This Strategy Helps to Deliver the Following Objectives

Hertfordshire’s Local Transport Plan 2006/07 -2010/11 Highways and Transport Panel June 2005

3.1HIGHWAY NETWORK MAINTENANCE

This strategy helps to deliver the following objectives:

To obtain best use of the existing network through effective design, maintenance and management.

To ensure that the transport system contributes towards improving the efficiency of commerce and industry and the provision of sustainable economic development in appropriate locations.

To provide a transport system which provides access to employment, shopping, education, leisure and health facilities for all, especially those without a car and those with impaired mobility.

The County Council has a statutory duty to maintain the highway asset and the standards it sets are accordingly important. Damage to, and deterioration of the highway can arise from a variety of sources and can create hazards for highways users, particularly vulnerable users such as those on foot or cycle. A well-maintained highway network is essential to provide for the economic prosperity of the county, to facilitate safely all modes of travel and to protect past investment in the asset.

Hertfordshire’s Maintenance Strategy

The County Council undertook a comprehensive review of its highways maintenance standards in 1999. This study was undertaken as a pilot Best Value review. It incorporated considerable consultation with the public (using the Hertfordshire Citizens Panel) and other stakeholders, including local councils, business, staff and elected members.

The review concluded that significant changes to service strategies, standards and management practices should be made and the overarching strategies for maintaining the network arising from the review were:

• to maintain the public highway in a safe condition which ensures the safe and efficient movement of people and goods in line with the hierarchy.

• to maintain the asset value of all public highways at optimum cost.

From this platform, Hertfordshire developed an Asset Management approach of which the key elements are:

• planning for future asset requirements based on projected network growth and service levels;

• adopting a life-cycle approach to acquisition, maintenance, repair, renewal and disposal of highway assets;

• ongoing monitoring of performance and condition of all assets;

• working to optimise long term whole-life costs of assets;

• cost effective management through improved systems and practices;

• improved accountability over the use of public resources;

• improved stakeholder satisfaction.

• developing cost effective strategies for the long term

• defining the levels of service and monitoring performance

• understanding risks associated with asset failure

• sustainable use of physical resources

• continuous improvement in practises

In essence, the Asset Management approach is:

Systematic, information based decision making to manage the Highways asset, taking a long term view to provide the desired Level of Service in the most Cost Effective manner

Hertfordshire’s first Highway Asset Management Plan was created in 2001 to cover the period 2001 – 2004 and was, at the time, the only such plan for any local authority highway network in the UK. This plan has subsequently been updated to take it through to 2006. At the same time, an more complete revision is underway to produce a Transportation Asset Management Plan in 2006. This TAMP is being produced in parallel with LTP2 so that each Plan can inform and influence the other. The TAMP will also draw on recent advances in best practice and national guidance in the fields of asset management and valuation.

Carriageways

The County Council is responsible for maintaining approximately 4700km of roads of which 405 km are principal roads. The level of investment in maintenance of these assets has reduced in the ‘90’s and this led to a deterioration in the condition of the network generally and created a significant maintenance backlog nationally.

In recent years significant additional investment has been made in highway maintenance in Hertfordshire, both via LTP funding and from HCC resources.

In line with Hertfordshire’s Strategy, the PRN carriageways received first priority for funding. Consequently, the deterioration in condition of Hertfordshire’s principal road network, reported in the first LTP, has been arrested and reversed, thanks to a five-year rolling programme of investment in the PRN. According to the National Road Maintenance Condition Survey information, in 1999, 25% of Hertfordshire’s principal roads had less than zero residual life, the poorest category for structural condition. By 2004, this figure had dropped to 15%, giving an indication of the degree of progress made. Looking at the BVPIs (calculated from Coarse Visual Inspections or CVIs) the picture is even better, with the proportion of the PRN above the threshold where works are considered necessary being consistently only 1 to 2% over the last few years. However, the contrast between this and the NRMCS result does serve to highlight the inconsistencies in some of the national measures of performance.

In order to develop objective, prioritised carriageway maintenance programmes, Hertfordshire has used a computer based deterioration model, based on the World Bank’s Highway Deterioration Model. This model helps to predict the deterioration of all roads on the network and suggests the most appropriate treatment at the optimum moment to maximise the life of the asset with the resources available.

This model has been used successfully since 2002 and, each year, the input data on which the decisions are based is improved and refined and currently includes:

• CVIs on each length of road, repeated annually
• Deflectograph & SCRIM data on the most heavily used sections of the network
• Ground radar surveys on the whole network to give an idea of structural composition
• Records of construction, historical works and treatments, where available, drawn from Hertfordshire’s highway database
• Records of reactive Category 1 and 2 works, also drawn from the highway database

This has enabled Hertfordshire to predict the future condition of its roads with far more science and a greater degree of accuracy than has previously been possible. From this exercise it has been demonstrated that the current level of investment is still insufficient to arrest the deterioration of the highway networks, remove the maintenance backlog and provide a long-term, sustainable maintenance solution.

