wrexham highway asset management plan 2010-2015

WREXHAM COUNTY BOROUGH COUNCIL

HIGHWAY ASSET MANAGEMENT PLAN

2010 ndash 2015

Part 1 - Report

wwwwrexhamgovuk

Document Issue Record

Issue Date Prepared By

Remarks

1 822010 J Plant First draft for Working Group Comments 2 1852010 J Plant Second draft for Working Group Comments 3 2452010 J Plant Final Report

Table of Contents

Part 1 ndash Report

Section Title Page

Forward

10 Introductionhelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphellip 1

20 Frameworkhelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphellip 5

30 Goals Objectives and Policieshelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphellip 7

40 Inventoryhelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphellip 9

50 Condition Assessmenthelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphellip 13

60 Asset Valuation amp Backlog Valuehelliphelliphelliphelliphelliphelliphelliphelliphelliphellip 21

70 Levels of Servicehelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphellip 23

80 Lifecycle Planninghelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphellip 41

90 Decision Makinghelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphellip 44

100 Risk Assessmenthelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphellip 47

110 Performance Gapshelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphellip 59

120 Physical Works and Service Deliveryhelliphelliphelliphelliphelliphelliphelliphelliphellip 71

130 Performance Measurementhelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphellip 73

140 Improvement Actionshelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphellip 75

150 Referenceshelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphellip 77

Part 2 ndash Appendices

List of Appendices

Appendix A1 Highway Asset Management Policy

Appendix B1 Carriageway Lifecycle Plan

Appendix B2 Footway Lifecycle Plan

Appendix B3 Bridges and Highway Structures Lifecycle Plan

Appendix B4 Street Lighting Lifecycle Plan

Appendix B5 Public Transport Infrastructure Lifecycle Plan

Forward by the Lead Member for Environment and Transport

The highway network in Wrexham County Borough comprises 1187km of roads With an asset value in excess of pound1billion it is the most valuable infrastructure asset owned by the Council

As a highway authority the Council has a statutory duty to maintain the highway We do so in the face of increasing pressures

We manage the highway network on behalf of the travelling public whether they are pedestrians cyclists bus operators taxi operators freight operators or car users How we maintain our highway network impacts on all users of the highway

This first Highway Asset Management Plan (HAMP) has been written to provide a summary of how we go about managing the maintenance of our highway assets

At present the HAMP has focussed on the following asset groups

bull Carriageways bull Footways bull Street Lights bull Highway Structures bull Passenger Transport Infrastructure Assets

In time we expect to develop the HAMP to cover other asset groups such as drains traffic signals and signs

The HAMP sets out our first attempt at defining levels of service and the standards that support them It defines the extent of our highway assets and their condition The way we measure the condition of the assets make decisions about how we invest maintenance budgets and how works and services are delivered is also defined

The HAMP is not a static document or process It will change as circumstances change whether they are legislative budgetary technology asset management best practice or other such factors A plan for continuous improvement has been set out in the document

Councillor David A Bithell Lead Member for Environment and Transport

10 Introduction

Wrexham County Borough Council places a high significance on its transport infrastructure Our highway network is the most valuable community asset under our control It is vital to the economic wellbeing of the public The comfort and safety in which we travel on our roads and the cleanliness of streets is important to our quality of life

Wrexham County Borough Council is a Highway Authority and as such has a statutory duty to maintain operate and improve the highway network We must discharge our statutory duties despite increasing pressures that include

bull Limited budgets bull Limited staff resources bull Mature highway networks with a backlog of maintenance

requirements bull Increased accountability to the public bull Increasing public expectations

A more structured approach to responding to these challenges is required An asset management approach to managing infrastructure is now emerging as the most effective way of delivering better outcomes to the public This approach has been supported by Government and adopted by Highway Authorities throughout the UK

We have adopted the definition of asset management prepared by the County Surveyors Society which matches the application of the concept of asset management to UK highway networks

ldquoAsset management is a strategic approach that identifies the optimal allocation of resources for the management operation preservation and enhancement of the highway infrastructure to meet the needs of current and future customersrdquo

Asset management is more than just the maintenance of our highway network Asset management considers and optimises the conflicting priorities we face in the uses and care of the network its long term performance and sustainability and between capital investment and ongoing operating costs

1

-

British Standard document BSi PAS 55-2 2008 Asset Management provides a helpful illustration of the key principles and attributes of asset management

Integrated

Holistic

Sustainable Systematic

Systemic Optimal

Risk based

Asset Management Components

The components are explained as follows

Holistic looking at the whole picture ie the combined implications of managing all aspects rather than a compartmentalised approach

Systematic a methodical approach promoting consistent repeatable and auditable decisions and actions

Systemic considering assets in their asset system context and optimising the asset systems value (including sustainable performance cost and risks) rather than optimising individual assets in isolation

Risk-based focussing resources and expenditure setting priorities appropriate to the identified risks and the associated costsbenefits

2

Optimal establishing the best value compromise between competing factors such as performance cost and risk associated with their assets of their life cycle

Sustainable considering the long-term consequences of short-term activities to ensure that adequate provision is made for future requirements and obligations (such as economic or environmental sustainability system performance societal responsibility and other long-term objectives)

Integrated recognising that interdependencies and combined effects are vital to success This requires a combination of the above attributes coordinated to deliver a joined up approach and net value

This is the first Highway Asset Management Plan (HAMP) prepared by Wrexham County Borough Council The HAMP covers a range of asset groups and processes that collectively make up the structure of the highway network In this first edition of the HAMP we have concentrated on five key asset groups These include

bull Carriageways bull Footways bull Bridges and Highway Structures bull Street Lighting bull Public transport infrastructure

As we develop our asset management approach further in the future there are other asset groups that will be incorporated into the HAMP These include

bull Traffic Signals bull Signs Barriers and Street Furniture bull Drainage bull Green Assets (verges trees landscaping)

The HAMP has been prepared by a working group of officers from the Environment Department and the Transport amp Asset Management Derpartment with responsibilities for managing or having specialist expertise in the discreet asset groups described above The working group will oversee its implementation and ensure that the improvement actions identified in the plan are put into place

The HAMP sets out the processes in delivering an efficient service that represents value for money particularly how decisions will be made to replace or extend the life of an asset (capital works) or repair it as part of operational management

Decisions related to changing the highway network (eg to reduce casualties or increase its capacity) are not the focus of the HAMP Such decisions are covered by other plans such as the North Wales Regional Transport Plan

3

This HAMP deals with the highway network for which Wrexham County Borough Council are the highway authority There is 31km of Trunk Road in the County Borough for which the Welsh Assembly Government is the highway authority The Council works closely with the North Wales Trunk Road Agency who intend to prepare a HAMP for the trunk roads

The extent of the highway network is illustrated in Figure 1

This HAMP documents our current approach to highway asset management It must be stressed that production of the HAMP is not the end of the process We will continue to review and update our policy and processes in response to emerging best practice in this field

4

Impr

ovem

ent A

ctio

ns

Per

form

ance

Mea

sure

men

t

20 Framework

A great deal of work has been done by the Association of Directors for Environment Economy Planning and Transport (ADEPT) (formerly the County Surveyors Society - CSS) to guide highway authorities in the preparation of their HAMPs The CSS produced a Framework for Highway Asset Management that links various activities

The Framework is illustrated in Figure 2

Goals Objectives amp Policies Inventory

1 Starting Point

Condition Assessment

Demand Aspirations

2 Levels of Service

Performance Gaps Lifecycle Planning

3 Option Identification

Optimisation amp Budget Consideration Risk Assessment

4 Decision Making

Forward Work Programme

Physical Works amp Services

6 R

epor

ting

amp M

onito

ring

5 Service Delivery

Figure 2 County Surveyors Society Generic Asset Management System

5

We have adopted the CSS framework in the preparation of the HAMP The key stages are defined as follows

Starting Point

Outlines the relationship between asset management and corporate objectives Identifies the importance of inventory data

Levels of Service

Describes what levels of service are Highlights issues to be taken into account and that it includes both condition and non condition related measures of performance


Demand Aspirations

2 Levels of Service

Options Identification

Describes how levels of service are used to provide information on the difference between current and desired performance and the options for addressing the

Performance Gaps

Lifecycle Planning


performance gaps

Decision Making

Applying the concepts of optimisation and risk management to inform decision on budgets

Optimisation amp Budget

Consideration

Risk Assessment

4 Decision Making

Service Delivery

Outlines the importance of taking a long-term view of forward planning through the production of a forward work programme Identifies the link that needs to be established between the delivery of works and services and forward planning

Reporting amp Monitoring

Describes the development of performance measures and outlines improvement actions as a means of fostering a culture of continuous improvement

Forward Work

Programme


5 Service Delivery

Performance Measurement

Improvement Actions

6 Reporting amp Monitoring

6

30 Goals Objectives and Policies

The management of the highway network is governed by the relationship between National and Local policies and the legal framework

Underpinning the HAMP is the statutory duty for a highway authority to maintain roads set out in the Highways Act 1980

The transport policy for the North Wales Region is set out in the North Wales Regional Transport Plan The North Wales RTP under the direction of the Welsh Assembly Government has been produced by Taith Taith is the North Wales Regional Transport Consortium a grouping of the six North Wales Local Authorities comprising Anglesey Conwy Denbighshire Flintshire Gwynedd and Wrexham Councils

Taithrsquos vision for transport in North Wales reflects the rich diversity of the region and is

ldquoTaith will deliver safe sustainable and efficient transport networks to support the economic and social activities of North Walesrsquo diverse communities and businesses having regard to its

strategic European rolerdquo

The North Wales RTP recognises that the condition of the highway network throughout the region is variable and that budgetary pressures lead to unsatisfactory performance of the network However Much of North Walesrsquo infrastructure has been well maintained and some of the major road network has been updated relatively recently It identifies that it is necessary to prioritise maintenance programmes to ensure that transport infrastructure is ldquofit for purposerdquo and is supportive of the production of HAMPs

Resilience of the highway network is reported as a major issue for North Wales as a consequence of the age and condition of the network and cut backs in highway maintenance budgets Highway maintenance has a vital role to play in achieving a safe efficient and sustainable network

The North Wales RTP sets out in outline a maintenance strategy with the following objectives

bull Ensure the transport network is lsquofit for purposersquo bull Maintain the asset value of the highway and transport infrastructure bull Prioritise expenditure in accordance with regional and local

transportation objectives bull Improve the efficiency and reliability of the transport network bull Improve the safety of the transport network bull Reduce liability bull Minimise environmental impacts through specifications and

methods of working

7

bull Reverse the trend of deterioration and in time move more resource

At a local level the Council Improvement Priorities have been defined for the period 2009-2012 Organisational development projects are included as an Improvement Priority Production of the HAMP has been defined by the Transportation amp Asset Management Department as one of the organisational development projects for completion during 2009

Wrexham County Borough Council has prepared and adopted a Highways Asset Management Policy A copy of the policy is included at Appendix A1

Other national and local best practice documents and policies that have influenced the HAMP include the following

Local Policy and Procedures

Wrexham County Borough Council Policy on highway safety inspections intervention criteria and response times

Wrexham County Borough Council Bridge Strengthening and Repair Prioritisation Report to Executive Board September 2009

National Guidance

Well-maintained Highways - Code of Practice for Highway Maintenance Management Roads Liaison Group

Well-lit Highways - Code of Practice for Highway Lighting Management Roads Liaison Group UK Lighting Board

Management of Highway Structures - A Code of Practice Roads Liaison Group

Draft Transport Infrastructure Assets Code The Chartered Institute of Public Finance amp Accountancy

BSi PAS 55-1 2008 Asset Management

8

40 Inventory

An accurate and up to date inventory of the highway network assets is of vital importance to the HAMP The inventory is the foundation on which asset management processes are built A highway inventory is the asset register It allows the value of the assets to be established and a consistent approach to their management to be achieved

Inventory data is analysed in conjunction with condition data to enable decisions to be made on maintenance priorities

The asset inventory is collected and stored in a number of database systems Detailed information on the current state of asset inventory and the database systems used is contained in the individual asset lifecycle plans provided as Appendices to the HAMP A review of asset inventory has identified the level of confidence in the data we hold and gaps in that data An improvement plan to deal with the gaps has been prepared A summary is given below

Key Statistics

Asset Group Quantity

Roads Class A 107 km Class B 149 km Class C 387 km Unclassified 544 km

Footways 995 km Structures Bridges 132 No

Culverts 284 No Retaining Walls 94 km

Drainage Gullies approx 35000 No Street Lights Columns 12112 No

Lanterns 12361 No Traffic Signals Junctions 18 Installations

Crossings 33 Installations

Carriageways and Footways

Carriageway and footway inventory data is stored in the Symology Insight Infrastructure Asset Management database Insight allows the highway network to be stored in digital form with each road having its unique reference The network referencing system allows the attributes of each road such as construction materials and road width to be stored and analysed in conjunction with condition data

The UK Pavement Management System (UKPMS) is the national standard for management systems for the assessment of local road network conditions

9

and for the planning of investment and maintenance on paved areas of roads kerbs footways and cycle-tracks on local roads within the UK

It is endorsed and promoted by the Roads Board and its use is required by the Government for the production of Best Value Performance Indicators on Local Roads The Symology Insight system is a UKPMS accredited system

The Wrexham highway network is now fully referenced in the database for all classes of road Graphical representation of the network is available in the Symology system However work is underway to transpose the network referencing onto Pro Printer the Councilrsquos Geographic Interface System (GIS)

Communication systems are in place within the Council to ensure that as the network is added to (either through the construction of new roads or the modification of existing roads) then the network reference database is updated accordingly

Basic inventory data is held on the database This includes surface type carriageway and footway widths The inventory data was last updated in 2004 No information is held on road construction depths

A survey of gullies street name plates and road signs has recently been completed using geospatial imaging techniques This data will be uploaded to the database

Safety Fences

At the time of writing the HAMP a complete inventory of safety fences does not exist However the locations of all safety fences in the County Borough is known and listed It is planned to complete a survey of all safety fences following the acquisition of GPS mobile data collection devices

Green Assets

Grass verges are referenced in the Insight database There is no current inventory of trees in the highway

Highway Drainage

Other than gully positions there is no current inventory of highway drainage assets The maintenance of highway drains is fundamental to the structural integrity of the highway and the safe passage of its users and to prevent flooding

The Flood and Water Management Act 2010 requires local authorities to establish and maintain a register of structures or features which may affect flood risk their ownership and their state of repair Highway drains are likely to feature in such a register

10

The Council recognises the benefits of maintaining such a register and has included its creation as an improvement action

Bridges and Highway Structures

A complete database of all highway bridges culverts and retaining walls is established and maintained using the Bridge Management Expert (BMX) database The BMX database is a sophisticated computer database used for the management of highway structures The database contains all historic bridge records as scanned documents and contains component and dimensional details for each structure

Each structure is located on Pro Map using OS grid coordinates

Privately owned walls that abut the highway have not yet been identified and added to the database Consideration is being given to the resources needed and merits of completing this task

Street lights and lit traffic signs

A complete inventory of street lights and lit traffic signs has been established and is maintained using the Street Lighting information Management System (SLiMS) The asset database contains a range of street lighting asset related data including column location type height lantern control gear etc

Accuracy of the asset database is essential as it is used to calculate energy demand The database is audited by the energy supplier

Column locations can be viewed graphically within the GIS system used by SLiMS This is also linked to the corporate GIS system Pro Map Whilst most column positions are accurate within the system the positions of some older columns are occasionally found to be incorrectly located This is constantly kept under review and updated as and when required

Communication systems are in place within the Council to ensure that as the network is added to (either through the construction of new roads or the modification of existing roads) then the SLiMS database is updated accordingly

There is limited data maintained on the location and type of underground electricity cables This is identified as an improvement area but one that will ultimately require considerable resources

Traffic Signals

This asset group include traffic light signals at junctions and at signal controlled PuffinPelican pedestrian crossings or Toucan pedestriancycle crossings The inventory of traffic signals is up to date and maintained in the signal fault management system database

11

Public Transport Infrastructure

An up to date inventory of all public transport infrastructure is maintained that records the following

bull Bus stop poles bull Bus stop flag signs bull Timetable cases bull Shelters bull Raised kerbs bull Real Time Passenger Transport Information (RTPI) displays

Improvement Actions

bull Complete the process of transposing the road network referencing onto Pro Printer This will aid with the graphical presentation of data and aid decision making processes

bull Bring the carriageway and footway inventory data up to date

bull Establish and maintain a register of highway drainage assets adopting a risk based approach to the prioritisation of assets to be surveyed

bull Maintain a process to update street lighting column positions in the database using public feedback and inspections

bull Survey underground electricity cables and record their position in the SLiMS database

12

50 Condition Assessment

Condition Surveys

The physical condition of the assets is assessed from both a public perspective and by the measurement and analysis of its condition from an engineering perspective

Different approaches are adopted for each asset group For some asset groups a number of survey types with varying frequencies are carried out Our approach to condition assessment for key asset groups is detailed in the asset group lifecycle plans and summarised as follows


A range of routine and engineering inspections are carried out on the highway network

Condition inspections are necessary not only to establish maintenance requirements but also to ensure the safety of the public A rigorous approach to carrying out and recording inspections allows the Council to repudiate claims for damages as a result of trips etc The Councilrsquos policy for safety inspections is set out in the Policy on highway safety inspections intervention criteria and response times

The frequency of safety inspections for carriageways is as follows

Road Category

Type Description Inspection Frequency

3a Main distributor Routes between strategic routes and linking urban centres

Monthly

3b Secondary distributor Routes carrying mainly local traffic with large numbers of frontages and junctions

Monthly

4a Link Road Routes linking mainsecondary distributors and local access roads many frontages and junctions

3 monthly

4b Local access road Routes serving properties only with limited access traffic

Annually

5 Non metalled rural unclassified

Green lanes Annually

13

The frequency of safety inspections for footways is as follows

Footway Category


1a Prestige Very busy areas of towns and cities high public space and streetscene contribution

Weekly

1b Primary Busy urban shopping and business area

Monthly

2 Secondary Medium usage routes local shopping centres

Monthly

3 Link footways Linking local access footways busy rural footways

3 monthly

4 Local access footways

Low usage estate road footways Annually

Defects that are identified during safety inspections are acted upon in accordance with intervention criteria and response times set out in the policy

In addition to the safety inspections a range of visual and machine based engineering condition surveys are carried out

An Annual Engineering Inspection (AEI) is carried out on all carriageways and footways on an annual basis The purpose of the AEI is to rate the condition of the carriageway and footway on a scale of 1 to 5 (with 5 being in very poor condition) The AEI is used as a broad brush assessment of road condition in order to more effectively target more detailed visual inspections

A Coarse Visual Inspection (CVI) is carried out on roads that have been rated 4 or 5 in the AEI CVI is a chainage - related survey which will generally be undertaken from a slow-moving vehicle where traffic conditions and safety considerations permit The CVI is intended to allow rapid assessment of the network assessing a limited range of broadly defined defects These include

bull Length Defects ndash Edge Defects Kerb Defects Off-Carriageway Defects Longitudinal Joint Defectiveness

bull Lane Length Defects ndash Carriageway Major Cracking Rutting bull Count Defects ndash Transverse Cracks Transverse Joint Defectiveness bull Area defects ndash All Other Defects

A Detailed Visual Inspection (DVI) is also carried out on the roads in worst condition DVI records measured areas or lengths for a wider range of more closely defined defects than for CVI aggregated within short sub-sections 20 metres in length by default The defects collected for DVI are generally defined to a closer level of detail than CVI In order to ensure broad consistency between the two surveys a single CVI defect is normally equivalent to a number of DVI defects DVI is used where more detailed information is required to support and validate treatment decisions and scheme identification supplementing CVI data

14

Condition Survey Type

In addition to visual inspections the following machine based surveys are carried out to collect condition information

SCANNER (Surface Condition Assessment for the National NEtwork of Roads) is a specification for automated road condition surveying that provides a range of road condition parameters including ride quality rut depth intensity of cracking texture depth and edge condition Measurements from SCANNER accredited machines are used (through UKPMS) to produce a national performance indicator (the SCANNER road condition indicator) for road carriageways as well as for planning highway maintenance schemes and programmes The Council carries out Scanner surveys of Class A and Class B roads every year and a 10 sample of Class C and unclassified roads each year

The skid resistance of a road surface enables vehicles to manoeuvre safely and it is therefore necessary to regularly monitor the skid resistance of the road network These measurements are made using various test devices that commonly use a rubber wheel or slider that is made to slip against the road surface in the presence of water whilst monitoring the force generated

The Sideway-force Coefficient Routine Investigation Machine (SCRIM) is used to measure the skid resistance of the Class A road network every two years

In addition to SCRIM GripTesterreg (a small trailer for measuring wet skid resistance) is also used on an ad hoc basis to measure skid resistance at identified problem sites

The combined visual and machine based survey data is used as the primary source of information for establishing maintenance priorities and programmes

Bridges and highway structures

The following condition surveys are carried out on bridges and highway structures

What it measures Frequency

General Bridge Inspection

Visual survey of structural condition to sub structure and superstructure including bearings parapets joints drainage and surfacing

All structures annually

Principal Structural Inspection

Close inspection of all parts of the structure including those that need special access arrangements

Every six years

Special Structural Inspection

A detailed inspection and investigation where other inspections have identified a defect that warrants further investigation

As required

15



Street lighting

The following condition surveys are carried out on street lights


Night time scouting Check for lamp outages Every two weeks Annual maintenance visit

Visual condition inspection and routine maintenance (clean and grease)

Annually

Electrical inspection and testing

Electrical performance of apparatus

Each column once every six years

Ultrasonic structural testing

Structural integrity of the column

Once column has reach 12 years of age and at periods thereafter dependent on condition

The frequency of structural condition surveys of street lights will vary according to the condition recorded on its first inspection The structural condition is graded on a scale of 1 to 5 with condition 5 being in urgent need of attention Structural inspection frequencies are adjusted as follows

Structural Condition Rating

Inspection period

1 12 years 2 6 years 3 3 years 4 1 year 5 Immediate action required

Due to the scale of the structural inspection survey programme work has been prioritised on a risk basis There are still several thousand columns to be inspected

Drainage

There is no systematic approach to the condition assessment of highway drainage assets at present

Traffic Signals

The following condition surveys are carried out on traffic signal installations


General inspection Visual condition and electrical test Twice a year

16

Current Network Condition

Carriageways

The condition of carriageways as determined by 200809 Scanner surveys are as follows

Principal Non Principal Classified Unclassified

Percentage of network in poor overall condition

2008

246 620 3042


2009

238 580 2275

SCANNER SURVEY RESULTS 20082009

The rate at which carriageway condition has deteriorated had slowed in recent years However the severe winter weather of 20092010 has caused extensive further deterioration of the carriageway network

A broad indicator of structural condition is the AEI survey The survey for the whole network carried out in February 2010 following the winter provided the following results

AEI Rating Percentage 1 (good condition) 152 2 292 3 270 4 202 5 (very poor condition) 855

17

Skid resistance of the network is measured by SCRIM Results are as follows

2002 2005 2006 2007 2009

ROAD No

BELOW INV LEVEL

()

BELOW INV LEVEL

()

BELOW INV LEVEL

()

BELOW INV LEVEL

()

BELOW INV LEVEL

() A495 NB 525 572 459 299 378 A495 SB 221 595 499 367 352 A5152 WB 811 738 793 480 388 A5152 EB 833 767 796 513 380 A5156 EB 516 234 316 251 201 A5156 WB 294 238 278 96 66 A525 East WB 495 560 567 429 346 A525 East EB 409 584 599 433 304 A525 West WB 718 751 740 623 424 A525 West EB 715 706 681 593 419 A528 NB 468 803 645 629 282 A528 SB 596 690 523 396 77 A534 EB 423 528 406 297 317 A534 WB 403 476 415 144 227 A539 WB 389 488 559 441 182 A539 EB 322 531 386 459 160 A541 NB 519 701 740 626 349 A541 SB 419 654 656 468 268 TOTAL BELOW INV LEVEL () 488 600 564 443 282

SCRIM SURVEY RESULTS 2002 - 2009

The latest published figures for Wales indicates that the percentage of surveyed lengths below the investigatory level in 2004 to 2006 was 18 Skid resistance of the Principal road network does not therefore compare favourably with the Welsh average

Footways

The 2009 AEI survey for footways reveals the following

AEI Rating Length (m) Percentage 1 (good condition) 392633 40 2 374714 38 3 151499 15 4 78858 7 5 (very poor condition) 839 lt1 Condition of Footways established by AEI surveys

The 200910 winter weather is also believed to have had a significant effect on footways Surveys are not yet available to validate this

18

Street Lighting

Approximately 30 of the street lighting stock (some 4000 columns) is older than their anticipated life expectancy of 30 years At present around 50 columns per year have to be replaced because of their poor condition as identified by structural integrity surveys


Data collected during bridge inspections is used within the bridge management system to calculate Bridge Stock Condition Indicators (BSCI) Two BSCIs are calculated as follows

BSCI Range

BSCI (Average) BSCI (Critical)

100 ndash 95 Bridge stock is in a very good Very few critical load bearing Very Good condition Very few bridges may

be in a moderate to sever condition

elements may be in a moderate to severe condition Represents very low risk to public safety

94 ndash 85 Bridge stock is in a good A few critical load bearing Good condition A few bridges may be

in a severe condition elements may be in a severe condition Represents a low risk to public safety

84 ndash 65 Bridge stock in a fair condition Wide variability of conditions for Fair Some bridges may be in a severe

condition Potential for rapid decrease in condition if sufficient maintenance funding is not provided Moderate backlog of maintenance work

critical load bearing elements some may be in a severe condition Some bridges may represent a significant risk to public safety unless mitigation measures are put in place

64 ndash 40 Bridge stock is in a poor A significant number of critical Poor condition A significant number of

bridges may be in a severe condition Maintenance work historically underfunded and there is a significant backlog of maintenance work

load bearing elements may be in a severe condition Some bridges may represent a significant risk to public safety unless mitigation measures are put in place

39 ndash 0 Bridge stock is in a very poor Many critical load bearing Very Poor condition Many bridges may be

unserviceable or close to it Maintenance work historically underfunded and there is a huge backlog of work

elements may be unserviceable or close to it and are in dangerous condition Some bridges may represent a high risk to public safety unless mitigation measures are put in place

BRIDGE STOCK CONDITION INDICATORS

19

The tables and histograms below provide the current BSCI for Wrexham highway structures

Structure Type

Very Poor (0-39)

Poor (40shy64)

Fair (65shy79)

Good (80shy89)

Very Good (90shy100)

Bridge 0 11 76 76 28 Retaining Wall

0 6 37 40 22

Culvert 0 0 12 8 11 Subway 0 0 2 4 0 Total 0 17 127 128 61

BSCI (Average) Spread

Year Very Poor (0shy39)

Poor (40-64)

Fair (65shy79)

Good (80-89)

Very Good (90-100)

Not Inspected

2006 0 13 83 92 34 220 2007 0 17 131 117 56 121 2008 0 19 129 120 59 115 2009 0 17 127 128 61 109

BSCI (Average) Change over time

Improvement Actions

bull Establish a condition inspection regime for safety fences bull Establish a condition inspection regime for highway drainage

assets

20

60 Asset Valuation amp Backlog Value

Formal guidance was published by The Chartered Institute of Public Finance amp Accountancy (CIPFA) in March 2010 to assist transport infrastructure asset managers to ensure that financial information generated for asset management is robust consistent and fit for purpose The guidance is designed to ensure that local authorities are managing their infrastructure asset data in a form that allows asset values to be reported on a current value basis in Whole of Government Accounts

The timetable for this reporting is that a full audited dry run will be submitted in 201112

The Code aims to provide consistency across local authorities to achieve benefits that include

bull Whole life costing bull Scenario planning bull Prioritising work programmes bull Reduced reactive maintenance bull Reduced third party claims bull Balance between capital and revenue spend bull Better understanding of costs to reduce cost base bull Monitor if treatment delivers expected performance bull Better procurement bull Monitoring performance trends bull Benchmarking

The Code changes the way infrastructure assets are treated in the authorityrsquos accounts by moving to the Depreciated Replacement Cost (DRC) approach which provides the current cost of replacing an asset with a modern equivalent asset (the Gross Replacement Cost - GRC) less deductions for all physical deterioration and impairment Calculated in this way annual depreciation not only represents the annual consumption of service benefits but also provides a measure of what on average needs to be spent year on year to maintain the asset

The CIPFA approach to calculating GRC has yet to be done however earlier work has put a value on the GRC for all highway infrastructure assets at pound986 million Eighty three percent of that sum is for roads

The DRC has also yet to be calculated However The Council supports the Welsh Assembly Government in its project to monitor the road pavement backlog on the local road network in Wales This project has been running for four years and provides a measure of the effect that the special maintenance grant provided by the Welsh Assembly Government has had on the road maintenance backlog

21

The current value of the backlog is estimated to be pound32m (to restore the network to zero percent defective state)

Improvement Actions

bull Implement the CIPFA Code of Practice on Transport Infrastructure Assets

22

70 Levels of Service

Levels of Service are statements of the key requirements or expectations of the public when they use the highway asset or when it directly affects them in some other way They are expressions of desired outcomes for the public and are concerned with how the asset performs in supporting delivery of these outcomes rather than performance in a technical sense

In preparing our Levels of Service we have recognised that their must be a relationship between customer expectation and NationalLocal legislation guidance and policy

We have taken the three main themes in the Code of Practice for Highway Maintenance Management (Well Maintained Highways) as our starting point for the development of Levels of Service The themes are

bull Safety

o Complying with statutory obligations o Meeting user needs for safety

bull Serviceability

o Ensuring availability o Achieving integrity o Maintaining reliability o Enhancing condition

bull Sustainability

o Minimising cost over time o Maximising value to the community o Maximising environmental contribution

