,000 $5,440, /09 $4,500,000 $525,000 $415,000 $5,440,000 The condition level shown in the table is that which prevails during 2003/04. This involves a funding increase over the 2003/04 level of $1.435M, a significant increase (35%). To maintain the 2003/04 renewal funding into the future will reduce the condition rating of the network as outlined above. However, in terms of capacity to pay, as outlined in Section 6.5 Current Asset Renewal Budget, Council s debt has risen significantly over the postamalgamation period and this has had the consequence of limiting current expenditures on capital works. It would appear that unless there is an opportunity to increase capital funding in the interim, renewal funding will probably be retained at current levels until the overall Council financial position is improved. Council Plan outlines the current debt position. In 1999/2000 total borrowings were $33.02M or at a ratio of 117% for total debt to rate revenue. This has declined in both gross and ratio terms since then with the position being $26.16M and 63% respectively. To facilitate the debt reduction, repayments have been increased to around $3.6M for 2004/05 and will continue to do so until a planned peak of around $4.5M in 2011/2012 after which they will drop to $1.0M per annum. 17. Road_and_Footpath_Asset_Management_Plan 52 of 83 19/10/2011

53 6.9 Strategy to address Funding Gap Roads - Maintain current expenditure levels until Councils debt situation permits increased allocations of a sustainable level. The challenge will be to monitor road conditions and ensure that deterioration doesn t reach a level that cannot be funded or funded without severe ongoing impacts on other services. Footpaths- Cash injection to address backlog of trip points over 4 years. Increase annual maintenance funding to enable sustainable maintenance levels in accordance with needs of the road management plan. Increase capital expenditure levels when Council debt levels permit Key Financial Assumptions The purpose of outlining key financial assumptions is to enable users of this document, particularly of the financial components, to understand the background, limitations and accuracy of various forecasts and conclusions made. In time, as more detailed information becomes available, such forecasts and conclusions may need amending. This will be easier to undertake if the background to current forecasts and conclusions is evident. The following assumptions have been made: Capital renewal and upgrade is for road pavements, footpaths and kerb & channel and have been the subject of financial modelling; Renewal projections are based on asset ages being equally spread and estimated useful life of 25 years for road surface, 80 years for pavements, 50 years for both footpaths and kerb & channel. Modelling is based on condition for program development using the SMEC model. Modelling of asset needs are also carried out using average asset consumption based on average useful lives; Renewal estimates are based on current replacement values; Road surface materials are replaced in full at the end of their useful life. However it needs to be recognised that the cost is not just for the provision of a new surface layer as provided when the surface was first laid down. Replacement in many cases involves the grinding down of the old surface to enable surface levels to be retained wherever this is necessary. Also, with use of asphalt surfacing, depressions are often filled to provide a smoother riding surface. This additional work adds to the unit cost. Footpath assets are replaced in full at the end of their useful life cost of replacement includes removal and disposal of the old footpath; Kerb & channel assets are replaced in full at the end of their useful life cost of replacement includes removal and disposal of the old kerb and channel. Also, the preparation work is more complex than when the kerb & channel was initially installed as it now has to cause minimal disturbance with the adjoining road surface; Operational Costs such as supervision and design not allowed for, though these are assumed to be minor; As no suitable real-life asset decay models have been developed and proven, depreciation is taken as a uniform rate of decay based on the expected life-cycle of the asset. Financial figures are shown in current (2004) dollar values. 17. Road_and_Footpath_Asset_Management_Plan 53 of 83 19/10/2011

54 6.11 Staffing Resources Road Maintenance Section The staffing of the road maintenance area has been structured to address the needs that existed prior to the introduction of the Road Management Plan. In general the resources were based on the following provisions: A service that reacted adequately to resident requests; No regular inspections were carried out; Maintenance standards were not documented. During this time 12,300 trip points have developed on the footpath network. The resource required to address these isn't currently there in addition to the work that is currently done. Reallocation of some of the current resources may cover some of the gap however additional resources will be required to meet the needs of the road management plan and resident needs. An interim solution to addressing the existing footpath trip point gap is an additional resource requirement that is needed as well. The extent of this additional resource requirement hasn't as yet been quantified. It is proposed to begin addressing the backlog with current resources and a small additional funding allocation while implementing the new Road Management Plan and quantify the resource needs in the process. An additional staff member is proposed to be appointed to the maintenance area to address the safety inspection, prioritisation, data management and feedback needs of the maintenance area Infrastructure Planning and Construction Section Staff resources in the Infrastructure Planning and Construction areas were sized to address the needs of the municipality pre amalgamations. No staffing increases have occurred since then. The section has however managed to achieve the majority of required outcomes following amalgamations through individual effort and modifying how that effort is directed. Many aspects of the service needs have evolved over time since the process of amalgamations resulted in an increased quantity of assets under the control of the new municipal area. In 1992 nine major road improvement projects were funded while in 2004 the number was fifteen. The organisations intention was to use consultants to address the increased workloads resulting from amalgamation and increased infrastructure responsibilities. This has been achieved to a large extent in the case of design work but the support and management of consultants as well as the non design elements of infrastructure management have not been resourced. Significant demands due to the level of development occurring, various new initiatives implemented and increased government demands for data to demonstrate good asset management have also generated significant workloads. Development levels have increased by 500% during this time. Unfortunately, certain elements of the service are now not performed well. While these may not necessarily impact on immediate service delivery outcomes, there are likely to be future implications. 17. Road_and_Footpath_Asset_Management_Plan 54 of 83 19/10/2011

55 Examples may include the keeping of asset records and less frequent supervision of works. Immediate impacts do occur when significant projects, new initiatives or major development jobs consume excessive available resource time. Substandard service invariably is the result in some aspect of the service. While staff is generally fairly experienced at this time there is a lack of flexibility apparent due to skill deficiencies requiring individuals to focus on specific work tasks. The growing number of complex tasks has had to be carried out by the few senior staff in the section and their regular functions have suffered as a consequence. While some recent staff changes are likely to add some flexibility to the section, its ability to take on non-regular work such as government initiatives and special projects is limited. The risk of under-performing assets in future will continue while supervision rates are maintained at their current levels. The apparent performance of the section will continue to be variable while the skill deficiencies and staff numbers remain at current levels. 17. Road_and_Footpath_Asset_Management_Plan 55 of 83 19/10/2011

56 7. Asset Management Practices 7.1 Accounting & Financial Systems Maribyrnong City Council uses a Fujitsu main frame computer system (oracle compliant). The modules incorporated in this package are: General Ledger, Payroll, Property & Rates, Accounts Receivable & Payables functions, Purchasing and On-line receipting. A management information system is used over the Fujitsu and any other data storage areas for all reports, budgets, forecasts, human resources etc. Council uses the BIS by Management Executive Systems (MES) for this purpose. For Council s annual accounts/reports, capitalisation of infrastructure assets is based on purchase price obtained through the accounts payable and payroll modules. Bi-annual revaluations mean that these actual (historical) costs are used for the periods between revaluations. Asset Revaluations use the Greenfields fair value methodology which ignores the purchase price of the asset and therefore reliance on actual costs are no longer required. 7.2 Asset Management System Maribyrnong City Council utilises the SMEC Pavement Management System (PMS) as the Asset Management knowledge database to manage its road assets, specifically the road surface, road base, kerbs & footpaths. Other road assets are managed through a number of separate MS Access & MS Excel databases. The SMEC PMS provides the ability to manage the actual road data in a manner that enables rational decisions to be made based on a significant amount of information. It is a well recognised & sophisticated computer package and in 2003 was the most widely used PMS package in Metropolitan Melbourne. The PMS Program consists of a number of Modules which provide the following functions: A. Database The database, which acts as Councils Public Local Road Register and Road Asset Register, stores the following fields of information for each section of road: Section length, pavement width. Pavement condition (such as roughness, cracking, potholes, etc.). Traffic volumes. Kerb and Channel condition, type and length. Soil strength. Pavement structure. Pavement treatment history (capital works). Some roads were tested for strength and roughness. Road camber. B. Pavement Modelling The model predicts future pavement condition for each section of road year by year for the range of available treatment options. Capital and ongoing costs associated with each treatment are then calculated. C. Optimisation Analysis The PMS produces future works programs which are optimised to maintain the road network in the best condition possible for the available funds. Changing the available funding may change the projects included or types of treatments proposed. It should be noted that the P.M.S. does not prioritise the full list of roads in order. 17. Road_and_Footpath_Asset_Management_Plan 56 of 83 19/10/2011

