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Roads Service Policy & Procedure Guide : RSPPG_E019

Title: Road Maintenance Standards for Safety

Author : A McMurray

Version : 6

Implementation Date: To be effective from the „Date Issued‟

Date issued to users: 09 October 2012

Classification

Level 1 (Title / Key

Words) : Maintenance Standards, safety inspections, defects, response times

Level 2 : (Directorate/Owner):

Network Services

Level 3: (RSHQ or HoBU

Managed Function): Network Maintenance Group

Level 4 : (Work Areas) Maintenance

Notes

Certification

This document complies with Roads Service Policy. For Implementation and Issue Dates, see above.

(Signed) Director of Engineering

Certification Date: 09 October 2012

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CONTENTS 1 INTRODUCTION 4

1.1 Purpose 4

1.2 Definitions 4

1.3 Background 4

1.4 Implementation 4

1.5 Costs and Benefits 5

2 ROADS SERVICE POLICY & PROCEDURE 6

2.1 Roads Hierarchy 6

2.2 Surveys and Inspections 7

2.3 Skidding Resistance Surveys 7

2.4 Safety Inspections of Carriageways and Footways 8

2.5 Defects and Response Times 10

2.6 Ironwork 13

2.7 Design Features 13

2.8 Other Defects 13

2.9 Other Inspections 14

2.10 Street Lighting 14

2.11 Railway Level Crossing 16

2.12 Fences, Walls, Pedestrian Guardrails and Safety Fences 16

2.13 Routine Maintenance Standards for Safety 17

2.14 Drainage 17

2.15 Grass Cutting 17

2.16 Trees & Hedge Maintenance 18

2.17 Removal Of Things Deposited On A Road 19

2.18 Road Markings & Reflecting Road Studs 19

2.19 Traffic Signals (Including Pelican Crossings) 20

2.20 Motorway Communications 20

3 EQUALITY IMPACT ASSESSMENT 22

3.1

Equality Impact Assessment - Section 75 Of The Northern Ireland Act

1998

22

4 REFERENCES 23

4.1 None

5 APPENDICES 24

5.1 Summary Table Showing Inspection Frequencies, Defect Categories

and R0-R4 Response Times

24

Footnotes to Appendix 1 25

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6 CONTROL SHEET – ROADS SERVICE POLICY & PROCEDURE

GUIDE

26

6.1 Document History 26

6.2 Overall Reason for this Version 26

6.3 Revision Details 26

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1 Introduction

1.1 Purpose

This Roads Service Policy & Procedure Guide (RSPPG): -

a) Is aimed at all Roads Service staff involved in Roads Maintenance.

1.2 Definitions

1.2.1 None required.

1.3 Background

1.3.1 Roads Service is an agency of the Department for Regional Development for Northern Ireland, which is the authority responsible for maintaining the public road network in Northern Ireland.

1.3.2 This document sets out the policies and standards to be used to ensure that the limited resources available for road maintenance are used most effectively. Implementation of the standards depends on the availability of adequate resources. Where these are insufficient, maintenance activity must be prioritised.

1.3.3 The standards contained in this document have been developed from the 2 national codes of practice for highway maintenance in use in Great Britain; the Department of Transport Code of Practice for Routine Maintenance and Delivering Best Value in Highway Maintenance – a Code of Practice for Maintenance Management while also taking into account well established practices considered appropriate to Northern Ireland.

1.3.4 These standards contain information on

the concept of a hierarchy of roads for the allocation of resources

the surveys and inspections which are to be carried out to identify safety related work on the network.

certain standards to be used when maintaining elements of the network.

1.3.5 Roads Service Policy for dealing with ice and snow is not covered in this document. For further details please refer to the Roads Service Guidelines for Winter Service.

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1.4 Costs and Benefits

1.4.1.1 As this RSPPG is a review of an existing policy, implemented in June 2000, further consideration of the costs and benefits of the standards as a whole are not relevant at this time.

1.4.1.2 The review of existing policy focused on the requirements for safety and for completeness includes the outcomes of other reviews such as the grass cutting review completed and implemented in June 2002.

