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Code of Practice for Highway Safety InspectionsCode of Practice for Highway Safety InspectionsVersion 1.00Version 1.00

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Code of Practice for Highway Safety Inspections

Version 1.00Dated 28th March 2013


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introduction 4

Section 1 - Overview 5

Section 2 - Objectives 6

Section 3 – management Systems and Records 7

Section 4 – Inspector Training 8

Section 5 – Safety Inspections 9

Section 6 – Repair and response Times (Standards of Service) 20

Section 7 – Highway Condition Surveys 23

Section 8 – Utility Works 26

Appendix A – Intervention 26

Appendix B – Risk Register 28

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Document owner: Blackpool Council/The Built Environment/TransportationDocument number: 1.00Document category: NADocument location: Layton DepotIssued by: TransportationLast edited: 25th March 2013

Date Version Amended by Description of changes25/03/13 1.00 Will Britain Review of 2011 Code

Name Title Signature Date

Will Britain Principal Engineer 03/04/13

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Introduction

Section 41 of the Highways Act 1980 imposes a duty on highway authorities to maintain highways maintainable at public expense. Section 58 of the Highways Act 1980 provides the highway authority with a special defence if it can demonstrate that it undertakes and implements the findings of cyclic highway safety inspections on its’ maintainable highway network

The purpose of this Code of Practice is to ensure best practice in the inspection of the highway network, to both support the council in defence of potential claims and assist in the development and implementation of the network preventative highway maintenance programme for Blackpool, within the context of asset management and the statutory duty of network management.

The document Well-maintained Highways, Code of Practice for Maintenance Management July 2005, produced by the Roads Liaison Group, makes recommendations for surveys and inspections of adopted highway networks, except where local conditions, constraints or demands require local solutions.

This document ,Blackpool Council’s “Code of Practice for Highway Safety Inspections”, is based on the “Code of Practice for Maintenance Management July 2005”, taking into account local conditions, constraints and demands and is to be read in conjunction with the Blackpool Council “Highways Risk Register which is included in this document and relevant Highway Maintenance Policy”.

The Roads Liaison Group (RLG) Code of Good Practice for Highways Maintenance (2005) makes recommendations in section 9 for surveys and inspections. It outlines three types of inspections:-

Structural Condition Surveys Detailed Inspections Safety Inspections

The RLG Code recognises that three inspections can be undertaken simultaneously. Blackpool’s methodology however is to undertake safety inspections as one process to enable inspectors to focus on defects which if not repaired, are likely to become a potential danger - as outlined in section 9.4 of the RLG code.

The main objectives of the Code are:

1. the adoption of asset management planning as a means of demonstrating value for money in the delivery of highway maintenance;

2. maintain a consistent approach in the collection, processing and recording of highway inventory, highway condition and status information for the purpose of both local and national needs assessment, management and performance monitoring;

3. the adoption and regular review of a risk management regime in the determination of local technical and operational standards, rectification of defects arising from safety and serviceability inspections, and investment priorities. This Code is a benchmark against which to develop and review the council highway maintenance policy and to identify the nature and extent of any local variations.

Author: J.W.B Britain, Principal Engineer, B.Eng.(HONS). C.Eng. M.I.C.E., M.I.H.T., D.M.SAuthor: J.W.B Britain, Principal Engineer, B.Eng.(HONS). C.Eng. M.I.C.E., M.I.H.T., D.M.S

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SECTION 1 - OVERVIEW

Status of the Code

The main relevant definitions are:

the term ‘carriageway’ is used for facilities used by motor vehicles; the term ‘footway’ is used for segregated surfaced facilities used by pedestrians. The term

‘footpath’ is retained for other forms of Public Rights of Way and bridleway (PROW). the term “cycleway” is used for designated areas for use by cyclists, either segregated

surfaces on carriageways or footways

Arrangements for Updating and Review

The Code gives due regard to the Council’s duties and has taken reference from other similar codes of good practice along with appropriate legislation and benchmarking against other Councils with similar objectives. The Code is periodically reviewed in team meetings for the purpose of continuous improvement.

Changing flagged footway (modular) construction to flexible construction

Blackpool Council implements a policy of changing “flags to flex” as part of its robust strategy to minimise repair costs and gain long term improvement in the condition of the footway network. High amenity prestige/conservation areas will be treated on a case by case basis when discussions/decisions on the use of modular materials will be made.