57 D. Management Information & Reports The PMS can generate a range of management information and reports to highlight the effects of varying budgets and treatments to aid decision making. E. Asset Valuation Asset valuation is carried out through a separate MS Access database using data from the SMEC Pavement Management System in accordance with Australian Accounting Standard AAS27. F. Data Collection In order to ensure that the data being used to decide on the allocation of large sums of money is accurate, resurveying the condition of roads is carried out at least every 5 years. 7.3 Information Flow Requirements & Processes Customer Service Request System The Maribyrnong City Council s Customer Service Request System (CSRS) is a computerised request tracking system used to monitor and report on customer requests and complaints to ensure that requests are actioned in accordance with required standards. When a new request is submitted, the contact and location details are entered and the user is prompted to categorise the request from the organisation Service Standards. These service standards are identified in advance against each type of enquiry that might be received including whether it is considered urgent or not. For example, a broken pit lid notification identifies standard rules that would apply to action this type of request, including: The Action Officer; The target days to complete the action; Any acknowledgment, interim and final responses; and Procedural information. Requests are monitored by Action Officers who receive the request electronically either through , or via database views. The Action Officers are then required to finalise requests when complete. The system maintains an electronic journal of all actions taken in relation to requests. It can send reminders to officers when targets are close. When targets are not achieved notices are sent electronically to supervisors and an escalation process implemented Inspection Data Flow System The successful implementation of the inspection requirements for road maintenance will require the development of appropriate management systems and processes in order to ensure that the objectives of both the Road Management Plan and this Asset Management Plan are achieved. As a result there will be significant operational implications for the Road Maintenance Team as the Road Management Plan identifies a variety of additional functions and responsibilities that have not been resourced by the team before. These requirements include the development, implementation, management and ongoing administration of new systems and processes including a computerised Maintenance Management System (MMS) to enable the following to be carried out: 17. Road_and_Footpath_Asset_Management_Plan 57 of 83 19/10/2011

58 Record and manage data obtained from regular field inspections of Council s assets. Record and report on maintenance activities performed by the team. Link to Council s Customer Request System to demonstrate closure of completed Customer Request. Link to Council s Pavement Management System (PMS) in order to update condition assessment data as road maintenance activities are performed on a daily basis. Use of Palm Pilots to enable electronic data collection of asset condition in the field. Due to the unavailability of software systems capable of addressing these requirements most of these functions will need to be undertaken using manual processes until a more efficient system incorporating MMS software can be sourced Data Flow for Asset Management The key information flows into the asset management system are: The asset register data on size and condition of the network; The unit rates for categories of work/material; The adopted service levels; Correlations between maintenance and renewal; The Fixed Asset Accounting Policy. The key information flows from the system that will impact the Long Term Financial Strategy, Council Plan, Annual Report and departmental business plans and budgets and Fixed Asset Accounting Policy are: The assumed Works Program and trends; The resulting budget, valuation and depreciation projections; The useful life analysis. 7.4 Standards and Guidelines The following nationally recognised asset management frameworks have been the key guides utilised in developing the road asset management system that best meets Council s needs in discharging its duty to inspect maintain and repair public roads. Other references utilised are listed later in the document: International Infrastructure Management Manual (IIMM) 2002, IPWEA. MAV Asset Management Improvement STEP Program Road Asset Management Plan Framework Road asset management involves the management of both physical assets and the aspects of the use and operation of those assets that affects the condition of the asset. It applies to all road assets, including the road (pavement & surface as well as footpaths & kerb & channel), structures (bridges, culverts & traffic management devices), road-side and road infrastructure (eg. traffic signals). Council s road asset management system provides the direction for its asset management activities linked to Council s annual business planning cycle within the context of delivering a safe and efficient road network to meet affordable community needs taking into account the resources available to a road authority. 17. Road_and_Footpath_Asset_Management_Plan 58 of 83 19/10/2011

59 8. Plan Improvement and Monitoring 8.1 Performance Measures Asset Management Software System The success of the Asset Management Software System being utilised by Council can be measured via the following means: Useful data is made available to users as and when required such that there is a reduction in reliance on databases or spreadsheets external to the main database; The number of asset classes which are being fully managed from within the SMEC PMS; The popularity of the system with users Asset Management Plan The effectiveness of the Asset Management Plan can be measured by the degree to which the Long Term Financial Strategy and Council Plan incorporate the road infrastructure needs as outlined in the plan for both capital renewals/replacements and maintenance. In addition, its effectiveness in terms of management is the degree of use that the document gets on an ongoing basis to ensure consistency of purpose. Council s Annual Report should acknowledge any funding gap and efforts made each year to reduce it as well as the ongoing trend of this reduction. It is essential that the plan be adopted by Council and made available to internal and external stakeholders so that awareness of the issues it raises occurs. 8.2 Improvement Program The following table lists the various actions required to improve the Road & Footpath Asset Management Plan: Task Timeframe Responsibility Resources Required 1. Develop a suitable hand-held Inspection system that links to both the Customer Service Request System and Asset Database. Dec Manager, City Services Software Handheld PDA s 2. Further quantifying and refining the methodology for addressing the backlog of footpath renewals. Mar Manager Infrastructure Assets & Open Space and Maintenance Engineer 3. Acquire new asset management software to manage Council s assets more effectively June 2006 To be determined Funding 4. The Road and Footpath AM Plan should be reviewed and extended to cover other road assets. 5. June 2008 Manager Infrastructure Planning and Construction 17. Road_and_Footpath_Asset_Management_Plan 59 of 83 19/10/2011

60 8.3 Monitoring & Review Procedures Internal Auditing of Processes The following list should be reviewed/rationalised by officers. As it stands, it is a guide as to relevant matters to be considered. They are the type of issues that are likely to be checked by Insurers CMP when assessing Council s performance. The following processes are to be audited at least annually to ensure they are being performed as required. Collection and storage of condition information; Recording of complaints/requests in the appropriate database in the manner required; Each complaint/request is inspected and/or assessed in relation to safety & specified maintenance intervention levels; That programmed inspections are carried out as scheduled; Relevant inspection reporting & recording mechanisms are in place; That reported defects are being properly recorded in the system; Where required, appropriate rectification responses are determined & Works Orders issued; Where Works Orders require scheduling of works onto annual maintenance programs or long-term renewal works programs, that the required listing takes place; Record of maintenance activities is made in the database against the asset, including actual date of completion; Record that maintenance works have been delivered as intended (ie someone has signed off on the satisfactory completion of the work); Procedure is in place for collecting and storing information regarding road asset condition for developing future maintenance programs; Management system in place to record and respond to customer enquiries; Asset handover/update process is being managed as required. Audit outcome is to be reported to the General Manager Corporate Services & General Manager Infrastructure Services Reviewing Maintenance Management Program Performance The following annual performance reviews of maintenance programs and strategies are to be undertaken by management: Assessment from databases of the achievement of response times and intervention levels; Review appropriateness of response times and intervention levels; Review funding needs to achieve necessary response levels; Assess the internal audit activities, the validity of their processes and verification of their conclusions to ensure that they are focussed on key aspects of maintenance management; Where relevant industry benchmarking information is available, test the relative status of the organisation and its AM performance comparing with AM best practice; Assess the relative improvements achieved since the previous review and compare this to what was intended to be achieved; 17. Road_and_Footpath_Asset_Management_Plan 60 of 83 19/10/2011