1.4.1.3 Some costs are anticipated, arising from the response times associated with the repair of safety fence and barriers. While these costs could be significant the previous Northern Ireland standards were out of line with those applying in Great Britain and could not be continued.

1.4.1.4 The anticipated benefits deriving from the implementation of this RSPPG will be an increase in the improved safety for the road user, as well as reinforcing Roads Service‟s commitment to customer care.

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2 Roads Service Policy & Procedure

2.1 ROADS HIERARCHY

2.1.1 Roads Service maintains roads according to their functional importance to ensure that

the resources available are used effectively

roads are maintained in a safe condition having regard for the amount and nature of traffic using them.

2.1.2 This policy is to fulfil the duty imposed by Article 8 of the Roads (NI) Order 1993, which provides that in the event of an action against Roads Service for failure to maintain, it shall be a defence to show that the road was kept in reasonable repair having regard to the traffic using it, the standard of maintenance appropriate to its use and public safety.

2.1.3 Roads Service has established the following hierarchy of roads:

motorways;

trunk roads; and

non-trunk roads.

2.1.4 For the purposes of setting inspection frequencies and defect response times, Roads Service has also established the following categories in table 1 below:

Table 1 Road Element Maintenance

Category Indicative Traffic Flow

Carriageways High Traffic > 5,000 vpd

Medium Traffic 1,500 – 5,000 vpd (in urban areas) 500 – 5,000 vpd (in rural areas)

Low Traffic < 1,500 vpd in urban areas < 500 vpd in rural areas

Footways and Footpaths

High Traffic Town and city centres (as Indicated on Area Plan)

Medium Traffic Busy urban footways leading from housing estates and car parks to town and city centres. Main streets in villages.

Low Traffic Housing estates, other urban footways and rural footways.

Car parks Town & city centre Those car parks that are located within the central Business area.

All other car parks

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Notes: 1. vpd = vehicles per day (total of flows in both directions - AADT). 2. urban areas are generally those within 20 mph, 30 mph or 40 mph speed limits.

2.2 SURVEYS AND INSPECTIONS

2.2.1 In order that the need for maintenance is properly assessed and that safe passage for road users is maintained, it is necessary to carry out regular surveys and inspections of the road network. The following types of inspections and surveys are carried out for safety reasons:

Skidding Resistance Surveys

Safety Inspections of Carriageways, Footways, car parks and Highway Structures

Street Lighting Inspections

Inspections of Railway Level Crossings

Inspections of Fences, Guard-rails and Safety Fences

Inspections of Highway Drainage Systems

2.2.2 The following paragraphs give further details on the different types of safety inspection (as opposed to serviceability and sustainability) and the action to be taken.

2.2.2.1 Generally the safety inspections will generate reactive maintenance tasks, required in the short term to deal with defects which might be hazardous to road users. The replacement or renewal over the longer term, of those parts of the road network which become unserviceable because of general wear and tear, are more properly dealt with by means of planned programmes of maintenance work. The production of these programmes should be based on an assessment of the information provided by all the surveys and inspections.

2.2.2.2 Since sufficient funds are not available to treat all work identified, it will be necessary to prioritise schemes based on their urgency, category of road and volume of traffic.

2.3 SKIDDING RESISTANCE SURVEY

2.3.1 The measurement of skidding resistance is carried out using the Sideway-force Coefficient Routine Investigation Machine (SCRIM) and is applied to Trunk roads and non-trunk A class roads. SCRIM surveys are carried out on a predetermined programme, usually during the period from June-September. All sites exhibiting a measured skidding resistance at or below the relevant investigatory level should be recorded and investigated. The requirements for the SCRIM survey are covered in DMRB Vol 7 HD 29.

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2.4 SAFETY INSPECTIONS OF CARRIAGEWAYS AND FOOTWAYS

2.4.1 Safety inspections are designed to identify those defects likely to create a hazard to road users and must therefore be dealt with in a reactive manner.