Problems that can arise through modular construction include;

Differential settlement between flags (tripping hazard) Damage to flags due to vehicle over-ride Weakening of foundation due to water ingress through open joints “Loosening”/displacement of flags due to tree roots

The flexible macadam construction being used gives greater strength and flexibility to the footway surface, thus significantly reducing the problems identified above. Certain footways suffer from considerable vehicle over-ride in the area immediately adjacent to the kerb line. Consideration will be given to constructing a “flexible strip”, adjacent to the kerb line, strengthening this area to cope with the vehicle over-ride, in isolation from the rest of the footway.

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SECTION 2 – OBJECTIVESCorporate Objectives

The main purpose of highway maintenance is to ensure the network is safe for the highway user for movement of people and goods. This purpose is set within the corporate objectives of Blackpool Council. It is the intention of this code of practice to carry out highway inspections to the frequencies shown, in Table 1 for the local code.

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SECTION 3 - MANAGEMENT SYSTEMS AND RECORDSThe efficiency, accuracy and quality of information together with records maintained, is crucial both to the effective management of the service and the defence of claims against the Council for alleged failure.

Reference should be made to the Code of Practice for maintaining claim defence, which includes the following:

• Records of inspection Records of adopted highways• Records of condition• Records of maintenance activity• Road accidents data

Risk Management

The management of highway maintenance, including the establishment of regimes for inspection, setting levels of service, determining priorities and programmes and procuring the service, are all undertaken against a clear and comprehensive understanding and assessment of the risks and consequences involved. Blackpool Council’s safety inspection regime uses a risk assessment approach that provides a practical and reasonable approach to the risks and potential consequences identified. It is viewed in the same light as a Safety Audit and treated accordingly. The inspection regime takes account of potential risks to all road users, and in particular those most vulnerable.

The risk management criteria used are as follows:

1. Identify the hazard2. Identify likelihood or risk3. Identify control measures4. Record defect details5. Review on future inspections

A highway defect is identified predominantly using two factors:

1. The measurement/depth;2. The likelihood that this measurement (because of its location) would present a hazard.

When these two factors are applicable at any location a defect will be identified i.e. the measurement at the defect meets or exceeds the defined criteria and it is likely that an accident could occur.

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SECTION 4 - INSPECTOR TRAININGBlackpool Council is committed to continual staff development and training. The Council has established a highway training programme, which is constantly reviewed with the inspection team, to meet team training needs, in line with the Code of Practice objectives. All highway inspectors carrying out safety inspections also have an annual individual performance appraisal during which on-going training needs are identified and discussed. Each member of the inspection team attends a weekly briefing session with the line manager and regular moderation exercises are arranged to ensure consistent inspection standards are maintained throughout the town. Newly appointed Safety Inspectors spend a period of time with experienced colleagues from the Inspection team before carrying out inspections alone. The inspector’s training is as follows:

Job induction (including tour of work site and details of materials used) Job shadowing Staff development interviews every six months Individual Performance Assessment Weekly team meetings (to discuss any new developments and areas for improvement) Any courses relevant to the job All Safety Inspectors are required to obtain a formal Inspector Modular Training and

Assessment Certificate (IMTAC). All Highway Inspectors are required to obtain a supervisor level accreditation as required by

the New Roads and Street Works Act 1991.

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SECTION 5 - SAFETY INSPECTIONSInspection Regime

The Council’s method of inspection, assessment and recording, include the following and have been defined following an assessment of the relative risks: The parameters for a safety inspection regime are:

frequency of inspection; items for inspection; degree of deficiency; nature of response.

The Inspection, assessment and recording regime provides the basic information for addressing the key objectives of highway maintenance strategy, which are Network Safety, Serviceability and Sustainability.

Safety Inspections sourcesSafety defects derive from two main sources:

1. Planned cyclic safety inspections to identify potential dangers2. Reactive safety inspections following complaints in respect of the condition of the highway.

Records of cyclic safety inspections and safety inspections following complaints are maintained on the highway computer database.

Driven safety inspections will take place on selected streets within Blackpool, these streets are :-

Parkinson Way Yeadon Way Mythop Road Preston New Road Squires Gate Lane Squires Gate Link Road Faraday Way Progress Way Warren Drive (between borough boundary and North Drive) Moor park (between Bristol Avenue and Farady Way)

The driven inspections of this streets will be focused on the carriageway and where there is a footway associated with these streets the footways will be inspected separately and walked in the normal manner.

Driven inspections will be undertaken by a team of two inspectors with the driver concentrating solely on driving. The vehicle used will have Highways Maintenance signs and a roof mounted hazard warning light on it. The Highways Inspectors will be wearing PPE appropriate to speed limits of 40mph+. The vehicle will be slow moving never exceeding 15mph and it will travel in all lanes of the street. The driven inspections of these streets will be focussed on the carriageway and where there is a footpath associated with these streets the footways will be inspected separately every 3 months and walked in the normal manner.

