Agenda item
DEVELOPING A HIGHWAY MAINTENANCE STRATEGY
To consider
a report (copy enclosed) illustrating trends in road conditions
since the start
of the previous Corporate Plan (2012 – 2017),
and to give an
understanding of
the way the service proposes to use the available budget
during the period
of the next Corporate Plan (2017 – 2022).
9:35 a.m
Minutes:
The Lead Member for
Highways, Planning and Sustainable Development and the Head of Highways and
Environmental Services, introducing the Highways Asset and Risk Manager’s
report (previously circulated), advised that they wanted to share with the
Committee the effectiveness of the investment made to improve and maintain the
county’s road network under the previous Corporate Plan and their proposed
strategy for continuing to invest in the network during the term of the new
Corporate Plan. The Lead Member advised that since being appointed to his
Cabinet role he had visited all areas of the county to discuss with residents
and businesses their concerns regarding specific highway matters in their
areas.
By means of a
PowerPoint presentation the Highways Asset and Risk Manager briefed members on
the current state of the county’s highways and the Service’s proposed strategy
for its future maintenance. During the presentation members were:
·
advised
of the length of Class A, Class B, Class C and unclassified roads that made up
the 1415.7Km of Denbighshire’s highway network (the three trunk roads that
traversed the county were not included as the Welsh Government’s (WG) Transport
Division was responsible for their maintenance costs);
·
informed
of the various methodologies for assessing and reporting on the condition of
the carriageway, the causes of highway failures and the intervention/prevention
work that was used to address failures and safeguard against further
deterioration. It was emphasised that the national indicator relating to
carriageway condition assessments, undertaken via the Scanner method, only
covered 32% of Denbighshire’s road network. Consequently the Authority
had developed its own visual method of evaluating the condition of all roads
across the county. This method was found to be particularly useful for
roads not covered by the Scanner method. Examples of this visual method
were displayed as part of the presentation and statistics were given to
illustrate how the condition of the network had improved year on year between
2011 and 2017;
·
advised
that now the condition of the highway across the county had improved the
concern going forward would be the Council’s financial ability to continually
invest in highway improvement and remedial work, drainage work projects, and
the sustainability of improvement works for the medium to long-term. The
risk posed by financial constraints had the potential to jeopardise the
authority’s performance in relation to road condition national Performance
Indicators (PIs) going forward;
·
informed
that the approach proposed for the term of the new Council would be to attempt
to sustain and at least maintain the current condition of the network.
This approach was based on the assumption that the current levels of both
capital and revenue funding would be maintained at current levels. Roads,
due to usage levels and the effect of the weather would continually
deteriorate. However, it was envisaged that by adopting a prevention
approach to remedial work, innovative use of revenue funding available,
closer working with other services and organisation in order to realise maximum
benefits from any available funding and grants, the Council could at
least maintain the network in in its current condition; and
·
Welsh
Government (WG) funding would be sought for large scale highways capital
projects.
Responding to
members’ questions the Lead Member and relevant officers:
·
explained
the technical difficulties involved with setting the correct levels
when re-laying gulleys as part of highways maintenance work;
·
emphasised
that the Council would need to invest in its highways network or all the
improvements realised under the 2012-17 Corporate Plan would be lost;
·
confirmed
that they would continue to lobby WG for funding for major highways capital
projects. In the meantime the Council had a duty to keep the roads in a
‘safe’ condition to ensure users’ safety;
·
confirmed
that the estimated costs detailed in Appendix 1 to the report included all
costs involved with highways maintenance work, including preparatory costs and
those associated with the disposal of waste materials;
·
advised
that whilst some of the maintenance work was undertaken in-house, the majority
was outsourced from private contractors who were on the Council’s approved
contractors list. As these contractors were part of the Framework
mechanism their work was guaranteed and any defects that came to light would be
rectified under their agreement with the Council. The Framework provided
quality assurance for the Council;
·
utility
companies were required to give advance notice to the Council if they intended
to undertake any work that entailed digging up the highway. They were
also legally obliged to return the highway to at least its previous condition
once their work was complete. To ensure all requirements were complied
with Council officers would inspect the condition of the highway at that
particular location twice following the completion of the utility company’s
work. Generally, the condition of the highway following work by utility
companies was usually better than its condition immediately prior to the work
taking place;
·
confirmed
that utility companies were permitted to resurface a road following works with
a temporary surface for up to 6 months if need be i.e. due to the high cost of
asphalt they may wish to purchase a bulk load for use on a number of
resurfacing projects in order to realise value for money, therefore it would be