2.4.2 In keeping with the policy of maintaining roads according to their functional importance, safety inspection frequencies have been identified for the different categories of carriageways and footways, cycletracks and car parks. These are set out in Table 2

2.4.3 As part of the routine safety inspections, all road structures (bridges, culverts, retaining walls, gantries, sea defences and other structures) are inspected to identify superficial or readily apparent defects. These inspections need only be carried out from road level.

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TABLE 2 INSPECTION FREQUENCIES

Road Element Maintenance Category

Traffic Flow Inspection Interval

Motorways Daily Mon – Sat (Note 3)

Carriageways High Traffic > 5,000 vpd 1 month

Medium Traffic 1,500 – 5,000 vpd (in urban areas) 500 – 5,000 vpd (in rural areas)

2 months

Low Traffic < 1,500 vpd in urban areas < 500 vpd in rural areas

4 months

Footways and Footpaths

High Traffic Town and city centres (as indicated on Area Plan)

1 month

Medium Traffic Busy urban footways leading from housing estates and car parks to town and city centres. Main streets in villages.

2 months

Low Traffic (high risk) (see note 4)

Housing estates with a high incidence of defects due to age of the footway, construction of footway, extensive utility reinstatements or vandalism.

2 months

Low Traffic Housing estates, other urban footways and rural footways.

4 months

Car Parks Town and city centre

Those car parks that are located within the central business area.

1 month

All other car parks

2 months

Notes:

1. vpd = vehicles per day (total of flows in both directions) - AADT. 2. urban areas are generally those within 20 mph, 30 mph or 40 mph speed limits.

3. On motorways, a safety patrol is undertaken daily Monday to Saturday, to remove debris

and identify other safety defects.

4. Where the footways in an urban estate have been classified as low traffic/high risk, then it will be normal to inspect the associated carriageways at the same interval.

5. Cycletracks are inspected at the same intervals as footways with the same definition unless they are part of the carriageway.

2.4.4 The traffic flow category throughout the network should be reviewed on a rolling programme, so that:

Changes in the network are identified and taken into account

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Local experience and knowledge is applied

Consistency is maintained

2.4.5 Traffic flow categories should be reviewed at least every five years.

2.5 DEFECTS AND RESPONSE TIMES

2.5.1 Some defects need to be treated more urgently than others. There are 5 target response times as follows:

R 0 – Repair or make safe as soon as practical, or for a street lighting emergency refer to response time in table 5.

R 1 – Repair or make safe before the end of the next calendar day

R 2 – Repair or make safe within 5 working days

R 3 – Repair within 4 weeks

R 4 – Repair during the next available programme or by target response time as specified or review condition at next inspection.

2.5.2 The response times for the various categories of defect are given in Table 3:

Table 3 Defect Response Times.

Road Element & Location

Traffic Volume Defect Response Times

Cat 0

Cat 1 (>100m

m)

Cat 2 (>50-

100mm)

Cat 3 (>20-

50mm)

Cat 4

C'ways Urban High Traffic (>5,000 vpd) R0 R1 R1 R2 R4

Medium Traffic (1,500 - 5,000 vpd)

R0 R1 R2 R3 R4

Low Traffic (< 1,500 vpd) R0 R1 R2 R3 R4

Rural High Traffic (>5,000 vpd) R0 R1 R2 R2 R4

Medium Traffic (500 - 5,000 vpd)

R0 R1 R2 R3 R4

Low Traffic (<500 vpd) R0 R2 R3 R4 R4

Footways & Footpaths

High Traffic (Town & City centres)

R0 R1 R1 R2 R4

Medium & Low Traffic R0 R1 R2 R3* R4

Car Parks Town and city centres R0 R1 R1 R2 R4

All other car parks R0 R1 R2 R3 R4

*See paragraph 2.5.2.7 relating to relaxation regarding tree root damage.

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Annex 1 provides a table that combines frequency of inspection and defect response times.

Defects have been classified in the following categories:

2.5.2.1 Category 0 means:

any defect that requires an R0 response e.g. oil spillage, culvert/manhole collapse, Road Traffic Collision clear up – where there is a significant hazard to road users, missing manhole lid, tree blocking road or a street lighting emergency as set out in table 5.