Inspection frequencies

Frequencies for safety inspections of individual network sections are based upon consideration of:

guidance from the RLG code local conditions, constraints or demands

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25 March 201325 March 2013 category within the network hierarchy traffic use, characteristics and trends, (actual vehicle and pedestrian count information will be

used). Guidance has been taken from the Development of a Risk Analysis Model for footways and cycle tracks (PPR 171) Transport Research Laboratory

characteristics of adjoining network elements wider policy or operational considerations.

Although the category within the hierarchy, in combination with traffic use, is the main determinant of inspection frequency, other factors are taken into account in deciding whether consideration is given to increasing or reducing the frequency. Using these variant factors, an on-site ‘reality check is undertaken where there is any uncertainty about the category to be applied. For example:

road use might be at the margin of the category but have higher than normal levels of growth. extensive development may be taking place or planned, the section might have a higher than

normal level of accidents or related incidents, which could suggest unusually high levels of risk;

although traffic flows on the carriageway might be low, there might be high levels of pedestrians or cyclists (traffic composition);

the route might be the subject of promotion by the council for example as a ‘Safer Route to School’ or access to a railway station;

in urban areas, it may be desirable to combine footway and carriageway inspections to mitigate against problems associated with heavy traffic and parked cars;

there could be significant variations in either vehicle, pedestrian traffic or both outside the holiday season

The frequencies in Table 1 are based upon categories within the network hierarchy and are provided as a starting point, but in defining the safety inspection regime, account is taken of all of the parameters listed above. Safety Inspections are carried out to specified frequencies, dependent upon the status of each highway. The various categories have then been grouped together into four inspection frequencies, referred to locally as:-

1. Priority 2. Important 3. Important Link 4. Local

In some circumstances it is possible that the specified frequencies cannot be met, for example adverse weather conditions, so for this reason a tolerance in the frequency of inspections is permitted.

Adopted Back Streets

Adopted back streets can be split into three groups:-

1. Town centre back streets (local category a) – providing service access to commercial premises and links to adjacent access routes/shopping areas e.g. Cheapside, back Church Street etc.

2. Gated back streets (local category b) – no access to the general public, used by residents only, generally for waste collection purposes. Gates are kept locked for the vast majority of the time

3. Other back streets (local category c) – provide access to properties and also through access for use by residents and the general public. Lightly used by both vehicular (where width of back street allows) and pedestrian traffic (general public usage is normally very low).

Grass verges and grassed areas

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25 March 201325 March 2013The Council carries out routine maintenance of grass verges, but this only consists of routine grass cutting and soil and seeding where required. There are some grass verges where the Council have decided to erect bollards or wooden posts to protect the verges, often to deter motorists from driving over the verge.

The Council will not accept any liability in respect of tripping incidents located on grass verges or grassed areas. It is reasonable to expect that these are areas where people should not be expected to walk as it is normal practice for pedestrians to make use of the recognised crossing point facilities.

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25 March 201325 March 2013TABLE 1

Carriageways - National Code Local code

Category Cat name / Hierarchy

Description

Type of Road

General Description

Description Suggested

frequency

Category Description Actual Frequency

1 Motorway Limited access motorway regulations apply

Routes for fast moving long distance traffic. Fully grade separated and restrictions on use.

1 Month Priority

None

1 Month

2 Strategic

Route

Trunk and some Principal 'A' roads between Primary Destinations

Routes for fast moving long distance traffic with little frontage access or pedestrian traffic. Speed limits are usually in excess of 40 mph and there are few junctions. Pedestrian crossings are either segregated or controlled and parked vehicles are generally prohibited.

1 Month Priority

Routes for fast moving long distance traffic. Full lane separated and restrictions on use.

There is only one such road in Blackpool :-

Progress Way and the link road from Squires Gate Lane to the M55

Typically Traffic Counts of between

8000 – 25000 vehicles per day 1 Month

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Description

Type of Road

General Description


frequency


3a Main

Distributor

Major Urban Network and Inter-Primary Links. Short – medium distance traffic

Routes between Strategic Routes and linking urban centres to the strategic network with limited frontage access. In urban areas speed limits are usually

40 mph or less, parking is restricted at peak times and there are positive measures for pedestrian safety.