We have developed primary and secondary Levels of Service statements

The primary Level of Service is a high level aspirational statement of service standard that we will deliver to the public The secondary Level of Service is a statement that indicates how each asset group (carriageway footway street lights etc) will support the primary Level of Service Secondary Level of Service statements may support one or more primary Level of Service

Through the definition of secondary Levels of Service we have been able to prepare Engineering Standards that demonstrate how the Level of Service can be translated into a range of engineering activities with different risk and resource implications and associated levels of performance

23

The primary Level of Service statements and their relationship to the Code of Practice themes are as follows

1 2 3 4 5

We will ensure that our customers feel safe

and are confident about personal safety when they use the highway

asset

We will endeavour to ensure that the condition of our

highway network assets improve over

time

We will ensure that our customers have a reasonable level of

confidence that their journeys on the

highways asset will be predictable and timely

We will ensure that decisions taken on

maintaining the highway network

assets minimise costs over time

We will progressively reduce the

environmental impact of the highway asset to

the benefit of all our customers

SAFETY SERVICEABILITY SUSTAINABILITY

PRIMARY LEVEL OF SERVICE STATEMENTS

24

The HAMP Working Group has carried out an evaluation of the relative importance of each primary Level of Service statement for each asset group Although the asset managers for each asset group took part in the exercise the task was completed from the perspective of customers

The results were as follows

Asset Group Carriageway Footway Street

Lighting Structures Public

Transport Assets

Highest Priority

1 1 1 1 3

3 2 2 3 1 2 5 4 2 2 5 4 5 5 5

Lowest Priority

4 3 3 4 4

Relative Importance of Primary Level of Service Statements By Asset Group

Working Group Ranking

The following pages provide the secondary Level of Service Statements for each asset group The tables show where linkages exist between primary and secondary Level of Service statements Again the HAMP Working Group has evaluated from a customer perspective the relative contribution of these links

This is indicated in the tables as follows

Symbol Relative Importance

High Importance

Medium Importance

Less Important

25

THEME SECONDARY LEVEL OF SERVICE

PRIMARY LEVEL OF SERVICE

We will ensure that our customers feel safe and are confident about personal

safety when they use the highway asset

We will endeavour to ensure that the condition of our highway network

assets improve over time

We will ensure that our customers have a reasonable level of confidence that their journeys on the highways asset

will be predictable and timely

We will ensure that decisions taken on maintaining the highway network assets minimise costs over time

We will progressively reduce the environmental impact of the highway

asset to the benefit of all our customers

SAFETY

SERVICEABILITY

SUSTAINABILTY

We will ensure that all bus stops are sited at safe locations and that all infrastructure provided is positioned safely to minimise any risk to customers and the general public

We will endeavour to provide infrastructure to a standard which maximises usersrsquo feeling of safety and security

We will monitor the condition of all Council owned public transport infrastructure and take action to ensure that it is maintained in a safe and serviceable condition

We will endeavour to provide service information at all of our bus stops

We will ensure that our customers can have confidence that all information provided within our infrastructure is current and correct

We will maintain an appropriate level of cleanliness of our infrastructure

SECONDARY LEVELS OF SERVICE ndash PUBLIC TRANSPORT INFRASTRUCTURE

26

SECONDARY LEVEL OF SERVICE

THEME PRIMARY LEVEL OF SERVICE

SAFETY

SERVICEABILITY

SUSTAINABILTY










We will monitor the condition of our highway structures to ensure the safe passage of our customers and to minimise the whole life cost of maintenance treatments

We will carry out timely repairs to our highway structures to ensure the safe passage of our customers and to minimise the whole life cost of maintenance treatments

We will endeavour to reduce risk of accidents involving structures by introducing and updating safety elements and to relevant standards

We will endeavour to strengthen lsquoweakrsquo structures and if not possible immediately endeavour to ensure that structures remain open with reduced capacity to minimise disruption and avoid severance to customers

We will endeavour to minimise the impact of bridge works on our customerrsquos journey time

We will maintain an appropriate level of cleanliness to our structures

We will take care in the design of new structures and maintenance of existing structures to minimise the impact on the environment through the sustainable use of resources

SECONDARY LEVELS OF SERVICE ndash HIGHWAY STRUCTURES

27



SAFETY

SERVICEABILITY

SUSTAINABILTY










We will monitor the condition of our road surfaces to ensure the safe passage of road users

We will provide planned maintenance programmes for carriageway improvement to demonstrate a cost effective maintenance process

based upon annual road condition data and available funding

We will undertake routine and reactive maintenance in accordance with approved standards and policies to safeguard the road user during

inclement and winter weather conditions

We will endeavour to minimise the impact of roadworks on road user journey times

We will ensure appropriate compliance with approved national standards and guidelines for processes and materials used in highway

construction to maximise road safety and minimise whole life costs

We will maintain a level of cleanliness on our road network in accordance with our approved standards

We will endeavour to develop the sustainable use of resources in the maintenance and improvement of the road network

SECONDARY LEVELS OF SERVICE ndash CARRIAGEWAYS

28












We will endeavour to develop the sustainable use of resources in the maintenance and improvement of the footway network

We will provide planned maintenance programmes for improvement of the footway network based upon annual footway condition data and

available funding

We will maintain a level of cleanliness on our footway network in accordance with our approved standards

We will undertake routine and reactive maintenance in accordance with approved standards and policies to safeguard the passage of

pedestrians


We will endeavour to maintain a safe passage for pedestrians through the co-ordinated management of all works within the highway which

impact upon footways

We will endeavour to monitor the condition of our footway network and maintain the condition in a cost effective manner


construction to minimise whole life costs

SAFETY

SERVICEABILITY

SUSTAINABILTY

SECONDARY LEVELS OF SERVICE ndash FOOTWAYS

29












SAFETY

SERVICEABILITY

SUSTAINABILTY

Quality street lighting with high standards of illumination will be utilised as budgets permit to reduce the fear and perception of crime and

enhance the quality of the environment

Service inspections for Street Lighting will be carried out in accordance with approved standards

Structural testing and inspection of columns will be carried out in accordance with the approved standards

We will take appropriate action to deal with lighting columns that are deemed to be structurally unsafe

Electrical inspection and testing complying with BS5767 ndash IEE Wiring Regulations 16th Edition will be carried out in accordance with the

authorities approved standards

Faults will be attended to in accordance with the authorities approved standards

Energy usage will be monitored and procured from sustainable sources to reduce carbon emissions

SECONDARY LEVELS OF SERVICE ndash STREET LIGHTING

30

The following pages set out a range of Engineering Standards that can be applied to each Secondary Level of Service The Engineering Standard expresses how the Level of Service is delivered in a technical sense The Engineering Standard has been defined at three levels The level to which the Engineering Standard is presently delivered with the current level of funding is identified at the Steady State Engineering Standard These Steady State Standards have been used to identify performance gaps The analysis of performance gaps is reported in Section 11

31

Secondary Level of Service Carriageway Infrastructure - Engineering Standards ndash Sheet 1 of 2

Level 1 Level 2 Level 3

We will monitor the condition of our road surfaces

Annual inspections of all roads with detailed visual inspections of all category 3 4 and 5 roads

Annual SCANNER surveys of 25 of all classified roads and MRM surveys of 20 of all unclassified roads

SCRIM tests on all principal classified roads annually

Performance will be monitored annually through KPIrsquos





Annual engineering inspections of all roads with coarse visual inspections of all category 4 and 5 roads


SCRIM tests on all principal classified roads every 2 years

Performance will be monitored annually through KPIrsquos (Steady state)

We will provide planned maintenance programmes for carriageway improvement to demonstrate a cost effective maintenance process based upon annual road condition data and available funding

Road condition survey data will be utilised to produce a 5 year programme of planned road maintenance works to retain Principal Roads within a 4 deficiency target (as defined by SCANNER) (Steady state)


Road condition survey data will be utilised to produce an annual programme of planned road maintenance works to retain Principal Roads within a 4 deficiency target (as defined by SCANNER) (Steady state)

Road condition survey data will be utilised to produce a 5 year programme of planned road maintenance works to retain Non Principal Classified Roads within an 8 deficiency target (as defined by SCANNER) (Steady state)


Road condition survey data will be utilised to produce an annual programme of planned road maintenance works to retain Non Principal Classified Roads within an 8 deficiency target (as defined by SCANNER) (Steady state)

Road condition survey data will be utilised to produce a 5 year programme of planned road maintenance works to retain Unclassified Roads within a 25 deficiency target (as defined by SCANNER) (Steady state)


Road condition survey data will be utilised to produce an annual programme of planned road maintenance works to retain Unclassified Roads within a 25 deficiency target (as defined by SCANNER) (Steady state)

We will undertake routine and reactive maintenance in accordance with approved standards and policies to safeguard the road user during inclement and winter weather conditions

Routine maintenance of gullies and all drainage systems as required based upon asset inventory of all surface water drainage systems Compliance with winter maintenance policy based upon improved resources

Routine maintenance of gullies and drainage systems in accordance with standards based upon improved frequencies Compliance with winter maintenance policy based upon improved resources

Routine maintenance of gullies and drainage systems in accordance with approved standards Appliance with current winter maintenance policy for planned reactive winter maintenance operations(Steady state)

Reactive maintenance of carriageway defects will be carried out in accordance with approved standards (Steady State)

32



We will endeavour to minimise the impact of Introduce a permit scheme to control all works Registration approval and inspection for Registration approval and inspection for roadworks on road user journey times in the public highway for co-ordination

purposes with neighbouring authorities and produce informative information in relation to road works and events to the general public

compliance of all private public and local authority works to produce a co-ordinated and published live programme of proposed road works and events

compliance of all private and public utilities works to produce a co-ordinated and published live programme of road works and events within the public highway (steady state)


Mechanical sweeping frequencies to be carried out in accordance with improved standards

Maintain increased level of street cleaning operatives for manual cleaning and litter removal activities

Maintain mechanical sweeping frequencies in accordance with our approved standards

Increase level of street cleansing operatives for manual cleaning and litter removal activities


Maintain level of street cleansing operatives for manual cleansing and litter removal activities (steady state)


Develop the scope of products being recycled in our plant to include bituminous materials for use on the public highway Effective whole life costing of planned maintenance schemes over a 5 year period

Increase the volume of recycled products through partnership with public utilities and neighbouring authorities Effective whole life costing of planned maintenance schemes over a 3 year period

Maintain level of recycled products through our recycling plant in Llay for use on maintenance and improvement schemes within the authority (steady state)

We will ensure appropriate compliance with approved national standards and guidelines for processes and materials used in highway construction to maximise road safety and minimise whole life costs

Maintain awareness and compliance with existing standards for materials used in road construction their application and the desired performance outcome Condition surveys to appropriate sections of the highway network


Maintain awareness and compliance with existing standards for materials used in road construction their application and the desired performance outcome Condition surveys to appropriate sections of the highway network (steady state)

33

Secondary Level of Service Footway Infrastructure - Engineering Standards ndash Sheet 1 of 2


We will endeavour to monitor the condition of our footway network

Annual engineering inspections of all footways with detailed visual inspections of all category 3 4 and 5 footways


Annual engineering inspections of all footways with CVIrsquos to all footways falling within a category 4 or 5 (Steady state)

We will provide planned maintenance programmes for improvement of the footway network based upon annual footway condition data and available funding

We will maintain the condition of footways such that the overall network condition does not exceed 6 rated 4 or 5 in the AEI survey


We will maintain the condition of footways such that the overall network condition does not exceed 8 rated 4 or 5 in the AEI survey (Steady state)

We will endeavour to maintain a safe passage for pedestrians through the co-ordinated management of all works within the highway which impact upon footways

Introduce a permit scheme to control all works in the public highway for co-ordination purposes with neighbouring authorities and produce informative information in relation to road works and events to the general public

Registration approval and inspection for compliance of all private public and local authority works to produce a co-ordinated and published live programme of proposed road works and events

Registration approval and inspection for compliance of all private and public utilities works to produce a co-ordinated and published live programme of works and events within the public highway (steady state)

We will undertake routine and reactive maintenance in accordance with approved standards and policies to safeguard the passage of pedestrians

Routine inspections of footways and subsequent maintenance operations completed within timescales stipulated in improved standards

Routine inspections of footways and subsequent maintenance operations completed within timescales stipulated in approved standards

Routine inspection of footways based upon approved frequencies and subsequent maintenance in accordance with approved standards






Maintain improved standards of footway cleanliness within approved standards and frequencies through operational efficiencies

Improve standard of footway cleanliness within approved standards and frequencies through improved operational efficiencies

Maintain level of street cleansing operations for mechanical manual cleansing and litter removal activities (steady state)





34



We will ensure appropriate compliance with approved national standards and guidelines for processes and materials used in highway construction to minimise whole life costs

Maintain awareness and compliance with existing standards for materials used in footway construction their application and the desired performance outcome Continue to develop projected whole life costing to demonstrate cost effective management

Maintain awareness and compliance with existing standards for materials used in footway construction their application and the desired performance outcome Develop projected whole life costing to demonstrate cost effective management

Maintain awareness and compliance with existing standards for materials used in footway construction their application and the desired performance outcome (steady state)

35

Secondary Level of Service Street Lighting Infrastructure - Engineering Standards ndash Sheet 1 of 1



Street Lighting will be subject to a night time inspections based upon a frequency of fortnightly during the winter months and every 3 weeks in the summer months All lighting will receive a routine maintenance visit once per year

All Street Lighting will be subject to night time inspections every 3 weeks and will receive a routine maintenance visit once per year

All street lighting will be subject to night time inspections every 14 days and will receive a routine maintenance visit once per year (Steady State)


Every column will receive structural testing on a frequency of 12 years


Every column will receive structural testing on a frequency of 12 years (Steady State)


Dangerous columns will be removed and replaced


Dangerous columns will be removed

Replacement columns will be installed where budgets permit (Steady State)


Fault attendance response times will be in accordance with the authorities approved and published standards


Fault attendance response times will be in accordance with the authorities approved and published standards (Steady State)

Electrical inspection and testing complying with BS5767 ndash IEE Wiring Regulations 16th

Editionwill be carried out in accordance with the authorities approved standards

Every column will be tested on a six year frequency


Every column will be tested on a six year frequency (Steady State)


Demonstrate more sustainable energy activities through technical innovation where possible to lower energy consumption and reduce the carbon footprint


100 of the authorityrsquos energy currently procured from suppliers complying with agenda 21 commitments through the production of energy from renewable resources (Steady State)

Quality street lighting will be utilised as budgets permit to reduce the fear and perception of crime and enhance the quality of the environment

Programmes of replacement supported through ongoing lantern replacement programmes to achieve a target of 100 of the street lighting infrastructure


SON or white lighting will be incorporated in when lanterns are replaced and on new schemes (Steady State)

36

Secondary Level of Service Public Transport Infrastructure - Engineering Standards ndash Sheet 1 of 2



Where power sources are readily available shelters on all corridors will have integral lighting provided

Where power sources are available shelters on strategic corridors will have integral lighting provided

Where possible bus stops will be located to make best use of existing street lighting (Steady State)


The Councils bus service monitor will inspect every site at a minimum of 3 monthly intervals report any damage observed Any safety related damage or offensive graffiti will be repaired immediately Other damage will be assessed and repaired within 3 months

Any damage reported through Streetscene or reported by a member of the pubic or an operator will be investigated within 48 hours Any safety related damage or offensive graffiti will be repaired immediately Other damage will be assessed and repaired within 3 months

The Councils bus service monitor will inspect every site at a minimum of 6 monthly intervals and report any damage observed Any safety related damage or offensive graffiti will be repaired immediately Other damage will be assessed and repaired within 6 months


The Councils bus service monitor will report any damage observed during hisher routine duties Any safety related damage or offensive graffiti will be repaired immediately Other damage will be assessed and repaired if deemed appropriate (Steady State)

Any damage reported through Streetscene or reported by a member of the pubic or an operator will be investigated within 48 hours Any safety related damage or offensive graffiti will be repaired immediately Other damage will be assessed and repaired if deemed appropriate (Steady State)

All bus shelters are to be inspected and cleaned by cleaning maintenance contractors at 3 monthly intervals Any safety related damage or offensive graffiti will be repaired immediately Other damage will be repaired within 28 days

All bus shelters are to be inspected and cleaned by cleaning maintenance contractors at 3 monthly intervals Any safety related damage or offensive graffiti will be repaired immediately Other damage will be assessed and repaired if deemed appropriate

All bus shelters are to be inspected and cleaned by cleaning maintenance contractors at 6 monthly intervals Any safety related damage or offensive graffiti will be repaired immediately Other damage will be assessed and repaired if deemed appropriate (Steady State)

All real time passenger information sites will be inspected monthly and faults identified

All required repair works will immediately be processed through an approved contractor

Any faulty units will only be replaced subject to manufacturers lead times



Replacement of faulty units will only be provided should appropriate funding be available (Steady State)


Repair works will be considered prioritised and processed through an approved contractor

37




70 of bus stops will be fitted with timetable cases displaying ldquotimes from this stoprdquo service information

60 of bus stops will be fitted with timetable cases displaying ldquotimes from this stoprdquo service information (Steady State)

Where timetable cases are provided dedicated ldquotimes from this stoprdquo service information will be provided


Operators are require to give a minimum of 56 days notice of service changes and at stop publicity will be amended immediately prior to the introduction of new timetable

All real-time passenger information displays will be updated prior to service changes

Operators are require to give a minimum of 56 days notice of service changes and at stop publicity will be amended within 12 hrs of introduction of new timetable

All real-time passenger information displays will be updated prior to service changes (Steady State)




Routine cleaning program in place 6 monthly annual cleaning of poles flags and timetable cases

Routine cleaning program in place for annual cleaning of poles flags and timetable cases

Cleaning of poles flags and timetable cases to be arranged as required (Steady State)

Routine cleaning program in place 3 monthly annual cleaning of shelters

Routine cleaning program in place 6 monthly annual cleaning shelters

Cleaning of shelters to be arranged on a 6 month cycle (Steady State)


Routine cleaning program in place 6 monthly cleaning of real time passenger displays

Cleaning of real-time passenger displays to be arranged as required (Steady State)

38

Secondary Level of Service Highway Structures - Engineering Standards ndash Sheet 1 of 2



All bridges and culverts are inspected annually and scored using the priority system which incorporates the structurersquos BCI score All Principal bridge inspections are carried out every 6 years

(network condition improving)


(steady state)

All bridges and culverts are inspected bishyannually

(network condition worsening) Retaining walls are inspected annually


Retaining walls are inspected bi-annually


Retaining walls are not inspected

(steady state) We will carry out timely repairs to structures to ensure the safe passage of our customers and to minimise the whole life cost of maintenance treatments

Bridges and culverts are repaired when the BCI (crit) for any element scores between 0 and 79 (poor) Any structure which requires work of a value beyond the means of the revenue budget will be put forward for inclusion in the Capital works programme to be carried out within 4 years


Bridges and culverts are repaired when the BCI (crit) for any element scores between 0 and 64 (very poor) and from utilising the Bridge Maintenance teams engineering judgement

(steady state)

Bridges and culverts are repaired when considered to be dangerous or an element of the structure has failed

(network condition worsening) Retaining walls are repaired only in response to reports of damage or deterioration

(Steady state) We will endeavour to reduce risk of accidents All structures on principal routes are updated Structures deemed to pose highest risk to Work carried out after element damaged or as involving structures by introducing and updating to relevant standards subject to budget customers are updated to relevant standards part of Capital budget refurbishment repair safety elements and to relevant standards determinants


subject to budget limitations

(steady state)

works

(network condition worsening) We will endeavour to strengthen lsquoweakrsquo structures and if not possible immediately endeavour to ensure that structures remain open with reduced capacity to minimise disruption and avoid severance to customers

All weak structures are strengthened over a provisional 5 year rolling programme subject to budget determinants


Structures falling into the lowest 10 of scores using the priority system will be strengthened over a 10 year rolling programmes subject to budget determinants

(steady state)

Structures with a capacity under 3 tonnes are closed All other weak structures remain open with restricted capacity

(network condition worsening)

39




Traffic management is programmed to coincide not conflict with traffic management from other department external bodies


Traffic management is programmed to coincide not conflict with work to other structures

(steady state)

Traffic management is programmed as and when it is required to a structure

(network condition worsening) We will maintain an appropriate level of cleanliness to our structures

All pedestrian subways will be cleaned bishyannually plus any offensive graffiti removed during intermediate periods Other structures will be cleaned as and when the Bridge Management section deems necessary


Highway structures will be cleaned as and when the Bridge Management section deems necessary in response to public feedback

(steady state)

Highway structures will be cleaned only when offensive graffiti is found or when a complaint is received



Structures are designed and constructed using relevant standards taking into account sustainable issues plus sustainability is given high consideration when options are appraised


Structures are designed and constructed using relevant standards taking into account sustainable issues When considering alternatives a balance of sustainability and cost is taken into consideration

(steady state)

Structures are designed and constructed to relevant standards by using the least expensive forms


40

80 Lifecycle Planning

Effective lifecycle planning is about making the right investment at the right time to ensure that the asset delivers the requisite level of service over its full expected life at minimum cost

The whole life process is illustrated below It is during the operatemaintain improve stage where the HAMP has most relevance

Planning amp Design

Construction Operate Maintain amp Improve

Disposal Change of use

Identification amp Feasibility

Initial or Restored Condition

Deterioration Andor damage

Condition after deterioration

Maintenance

Figure 2 Asset Management Applied to Whole Life of Assets

Lifecycle Plans are prepared for each asset group The plan describes the decision making process for each asset at each stage of its lifecycle from creation through to disposal (although in the case of roads they are rarely disposed of)

41

The HAMP will maintain and manage Lifecycle Plans for the following asset groups

bull Carriageways bull Footways and Cycleways bull Bridges and Highway Structures bull Street Lighting bull Public Transport Infrastructure bull Traffic Signals bull Signs Barriers and Street Furniture bull Drainage bull Green Assets (verges trees landscaping)

Where available the individual Lifecycle Plans are included as Appendices to the HAMP The Improvement Actions identify Lifecycle Plans that have yet to be developed

The following is a synopsis of their contents

Asset Inventory

Details of the inventory held on the asset group how it is collected and updated and the information management systems used

Asset Condition

How asset condition data is collected managed and interpreted Describes the current state of the asset and how this compares with defined Levels of Service

Levels of Service and Service Options

The Levels of Service defined for that asset group and options for delivering the engineering standards assigned to each Level of Service

Risk Management

An evaluation of risks and adoption of appropriate mitigation strategies associated with management of the asset group

Forward Works Programme

The forward works programme for each asset group

Performance Gaps and Action Plans

Identification of the gaps between current and desired performance levels for each asset group

42

Improvement Actions

bull Prepare Lifecycle Plans for the following asset groups o Traffic Signals o Signs Barriers and Street Furniture o Drainage o Green Assets (verges trees landscaping)

43

90 Decision Making

At present the allocation of funding for each asset group is made on an historic basis Individual asset managers are responsible for making decisions on how this funding is allocated to asset maintenance activities

Budgets for carriageway footway and street lighting maintenance are controlled by the Environment Department

The budgets for highway structures and public transport assets are controlled by the Transport amp Asset Management Department

Details are as follows

Environment Department

The following is a summary of the Environment Department 2001012 budgets available for maintenance work on the highway infrastructure

Activity Budget 2010 -11 Budget 2011 -12 Highways Planned Maintenance (Revenue) pound1933468 pound1921829 Highways Planned Maintenance (Capital) pound1051000 pound672335 Highways Routine Reactive (Revenue) pound3387646 pound3275402 Prudential Borrowing for Resurfacing pound800000 pound800000

Note The routinereactive budget includes winter maintenance (pound540000) and Street lighting - including energy (pound790000)

Carriageways

The current budget allocated in support of carriageway improvements are from both WCBC and WAG capital allocations The WAG allocation of pound172k has been reduced considerably from that received in previous years In an attempt to reduce the carriageway maintenance backlog worsened by the severe winter experienced (2009 -10) pound16m of prudential borrowing funds has been obtained The additional funding will be spread over two years 2010-11 and 2011-12

The condition survey data is reviewed on an annual basis and highlights the areas of carriageway requiring the various processes of maintenance treatment The survey results identify the roads in most need of treatment and by the application of good asset management principles the works programme is produced Principal roads across the County are prioritised to ensure the strategic routes are maintained to a high standard any remaining budget is then allocated equally across each of the three street scene areas of the County Borough

The effectiveness of the strategy is reviewed on an annual basis when the revised condition data is available

44

Footways

Three sources of funding currently contribute to the budget funding footway improvements An annual revenue contribution of pound400k which is an arbitrary amount historically utilised to improve the infrastructure An additional pound100k from a revenue source ring fenced to structural footway improvements and an additional pound300k also ring fenced to asset improvement on the highway infrastructure which can be assigned to either footway or carriageway improvements

Additional footway treatments are available but not widely utilised due to lack of popularity by stakeholders mainly on aesthetic grounds despite demonstrating cost effective benefits A programme of approximately pound50k of carriageway slurry treatment has been applied within the current financial year

Remaining Revenue Funding

Other planned maintenance operations contributing to the asset improvement have been identified historically and arbitrary budgets are applied to these areas through experience at the start of the financial year to maximise the effectiveness of the available budget These areas include shy

bull Major Patching bull Earthworks bull Drainage bull High Friction Treatments

Transport amp Asset Management Department

Highway Structures

Capital funding for highway structures has been allocated to provide a rolling programme of improvements The sums for the next three years are as follows

Financial Year Allocation 201011 pound1028515 201112 pound458100 201213 pound331400

The highway structures capital programme is prioritised using a numeric scoring system adopting an approach approved by Executive Board

Factors taken into account include

bull Network factors bull Safety factors bull Community factors bull Environmental factors

45

bull Democratic factors bull Economic factors bull Bridge assessment results bull Inspection results bull Cost benefit of the works bull Availability of alternative routes

The funding is used for both major maintenance and strengthening

Revenue funding is approximately pound75k per annum The revenue funding is used for minor day-to day maintenance Repairs greater than pound10k in value are funded from the capital programme At present allocation of revenue funding is done at officer level This will in future be evaluated using the same prioritisation system as for capital expenditure

Revenue funded works and capital funded works up to pound100k in value are procured through the term maintenance contract Projects valued greater than pound100k are procured through individual tenders


Funding for maintenance of public transport infrastructure is very limited and comprises

bull pound5k per annum revenue funding bull pound20k remaining reserve for the operation of Real Time Passenger

Information

In addition the Welsh Assembly Government provides Transport Services Grant which is top sliced by pound20k to provide funding for maintenance of shelters pound8k is used for cleaning and pound12k for general repairs

Energy for Real Time Passenger Information (RTPI) is funded through street lighting budgets

Decisions on the allocation of funding are made at an officer level There is concern about the long term funding of the operation of RTPI

46

100 Risk Assessment

Well-maintained Highways - Code of Practice for Highway Maintenance Management places strong emphasis on how the management of risk is fundamental to effective asset management

Engineers understand well the application of risk management principles to safeguard safety during the construction operation and decommissioning of built assets There are however a wide range of risks that must be identified mitigated and managed by asset managers These risks include

bull Asset loss or damage bull Service failure bull Operational bull Environmental bull Financial bull Contractual bull Reputational

Risk Assessment is a key component in the County Surveyors Society Asset Management Framework Alongside optimisation and budget consideration risk assessment is a key part of the decision making process It need not be a highly technical process but should be a structured and systematic expression and recording of collective good judgement based on the best available data

BSI PAS 55-12008 Asset Management Specification for the optimised management of physical assets also identifies risk management as a requirement of an asset management system

The PAS also recommends a step by step systematic approach to the management of asset risks as follows

bull Classify assets and define scope prepare a list of asset systems and their constituent assets and gather information about them including the management and control activities which affect the assetrsquos performance define the scope and limits of the individual risk assessments

bull Identify credible risks create a table of potential events and their causes

bull Identify the risk controls that exist (or are proposed for planned assets and planned activities)

bull Determine level of risk estimate the likelihood and consequences for each potential event assuming that planned or existing controls are in place The effectiveness of any existing risk controls and the likelihood and consequence of their failure should also be considered

bull Determine the tolerability of the risks decide whether planned or existing controls (if any) are sufficient to keep the risks under control and to meet any legal statutory and other asset management requirements

47

A common risk management methodology has been adopted for all asset groups in the preparation of the HAMP This comprises the identification of risks and analysis of there likelihood and consequence and the compilation of risk registers

Risk Identification

The identification and assessment of risk considers the probability of credible events and their consequences As a minimum they should cover

Risk Example Physical failure risks bull Collapse of highway structure

bull Collapse of street light column bull Collapse of highway drain bull Vehicle impact damage bull Terrorist action

Operational risk including the control bull Failure of information systems of the asset human factors and all bull Loss of institutional knowledge other activities which affect its bull Road worker safety performance condition or safety bull Network user safety

Natural environmental events bull Snow and Ice bull Flooding bull Extreme wind bull Fog

Factors outside the Councilrsquos control bull Failure by term contractor bull Failure by material suppliers bull Changes in key legislation bull Changes in government policy bull Materials availability bull Significant fluctuations in

material prices (eg oil) bull Significant changes in inflation

Stakeholder risks bull Unexpected policy changes bull Failure to meet regulatory

performance requirements bull Reputational risk for the

Council Risks associated with the different life cycle phases of the asset

bull Design risk

48

Risk Analysis

The two components of risk analysis are

1 Determine the likelihood of the event occurring 2 Determine the consequences or impact of failure

A risk rating matrix is proposed applying the following criteria

Likelihood Description Indicative Frequency Almost Certain Likely to occur Once a year or more frequently Likely Will probably occur Once every three years Possible May occur occasionally Once every ten years Unlikely Do not expect to happen Once every thirty years Rare Do not believe will ever happen Once every 100 years or less