2.5.2.2 Category 1 means:

abrupt level differences in the surface > 100 mm (measured vertically)

potholes > 100 mm deep

missing gully lids.

cracked or damaged flags on steps where movement is felt underfoot

missing flags or partly missing flags on steps

2.5.2.3 Category 2 means:

abrupt level differences in the surface > 50 mm up to 100 mm (measured vertically)

potholes > 50 mm up to 100 mm deep

edge deterioration* on rural unkerbed carriageway within 250mm of the original road edge and > 100mm deep.

badly cracked or damaged ironwork

*edge deterioration means damage to the pavement edge (edge of running surface) only.

2.5.2.4 Category 3 means:

abrupt level differences in the surface > 20 mm up to 50 mm (measured vertically)*

potholes > 20 mm deep and up to 50 mm deep*

depressions in footways > 70mm deep and with an edge gradient > 45 degrees

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edge deterioration* (see definition at 2.5.2.3) on rural unkerbed carriageway within 250mm of the original road edge and > 50mm deep.

cracks or gaps between flags > 20 mm wide and > 20 mm deep

gaps in kerbs > 50 mm wide and > 20 mm deep

chips in steps or kerbs > 50 mm wide (measured in both directions in the horizontal plane) and > 20 mm deep (measured vertically).

cracked or damaged flags on steps where there is no movement underfoot

*but see note below at 2.5.2.6 in relation to edge deterioration.

2.5.2.5 Category 4 means:

Other defects as listed in paragraph 2.8 and / or work to be considered for forthcoming work programmes, irrespective of the traffic category of the road.

2.5.2.6 The following are not considered to be significant defects and safety-related action is not required:

level differences in the surface of 20 mm, or less (measured vertically)

potholes 20 mm deep, or less

edge deterioration (see definition at 2.5.2.3) on rural unkerbed carriageways within 250 mm of the original road edge and 50 mm deep, or less.

2.5.2.7 Tree root damage on footways

A reduced standard of regularity may be appropriate on certain footways where surfaces have been significantly damaged as a result of root growth from street trees. Where this is the case, the numbers and severity of tree root defects can be considerable, requiring major resurfacing or reconstruction works to the footway surface and kerbing and / or the removal of the offending trees. It is permissible for the character of the footway to be taken into account when considering the legal requirement to maintain surface regularity, thereby reconciling that need with wider environmental considerations.

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No relaxation shall be made in the case of high traffic footways. For medium and low traffic footways, the Section Engineer may develop a schedule of those tree-lined footways where significant damage has been caused by the roots of large or mature trees and where the removal of the offending trees would have a significant and detrimental effect on the local environment. Safety related defects that are directly attributable to the presence of trees shall be limited to categories 1 and 2 for any such schedule. Other Category 3 defects arising from the inspection shall be recorded and actioned as normal.

2.6 IRONWORK

2.6.1 Defects in non-Roads Service furniture should be recorded and notified to the appropriate statutory undertaker, the responsible body or private owner, unless it has been raised by Roads Service and is within its 2-year guarantee period.

2.6.2 Defects in non-Roads Service ironwork that has been raised by Roads Service and is within its 2-year guarantee period should be notified to the responsible contractor for remedial work.

2.6.3 Ironwork that is the responsibility of Roads Service shall be treated in accordance with the standards detailed in section 2.5.

2.7 DESIGN FEATURES

2.7.1 Many highways have been constructed or adopted with features, which in design or construction methods do not comply with current design standards. This might include steps, cellar openings, drainage arrangements, street trees and gaps between granite kerbs which present potential trip situations worse than intervention levels suggested in this document. These should not be recorded as safety defects.

2.8 OTHER DEFECTS

2.8.1 Other obvious hazardous defects identified during inspections should be recorded as category 4 safety defects. These will automatically generate an R4 response time. However, depending on the severity of the defect a revised target completion date may be used to initiate an earlier response time.

If the defect is not the direct responsibility of the Section Office then it should be recorded and notified to the appropriate section or responsible body for action.

2.8.2 As a guide the following should normally be looked for and recorded in addition to surface defects on the carriageways and footways. This is not an exhaustive list and in determining the urgency of remedial action the inspector must consider the severity of the defect, its position within the highway and the potential danger or serious inconvenience to the public.