1 Month Priority

In Blackpool this network is referred to as the Strategic Road network. Main Distributor descriptions (with positive measures for pedestrian safety and parking is restricted) only apply to the following roads:

Preston New Road Squires Gate Lane

1 Month

3b Secondary

Distributor

Classified Road

(B and C class) and unclassified urban bus routes carrying local traffic with frontage access and frequent junctions

In rural areas these roads link the larger villages and HGV generators to the Strategic and Main Distributor Network. In built up areas these roads have 30 mph speed limits and very high levels of pedestrian activity with some crossing facilities including zebra crossings. On-street parking is generally unrestricted except for safety reasons

1 Month Priority

In Blackpool this network is referred locally as the Strategic Road Network (SRN) and part of the Distributor Road network (DRN). The local SRN and part of the DRN is primarily the A, B and C Roads together with a number of Distributor Roads.

There are higher levels of Pedestrian activity with crossing facilities and centre islands. On street parking is generally unrestricted. Blackpool has a maximum speed restriction of 30mph. Examples of these are:- The

1 Month

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Description

Type of Road

General Description


frequency


Promenade, Lytham Road, Devonshire Road, Red Bank Road. Typically Traffic Counts of between

8000 – 25000 vehicles per day

4a Link Road Roads linking between the Main and Secondary Distributor Network with frontage access and frequent junctions

In rural areas these roads link the smaller villages to the distributor roads. They are of varying width and not always capable of carrying two way traffic. In urban areas they are residential or industrial inter- connecting roads with 30 mph speed limits random pedestrian movements and uncontrolled parking

3 Months Important

Some of these roads belong to the Distributor Road Network (DRN)

In Blackpool Link Roads are roads linking the areas such as industrial areas or local shopping areas to the Strategic Road Network (SRN) and some of the Distributor Road network (DRN). Where Unclassified roads are used more commonly as links to Local Access network they have also been classed as DRN

Examples of these roads are :-

Norbreck Road, Warbreck Drive,

Typical Average Traffic Counts between 1500 - 8000

3 Months

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Description

Type of Road

General Description


frequency


4b Local Access

Road

Roads serving limited numbers of properties carrying only access traffic

In rural areas these roads serve small settlements and provide access to individual properties and land. They are often only single lane width and unsuitable for HGV’s. In urban areas they are often residential loop roads or cul-de-sacs.

1 year Local Access Road

Blackpool is not a rural area. In Blackpool these roads often carry two way traffic. The roads on Blackpool roads are set out in a grid and generally Local Access Roads (which are normally Unclassified) provide access to individual properties and land. Where Many Local Access Roads are linked to the Secondary Distributor Road network (SRN), but carry no importance as vehicles would only use these roads for access to individual properties or land.

Typical Average Traffic Counts between 0 - 1500

Local Access Road

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Description

Type of Road

General Description


frequency


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25 March 201325 March 2013Footways - National code Local Code

Category Category Name Description

Suggested frequency

National Code

Category Name Description

Actual

Frequency

1(a) Prestige Walking

Zones

Very busy areas of towns and cities with high public space and Streetscene contribution. 1 Month Priority

Walking Routes

Very busy areas of the borough including busy local shopping centres Examples are the town and the District centres such as Layton District Centre

Typical average Pedestrian Counts between 1.001 – 10,000

1 Month

1 Primary Walking

Routes

Busy urban shopping and business areas and main pedestrian routes. 1 Month Priority

Walking Routes

Very busy areas of the borough including busy local shopping centres.

Examples are the town and the District centres such as Layton District Centre

Typical average Pedestrian Counts between 1.001 – 10,000

1 Month

2 Secondary Walking Medium usage routes through local areas feeding into primary routes,

Medium usage routes and links between Primary walking routes

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Suggested frequency

National Code


Actual

Frequency

Routes local shopping centres etc.

3 Months Important Walking Routes

Examples are: George Street, Beaufort Avenue, Park Road

Typical average Pedestrian Counts between 501 – 1,000

3 Months

3

Link Footways Linking local access footways through urban areas and busy rural footways. 6 Months Important

Link Footway Walking Routes

Important Link Footway Walking Routes usually linking local access footways to either medium usage routes (Important) or (priority/prestige footway)

Examples are :-Crystal Road, Knowle Avenue, Warbreck Drive, Warley Road, Bispham Road

Typical average Pedestrian Counts between 201 – 500

6 Months

4 Local Access

Footways

Footways associated with low usage, short estate roads to the main routes and cul-de-sacs.