economically better for them to complete a number of projects at the same time;
·
explained
the SCRIM survey mechanism for measuring skidding resistance on roads,
highlighting a number of recent road maintenance projects in the county where
this method had proved invaluable;
·
emphasised
the importance of the quality of the ‘joint sealing’ process when undertaking
maintenance work in order to mitigate against further deterioration in the
fabric of the highway;
·
confirmed
that the schedules of local highway maintenance work would be discussed at the
relevant Member Area Group (MAG) meetings. Work schedules were drawn up
using sound methodology based on risks to the road user. Similarly,
gulleys and ditches were prioritised for clearing and emptying based on
the risk they posed to residents, businesses and material damage to the
highway;
·
informed
the Committee that third party claims against the Council’s insurance because
of damage caused due to the conditions of its road network were not
significant. The Council’s insurer rarely had to pay out to third party
claimants. The position was very similar in relation to pathways,
pavement and footways. However, they did not form part of the proposed
Strategy for Highway Maintenance, maintenance works on these would be subject
to a funding bid to the Strategic Investment Group (SIG) ;
·
confirmed
that officers from Highways and Environmental Services would make every effort
to work with staff from the Planning and Public Protection Service and
developers with a view to maximising benefits to the Council, the Service and
the highways network in general by securing effective Section 278 agreements
linked to planning applications;
·
advised
that the provision of dropped kerbs was now routinely considered as an integral
part of any highway maintenance work project, with dropped kerbs being laid
where it was deemed safe and suitable for them to be laid;
·
informed
members that during the recent ‘County Conversation’ exercise held to gain
residents input into the new Corporate Plan and Well-being Plan, the condition
of the county’s highways was rarely mentioned. This was perhaps an
indication that residents were now generally satisfied with their condition;
and
·
encouraged
members to report any issues that were brought to their attention regarding the
condition of the highway, gulleys or ditches etc. which required maintenance or
clearing/emptying, to the Council’s Customer Services Centre who could then
refer them direct to the Service for investigation
Committee members
were firmly of the view that representations should be made to WG seeking it to
provide financial support to the Council to help it deliver a number of highway
improvement projects, some of which had already been scoped and designed but
could not be delivered in the short to medium term due to continuing financial
constraints. In view of this the Committee felt that an invitation should
be sent to the WG’s Cabinet Secretary for Economy and Transport to meet with
the Committee in the New Year to discuss highways funding for the county.
The Committee was
also of the view that the development of a bypass for the city of St. Asaph
should appear on the Council’s programme of future projects, as this would be a
vital link between the north and south of the county which would support the
development of the economy across the whole county and improve incomes and
prosperity. Whilst officers agreed with the need for this vital link road
they did caution members that any additional road surface area would in turn
increase the Council’s financial and legal obligations in relation to their
maintenance.
Officers agreed
with members that it would be advisable to highlight to residents how much the
condition of the county’s roads had improved in recent years. It was felt
that in future it would be beneficial if this were done on a project by project
basis, apologising for any disruptions whilst explaining why roadworks were
taking place and their potential long-term benefits for residents and the
county as a whole.
At the conclusion
of the discussion the Committee commended the proposal to develop a highway
maintenance strategy for the term of office of the new Council. In
supporting the proposal it did raise concerns on the quality of the Well-being
Impact Assessment (WIA) completed in relation to the proposal. Whilst
members felt that the ‘positive consequences’ of the proposal had been
thoroughly assessed they felt that not enough attention had been given to the
‘unintended negative consequences’, therefore the overall assessment was not
entirely holistic. Officers acknowledged this and undertook to update the
WIA regularly as the strategy and its associated projects developed.
Members:
RESOLVED: subject to the above observations to
–
(i)
support the approach being proposed by the
Service to balance the risk of deteriorating roads against the available
financial resource over the period 2017 – 2022;
(ii)
write to the Welsh Government seeking its
assistance to fund designated road improvement projects that the Council
was unable to fund by itself during a period of austerity, and which could
potentially affect the overall quality of the county’s road network and have an
adverse effect on the local economy;
(iii)invite the Cabinet
Secretary for Economy and Transport to attend a future meeting of the Committee
to discuss highways funding for Denbighshire and the North Wales region; and
(iv)
confirm that it had read, understood and
taken account of the Well-being Impact Assessment (Appendix 3) as part of its
consideration, highlighting that future Well-being Impact Assessments should
contain a more holistic assessment of the proposals’ potential impact, in
particular the unintended negative consequences of any proposals on the
well-being goals.
Supporting documents:
- Highway Strategy Report 071217, item 5. PDF 128 KB
- Highway Strategy Report - App 071217, item 5. PDF 493 KB