61 Where advances have been made elsewhere in efficiency and effectiveness, endeavour to introduce similar measures if the same gains can potentially be made for the City; Assist the internal peer review team to improve their activities and derive better guidelines and assessment procedures; Confirm that the technical content in AM Plans is sound and applied correctly in developing AM plan outputs (eg appropriate economic lives, lifecycle strategies). 9. References a) Proposed Guidelines for Asset Management Plans in Victorian Local Government, Department of Infrastructure, May b) International Infrastructure Management Manual, Institute of Public Works Engineering Australia/NAMS (N.Z.), c) Meaningful Performance Indicators for Asset Management (S. Howe), Public Works Engineering Magazine, Institute of Public Works Engineering Australia, July/August d) Road and Path Maintenance Manual, Civic Mutual Plus, e) National Asset Management Manual 1994, IMEA f) Risk Management Standard, AS/NZS 4360:1999 g) VicRoads Risk Management Guidelines. h) VicRoads Standard Specification Section 750 Routine Maintenance. i) Integrated Asset Management Guidelines for Road Networks (AP-R202) 2002, Austroads Inc. j) MAV Asset Management Improvement STEP Program Road Asset Management Plan Framework k) Road Reserve Risk Management Statement of Principles, Civic Mutual Plus, l) Code of Practice for Operational Responsibilities for Public Roads, Draft July m) Code of Practice for Road Management Plans, October Attachments 1. Road Hierarchy Urban Roads & Streets 2. Standard Drawing List - Roads 3. Selection of Road Surface Material Used 4. Selection of Footpath Construction Material 5. Functional Requirements of Maintenance 6. Road Maintenance Procedures & Standard Jobs 7. Footpath Maintenance Standards & Practices 8. Demarcations with other Road Authorities 9. Road Defect Intervention Levels & Response Times 10. Footpath Defect Intervention Levels & Response Times 11. Inspection Requirements 12. Road Asset Inspection Frequencies 13. Inspection of Signs & Pavement Markings (Linemarking) 14. Road Maintenance Expenditures Works Department 15. Road Maintenance Budget Works Department 16. Road Infrastructure Capital Works Budget 17. Road_and_Footpath_Asset_Management_Plan 61 of 83 19/10/2011

62 Attachment 1: - Road Hierarchy Urban Roads & Streets Road Hierarchy Categories Description of Categories NB: These follow the State & Council Planning Scheme Classification for residential streets. Target Standards Primary Arterial (Category 5) These carry the heaviest volumes of traffic including commercial vehicles and provide the principal routes for traffic flows in and around the municipality. These come under the jurisdiction of VicRoads and as such are not the responsibility of Council for maintenance of the road pavement & surface. Principal through route, continuous network, link major centres 60+ kph speed limit VicRoads responsibility Secondary Arterial VicRoads Responsibility Main Distributor (Council Arterial) (Category 4) Collector (Category 4) (Category 3) Local Access (Category 3) (Category 2) (Category 2) Completes the major network across city & rural areas, significant volumes incl. Commercial & Industrial 60 + kph speed limit As for the above, these carry heavy volumes of traffic including commercial vehicles and also provide the principle routes for traffic flows in and around the municipality. Supplementary to arterial road system within a LTA Connector between arterial roads & lower order streets Caters for, but may restrain, Service & Heavy Vehicles. Provides access to significant Public Services Trunk Collector Carry significant volumes of traffic and provide access by linking residential areas to the arterial roads. They also provide links between the various collector roads. Limited through traffic (not promoted or encouraged) Collector Street Carry moderate volumes of traffic and provide a connection between Local Roads and the Distributor Road network. In urban areas these are residential streets. Collects traffic from lower order roads Very limited through traffic Access Street Generally, short distance travel to higher level roads, access for one or more Access Places Access Place -Carry only local traffic. Their primary function is to provide access to private properties Access Lane - Residential A - Perform a very minimal function as local access roads. A side or rear entry lane principally providing access to parking for lots with another street frontage. (Category 2) Access Lane - Commercial Primarily for delivery to commercial properties < 20 kph (Category 1) Access Lane - Residential B - Perform a very minimal function as local access roads. A side or rear entry lane principally providing access to parking for lots with another street frontage. Min 2 clear traffic lanes, 1 each direction (excluding parking) 5,000 10,000 vpd & 60 kph speed limit (or less) pavement designed in accordance with AustRoads Standards Caters for, but may restrain, Service & Heavy Vehicles. Min 2 clear traffic lanes, 1 each direction (excluding parking) 3,000 5,000 vpd & 60 kph speed limit (or less) Min 2 clear traffic lanes, 1 each direction (excluding parking) <3,000 vpd and 50 or 60 kph speed limit 1 clear traffic lane (excluding parking) <2,000 vpd & 40 kph target speed (or less) Short length (<100 metres), Courts & Cul de Sacs, 1 clear traffic lane (excluding parking) <300 vpd & 30 kph target speed (or less) Generally 5 metres and above in width Sealed < 20 kph Generally 3 metres wide Sealed < 20 kph (Category 1) Lane Drainage provides open drainage may include open drain either bluestone or concrete Private Roads & Laneways - In private ownership, so not a Council responsibility. 17. Road_and_Footpath_Asset_Management_Plan 62 of 83 19/10/2011

63 Attachment 2: - Standard Drawing List - Roads ITEM DWG No Rev Date DRAINAGE House Drain Pipe Connections (2 Sheets) S.D. - Jan 99 D1/A Property Inlet Connection to Easement Drain (2 Sheets) S.D. - Jan 99 D1/B House Drain & Property Junction Pit (450 x 450) S.D. D2 - Jan 99 Standard Junction Pit (600 x 600) S.D. D3 - Jan 99 Standard Grated Pit (600 x 600) S.D. D4 - Jan 99 Large Junction Pit (750 x 750) S.D. D5 - Jan 99 Large Grated Pit (750 x 750) S.D. D6 - Jan 99 Corbelled Junction Pit (1000 x 600) S.D. D7 - Jan 99 Corbelled Grated Pit (1000 x 600) S.D. D8 - Jan 99 Standard Side Entry Pit with lintel and cover (900 x 600) S.D. D9 - Jan 99 Large Side Entry Pit with lintel and cover (900 x 750) S.D. D10 - Jan 99 Corbelled Side Entry Pit with lintel and cover (900 x 900) S.D. D11 - Jan 99 Enlarged Side Entry Pit with lintel and cover (900 x width required)) S.D. D12 - Jan 99 Extended Chute Side Entry Pit with lintel and cover (900 x 600) S.D. D13 - Jan 99 Class C hot dipped galvanised Grated Side Entry Pit with lintel (900 x 750) S.D. D14 - Jan 99 Class D hot dipped galvanised Grated Side Entry Pit with lintel (1000 x 750) S.D. D15 - Jan 99 Class C hot dipped galvanised Spoon Drain Grated Pit (900 x 600) S.D. D16 - Jan 99 Agricultural Drainage Details S.D. D17 A Dec 02 Standard Double Side Entry Pit with VicRoads lintel and cover S.D. D18 A July 02 CROSSINGS Residential Vehicular Crossing S.D. X1 A July 02 Industrial Vehicular Crossing S.D. X2 A July 02 Reverse Fall Residential Vehicular Crossing S.D. X3 A July 02 Reverse Fall Industrial Vehicular Crossing S.D. X4 A July 02 Residential Vehicular Crossing for Subdivisions S.D. X5b A July 02 Industrial Vehicular crossing for Subdivisions S.D. X6a A July 02 Industrial Vehicular crossing for Subdivisions (Channel not machine extruded) S.D. X6b A July 02 Standard Layback S.D. X7 - Jan 99 Pram crossing S.D. X8 - Jan 99 Heavy duty pram crossing S.D. X9 - Jan 99 Details of Various Footpaths S.D. X10 - Jan 99 KERBS Details of Kerb and Channel mm kerb and 275 mm Pavement S.D. K1 - Jan 99 Details of Kerb and Channel mm kerb and 350 mm Pavement S.D. K2 - Jan 99 Details of Various Kerb and Channel S.D. K3 - Jan 99 Details of Various Kerb and Channel S.D. K4 - Jan 99 MISCELLANEOUS Standard Residential Splitter Island S.D. M1 - Jan 99 Industrial Semi Mountable Splitter Island S.D. M2 - Jan 99 Standard Concrete Flat Top Road Hump S.D. M3 - Jan 99 Standard Asphalt Flat Top Road Hump S.D. M4 - Jan 99 Standard Watts Profile Road Hump S.D. M5 - Jan 99 Typical Cross Section and Service Locations for Roads (2 Sheets) S.D. M6 - Jan Road_and_Footpath_Asset_Management_Plan 63 of 83 19/10/2011