1 Year Annual Walking Routes

The roads and footways in Blackpool are set out in a grid and generally consist of Local Access Roads and Local Access Footways (which are normally Unclassified) provide access to individual properties and land. Where Many Local Access Roads are linked to the

1 Year

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Suggested frequency

National Code


Actual

Frequency

Secondary Distributor Road network (SRN), but carry no importance as pedestrians would only use these roads for access to individual properties or land

Typical average Pedestrian Counts between 0 - 200

Where the carriageway frequency >footway frequency = carriageway frequency takes precedence for footway inspections and vice-versa. Therefore Blackpool Council has an establishes an inspection regime which exceeds the national Code of Practice recommendations

Tolerances

Because of the effect of weather, it is possible that the specified frequencies cannot be met in some circumstances. For this reason a tolerance in the frequency of inspections is permitted as follows:

Specified Frequency Tolerance12 times per year (Monthly routes) 6 Working days2 times per year (6 monthly routes) 15 working days4 times per year (Quarterly routes) 10 working daysOnce per year (Annual routes) 30 working days

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25 March 201325 March 2013Table 1 Contd: Local Safety Inspection Frequency for adopted back alleys and Cycleways

Local Code (taking into account local conditions, constraints and demands)Use category Category description Frequency Tolerance ExamplesAdopted back street

Town centre back streets (A)

(A) Used to service high numbers of commercial premises and used by general public

1 month 6 Cheapside

Adopted back streets

Gated back streets (B)

(B) No access for the general public. Used predominantly by residents as low usage amenity. Gates kept locked for extensive periods

12 months 30 Rear Grafton Street and

Percy Street

Adopted back streets

Other back streets (C)

(C) Predominantly used by the residents with low level use by the general public

12 months 30 Rear Percy Street

Cycle route

On road cycle route

Cycle lane forming part of the carriageway (road)

As for applicable

road category

See applicable road category

Devonshire Road

Cycle route

Off road cycle track

Cycle route for cyclists not contiguous with the public carriageway or footway

6 months 15 Cliff tops west of Queen’s Promenade

Cycle trail

Off road cycle trails

Leisure routes/trails through open spaces 12 months 30 Stanley Park

Note:

In back alleyways with designated footways normal intervention measurements apply.

The vast majority of back streets, however, do not have separate footways. Applying a risk assessments the alleyways are generally well known by the users and have a very low footfall. These back alleys shall be treated as carriageways in terms of defining defects for treatment/action.

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Inspection lists produced for each area

Outstanding defects for all areas passed to team leader for distribution to inspectors

Inspection list electronically downloaded onto DCD computers

Inspections undertaken and outcomes recorded on DCD computersCategory U/E work passed to repair teams for immediate completion

Defects logged on DCD computers, uploaded onto the highways database

Work yet to be programmed (Category PP) put onto inspections listWork distributed based on priority given by inspector

Category UW work passed to repair teams

Work completed by repair teams assessed by inspector/supervisor and signed off

Details recorded on works management system


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Enquiry Traces (Ad-hoc Inspections)

Ad-hoc inspections will be carried out to identify any required maintenance works following customer complaints/requests

All complaints/requests relating to a defect on the highway will be inspected within 3 working days. All details of Ad-hoc inspections are recorded on hand held data capture devices (DCDs). Any identified defect will be treated in the same way as those identified through planned cyclic safety inspections.

Inspection process flow chart

The inspection methodology is noted in the following flow chart. For accuracy of records and updating of defect information, this process is followed stringently with the aid of the hand held DCDs, which utilises mapping software for the Blackpool road network, to enter/locate the defects.

Note

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25 March 201325 March 2013U/E = urgent/emergency, UW = urgent - week, PP = pending programme

Section 6 - Repair and Response Times (standards of service)Repair and response times – defect risk assessment

The council follow the guidance given in Section 9.5 of the RLG (July 2005) document. Table 2 – Risk Matrix is taken from this document and shown below.

Table 2 – Risk Matrix (reproduced from RLG document)

Probability →Impact ↓ Very low

(1)Low (2) Medium

(3)High (4)

Negligible (1) 1 2 3 4Low (2) 2 4 6 8Noticeable (3) 3 6 9 12High (4) 4 8 12 16

Response

Category

Repair Response Times

Table 3 Response Time

RLG CodeCategory

LocalCategory

Response Time

Action

1 1 Within 24 hours

Require prompt attention because the defect presents an immediate/imminent hazard/risk. In some instances the defect made be made safe within 24 hours followed by a permanent repair within 5 working days

2(H) 2 Within 5 working days

Defect does not present an immediate/imminent hazard/risk but which, if not attended to within a short period of time would deteriorate further and thus create a higher risk.

2(M) 3Within 5 weeks

Defect identified presents no imminent risk. Work to be included within future planned/pending works programmes. This programme of work is managed by taking into account the safety of users of the highway along with constraints placed upon it by the available limited budgets.