Risk Likelihood Assessment

Level of Impact

Personal Injury System Failure Reputational Impact

Financial Impact

Insignificant No medical treatment required

Negligible service impact Minor non-compliance or system failure No long term consequence

Individual complaint

lt pound1k

Minor Recoverable injury requiring medical treatment

Single failure to meet internal standards or short term loss of service Impact rapidly absorbed No long term consequence

Minor adverse local public media attention or complaints

pound1k - pound10k

Moderate Irreversible disability or impairment to one or more persons

Repeated failure to meet standards or loss of systems Impact on organisation absorbed following significant action Minimal long term consequences

Attention from local media and heightened concern by local community

pound10k shypound100k

Major Single fatality and or severe irreversible injury to one or more persons

Failure to meet national recognised standards or statutory duty Significant impact on service delivery with significant intervention Significant long term consequences

Significant adverse national media coverage

pound100k shypound10m

Catastrophic Multiple fatalities or significant irreversible disability to more than 50 persons

Gross failure of systems or standards Major impact on service delivery Major long term consequences

Serious public media outcry and international coverage

gt pound10m

Risk Consequence Assessment

49

Consequence Insignificant Minor Moderate Major Catastrophic

Lik

elih

oo

d

Almost Certain Low Significant Significant High High Likely Low Low Significant High High Possible Low Low Significant High High Unlikely Very Low Low Low Significant High Rare Very Low Very Low Low Low Significant

Risk Rating Matrix

Risk Register

Risk registers are a common and effective mechanism for recording and managing risks and is a key asset management process The risk analysis and preparation of the risk register has been prepared by the asset group manager

In addition to risk identification and analysis the current control mechanism should are recorded together with comments on the need to implement further controls to mitigate the risk

Example control mechanisms could include

bull Documented safety inspection regime bull Capital or revenue expenditure to reduce the probability of failure bull Contingency plans to deal with adverse environmental conditions bull Insure against consequential loss

The risk register is in two parts Part 1 documents the risk identification and risk analysis Part 2 ranks the risk in priority order according to their risk rating as follows

Risk Rating Priority Very low 4 Low 3 Significant 2 High 1

Part 2 also documents the existing control mechanism and recommendations for further action

The risk register for each asset group follows

50

RISK REGISTER PART 2 PRIORITY amp CONTROLS ndash Carriageways Sheet 1 of 2

Asset Group Carriageways Compiled by Paul Fairclough Date 20 January 2010 Reviewed by Next Review Date January 2010

Reference The Risk Risk Priority

Existing Controls Further Action

1 The asset will deteriorate as a result of insufficient funding

2 National and local KPIs Additional funding imminent through capital funding Maintain awareness of officers of need to sustain funding

2 Reduction in funding will necessitate a reduction in cleanliness and maintenance standards

3 National and local KPIrsquos enable monitoring of standards

3 Inability to comply with desired carriageway safety standards through budget constraints resulting in increased accident fatality rate

3 Annual condition surveys carried out to monitor road surface conditions on principal roads

4 Inability to meet proposed developments of the asset in accordance with the HAMP

3 National and local KPIs

5 Increased criticism from public through perceived lack of effectiveness of improvement

3 Public awareness of proposed planned maintenance operations through website

Possible public consultation

51





6 Annual increased maintenance costs depreciate the effectiveness of the capital funding which is not subject to inflation

2 National and local KPIrsquos enable monitoring of performance

52

RISK REGISTER PART 2 PRIORITY amp CONTROLS ndash Footways

Asset Group Footways Compiled by Paul Fairclough Date 20 January 2010 Reviewed by Next Review Date January 2010




2 National KPIs and local condition surveys

Maintain awareness of officers of need to sustain funding


3 National KPIrsquos and local condition surveys enable monitoring of standards

3 Inability to comply with desired footway safety standards through budget constraints resulting in increased accident fatality rate

3 Annual condition surveys carried out to monitor footway surface conditions







2 National KPIrsquos and local condition surveys enable monitoring of performance

53

RISK REGISTER PART 2 PRIORITY amp CONTROLS ndash Street Lighting

Asset Group Street Lighting Compiled by Paul Fairclough Date 20 January 2010 Reviewed by Next Review Date January 2010



1 The asset will deteriorate structurally to an unacceptable level as a result of insufficient funding

2 National and local KPIs Maintain awareness of officers of need to sustain funding

2 Reduction in funding will necessitate a reduction in maintenance standards


3 Term maintenance contractor cannot maintain required maintenance standards

3 Performance management through term contract




3 Complaint monitoring procedures in place National and local KPIrsquos


6 Annual increased energy costs become unsustainable for the whole network

1 Procurement through consortium to obtain best value

54

RISK REGISTER PART 2 PRIORITY amp CONTROLS - Public Transport Stops and Shelters Sheet 1 of 2

Asset Group Public Transport Stops and Shelters Compiled by Keith Garvey Transport Co-ordinating Officer Date 4 January 2010 Reviewed by Next Review Date January 2010

Ref The Risk Risk Priority


PT1 Failure to ensure the safe siting of public transport infrastructure

1 All infrastructure is sited in accordance with DfT guidelines Any sites for new bus stops are assessed for safety by the Counils Development Control Section

None

PT2 Failure to provide infrastructure to a standard which maximises usersrsquo feeling of safety and security

3 Shelter lights are only provided in contracted ADSHEL shelters

None unless addition revenue funding is available

PT3 Failure to monitor and maintain public transport infrastructure in a safe and serviceable condition

3 All bus shelters are inspected and cleaned by cleaning maintenance contractors at 6 monthly intervals Any safety related damage or offensive graffiti is repaired immediately Other damage is assessed and repaired if deemed appropriate Any damage reported through Streetscene or reported by a member of the pubic or an operator is investigated within 48 hours Any safety related damage or offensive graffiti is repaired immediately Other damage will be assessed and repaired as funding is available


55





PT4 Failure to maintain the provision of information in public transport infrastructure

3 60+ of bus stops are fitted with timetable cases displaying ldquotimes from this stoprdquo service information


PT5 Failure to ensure that information within the Councils information is current and correct

3 All bus stop publicity is amended within 12 hrs of introduction of new timetable All real-time passenger information displays are updated prior to service changes


56

RISK REGISTER PART 2 PRIORITY amp CONTROLS ndash Highway Structures Sheet 1 of 2

Asset Group Highway Structures Compiled by Matthew Ricketts Senior Engineer Date 20 January 2010 Reviewed by Next Review Date January 2010



SLOS 1 2 Structure Defect 2 Documented condition inspection regime reports of defects from other sources eg public streetscene supervisor etc Maintenance carried out where necessary in conjunction with priority system BCI scores

Reduced period between Principal Inspections where applicable

SLOS 3 Safety Issue (accident reduction) 2 Documented condition inspection regime reports of defects from other sources eg public streetscene supervisor etc Elements replaced as necessary in conjunction with priority system BCI scores

Introduce programmes of element replacement eg parapets

SLOS 4 Bridge Strengthening 3 Documented condition inspection regime Weight restriction orders implemented and bridges signed

Weak structures included in bridge strengthening programme

57





SLOS 5 Traffic Management 4 Consult streetwork sections road works bulletin endeavour to minimise impact on customer

Liaise with other departments during planning

SLOS 6 Cleanliness of Structure 4 Documented condition inspection regime reports of graffiti etc from other sources eg public

Structure cleaning regime implemented

SLOS 7 Sustainable Structures 3 Structures designed maintained to current standards and guidelines

Any new guidance legislation is taken into account when designing maintaining structures

58

110 Performance Gaps

The Gap Analysis provides an examination of the levels of service and associated engineering standards which require a tangible investment in financial andor staff resources The purpose of the exercise was to determine where gaps in service delivery exist and the effect on resources and risk of responding to these gaps

The approach to conducting the gap analysis was as follows

bull The working group challenged asset managers on the drafting of the engineering standards where it was felt that the standard did not set the performance level Where changes were requested consensus was reached on amended wording

bull Asset managers reported the current level of investment against each standard

bull Consensus was reached amongst the group as to whether the steady state standard delivered or exceeded the level of service (The steady state standard defines the current asset condition or service level that is maintained with current funding levels)

bull Where the service level was not delivered or in the opinion of the group was exceeded the impact of changing the standard on resources and risk was noted

The Gap Analysis was limited to asset groups addressed in the current HAMP which include

bull Carriageways bull Footways bull Street Lights bull Highway Structures bull Public Transport Infrastructure Assets

Key Findings

Carriageways

The rate at which carriageway condition has deteriorated had slowed in recent years However the severe winter weather of 20092010 has caused extensive further deterioration of the carriageway network Following a recent condition survey it is estimated that the value of carriageway deterioration since summer 2009 is in the order of pound12m

It was noted that the winter weather in 20092010 demanded significant additional financial resource in order to provide a winter maintenance service that complied with policy

59

Footways

The rate at which footway condition has deteriorated has slowed in recent years due to the provision of additional funding by Wrexham County Borough Council The impact of the recent winter on the condition of the footways and the transfer of significant numbers of link footways previously maintained by the Housing Department had a detrimental effect on the overall condition of the footway asset

Street Lighting

There is currently no revenue budget for replacing street lighting columns which are past their design life or those with structural defects A capital bid for replacing a small number of the affected lights has been approved in the financial year 2012-13 WAG invest to save funding has been received to replace inefficient lights This project is part of the corporate priority to reduce the carbon footprint of the service


Budget limitations require bus shelters to be cleaned on a 6 monthly cycle To reduce this to a 3 monthly cycle would require an additional budget of pound7k per annum

Highway Structures

Budget restrictions prevent routine inspection of retaining walls from taking place A further budget of pound29k per annum would be required to implement these inspections

There is currently pound100k of retaining wall repairs that is unfunded A capital bid for pound90k in 2009 was not granted

The current level of investment in bridge maintenance allows our targets for bridge condition to be sustained however detailed inspections of bridges over watercourses to inspect for scour around foundations are scheduled to take place in summer 2010 The outcome of these inspections may impact on funding needs

The current level of investment in bridge strengthening enables a satisfactory bridge strengthening programme to be implemented However the results of assessments of railway bridges (bridges carrying roads over railways) are awaited There may be significant financial implications for the Council associated with these assessments

There is no budget for safety fences replacement A five year capital bid totalling pound11m submitted in 2009 was not granted

The details of the gap analysis are presented on the following pages

60

APPENDIX 1 ndash GAP ANALYSIS Gap Analysis - Carriageway Infrastructure (1 of 2)

Group Challenge What do we Group Challenge Should we What effect What effect Secondary Level Steady State Engineering Standard Does the standard invest to Does the steady change from does the does the of Service set the deliver the state deliver or steady change have change have

performance steady state exceed our SLOS state on risk on resources We will monitor the condition of our road surfaces


Yes ~ pound25k pa Delivers No NA NA




We will provide Road condition survey data will be Yes pound158m pa in No Yes Improving Greater planned utilised to produce an annual 200910 condition will financial maintenance programme of planned road reduce risk investment programmes for maintenance works to retain Principal required Client carriageway Roads within a 4 deficiency target (as staff resources improvement to defined by SCANNER) (Steady state) unaffected demonstrate a Road condition survey data will be Yes Included in No Yes Improving As above cost effective utilised to produce an annual above condition will maintenance programme of planned road reduce risk process based maintenance works to retain Non upon annual road Principal Classified Roads within an 8 condition data and deficiency target (as defined by available funding SCANNER) (Steady state)

Road condition survey data will be Yes Included in No Yes Improving As above utilised to produce an annual above condition will programme of planned road reduce risk maintenance works to retain Unclassified Roads within a 25 deficiency target (as defined by SCANNER) (Steady state)

- 61 shy

Gap Analysis - Carriageway Infrastructure (2 of 2)


performance steady state exceed our SLOS state on risk on resources We will undertake Routine maintenance of gullies and Yes pound492k pa on Delivers providing No NA NA routine and drainage systems in accordance with drains and budget for winter reactive approved standards Compliance with gullies maintenance is maintenance in current winter maintenance policy for pound1m pa in maintained to meet accordance with planned reactive winter maintenance 0910 on the standard approved operations(Steady state) winter standards and maintenance policies to Reactive maintenance of carriageway Yes pound350k pa Delivers No NA NA safeguard the road defects will be carried out in accordance user during with approved standards (Steady inclement and State) winter weather conditions We will maintain a Maintain mechanical sweeping Yes pound250k pa Delivers No NA NA level of cleanliness frequencies in accordance with our on our road approved standards network in accordance with Maintain level of street cleansing our approved operatives for manual cleansing and standards litter removal activities (steady state)

- 62 shy

Gap Analysis ndash Footways (1 of 1)

Group Challenge What do we Group Challenge Should we What effect What effect Secondary Level of Steady State Engineering Does the standard invest to deliver Does the steady change from does the does the Service Standard set the the steady state state deliver or steady change have change have

performance exceed our SLOS state on risk on resources We will endeavour to Annual engineering inspections Yes pound10k pa Delivers No NA NA monitor the condition of all footways with CVIrsquos to all of our footway footways falling within a network category 4 or 5

(Steady state)

We will provide We will maintain the condition Yes pound825k pa Delivers No NA NA planned programmes of footways such that the for maintenance of the overall network condition does footway network based not exceed 8 rated 4 or 5 in upon annual footway the AEI survey condition data and (Steady state) available funding We will undertake Routine inspection of footways Yes pound381k pa Delivers No NA NA routine and reactive based upon approved maintenance in frequencies and subsequent accordance with maintenance in accordance approved standards with approved standards and policies to safeguard the passage of pedestrians We will maintain a Maintain level of street No but this is an Not defined Delivers No NA NA level of cleanliness on cleansing operations for item that can be our footway network in mechanical manual cleansing developed at a later accordance with our and litter removal activities date approved standards (steady state)

- 63 shy

Gap Analysis ndash Street Lighting (1 of 2)


performance exceed our SLOS state on risk on resources Service inspections for All street lighting will be subject Yes pound40k Delivers No NA NA Street Lighting will be to night time inspections every carried out in 14 days and will receive a accordance with routine maintenance visit once approved standards per year

(steady state) Structural testing and Every column will receive Yes pound10k pa Delivers No NA NA inspection of columns structural testing on a will be carried out in frequency of 12 years accordance with the (steady state) approved standards We will take Dangerous columns will be Yes pound0 No Yes Risk will be Suggested appropriate action to removed reduced if budget of pound60k deal with lighting investment is pa columns that are Replacement columns will be increased deemed to be installed where budgets permit structurally unsafe (steady state) Faults will be attended Fault attendance response Yes pound200k Delivers No NA NA to in accordance with times will be in accordance with the authorityrsquos the authorityrsquos approved and approved standards published standards

(steady state) Electrical inspection Every column will be tested on Yes TBC Delivers No NA NA and testing complying a six year frequency with BS5767 ndash IEE (steady state) Wiring Regulations 16th Edition will be carried out in accordance with the authorityrsquos approved standards

- 64 shy


Secondary Level of Service

Steady State Engineering Standard

Group Challenge Does the standard set the performance

What do we invest to deliver the steady state

Group Challenge Does the steady state deliver or exceed our SLOS

Should we change from steady state

What effect does the change have on risk

What effect does the change have on resources


100 of the authorities energy currently procured from suppliers complying with agenda 21 commitments through the production of energy from renewable resources (steady state)

Yes pound570k pa Delivers No NA NA


SON or white lighting will be incorporated when lanterns are replaced and on new schemes (steady state)


- 65 shy

Gap Analysis ndash Public Transport Infrastructure (1 of 3)











Yes pound25k pa works Delivers No NA NA


Yes Included in above

Delivers No NA NA

All bus shelters are to be inspected and cleaned by cleaningmaintenance contractors at 6 monthly intervals Any safety related damage or offensive graffiti will be repaired immediately Other damage will be assessed and repaired if deemed appropriate (Steady State)


No Yes Reputational risk marginally reduced and perception of safety improved if cleaned more frequently

pound7k pa required to change to 3 monthly frequency

- 66 shy



performance exceed our SLOS state on risk on resources All real time passenger Yes Included in Delivers No NA NA information sites will be above inspected monthly and faults identified


We will endeavour to 60 of bus stops will be fitted Yes pound75k pa Yes No NA NA provide service with timetable cases displaying information at all of our ldquotimes from this stoprdquo service bus stops information

(Steady State)

We will ensure that our customers can have confidence that all information provided within our

Operators are required to give a minimum of 56 days notice of service changes and at stop publicity will be amended within 12 hrs of introduction of new

Yes Staff costs Yes No NA NA

infrastructure is current timetable and correct


- 67 shy












Yes Included in pound25k pa





pound7k pa required to change to a 3 monthly frequency as above




- 68 shy

Gap Analysis ndash Highway Structures (1 of 2)









We will monitor the condition of our highway structures so that defects are identified to ensure the safe passage of our customers and to minimise the whole life cost of maintenance treatments

All bridges and culverts are inspected annually and scored using the priority system which incorporates the structurersquos BCI score All Principal bridge inspections are carried out every 10 years (steady state)



(steady state)

Yes pound0 No Yes Reduces risk of failure and ensures whole life approach to maintenance

pound29k pa Suggested budget

We will carry out timely repairs to structures to ensure the safe passage of our customers and to minimise the whole life cost of maintenance treatments

The average BCI for all Bridges and culverts will be ge8250 The average critical element BCI for all Bridges and culverts will be ge 80 If an individual critical element BCI score for any bridge or culvert is le65 the structure will be included in the works programme for repair (steady state)

Yes pound330k

Capital bids submitted in 2009 for Scour repairs (pound100k) and Waterproofing (pound50k) ndash Not granted

Delivers No NA NA

Retaining walls are repaired only in response to reports of damage or deterioration

(steady state)


pound100k of work identified in work bank Capital bids submitted in 2009 for repairs (pound90k) Suggested annual budget of pound30k required

- 69 shy










We will endeavour to reduce risk of accidents involving structures by introducing and updating safety elements to relevant standards

Structures deemed to pose highest risk to customers are updated to relevant standards subject to budget limitations

(steady state)

No ldquosubject to budget limitationsrdquo

No defined budget

No Yes Reduce risk of accidents

5 year Capital bid submitted in 2009 for safety fence replacement upgrading Yr 1 pound210k Yr 2 pound215k Yr 3 pound220k Yr 4 pound225k Yr 5 pound230k Not granted



(steady state)

No

ldquosubject to budget limitations

pound560k Does not include any potential contributions to Network Rail or British Rail Property Board structures

No Yes Reduces risk of failure and necessitate to implement weight limits or restrictions on the structures

NA



(steady state)

Yes pound10k Delivers No NA NA

- 70 shy

120 Physical Works and Service Delivery

Physical Works Delivery

The delivery of the planned maintenance service is procured through a Term Maintenance Contract (TMC) The contract based on NEC 3 option D was awarded in May 2009 for a five year period with performance related contract extensions available for a further two years The contract includes the provision of the following planned maintenance services

bull Carriageway reconstruction and resurfacing bull Footway improvements bull Surface treatments bull Drainage improvements

Service Delivery

Responsibilities for highway asset management are shared by the Transportation amp Asset Management Department and Environment Department The organisational structure is as follows


HIGHWAYS ASSET MANAGEMENT

TRANSPORTATION amp ASSET

MANAGEMENT DEPARTMENT

ENVIRONMENT DEPARTMENT

TRAFFIC amp TRANSPORTATION

(HAMP Project Management)

ENGINEERING CONSULTANCY

(Bridge Management)

TRANSPORT ROAD SAFETY

amp PARKING SERVICES

(Public Transport Infrastructure Management)

STREETSCENE

(Carriageway Footway Street Lighting Traffic

Signals Traffic Signs Highway Drainage

Green Assets Management)

- 71 shy

Funding for public bodies such as local authorities will be significantly reduced over the next 3 to 5 years The Council has already started to plan how it will make sure that services are efficient as possible continue to benefit our residents and are affordable to the Council over the next five years

Transformation is the name given to the planned group of activities and projects that are taking shape in order to make this happen and rise to the economic challenge An early Transformation action is to restructure the Transportation amp Asset Management Department This restructure to take effect from June 2010 will include the move of the Traffic amp Transportation to the Environment Department

- 72 shy

130 Performance Management

National Performance Indicators

In Wales there are three National Performance Indicators of relevance to the HAMP for 200910 These are

Reference Indicator Explanation Current Value THS009 The average number of

calendar days taken to repair street lamp failures during the year

Measures the timeliness of repairs to street lamps

339 days

THS010a Percentage of Principal (A) roads that are in overall poor condition

To give an indication of the proportion of road that requires planned maintenance soon

238

THS010b Percentage of Nonshyprincipalclassified roads that are in overall poor condition


55

Wrexham County Borough Council is in the top quartile performance for Principal Roads However the impact of the 200910 winter will inevitably have a significant impact on the performance

Local Performance Indicators

Carriageways

The Council also calculates the THS101 indicator for unclassified roads The percentage of RED unclassified roads is 2275

Footways

There are no current national performance related indicators with respect to footway condition due to the limited asset information retained by authorities in Wales

- 73 shy

It is anticipated that a KPI for footways is likely to be introduced within the foreseeable future

Footway performance is currently measured by virtue of annual engineering inspections which rate the surface condition of a footway on a scale of 1 -5 with numerical increase being indicative of the level of visual depreciation of the footway On this basis the footway network of 994544 metres is assessed as being divided amongst the varying conditions as follows shy

Condition 1 2 3 4 5 Percentage 395 377 152 75 01

The local service delivery performance report includes an indicator for the joint measurement of category 4 and 5 condition footways with an annual target for 2010 of 6

Highways Structures

Bridge Condition Indicators for highway structures are calculated as set out in Section 50 of this document At present there is no national requirement to publish these figures However work is in progress to enable benchmarking of Bridge Condition Indicators to be carried out

Improvement Actions

bull Through HAMP monitoring provided a more systematic approach to setting of network condition targets and reporting of performance indicators

- 74 shy

140 Improvement Actions

Item Activity Priority Timescale Responsibility Inventory

1 Complete the process of transposing the road network referencing onto Pro Printer This will aid with the graphical presentation of data and aid decision making processes

Low Within 2 years P Fairclough

2 Bring the carriageway and footway inventory data up to date High Ongoing P Fairclough 3 Establish and maintain a register of highway drainage assets adopting a risk

based approach to the prioritisation of assets to be surveyed TBC See note 1 P Fairclough

4 Maintain a process to update street lighting column positions in the database using feedback from customers and inspections

High Ongoing P Fairclough

5 Survey underground electricity cables and record their position in the SLiMS database

Low gt 3 years P Fairclough

6 Condition Establish a condition inspection regime for safety fences Medium Ongoing P Fairclough

7 Establish a condition inspection regime for highway drainage assets Low Ongoing P Fairclough 8 Asset Valuation

Implement the CIPFA Code of Practice High In accordance with Government requirements for financial reporting timescales

J Plant

Notes

1 Timescale to be considered in conjunction with the Councilrsquos response to the Flood and Water Management Act 2010

- 75 shy

Item Activity Priority Timescale Responsibility Lifecycle Plans

9 Prepare Lifecycle Plans for the following asset groups

bull Traffic Signals Medium 2 years P Fairclough

bull Signs Barriers and Street Furniture Medium 2 years P Fairclough

bull Drainage Low 3+ years P Fairclough

bull Green Assets (verges trees landscaping) Low 3+ years P Fairclough

Performance Management 10 Through HAMP monitoring provided a more systematic approach to setting of

network condition targets and reporting of performance indicators High 1 year HAMP Working

Group

- 76 shy

150 References

1 Highways Act 1980 Chapter 66

2 ldquoFramework for Highway Asset Managementrdquo April 2004

County Surveyors Society

3 ldquoProvisional North Wales Regional Transport Planrdquo February 2009

Taith

4 ldquoWell-lit Highways - Code of Practice for Highway Lighting Managementrdquo November 2004

Roads Liaison Group UK Lighting Board

5 ldquoWell-maintained Highways - Code of Practice for Highway Maintenance Managementrdquo July 2005

Roads Liaison Group

6 ldquoManagement of Highway Structures - A Code of Practicerdquo

Roads Liaison Group

September 2005

7 ldquoCode of Practice on Transport Infrastructure Assets Guidance to support asset management financial management and reportingrdquo 2010

The Chartered Institute of Public Finance amp Accountancy

8 ldquoHighways Asset Management Quick Start Guidance Note ndash Getting Startedrdquo

UK Roads Board County Surveyors Society Department for Transport TAG

9 ldquoHighways Asset Management Quick Start Guidance Note ndash Levels of Servicerdquo


10 ldquoHighways Asset Management Quick Start Guidance Note ndash Risk Assessmentrdquo


77

11 ldquoHighways Asset Management Quick Start Guidance Note ndash Lifecycle Planningrdquo

12 ldquoBSi PAS 55-1 2008 Asset Management Part 1 Specification for the optimized management of physical assetsrdquo September 2008

13 ldquoBSi PAS 55-2 2008 Asset Management Part 1 Guidelines for the application of PAS 55-1rdquo September 2008

14 Welsh Assembly Government Transport and Strategic Regeneration Group Estimation of Local Road Network Maintenance Backlog in Wales Year 4 (200809) Report August 2009


British Standards Institution


Halcrow Group Limited

78



2010 ndash 2015


wwwwrexhamgovuk



Remarks

1 822010 J Plant First draft for Working Group Comments 2 1852010 J Plant Second draft for Working Group Comments 3 2452010 J Plant Final

Table of Contents


List of Appendices Page

Appendix A1 Highway Asset Management Policyhelliphelliphelliphelliphelliphelliphelliphelliphellip 1

Appendix B1 Carriageway Lifecycle Planhelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphellip 3

Appendix B2 Footway Lifecycle Planhelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphellip 26

Appendix B3 Bridges and Highway Structures Lifecycle Planhelliphelliphelliphellip 39

Appendix B4 Street Lighting Lifecycle Planhelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphelliphellip 72

Appendix B5 Public Transport Infrastructure Lifecycle Planhelliphelliphelliphelliphellip 83


Wrexham County Borough Council places a high significance on its transport infrastructure Our highway network is the most valuable community asset under our control It is vital to the economic wellbeing of our customers The comfort and safety in which we travel on our roads and the cleanliness of streets is important to our quality of life



requirements bull Increased accountability to our customers bull Increasing public expectations

Wrexham County Borough Council is committed to managing its highway network on behalf of our customers through providing high value services in a legally and environmentally compliant and sustainable manner without compromising the health and safety of our employees or customers

We have adopted the County Surveyors Society definition of Asset Management which is

ldquoAsset Management is a strategic approach that identifies the optimal allocation of resources for the management operation preservation and

enhancement of the highway infrastructure to meet the needs of current and future customersrdquo

Our primary focus will be on achieving the following objectives

Network Safety

bull Complying with statutory obligations bull Meeting usersrsquo needs for safety

Network Serviceability

bull Ensuring availability bull Achieving integrity bull Maintaining reliability bull Enhancing condition

1

Network Sustainability

bull Minimising cost over time bull Maximising value to the community bull Maximising environmental contribution

We will achieve this by

bull Defining desired levels of service for highway assets in consultation with elected representatives

bull Adopting a lifecycle approach to planning asset investment and management decisions

bull Balancing competing needs across the highway network and selecting options which best meet desired outcomes

bull Monitoring evaluating and improving service delivery

bull Managing the risks of asset ownership and operation to ensure continuity of service

bull Providing for present needs whilst sustaining resources for future generations

bull Adopting a continuous improvement approach to asset management policies and practices

This policy will be kept under review and improvement in the light of developments in appropriate fields such as technology operations asset care techniques etc or in the face of other external or organisational drivers for change

2


3

Carriageway Lifecycle Plan

Introduction

As Highway Authority it is a policy of Wrexham County Borough Council to maintain all roads to a standard that is consistent with their use and to ensure the safe movement of traffic through a managed process The implementation of the management process needs to address the wider context of continuous improvement regional transport planning and the corporate vision of the authority

The highway network is the Authorityrsquos largest asset and as such it is afforded appropriate priority commensurate with this status

To achieve this objective the Service Management plans for the Environment Department sets out realistic and achievable performance targets for carriageways which are reflective of the national performance monitoring standards Levels of expenditure are monitored against performance objectives through nationally approved condition surveys for the following road hierarchy shy

bull The percentage of Principal Roads requiring planned maintenance works

bull The percentage of Non-Principal classified roads requiring planned maintenance works

For the purpose of the Highway Asset Management Plan (HAMP) the carriageway lifecycle plan in this chapter deals with the following asset grouping shy

bull Carriageway ndash surface and structure

Maintenance of the Highway

For the purpose of this plan the following maintenance activity groups are considered shy

Reactive Responding to inspections complaints or emergencies

Routine Cyclical maintenance ie sweeping gully cleaning

Planned Programmed ReconstructionResurfacing major patching surface treatments

Regulatory Inspecting and regulating the activities of others

4

Inventory

The total length of County road network is 1187 kms In addition a Trunk Road network of 19 Kms of dual and 12 Kms of single carriageway is maintained by Wrexham County Borough Council acting as agents to the Welsh Assembly Government This length of Trunk Road network will be subject to a separate North Wales Trunk Road asset management plan and will therefore be excluded from this HAMP

The road hierachy within WCBC can be demonstrated as follows shy

Classification Urban (km) Rural (km) Total (km) A Roads 26 81 107 B Roads 58 90 149 C Roads 58 329 387 U Roads 336 208 544 TOTAL 478 708 1187