64 Attachment 3: - Selection for Type of Road Surface Material to be used Types of Road Surfaces currently used by the City Benefits Various Conditions determining selection type of Road Surface Seal Disbenefits Solution to Distresses Favoured Use Approximate Cost ($m/ 2 ) Asphalt Long life Smooth surface Regulates small to moderate roughness Sheds water surface Crack control Durable Expensive treatment Builds up crossfall where planning is not possible Repairs: Failures and potholes in conjunction with patching. Reduces: Roughness Overcomes: Crocodile cracking Asphalt is preferred for sound pavements in most urban situations, particularly where minor regulation is required or heavy vehicles are common. Due to cost, asphalt is not preferred where the crossfall, poor drainage, excessive roughness or unsound pavements will result in reconstruction within 10 to 15 years. Allows a more economical alternative where the heavy vehicles are not as common or where there is little need for regulation of roughness. Approximately $18/m 2 for new works to $20/m 2 for renewal works (2003/04) Rubber Seal Good crack control Economical treatment Can use where steep crossfall exists Initial loose stones Less popular than asphalt No regulation benefits Moderately poor heavy vehicle resistances Shorter life Temporary assistance for ageing road Controls cracking Restores moisture barrier Restores surface texture Alternative to asphalt where the road needs reconstruction within 10 to 15 years because of excessive roughness, poor longitudinal drainage, unsound pavement or steep crossfall Preferred where cracking is a problem and can be used on curved road or with heavy vehicles Anywhere from approximately $4/m 2 to $6/m 2 (2003/04) Spray Seal Improved surface texture Restores moisture barrier Reduced crack control benefits Less popular than asphalt Restores surface texture Restores moisture barrier Where road is sound and existing seal needs replacing mostly because of age of surface, surface texture or to cover crack sealing. Anywhere from approximately $4/m 2 to $6/m 2 (2003/04) Economical treatment Assists with cracking control 17. Road_and_Footpath_Asset_Management_Plan 64 of 83 19/10/2011

65 Attachment 4: - Selection of Footpath Construction Material Types of Footpath currently used by the City Users Various Conditions determining selection type of Footpath Soil Type Special Precinct Tree Roots Other Concrete Standard pedestrian movement, bike paths, skate paths, etc. Used on all soil types or areas well bedded by fine crushed rock May be coloured to alter/upgrade appearance. Not ideal material type because it has a tendency for displacement at the joints Widely utilised as standard material for new subdivisions Asphalt Standard pedestrian movement and bicycle paths Generally used on expansive clays where maximum movement is likely to occur Minimal Considered one of the best materials to be used on paths deformed by tree roots Generally utilised if already existing in the local area Other Surfaces (incl.) Brick Paving Concrete Pavers Sawn Bluestone General pedestrian movement and for aesthetic appearance in special precinct areas. Generally used on sandy bases or areas well bedded by fine crushed rock which are subject to minimal ground movement Used in high profile precincts. Light coloured paths may require protective coating against discolouration from gum, graffiti, etc. Special consideration has to be given to the use of pavers due to walking difficulties experienced by the aged and disabled Not recommended Often utilised not only as a pathway but also a feature for aesthetic purposes. Invariably, maintenance and cleaning of surfaces in these areas has a much higher unit cost than ordinary paths and must be budgeted for accordingly. 17. Road_and_Footpath_Asset_Management_Plan 65 of 83 19/10/2011

66 Attachment 5: - Functional Requirements of Maintenance Asset Feature Functional Requirements of Maintenance Pavement Maintenance RM100 RM300 RM400 Sealed Surface Unsealed Road Drainage Provide safe driving conditions, uniform seal appropriate to classification of the road. Minimise rate of deterioration of the pavement. Provide safe driving conditions and ride-ability appropriate to the classification of the road. Provide hydraulic capacity, protection of pavement and associated road structure, structural integrity and clear flow of water away from the road pavement. RM800 Operational Servicing Roadside Maintenance Provide timely emergency response to assist the public and minimise disruption caused by temporary loss of use of the asset. RM500 RM600 Vegetation Road Furniture Provide safe travel, aesthetically pleasing roadside, minimise infestation, minimise sight distance hazards, prevent fire hazard. Signs: Provide clear messages to motorists in day and night conditions and be aesthetically sound. Guard Fence: Provide required structural resistance to errant vehicles to minimise accident severity. Paved Islands & Footpaths: Provide safer travel, and be aesthetically sound. Road Markings: Provide clear delineation of the road and traffic movements. RM800 Operational Servicing Bridge Maintenance Street Lighting & Traffic Signals: Provide prompt reporting of damage to electrical assets. RM700 Structures Provide safe conditions for users, maintain structural integrity. Provide accurate and timely reporting of bridge asset conditions. NB: Basis of Council s specification is VicRoads Section 750 & RM series comes from this document. 17. Road_and_Footpath_Asset_Management_Plan 66 of 83 19/10/2011

67 Attachment 6: - Road Maintenance Procedures & Standard Jobs 6.1 Procedures Service Delivery Area Procedure Edition Sealed Pavements Sealed Pavement Repair and 1 Maintenance Procedure Concrete Works Concrete Repair and Maintenance 1 Procedure Drainage Works Drainage Maintenance Procedure 1 Unsealed Pavements Unsealed Pavements Maintenance 1 Procedure Minor Construction Works Minor Construction Works Procedure 1 Signs & Traffic Management Devices Signs & Traffic Management Devices 1 Maintenance Procedure Emergency Services Emergency Services Procedure, Safety 1 Devices & Signs Procedure Mechanical Repair Request Mechanical Repair Request Procedure 1 Visual Inspection Visual Inspection Procedure 1 NB: These are Council s own Maintenance Procedures. 6.2 Routine Road Maintenance Standard Jobs Routine Maintenance Component Pavement Maintenance Roadside Maintenance Bridge Maintenance NB: RM100 Asset Feature Sealed Surface RM111 RM112 RM113 RM114 RM116 RM121 RM131 Standard Job Numbering Pothole Patching Regulation Crack Sealing Minor Surface Treatment Pavement Cleaning Edge Repair Isolated Pavement Repair RM300 Unsealed Road RM311 Unsealed Road RM400 RM800 RM500 RM600 Drainage Operational Servicing Vegetation Road Furniture RM411 RM413 RM414 RM814 RM816 RM511 RM513 RM515 RM611 RM612 RM615 RM617 Kerb & Channel Drain and Pit Cleaning Drain and Pit Repair Emergency Works and Services Emergency Repair Grass Mowing & Edge Trimming Vegetation Control Tree & Shrub Management Signs Repair Guard fence Sign Replacement Paved Islands & Footpaths RM800 Operational Servicing RM830 Street Lighting & Traffic Signals RM700 Structures RM711 RM712 Bridge Maintenance Other Structures Basis of Council s specification is VicRoads Section 750 & RM series comes from this document. 17. Road_and_Footpath_Asset_Management_Plan 67 of 83 19/10/2011