2(L) 4

Include for considerationwithin future planned maintenance programmes

Highway or footway conditions which currently do not present any hazard/risk to highway users, but would be considered for inclusion within the future capital programme e.g. a programme of small area carriageway patching, footway “flags to flex programme”. These types of planned works contribute to the long term maintenance of the highway network improvements, helping to achieve design lives and minimise the maintenance costs of the highways asset in terms of whole life costs.Note – these are not safety defects and are not actionable

Categorising defects

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Category2(L)response

Category2(M)response

Category2(H)response

Category 1response


25 March 201325 March 2013When categorising a defect all of the following are taken into consideration:-

Nature and severity of the defect Measurement of the defect Risk assessment linked to each defect Location of the defect within the footway, carriageway, cycle route or back street Type of highway and it’s usage Type of amenity served by the highway e.g. hospitals, schools, retirement homes etc The RLG Risk Matrix is used as a guide only. In most cases, the local category provided will

exceed the recommendations of the national code of standard

Table 3 Intervention Levels

Category 1 Category 2 Category 3 Category 4Footways Collapse of footway/area

of back street.Missing ironwork coversMissing flags or other modular pavingTripping hazards in footways / back streets ≥25mm with a high probability of a risk occurringDangerously rocking flags.Damaged bollards, railings or posts that present an immediate hazard to pedestrians.Missing kerbs in areas where pedestrians are likely to cross.Depressions or ridges ≥40mm over 1000mm with a high probability of a risk occurring.

Differences in levels ≥25mm on priority walking routes??Rocking flags that could create a trip ≥25mmDamaged bollards, railings or posts dependent on severityDepressions or ridges ≥40mm over 600mm

Differences in levels ≥25m on all other routes??Rocking flags that could create a trip ≥25mm.Damaged bollards, railings or posts dependent on severity.Depressions or ridges ≥40mm over 600mm

Cracked/broken flags presenting no hazard.

Flexible footway areas/back streets showing signs of fretting, cracking etc.

Loss of jointing material between modular slabs.

Footway areas subject to vehicle over-ride, without currently presenting hazards to pedestrians.

Flagged footways where displacement between flags is currently <25mm

Carriageway (c/w)

Collapse of C/w area.Missing ironwork covers.Potholes in the c/w with a depth ≥60mmDifferences in levels of c/w ≥40mm with a high probability of a risk occurring.

Differences in levels of c/w ≥40mm dependant on severity

Differences in levels of c/w ≥40mm dependant on severity.Road markings, dependent upon type of road marking.

Crazing/cracking of c/w surface.Fretting of c/w surface.Polishing of surface course aggregate.Tracking/rutting with deformation

Cycle Routes As per c/w As per c/w As per c/w As per c/w

Minimum intervention levels

Measurement Footway defects ≥25mm Carriageway defects ≥40mm Carriageway defects at designated pedestrian crossing points ≥25mm (for illustrated view see

Appendix A) Back Alleyway defects ≥40mm

Likelihood

Normal direction of travel for pedestrians

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25 March 201325 March 2013 Normal area of footway used by pedestrians e.g. 300mm in from defined boundaries or

obstructions (sign posts, bollards, trees, lighting columns etc.) within the footway

Defects and Repairs associated with Utility and other third party apparatus

Missing/damaged Utility ironwork covers – formally notified to the Utility/3rd party concerned within/by defined timeframes/format. The defect is also recorded on the DCD by the inspector as part of the inspection. A follow up procedure is then implemented, to ensure that remedial action has been taken by the Utility/3rd party concerned within the prescribed timescales.

In some cases where there is a partial collapse of the highway it may not be evident whether this is as a result of a defective drain/drain connection, which could be the responsibility of the highway authority, a Utility company or private 3rd party. In such cases the highway authority will make the area safe and then undertake investigatory excavations to help to determine the ownership of the defective apparatus. If it is a highway surface water drain that has failed then the council will complete all necessary works/reinstatement. Where the apparatus belongs to a Utility or other private 3rd party, then the Utility/private 3rd party concerned takes over the responsibility for completion of all the necessary works/reinstatement, or by agreement (written consent) repays the costs of the works to the Council.

The following flow chart details the relevant notification and action steps:

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Section 7 - Highway Condition SurveysBlackpool council use a number of different types of condition surveys to analyse the current condition of its’ network to determine residual life, treatment types and treatment options.

The results produced by the different survey types e.g. Scanner, Deflectograph etc. are linked to the council’s proprietary highways asset management software. These software systems (combined) enable the council to undertake more detailed analysis in terms of treatment types, design life, cost options, affordability and whole life costings.