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Damaged, defective, displaced or missing traffic signs and signals;

Excessive standing water and water discharging onto or flowing across the highway;

Dangerous debris and spillage within the highway;

Damaged lighting columns and control pillars. Note: Streetlight defects that are categorised as „Emergency‟ in Table 5 must be given an R0 response time.

Damaged illuminated traffic signs and illuminated bollards (including cleanliness of items, where appropriate). Note: Defects to illuminated street furniture that are categorised as „Emergency‟ in Table 5 must be given an R0 response time.

Trees, grass, shrubs and hedges which by virtue of their position or condition are obviously dangerous or causing obstruction;

Displaced road studs particularly the “cats eye” type lying on the carriageway or lay-bys;

Badly worn or missing road markings;

Damaged boundary fences;

Damaged pedestrian handrails on steps (where resources permit aim to repair / make safe within 8 weeks of detection);

Earth slips;

Damaged traffic counting tubes or loops;

Offences or continuing nuisances where enforcement under the Roads Order may need to be considered;

Verge damage;

Any obvious defects in highway structures.

2.9 OTHER INSPECTIONS

2.9.1 In addition to those inspections already referred to, Roads Service also carries out the following inspections on specific elements of the road network.

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2.10 STREET LIGHTING

2.10.1 Street lighting inspections for safety and operational effectiveness are carried out as per table 4.

Table 4 Street lighting Inspections

Type of Inspection Frequency

Night inspections 4 week cycle – April to September 2 week cycle – October to March

Electrical Inspections & Testing Intervals not exceeding six years

Structural Inspection In conjunction with routine or ad hoc maintenance work and electrical inspection & testing, with detailed follow-up as required

2.10.2 There is a range of response times for dealing with the different categories of defects, which are identified through the inspection activities. These are covered by three categories as per table 5:

Table 5 Street lighting response times

Category Type of Defects Response Time

Emergency Cat 0

Defects involving immediate danger to life and limb; e.g. exposed wiring, doors missing or ill fitting, structural failure, damaged equipment obstructing the highway

2 Hours* *(This comprises 1 hour for Roads Service staff to inform the contractor of the defect and 1 hour for the contractor to respond)

Urgent Replacement of illuminated bollards, belisha beacon repairs etc.

1 working day

Non-emergency

Individual light outages 5 working days

2.10.3 Further detail on after hours response to street lighting and illuminated sign maintenance is contained in RSPPG EO15.

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2.11 RAILWAY LEVEL CROSSINGS

2.11.1 Railway level crossings shall be inspected at 2-month intervals to ensure that all traffic signs and road markings are legible and convey the required instructions to road users in a manner clearly visible both by day and by night. Instructions on the standard of maintenance of level crossings are contained in Circular Roads 2/94. Whilst the inspections are primarily intended to examine the condition of road markings or equipment for which Roads Service is responsible, note should be taken of any defects identified that fall to the railway undertaking, i.e., between the extended stoplines at the crossing. A report of such defects is to be sent to the railway undertaking. A flagman supplied by the railway undertaking, at their expense, is required for all operations between the stoplines.

2.12 FENCES, WALLS, PEDESTRIAN GUARDRAILS AND SAFETY FENCES

2.12.1 Fences and walls – Most fences and walls are the responsibility of the landowner. On occasions it may be necessary to draw the owner‟s attention to defects, which may be a hazard to the public and to serve notice if required.

2.12.2 Motorway Fences – These are owned and maintained by Roads Service and should be inspected every 6 months with respect to integrity and stock proof qualities. (A higher frequency may be necessary where vandalism is known to be likely.)