68 Attachment 7: - Footpath Maintenance Standards & Practices Activity Description Cleanliness: All paths shall be kept clean and tidy and clear of debris. Repairs & maintenance: Necessary routine maintenance and repair works on all concrete, bitumen, asphalt & gravel footpath Specific defects to be repaired in accordance with Schedule for Footpath Defect Intervention Levels, Attachment 6. Level of Service The FBD & Yarraville Shopping Precincts are swept on a weekly basis with some specific areas daily; Footpath sweeping shall generally be carried out on a reactive basis following requests for service or inspections in all areas. Footpaths will be repaired in accordance with Council s specifications in accordance with intervention level timeframes listed in Attachment 10; Footpath slabs with lips/edges greater than 20 mm or badly cracked will be replaced as outlined in Attachment 10; Footpath slabs with lips/edges between 15mm 20mm will have the lip ground down to a suitable profile as per Attachment 10; Gravel footpaths reinstated to create even surface free of depression 17. Road_and_Footpath_Asset_Management_Plan 68 of 83 19/10/2011

69 Attachment 8: - Demarcations with other Road Authorities A number of different authorities have responsibility for roads or parts of roads within and adjacent to the City of Maribyrnong. These include adjoining municipalities, Vic Roads, Tramways and Railways. Where there are maintenance demarcation agreements defining limits of responsibility on municipal roads between the City of Maribyrnong and other Road Authorities or any private organisation, the schedule of roads affected and details of these agreements are listed in the Road Register. Adjoining Municipalities: The demarcation line for adjoining municipalities has been decided as the municipal boundary line. This is the road reserve centre line in most cases however other situations exist such as where the municipal boundary cuts across a road. The following list indicates the adjoining municipality, the road and the demarcation line. VicRoads: Hobsons Bay: Francis St east of Whitehall St. Fogarty Avenue Hardie Road Cemetery Road Geelong Rd Service Rd Brimbank Duke Street Burke Street Road centre line Boundary line /Road Crossing Boundary line/ Road Crossing Road centre line Boundary line/ road crossing Road centre line Road centre line Vic Roads has responsibility for the following main roads and state highways within Maribyrnong. F Geelong Road F Ballarat Road F Francis Street West of Whitehall Street F Whitehall Street South of Hopkins Street F Moreland Street Between Napier and Whitehall Street F Hyde Street South of Francis Street F Williamstown Road South of Geelong Street F Somerville Road West of Geelong Road F Geelong Street F Sunshine Road, Buckley Street, Napier Street F Hopkins Street East of Moore Street F Moore Street F Parramount Road, Dempster Street F Gwelo Street Between Dempster Street and Sredna Street F Sredna St North of Gwelo Street F Ashley Street South of Ballarat Road F Churchill Avenue East of Ashley Street F Mitchell Street Between Ashley Street and Hampstead Road F Hampstead Road, Wests Road F Cordite Avenue, Raliegh Road F Gordon Street, Van Ness Avenue F Farnsworth Avenue 17. Road_and_Footpath_Asset_Management_Plan 69 of 83 19/10/2011

70 Attachment 8: - Demarcations with other Road Authorities (Continued) The demarcation lines defining Council and Vic Roads responsibilities for these roads are defined in the code of practice Physical Limits of Responsibility For Declared Freeways and Arterial Roads. They generally allocate responsibility for assets serving through traffic on these roads to Vic Roads and the area outside these assets ie nature strips and footpaths and service roads where applicable to Council. Tram Lines & Train Lines: Tram Lines within the municipality currently exists in: F Leeds Street South of Hopkins F Hopkins Street Between Leeds and Nicholsons Streets F Droop Street F Ballarat Road and Gordon Street (Both VicRoads) F River Street * F Rosamond Road Between River Street and Williamson Road* F Williamson Road Between Rosamond Road and the tram reserve east of Wests Road F Raliegh Road between tram reserve east of Wests Road and the Maribyrnong River (VicRoads) The symbol * indicates that the tram location is generally within a road reserve but outside the carriageway area. The demarcation line where the tram lines are within a carriageway is defined as the edge of the concrete track base which is approximately 500mm outside the outside track in each direction. Train Lines within the municipality interact with our roads at a number of locations including: F Bunbury Street road over railway tunnel F Nicholson Street road bridge over rail F Albert Street road bridge over rail F Victoria Street rail bridge over road F Pilgrim (Bristow) Street rail bridge over road F Somerville Road road bridge over rail F Anderson Street level crossing F Josephs Road level crossing F Along Maribyrnong Street F Across Yuille Street east of Whitehall F Across Somerville Road east of Whitehall Footbridges exist over rail lines at the following locations: F Footscray Station F Buckley Street to Gordon Street just east of Geelong Road F West Footscray Station F Seddon Station 17. Road_and_Footpath_Asset_Management_Plan 70 of 83 19/10/2011

71 Attachment 9: - Road Defect Intervention Levels & Response Times Note: Intervention response times are determined from the Road Hierarchy Category (column 2). The higher the hierarchy level of a road, the faster is the required response. Standard Job Description Cat. Defect Intervention Level Response Times Unit RM100 SEALED PAVEMENT RM111 POTHOLE PATCHING Pavement surface patching of potholes < 0.25 m 2 in traffic lanes using appropriate materials to repair the defect and restore the riding surface to a smooth condition. 4 Any potholes that are assessed by Council as being a risk Rectify within 24 hours 3 to the public that have been identified either as the result of Rectify within 48 hours an inspection or have been reported to Council. 2 1 Response in Laneways (Level 1) is pending outcome of proposed Council Laneway Policy (during 2004). Rectify within 3 weeks Rectify within 6 weeks 1 m 2 RM112 REGULATION OF WHEEL RUTS & DEPRESSIONS Application of a levelling course of bituminous materials to depressed or rutted areas of pavement < 5 m 2. 4 Rectify within 12 weeks 3 All defects > 60 mm depth measured with 1.2 m straightedge Rectify within 18 weeks 2 transverse, or under a 3 m straight-edge longitudinal Action only if warranted 1 m 2 1 Action only if warranted RM113 CRACK SEALING Filling of cracks and joints, excluding crocodile cracking, using liquid bituminous sealants. 4 Annual Program 3 All cracks > 10 mm width Annual Program 2, 1 Annual Program 1 lineal m RM116 PAVEMENT CLEANING Cleaning of pavement including intersections, kerbs and channels to remove debris which is a danger to traffic or pedestrians or prevents the free drainage of the pavement. All When accumulation of aggregate, dirt or debris becomes a danger to traffic or pedestrians Make safe on same day 4 Rectify within 4 weeks 3 When accumulation of aggregate, dirt or debris prevents the free drainage of the pavement Rectify within 8 weeks 2, 1 Rectify within 12 weeks 1 m 2 RM131 ISOLATED PAVEMENT REPAIR Treatment of isolated failed pavement areas between 0.25 m 2 and 20 m 2 by replacement with new material or improvement of existing material, including reinstatement of road surface. 4 Any failed areas that are assessed by Council as being a Rectify within 48 hours 3 risk to the public are to be repaired or made safe pending Rectify within 48 hours repair on a program of works. 2 Response in Laneways (Level 1) is pending outcome of Rectify within 4 weeks 1 proposed Council Laneway Policy (during 2004). Rectify within 12 weeks 1 m Road_and_Footpath_Asset_Management_Plan 71 of 83 19/10/2011