The council’s short term, intermediate and long term maintenance plans/programmes will be prepared using the above systems.

Types of survey (used to assess network condition and support analysis for works programming)

Identification of highway condition

General

There are various types of highway inspection and condition surveys undertaken to determine the condition of specific lengths of any highway network. The list below relates to the main types used within Blackpool in terms of both routine and scheme specific maintenance planning.

Safety inspections – undertaken by Blackpool’s own highway inspectors – these walked inspections are used to identify any defects that would present a safety issue to users of the highway. The defects are identified in terms of measurement and risk assessment. The inspections are carried out to defined frequencies and are also used by the inspectors to make a summarised comment on the general condition of the length of highway being inspected. This information is then used to support/contribute to the identification and scheduling of network lengths which will have more detailed condition surveys carried out.

Coarse visual inspection (CVI) – undertaken by external specialist companies – these inspections are driven using a slow moving vehicle enabling large parts of the network to be surveyed annually. The survey uses a predetermined format on a national level. The carriageway is assessed as a whole while kerbs, footways and cycle tracks are inspected for both left and right.

Detailed visual inspection (DVI) – undertaken by external specialist companies – These types of inspections cover more detail than CVIs, are walked and normally carried out on specific lengths of the network, which are identified through a combination of visual condition, determined from earlier safety and CVI inspections. DVI supports the decision making processes used to determine treatment options and scheme identification.

SCANNER (Surface Condition Assessment for the National Network of Roads) surveys – undertaken by external specialist companies - are driven surveys using an automated road condition survey machine. The survey machine measures a number of road condition parameters including;

Ride quality Rut depth Intensity of surface cracking Texture depth

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25 March 201325 March 2013 Edge condition

The results of the surveys inform and support the decision making processes used to determine scheme identification and treatment options.

Deflectograph surveys – undertaken by external specialist companies – are slow moving driven surveys using specialist lorry mounted equipment. The deflectograph machine is used to assess the structural condition of flexible and flexible composite road pavements. It does this by measuring the size of the deflection of the pavement when a pre-determined fixed load is applied to both wheel paths. This process is repeated every 4.0m as the vehicle is driven at the pre-set speed. The deflection measured is related to the strength of the pavement layers and sub-grade.

The survey results inform and support the selection of schemes for treatment and the treatment options to be considered (inlay, overlay thicknesses, reconstruction etc).

SCRIM (Sideway-force Coefficient Routine Investigation Machine) – undertaken by external specialist companies) – is a driven survey which is used to determine the wet skidding resistance of sections of the road network. The normal testing speed for the machine is 50km/h.

Local Condition Surveys – bespoke condition surveys undertaken by Blackpool Council called Treatment Surveys

FTS & CTS, Footway & Carriageway Treatment Survey, is a Geographical Information Systems (GIS) survey that supports the management of programmed maintenance of hard paved areas within the highway, and the monitoring of condition and need for funding on local authority road networks within the UK. The FTS & CTS are unique surveys specifically designed by Blackpool Council as a foundation for Project 30. Using GIS software and experienced NRSWA surveyors we are able to collect recommended treatment types at the initial point of data collection.

There are two treatment type surveys;

1: the Footway Treatment Survey or FTS is a detailed survey carried out on foot, which allows inspection of the highways authority’s footway network. The Footway Treatment Survey or FTS is a comprehensive survey, with defects identified by a 5 point system of detailed classifications. It is envisaged that a more detailed engineering survey would be carried out prior to maintenance schemes being implemented. Engineering surveys are not covered in this manual.

2: the Carriageway Treatment Survey or CTS, is also a detailed survey usually carried out on foot, which allows inspection of the highways authority’s carriageway network. This survey also uses a 5 point system of detailed classification. The CTS can be performed by a slow moving vehicle as the view of the carriageway would not be obscured by parked vehicles but the vehicle would have to be moving very slowly to minimise poor collection of data. The preferred method of data collection for CTS is a walked survey to ensure best quality of data.

FTS & CTS Surveys also include the collection of Inventory data (i.e. dimensions and construction of paved items) and may be combined with Inventory data to produce accurate results of quantity of areas relating to treatment types that can be used to forecast cost of remedial action or required budget for the financial year. It is envisaged that a more detailed engineering survey would be carried out prior to maintenance schemes being implemented. Engineering surveys are not covered in this manual.

The FTS & CTS surveys are mainly used to ascertain the best remedial action needed to return a section of highway to “As New” condition and to help the highway authority manage forecast budgets to the most amount of treatment for the least amount of cost. As the FTS & CTS surveys are so comprehensive they can also be extended, in order to get most value from them, to include some or all of the following applications.