Table 1

The WCBC road hierachy is well established within its UKPMS system and can be compared to the recommendations made in the Code of Practise for Maintenance Management (July 2005) as shown in Table 2 Below

Code of Practice for Maintenance Management

Wrexham County Borough Council Road Network

1 Motorway Not Applicable 2 Strategic Route ndash Trunk and some Principal ldquoArdquo roads between primary destinations

-

3a Main Distributor ndash Major Urban Network and inter-primary links Short shymedium distance traffic

A Class Roads

3b Secondary Distributor ndash Classified road (B and C class) and unclassified urban bus routes carrying local traffic with frontage access and frequent junctions

B Class Roads

4a Link Road ndash Roads linking between the main and secondary distributor Network with frontage access and frequent junctions

C Class Roads

4b Local Access Road ndash Roads serving limited numbers of properties carrying only access traffic

Unclassified Roads

Table 2

5

For the purpose of statutory undertakers reinstatements the road categories specified in the NRSWA ldquoSpecification for the Reinstatement of Openings in the Highway (April 2010)rdquo applies This categorises reinstatement specifications into 4 types each with a limiting capacity expressed in millions of standard axles (msa) as shown in the table below shy

Category Traffic Capacity Type 0 Roads carrying over 30 to 125 msa Type 1 Roads carrying over 10 to 30 msa Type 2 Roads carrying over 25 to 10 msa Type 3 Roads carrying over 05 to 25 msa Type 4 Roads carrying up to 05 msa

Inventory Management

The Symology Insight suite of programs is utilised to record the inventory data for features which form a highway network

Typical details that are recorded are shown in table 3 together with the highways planned maintenance functions for which the data is used

Asset Data

The inventory data retained on the carriageway network is very good with the following data being held within the asset management inventoryshy

bull Carriageway length bull Carriageway width bull Classification bull General condition bull General construction bull Maintenance record details (surfacing schemes)

Sufficient knowledge of the carriageway infrastructure is available to enable the asset to be managed in a cost effective manner subject to the availability of appropriate financial resources

Condition surveys and data management processes are staff resource intensive operations which are predominately seasonally demanding Existing staffing levels manage with this demand at the expense of network coverage The introduction of the SCANNER survey techniques has lessened the demand on staff time in relation to condition surveys on principal and non-principal classified carriageways

The improvement policy referred to later in the lifecycle plan has been derived with the intention of focusing available resources to improving the urban unclassified carriageway network

6

Data Validation

The known data with regards to the carriageway infrastructure has been gathered over a period of years through conventional site inspections and surveys and is possibly the asset supported by data with a highest level of confidence of accuracy It is anticipated that the future development of data collection surveys through WAG and WCBC service pressure funding will lead to continued validation and expansion of the available data

The data validation strategy for carriageways should take into account the following shybull current data ndash what data is currently held bull desirable data ndash what data is required for asset management purposes bull priorities ndash which of the items are most critical to the service bull resources ndash are resources available to enable the desirable data to be

collected

The strategy for inventory collection should consider the following shy

bull budgetary constraints bull prioritised collection of the most critical items of data bull ensuring the process achieves a high value by being accurate and useable

as quickly as possible

7

Inve

nto

ryA

ttri

bu

te

Ass

et K

now

ledg

ean

d M

anag

emen

t

Wor

ksP

rogr

amm

ing

KP

Irsquos

Con

trac

tM

anag

emen

t

Val

uatio

n

Ass

essm

ent o

fB

ackl

og

Fun

ding

Bid

s

Condition Record

Road Name diams diams diams diams diams diams

Section ID diams diams diams diams diams diams diams

Start Point diams diams diams

End Point diams diams diams

Cway Surface Length

diams diams diams diams diams diams diams

Cway Surface Width

diams diams diams diams diams diams

Cway Surface

Condition diams diams diams diams diams diams diams

XSP diams diams

Kerb Condition diams diams

CVI diams diams diams diams diams diams diams

SCRIM diams diams diams diams diams diams diams

Classification diams diams diams diams diams diams diams

Speed diams diams diams diams

Deflectograph diams diams diams diams diams diams diams

Table 3 Carriageway Inventory

8

Condition Surveys

Condition surveys are undertaken throughout Wrexham County Borough Councilrsquos network of roads through to enable cost effective management of its network measured through national and local performance indicators The methods involved in maintaining a pavement monitoring regime are as follows shy

SCRIM (Sideways Co-efficient Routine Investigation Machine) ndash These surveys provide a method for routinely measuring the skidding resistance of the road surface SCRIM surveys are carried out on our Principal Road network every 2 years

AEI (Annual Engineering Investigation) ndash Basic visual survey carried out by trained staff to achieve a consistent assessment of the level of deterioration of the carriageway surface on a numerical scale between 1 and 5 This form of survey is utilised to provide an initial indicator of carriageway surfaces which are in need of further consideration for maintenance and are usually subject to more detailed forms of survey

CVI ndash Course visual inspection surveys are carried out by trained members of staff to identify carriageway surface deterioration

DVI ndash A detailed visual inspection survey carried out by a trained member of staff This method of survey is normally carried out as a design process for schemes identified through course surveys

SCANNER (Surface condition surveys for the National Network of Roads) - a traffic speed condition survey carried out by vehicle which measures longitudinal and transverse road profiles producing a surface condition through crack recognition and texture depth Additional information relating to road characteristics such as curvature and gradient are measured which is beneficial for SCRIM categorisation This form of road condition survey is a nationally accepted process for carriageway condition performance measurement

Additional data that is essential to the interpretation of survey condition data shybull Construction data ndash carriageway construction details where available

Cores are taken in support of residual life analysis bull Traffic data ndash utilised in the analysis of the residual life of carriageways bull Accident Investigation Data ndash used to identify sites that require a closer

scrutiny of skidding resistance data obtained by means of SCRIM surveys

Information obtained which relates to the condition of the road network is essential to the cost effective management of the infrastructure by means of the following shy

9

bull To formulate a programme of resurfacing with respect to carriageways exhibiting a low residual life or surface deterioration

bull To improve road safety by identifying areas of deficient skidding resistance and formulating programmes for the application of high friction material

bull To satisfy the Pavement Condition Information Survey requirements bull To produce information relevant to national strategic and core

performance indicators bull Production of programmes of work based on priorities to maximise a return

on investment

Table 4 defines the regime of condition surveys that are carried out by WCBC throughout its road network

A Roads B Roads C Roads Unclassified

Route Length 107 kms 149kms 387kms 544 kms

Frequency

SCRIM Every 2 years NA NA NA

AEI Annual Annual Annual Annual

CVI Annual Annual Annual

DVI Annual Annual Annual

SCANNER Annual Annual Annual Annual (MRM)

Table 4

10

Safety Inspections

Routine highway inspections are carried out by Streetscene Supervisors in accordance with frequencies and standards which are loosely based upon guidance given in the Code of Practise for Highways Maintenance Management

Carriageway Inspections

The following inspection frequencies have been devised based upon usage and risk assessment

Category Type Frequency 2 Trunk Road Function of NWTRA 3a Main Distributor 1 monthy 3b Secondary Distributor 1 monthly 4a Link Road 3 monthly 4b Local Access Road Annually 5 Non metalled Rural

Unclassified Annually

For carriageway Catagories 1 ndash4 the inspections will be carried out from a vehicle driven as slowly as road conditions allow The inspector will be a passenger with the inspection vehicle being driven by an independant member of staff For category 5 roads the inspection may be walked if vehicular access is restricted

Intervention Criteria

Defects identified by the Supervisor on the carriageway during his inspection will fall into one of the following categories shy

bull A situation with potential to cause serious injury or accident bull Defect above 50mm bull Defect below 50mm bull In respect of NMRUrsquos not suitable for reasonable use

11

Response Times

The time to make safe or guard the defect is as follows -

Carriageways Response Time A situation with potential to cause serious injury or accident response

Immediate response

Defect above 50mm Within 72 hours Defect below 50mm As funding permits NMRUrsquos not suitable for use Closure

Performance Monitoring

Local quarterly performance monitoring and reporting ensures a strategic focus and awareness of service delivery in relation to performance targets

In addition to the above national key performance indicators are reported on as follows shy

Ref Indicator Department THS001(a) The percentage of

principal roads that are in overall poor condition

Environment

THS001(b) The percentage of non-principal classified roads that are in overall poor condition

Environment

THS002 Annual highway related claims expenditure as a percentage of the annual structural maintenance expenditure

Environment

THS003 The percentage of the annual structural maintenance expenditure that was spent on planned structural maintenance

Environment

THS004 of the local authority maintained road network subject to precautionary salting during the year

Environment

Asset Valuation

12

Funding for structural maintenance of the county road network had not been proportionate with traffic growth and the associated deterioration for many years A subsequent recognition of the deteriorating trend has resulted in additional funding through capital WAG grant funding over the last 3 years which has resulted in a steady improvement in the condition of the highway network as measured through automated condition surveys However this trend is expected to have been reversed during 201011 due to extreme wintery conditions which has increased the reported carriageway backlog by approx 12 million

Currently The principal road network has a road condition indicies of 238 a non principal classified road condition indicies of 58 and an unclassified road condition indicies of 2275 The recognition of the anticipated deterioration of the road network through the action of a severe winter have resulted in a revised funding strategy for 201011 which provides a carriageway surfacing budget of pound231m funded from the following sources shy

Source Budget (pound) WCBC Capital 500K WAG Capital 170K

Additional Investment (Prudential Borrowing)

800K

Revenue Budget 840K Total pound231million

A strategy to improve the network over a 2 year period with the purpose of maximising the benefit of the prudential borrowing is to initially prioritise the identified lengths of principal and class B road network with a minimum residual life for treatment The remaining budget being utilised to address identified high priority roads on the class C and unclassified network with a proportional allocation of funding on an electoral ward basis to ensure a consistent network improvement on a County Borough wide basis

The structural deficiency of the principal road network has improved to measure 238 in 2009 with the non-principal classified and unclassified network measuring 580 and 2275 accordingly The performance figures for the principal and non-principal classified highway network exceed the steady state national standard figure of 8 and therefore the strategy maintained over the last 2 years to promote an improvement of the unclassified highway which forms the largest proportion of the highway network whilst maintaining a relatively steady state on the classified highway is to be retained for 201011

13

Whilst recognising the standard steady state figure of 8 for national performance indicators local standard targets have been adopted which are considered to be realistic and achievable

These are shy

bull Principal 4 bull Non-Principal Classified 8 bull Unclasified 25

The following tables indicate the trend in relation to the structural condition of the principal and non principal classified road network over the last 2 years shy

Principal Non Principal

Classified Unclassified

RED PERCENTAGE 2008 (defective)

246 620 3042


238 580 2275

3500

3000

2500

2000

1500

1000

500

000

246 238

620 580

3042

2275

Principal

RCI Trends 20082009

Non Principal Classified Unclassified

RED PERCENTAGE 2008

RED PERCENTAGE 2009

Fig 1

14

It is widely accepted that Asset Management provides the framework and principles for effective highway management Central to asset management is the development of cost effective long term plans which is dependent upon the ability to assess the current monetary value of an authorityrsquos assets

Key drivers for highway infrastructure asset valuation are shybull The demonstration of asset stewardship through the monitoring of the

asset value over a period of time bull Expressing the valuation of assets in a monetary value emphasises the

condition of the infrastructure and the need to preserve in a measurable format

bull Supporting the requirement for whole of government accounting bull Supporting the Highway Asset Management Plan

Wrexham County Borough Councils asset management software (Insight) has been upgraded to include asset valuation facilities which will assist in the calculation of financial reports required for whole of government accounting and whole life costing of highway infrastructure assets

An important part of the long term planning process is to ensure that the maintenance and replacement of assets is carried out in a sustainable manner to minimise the burden on future generations A robust asset valuation procedure is required to measure the performance and condition of the asset over a period of time leading to a true monetary valuation of the asset

Gross Replacement Costs

The gross replacement cost of an asset is the cost of replacing an asset with a modern equivalent asset This process is dependent upon asset data which in respect of the carriageway infrastructure is very good The following table indicates the current gross replacement value of the carriageway infrastructure within Wrexham County Borough based upon estimated unit rates

Asset Quantity Unit Cost Estimated Gross

Replacement Cost

Principal 107 pound12mkm pound1284 million Non Principal

Classified 536 pound080mkm pound4288 million

Unclassified 544 pound060mkm pound3264 million Total pound8836 million

15

Prioritisation and Budgetary Management

Limited financial resources necessitates a prioritisation process to be adopted which is based on sound policies that support whole life costing practises with the purpose of maximising cost benefits from available budgets

The prioritisation of carriageway improvement programmes requires an assessment process involving 3 stages These can be described as follows shy

bull An engineering assessment (AEI) carried out on an annual basis which covers all roads in the County Borough Each road is subject to a driven inspection carried out by experienced Highway Supervisors A condition score of between 1 and 5 is attributed to the condition of the carriageway where 1 denotes a carriageway in very good condition through to 5 which indicates a carriageway in very poor condition

bull All carriageways that have received an AEI evaluation of 34 or 5 are subject to a further coarse visual inspection This is a more detailed inspection undertaken by vehicle which records different categories and extent of defect over the entire length of each carriageway This information is then analysed by a pavement management system which applies factors which weight the roads on the grounds of category location etc

bull A condition indices value is attributed to each road which is a numerical assessment of the condition of the road This attributes a ranking to the roads placing them in a recommended priority order

bull SCANNER details are assessed in respect of principal and non-principal classified roads

bull The draft list of carriageways is analysed by the Divisional Manager and Area Manager who formulate priority programmes for appropriate treatments with the purpose of addressing performance targets corporate policies and focus areas Additional issues are taken into account before a prioritised programme of works can be produced for the various carriageway treatments These include shybull RTPLTP requirements bull Traffic management requirements bull Financial constraints bull Planning in relation to capital improvement schemes area

development bull Whole life costing

The above process is carried out on an annual frequency to ensure accuracy and accountability with respect to management of the carriageway infrastructure

All surveys are carried out by Wrexham County Borough Council staff who are appropriately trained This ensures consistency within the assessment

16

process and enables a true year on year comparison for performance measurement reporting

17

process

year

18

Carriageway Treatment Prioritisation Process

AEI

CVI SCANNER SCRIM

Draft Priority List Of All Roads

Engineers Analysis

Local knowledge Experience

Possible inclusion on Routine reactive maintenance programme

Assess appropriate treatment

No

yes

Prioritise on rolling programe for future treatment

Programe for current financial year

yes

yes

No

Is the scheme a planned maintenance issue

Does this satisfy performance targetsfocus areas

No

Revenue Capital funding available

Are remedials required in the interest of public safety

No

yes

Complaints Stakeholders Input

Publish Details

Whole Life Costing

Effective management of the carriageway infrastructure can be achieved by initiating preventative action at an appropriate stage of depreciation which will prolong the life of the carriageway surface and extend the frequency for expensive structural maintenance operations and reduce reactive maintenance costs

Preventative action can involve the use of a surface treatment process which can extend the life of a road surface by 5 to 8 years (dependent on traffic volumes) at a third of the cost of a surface replacement process

Additional benefits to management on whole life costing strategies are shybull Reduced delays to road users bull Sustainability ndash less wastage of aggregates generated through the

replacement process

Fig 2 below demonstrates the principle of the whole life costing process in relation to carriageway maintenance

Fig 2

Structural Condition

Reconstruction

Years

over

lay

over

lay

Surface dress Surface dress

Preventative Strategy

Reactive Strategy

0 5 10 15 20 25 30 35 40

To facilitate the current maintenance strategy based upon whole life costing principles it is a requirement for available financial resources to remain flexible between cost headings which allows funding to be vired into treatment areas to meet demanding priorities As long term improvement programming is developed the financial demand will be known which will enable appreciation depreciation trends to be anticipated and appropriate service pressure bids to be developed accordingly

19

2001

02

2002

03

2003

04

2004

05

2005

06

2006

07

2007

08

2008

09

2009

10

2010

11

2011

12

2012

13

Capital Funding

Capital funding which has been historically utilised for the structural maintenance improvement of carriageways has been static at pound05m since 1996 This allocation is not subject to inflation and therefore depreciates by the rate of inflation on an annual basis Between 2001 and 2005 additional funding was received from Welsh Assembly Government grants and unsupported borrowing to address the depreciating condition of the non-principal classified road network Fig 3 shows the additional annual funding levels that were available for structural carriageway resurfacing which resulted in Wrexham County Borough Councils improved national performance figures for the structural condition of the principal and non-principal classified road network These improved performance figures are depicted in fig1

Fig 3

Carriageway Planned Structural Budget

0

05

1

15

2

25

Bu

dg

et (pound

Mil

lio

ns)

Capital Other funding(CapitalWag Unsupported borrow ing etc)

Revenue Funding

A proportion of revenue funding is allocated from the Highways Infrastructure budget to facilitate carriageway remedials and surface treatments The level of this funding is dependent on the requirements to address performance targets and safety issues relating to other asset groups

The proportion of capital to revenue funding contributing to the structural maintenance of the carriageway infrastructure during 200910 is indicated in the chart below

20

Carriageway Planned Maintenance Budget Allocation 200910

6 1

2

14

12 65

Capital Resurfacing

Patching

Surface Dressing

High Friction Treatment

Carriagew ay Slurry

Technical Surveys

Fig 4

Routine Reactive

General maintenance of the highways infrastructure is a contributing factor to the overall management process and a co-ordinated approach is required to ensure conformity with the HAMP process with the general strategy to reduce the reactive maintenance requirement in favour of the asset management process Routine reactive works contributing to the Asset Management process includes patching and minor surface treatments

Risk Assessment

Managing risk is part of the Asset Management process Consideration has to be taken as to the likely consequences that occurrences may have on the way in which the service is delivered and the impact on the future improvement plans

A carriageway risk assessment process is covered in section 10

21

Performance Gaps

Performance gaps in relation to steady state desirable and improved levels of Engineering Standards are covered in section 11 The factors influencing performance gaps in relation to the carriageway infrastructure could include the following which influence the HAMP process shy

bull Level of available resources bull Available budget bull Corporate priorities bull Asset Condition

The current backlog level for carriageways is pound35177321 which has been calculated as shown in fig 5 below shy

2010 AEI SURVEY (RECONSTRUCTION - pound21 per squ m)

Hierarchy UrbanRural Length (m) Treatment pound per squ m Area (squ m) Total Cost AEI

All Classes UrbanRural 1186579 Reconstruct pound2100 605155 pound12708261 5

Resurface pound800 1438134 pound11505070 4

Surface Dress pound150 1922258 pound2883387 3

Patch pound1500 192226 pound2883387 3

Slurry SealSurface Dress pound250 2078886 pound5197216 2

No Treatment pound000 1082160 pound0 1

pound35177321

Fig 5

To maintain the current network in a ldquosteady staterdquo condition it is considered that a structural maintenance budget of pound29 million would be required As the current level of carriageway structural maintenance funding is pound28 million there is a shortfall in resources which will result in a steady depreciation particularly within the unclassified road network Particular importance is therefore placed on realising the HAMP strategy to maximise the cost benefit of the available budget to safeguard the general public and minimise the authorities liabilities

Creation Acquisition Upgrading

The carriageway infrastructure is increasing annually through adoptions under section 38 of the Highways Act 1980 This places an immediate routine reactive maintenance service pressure on resources which is not reflected in annual budget allocations This will inevitably place a service pressure on the structural maintenance budget as depreciation occurs in future years

A formal procedure of inspection and supervision ensures that carriageways that are adopted into the public highway under sections 38 and 278 of the Highways Act 1980 comply with the Wrexham County Borough Councils standards and specifications

22

Adopted highways are included in the reactive maintenance schedules and added into the highway asset register for infrastructure performance reporting and inspection during future condition surveys

Disposal

Disposal of carriageways and traffic features are generally consequential to the decision to improve the transport network as a result of Local Transport Planning or in conjunction with economic development initiatives

Highways no longer required for the passage and repassage of the public can be disposed of through the implementation of ldquostopping uprdquo orders However factors including the presence of statutory undertakers plant and the requirement to maintain access to properties are influential in this decision

Sustainable Development

Sustainable development in carriageway maintenance can be considered as an objective to secure a balance of social economic and environmental wellbeing that does not compromise the ability of future generations to meet their own needs whilst ensuring that investment and operational resources procured are provided to avoid progressive deterioration of the asset

Factors that are encapsulated by sustainable development are shy

bull Recycling and materials utilisation bull Environmental contribution bull Whole life costing

Recycling and materials utilisation

A recycling policy in respect of construction products recovered from highway improvement schemes is maintained by the Environment Department Facilities are now in place to recycle recovered concrete products for utilisation in concrete batching operations for reuse in highway improvement schemes such as carriageway haunching

The recycling processes that are available to reconstitute bituminous products for reuse as bituminous construction materials for use on rural carriageway surfaces and footway construction have the drawback of being costly and can result in a reduction in specification The use of these processes is currently being considered under a cost benefit analysis

The durability of thin wearing course materials in carriageway resurfacing operations enables a reduction in the thickness of the specified wearing course material which reduces the natural materials required in the process

An engineering analysis in accordance with recommendations specified in the Design Manual for Roads and Bridges and BS EN 13108 avoids the over

23

specification of the materials required to provide the appropriate skidding resistance levels in the carriageway wearing course These materials being more expensive and in increasingly short supply

High friction surfaces involve the use of bauxite products which are in short supply and are costly to procure Other processes which involve the retexturing of the existing exposed granite surface material have been utilised effectively as an alternative process This has a relatively short life in comparison to the application of a high friction material and this currently restricts the wider specification of the use of this process

Environmental Contribution

The use of HAPAS approved thin wearing course materials with negative texture depth properties has been a popular consideration in materials specification for use on Wrexham County Borough Council highway network during recent years One of the benefits of the use of these materials is the reduction in traffic noise The process of laying approved thin wearing course materials is low in time consumption in comparison to other available products This has the positive impact of minimising the disruption to traffic and the inconvenience to residents and stakeholders

Whole Life Costing

Adopting a whole life costing approach to the management of the highways infrastructure will minimise structural maintenance costs over a period of time through the effective management principles involved in the process The additional benefits include a reduction in the wastage of aggregated materials

Improvement Plans

The introduction and development of future programmes of work for improvement of the carriageway infrastructure will raise awareness of future funding requirements Resurfacing programmes are identified on an annual basis based upon current condition survey data

Identification of prioritised programmes for carriageway structural maintenance over a 5 year period is considered a realistic target with annual reviews based upon updated carriageway condition data

Increased confidence in the accuracy of condition data will be developed with the familiarity of SCANNER data The Welsh Assembly introduced SCANNER for a 3 year period commencing 200708 for the assessment of the principal and non principal classified road network to gain a national consistency with regards to reporting on the key performance indicators Wrexham County Borough Council have subsequently adopted the annual procurement of SCANNER condition data in accordance with Welsh Assembly performance reporting requirements

24

An improving carriageway network will be associated with the increased percentage of annual expenditure on structural planned maintenance in relation to expenditure on reactive works which is not cost effective This relationship for 200910 is indicated in fig 6 below Wrexham has consistently maintained an approximate 75 to 25 expenditure in favour of planned maintenance over the last 5 years which is regarded as an acceptable proportional expenditure profile

Fig 6

Asset valuation processes are being introduced which will contribute to asset management reporting techniques and revision of the performance targets with regards to backlog on carriageways

Improved techniques for asset data collection were employed during 2008 for asset data collection on other asset groups Carriageway data being fairly robust was excluded from this process GPS data recording is the next stage of development which will enable on site positional recording of asset data ie changes in carriageway surfaces precise location of high friction material and the exact location of temporary signage associated with advisory signage associated with surface texture on carriageways

Revised 20052010

25


26

Footway Lifecycle Plan

Contents

1 Aims and Objectives 2 Inventory ndash Data collection 3 Specific surveys carried out on the footway asset 4 Current Condition 5 Valuation 6 Third Party Liability 7 Service Demand 8 Performance Gaps 9 Maintenance Option Appraisal 10 Works Programme Scheme Selection 11 Service Delivery 12 Asset Upgrading 13 Budget Optimisation 14 Risk Management 15 Forward Works Programme 16 Performance Management 17 IMPROVEMENT ACTIONS

27

1 Aims and Objectives

The challenge is to provide a footway network maintained to a level that ensures reasonable facility and safety for all users and provides a high degree of street scene quality for local residents The long term strategy is to achieve an improvement in the quality of the footway infrastructure as measured by the annual condition indicators In terms of service management the objectives are to follow Council policy and deliver best value in accordance with the Code of Practice for Highway Maintenance Management

This together with the stated corporate strategies of reducing carbon emissions and improving transport across the County forms the nucleus of our aspirations and what we strive to achieve in delivering the service

2 Inventory ndash data collection

All the footways have been classified in accordance with the criteria specified within the Code of Practise Details of the footway inventory as recorded in the symology pavement management system are as follows

Category Footway Type

(As Code of Practise)

Detail Approx Length

(Km)

1a Prestige Very busy areas of towns and cities high public space and street-scene contribution

4

1b Primary Busy urban shopping and business areas

2


8

3 Link footway Linking local access footways busy rural footways

300

4 Local access footway Low usage estate road footways 526

The inventory is regularly reviewed and updated during inspections across the network

28

Inventory Reliability and Confidence Levels

A Dimension Length - Complete - High Width- Nil - Low Gradient - Nil - Low

B Footway Construction ConstructionPavement layer info - Nil - Low Thickness - Nil ndash Low Date of construction - Nil - Low Material Nil ndash Low Date of last treatment Nil - Low Bus Level Access Platforms ndash Complete - Good Tactile Paving - Nil - Low Ramps - Nil - Low Vehicle Crossings - Nil ndash Low

C Features Steps - Nil - Low Street furniture ndash part - High

The footway inventory data is held within the database of the Symology Pavement Manager system

Details of recently adopted footways are included once adopted and the database is updated accordingly There are some estate footpaths which have recently transferred from the housing department to Environment which still need to be categorised

Consideration on expanding the data should be undertaken including information on width and construction and very little information exists concerning the age and residual life of the existing network either in terms of original construction or when maintenance has been carried out

3 Specific surveys carried out on the footway asset

The following surveys are carried by streetscene staff on the footway asset

bull AEI - Completed annually by steetscene supervisors bull CVI - Completed annually on Cat 4rsquos and 5 footways by Streetscene

engineering staff bull Highway Safety Inspections ndash Carried out by streetscene supervisors

at frequencies specified in the Highway Inspection Policy

29

4 Current Condition

Visual footway condition assessments (AEIrsquos) are carried out annually by streetscene supervisors The condition is assessed to be within 5 defined categories

Category 1 Generally OK no immediate treatment required Category 2 Some surface defects (fretting becoming potholes) Category 3 More major defects large areas of deterioration but less than 25 area Category 4 Major surface deterioration but limited deformation Needs

resurfacing Category 5 Major surface deterioration and deformed Needs reconstruction

Data is recorded in the Symology Pavement Manager database which then reports the percentage of footway in poor condition

Following the last survey carried out in August 2009 the condition of the asset was as follows

Percentage achieving category 1 status - 395 Percentage achieving category 2 status - 377 Percentage achieving category 3 status - 152 Percentage achieving category 4 status - 74 Percentage achieving category 5 status - 01

Following the visual inspection (AEI) a second engineering assessments (CVI) was completed on footways scoring a condition of category 4 or 5 in accordance with requirements issued by the code of practise for highway maintenance

The information from this survey was used to develop the footway improvement programme for the financial year 2010-11 ndash attached appendix 1

5 Valuation

From the information held in the inventory the footway asset valuation can be evaluated In line with CIPFA guidance the figure will record gross replacement costs and deterioration levels



Area Unit Replacement

Cost

Estimated Gross Replacement Cost

1a Prestige

1b Primary

2 Secondary

3 Link footway

30

4 Local access footway

6 Third Party Liability

In order to ensure the safety of the asset for all stakeholders a safety inspection regime has been approved by Council Executive Board

The safety inspection process is carried out by the streetscene supervisors and directed towards identifying defects which are considered dangerous and need to be repaired urgently to safeguard footway users These are categorised and attended to in accordance with the following intervention levels and response times as approved in the Highway Inspection Policy (Available on Wrexham County Council internet site)

Category (From Code)

Type Inspection frequency

1a Prestige Weekly

1 Primary Monthly

2 Secondary Monthly

3 Link 3 monthly

4 Local Annually

In line with the policy defects identified during the inspections will be repaired in line with the following guidelines

Defect Response time

A situation with potential to cause serious injury or accident

Immediate

Defect forming a deviation from the normal profile of above 30mm

Within 72 Hours

Defect forming a deviation from the normal profile of less than 30mm

As funding permits

31

7 Service Demand

The county has objectives aimed at providing safe passage for all pedestrians in an attractive environment which is free from street clutter as far as is practical An increasing demand being placed on the footway network is accessibility for vulnerable users There has been a significant increase in the number of motorised wheelchair users which under existing funding is difficult to cater for All re-kerbing schemes take this need by the provision of lowered kerbs at junction and key crossing points but similar arrangements are required on the existing network The limited budget necessitates individual assessment involving risk assessment and considering if alternative routes are available Enhanced standards apply to the Town Centre in order to create a streetscene that will help to stimulate investment and produce a ldquofeel goodrdquo factor A significant contribution to this will be the reduction in guard railing allowing unrestricted movement for pedestrians and the introduction of a licensing arrangement for the number of advertising boards lsquoA Boardsrsquo currently in place across the County

8 Performance Gaps

Performance gaps are a measure of an assets failure to meet the demands of its construction or the gaps between desiredtarget condition and the actual condition or the gap between actual and desired (optimum) levels of service Failures are measured against individual demands