72 Attachment 9 Road Defect Intervention Levels and Response Times Roads (Continued) Standard Job Description Cat. Defect Intervention Level Response Times Unit RM300 UNSEALED ROAD RM311 UNSEALED ROAD Spot gravelling, pothole repair, grading or reshaping. All Dependent upon risk assessment by a Council officer that takes into account location on the road, traffic usage and sight distance. Rectify as determined by the risk assessment otherwise as per routine maintenance program. 1 lane km RM400 DRAINAGE RM411 KERB & CHANNEL Minor repairs to maintain flow of water and protect road and roadside from scour. All When there is or is likely to be significant ponding of water, scouring or structural defect creating a hazard for users. Rectify as determined by the risk assessment otherwise as per routine maintenance program. 1 lane km RM413 DRAIN AND PIT CLEANING Inspection and cleaning of drains and pits to maintain flow of water. All Inspect every 2 years Rectify as determined by the risk assessment otherwise as per routine maintenance program. 1 No. (pit/drain) RM414 DRAIN AND PIT REPAIR Repair or replacement of damaged pits, surrounds, grates, lids or lintels. All 4 Any damage that is assessed by Council as being a risk to the public Make safe on same day Rectify within 2 week 3, 2 When drain or pit becomes non-functional Rectify within 6 weeks 1 No. (pit/drain) 1 Rectify within 12 weeks 17. Road_and_Footpath_Asset_Management_Plan 72 of 83 19/10/2011

73 Attachment 9 Road Defect Intervention Levels and Response Times Roads (Continued) RM500 VEGETATION Standard Job Description Cat. Defect Intervention Level Response Times Unit RM511 GRASS MOWING& EDGE TRIMMING Mowing of roadside areas to control weeds, grass growth, maintain sight distance, reduce fire hazard and maintain a tidy appearance for all roadside areas in urban areas. 4 Maintain grass length to a maximum 150 mm 3 Maintain grass length to a maximum 200 mm 2, 1 Maintain grass length to a maximum 250 mm Rectify within 1 week. Cut to between mm. 1 Ha RM513 VEGETATION CONTROL Control of vegetation growth, excluding noxious weeds within 450 mm around road furniture, on paving and around/under trees and shrubs. 4 Maintain grass length to a maximum 200 mm by cutting or providing a vegetation free surface. Rectify within 1 week Keep all beaching, paved areas and joints between 3, 2, 1 Rectify within 4 weeks pavement and kerb, vegetation free. 1 km of carriageway edge RM515 TREE AND SHRUB MANAGEMENT of roadside areas, foliage trimming, use of herbicides and removal of vegetation. On the footpath side of the tree, Council will maintain clearances of 2.2 metre height and 1.0 metre width from property/building line. In extreme cases, a risk assessment may need to be undertaken to determine if tree requires removal. All All Cut and remove trees when they become a hazard to the public Cut when: - growth obstructs visibility and sight distance at intersection and to road signs etc.; - foliage encroaches around structures, over bike paths or footpaths; - cut and remove sucker tree growth within the shoulder and verge. Trim trees to maintain: - minimum 1 metre from back edge of shoulder and/or kerb; - minimum height clearance over shoulders and pavements: 4.5 metres clear Arterial roads 3.0 metres clear Secondary Roads 2.5 metres clear Local Roads Immediate action as appropriate Rectify within 2 weeks, however where a tree removal is required, rectify within 4 weeks. 1 man hour 17. Road_and_Footpath_Asset_Management_Plan 73 of 83 19/10/2011

74 Attachment 9 Road Defect Intervention Levels and Response Times Roads (Continued) Standard Job Description Cat. Defect Intervention Level Response Times Unit RM600 ROAD FURNITURE RM611 SIGN REPAIR Minor repair, re-erection and cleaning of signs, including supports. All Any sign or support damage that is assessed by Council as being a risk to the public Make safe on same day 4, 3 Straighten or replace sign posts when out of alignment or Rectify within 2 weeks 2 damaged. Clean sign and delineator faces when reflectivity is Rectify within 4 weeks 1 reduced by 50% due to accumulation of dirt. Rectify within 8 weeks 1 m 2 RM612 GUARDFENCE Realignment, repair or replacement of isolated guard fence < = 15 m/section, including terminal sections, posts, rails and cleaning of delineators All Any defective guardrail that is assessed by Council as being a risk to the public Make safe on same day 4, 3, 2 All structurally defective guardrail components including Rectify within 4 week 1 posts and hardware Rectify within 12 weeks 1 lineal m RM615 SIGN REPLACEMENT Replacement of regulatory and warning signs which are worn, damaged or missing. 4 Replace if, after cleaning, sign is not visible from 150 metres at night, on low beam. Rectify within 48 hours 3, 2, 1 Replace if missing. Rectify within 48 hours 1 No. LINEMARKING Repair or replacement of worn or missing Linemarking. All 4, 3 2, 1 All pavement markings, including linemarking, are to be repainted on a 2 year cycle. Thermoplastic long-life treatments, due to their slower rate of deterioration to normal painted markings, are based on a standard inspection identifying a need for reapplication. However, where any defect is assessed by Council to be a potential risk to the public. Any other defect considered to warrant attention Make safe and repair within 24 hrs Rectify within 2 weeks subject to resource availability Rectify within 4 weeks subject to resource availability 1 lineal m 17. Road_and_Footpath_Asset_Management_Plan 74 of 83 19/10/2011

75 Attachment 9 Road Defect Intervention Levels and Response Times Roads (Continued) RM700 STRUCTURES Standard Job Description Cat. Defect Intervention Level Response Times Unit RM711 BRIDGE MAINTENANCE Inspection and minor maintenance of bridge components in accordance with Bridge Inspection Manual, Part 3 - Bridge Inspection Procedures, Section 2 Level Routine Maintenance Inspections: (a) cleaning and clearing of deck, footway, expansion joints, scuppers and downpipes; (b) cleaning and clearing of dirt from superstructure and substructure and vegetation from in and around bridge; (c) minor repair and minor painting including repair of spalled posts and parapets, and repair, tightening and painting of railing. RM800 OPERATIONAL SERVICING RM814 EMERGENCY WORKS AND SERVICES All work arising from emergency incidents including flooding, fires, storms, traffic accidents, etc. to ensure the safety of the public and protection of the asset. RM830 STREET LIGHTING & TRAFFIC SIGNALS Reporting of damage to traffic signals & street lighting. (a) Structural Maintenance 4 Rectify within 1 week 3 Clear and clean when any accumulation of material Rectify within 1 week causes interruption to the escape of drainage water, or the 2 operation of expansion joints. 1 (b) and (c) Non-Structural Maintenance All 4 3, 2 1 All Other defects as defined in the Bridge Inspection Manual, Section Site Inspections When event is detected or made known. When damage is detected or made known. Rectify within 12 weeks Respond on-site within 2 hour Respond on-site within 2 hours Respond on-site within 2 hours Report immediately to AGL & VicRoads 1 man hour 1 man hour 1 No. (incident) 1 man hour 17. Road_and_Footpath_Asset_Management_Plan 75 of 83 19/10/2011