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Footway & carriageway surface types. Footway & carriageway lengths, widths and areas. Condition of the highway (1-5 grading system) Type of damage to the highway. Utility problems causing defects to the highway. Areas where vehicles override the footway Kerb types (including drainage kerbs, condition, heights, widths, profiles and alignments. Helping assess the highway infrastructure asset valuation.

Table 4 Frequency of condition surveys

Network

Descriptionc/w and/or f/w

Type of Survey % of Networkrecommended

RecommendedFrequency

SRN c/w Deflectograph As required Once/4 yearsSRN c/w SCANNER 50% Once/AnnumAll f/w and unclassified c/w DVI As required As required

U Road f/w and c/w CVI 33% Once/AnnumALL f/w and c/w CTS/FTS 100% Frequency stated in table 1

Project 30

Carriageways and footways repaired by Project 30 are areas which have been identified as having potential defects which currently do not present any hazard/risk to highway users, but would be considered for inclusion within the future capital programme e.g. a forward preventative maintenance programme. These types of planned works contribute to the long term maintenance of the highway, helping to achieve design lives and minimise the maintenance costs of the highways asset in terms of whole life costs.

Highway Inspector Training programmeThe council has adopted the repair techniques and guidance identified in the ADEPT report. In particular Section 3, repair processes. These are now standard, all council highway maintenance operatives being trained in good highway maintenance practice, using a comprehensive training schedule.

Surfacing and Structural Maintenance Procedure

This local Code of Practice includes a detailed highway inspection manual for the relevant condition surveys that underpin the asset management approach.

Now all Blackpool Council’s technical officers and operatives understand the condition of their carriageways and footways and can contribute to developing effective remedial work programmes, aiding better decision making. Both these surveys are now routinely undertaken within the safety inspection regime, thereby refreshing the asset register on an ongoing basis. 100 per cent of the network is reviewed annually.

The Highway Inspectors use specifically developed inspection manuals to match treatments with defects identified. These treatments had been developed in consultation with the relevant surfacing contractors. This facilitates decision-making within a preventative maintenance-based approach.

FTS & CTS surveyors seek further engineering support where complex issues are identified. All council inspectors have highways construction qualifications, such as the being registered with the

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25 March 201325 March 2013New Road and Streetworks Act (NRSWA) register. Additionally, all surveyors are competent in using geographical Information systems (GIS) software and use this to record findings data.

All Blackpool Council’s Highway Inspectors undertake the following mandatory training:-

City & Guilds (National Road and Streetworks Accreditation (NRSWA) Supervisors qualified to monitor;

Excavation in the road/highway Excavation, backfilling & reinstatement – construction layers Reinstatement – hot & cold lay bituminous materials Reinstatement of modular surfaces & concrete footways The Blackpool bespoke Treatment Survey CTS and FTS

All Highway Inspectors have achieve or are undertaking the Bath Technical distance learning courses in Highway Engineering related subject. Some Highway Inspectors have obtained HNC in Civil Engineering.

All Highway Inspectors are undertaking training to become accredited with the Institute of Highway Engineers who administers the UK Highway Inspectors training and certification scheme which was approved by the UK Roads Board in 2010. Once Blackpool Council’s Highway Inspectors have been assessed by IHE as meeting the appropriate level of registration their names will appear on the nation al register.

Blackpool Council has also developed and produced a Surfacing policy which is referred to when selecting materials for re-surfacing as part of the asset management plan.

Blackpool Council uses the latest methods and material systems for temporary and permanent repairs/reinstatement. The council deploys a specialist two man team which is responsible for pothole repair, which has been trained to a high standard in the use of highway maintenance materials, including:

Reinstatement and Compaction of Backfill Materials - 004 Reinstatement of sub-base and Road-base in Non-Bituminous materials , 005 Reinstatement in Cold-lay Bituminous Materials, 006 Reinstatement of Modular Surfaces and Concrete Footways, 009 Reinstatement of modular Surfaces and Concrete Footways, S005

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Section 8 - Utility WorksThe management of Utility works sits outside this code but there are links with safety inspections as identified in Section 6.

The council works with all the Utilities, in terms of both advance programming and day to day programming of works, to effectively co-ordinate highway works, minimising disruption and maximising the cost effectiveness of works, thus helping to avoid damage to the long term structure of the highway.

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Appendix A – Intervention

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Appendix B – Risk RegisterA copy of the Risk Register can be obtained on request

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cop safety inspections - blackpool council highways · web viewsafety inspections are carried out...

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