81 Condition Many footways in our town or villages (Class 1a and 1) have been constructed using modular paving that includes block paving and paving slabs These surfaces require maintenance utilising the same type of material which is becoming unavailable and is difficult to match The majority of other footways (Type 3 4 and 5) are surfaced in 6mm Dense Bitumen Macadam (DBM) however there are examples of other surface types including Asphalt Sand Carpet etc All such footways can be reinstated using 6mm DBM in future maintenance programmes

There is also the option of patching the worst areas and applying a thin lsquoSlurry Sealrsquo type surface to increase the life of a footway footpath although this process is not popular with residents

82 Demand Redevelopment of the town centre is ongoing and has resulted in the use of specialist materials In the existing economic climate the cost of maintaining these surfaces puts great pressure on very restricted budgets There is an increasing demand from vulnerable road users to improve access facilities on all parts of the network but particularly access to public buildings routes to schools and local shopping areas Added to this is the problem that

32

many dropped kerb crossings installed prior to issue of the latest guidelines are substandard and require improvement This area cannot be

adequately addressed without a substantial increase in funding levels The dropped crossing programme for vulnerable road users is produced from requests by stakeholders on a first come first serve basis Normally the limited funding available is utilised well before the end of the financial year

The condition assessment surveys are carried out in accordance with methods defined by the code of practise These in many cases do not place sufficient priority on uneven surfaces small surface trips etc In this day and age of increasing life expectancy the elderly expect smoother surfaces and there is potential conflict between what residents and users view as a priority and what the pavement management system identifies as urgent need Most of these have resulted in a significant backlog which needs to be quantified but further information gathering is required to determine levels Outline discussions have been carried out on Levels of Service but there is a need for comprehensive discussion to take place

9 Maintenance Option Appraisal

91 Cyclic Maintenance Cyclic maintenance is the regular day-to-day work that services rather than repairs the asset and is necessary to keep the asset in working order Street cleaning of the city centre is carried out on a daily basis by mechanical suction sweeper This appears to have a detrimental impact on paving with the filler between slabs tending to be sucked out over time Good cyclic maintenance schemes are being prepared which will ensure the asset can achieve its designed life without unforeseen problems ie weeds and surface detritus

92 Reactive Maintenance Reactive maintenance covers ad hoc (unplannedunscheduled) repairs to assets due to damage or the renewal of small elements or components which have become unserviceable due to general wear and tear or have deteriorated for other reasons

Activities for the footway asset are detailed belowshy

Slab repairs (temporary bitmac patch) Pothole repairs Minor patching Spot kerb repairs Gully repairs

Pothole repairs and minor patching continue to be sensitive issues with the public All too often patch repairs tend to be too localised in the opinion of the public leading to comments of poor quality and poor value for money

33

Planned Maintenance Activity or Treatment Type

Comments Current Regime

93 Planned Maintenance (renewals or replacements) This comprises the major planned (programmed) work that does not increase the assetrsquos designed capacity but restores rehabilitates replaces or renews an existing asset to its original capacity Those for the footway asset are detailed belowshy

Impact on Assets Whole Life Cycle

Suggested Improvement RegimeImpact on Whole Life

Overlay surface course only

Main option for planned works

Extends life by 15 years

Most environmentally friendly ndash will be cost effective if sub-grade is sound Will deliver good whole life savings if used in conjunction with surface treatment

Reconstruction Only considered in extreme conditions

Extends life by 20 + years

Most expensive and disruptive Provides certainty for future maintenance costs

Slurry seal Improve on site selection

Extends life by 5 ndash 10 years

Will extend life of footway in good structurally sound construction Timing of work is key will not make a bad footpath good but will extend a good footpath

None of the activities listed above are adequately funded and consequently it is difficult to prevent backlogs from increasing The existing situation can only be described as ldquofire fightingrdquo

10 Works Programme Scheme Selection

In addition to the visual inspection programme the programmed maintenance schemes are identified from a number of sourcesshy

bull Letters of Complaint bull Member contact bull Historical data bull S106 contributions

34

Scheme Validation The schemes are measured and estimates prepared based on the best option available to enhance the residual life of the footway The total number of schemes identified will be dictated by the funding available The annual planned maintenance programme is then approved by the Lead Member and the information is then posted on the Council Web-site Once approved a timetable for the works is prepared Residents are notified approximately two weeks in advance of the works to advise them of the scope and in order to identify any special access requirements

11 Service Delivery

Footway Maintenance is delivered in a variety of ways

Reactive Maintenance ndash In house by streetscene workforce Winter Maintenance - In house by streetscene workforce Planned Maintenance Operations ndash Term Maintenance Contractor

12 Asset Upgrading

121 Upgrading Upgrading can consists of major works that upgrade or improve an asset beyond its existing design capacity Such activities are listed as followsshy

bull Junction improvement or revised layout due to traffic flow improvement ie through traffic lights or roundabout etc with associated footway realignment

bull Construction of additional footway or footway links

The above works are limited to section 106 or capital improvement schemes however scheme selection and validation will follow the same process as detailed under planned maintenance

122 Asset CreationAcquisition Occasionally new footways are constructed to take account of pedestrian desire lines Materials are chosen in accordance with the design criteria These have been adopted for consistency and long term sustainability Acquisition of footways is normally associated with those adopted through the planning development process using Section 38 or 106 legal agreements There is a list of Private Streets none of which have been made up pr adopted and remain in the ownership of the residents or developers

35

123 Disposal Disposal is any activity that removes a decommissioned asset including sale demolition or re-location Details of disposal activities are as follows

bull Stopping Up of Footway Redevelop need or surplus to requirements

13 Budget Optimisation

131 Reactive (Ad-hoc) Maintenance An overall budget based on historic practice (increased approximately by the rate of inflation (each year) is available to the Streetscene Maintenance section each year This is insufficient to meet the demands and therefore needs to be carefully controlled The overall budget is split up into three areas each with its own allocation It is very difficult to separate footway costs from overall costs

Costs relating to the entire highway asset are detailed as followsshy

132 Reactive Maintenance All Asset Type Expenditure Pothole repairsPatching Drainage Total Expenditure 2010 ndash 11 pound205m

These budgets are allocated to works orders raised as a result of defects highlighted by inspection or enquiries notified by the Members or public 133 Planned Maintenance Budget

Footway Overlay Footway Reconstruction Surface Treatment

Total Expenditure 2010 ndash 11 pound800k

Financial reporting is currently undertaken monthly for both capital and revenue budgets Each scheme has a nominated Area manager responsible

14 Risk Management

Risk is the chance of something happening that will have an impact on objectives A risk identification exercise for footways has been undertaken and a risk register and matrix scoring system has been developed in line with corporate arrangements

Currently in excess of pound100k is paid out in insurance claims by the council across the whole asset and therefore there is a need to develop

36

comprehensive risk analysis It is very difficult to separate claims associated with the footway only at the present time

141 Physical Risk The majority of risk relating to footways is normally associated with trip hazards These are normally connected to uneven or rocking paving slabs potholes in the footway and settlement behind kerbs or around service covers

Secondary risk applies to the above but could also apply to inadequate drainage leading to flooding or backfall leading to illegal water run-off onto private property or inadequate crossing facilities causing restricted access

142 Business Risk Major risk and secondary risk resulting in death serious or minor injury can mean claims for compensation involvement with other emergency services damage to property and disruption to people All of which can have a lasting effect on the image of the Council and a detrimental effect on the environment Therefore financial costs could be significant and its importance not underestimated Some of the risk can be transferred to third parties in the case of service covers which are privately owned but the image of the Council is still in jeopardy as a consequence of public perception

143 Processnetwork The risks can be mitigated by the inspection regime and structural condition assessments that are carried out which highlight serious defects in accordance with the intervention levels stated and the repair times given A review of the existing policy needs to be carried out regularly to determine if claims for compensation have decreased or whether response times and intervention levels need to be revisited

15 Forward Works Programme

Historically planned maintenance programmes have only been submitted for the year ahead It is our longer term intention to produce 5-year forward works programmes for all parts of the network with a detailed 2-year programme for approval to enable advanced design and programming to take place


Performance management is measured by annual reporting of KPIrsquos

37

17 IMPROVEMENT ACTIONS

1) Consider the need for further inventory surveys Not always of benefit especially if unable to monitor and verify There would be major benefit for some feature verification ie

residual life

2) Review the Highway Maintenance Policy Document

3) Develop longer term forward works programmes

4) Review the process of scheme prioritisation

5) Review the inspection process on a regular basis - last carried out in 2009

6) Review current spend strategy Link all budgets

38


39

1

2

3

4

5

6

7

8

9

10

11

12

13

14

Bridges and Highway Structures Lifecycle Plan

Contents

Goals Aims and Objectives

Inventory

Replacement Value

Condition

Demands

Service Options

Performance Gaps

Option Appraisal

Budget Optimisation

Risks


Works Delivery


Improvement Actions

40

1 Goals Objectives and Aims

11 Introduction

The key objective of this lifecycle plan is to drive the efficient maintenance and long term management of highway structures by the adoption of an asset management approach

This will be achieved by implementing where applicable the recommendations contained within the lsquoManagement of Highway Structures ndash A Code of Practicerdquo September 2005 document and by the setting of appropriate targets monitoring and performance measures reporting outcomes and undertaking a review of service delivery within Wrexham County Borough Council

12 Policy

The Highways Act imposes a duty upon Wrexham County Borough Council as the Highway Authority to maintain the highway and with regard to structures the Council must ensure that

bull Bridges are safe for use A highway structure must be managed in such a way that it does not pose a risk to public safety

bull Bridges should be fit for purpose A highway structure must be managed in such a way that it meets the agreed levels of service

13 Legislative requirements

bull Highways Act 1980 ndash Highway structures must be fit for use

bull EU requirements 010199 ndash Principal route network to be fit for use by vehicles up to 40 Tonnes GVW

14 Service AreaOperational initiatives

bull Work towards implementing milestones as prescribed in the Management of Highway Structures (Sept 2005)

bull Adopt the proposed CSS performance indicators for highway structures

41

2 Inventory

21 Asset

211 The bridge management team manages a database of 1410 structures (bridges culverts and retaining walls) Of these the Authority is fully responsible for 439 bridges and culverts and 125 retaining walls The Council also has some responsibility for 92 other road carrying bridges and 794 retaining structures

bull 616 bridges and culverts responsibility for which is as follows

Transportation and Asset Management Section 415 Network Rail 25 British Rail Property Board 31 Boundary Structures 36 Private 21 Other Council Departments 88

162 of these structures support local strategic A and B routes throughout the county network maintaining essential access for commerce industry and tourism to the national strategic network

bull 794 retaining walls are registered on the database responsibility for which is as follows

bull Transportation and Asset Management Section 126 No Walls (Total Length 94km)

The majority of these walls retain land above the level of the highway

bull Others (Property retaining walls and other departments) 668 Walls (Total Length 174km)

Note Compilation of retaining wall data is ongoing

Guidance on the determination of responsibility for the maintenance of retaining walls is based on the advice of the Code of Practice

212 Network Rail has a limited liability for the load carrying capacity of their structures This was set by statute at the time of privatisation and is limited to the loading and method of analysis appropriate at that time When structures are assessed to current loading and standards they are frequently found to be sub standard Where this is the case the Local Authority Highway Authority becomes liable for the costs of strengthening or replacement The ongoing assessment programme has to date identified 6 structures that fall into this category Wrexham is responsible for covering the shortfall in strengthening costs between Network Railrsquos responsibility and for principal roads

42

40 Tonnes GVW No risk assessment has been undertaken to evaluate the effect of the loss in network capacity due to the introduction of weight restrictions

213 All data acquired for the bridge and structural asset are now stored on the Bridge Management Expert computer data base (BMX) This programme was developed to address the wide range of issues associated with economic bridge management and is able to monitor inspection and maintenance activities to ensure efficient use of available and appropriate resources The input of information into this system is ongoing

22 Confidence Level in Data Held

221 Confidence in the data held on bridges and culverts is considered high as a result of previous surveys Information is constantly reviewed and updated through the annual inspection process all significant structures receive a general visual inspection every year If a structure is of particular concern it will receive an inspection monitoring more frequently New bridges and culverts are added to the database following the completion of technical approval procedures

222 Information held on the retaining wall asset is not as assured partly due to the lack of any historical data However this is improving as a survey of walls is currently underway Approximately 90 of the network has been surveyed Most new walls that are added to the database are the result of private development of housing estates on sloping sites Ownership is often unknown for many retaining walls and may not be established until works are required and detailed investigations are made

23 Asset Information Strategy

231 The database (BMX) is stored on the Councils computer network and is subject to regular backups by the IT section with offsite storage Paper copies of pertinent and historical data are also kept in the Bridge Office for ready reference All paper based bridge records have recently been scanned and transferred to the database Any other information such as drawings and health and safety files are to be transferred in the near future

232 There is high confidence that data held is accurate however for some of the older structures construction data is unknown Investigatory and dimensional surveys are carried out on structures requiring maintenance or being assessed for strength meaning data is continually being increased updated and improved

43

Typical Screen Shot from Bridge Management System (BMX)

44

3 Replacement Value

31 Asset valuation is the calculation of the current monetary value of an authorityrsquos asset

32 The estimate of the gross replacement cost (GRC) of the county structures in May 2010 is pound678m This is based on assumed replacement costs of structures owned by Wrexham County Borough Council

Asset Unit Rate Quantity Total Bridges culverts amp subways

Per msup2 of plan area

pound2500 msup2 21680 pound542m

Retaining walls

Per msup2 of wall surface area


Total pound678m

33 The rates used in the above table are based on historical bridge deck and retaining wall costs for replacement of structures in recent years All bridges are evaluated based on plan deck area and culverts and subways based on plan area of span These values have been discussed and generally agreed with other councils within the County Surveyors Society (CSS) Wales Bridges Group to ensure consistency across the Principality

34 The Chartered Institute of Public Finance and Accountancy (CIPFA) have recently published the Transport Infrastructure Assets Code of Practice which gives guidance to support Asset Management financial Management and Reporting In support of this code national guidelines on replacement rates are expected to be published in August 2010 It is not anticipated that they will vary significantly from the CSS guidelines currently used

35 Work is currently being carried out to develop Depreciated Replacement Costs (DRC) for highway structures and it is envisaged that the accumulation of more detailed asset information will enable a more refined method of resource accounting to be adopted Direct Replacement Costs will be reported once further guidance from CIPFA has been published

36 The County Surveyors Society (CSS) advises that the annual maintenance spend (excluding strengthening and upgrading) should be in the order of 05 of total asset value which equates to approximately pound339000

45

4 Condition

41 Inspection Requirements

The ldquoDesign Manual for Roads and Bridgesrdquo provides details of the Highways Agencyrsquos method for the Inspection of Trunk Roads and Motorways These standards are generally adopted by Local Authorities as good practice for the design and maintenance of local authority roads The categories of inspection adopted by Wrexham County Borough are detailed below

42 General Structural Inspections

General Bridge inspections are carried out on all structures on the highway network on an annual basis with the results being stored in the database The inspection consists of an overview of the visible structure looking out for signs of distress and local damage in the structure as well as condition of bearings drainage expansion joints parapets and surfacing of the carriageway and footpaths or verges Due to the size complexity and difficult access to many structures many critical elements cannot be adequately inspected The inspection does not include items that are not safely accessible to the inspector without additional access equipment Members of the structures team are trained to carry out confined space inspections where necessary

All authority owned retaining walls are now identified and stored within BMX Initial inspections to establish dimensions have taken place and a full inspection regime is due to start in the summer of 2010 A full inventory of other non highway supporting retaining walls is also held on the system Although not the responsibility of the Council the information is valuable when dealing with queries of ownership and responsibility Also if one of these walls is in such a condition that it could cause danger to the public action may have to be taken to make the wall safe using powers designated to the Authority through the Highways Act

43 Principal Structural Inspections

431 The ldquoDesign Manual for Roads and Bridgesrdquo specifies that Principal Inspections should be carried out at intervals which would not normally exceed six years The inspection requires close inspection of all parts of the structure and will require access equipment confined space entry divers and more detailed documentation of the findings

432 However the ldquoDesign Manual for Roads and Bridgesrdquo is directed at the Trunk Road bridge stock Due to the size and form of construction of the County Boroughrsquos bridge stock a Principal Inspection of the majority of structures maintained by Wrexham

46

is not warranted as it would reveal little more than a general inspection Structures that required assessment in accordance with the introduction of 40T HGVrsquos in 1999 have a special inspection as part of the inspection for assessment This is a more thorough inspection than a general visual inspection

433 As General inspections do not always provide complete coverage of the structure it is likely that in-accessible elements may not be inspected for a considerable time This will result in an increased whole life cost for the maintenance of the structure which could have been reduced or prevented through timely intervention

44 Special Structural Inspections

Special inspections are undertaken where General or Principal Inspections reveal a defect that warrants further investigation or where the complexity of the structure dictates or when access arrangement require specialist assistance

45 Bridge Condition Indices

The County Surveyors Society (CSS) has developed several areas of guidance in the area of Bridge Management These are namely Bridge Condition Indices (BCI) Key Performance Indicators (KPI) and a Code of Practice for Bridge Management

451 Bridge Condition Indices (BCI) are a more extensive and thorough methodology for monitoring and recording the condition of all elements of a structure When inspected each element of the structure is graded for the severity and extent of any defects The importance of that element is also rated This information is fed into the bridge management system where a condition index for each structure is computed and summated to give an overall bridge stock Index These figures can be reviewed year on year to monitor the overall condition of the asset and prioritise work on critical structures It will also generate one of the KPIrsquos which will compare the performance of local authorities Following the installation of the bridge management system calculation of BCIrsquos now forms part of the annual inspection regime

46 What is the Desired Condition of the Asset

The desired condition of the asset will be set by Council as this will depend on the preferred service option as defined in Section 6

The desired condition of the asset is not currently defined by any specific standard The BCI rating system implies that the desired bridge stock condition should be somewhere in the categories fair to very good scores between 80 ndash 100 (ie above poor) The council is therefore working on the

47

basis that the desired condition subject to funding would be to move bridge stock condition into the good category for both critical and average indicators and then to maintain it at that level

There is no condition intervention criteria as such except when there is a risk posed to the public In this case actions are triggered to make the structure safe and to carry out repair work This is usually associated with emergency repairs to parapets following accidents

47 What is the Current Condition of the Asset

471 The gross asset value of Highway Structures is estimated to be pound678 million based on average replacement costs for bridges and retaining walls Depreciated replacement costs will be calculated as discussed in Section 3

472 95 of the assessment programme of Council owned bridges in Wrexham has been carried out Of these bridges 91 have met the required standard leaving nine bridges requiring action Structures which do not meet the required standard either have to be strengthened propped closed or a weight restriction imposed Currently eight bridges have weight restrictions in place and one has edge protection

473 Work planned to strengthen the nine substandard County Borough owned structures is currently estimated to cost pound2000000

474 The current value of the works backlog as identified in the general inspection regime is pound843530 This is the total estimation of maintenance work required to the structures stock

475 Network Rail has a limited liability for the load carrying capacity of their structures This was set by statute and is limited to the loading and method of analysis appropriate in 1968 When structures are assessed to current loading and standards they are frequently found to be sub standard Where this is the case the Local Authority Highway Authority becomes liable for the costs of strengthening or replacement Where a structure also fails to meet Network Railrsquos liability a cost sharing exercise may be implemented depending on the nature of the failure

476 Assessment of eighteen Network Rails road-carrying bridges has resulted in 5 failures that are currently subject to restrictions temporary propping or monitoring No estimate of the permanent work required to theses structures has been made as this may be subject to Council deciding what is appropriate at each site when the assessment programme has been completed and Network Railrsquos liability is known Two Network Rail assessments currently require completion

48

477 Eleven British Rail Property Board bridges also require assessment Six of these have been completed of which three have failed the assessment Two of these have now been in-filled

478 The above criteria do not identify the overall condition of all structures Overall the bridge stock is in fair condition based on current general inspections The bridge condition indicators shown in Table 4710 confirm that and show that bridges having a large deck area are generally in a better condition than smaller bridges in the County Borough Table 4711 is extracted from Evaluation of Bridge Condition Indicators Volume 3 which is published by the CSS Bridges group It gives a descriptive indication of the various BCI ranges

479 Table 4712 shows the BCI scores for the various types of highway structure within the Wrexham County Borough Council owned stock Graph 4713 illustrates the range of BCI scores for the stock and Table 4714 shows the spread of scores for the different structure types

49

Table 4710

BSCI Values (based on sample of 166 structures)

Not weighted by deck area

Weighted by deck area

BSCIAv = 79 BSCIAv = 82

BSCICrit = 72 BSCICrit = 76

Table 4711 - Interpretation of BSCIav and BSCIcrit values (Extract Table 9 of Guidance Note Evaluation of Bridge Condition Indicators Vol 3 CSS Bridges) BSCI Range

Bridge Stock Condition based on BSCIav

Bridge Stock Condition based on BSCIcrit

100 ndash 95 Very Good

Bridge stock is in a very good condition Very few bridges may be in a moderate to severe condition

Very few critical load bearing elements may be in a moderate to severe condition Represents very low risk to public safety

94 ndash 85 Good

Bridge stock is in a good condition A few bridges may be in a severe condition

A few critical load bearing elements may be in a severe condition Represents a low risk to public safety

84 ndash 65 Fair

Bridge stock is in a fair condition Some bridges may be in a severe condition Potential for rapid decrease in condition if sufficient maintenance funding is not provided Moderate backlog of

Wide variability of conditions for critical load bearing elements some may be in a severe condition Some bridges may represent a significant risk to public safety unless mitigation measures are put in place

64 ndash 40 Poor

Bridge stock is in a poor condition A significant number of bridges may be in a severe condition Maintenance work historically under funded and there is a significant backlog of maintenance work

A significant number of critical load bearing elements may be in a severe condition Some bridges may represent a significant risk to public safety unless mitigation measures are put in place

39 ndash 0 Very Poor

Bridge stock is in a very poor condition Many bridges may be unserviceable or close to it Maintenance work historically under funded and there is a huge backlog of work

Many critical load bearing elements may be unserviceable or close to it and are in a dangerous condition Some bridges may represent a high risk to public safety unless mitigation measures are put in place

50

4712 - Structure Summary

Structure Type

Structures Inspected

Structure s Not Inspected

BSCIav Value

BSCIcrit Value

Weighte d BSCIav Value

Weighte d BSCIcrit Value

Bridge 194 (13918 m2)

86 81 75 83 81

Retaining Wall

105 (9426 m)

21 82 69 83 71

Culvert 28 (2762 m2)

3 79 75 80 68

Subway 6 (560 m2) 0 79 80 80 84 Stock 333 110 - - 83 76

4713 - BCI (Average)

51

4714 - BCI (Average) Spread

Structure Type

Very Poor (0-39)

Poor (40shy64)

Fair (65shy79)

Good (80shy89)


Bridge 0 (000) 9 (321) 72 (2571)

79 (2821)

34 (1214)

Retaining Wall

0 (000) 6 (476) 37 (2937)

40 (3175)

22 (1746)

Culvert 0 (000) 2 (645) 14 (4516)

6 (1935) 6 (1935)

Subway 0 (000) 0 (000) 2 (3333) 4 (6667) 0 (000) Total 0 (0) 17 (4) 125 (28) 129 (29) 62 (14)

5 Demands

51 What is the Asset expected to deliver

511 The Bridge and highway structures asset is expected to remain safe aesthetically acceptable and capable of carrying the required level of loading to fulfil the transportation needs of the County Borough

52 Current and Future Demand

521 Assessments of structures are carried out to determine the ability or capacity of the structure to carry the loads which are imposed upon it and which may reasonably be expected to be imposed upon it in the foreseeable future The UK government agreed that the EU 40 tonne family of vehicles would be permitted onto UK highways from 1st January 1999 This led to an extensive programme of bridge assessments which is still on going Assessment results are outlined in 47

522 Most of the authority owned bridges have sufficient width to accommodate the required carriageway There are only a few bridges where the carriageway narrows over the bridge

523 With an ageing infrastructure maintenance works are likely to increase Pressure to minimise disruption to traffic conforming with ever changing Health and Safety requirements ever more stringent environmental requirements increased traffic and pressure to consult with the public all increase management and construction costs

524 The ongoing retaining wall survey is identifying structures that the Council has maintenance liability for which were previously unknown No assessment of these structures for the 40 tonne vehicle has yet been carried out but is due to be started soon

52

6 Service Options

61 The service options under consideration are

bull Existing Service

bull Desirable Service

611 The Existing Service option follows the guidelines of The Code of Practice for the Management of Highway Structures in that all structures receive a general inspection at least bi-annually in most cases the structure stock is inspected on an annual basis Currently not all structures receive a Principal Inspection as recommended every 6 years Due to financial restrictions only the high priority structures receive a Principal Inspection at this frequency Currently maintenance works are programmed from the work bank of required work from the general inspections and in some cases on a reactive basis

612 The Desired Service option is as defined in the existing service option with the addition of all structures receiving a Principal Inspection This option assumes that all elements of the structure are repaired or replaced in accordance with the manufacturerrsquos guidelines therefore encompassing the lsquoWhole Life Costingrsquo approach of systematically replacing elements to prolong the overall life of the structure Once this service is established costs will be spread more evenly over the life of the structure

62 Costs Risks and Benefits

The cost of the two options is shown in Table 631 Tables 632 and 633 give a breakdown of the required budget for each of the structure groups as well as the risks and benefits associated with each option This will assist in deciding which option is to be adopted

631 Service Option Costs Service Option Annual Cost Existing Service pound123673

Desirable Service pound490824

53

632 EXISTING Service Option

Description

Structure Type Principal Inspection Bridges

Maintenance Provided Frequency of Maintenance Annual Cost

General Inspection 1yr pound3000 General Maintenance 4yrs

Structure Type Highway Bridges



Structure Type Culvert lt3m Span



Structure Type Arch Bridges



Structure Type Subways



Structure Type Retaining Walls


General Inspection 2yrs pound23688 General Maintenance 4yrs

Structure Type Footbridges



54

Risks Associated with providing this service

Benefits Associated with providing this service

Total Annual

Cost Increased risk of failure Backlog of works will continue to increase and condition of asset will deteriorate Increased costs over long term

Financial saving over short term

pound123673

633 DESIRABLE Service Option

Description

Structure Type Principal Inspection Structures


Principal Inspection 6yrs

pound42966

General Inspection 1yr General Maintenance 4yrs Bearing maintenance 25yrs Mechanical Expansion Joint Maintenance

10yrs

Waterproofing 30yrs Drainage 50yrs Structural Steel Painting 15yrs




pound123860

General Inspection 1yr General Maintenance 4yrs Asphaltic Plug Expansion Joint Maintenance

10yrs

Waterproofing 30yrs Parapet Painting 15yrs Structural Steel Painting 15yrs




pound167335

General Inspection 1yr General Maintenance 4yrs Waterproofing 30yrs Parapet Painting 15yrs Scouring 20yrs

55




pound68493 General Inspection 1yr General Maintenance 4yrs Drainage 20yrs Parapet repairs 15yrs

Structure Type Subway



pound7362 General Inspection 1yr General Maintenance 4yrs Waterproofing 30yrs Parapet Painting 15yrs

56




pound75978

General Inspection 2yrs General Maintenance 4yrs Drainage 20yrs Parapet Painting 15yrs Pointing 20yrs




pound4830

General Inspection 1yr General Maintenance 4yrs Waterproofing Surfacing 30yrs Parapet Painting 15yrs Structural Steel Painting 15yrs



Total Annual

Cost Increased costs over short term

Reduces risk of failure and ensures a whole life approach to maintenance Reduced long term costs Reduces risk of restrictions to structures causing network disruption

pound490824

57

7 Performance Gaps

71 At present performance measurement is largely subjective The performance of the service is dictated primarily by the budget allocation

72 The remainder of the structural assessment programme requires completion A number of County Railtrack and British Rail Property Board structures require completion

73 Once the councils preferred service option is selected the performance gap can be identified objectively as the difference between the current level of service and the councils preferred service level

74 The development of Bridge Condition Indices (BCI) will permit the performance gap to be quantified as the difference between the current BCI and the desired BCI It is estimated that BCI measurement will be available in 2-3 years ie upon completion of two cycles of general inspections However to establish a true trend 3 cycles of general inspections should be undertaken

58

8 Option Appraisal

81 The majority of current maintenance is reactive resulting directly from requests for service by the public or members or as an output of the general structural inspections

82 Routine maintenance is funded from the revenue budget This budget is based on an historical allocation of pound70000 in 199697 and not on actual need In 200910 the allocation was pound74338

83 Renewal strengthening and replacement schemes including major maintenance works are funded from the capital budget The allocation for 200910 was pound563000 pound577000 has been allocated for 201011 pound459000 for 201112 and pound332000 for 201213 A capital bridge programme has been drawn up for this period details of which have been included in the 201011 Service Plan

84 New structures proposed by developers are subject to a technical approval process under Section 38 of the Highways Act 1980 Where possible commuted maintenance sums are obtained from developers in theory to fund the future inspections and maintenance of these structures In practice the commuted sums are absorbed centrally and are not available to the service The Technical Approval procedure is outlined in 1064

85 Minor works are prioritised by the bridge maintenance team The Bridge Manager prioritises major works Various factors influence identified schemes such as threat to public safety importance of route available funds political aspirations and customer requests for service Judgements are often subjective but are based on sound engineering judgement and local knowledge A priority scoring system has recently been developed and approved by the Authorityrsquos Executive Board which takes into account the above factors whilst working within the lsquobest valuersquo guidelines of the Authority

86 Once a scheme has been identified to progress to site the final form of the solution chosen can be a simple engineering judgement based on experience More complex schemes may require feasibility studies which are usually awarded to the authorities design section For high profile schemes where there is public interest results from public consultation are incorporated into the design