76 Attachment 10: - Footpath Defect Intervention Levels Hierarchy Category Defect (Refer to Footpaths Hazard Risk Rating Chart) Target Action Response Activity Category 5: FBD & Yarraville Shopping Precincts. Category 4: Defined shopping strips. Category 3: Specific Pedestrian Generators. Paved areas sunk, cracked, heaved, when lips/edges are > 20 mm and/or mounding or depressions are > 40mm under a 1.2 metre straight edge. Paved areas sunk, cracked, heaved, when lips (ie slope >1:1) are 15 to 20 mm and/or mounding or depressions are 20 to 40 mm under a 1.2 metre straight edge. Make safe within one week. Replacement within available annual maintenance program budget with listed defects prioritised in accordance with Footpath Hazard Risk Rating Chart, highest priority works first. Make safe within one week. Edge grind or replace within annual maintenance program in order of priority (see note above) < 15 mm lip/edge If action is necessary, undertake as resources permit Paved areas sunk, cracked, heaved, when lips/edges are > 20 mm and/or mounding or depressions are > 40mm under a 1.2 metre straight edge. Paved areas sunk, cracked, heaved, when lips (ie slope >1:1) are 15 to 20 mm and/or mounding or depressions are 20 to 40 mm under a 1.2 metre straight edge. Make safe within 2 weeks. Replacement within available annual maintenance program budget with listed defects prioritised in accordance with Footpath Hazard Risk Rating Chart, highest priority works first. Make safe within 2 weeks. Edge grind or replace within annual maintenance program in order of risk priority (see note above) < 15 mm lip/edge If action is necessary, undertake as resources permit Paved areas sunk, cracked, heaved, when lips/edges are > 20 mm and/or mounding or depressions are > 40mm under a 1.2 metre straight edge. Paved areas sunk, cracked, heaved, when lips (ie slope >1:1) are 15 to 20 mm and/or mounding or depressions are 20 to 40 mm under a 1.2 metre straight edge. < 15 mm lip/edge No action required Make safe within 4 weeks. Replace within 2 years where funding allows, with works undertaken in order of risk priority. Make safe within 4 weeks. Edge grind or replace within 2 years in order of risk priority. Category 2: Other Areas. Category 1: Unconstructed / Informal pathways Paved areas sunk, cracked, heaved, when lips/edges are > 20 mm and/or mounding or depressions are > 40mm under a 1.2 metre straight edge. Paved areas sunk, cracked, heaved, when lips (ie slope >1:1) are 15 to 20 mm and/or mounding or depressions are 20 to 40 mm under a 1.2 metre straight edge. < 15 mm lip/edge No action required Safety issue for users Note: Until backlogs of known defects are addressed the target response times will not be able to be achieved. Make safe within 8 weeks. Replace within 3 years where funding allows, with works undertaken in order of risk priority. Make safe within 8 weeks. Edge grind or replace within 3 years in order of risk priority. If action is necessary, undertake as resources permit 17. Road_and_Footpath_Asset_Management_Plan 76 of 83 19/10/2011

77 Attachment 11: - Inspection Requirements Reference sources for descriptions: Road Management Act 2004 International Infrastructure Management Manual Australia/NZ Edition 2002 UK Highway Code of Practice for Maintenance Management 2001 Inspection Type Purpose Inspection Performed by & Reporting Requirements Reactive/Safety Inspection Incident Inspection Programmed Inspection Condition Inspection Safety inspections are designed to identify all defects likely to create danger or serious inconvenience to users of the network or the wider community. Safety issues may be detected as the result of: (a) formal programmed defect inspection; or (b) observation followed by notification to council by members of the community or council employees while undertaking their normal work duties with a subsequent safety inspection to be conducted by an appropriate council officer. An inspection carried out to comply with the requirements the Road Management Act [Division 5 Claims Procedure, Clause 116]; This inspection enables an incident condition report to be prepared for use in legal proceedings and the gathering of information for the analysis of the causes of accidents and the planning and implementation of road management and safety measures. Inspection undertaken in accordance with a formal programmed inspection schedule to determine if the road asset complies with the levels of service as specified in the Asset Management Plan; A record of each street/road is to be completed detailing the name of the inspector, the inspection date, time and street/road name and a description of any defects found that are at the specified intervention levels defined in the Asset Management Plan; In addition, a notation must to be recorded of any street/road inspected where no defect was apparent under the specific rigour of the inspection. An inspection specifically to identify deficiencies in the structural integrity of the various components of the road infrastructure assets which if untreated, are likely to adversely affect network values. The deficiencies may well impact short-term serviceability as well as the ability of the component to continue to perform for the duration of its intended life span; The condition inspection process must also meet the requirements for accounting regulations and asset management; Regular or periodic assessment, measurement and interpretation of the resulting condition data is required so as to determine the need for any preventive or remedial action then development of relevant programs of rehabilitation or renewal works. Council representative with an appropriate level of knowledge of road maintenance techniques who may then call in a higher level of expertise if necessary. Recording to identify specific safety defect, time first reported, time inspected & by whom, subsequent action & time of completion. Council representative with an appropriate level of knowledge of road maintenance knowledge and experience in road construction and maintenance practices. Formal Incident Report required, as described. Council representative with an appropriate level of knowledge of road maintenance road maintenance techniques; A record of the inspection is to be signed by the inspector for placing on council s asset database for reference purposes (NB: this may include insurance or litigation requirements). Inspection undertaken under the direction of a qualified engineer or experienced technical officer with extensive knowledge and experience in road construction and maintenance practices; Specific data to be recorded is determined by requirements of the Asset Management Plan & the Asset Information System used to assess asset component needs. 17. Road_and_Footpath_Asset_Management_Plan 77 of 83 19/10/2011

78 Attachment 12: - Road Asset Inspection Frequencies Asset Group Category Inspection Interval Hierarchy Sub-Category Condition Programmed Roads Category 5: Primary Arterial VicRoads responsibility VicRoads responsibility Secondary Arterial Category 4: Main Distributor Category 4: 6 months Trunk Collector Category 3: Collector Street 5 years for categories 1 to 4 Category 3: 12 months Local Access Street Category 2: Local Access Place Category 2: 24 months Local Access Lane Residential A Local Access Lane Commercial Category 1: Local Access Lane Residential B Category 1: No longer than 4 years Lane Drainage Private Roads & Laneways Private responsibility Private responsibility Footpaths Category 5: FBD & Yarraville Shopping Precincts 6 months Category 4: Defined Shopping Strips 5 years for categories 2 to 5 12 months Category 3: Specific Pedestrian Generators 12 months Category 2: Other Areas 24 months Category 1: Unconstructed/Informal Not currently recorded in SMEC No programmed inspection, respond to complaints only Kerb & Channel Category 5: VicRoads Arterials Category 4: Main Distributors & Truck Collectors 5 years in conjunction with roads Category 3: Collector & Local Access Streets for categories 1 to 4 & for VicRoads Undertaken in conjunction with Footpaths Category 2: Local Access Places & Res A & Comm. Lanes where K&C is a council responsibility. Category 1: Local Access Lanes Res B & Drainage 17. Road_and_Footpath_Asset_Management_Plan 78 of 83 19/10/2011