2.12.3 Pedestrian Guardrails and Safety Fences – All pedestrian guardrails and safety fences should be inspected visually as part of the safety inspections and damaged areas identified for repair or replacement. Seriously damaged fences defined as those that are no longer able to discharge the function for which they were designed should be repaired in accordance with the table below:

Table 6 Safety Fence and Barrier Repair Response Times

Road Type

Repair response Times

High Safety Risk Low Safety Risk

Motorway 2 week* 8 weeks

Trunk & Other High Volume Traffic Roads

4 weeks* 16 weeks

Other Roads 8 weeks* 6 months

Notes: * Sign and guard a.s.a.p. High Safety Risk :- Safety barrier or fence no longer able to discharge function

Low Safety Risk:- Safety barrier or fence able to discharge function but partially damaged and needing repair.

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2.13 ROUTINE MAINTENANCE STANDARDS FOR SAFETY

Roads Service has established certain standards and practices for the various routine maintenance activities. These are intended to ensure safe conditions for road users. The standards are as follows:-

2.14 DRAINAGE SYSTEMS

2.14.1 Standing water and water discharging onto or flowing across the highway will be recorded during routine safety inspections of the road network under the category of other defects. Where appropriate these defects should be recorded and any necessary action instigated.

2.14.2 To reduce the risk of standing water the following is the recommended practice for maintaining grips, ditches and gullies:

Grips and highway authority ditches should be cleaned of vegetation and dug out when required.

The frequency of cleaning gullies will depend on their location, degree of tree cover, etc. Gullies in urban areas should be cleansed on average between once and twice per annum depending on local circumstances. Gullies in rural areas should be cleansed on average once per annum.

2.15 GRASS CUTTING

2.15.1 Roads Service cuts grass to prevent overgrowth of carriageway and footway surfaces and obstruction of sight lines* and traffic signs. The recommended frequencies and extent of cutting are set out in the table below. Where sight line obstruction is not an issue, selective weed spraying may offer a more practical and economic alternative to grass cutting.

*Sight lines refers only to visibility splays at bends and road junctions which are maintained / adopted as part of the public road network. No additional cutting shall be carried out to facilitate private, commercial or other entrances / accesses onto the public road network.

2.15.1.1 The table 7 below summarises the outcome of the Grass cutting review of June 2002.

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Table 7 Grass cutting frequencies

RURAL ROADS

Types of Road

Element Frequency Area to be cut

Motorway Verge and median 1 cut/year

1 swathe i.e. 1.2 m wide (Selective weed spraying may be an alternative)

Others Verge 2 cuts/year

1 swathe Complete area between carriageway edge and footway Complete median areas on dual carriageways (Selective weed spraying may be an alternative in some areas)

Others Sight lines 2 cuts/year or more if required

Others Slopes or banks (where there are no verges or footways)

2 cuts/year

1 swathe (Selective weed spraying may be an alternative)

URBAN ROADS

Motorway All adopted areas 5 cuts/year

All (Selective weed spraying may be an alternative)

Others All adopted flat areas and small side slopes

5 cuts/year All

Others Large side slopes in cuttings

2 cuts/year

Maximum of 3 swathes, excluding planted areas. (Selective weed spraying may be an alternative)

2.16 TREES AND HEDGE MAINTENANCE

2.16.1 From a safety point of view the aim of tree and hedge maintenance is:-

To prevent obstructions to sight lines and traffic signs.

To prevent trees or hedges becoming a danger to road users.

To ensure safe passage for road users.

To maintain the effectiveness of road lighting.

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2.16.2 The inspector will note trees and hedges within or immediately adjacent to the road boundaries, which are causing obstruction or are obviously dangerous. For those within the road boundary, appropriate remedial action should be initiated with a response time appropriate to the severity of the defect. Those adjoining the road boundary will normally be the responsibility of the adjoining landowners and the action required is to warn them of any danger and give notice to take the necessary action required to rectify the matter.

2.16.3 Particular attention is required at rail/road level crossings. Instructions on this are contained in Circular Roads 2/94.

2.16.4 No cutting should be undertaken during the nesting season, which extends from mid-March to late August, unless there is an overwhelming need due to potential danger to the road user.

2.16.5 Where a danger or obstruction to road users persists because the responsible person cannot be identified, or fails to take appropriate action, Roads Service should arrange for the necessary works to be carried out and seek to recover the costs, where this is practical.