59


91 The introduction of the Bridge Management system (BMX) has automatically produced a ranking of structure condition This is dependent on the level of inputted data and after 3 to 4 cycles of inspections the amount of data required to produce accurate financial forecasting is becoming available

92 It is proposed that the Councilrsquos preferred service option will dictate the budget for bridge maintenance in the future Now that Gross Replacement Cost (GRC) and Depreciated Replacement Costs (DRC) as well as individual element replacement costs are becoming available a more efficient forward planning and prioritisation of works can be undertaken within the constraints of the allowed budget A 5 year capital bridge programme has been developed in conjunction with the recently developed priority system which utilise information from BMX as well as taking into consideration economic national and regional factors

93 The implementation of Bridge Condition Indices requires more rigorous and thorough general inspections of structures than previously This extra information enables the inputting of more inventory data enabling costing to be calculated at bridge element level We are now reaching the stage where the necessary information is available to process the information for the whole stock

60

10 Risks

101 Physical Risk

1011 If a bridge or structure were to immediately fail the potential severity of the risk would be high however it is generally accepted that the risk of immediate failure of a structure is moderate and certain warning signs are given which can usually be identified in general inspections The risk of immediate failure is reduced through the principal inspection regime The assessment programme will also identify any structures built prior to 1973 which may be prone to sudden failure and highlighted any lsquocriticalrsquo structural elements

1012 Where structures are weight restricted and mandatory advanced warning signs are in place there is a risk due to inadequate policing that overweight vehicles will still use this structure This could potentially result in additional damage or even collapse of the structure which would have a detrimental effect on available network usage

102 Business Risk

Restrictions within the highway network from weight restricted bridges may cause economic loss to local businesses

103 Financial Risk

1031 If a whole life costing approach was adopted for routine maintenance it could be illustrated that timely intervention and maintenance will provide a lower whole life cost and best value approach

1032 Such routine maintenance should include renewal of deck waterproofing bridge bearings parapet and structural steelwork painting etc For example if the aforementioned elements are not routinely maintained in line with the manufacturerrsquos specifications and product design life the resulting potential damage to the structure could prove far more costly than any adopted maintenance regime

104 Risks to Image

1041 Public perception of structures is only evident by the application of weight restrictions graffiti and aesthetic appearance Invariably the bridge office is the publicrsquos first point of contact regardless of the ownership of the structure It is generally not appreciated that many structures are under Network Rail ownership and Wrexham County Borough Council has very little control over Network Rails works programme With regards to graffiti the bridge management team will respond to public feedback and clean a structure if a report of offensive graffiti is received

61

1042 Unnecessary disruption which could harm the Councilrsquos image can be reduced by liaising with other departments within the Council so that traffic management can be shared Local knowledge and consultation will allow timing of any works to minimise disruption eg during school holidays

105 Environmental Risk

There are 31 listed structures utilised by the highway network and many more within conservation or SSSI areas Works to these structures can only be undertaken upon completion of the appropriate consultation usually with WCBC Planning Department CADW and CCW Many structures are in environmentally sensitive locations for example over waterways so any work to these structures possesses a risk to the environment Carrying out environmental assessments and consultations mitigates risks The relevant permission is then sought from environmental bodies and work is carried out in such a way to minimise the impact to the environment

106 ProcessNetwork Risk 1061 Where structures are weight restricted there is a risk that

overweight vehicles will still use the structures This could potentially result in additional damage or even collapse of the structure which would have a detrimental effect on available network usage

1062 The strategic and non-strategic road network relies heavily on the unrestricted use of structures throughout the County Borough Where weight restrictions are applied to structures the resultant effect is the reduction of available routes for use by all vehicles The provision of alternative routes for HGVrsquos and buses may result in a loss of economy for local businesses and disruption or inconvenience to the travelling public

1063 The Bridge Management section deals with abnormal load movements within Wrexham The Highway Authority and North Wales Police must be informed of load movements as well as well as the Highways Agency Network Rail and other bodies if relevant The section currently deals with approximately 1500 movements a year which are defined as a vehicle of indivisible load which exceeds a gross weight of 40 Tonnes (5 axles) 44 Tonnes (on 8 axles) or with an axle load greater than 115 Tonnes more than 3m (9rsquo10rdquo) wide or more than 1875m (61rsquo6rdquo) long Movements must be checked to ensure such vehicles use routes where structures are capable of carrying the specified weight of vehicle and if necessary alternative routes recommended

1064 All proposed structures within the highway boundary or which support the public highway are subject to consideration for Technical Approval This may include structures proposed for adoption or others associated with private developments The objectives of Technical Approval are to ensure where

62

reasonably practicable that highway structures are safe and serviceable in use and fit for their intended function and that non-highway structures do not obstruct the highway or endanger its users Technical Approval entails a review of the designerrsquos proposals by a Technical Approval Authority (TAA) The Councilrsquos TAA is the Chief Transportation and Asset Management Officer (or an officer acting with delegated powers) In most circumstances this will be the Bridge Manager

63


111 At present 90 of maintenance works are undertaken on a reactive basis as previously described in section 8

112 As the general inspection cycles are completed information will be gathered and used to develop increasingly accurate forward works programmes and service options A 5 year capital works programme is now in place A priority system has recently been developed and approved by the Councilrsquos Executive Board As well as taking into account the structurersquos condition it also incorporates factors such as safety community issues and environmental factors All elements are scored and a formula produces an overall score for each structure

113 The frequencies and costs listed below are based on general estimates that have been developed by the CSS Wales Bridges Group and are considered to be representative of current practice

114 Maintenance Frequencies and Costs

The following tables 1141 to 1147 illustrate estimated life expectanciesmaintenance frequencies and costs for maintenance criteria relevant to each structure type The service option column indicates whether the maintenance type will be included in the relevant service option as discussed in section 6 (The costs presented are per linear metre or square metre of the element not bridge deck and based on CSS guidance)

1141 Principal Inspection Structures

Maintenance Type Life

Expectancy Frequency

Cost Service Option

EXISTING DESIRABLE

Principal Inspection 6yrs pound3700 X

General Inspection 1yr pound250

General Maintenance 4yrs pound1000

Bearing maintenance 25yrs pound200sqm X

Mechanical Expansion Joint Maintenance

10yrs pound700linm X

Waterproofing 30yrs pound100sqm X

Drainage 50yrs pound20linm X

Structural Steel Painting 15yrs pound25sqm deck

X

64

1142 Highway Bridges



Cost Service Option

EXISTING DESIRABLE




Asphaltic Plug Expansion Joint Maintenance



Parapet Painting 15yrs pound30linm X

Structural Steel Painting

15yrs pound25sqm deck

X

65

1143 Culverts lt3m Span



Cost Service Options

EXISTING DESIRABLE






Scour Works 20yrs pound50sqm invert

X

1144 Arch Bridges




EXISTING DESIRABLE





Parapet Repairs 15yrs pound100linm X

1145 Subways




EXISTING DESIRABLE






1146 Retaining Walls




EXISTING DESIRABLE


General Inspection 2yrs pound250




Pointing 20yrs pound50linm X

66

1147 Footbridges




EXISTING DESIRABLE




WaterproofingSurfacing 30yrs pound65sqm X


Structural Steel Painting 15yrs pound170linm X

67

115 Service Option Maintenance Requirements

The forward works programmes for Existing and Desired service options will be included when the data has been collected

116 Annual Maintenance Expenditure

Tables 1161 and 1162 illustrate the maintenance costs for each of the structure types relative to a specified service option (as discussed and listed in section 6)


Service Option EXISTING

Structure Type Quantity Average Maint Cost pa

Principal Inspection Bridges

6 3000

Bridge Span gt 3m 55 17875 Culvert Span lt 3m 245 46060 Arch Bridges 79 27650 Subway 6 3750 Retaining Walls 126 23688 Footbridges 6 1650

Average Annual Maintenance Spend

pound123673


Service Option DESIRED



6 42966



pound490824

68

12 Works Delivery

121 Contract Arrangements

1211 Routine bridge maintenance and emergency works These works are carried out by the Councilrsquos Term Maintenance Contractor Works are recharged at cost Where elements of work are of a specialist nature such as spray waterproofing and parapet upgrading appropriate subshycontractors are used

1212 Reconstruction strengthening and major maintenance These works are procured competitively appropriate contractors currently being selected from Construction Line or Buy for Wales

69

13 Performance Measurement and Management

131 Current practice across Wales for bridge maintenance involves comparing the budget with the number of structures The Code of Practice lsquoManagement of Highway Structuresrsquo proposes the introduction of performance indicators that include

bull Condition bull Reliability bull Availability bull Maintenance work bank (Backlog)

Work is already in progress on the Condition Indicator as more authorities start to produce bridge condition indices on which the indicator will be based Development of the other performance indicators will depend on their adoption by the CSS Wales Bridges Group However it will take several years to provide sufficient data for any meaningful comparisons to be undertaken

70


141 New retaining walls and structures constructed by private developers Commuted sums to be identified and reserved for their intended use

142 Next cycle of Principal structural inspections to be carried out

143 Develop the use of Bridge Condition Indices to be used in formulating a planned maintenance regime that will enable the existing lsquohistoricrsquo funding mechanism to be replaced with budgets based on the need to maintain an approved level of service

144 Complete inventory of bridge elements within the database and the inventory of retaining walls and footpath bridges

145 Establish inspection regimes for retaining walls and footpath bridges previously not covered by the general inspection programme

146 Complete bridge assessments and establish strengthening policy and programmes particularly in relation to bridges owned by Network Rail and British Rail Property Ltd

147 Carry out assessments of all highway retaining walls

71


72

Street Lighting Lifecycle Plan

Contents


2 Inventory

3 Replacement Value

4 Condition

5 Demands

6 Future Improvement Action Plans

73


11 No street lighting column to exceed its design life All ageing and dangerous columns to be replaced with galvanised steel columns The use of aluminium stainless steel amp other robust long life materials To be considered for specific future schemes

111 Present resources allow for less than 100 aged lighting columns to be replaced per annum Should the present level of funding remain static the existing backlog of 4797 aged columns will not be removed until the year 2050 amp the average column within the County Borough will be expected to remain in service for 100 years (More than 3 x greater than the Industry standard design life of 30 years)

12 To replace any existing problematic and ageing private cable networks with a fully ducted underground system

13 For residential Town Centre amp amenity areas all low pressure SOX lighting to be replaced with high pressure SON and white light sources This replacement programme will reduce lighting pollution increase colour rendition improve the quality of CCTV footage and create a public perception of night time safety which will also enhance the Authorities image

14 Replace existing thermal photocell switching devices with electronic types amp wherever practical install modern lanterns with electronic control gear all of which will help to reduce energy consumption

2 Inventory

21 The street lighting team maintains almost 12000 lighting columns under highway ownership amp over 400 under WAG ownership

22 Although the street lighting section is responsible for the maintenance of illuminated traffic signs and bollards this asset will be covered in a separate lifecycle plan

23 All data for the street lighting asset is stored on SLiMS The SLiMS street lighting software package is a complete management system designed to simplify and improve the management of street lighting It can provide Access to inventory Individual fault history for each lighting unit Mapping to pinpoint fault locations Cyclic maintenance Fault management Electrical testing Ability to provide financial control

74

SLiMS also links portable hand held computers (PDArsquos) for issuing repair instructions amp recording work completion reports field data entry and mapping

24 The lighting inventory by Communities column type age type of control amp lamps is summarised on the appendices 1 - 2 - 3 amp 4

25 Confidence Levels in Data

251 The confidence level in the street lighting asset records are considered very high Each visit is accompanied by a Works Order created within SLiMS amp downloaded to PDArsquos carried by Maintenance Crews PDArsquos detail the nature of the works to be undertaken history of any previous repair and the relevant column inventory Any inaccurate data found at the time of the visit is reported back to the office The SLiMS database is subsequently updated

252 New columns added to the inventory as a result of Section 38 and 278 works are recorded on SLiMS as soon as they are adopted

253 Scouting inspections are carried out during the hours of darkness throughout the year to identify problems associated with the lighting

254 The confidence level in the street lighting records with regard to the underground cabling network is considered both sketchy and unreliable as database records do not generally include shy

bull Cable condition bull Installation depth and route bull Joints and connections bull Cable type and size bull Age

26 Column Deterioration Inventory

261 It is proposed that column deterioration will be monitored throughout the asset enabling the lifespan of columns to be predicted more accurately allowing timely replacement Levels of deterioration will be evaluated using a number of criteria

Manufacturer Type Geographic issues Condition and inspection

262 Column manufacturer details are kept within SLiMS and assigned to each unit This information will allow future identification of failure trends associated with any type or manufacturer of columns

75

263 Geographic issues can cause accelerate deterioration in some instances such as

Corrosion from winter salting Wind loading in exposed areas Accident hot spots Vandalism hot spots

264 Column condition is assessed utilising a number of inspection strategies the data from these inspections will form an intrinsic part of creating a future deterioration model These inspection methods are discussed in more detail in section 4

265 The evaluation of column deterioration in this lifecycle plan will be used in the formation of future improvement action plans


The SLiMS street lighting database is comprehensive for running the maintenance service amp day to day requirements However the onset of asset management will require enhanced use of the database to produce additional information

271 At present there are a number of sources of information being recorded by the section that for various reasons are not input into SLiMS This information will need to be included in the database to allow analysis for deterioration forward works programme etc This data includes

Column condition Located on salting route Location of private underground cable networks

272 The Identification of costs amp locations of accident damaged and vandalised columns This data will allow accident and vandalism hot spots to be located to ascertain possible special treatments Analysis of previous yearrsquos costs due to accidents and vandalism will assist in the formation of alternative service options

273 To improve the inventory records in relationship to the underground cabling records

28 Authority Owned Cabling Network

281 3931 (33) of the street lighting columns are supplied via a ldquoprivate cable networkrdquo which is both owned and maintained by the street lighting section

76

----------------

282 The general condition of the cable network is unknown but with local knowledge it is estimated that as much as 85 of its length is greater than 25 years old

3 Replacement Value


32 The initial estimate of the gross asset value of the counties street lighting infrastructure has been estimated at pound2354M This is based on assumed average replacement costs as detailed below

33 11817 Lighting columns amp lanterns pound1500 each = pound1773M 3931 Private cable services pound1000 each = pound 393M 674 Feeder Pillars pound2800 each = pound 188M

pound 2354M

4 Condition

41 Although a number of inspection regimes are undertaken and the information is recorded in various forms no overall condition is currently applied to the columns It is important to assess the condition of columns so deterioration can be uniformly measured maintenance applied when necessary and timely replacements made Condition should not only be constant within Wrexham County Borough but also throughout the country WATO could be utilised to standardise condition indices across Wales

411 Column Condition Definition

The institution of Lighting Engineers Technical Report NoTR22 ndash Lighting Columns and Sign Posts Planned Inspection Regime recommends that initial structural testing should commence on all lighting columns at 12 years of age

77

Column Condition Definition

Good

Column lt12 years old Column has no visible deterioration No or minimal loss of section Retest in accordance with specialist testing

contractors recommendation

Fair

Visible signs of deterioration Crazing of le01mm wide with no significant depth le 25 loss of section Retest in accordance with specialist testing


Poor

Cracking gt01mm wide gt25 loss of section le 50 loss of section Retest in accordance with specialist testing


Critical

Column requires removalreplacement or immediate attention

gt50 loss of section Reinforcing bars visible Evidence of spalling Signs of distortion or damage

42 Inspection Frequencies

Inspection type Frequency Visual ndash including lantern and column

Annual Maintenance Visit (AVM) once per year plus every repair visit

Electrical Inspection amp testing to comply with BS7671 ndash IEE Wiring Regulations 16th edition

Minimum 17 of stock annually to ensure whole stock is tested once every 6 years

Ultrasonic structural testing To commence at 12 yrs follow up frequency at recommendation of inspecting engineer

Night scouting Whole stock once every 2 x weeks throughout the year


421 Night Inspection Regime

To ensure each lamp unit is in working order the whole stock is inspected on a 2 weekly basis throughout the year Any faults identified are initially

78

manually recorded amp then entered onto SLiMS by the Night Inspector or reported to clerical staff who in turn input this information onto SLiMS which automatically generates a fault ticket Although night inspections are currently undertaken in an effective manner a long term improvement strategy is proposed to increase efficiency and reduce the manpower required to obtain and record the data

The introduction of more powerful PDArsquos for the recording of night inspections removing the need for data input by clerical staff reducing inaccuracies that may occur in the manual transfer of information amp improving the quality of back up information available to defend 3rd party claims Introduction of remote transfer of information to remove the need for night inspectors to access the office and the need for a clerical staff to input the faults

422 Ultrasonic Testing

Ultrasonic testing of columns is undertaken when the column reaches 12 years old to ensure the integrity of the column stock is maintained Column retest period to be in accordance with the ldquospecialist testing engineersrdquo recommendation as indicated in the table in item 411

423 Electrical testing

The entire lighting stock shall be tested over a 6 year period ie one sixth of the stock is required to be tested annually which currently equates to approximately 2000 columns per year The columns are tested for

System earthing Circuit conductor size Circuit protection Insulation resistance Polarity status Phaseearth fault loop impedance Columnsrsquo internal earth continuity

43 What is the Current Overall Condition of the Asset

The general condition of the asset is only considered fair due to the significant quantity of aged stock as illustrated in 111 It is proposed that column deterioration will be measured and recorded as discussed in section 26 At present the inventory and SLiMS software is not sufficiently developed to allow deterioration profiles to be established These issues are to be addressed in future improvement action plans

79

44 Cable Network

Currently the underground cable networks condition is generally unknown in regard to

bull Insulation resistance bull Cable type bull Cable size bull Circuits supplied bull Ducted or laid direct

45 Lantern Condition

451 Proactive lantern inspections are not generally undertaken however the condition of lanterns are ascertained through a number of means

Maintenance operatives will identify defective lanterns in conjunction with their general duties and cleaning operations Defective lanterns are recorded and reported back to the office

Members of the public reporting poor performance or light out Night inspections identifying a trend of continual lights out

452 Limited area improvements are undertaken where Sox lighting is replaced following either a lantern failure or part of a street lighting column replacement scheme Existing stock is replaced with new SON or white light lanterns as budgets allow

5 Demands


The street lighting asset promotes the safe movement of vehicles and pedestrian traffic throughout the network

511 Modern Lighting

Good street lighting saves money through reduction in crime and road traffic accidents Cost benefit ratios of 14 are not uncommon ie for every pound1 invested in street lighting pound4 can be saved by way of reduction in crime and accidents (Data from Institute of Lighting Engineers) In addition to this other social benefits derived are

Reduction in the fear and perception of crime Increase in leisure and commercial activity after dusk

80

Encourage walking and cycling and the use of public transport

Development of safer routes to school Helps to create a quality environment for the community

512 Green Energy

To embrace sustainability WCBC has for a number of years purchased street lighting energy from green renewable sources ie not fossil fuel Starting with 25 in 2001 since April 2004 100 of the Street lighting energy has been procured from renewable sources This generally leads to a higher purchase price but reduces Cosup2 emissions and helps achieve Agenda 21 commitments

52 Future Demands of the Asset

521 Wrexham County Borough Council is a growing County Borough with an expanding and growing economy placing continual demand on the highway network During the last decade significant residential retail and industrial development has occurred throughout the County Borough Increased traffic flows throughout the whole network place many limitations on available working times within the carriageway resulting in the need for careful forward maintenance planning During this same period the street lighting stock has increased by at least 2 per annum an additional 200 to 300 lanterns each year from just over 9000 in 1997 to a current stock of 12208 This growth is expected to continue for at least 5 years which will result in an estimated stock of 13500 lighting units by the financial year 2012 - 13

522 WEEE (Waste Electrical amp Electronic Equipment) regulations that come into force on 1 July 2007 require all electrical components to be recycled andor disposed of responsibly The Councilrsquos street Lighting section has entered into an agreement with our current major supplier to ensure that all waste is dealt with by an approved Contractor The situation will require future monitoring to ensure we comply with the spirit amp letter of the legislation in the most cost effective manner

523 Increasing cost of energy

524 Increased cost of fuel for maintenance vehicles

525 Increased public demands ie traffic calming safer routes to school back lanes public footpaths and cycleways

6 Future Improvement action Plans

81

In order to meet the goals objectives and aims of the life cycle plan it will be necessary to gather information and investigate the options available in a number of key areas

61 Development of a strategy to initiate a column replacement programme to ensure all ageing units are replaced before they become critical

62 Incorporation of enhancements to the street lighting IT management and record keeping system

63 Embracing new technological and manufacturing advances to improve reliability lighting quality and energy efficiency of the street lighting infrastructure

Based on these findings future improvement action plans will be presented for consideration

82


83

Public Transport Infrastructure Lifecycle Plan

31 March 2010

PT11 Background

The Council has no statutory responsibility to provide specific infrastructure at its bus stops However it has provided and is responsible for the maintenance of most bus stop infrastructure within the County Borough area

In total there are some 834 recognised bus stops in use in Wrexham Each bus stop has a nationally recognised (NAPTAN) code allocated which identifies its precise location and is used to form the basis by which timetables stop displays and journey planners are created

Details of infrastructure provided for all active bus stops are held in a database maintained by the Transport Co-ordination section

Individual bus stops include differing levels of infrastructure ranging from flags located on lamp columns to passenger waiting shelters incorporating RTPI (Real Time Passenger Information) systems In some rural and less used locations one flag can be used to identify a bus stopping point in both directions

PT12 Creation and Acquisition

The Council has been able to replace most of its aging infrastructure and provide additional facilities including shelters and RTPI since 2000 In addition a number of bus routes have had kerb heights raised to 180mm to accommodate improved access to low floor buses

These improvements have in the main been achieved through the receipt of Transport Grant provided by the Welsh Assembly Government through TAITH (TAITH is a Consortium of 6 North Wales Local Authorities working together to bring improvements to public transport throughout the region)

A small number of shelters have been funded separately by Community Councils

The provision of public transport infrastructure is considered as part of the Councils Development Control function with funding being made available through section 106 agreements with Developers

The Council has a contract until 2014 with ClearChannel UK for the provision of ldquoADSHELrdquotrade bus shelters with advertising panels throughout the County Borough area The contract allows them to site up to 40 shelters and their current provision is 39 These shelters are provided without charge to the Council and are owned and maintained by ClearChannel UK

PT13 Inventory of Council Owned Infrastructure

Bespoke poles flags timetable cases 63 Bus stop poles with flag (concrete) 30 Bus stop poles with flag (metal) 302 Flags mounted on lamp columns 189 Timetable cases 364

84

WCBC Shelters 214 Raised Kerbs 433 RTPI Displays 102

PT14 Bus Stop Poles Flags

The provision of a metalised di-bond flag is the simplest method of identifying the location of a recognised bus stop Timetable cases are also located wherever practicably possible where service frequencies are appropriate Flags and cases can be mounted on lamp columns and galvanised metal or concrete poles At certain locations bespoke designed units incorporating flags and timetable cases have been provided

PT141 Value of Assets

For the purposes of this report the replacement value has been taken Unit costs are assumed as fitted

Asset Number Unit Cost Replacement Value Poles 332 pound127 pound42164 Flags (inc fittings) 521 pound21 pound10941 Timetable Cases (long) 282 pound40 pound11280 Timetable Cases (short) 82 pound3350 pound2747 Bespoke Units 63 pound221 pound13923

Asset replacement value pound81055

The above table does not include the values of the stock of spare flags and timetable cases held within the transport co-ordination section which are as follows

Asset Number Value Flags (inc fittings) 142 pound2982 Timetable Cases (long) 18 pound720 Timetable Cases (short) 50 pound1675

PT142 Condition

The condition of the basic infrastructure (poles flags) is good Timetable cases are subject to vandalism damage Repair and replacement of units impacts on the Councils ability to increase the number of cases throughout the area

PT143 Maintenance

Preventative Maintenance No regime in place

Condition Monitoring The Councils public transport inspector will identify any damage as part of his her normal inspection and monitoring duties

Reports are received from bus operators and the general public either direct to the section or via the Councils ldquoStreetscenerdquo program

85

Reactive Maintenance Replacement flags and a small stock of timetable cases and polycarbonate timetable panels is held within the Transport Co-ordination section

PT15 Bus Shelters

The Council owns and is responsible for maintaining a total 196 passenger waiting shelters 193 of these shelters have been replaced as new since 1999

The standard shelter is a Queeensbury ldquoArunrdquo cantilever design either 2 or 3 metres in length with 4mm bronze polycarbonate barrel vault roof and 6mm clear polycarbonate backs and sides Most are fitted with perch seats and approximately 50 are either enclosed are have half or quarter end panels fitted

Separately some Community Councils own and are responsible for maintaining a small stock of usually stone and brick built shelters These are not included for the purposes of this report

New Shelters Built

5

46

90

30

6 7 1 3 1

7

18

0

10

20

30

40

50

60

70

80

90

100

1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009

The design life of shelters is 15 years In practice evidence suggests that without external interference the structures will remain robust and in reasonable condition for 20 to 25 years It is therefore reasonable to assume that there will not be a requirement to consider any meaningful replacement program until 2020

86


The like for like replacement value of the shelters under Council ownership is

Shelter Type Number Unit Cost Replacement value

Arun 2m ndash full end panels 3 pound2490 pound7470 Arun 2m ndash half end panels 79 pound2427 pound191733 Arun 2m ndash qtr end panels 7 pound2382 pound16674 Arun 2m ndash no end panels 82 pound2286 pound187452 Arun 3m ndash full end panels 2 pound3302 pound6604 Arun 3m ndash half end panels 15 pound2987 pound44805 Arun 3m ndash qtr end panels 13 pound2916 pound37908 Arun 3m ndash no end panels 8 pound2697 pound21576 Chester 1 pound3400 pound3400 G2 ndash 2 bay 3 pound6200 pound18600 G2 ndash 3 bay 1 pound7100 pound7100

Total asset replacement pound543322 value

PT152 Condition

Following a condition audit in 2008 10 of polycarbonate panels on shelters were replaced This action has greatly improved the general appearance of the stock

The major cause of deterioration of shelters is created by vandalism In order to keep them in an acceptable condition there will be a requirement to replace polycarbonate panels and timetable cases during the life of the shelters Replacing panels to 15 -20 shelters per annum should will maintain the stock to an acceptable standard

PT153 Maintenance

Preventative Maintenance Cleaning contract in place with manufacturer All shelters are routinely cleaned every 6 months

Condition Monitoring Cleaning contractors will report any damage during their 6 monthly visits

The Councils public transport inspector will identify any damage as part of his her normal inspection and monitoring duties


Reactive Maintenance All damage reports identified from the 6 monthly clean will be assessed and remedial works are actioned with repairs being undertaken by the manufacturerrsquos maintenance team

87

Safety critical work is undertaken immediately

Strategic Services occasionally provide emergency cleaning where there are incidents of offensive graffiti

Any RTA collision damage is investigated and where third parties can be identified replacement repair costs are recovered from insurers

PT 16 RTPI Displays

Since 2006 Transport Grant capital funding has provided for the introduction of a real time passenger information system on 5 strategic bus service corridors in Wrexham

The system has been procured by TAITH on behalf of Wrexham Flintshire and Denbighshire Councils and is supplied by JMW of Loanhead Midlothian

The system uses a GPS (Global Positioning System) to track buses fitted with on vehicle equipment GPS data is processed by on-bus computers which use a PMR (Private Mobile Radio) to relay a vehicles location to a server which is located in Crown Buildings The server connects then with bus stop displays via PMR to indicate precise details as to when specific services will arrive

The 5 corridors with displays fitted are

Wrexham to Chester Wrexham to Mold Wrexham to Whitchurch Wrexham to Llangollen Wrexham to Oswestry

Infrastructure is only provided within the Wrexham County area with the exception of Chester Business Park where 3 additional displays have been sited

Displays are be either located within a shelter or pole mounted as a separate flag display Shelters are fitted with a standard type with 4 line 32 character yellow LED display Display cases are colour finished depending on shelter type

3 types of ldquoFerographrdquo pole mounted displays are available

3 line 15 character yellow LED 3 line 24 character yellow LED 6 line 24 character yellow LED

88

161 Value of Asset

The replacement value of RTPI displays under Council ownership is as follows

Display Type Number Unit Cost Installation Replacement Value

4 Line in Adshel Shelter 21 pound6052 pound640 pound140532 4 Line in Queensbury Shelter

28 pound6052 pound640 pound187376

3 Line Ferograph 28 pound6628 pound640 pound203504 3 Line Ferograph (wide) 17 pound6628 pound640 pound123656 6 Line Ferograph (wide) 8 pound6628 pound640 pound58144

Total Asset Value of On-Street RTPI Infrastructure pound 713182

In addition to the above the Council has to date purchased 62 onndashbus PMR units to a value of pound127968 bringing the total asset value of Council held RTPI equipment to pound841150

162 Condition

The average age of displays currently stands at 2 years It is estimated that apart from third party damage individual displays should remain in good condition with a design life of some 100000 hours or 11 years

163 Maintenance

The system is currently maintained on an ad-hoc basis with repairs to out of warranty parts being carried out only when required There is no regime in place for routine maintenance to be undertaken by the supplier

JMW the system suppliers have submitted an estimated quote for maintaining the full system in Wrexham only as follows

Annual Maintenance pound45600 3 year Maintenance pound42200 per annum 5 year Maintenance pound38400 per annum

This quote is based on the supplier taken on full responsibility for the maintenance and upkeep of all hardware including on-bus equipment and the Radio Base Station located in Crown Buildings

It is assumed that economies could be achieved through a TAITH consortium maintenance agreement for the whole system in North East Wales