79 Attachment 12 Road Asset Inspection Frequencies (Continued) Asset Group Category Inspection Interval Hierarchy Sub-Category Condition Programmed Linemarking Category 5: VicRoads Arterials Category 4: Main Distributors & Truck Collectors Programmed inspection accounts Category 4: 6 months Category 3: Collector & Local Access Streets for condition Category 3: 12 months Category 2: Local Access Places & Res A & Comm. Lanes Category 2: 24 months Category 1: Local Access Lanes Res B & Drainage Category 1: No longer than 4 years Signs Category 5: VicRoads Arterials Monthly Category 4: Main Distributors & Truck Collectors Programmed inspection accounts Category 4: 6 months Category 3: Collector & Local Access Streets for condition Category 3: 12 months Category 2: Local Access Places & Res A & Comm. Lanes Category 2: 24 months Category 1: Local Access Lanes Res B & Drainage Category 1: No longer than 4 years Bridges/Major Culverts Category 4: None 6 months Category 3: None 24 months all categories 6 months Category 2: None 12 months Category 1: None 12 months 17. Road_and_Footpath_Asset_Management_Plan 79 of 83 19/10/2011

80 Attachment 13: - Inspection of Signs & Pavement Markings (Linemarking) The following table lists the various sign types and functions. Sign Type Regulatory Signs: Warning Signs: Direction Signs: Tourist and Services Signs: Traffic Instructions Signs: Information Signs: Function Signs that have specific legal significance under the Road Safety (Road Rules) Regulations They include Major Traffic Control items as set out in Schedule 2 of the Regulations. Signs used to warn drivers of potentially hazardous conditions on or adjacent to the road and of conditions which may require them to stop, slow down, or prepare for some possible manoeuvre which may not be apparent from other signs or devices, or from road or traffic conditions. Signing and route numbering provided to assist the unfamiliar driver to navigate. Generally G series signs. Signs depicting tourist features, establishments and major attractions that form part of an integrated tourist information system. Signs used to communicate to drivers traffic instructions necessary for the safe and efficient operation of roads. They are not regulatory signs but are normally used in conjunction with regulatory or warning signs to form a standard treatment and to support the operation of road rules. Signs used to identify points of geographical interest and provide other information associated with the public use of roads. As these signs provide broader community service information they are generally purpose built to order. Pavement Markings: The purpose of pavement markings is to provide a system of clear and effective pavement markings that is essential for the proper guidance and control of vehicles and pedestrians. Pavement markings may simply guide traffic or give advance warning, or they may impose restrictions which are supported by traffic regulations. 17. Road_and_Footpath_Asset_Management_Plan 80 of 83 19/10/2011

81 Attachment 14: - Road Maintenance Expenditures Works Department Road Maintenance Expenditures 1998/ / / / / /2004 Road Pavement Works Variation 99/00 to 02/03 Up or Down Sealed Pavements $405,783 $269,325 $295,711 $221,252 $183, % Crack Sealing $0 $3,491 $0 $0 $10,900 Laneways $29,244 $51,012 $34,194 $17,312 $15, % Unsealed Pavements $32,465 $50,986 $61,588 $114,442 $61, % Sub-total Roads $467,493 $374,815 $391,493 $353,006 $271, % Other Road Reserve Works Pathways $368,051 $288,941 $347,142 $248,947 $183, % Kerb & Channel $60,425 $53,192 $68,253 $31,051 $71, % Stormwater Drainage $90,383 $147,875 $52,782 $60,431 $50, % Signs, Traffic Management Devices $112,495 $106,299 $121,908 $120,324 $158, % Declared Main Roads $60,957 $29,475 $50,180 $67,384 $63, % Additional Works $114,496 $166,960 $90,267 $97,675 $102, % Fixed Fee Services $109,074 $103,367 $101,498 $100,326 $100, % Amendments -$17,160 -$365 Overall Total $1,366,213 $1,270,561 $1,223,523 $1,079,143 $1,002, % 17. Road_and_Footpath_Asset_Management_Plan 81 of 83 19/10/2011

82 Attachment 15: - Road Maintenance Budget Works Department Budget Heading Road Maintenance CCT Period Salaries $523,734 $547,597 $554,225 $598,983 $659,928 $657,379 $730, % Contractors $440,818 $382,663 $341,664 $330,000 $250,000 $161,000 $160, % Plant $210,900 $214,480 $246,600 $241,000 $222,500 $240,546 $270, % Tipping $21,000 $21,000 $30,000 $30,000 $25,000 $24,000 $24, % Asphalt $159,800 $160,000 $150,000 $135,000 $120,000 $97,000 $97, % Materials $111,522 $102,460 $104,760 $96,917 $81,300 $86,000 $71, % Concrete $73,800 $70,000 $70,000 $80,000 $62,000 $68,000 $68, % Quarry Products $18,000 $16,000 $31,451 $25,000 $22,000 $24,000 $24, % Signs $27,000 $38,000 $38,000 $35,000 $35,000 $50,000 Other $2,220 $3,500 $5,000 $5,800 $5,800 $5,000 $4, % Allocation Total $1,561,794 $1,544,700 $1,571,700 $1,580,700 $1,483,528 $1,397,925 $1,499, % Contract Income -$1,481,294 -$1,360,700 -$1,330,700 -$1,224,700 N/A N/A N/A Other -$20,500 -$24,000 -$81,000 -$76,000 -$52,000 -$25,000 -$15,000 Reinstatements -$60,000 -$160,000 -$160,000 -$280,000 -$200,000 -$200,000 -$200,000 Vic Roads (60 K included (60 K included (60 K included (60 K included -$60,000 -$62,000 -$62,000 in 012) in 012) in 012) in 012) Sub-total -$1,561,794 -$1,544,700 -$1,571,700 -$1,580,700 -$312,000 -$287,000 -$277,000 Allocation Total $0 $0 $0 $0 $1,171,528 $1,110,925 $1,222, Line Marking Contractor Payments $134,000 $101,200 $91,200 $78,000 $75,000 $75,000 $75, % Allocation Total $134,000 $101,200 $91,200 $78,000 $75,000 $75,000 $75, % Variation 99/00 to 02/03 Up or Down 145 Kerb & Channel Contractor Payments $0 $0 $0 $0 $0 $100,000 $100,000 Allocation Total $0 $0 $0 $0 $0 $100,000 $100, Road_and_Footpath_Asset_Management_Plan 82 of 83 19/10/2011

83 Attachment 16: - Road Infrastructure Capital Works Budget Capital Budgets 1995/ / / / / / / / /04 Variation 99/00 to 03/04 Up or Down Total Works Budgets Road Works $3,993,000 $4,550,000 $3,950,000 $3,700,000 $3,000,000 $3,000,000 $3,280,218 $3,295,517 $3,075, % Footpaths $650,000 $840,000 $850,000 $500,000 $400,000 $400,000 $400,000 $400,000 $415, % Drainage Works $490,000 $590,000 $570,000 $420,000 $250,000 $260,600 $300,000 $310,000 $180, % Traffic Improvement Works $295,000 $248,000 $250,000 $250,000 $200,000 $210,000 $200,000 $265,000 $415, % Total on Road Assets - Budget $5,428,000 $6,228,000 $5,620,000 $4,870,000 $3,850,000 $3,870,600 $4,180,218 $4,270,517 $4,085, % Grant Income Local Road Funding $393,000 $350,000 $350,000 $350,000 $350,000 $395,000 $332,000 $283,146 $288, % Roads to Recovery $0 $0 $0 $0 $0 $73,304 $354,225 $128,336 $293,218 N/A Council Funded - Budget $5,035,000 $5,878,000 $5,270,000 $4,520,000 $3,500,000 $3,402,296 $3,493,993 $3,859,035 $3,503, % Notes: 1. The capital works funding budgets for the peak years of 1995/96 to 1998/99 inclusive were a significant increase over the years prior to the 1994 Council Amalgamation. There was a component of catch-up funding possible because of the sale of Council s Electricity undertaking. 2. Therefore a more accurate reflection of trends is for the period from and including 1999/ Road_and_Footpath_Asset_Management_Plan 83 of 83 19/10/2011