2.17 REMOVAL OF THINGS DEPOSITED ON A ROAD

2.17.1 District councils have a duty, under Article 7(2) of The Litter Order 1993 to clean (including washing if necessary) and remove litter – including wet and dry leaves – from roads (except special roads). Roads Service may take action under the Roads (NI) Order 1993 to remove obstructions or other solid or liquid matter that might cause a substantial inconvenience or danger to the road user. Where practicable, the obstructions or other solid or liquid matter should be removed on discovery. Also, where appropriate, the Police Service should be informed of obstructions that create or are likely to create a substantial inconvenience or danger to persons using a road, with a view to seeking a prosecution under Articles 94 or 95 of the Roads (NI) Order 1993.

2.18 ROAD MARKINGS AND REFLECTING ROAD STUDS

2.18.1 The objective of road markings and road studs is to define carriageway lanes and warn of edges. They are also used to define parking and waiting restrictions and to convey Give Way and other instructions to road users in a manner clearly visible both by day and by night. The deterioration of road marking and reflecting studs can lead to a safety hazard.

2.18.2 Road markings should be inspected during routine safety inspections and where their condition falls below the standards in table 8 below, they should be replaced as soon as possible.

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Table 8 Road Marking and Reflecting Studs

Item Action

Regulatory Road Markings

All other road markings on High Traffic Roads

Replace when approximately 30% of the marked area is ineffective or worn away.

All road markings on other roads Replace when approximately 40% of the marked area is ineffective or worn away.

Road studs Reflective studs, which are missing or ineffective, should be replaced individually. The aim should be for a minimum of 90% of the studs to be reflective prior to the Winter period.

2.19 TRAFFIC SIGNALS (INCLUDING PELICAN AND TOUCAN CROSSINGS)

2.19.1 Roads Service aims to keep traffic signals in correct operation at all times. Scouting for illumination is not required. Where remote monitoring has been installed, information on any lamp failures is immediately available, together with data on electrical operations.

Response times vary from 2 to 8 working hours, depending on the location of the signals and the time of day. Full fault repairs should be completed within a maximum of 2 to 4 days, depending on the type of fault.

Earth loop impedence test, and physical inspection of earth termination shall be carried out annually and also following major maintenance work or controller alterations. Each installation should be checked and given a general overhaul annually including cleaning, alignment and phasing timings check, etc.

2.20 MOTORWAY COMMUNICATION

2.20.1 Roads Service aims to provide

a reliable motorway telephone emergency service

a reliable motorway control and driver information system.

To assist in achieving this, the following standards have been set for maintaining the different elements of the systems, or responding to faults in them.

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Table 9 Motorway Communication

ITEM ACTIVITY FREQUENCY/RESPONSE TIME

Telephone cabinets and designation (including supports)

Inspections 28 days – communicate with installation from each site.

Repairs Individual telephones – 3 days more than 3 phones on one concentrator – 4 hours

Telephone hood and pedestal Painting 2-4 years as required

609 cabinets (Phase 1) Electrical inspections

12 months

Routine Maintenance

12 months

Repairs 4 hours to bring telephones on line

Telephone concentrator units Electrical inspections

Operating voltages to be checked monthly

Full electrical inspections every 12 months

Repairs Within 4 hours

British Telecom Interface Maintenance by BT As required

Telephone installation Inspection & test Daily by operators

Motorway comms installation 600 & 609 Cabinets

Inspection & test Electrical inspections

Daily by operators 6 monthly

Electricity Interfaces Electrical inspections

12 monthly

Signal matrix signs Inspection & test 12 monthly

Repair 4 hours

Variable Message Signs Closed Circuit Television

Inspection & test Routine Maintenance Routine maintenance Inspection and test Repairs

Turned twice per month Cleaned annually Full maintenance check annually Twice annually Daily by operators 4 hours

Test Equipment Calibration Certified – annually

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3 EQUALITY IMPACT ASSESSMENT [EQIA]

3.1 Equality Impact Assessment Section 75 of the Northern Ireland Act 1988.

3.2 This RSPPG has been considered in terms of section 75 equality implications. An EQIA screening considered that it did not have significant implications for equality of opportunity, thereby making it unnecessary to carryout a full Equality Impact assessment.