Owned by TAITH

17 Budget

The existing annual budget for maintenance is pound5000 per annum All safety critical repair work is undertaken immediately and other works are prioritised and provided for from Local Transport Services Grant and or Local Bus Services budget

89

Current Annual Commitment

Poles Flags pound3500 Shelter cleaning pound7100 Shelter repair pound5000 Shelter panel replacement pound10000 Power to RTPI pound3000

90

wrexham_hamp_part1

wrexham_hamp_part2_appendicies



Remarks

1 822010 J Plant First draft for Working Group Comments 2 1852010 J Plant Second draft for Working Group Comments 3 2452010 J Plant Final Report

Table of Contents

Part 1 ndash Report

Section Title Page

Forward

















List of Appendices


















10 Introduction









1

-


Integrated

Holistic


Systemic Optimal

Risk based







2











3




4

Impr

ovem

ent A

ctio

ns

Per

form

ance

Mea

sure

men

t

20 Framework




1 Starting Point


Demand Aspirations

2 Levels of Service




4 Decision Making



6 R

epor

ting

amp M

onito

ring

5 Service Delivery


5


Starting Point


Levels of Service



Demand Aspirations

2 Levels of Service



Performance Gaps

Lifecycle Planning


performance gaps

Decision Making



Consideration

Risk Assessment

4 Decision Making

Service Delivery




Forward Work

Programme


5 Service Delivery


Improvement Actions


6













methods of working

7








National Guidance






8

40 Inventory




Key Statistics











9







Safety Fences


Green Assets


Highway Drainage



10












Traffic Signals


11




Improvement Actions






12


Condition Surveys







Road Category



Monthly


Monthly


3 monthly


Annually



13


Footway Category



Weekly


Monthly


Monthly


3 monthly










14
















Every six years



As required

15



Street lighting





Annually









Inspection period



Drainage


Traffic Signals




16


Carriageways




2008

246 620 3042


2009

238 580 2275





17


2002 2005 2006 2007 2009

ROAD No

BELOW INV LEVEL

()

BELOW INV LEVEL

()

BELOW INV LEVEL

()

BELOW INV LEVEL

()

BELOW INV LEVEL




Footways




18

Street Lighting




BSCI Range

















19


Structure Type

Very Poor (0-39)

Poor (40shy64)

Fair (65shy79)

Good (80shy89)



0 6 37 40 22




Poor (40-64)

Fair (65shy79)

Good (80-89)

Very Good (90-100)

Not Inspected

2006 0 13 83 92 34 220 2007 0 17 131 117 56 121 2008 0 19 129 120 59 115 2009 0 17 127 128 61 109


Improvement Actions


assets

20









21


Improvement Actions


22





bull Safety


bull Serviceability


bull Sustainability





23


1 2 3 4 5



asset



time












24





Transport Assets

Highest Priority

1 1 1 1 3

3 2 2 3 1 2 5 4 2 2 5 4 5 5 5

Lowest Priority

4 3 3 4 4






High Importance

Medium Importance

Less Important

25












SAFETY

SERVICEABILITY

SUSTAINABILTY








26



SAFETY

SERVICEABILITY

SUSTAINABILTY


















27



SAFETY

SERVICEABILITY

SUSTAINABILTY





















28














available funding



pedestrians







SAFETY

SERVICEABILITY

SUSTAINABILTY


29












SAFETY

SERVICEABILITY

SUSTAINABILTY











30


31































32






















33































34







35

































36

























37
























38







(steady state)











(steady state)






(steady state)

works





(steady state)



39







(steady state)






(steady state)







(steady state)



40




Planning amp Design







Maintenance



41





Asset Inventory


Asset Condition




Risk Management






42

Improvement Actions


43

90 Decision Making









Carriageways




44

Footways







Highway Structures






45








Information




46

100 Risk Assessment












47


Risk Identification











bull Design risk

48

Risk Analysis






Level of Impact


Financial Impact




lt pound1k




pound1k - pound10k












gt pound10m


49


Lik

elih

oo

d


Risk Rating Matrix

Risk Register









50
















51







52



















53


















54







None







55











56











57











58










Key Findings

Carriageways



59

Footways


Street Lighting




Highway Structures







60











- 61 shy




- 62 shy




(Steady state)


- 63 shy






- 64 shy
















- 65 shy















Delivers No NA NA





- 66 shy






(Steady State)






- 67 shy





















- 68 shy














(steady state)





Yes pound330k


Delivers No NA NA


(steady state)



- 69 shy












(steady state)


No defined budget





(steady state)

No




NA



(steady state)


- 70 shy





Service Delivery










(Bridge Management)




STREETSCENE




- 71 shy



- 72 shy







339 days



238



55



Carriageways


Footways


- 73 shy





Highways Structures


Improvement Actions


- 74 shy














J Plant

Notes


- 75 shy









Group

- 76 shy

150 References





Taith




Roads Liaison Group


Roads Liaison Group

September 2005









77









78



2010 ndash 2015


wwwwrexhamgovuk



Remarks


Table of Contents



















Network Safety




1












2


3


Introduction














4

Inventory




Table 1





-


A Class Roads


B Class Roads


C Class Roads


Unclassified Roads

Table 2

5






Asset Data






6

Data Validation



collected




7

Inve

nto

ryA

ttri

bu

te

Ass

et K

now

ledg

ean

d M

anag

emen

t

Wor

ksP

rogr

amm

ing

KP

Irsquos

Con

trac

tM

anag

emen

t

Val

uatio

n

Ass

essm

ent o

fB

ackl

og

Fun

ding

Bid

s

Condition Record





Cway Surface Length


Cway Surface Width


Cway Surface


XSP diams diams








8

Condition Surveys











9





on investment




Frequency






Table 4

10

Safety Inspections










11

Response Times



Immediate response







Environment


Environment


Environment


Environment


Environment

Asset Valuation

12





800K




13


These are shy






246 620 3042


238 580 2275

3500

3000

2500

2000

1500

1000

500

000

246 238

620 580

3042

2275

Principal

RCI Trends 20082009


RED PERCENTAGE 2008

RED PERCENTAGE 2009

Fig 1

14











Replacement Cost




15












16


17

process

year

18


AEI

CVI SCANNER SCRIM


Engineers Analysis




No

yes



yes

yes

No



No



No

yes


Publish Details

Whole Life Costing




replacement process


Fig 2


Reconstruction

Years

over

lay

over

lay



Reactive Strategy

0 5 10 15 20 25 30 35 40


19

2001

02

2002

03

2003

04

2004

05

2005

06

2006

07

2007

08

2008

09

2009

10

2010

11

2011

12

2012

13

Capital Funding


Fig 3


0

05

1

15

2

25

Bu

dg

et (pound

Mil

lio

ns)


Revenue Funding



20


6 1

2

14

12 65

Capital Resurfacing

Patching

Surface Dressing


Carriagew ay Slurry

Technical Surveys

Fig 4

Routine Reactive


Risk Assessment



21

Performance Gaps












pound35177321

Fig 5





22


Disposal












23





Whole Life Costing


Improvement Plans




24


Fig 6



Revised 20052010

25


26


Contents


27









(Km)


4


2


8


300



28













29

4 Current Condition









5 Valuation





Cost


1a Prestige

1b Primary

2 Secondary

3 Link footway

30







1a Prestige Weekly

1 Primary Monthly

2 Secondary Monthly

3 Link 3 monthly

4 Local Annually




Immediate


Within 72 Hours


As funding permits

31

7 Service Demand


8 Performance Gaps





32










33




















34


11 Service Delivery



12 Asset Upgrading






35











14 Risk Management



36










37



residual life






38


39

1

2

3

4

5

6

7

8

9

10

11

12

13

14


Contents


Inventory

Replacement Value

Condition

Demands

Service Options

Performance Gaps

Option Appraisal

Budget Optimisation

Risks


Works Delivery


Improvement Actions

40


11 Introduction



12 Policy










41

2 Inventory

21 Asset












42









43


44

3 Replacement Value






Retaining walls



Total pound678m





45

4 Condition









46











47










48




49

Table 4710












94 ndash 85 Good



84 ndash 65 Fair



64 ndash 40 Poor






50


Structure Type



BSCIav Value

BSCIcrit Value



Bridge 194 (13918 m2)

86 81 75 83 81

Retaining Wall

105 (9426 m)

21 82 69 83 71


3 79 75 80 68

Subway 6 (560 m2) 0 79 80 80 84 Stock 333 110 - - 83 76


51


Structure Type

Very Poor (0-39)

Poor (40shy64)

Fair (65shy79)

Good (80shy89)


Bridge 0 (000) 9 (321) 72 (2571)

79 (2821)

34 (1214)

Retaining Wall

0 (000) 6 (476) 37 (2937)

40 (3175)

22 (1746)

Culvert 0 (000) 2 (645) 14 (4516)

6 (1935) 6 (1935)

Subway 0 (000) 0 (000) 2 (3333) 4 (6667) 0 (000) Total 0 (0) 17 (4) 125 (28) 129 (29) 62 (14)

5 Demands








52

6 Service Options










53


Description






















54



Total Annual



pound123673


Description




pound42966


10yrs





pound123860


10yrs





pound167335


55









56




pound75978





pound4830




Total Annual



pound490824

57

7 Performance Gaps





58

8 Option Appraisal







59





60

10 Risks

101 Physical Risk



102 Business Risk


103 Financial Risk



104 Risks to Image


61









62


63










Cost Service Option

EXISTING DESIRABLE










X

64




Cost Service Option

EXISTING DESIRABLE










X

65





EXISTING DESIRABLE







X

1144 Arch Bridges




EXISTING DESIRABLE






1145 Subways




EXISTING DESIRABLE










EXISTING DESIRABLE







66

1147 Footbridges




EXISTING DESIRABLE







67









6 3000



pound123673





6 42966



pound490824

68

12 Works Delivery




69





70









71


72


Contents


2 Inventory

3 Replacement Value

4 Condition

5 Demands


73







2 Inventory




74













75













76

----------------


3 Replacement Value




pound 2354M

4 Condition




77


Good



Fair



Poor



Critical













78










79

44 Cable Network








5 Demands



511 Modern Lighting



80



512 Green Energy









81






82


83


31 March 2010

PT11 Background













84










PT142 Condition


PT143 Maintenance




85


PT15 Bus Shelters




New Shelters Built

5

46

90

30

6 7 1 3 1

7

18

0

10

20

30

40

50

60

70

80

90

100

1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009


86






PT152 Condition



PT153 Maintenance






87




PT 16 RTPI Displays










88

161 Value of Asset








162 Condition


163 Maintenance






Owned by TAITH

17 Budget


89



90

wrexham_hamp_part1


Table of Contents

Part 1 ndash Report

Section Title Page

Forward

















List of Appendices


















10 Introduction









1

-


Integrated

Holistic


Systemic Optimal

Risk based







2











3




4

Impr

ovem

ent A

ctio

ns

Per

form

ance

Mea

sure

men

t

20 Framework




1 Starting Point


Demand Aspirations

2 Levels of Service




4 Decision Making



6 R

epor

ting

amp M

onito

ring

5 Service Delivery


5


Starting Point


Levels of Service



Demand Aspirations

2 Levels of Service



Performance Gaps

Lifecycle Planning


performance gaps

Decision Making



Consideration

Risk Assessment

4 Decision Making

Service Delivery




Forward Work

Programme


5 Service Delivery


Improvement Actions


6













methods of working

7








National Guidance






8

40 Inventory




Key Statistics











9







Safety Fences


Green Assets


Highway Drainage



10












Traffic Signals


11




Improvement Actions






12


Condition Surveys







Road Category



Monthly


Monthly


3 monthly


Annually



13


Footway Category



Weekly


Monthly


Monthly


3 monthly










14
















Every six years



As required

15



Street lighting





Annually









Inspection period



Drainage


Traffic Signals




16


Carriageways




2008

246 620 3042


2009

238 580 2275





17


2002 2005 2006 2007 2009

ROAD No

BELOW INV LEVEL

()

BELOW INV LEVEL

()

BELOW INV LEVEL

()

BELOW INV LEVEL

()

BELOW INV LEVEL




Footways




18

Street Lighting




BSCI Range

















19


Structure Type

Very Poor (0-39)

Poor (40shy64)

Fair (65shy79)

Good (80shy89)



0 6 37 40 22




Poor (40-64)

Fair (65shy79)

Good (80-89)

Very Good (90-100)

Not Inspected

2006 0 13 83 92 34 220 2007 0 17 131 117 56 121 2008 0 19 129 120 59 115 2009 0 17 127 128 61 109


Improvement Actions


assets

20









21


Improvement Actions


22





bull Safety


bull Serviceability


bull Sustainability





23


1 2 3 4 5



asset



time












24





Transport Assets

Highest Priority

1 1 1 1 3

3 2 2 3 1 2 5 4 2 2 5 4 5 5 5

Lowest Priority

4 3 3 4 4






High Importance

Medium Importance

Less Important

25












SAFETY

SERVICEABILITY

SUSTAINABILTY








26



SAFETY

SERVICEABILITY

SUSTAINABILTY


















27



SAFETY

SERVICEABILITY

SUSTAINABILTY





















28














available funding



pedestrians







SAFETY

SERVICEABILITY

SUSTAINABILTY


29












SAFETY

SERVICEABILITY

SUSTAINABILTY











30


31































32






















33































34







35

































36

























37
























38







(steady state)











(steady state)






(steady state)

works





(steady state)



39







(steady state)






(steady state)







(steady state)



40




Planning amp Design







Maintenance



41





Asset Inventory


Asset Condition




Risk Management






42

Improvement Actions


43

90 Decision Making









Carriageways




44

Footways







Highway Structures






45








Information




46

100 Risk Assessment












47


Risk Identification











bull Design risk

48

Risk Analysis






Level of Impact


Financial Impact




lt pound1k




pound1k - pound10k












gt pound10m


49


Lik

elih

oo

d


Risk Rating Matrix

Risk Register









50
















51







52



















53


















54







None







55











56











57











58










Key Findings

Carriageways



59

Footways


Street Lighting




Highway Structures







60











- 61 shy




- 62 shy




(Steady state)


- 63 shy






- 64 shy
















- 65 shy















Delivers No NA NA





- 66 shy






(Steady State)






- 67 shy





















- 68 shy














(steady state)





Yes pound330k


Delivers No NA NA


(steady state)



- 69 shy












(steady state)


No defined budget





(steady state)

No




NA



(steady state)


- 70 shy





Service Delivery










(Bridge Management)




STREETSCENE




- 71 shy



- 72 shy







339 days



238



55



Carriageways


Footways


- 73 shy





Highways Structures


Improvement Actions


- 74 shy














J Plant

Notes


- 75 shy









Group

- 76 shy

150 References





Taith




Roads Liaison Group


Roads Liaison Group

September 2005









77









78



2010 ndash 2015


wwwwrexhamgovuk



Remarks


Table of Contents



















Network Safety




1












2


3


Introduction














4

Inventory




Table 1





-


A Class Roads


B Class Roads


C Class Roads


Unclassified Roads

Table 2

5






Asset Data






6

Data Validation



collected




7

Inve

nto

ryA

ttri

bu

te

Ass

et K

now

ledg

ean

d M

anag

emen

t

Wor

ksP

rogr

amm

ing

KP

Irsquos

Con

trac

tM

anag

emen

t

Val

uatio

n

Ass

essm

ent o

fB

ackl

og

Fun

ding

Bid

s

Condition Record





Cway Surface Length


Cway Surface Width


Cway Surface


XSP diams diams








8

Condition Surveys











9





on investment




Frequency






Table 4

10

Safety Inspections










11

Response Times



Immediate response







Environment


Environment


Environment


Environment


Environment

Asset Valuation

12





800K




13


These are shy






246 620 3042


238 580 2275

3500

3000

2500

2000

1500

1000

500

000

246 238

620 580

3042

2275

Principal

RCI Trends 20082009


RED PERCENTAGE 2008

RED PERCENTAGE 2009

Fig 1

14











Replacement Cost




15












16


17

process

year

18


AEI

CVI SCANNER SCRIM


Engineers Analysis




No

yes



yes

yes

No



No



No

yes


Publish Details

Whole Life Costing




replacement process


Fig 2


Reconstruction

Years

over

lay

over

lay



Reactive Strategy

0 5 10 15 20 25 30 35 40


19

2001

02

2002

03

2003

04

2004

05

2005

06

2006

07

2007

08

2008

09

2009

10

2010

11

2011

12

2012

13

Capital Funding


Fig 3


0

05

1

15

2

25

Bu

dg

et (pound

Mil

lio

ns)


Revenue Funding



20


6 1

2

14

12 65

Capital Resurfacing

Patching

Surface Dressing


Carriagew ay Slurry

Technical Surveys

Fig 4

Routine Reactive


Risk Assessment



21

Performance Gaps












pound35177321

Fig 5





22


Disposal












23





Whole Life Costing


Improvement Plans




24


Fig 6



Revised 20052010

25


26


Contents


27









(Km)


4


2


8


300



28













29

4 Current Condition









5 Valuation





Cost


1a Prestige

1b Primary

2 Secondary

3 Link footway

30







1a Prestige Weekly

1 Primary Monthly

2 Secondary Monthly

3 Link 3 monthly

4 Local Annually




Immediate


Within 72 Hours


As funding permits

31

7 Service Demand


8 Performance Gaps





32










33




















34


11 Service Delivery



12 Asset Upgrading






35











14 Risk Management



36










37



residual life






38


39

1

2

3

4

5

6

7

8

9

10

11

12

13

14


Contents


Inventory

Replacement Value

Condition

Demands

Service Options

Performance Gaps

Option Appraisal

Budget Optimisation

Risks


Works Delivery


Improvement Actions

40


11 Introduction



12 Policy










41

2 Inventory

21 Asset












42









43


44

3 Replacement Value






Retaining walls



Total pound678m





45

4 Condition









46











47










48




49

Table 4710












94 ndash 85 Good



84 ndash 65 Fair



64 ndash 40 Poor






50


Structure Type



BSCIav Value

BSCIcrit Value



Bridge 194 (13918 m2)

86 81 75 83 81

Retaining Wall

105 (9426 m)

21 82 69 83 71


3 79 75 80 68

Subway 6 (560 m2) 0 79 80 80 84 Stock 333 110 - - 83 76


51


Structure Type

Very Poor (0-39)

Poor (40shy64)

Fair (65shy79)

Good (80shy89)


Bridge 0 (000) 9 (321) 72 (2571)

79 (2821)

34 (1214)

Retaining Wall

0 (000) 6 (476) 37 (2937)

40 (3175)

22 (1746)

Culvert 0 (000) 2 (645) 14 (4516)

6 (1935) 6 (1935)

Subway 0 (000) 0 (000) 2 (3333) 4 (6667) 0 (000) Total 0 (0) 17 (4) 125 (28) 129 (29) 62 (14)

5 Demands








52

6 Service Options










53


Description






















54



Total Annual



pound123673


Description




pound42966


10yrs





pound123860


10yrs





pound167335


55









56




pound75978





pound4830




Total Annual



pound490824

57

7 Performance Gaps





58

8 Option Appraisal







59





60

10 Risks

101 Physical Risk



102 Business Risk


103 Financial Risk



104 Risks to Image


61









62


63










Cost Service Option

EXISTING DESIRABLE










X

64




Cost Service Option

EXISTING DESIRABLE










X

65





EXISTING DESIRABLE







X

1144 Arch Bridges




EXISTING DESIRABLE






1145 Subways




EXISTING DESIRABLE










EXISTING DESIRABLE







66

1147 Footbridges




EXISTING DESIRABLE







67









6 3000



pound123673





6 42966



pound490824

68

12 Works Delivery




69





70









71


72


Contents


2 Inventory

3 Replacement Value

4 Condition

5 Demands


73







2 Inventory




74













75













76

----------------


3 Replacement Value




pound 2354M

4 Condition




77


Good



Fair



Poor



Critical













78










79

44 Cable Network








5 Demands



511 Modern Lighting



80



512 Green Energy









81






82


83


31 March 2010

PT11 Background













84










PT142 Condition


PT143 Maintenance




85


PT15 Bus Shelters




New Shelters Built

5

46

90

30

6 7 1 3 1

7

18

0

10

20

30

40

50

60

70

80

90

100

1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009


86






PT152 Condition



PT153 Maintenance






87




PT 16 RTPI Displays










88

161 Value of Asset








162 Condition


163 Maintenance






Owned by TAITH

17 Budget


89



90

wrexham_hamp_part1



List of Appendices


















10 Introduction









1

-


Integrated

Holistic


Systemic Optimal

Risk based







2











3




4

Impr

ovem

ent A

ctio

ns

Per

form

ance

Mea

sure

men

t

20 Framework




1 Starting Point


Demand Aspirations

2 Levels of Service




4 Decision Making



6 R

epor

ting

amp M

onito

ring

5 Service Delivery


5


Starting Point


Levels of Service



Demand Aspirations

2 Levels of Service



Performance Gaps

Lifecycle Planning


performance gaps

Decision Making



Consideration

Risk Assessment

4 Decision Making

Service Delivery




Forward Work

Programme


5 Service Delivery


Improvement Actions


6













methods of working

7








National Guidance






8

40 Inventory




Key Statistics











9







Safety Fences


Green Assets


Highway Drainage



10












Traffic Signals


11




Improvement Actions






12


Condition Surveys







Road Category



Monthly


Monthly


3 monthly


Annually



13


Footway Category



Weekly


Monthly


Monthly


3 monthly










14
















Every six years



As required

15



Street lighting





Annually









Inspection period



Drainage


Traffic Signals




16


Carriageways




2008

246 620 3042


2009

238 580 2275





17


2002 2005 2006 2007 2009

ROAD No

BELOW INV LEVEL

()

BELOW INV LEVEL

()

BELOW INV LEVEL

()

BELOW INV LEVEL

()

BELOW INV LEVEL




Footways




18

Street Lighting




BSCI Range

















19


Structure Type

Very Poor (0-39)

Poor (40shy64)

Fair (65shy79)

Good (80shy89)



0 6 37 40 22




Poor (40-64)

Fair (65shy79)

Good (80-89)

Very Good (90-100)

Not Inspected

2006 0 13 83 92 34 220 2007 0 17 131 117 56 121 2008 0 19 129 120 59 115 2009 0 17 127 128 61 109


Improvement Actions


assets

20









21


Improvement Actions


22





bull Safety


bull Serviceability


bull Sustainability





23


1 2 3 4 5



asset



time












24





Transport Assets

Highest Priority

1 1 1 1 3

3 2 2 3 1 2 5 4 2 2 5 4 5 5 5

Lowest Priority

4 3 3 4 4






High Importance

Medium Importance

Less Important

25












SAFETY

SERVICEABILITY

SUSTAINABILTY








26



SAFETY

SERVICEABILITY

SUSTAINABILTY


















27



SAFETY

SERVICEABILITY

SUSTAINABILTY





















28














available funding



pedestrians







SAFETY

SERVICEABILITY

SUSTAINABILTY


29












SAFETY

SERVICEABILITY

SUSTAINABILTY











30


31































32






















33































34







35

































36

























37
























38







(steady state)











(steady state)






(steady state)

works





(steady state)



39







(steady state)






(steady state)







(steady state)



40




Planning amp Design







Maintenance



41





Asset Inventory


Asset Condition




Risk Management






42

Improvement Actions


43

90 Decision Making









Carriageways




44

Footways







Highway Structures






45








Information




46

100 Risk Assessment












47


Risk Identification











bull Design risk

48

Risk Analysis






Level of Impact


Financial Impact




lt pound1k




pound1k - pound10k












gt pound10m


49


Lik

elih

oo

d


Risk Rating Matrix

Risk Register









50
















51







52



















53


















54







None







55











56











57











58










Key Findings

Carriageways



59

Footways


Street Lighting




Highway Structures







60











- 61 shy




- 62 shy




(Steady state)


- 63 shy






- 64 shy
















- 65 shy















Delivers No NA NA





- 66 shy






(Steady State)






- 67 shy





















- 68 shy














(steady state)





Yes pound330k


Delivers No NA NA


(steady state)



- 69 shy












(steady state)


No defined budget





(steady state)

No




NA



(steady state)


- 70 shy





Service Delivery










(Bridge Management)




STREETSCENE




- 71 shy



- 72 shy







339 days



238



55



Carriageways


Footways


- 73 shy





Highways Structures


Improvement Actions


- 74 shy














J Plant

Notes


- 75 shy









Group

- 76 shy

150 References





Taith




Roads Liaison Group


Roads Liaison Group

September 2005









77









78



2010 ndash 2015


wwwwrexhamgovuk



Remarks


Table of Contents



















Network Safety




1












2


3


Introduction














4

Inventory




Table 1





-


A Class Roads


B Class Roads


C Class Roads


Unclassified Roads

Table 2

5






Asset Data






6

Data Validation



collected




7

Inve

nto

ryA

ttri

bu

te

Ass

et K

now

ledg

ean

d M

anag

emen

t

Wor

ksP

rogr

amm

ing

KP

Irsquos

Con

trac

tM

anag

emen

t

Val

uatio

n

Ass

essm

ent o

fB

ackl

og

Fun

ding

Bid

s

Condition Record





Cway Surface Length


Cway Surface Width


Cway Surface


XSP diams diams








8

Condition Surveys











9





on investment




Frequency






Table 4

10

Safety Inspections










11

Response Times



Immediate response







Environment


Environment


Environment


Environment


Environment

Asset Valuation

12





800K




13


These are shy






246 620 3042


238 580 2275

3500

3000

2500

2000

1500

1000

500

000

246 238

620 580

3042

2275

Principal

RCI Trends 20082009


RED PERCENTAGE 2008

RED PERCENTAGE 2009

Fig 1

14











Replacement Cost




15












16


17

process

year

18


AEI

CVI SCANNER SCRIM


Engineers Analysis




No

yes



yes

yes

No



No



No

yes


Publish Details

Whole Life Costing




replacement process


Fig 2


Reconstruction

Years

over

lay

over

lay



Reactive Strategy

0 5 10 15 20 25 30 35 40


19

2001

02

2002

03

2003

04

2004

05

2005

06

2006

07

2007

08

2008

09

2009

10

2010

11

2011

12

2012

13

Capital Funding


Fig 3


0

05

1

15

2

25

Bu

dg

et (pound

Mil

lio

ns)


Revenue Funding



20


6 1

2

14

12 65

Capital Resurfacing

Patching

Surface Dressing


Carriagew ay Slurry

Technical Surveys

Fig 4

Routine Reactive


Risk Assessment



21

Performance Gaps












pound35177321

Fig 5





22


Disposal












23





Whole Life Costing


Improvement Plans




24


Fig 6



Revised 20052010

25


26


Contents


27









(Km)


4


2


8


300



28













29

4 Current Condition









5 Valuation





Cost


1a Prestige

1b Primary

2 Secondary

3 Link footway

30







1a Prestige Weekly

1 Primary Monthly

2 Secondary Monthly

3 Link 3 monthly

4 Local Annually




Immediate


Within 72 Hours


As funding permits

31

7 Service Demand


8 Performance Gaps





32










33




















34


11 Service Delivery



12 Asset Upgrading






35











14 Risk Management



36










37



residual life






38


39

1

2

3

4

5

6

7

8

9

10

11

12

13

14


Contents


Inventory

Replacement Value

Condition

Demands

Service Options

Performance Gaps

Option Appraisal

Budget Optimisation

Risks


Works Delivery


Improvement Actions

40


11 Introduction



12 Policy










41

2 Inventory

21 Asset












42









43


44

3 Replacement Value






Retaining walls



Total pound678m





45

4 Condition









46











47










48




49

Table 4710












94 ndash 85 Good



84 ndash 65 Fair



64 ndash 40 Poor






50


Structure Type



BSCIav Value

BSCIcrit Value



Bridge 194 (13918 m2)

86 81 75 83 81

Retaining Wall

105 (9426 m)

21 82 69 83 71


3 79 75 80 68

Subway 6 (560 m2) 0 79 80 80 84 Stock 333 110 - - 83 76


51


Structure Type

Very Poor (0-39)

Poor (40shy64)

Fair (65shy79)

Good (80shy89)


Bridge 0 (000) 9 (321) 72 (2571)

79 (2821)

34 (1214)

Retaining Wall

0 (000) 6 (476) 37 (2937)

40 (3175)

22 (1746)

Culvert 0 (000) 2 (645) 14 (4516)

6 (1935) 6 (1935)

Subway 0 (000) 0 (000) 2 (3333) 4 (6667) 0 (000) Total 0 (0) 17 (4) 125 (28) 129 (29) 62 (14)