However, Hertfordshire County Councillors have committed to maintaining the roads in at least their current condition throughout the life of LTP2, as shown in the trajectories for the various maintenance performance indicators, strategies to deliver this are currently being developed.

In broads terms, the programme of major resurfacing and reconstruction schemes on the County’s PRN will continue with the aim of maintaining the network in an acceptable condition. It may be possible to reduce the resources allocated to this programme in order to support works to lower hierarchies although this will not be done at the expense of the condition of the PRN.

On the lower classifications of road – in particular the unclassified roads – the programme focuses on early interventions with cheaper surface treatments such as surface dressing or microasphalts. This gives the most return for the investment since the faults on these roads are most commonly surface related, rather than structural, and an early intervention can prevent the formation of such faults before more expensive treatments become necessary. In effect the strategy is to maintain the roads early enough to prevent repairs from becoming necessary. The deterioration model is a key tool in identifying these road sections for early intervention treatments.

Footways and Cycleways

The County Council is responsible for maintaining over 4800km of footways and 81km of independent cycleways. The level of investment has led to limited structural maintenance of footways at the lower end of the maintenance hierarchy.

As with the carriageways, the demand for maintenance is calculated to outstrip the resources currently available to maintain the networks and address the backlog of repairs. Again, the County Council has committed to at least maintain the current condition of the footway network over the life of LTP2 and strategies to deliver this are under development.

A new footway strategy was devised and implemented in line with the 2001 national Code of Practice. Programmed maintenance works on the footway network are prioritised based on the condition and hierarchy, ensuring that funds are targeted where they are most needed.

The incidence of accidents and consequent claims upon the authority are also taken in to account, to address sites that are causing accidents, both to reduce the County Council’s potential liabilities and because such accidents are, in themselves, clearly undesirable.

Predicting the deterioration of footways is more difficult than it is with carriageways because it often depends on factors such as vehicle overrunning that are hard to predict and model. Nevertheless, the footway programmes also emphasise early intervention treatments, such as the slurry sealing of bituminous footways and do not solely focus on those footways that have already reached the end of their lives.

Street Lighting

Street Lighting

Effective lighting is essential to help ensure the safety of everyone using the roads and public areas in Hertfordshire. Well lit roads and public areas play a key role in supporting sustainable transport and community objectives. Well lit roads will reduce accidents and help all road users, including pedestrians and cyclists, while well lit public areas will serve to increase the confidence of the public to walk and cycle during the hours of darkness by helping to reduce the fear of crime.

To this goal the Hertfordshire County Council maintains over 112,000 street lights, 18,000 illuminated signs and over 6000 illuminated bollards through its asset management systemwhich maintains a full inventory of all the assets to facilitate the operation of a performance contract which ensure that performance indicator targets are met. The Highway Asset Management Plan recognises the sustainability of the stock with whole life costing using equipment age as the motive.

The Hertfordshire County Council recognises that we all need artificial light to enjoy our environment during the hours of darkness but also is aware of its duty of care to the environment. To ensure this is meet all new equipment installed has been chosen with environmental issues such as energy and light pollution reduction measures in mind. Modern techniques under trial involve varying light levels and remote monitoring systems to reduce CO2 emissions caused by night-time inspections using fossil fuel.

To ensure the lighting asset is maintained in a holistic manner a ranking system for the prioritisation process has been put in place. The ranking system is designed to give each scheme for lighting improvement a score using weightings for factors such as traffic and pedestrian flows, accident and crime statistics.

The Hertfordshire County Council has a policy of using high economy lamp and gear combinations. This together with designing highway lighting to the current British Standard will enable the most efficient lighting solution for maximum economy while meeting the criteria for

Winter Service

Hertfordshire Highways undertakes winter service as set out in its Winter Service Operational Plan which conforms with the National Code of Good Practice, and aims to assist in reasonably securing expeditious and safe movement of traffic on the road network.

The prioritised system of precautionary salting in anticipation of forecast icy conditions covers 46% of the road network in Hertfordshire, and prioritised hierarchies exist to tackle the remainder of the highway network during prolonged sub zero or snowy conditions.

Operations are carried out from four strategically located depots owned by the County Council. Salt is stored in purpose built barns at each of the depots which maintains the salt at an optimum moisture content and thus allowing more accurate and reduced spread rates reducing possible environmental effects of over-spreading.