3.3 The implementation of this RSPPG will be of positive benefit to all road users and will generally improve the level of service provided.

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4 REFERENCES

4.1 General References

4.1.1 None

4.2 Endnote References

4.2.1 None

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5 Appendices

5.1 Appendix 5.1

Road Element & Location

Traffic Volume Inspection Frequencies

Defect Response Times

Cat 0

Cat 1 (>100mm)

Cat 2 (>50-

100mm)

Cat 3 (>20-50mm)

Cat 4

Motorway Daily (Mon

- Sat) On Motorways a safety patrol is undertaken daily Monday to

Saturday to remove debris and identify defects

C'ways

Urban

High Traffic (>5,000 vpd) 1 month R0 R1 R1 R2 R4

Medium Traffic (1,500 - 5,000 vpd) 2 months R0 R1 R2 R3 R4

Low Traffic (< 1,500 vpd) 4 months R0 R1 R2 R3 R4

Rural

High Traffic (>5,000 vpd) 1 month R0 R1 R2 R2 R4

Medium Traffic (500 - 5,000 vpd) 2 months R0 R1 R2 R3 R4

Low Traffic (<500 vpd) 4 months R0 R2 R3 R4 R4

Footways & Footpaths

High Traffic (Town & City centres) 1 month R0 R1 R1 R2 R4

Medium Traffic (Busy urban footways 2 months R0 R1 R2 R3 R4

leading from housing estates and car parks to town and city centres. Main streets in villages.)

Low Traffic (high risk - see note 3) Housing 2 months R0 R1 R2 R3 R4

estates with a high incidence of defects.

Low Traffic Housing estates, other urban 4 months R0 R1 R2 R3 R4

footways and rural footways.

Car Parks Town and city centers (those located within the central business area)

1 month R0 R1 R1 R2 R4

All other car parks 2 months R0 R1 R2 R3 R4

R 0 – Repair or make safe as soon as practical R 3 – Repair within 4 weeks R 1 – Repair or make safe before the end of the next calendar day R 4 – Repair during the next available programme or review R 2 – Repair or make safe within 5 working days condition at next inspection.

Version : 6

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5.1 Appendix 1 cont‟d Notes: 1. vpd = vehicles per day (total of flows in both directions) - AADT. 2. Urban areas are generally those within 20 mph, 30 mph or 40 mph speed limits. 3. On motorways, a safety patrol is undertaken daily Monday to Saturday to remove debris and identify safety defects 4. Where the footways in an urban estate have been classified as low traffic/high risk, then it will be normal to inspect the associated carriageways at the same interval. 5. Cycletracks are treated same as footways unless they are part of the carriageway. 6. Category 4 means work to be considered for forthcoming work programmes irrespective of the traffic category of the road

Version : 6

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6 Control Sheet - Roads Service Policy & Procedure Guide: EO19

Title: Road Maintenance Standards for Safety

6.1 Document History

Version Date Author Authorised by Document Control Panel Members

Name : Signature

1 2/6/2000 R Crilly

2 10/03/06 R Crilly

3 30/01/08 J Lawson

4 25/03/09 J Lawson

5 28/06/11 A McMurray R Crilly

6 1/10/12 A McMurray R Crilly

6.2 Overall Reasons For This Version

Version Reasons

1 First issue of RSPPG

2 Review

3 Clarification

4 Clarification on response times for street lighting defects

5 Amendment to policy regarding flags on steps

6 Clarification in relation to edge deterioration and cutting of sight lines

6.3 Revision Details

Version Amendments

3 Clarification – Trees and Hedge Maintenance , para 2.16.4

4 Amendments to Table 5, para 2.10.2 and 2.10.3

5 Additions to para 2.5.2.2 (cat 1 defect list - flags) & para 2.5.2.4 (cat 3 defect list – flags)

6 Addition of footnote to para 2.5.2.3 and addition of associated references to paragraphs 2.5.2.4 / 2.5.2.6 - clarification of edge deterioration. Addition of footnote to para 2.15.1 - clarification of sightlines for grass cutting operations.