5 Demands








52

6 Service Options










53


Description






















54



Total Annual



pound123673


Description




pound42966


10yrs





pound123860


10yrs





pound167335


55









56




pound75978





pound4830




Total Annual



pound490824

57

7 Performance Gaps





58

8 Option Appraisal







59





60

10 Risks

101 Physical Risk



102 Business Risk


103 Financial Risk



104 Risks to Image


61









62


63










Cost Service Option

EXISTING DESIRABLE










X

64




Cost Service Option

EXISTING DESIRABLE










X

65





EXISTING DESIRABLE







X

1144 Arch Bridges




EXISTING DESIRABLE






1145 Subways




EXISTING DESIRABLE










EXISTING DESIRABLE







66

1147 Footbridges




EXISTING DESIRABLE







67









6 3000



pound123673





6 42966



pound490824

68

12 Works Delivery




69





70









71


72


Contents


2 Inventory

3 Replacement Value

4 Condition

5 Demands


73







2 Inventory




74













75













76

----------------


3 Replacement Value




pound 2354M

4 Condition




77


Good



Fair



Poor



Critical













78










79

44 Cable Network








5 Demands



511 Modern Lighting



80



512 Green Energy









81






82


83


31 March 2010

PT11 Background













84










PT142 Condition


PT143 Maintenance




85


PT15 Bus Shelters




New Shelters Built

5

46

90

30

6 7 1 3 1

7

18

0

10

20

30

40

50

60

70

80

90

100

1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009


86






PT152 Condition



PT153 Maintenance






87




PT 16 RTPI Displays










88

161 Value of Asset








162 Condition


163 Maintenance






Owned by TAITH

17 Budget


89



90

wrexham_hamp_part1













10 Introduction









1

-


Integrated

Holistic


Systemic Optimal

Risk based







2











3




4

Impr

ovem

ent A

ctio

ns

Per

form

ance

Mea

sure

men

t

20 Framework




1 Starting Point


Demand Aspirations

2 Levels of Service




4 Decision Making



6 R

epor

ting

amp M

onito

ring

5 Service Delivery


5


Starting Point


Levels of Service



Demand Aspirations

2 Levels of Service



Performance Gaps

Lifecycle Planning


performance gaps

Decision Making



Consideration

Risk Assessment

4 Decision Making

Service Delivery




Forward Work

Programme


5 Service Delivery


Improvement Actions


6













methods of working

7








National Guidance






8

40 Inventory




Key Statistics











9







Safety Fences


Green Assets


Highway Drainage



10












Traffic Signals


11




Improvement Actions






12


Condition Surveys







Road Category



Monthly


Monthly


3 monthly


Annually



13


Footway Category



Weekly


Monthly


Monthly


3 monthly










14
















Every six years



As required

15



Street lighting





Annually









Inspection period



Drainage


Traffic Signals




16


Carriageways




2008

246 620 3042


2009

238 580 2275





17


2002 2005 2006 2007 2009

ROAD No

BELOW INV LEVEL

()

BELOW INV LEVEL

()

BELOW INV LEVEL

()

BELOW INV LEVEL

()

BELOW INV LEVEL




Footways




18

Street Lighting




BSCI Range

















19


Structure Type

Very Poor (0-39)

Poor (40shy64)

Fair (65shy79)

Good (80shy89)



0 6 37 40 22




Poor (40-64)

Fair (65shy79)

Good (80-89)

Very Good (90-100)

Not Inspected

2006 0 13 83 92 34 220 2007 0 17 131 117 56 121 2008 0 19 129 120 59 115 2009 0 17 127 128 61 109


Improvement Actions


assets

20









21


Improvement Actions


22





bull Safety


bull Serviceability


bull Sustainability





23


1 2 3 4 5



asset



time












24





Transport Assets

Highest Priority

1 1 1 1 3

3 2 2 3 1 2 5 4 2 2 5 4 5 5 5

Lowest Priority

4 3 3 4 4






High Importance

Medium Importance

Less Important

25












SAFETY

SERVICEABILITY

SUSTAINABILTY








26



SAFETY

SERVICEABILITY

SUSTAINABILTY


















27



SAFETY

SERVICEABILITY

SUSTAINABILTY





















28














available funding



pedestrians







SAFETY

SERVICEABILITY

SUSTAINABILTY


29












SAFETY

SERVICEABILITY

SUSTAINABILTY











30


31































32






















33































34







35

































36

























37
























38







(steady state)











(steady state)






(steady state)

works





(steady state)



39







(steady state)






(steady state)







(steady state)



40




Planning amp Design







Maintenance



41





Asset Inventory


Asset Condition




Risk Management






42

Improvement Actions


43

90 Decision Making









Carriageways




44

Footways







Highway Structures






45








Information




46

100 Risk Assessment












47


Risk Identification











bull Design risk

48

Risk Analysis






Level of Impact


Financial Impact




lt pound1k




pound1k - pound10k












gt pound10m


49


Lik

elih

oo

d


Risk Rating Matrix

Risk Register









50
















51







52



















53


















54







None







55











56











57











58










Key Findings

Carriageways



59

Footways


Street Lighting




Highway Structures







60











- 61 shy




- 62 shy




(Steady state)


- 63 shy






- 64 shy
















- 65 shy















Delivers No NA NA





- 66 shy






(Steady State)






- 67 shy





















- 68 shy














(steady state)





Yes pound330k


Delivers No NA NA


(steady state)



- 69 shy












(steady state)


No defined budget





(steady state)

No




NA



(steady state)


- 70 shy





Service Delivery










(Bridge Management)




STREETSCENE




- 71 shy



- 72 shy







339 days



238



55



Carriageways


Footways


- 73 shy





Highways Structures


Improvement Actions


- 74 shy














J Plant

Notes


- 75 shy









Group

- 76 shy

150 References





Taith




Roads Liaison Group


Roads Liaison Group

September 2005









77









78



2010 ndash 2015


wwwwrexhamgovuk



Remarks


Table of Contents



















Network Safety




1












2


3


Introduction














4

Inventory




Table 1





-


A Class Roads


B Class Roads


C Class Roads


Unclassified Roads

Table 2

5






Asset Data






6

Data Validation



collected




7

Inve

nto

ryA

ttri

bu

te

Ass

et K

now

ledg

ean

d M

anag

emen

t

Wor

ksP

rogr

amm

ing

KP

Irsquos

Con

trac

tM

anag

emen

t

Val

uatio

n

Ass

essm

ent o

fB

ackl

og

Fun

ding

Bid

s

Condition Record





Cway Surface Length


Cway Surface Width


Cway Surface


XSP diams diams








8

Condition Surveys











9





on investment




Frequency






Table 4

10

Safety Inspections










11

Response Times



Immediate response







Environment


Environment


Environment


Environment


Environment

Asset Valuation

12





800K




13


These are shy






246 620 3042


238 580 2275

3500

3000

2500

2000

1500

1000

500

000

246 238

620 580

3042

2275

Principal

RCI Trends 20082009


RED PERCENTAGE 2008

RED PERCENTAGE 2009

Fig 1

14











Replacement Cost




15












16


17

process

year

18


AEI

CVI SCANNER SCRIM


Engineers Analysis




No

yes



yes

yes

No



No



No

yes


Publish Details

Whole Life Costing




replacement process


Fig 2


Reconstruction

Years

over

lay

over

lay



Reactive Strategy

0 5 10 15 20 25 30 35 40


19

2001

02

2002

03

2003

04

2004

05

2005

06

2006

07

2007

08

2008

09

2009

10

2010

11

2011

12

2012

13

Capital Funding


Fig 3


0

05

1

15

2

25

Bu

dg

et (pound

Mil

lio

ns)


Revenue Funding



20


6 1

2

14

12 65

Capital Resurfacing

Patching

Surface Dressing


Carriagew ay Slurry

Technical Surveys

Fig 4

Routine Reactive


Risk Assessment



21

Performance Gaps












pound35177321

Fig 5





22


Disposal












23





Whole Life Costing


Improvement Plans




24


Fig 6



Revised 20052010

25


26


Contents


27









(Km)


4


2


8


300



28













29

4 Current Condition









5 Valuation





Cost


1a Prestige

1b Primary

2 Secondary

3 Link footway

30







1a Prestige Weekly

1 Primary Monthly

2 Secondary Monthly

3 Link 3 monthly

4 Local Annually




Immediate


Within 72 Hours


As funding permits

31

7 Service Demand


8 Performance Gaps





32










33




















34


11 Service Delivery



12 Asset Upgrading






35











14 Risk Management



36










37



residual life






38


39

1

2

3

4

5

6

7

8

9

10

11

12

13

14


Contents


Inventory

Replacement Value

Condition

Demands

Service Options

Performance Gaps

Option Appraisal

Budget Optimisation

Risks


Works Delivery


Improvement Actions

40


11 Introduction



12 Policy










41

2 Inventory

21 Asset












42









43


44

3 Replacement Value






Retaining walls



Total pound678m





45

4 Condition









46











47










48




49

Table 4710












94 ndash 85 Good



84 ndash 65 Fair



64 ndash 40 Poor






50


Structure Type



BSCIav Value

BSCIcrit Value



Bridge 194 (13918 m2)

86 81 75 83 81

Retaining Wall

105 (9426 m)

21 82 69 83 71


3 79 75 80 68

Subway 6 (560 m2) 0 79 80 80 84 Stock 333 110 - - 83 76


51


Structure Type

Very Poor (0-39)

Poor (40shy64)

Fair (65shy79)

Good (80shy89)


Bridge 0 (000) 9 (321) 72 (2571)

79 (2821)

34 (1214)

Retaining Wall

0 (000) 6 (476) 37 (2937)

40 (3175)

22 (1746)

Culvert 0 (000) 2 (645) 14 (4516)

6 (1935) 6 (1935)

Subway 0 (000) 0 (000) 2 (3333) 4 (6667) 0 (000) Total 0 (0) 17 (4) 125 (28) 129 (29) 62 (14)

5 Demands








52

6 Service Options










53


Description






















54



Total Annual



pound123673


Description




pound42966


10yrs





pound123860


10yrs





pound167335


55









56




pound75978





pound4830




Total Annual



pound490824

57

7 Performance Gaps





58

8 Option Appraisal







59





60

10 Risks

101 Physical Risk



102 Business Risk


103 Financial Risk



104 Risks to Image


61









62


63










Cost Service Option

EXISTING DESIRABLE










X

64




Cost Service Option

EXISTING DESIRABLE










X

65





EXISTING DESIRABLE







X

1144 Arch Bridges




EXISTING DESIRABLE






1145 Subways




EXISTING DESIRABLE










EXISTING DESIRABLE







66

1147 Footbridges




EXISTING DESIRABLE







67









6 3000



pound123673





6 42966



pound490824

68

12 Works Delivery




69





70









71


72


Contents


2 Inventory

3 Replacement Value

4 Condition

5 Demands


73







2 Inventory




74













75













76

----------------


3 Replacement Value




pound 2354M

4 Condition




77


Good



Fair



Poor



Critical













78










79

44 Cable Network








5 Demands



511 Modern Lighting



80



512 Green Energy









81






82


83


31 March 2010

PT11 Background













84










PT142 Condition


PT143 Maintenance




85


PT15 Bus Shelters




New Shelters Built

5

46

90

30

6 7 1 3 1

7

18

0

10

20

30

40

50

60

70

80

90

100

1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009


86






PT152 Condition



PT153 Maintenance






87




PT 16 RTPI Displays










88

161 Value of Asset








162 Condition


163 Maintenance






Owned by TAITH

17 Budget


89



90

wrexham_hamp_part1


-


Integrated

Holistic


Systemic Optimal

Risk based







2











3




4

Impr

ovem

ent A

ctio

ns

Per

form

ance

Mea

sure

men

t

20 Framework




1 Starting Point


Demand Aspirations

2 Levels of Service




4 Decision Making



6 R

epor

ting

amp M

onito

ring

5 Service Delivery


5


Starting Point


Levels of Service



Demand Aspirations

2 Levels of Service



Performance Gaps

Lifecycle Planning


performance gaps

Decision Making



Consideration

Risk Assessment

4 Decision Making

Service Delivery




Forward Work

Programme


5 Service Delivery


Improvement Actions


6













methods of working

7








National Guidance






8

40 Inventory




Key Statistics











9







Safety Fences


Green Assets


Highway Drainage



10












Traffic Signals


11




Improvement Actions






12


Condition Surveys







Road Category



Monthly


Monthly


3 monthly


Annually



13


Footway Category



Weekly


Monthly


Monthly


3 monthly










14
















Every six years



As required

15



Street lighting





Annually









Inspection period



Drainage


Traffic Signals




16


Carriageways




2008

246 620 3042


2009

238 580 2275





17


2002 2005 2006 2007 2009

ROAD No

BELOW INV LEVEL

()

BELOW INV LEVEL

()

BELOW INV LEVEL

()

BELOW INV LEVEL

()

BELOW INV LEVEL




Footways




18

Street Lighting




BSCI Range

















19


Structure Type

Very Poor (0-39)

Poor (40shy64)

Fair (65shy79)

Good (80shy89)



0 6 37 40 22




Poor (40-64)

Fair (65shy79)

Good (80-89)

Very Good (90-100)

Not Inspected

2006 0 13 83 92 34 220 2007 0 17 131 117 56 121 2008 0 19 129 120 59 115 2009 0 17 127 128 61 109


Improvement Actions


assets

20









21


Improvement Actions


22





bull Safety


bull Serviceability


bull Sustainability





23


1 2 3 4 5



asset



time












24





Transport Assets

Highest Priority

1 1 1 1 3

3 2 2 3 1 2 5 4 2 2 5 4 5 5 5

Lowest Priority

4 3 3 4 4






High Importance

Medium Importance

Less Important

25












SAFETY

SERVICEABILITY

SUSTAINABILTY








26



SAFETY

SERVICEABILITY

SUSTAINABILTY


















27



SAFETY

SERVICEABILITY

SUSTAINABILTY





















28














available funding



pedestrians







SAFETY

SERVICEABILITY

SUSTAINABILTY


29












SAFETY

SERVICEABILITY

SUSTAINABILTY











30


31































32






















33































34







35

































36

























37
























38







(steady state)











(steady state)






(steady state)

works





(steady state)



39







(steady state)






(steady state)







(steady state)



40




Planning amp Design







Maintenance



41





Asset Inventory


Asset Condition




Risk Management






42

Improvement Actions


43

90 Decision Making









Carriageways




44

Footways







Highway Structures






45








Information




46

100 Risk Assessment












47


Risk Identification











bull Design risk

48

Risk Analysis






Level of Impact


Financial Impact




lt pound1k




pound1k - pound10k












gt pound10m


49


Lik

elih

oo

d


Risk Rating Matrix

Risk Register









50
















51







52



















53


















54







None







55











56











57











58










Key Findings

Carriageways



59

Footways


Street Lighting




Highway Structures







60











- 61 shy




- 62 shy




(Steady state)


- 63 shy






- 64 shy
















- 65 shy















Delivers No NA NA





- 66 shy






(Steady State)






- 67 shy





















- 68 shy














(steady state)





Yes pound330k


Delivers No NA NA


(steady state)



- 69 shy












(steady state)


No defined budget





(steady state)

No




NA



(steady state)


- 70 shy





Service Delivery










(Bridge Management)




STREETSCENE




- 71 shy



- 72 shy







339 days



238



55



Carriageways


Footways


- 73 shy





Highways Structures


Improvement Actions


- 74 shy














J Plant

Notes


- 75 shy









Group

- 76 shy

150 References





Taith




Roads Liaison Group


Roads Liaison Group

September 2005









77









78



2010 ndash 2015


wwwwrexhamgovuk



Remarks


Table of Contents



















Network Safety




1












2


3


Introduction














4

Inventory




Table 1





-


A Class Roads


B Class Roads


C Class Roads


Unclassified Roads

Table 2

5






Asset Data






6

Data Validation



collected




7

Inve

nto

ryA

ttri

bu

te

Ass

et K

now

ledg

ean

d M

anag

emen

t

Wor

ksP

rogr

amm

ing

KP

Irsquos

Con

trac

tM

anag

emen

t

Val

uatio

n

Ass

essm

ent o

fB

ackl

og

Fun

ding

Bid

s

Condition Record





Cway Surface Length


Cway Surface Width


Cway Surface


XSP diams diams








8

Condition Surveys











9





on investment




Frequency






Table 4

10

Safety Inspections










11

Response Times



Immediate response







Environment


Environment


Environment


Environment


Environment

Asset Valuation

12





800K




13


These are shy






246 620 3042


238 580 2275

3500

3000

2500

2000

1500

1000

500

000

246 238

620 580

3042

2275

Principal

RCI Trends 20082009


RED PERCENTAGE 2008

RED PERCENTAGE 2009

Fig 1

14











Replacement Cost




15












16


17

process

year

18


AEI

CVI SCANNER SCRIM


Engineers Analysis




No

yes



yes

yes

No



No



No

yes


Publish Details

Whole Life Costing




replacement process


Fig 2


Reconstruction

Years

over

lay

over

lay



Reactive Strategy

0 5 10 15 20 25 30 35 40


19

2001

02

2002

03

2003

04

2004

05

2005

06

2006

07

2007

08

2008

09

2009

10

2010

11

2011

12

2012

13

Capital Funding


Fig 3


0

05

1

15

2

25

Bu

dg

et (pound

Mil

lio

ns)


Revenue Funding



20


6 1

2

14

12 65

Capital Resurfacing

Patching

Surface Dressing


Carriagew ay Slurry

Technical Surveys

Fig 4

Routine Reactive


Risk Assessment



21

Performance Gaps












pound35177321

Fig 5





22


Disposal












23





Whole Life Costing


Improvement Plans




24


Fig 6



Revised 20052010

25


26


Contents


27









(Km)


4


2


8


300



28













29

4 Current Condition









5 Valuation





Cost


1a Prestige

1b Primary

2 Secondary

3 Link footway

30







1a Prestige Weekly

1 Primary Monthly

2 Secondary Monthly

3 Link 3 monthly

4 Local Annually




Immediate


Within 72 Hours


As funding permits

31

7 Service Demand


8 Performance Gaps





32










33




















34


11 Service Delivery



12 Asset Upgrading






35











14 Risk Management



36










37



residual life






38


39

1

2

3

4

5

6

7

8

9

10

11

12

13

14


Contents


Inventory

Replacement Value

Condition

Demands

Service Options

Performance Gaps

Option Appraisal

Budget Optimisation

Risks


Works Delivery


Improvement Actions

40


11 Introduction



12 Policy










41

2 Inventory

21 Asset












42









43


44

3 Replacement Value






Retaining walls



Total pound678m





45

4 Condition









46











47










48




49

Table 4710












94 ndash 85 Good



84 ndash 65 Fair



64 ndash 40 Poor






50


Structure Type



BSCIav Value

BSCIcrit Value



Bridge 194 (13918 m2)

86 81 75 83 81

Retaining Wall

105 (9426 m)

21 82 69 83 71


3 79 75 80 68

Subway 6 (560 m2) 0 79 80 80 84 Stock 333 110 - - 83 76


51


Structure Type

Very Poor (0-39)

Poor (40shy64)

Fair (65shy79)

Good (80shy89)


Bridge 0 (000) 9 (321) 72 (2571)

79 (2821)

34 (1214)

Retaining Wall

0 (000) 6 (476) 37 (2937)

40 (3175)

22 (1746)

Culvert 0 (000) 2 (645) 14 (4516)

6 (1935) 6 (1935)

Subway 0 (000) 0 (000) 2 (3333) 4 (6667) 0 (000) Total 0 (0) 17 (4) 125 (28) 129 (29) 62 (14)

5 Demands








52

6 Service Options










53


Description






















54



Total Annual



pound123673


Description




pound42966


10yrs





pound123860


10yrs





pound167335


55









56




pound75978





pound4830




Total Annual



pound490824

57

7 Performance Gaps





58

8 Option Appraisal







59





60

10 Risks

101 Physical Risk



102 Business Risk


103 Financial Risk



104 Risks to Image


61









62


63










Cost Service Option

EXISTING DESIRABLE










X

64




Cost Service Option

EXISTING DESIRABLE










X

65





EXISTING DESIRABLE







X

1144 Arch Bridges




EXISTING DESIRABLE






1145 Subways




EXISTING DESIRABLE










EXISTING DESIRABLE







66

1147 Footbridges




EXISTING DESIRABLE







67









6 3000



pound123673





6 42966



pound490824

68

12 Works Delivery




69





70









71


72


Contents


2 Inventory

3 Replacement Value

4 Condition

5 Demands


73







2 Inventory




74













75













76

----------------


3 Replacement Value




pound 2354M

4 Condition




77


Good



Fair



Poor



Critical













78










79

44 Cable Network








5 Demands



511 Modern Lighting



80



512 Green Energy









81






82


83


31 March 2010

PT11 Background













84










PT142 Condition


PT143 Maintenance




85


PT15 Bus Shelters




New Shelters Built

5

46

90

30

6 7 1 3 1

7

18

0

10

20

30

40

50

60

70

80

90

100

1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009


86






PT152 Condition



PT153 Maintenance






87




PT 16 RTPI Displays










88

161 Value of Asset








162 Condition


163 Maintenance






Owned by TAITH

17 Budget


89



90

wrexham_hamp_part1












3




4

Impr

ovem

ent A

ctio

ns

Per

form

ance

Mea

sure

men

t

20 Framework




1 Starting Point


Demand Aspirations

2 Levels of Service




4 Decision Making



6 R

epor

ting

amp M

onito

ring

5 Service Delivery


5


Starting Point


Levels of Service



Demand Aspirations

2 Levels of Service



Performance Gaps

Lifecycle Planning


performance gaps

Decision Making



Consideration

Risk Assessment

4 Decision Making

Service Delivery




Forward Work

Programme


5 Service Delivery


Improvement Actions


6













methods of working

7








National Guidance






8

40 Inventory




Key Statistics











9







Safety Fences


Green Assets


Highway Drainage



10












Traffic Signals


11




Improvement Actions






12


Condition Surveys







Road Category



Monthly


Monthly


3 monthly


Annually



13


Footway Category



Weekly


Monthly


Monthly


3 monthly










14
















Every six years



As required

15



Street lighting





Annually









Inspection period



Drainage


Traffic Signals




16


Carriageways




2008

246 620 3042


2009

238 580 2275





17


2002 2005 2006 2007 2009

ROAD No

BELOW INV LEVEL

()

BELOW INV LEVEL

()

BELOW INV LEVEL

()

BELOW INV LEVEL

()

BELOW INV LEVEL




Footways




18

Street Lighting




BSCI Range

















19


Structure Type

Very Poor (0-39)

Poor (40shy64)

Fair (65shy79)

Good (80shy89)



0 6 37 40 22




Poor (40-64)

Fair (65shy79)

Good (80-89)

Very Good (90-100)

Not Inspected

2006 0 13 83 92 34 220 2007 0 17 131 117 56 121 2008 0 19 129 120 59 115 2009 0 17 127 128 61 109


Improvement Actions


assets

20









21


Improvement Actions


22





bull Safety


bull Serviceability


bull Sustainability





23


1 2 3 4 5



asset



time












24





Transport Assets

Highest Priority

1 1 1 1 3

3 2 2 3 1 2 5 4 2 2 5 4 5 5 5

Lowest Priority

4 3 3 4 4






High Importance

Medium Importance

Less Important

25












SAFETY

SERVICEABILITY

SUSTAINABILTY








26



SAFETY

SERVICEABILITY

SUSTAINABILTY


















27



SAFETY

SERVICEABILITY

SUSTAINABILTY





















28














available funding



pedestrians







SAFETY

SERVICEABILITY

SUSTAINABILTY


29












SAFETY

SERVICEABILITY

SUSTAINABILTY











30


31































32






















33































34







35

































36

























37
























38







(steady state)











(steady state)






(steady state)

works





(steady state)



39







(steady state)






(steady state)







(steady state)



40




Planning amp Design







Maintenance



41





Asset Inventory


Asset Condition




Risk Management






42

Improvement Actions


43

90 Decision Making









Carriageways




44

Footways







Highway Structures






45








Information




46

100 Risk Assessment












47


Risk Identification











bull Design risk

48

Risk Analysis






Level of Impact


Financial Impact




lt pound1k




pound1k - pound10k












gt pound10m


49


Lik

elih

oo

d


Risk Rating Matrix

Risk Register









50
















51







52



















53


















54







None







55











56











57











58










Key Findings

Carriageways



59

Footways


Street Lighting




Highway Structures







60











- 61 shy




- 62 shy




(Steady state)


- 63 shy






- 64 shy
















- 65 shy















Delivers No NA NA





- 66 shy






(Steady State)






- 67 shy





















- 68 shy














(steady state)





Yes pound330k


Delivers No NA NA


(steady state)



- 69 shy












(steady state)


No defined budget





(steady state)

No




NA



(steady state)


- 70 shy





Service Delivery










(Bridge Management)




STREETSCENE




- 71 shy



- 72 shy







339 days



238



55



Carriageways


Footways


- 73 shy





Highways Structures


Improvement Actions


- 74 shy














J Plant

Notes


- 75 shy









Group

- 76 shy

150 References





Taith




Roads Liaison Group


Roads Liaison Group

September 2005









77









78



2010 ndash 2015


wwwwrexhamgovuk



Remarks


Table of Contents



















Network Safety




1












2


3


Introduction














4

Inventory




Table 1





-


A Class Roads


B Class Roads


C Class Roads


Unclassified Roads

Table 2

5






Asset Data






6

Data Validation



collected




7

Inve

nto

ryA

ttri

bu

te

Ass

et K

now

ledg

ean

d M

anag

emen

t

Wor

ksP

rogr

amm

ing

KP

Irsquos

Con

trac

tM

anag

emen

t

Val

uatio

n

Ass

essm

ent o

fB

ackl

og

Fun

ding

Bid

s

Condition Record





Cway Surface Length


Cway Surface Width


Cway Surface


XSP diams diams








8

Condition Surveys











9





on investment




Frequency






Table 4

10

Safety Inspections










11

Response Times



Immediate response







Environment


Environment


Environment


Environment


Environment

Asset Valuation

12





800K




13


These are shy






246 620 3042


238 580 2275

3500

3000

2500

2000

1500

1000

500

000

246 238

620 580

3042

2275

Principal

RCI Trends 20082009


RED PERCENTAGE 2008

RED PERCENTAGE 2009

Fig 1

14











Replacement Cost




15












16


17

process

year

18


AEI

CVI SCANNER SCRIM


Engineers Analysis




No

yes



yes

yes

No



No



No

yes


Publish Details

Whole Life Costing




replacement process


Fig 2


Reconstruction

Years

over

lay

over

lay



Reactive Strategy

0 5 10 15 20 25 30 35 40


19

2001

02

2002

03

2003

04

2004

05

2005

06

2006

07

2007

08

2008

09

2009

10

2010

11

2011

12

2012

13

Capital Funding


Fig 3


0

05

1

15

2

25

Bu

dg

et (pound

Mil

lio

ns)


Revenue Funding



20


6 1

2

14

12 65

Capital Resurfacing

Patching

Surface Dressing


Carriagew ay Slurry

Technical Surveys

Fig 4

Routine Reactive


Risk Assessment



21

Performance Gaps












pound35177321

Fig 5





22


Disposal












23





Whole Life Costing


Improvement Plans




24


Fig 6



Revised 20052010

25


26


Contents


27









(Km)


4


2


8


300



28













29

4 Current Condition









5 Valuation





Cost


1a Prestige

1b Primary

2 Secondary

3 Link footway

30







1a Prestige Weekly

1 Primary Monthly

2 Secondary Monthly

3 Link 3 monthly

4 Local Annually




Immediate


Within 72 Hours


As funding permits

31

7 Service Demand


8 Performance Gaps





32










33




















34


11 Service Delivery



12 Asset Upgrading






35











14 Risk Management



36










37



residual life






38


39

1

2

3

4

5

6

7

8

9

10

11

12

13

14


Contents


Inventory

Replacement Value

Condition

Demands

Service Options

Performance Gaps

Option Appraisal

Budget Optimisation

Risks


Works Delivery


Improvement Actions

40


11 Introduction



12 Policy










41

2 Inventory

21 Asset












42









43


44

3 Replacement Value






Retaining walls



Total pound678m





45

4 Condition









46











47










48




49

Table 4710












94 ndash 85 Good



84 ndash 65 Fair



64 ndash 40 Poor






50


Structure Type



BSCIav Value

BSCIcrit Value



Bridge 194 (13918 m2)

86 81 75 83 81

Retaining Wall

105 (9426 m)

21 82 69 83 71


3 79 75 80 68

Subway 6 (560 m2) 0 79 80 80 84 Stock 333 110 - - 83 76


51


Structure Type

Very Poor (0-39)

Poor (40shy64)

Fair (65shy79)

Good (80shy89)


Bridge 0 (000) 9 (321) 72 (2571)

79 (2821)

34 (1214)

Retaining Wall

0 (000) 6 (476) 37 (2937)

40 (3175)

22 (1746)

Culvert 0 (000) 2 (645) 14 (4516)

6 (1935) 6 (1935)

Subway 0 (000) 0 (000) 2 (3333) 4 (6667) 0 (000) Total 0 (0) 17 (4) 125 (28) 129 (29) 62 (14)

5 Demands








52

6 Service Options










53


Description






















54



Total Annual



pound123673


Description




pound42966


10yrs





pound123860


10yrs





pound167335


55









56




pound75978





pound4830




Total Annual



pound490824

57

7 Performance Gaps





58

8 Option Appraisal







59





60

10 Risks

101 Physical Risk



102 Business Risk


103 Financial Risk



104 Risks to Image


61









62


63










Cost Service Option

EXISTING DESIRABLE










X

64




Cost Service Option

EXISTING DESIRABLE










X

65





EXISTING DESIRABLE







X

1144 Arch Bridges




EXISTING DESIRABLE






1145 Subways




EXISTING DESIRABLE










EXISTING DESIRABLE







66

1147 Footbridges




EXISTING DESIRABLE







67









6 3000



pound123673





6 42966



pound490824

68

12 Works Delivery




69





70









71


72


Contents


2 Inventory

3 Replacement Value

4 Condition

5 Demands


73







2 Inventory




74













75













76

----------------


3 Replacement Value




pound 2354M

4 Condition




77


Good



Fair



Poor



Critical













78










79

44 Cable Network








5 Demands



511 Modern Lighting



80



512 Green Energy









81






82


83


31 March 2010

PT11 Background













84










PT142 Condition


PT143 Maintenance




85


PT15 Bus Shelters




New Shelters Built

5

46

90

30

6 7 1 3 1

7

18

0

10

20

30

40

50

60

70

80

90

100

1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009


86






PT152 Condition



PT153 Maintenance






87




PT 16 RTPI Displays










88

161 Value of Asset








162 Condition


163 Maintenance






Owned by TAITH

17 Budget


89



90

wrexham_hamp_part1


wrexham highway asset management plan 2010-2015

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