To ensure salt is spread on the required roads in the correct treatment times, works team gritters are fitted with Global Positioning Satellite (GPS) equipment and data logging devices.

The Operational Plan is reviewed on an annual basis to consider possible service changes and developments identified during the winter season and to take into account improvements in industry standards and public expectations. The possible inclusion of precautionary salting of footways by mechanical means is likely to be a considered future service development.

Environmental Issues

The maintenance service review analysed the environmental impact of highway maintenance activities and these were incorporated into the Environment Department’s Environmental Management Scheme (EMS), introduced in 2001.

The whole life costing approach to maintenance makes a significant contribution to the EMS approach. Where possible maintenance methods are selected to minimise waste disposal and the use of new aggregates and to increase re-use and recycling.

A number of new or different processes are currently under development or on trial to assess their suitability for long-term, widespread use. These include:

• a footway surfacing system using rubber from recycled tyres to replace some of the aggregate,

• in-situ repair processes for footways and carriageways that heat and reuse the existing material, eliminating the need to take waste to tip and greatly reducing the amount of new aggregate required

• the use of crushed recycled glass instead of sand as a bedding material for footway blocks

The county’s term contract for engineering consultancy also includes for the use of an EMS to ISO 14001. This system is currently in operation and identifies the potential environmental impacts or liabilities that may result from schemes within the maintenance programme. These impacts are considered during the scheme design process and action taking to reduce adverse environmental effects. The environmental effects are assessed against the following factors:

• cultural heritage

• pedestrian and other community effects

• construction impacts

• vehicle travellers

• ecology and nature

• water quality/drainage

• landscape effects

• geology and soils

• land use

• impact of schemes on policies

• traffic noise and vibration

Changes to street lighting bulk, clean and change programmes will reduce waste and the removal of non-essential road-sign lighting, (replaced with reflective signing) will reduce energy consumption.

The latest version of the county guide to new road developers ‘Roads in Hertfordshire’ has been comprehensively reviewed to incorporate revised standards for low maintenance materials and specifications which reduce the environmental impact of new construction and its subsequent maintenance requirements.

Proposed Programmes of Work

The maintenance programme is considered under five categories:

(i)Scheme structural maintenance to roads, footways and cycleways e.g. refurbishment work comprising surface dressing, resurfacing, reconstruction, strengthening, drainage schemes;

(ii)Category 2 structural maintenance to roads, footways and cycleways e.g. localised patching and similar reapairs

(iii)Routine Maintenance, comprising safety issues (e.g. pothole repairs, signs, road markings, gully emptying and other drainage cleansing) and environmental work (e.g. grass cutting, verge repairs, weedkilling);

(iv)Street lighting maintenance for lighting, illuminated signs and subway lights;

(v)Winter service operations, which covers precautionary salting and snow and ice clearance.

The various programmes are compiled and defined at a strategic level, countywide but the delivery of all programmes is carried out by the four area highway offices each covering a two or three district council areas.

Each district council area has its own dedicated team and is overseen by a Joint Member Panel of County and District Members, giving local focus and accountability to the service.

5.17Reduction of travel need and car usage

The aim will be to reduce the growth in motor traffic on roads, and minimise its environmental impact, especially during peak periods. The management of road capacity will:

(1) take into account any increase attributable to planned development within the County, (i.e. those developments set out in the County Structure Plan and District and Subject (Minerals and Waste) Local Plans);

(2) make full use of the existing road network;

(3)make the most appropriate use of routes within the roads hierarchy, in particular for freight;

(4)increase the proportion of journeys made by alternative modes of transport to the car ;

(5)reduce the use of the car by encouraging car sharing

The need to travel will be reduced, mainly by locating and planning development so as to require fewer and shorter journeys to be made and where safe access is possible. The design of all development including transportation schemes should ensure the maximum degree of safety for all users of the facilities provided.

5.18 Networks and facilities for non motorised transport and passenger transport

Pedestrian, cycle, bus, rail, rights of way and where appropriate equestrian networks will be identified and implemented, as part of integrated transport plans. Along these routes measures will be undertaken to give greater priority and safety to pedestrians, cyclists, passenger transport users and horse riders. Local planning authorities should safeguard potential cycle routes through identifying them in their local plans.

Developments which enable provision of improved facilities, including interchanges, for pedestrians, horseriders,cyclists, andpassenger transport users will be supported and encouraged, subject to the other policies of this Plan. In particular, improvements will be sought to passenger transport services within and between towns, including services to towns outside Hertfordshire, and services for rural areas, as well as improvements to infrastructure to ensure that access by passenger transport to towns is improved and that travel to work by passenger transport is encouraged.