Lancashire County Council Pothole Bid
Attachment 10 - in support of answer to Section B – Question B1-F
Highway
Safety
Inspections
Code
of
Practice
Issue 3 - July 2007
Issue 3 - July 2007
Highway Safety Inspections. Code of Practice
Table of Contents
1 Objectives
1.1
What are Safety Inspections?
4
1.2
The status of this Code of Practice
4
1.3
Modifications to the Code
5
2 Principles to be adopted
2.1
Frequency
6
2.1.1
2.1.2
2.1.3
2.1.4
2.1.5
2.1.6
2.1.7
6
7
8
8
8
9
9
Inspections in urban areas
Inspections in rural areas
Inspection of cycleways
Tolerance of frequencies
Inspection Programme
Response times
Follow up action
3 Inspection Procedures
3.1
3.2
Equipment and general procedures
10
3.1.1 Safety of inspectors
3.1.2 Equipment
3.1.3 Training of inspectors
3.1.3.1
Safe working practices
3.1.3.2
Defects
3.1.3.3
Completing data collection accurately
3.1.3.4
Presentation of evidence
3.1.4 Walked inspections
3.1.5 Cycled inspections
3.1.6 Driven inspections
10
10
10
Carrying out inspections
13
3.2.1 The data capture device
3.2.2 Data to be recorded – compulsory elements
3.2.2.1
Section information
3.2.2.2
Defect Details
3.2.2.3
Inspection file
3.2.3 Sections with no identified defects
3.2.4 Sections with identified defects – the inspectors’ manual
3.2.5 Sections with identified defects – responsibility
3.2.6 Location of defects
3.2.7 Activity Codes and Defect Codes
3.2.7.1
Activity Codes
3.2.7.2
Defect Codes
3.2.8 Marking and Measuring defects
3.2.9 Coding Response times
3.2.10 Material
13
13
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11
11
11
15
15
15
15
16
17
18
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Highway Safety Inspections. Code of Practice
3.3
4
3.2.11 Measuring flags, small element paving and blocks
3.2.11.1
Concrete flags
3.2.11.2
Stone flags
3.2.11.3
Small element flags
3.2.11.4
Block paviors
3.2.12 Works instructions
18
19
Organising the day’s work
19
3.3.1 The DCD based inspection system
3.3.2 The Client and Works Contractor’s responsibility
19
19
Defects, action required and response times
4.1
Statutory Undertaker Defects
20
4.2
Footways and cycle tracks (Activity code: FC)
21
4.3
Bituminous carriageways (Activity code: MC)
23
4.4
Non-bituminous carriageways (Activity code: CM)
24
4.5
Covers, grates, frames, boxes (Activity code: CG)
25
4.6
Kerbs, edgings and preformed channels (Activity code: KC)
27
4.7
Road studs (Activity code: RS)
28
4.8
Grassed areas (Activity code: GA)
29
4.9
Hedges and trees (Activity code: HT)
30
4.10
Debris (Activity code: SC)
31
4.11
Road lighting columns (Activity code: LP)
32
4.12
Illuminated traffic signs and bollards (Activity code: SE)
33
4.13
Non-illuminated traffic signs, bollards,
marker posts etc (Activity code: SG)
34
Barriers and safety fences (Activity code: BF)
34
4.14
Appendix 1: Treatment Codes
35
Appendix 2: Legal Background
37
Section 41 Highways Act 1980
37
Section 58 Highways Act 1980
38
Appendix 3: Risk Matrix
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Highway Safety Inspections. Code of Practice
1 Objectives
1.1
What are safety inspections?
The safety inspections, which are in place in Lancashire, consist of a systematic inspection
of the majority of the adopted Highway network in order to identify and rectify any defects
that represent a danger to the public in terms of either personal injury, or damage to vehicles
and/or personal property. The frequency of inspection and response to defects varies with
the relative importance of each section of highway and this has been determined with due
regard to the guidance provided in the national Code of Practice for Maintenance
Management (July 2001) and the Code of Practice for Maintenance Management - ‘Wellmaintained Highways’ (2005)
The overall objective of safety inspections is to make the highway safer for users. This will
inevitably reduce the number of people injured due to falls etc. It should also reduce the
number and overall cost of claims made against the County Council as Highway Authority.
These claims may be reduced in three ways:
a) The simple reduction in the number of defects is the major contributor. A safer highway
network produces fewer injuries and damages and therefore fewer subsequent claims.
b) The highway authority, if it carries out inspections on a systematic basis, can defend
claims in court on the basis that it has made a reasonable effort to locate and rectify
defects. An important part of the defence is to demonstrate that the Highway Authority
took all reasonable steps to ensure that the highway was safe (see Appendix 2). A key
element of this defence therefore is that records, showing details of inspections and
action taken, including the competence of those involved, can be readily produced.
c) A proportion of claims are fraudulent. The availability of accurate and well-maintained
data should dispose of these relatively easily.
1.2
The status of this Code of Practice
This Code of Practice must be used by the organisation responsible for the collection of
Safety Inspection data in the administrative County of Lancashire.
As with all Codes of Practice, this is not a static document. As experience in collecting
Safety Inspection information develops, then it may well be necessary to amend or fine-tune
the procedures that are in use.
Much of what is in this Code of Practice will also serve as an Inspectors’ guide.
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Highway Safety Inspections. Code of Practice
1.3
Modifications to the Code
This edition of the Code of Practice has been modified from the first edition in the light of
experience gained in carrying out inspections and working with the code over the previous
three years.
Intervention levels have been reduced on some defect types to increase the safety of the
public. Response times for the repair of defects have also been reduced on some elements
of the highway where risks to the public are highest.
Resources for the repair of defects are necessarily limited and inspections in some remote
parts of the network have had to be suspended where the complaint and incident records are
good and the risk of incidents and subsequent claims is low. This will enable resources to
be concentrated on those areas of the network where risks are greater with a consequent
anticipated improvement in the condition of the busier parts of the network.
A decision has also been taken to suspend routine inspections on the majority of
backstreets. These streets attract relatively few claims and the limits on staffing and
available financial resources means that these areas will only be inspected on a reactive
basis. Where backstreets begin to give rise to frequent claims HQ should be notified and
these streets will be placed on the inspection regime. This led to the introduction of version
2 of this code in November 2005.
Following meetings of the CoP Working Group during 2006, the collection of defects
requiring a monthly reaction time has been suspended. The reasoning is that defects
requiring a response of up a month do not present an immediate danger to the public and
can therefore reasonably be left for repair under planned maintenance work. At the same
time various intervention levels for carriageway defects have been changed on the
understanding that vehicles are more tolerant of minor defects. Where pedestrians are
invited onto the carriageway e.g. at crossing points, the intervention levels remain as for
footways.
In order to allow safety inspectors to have more flexibility when identifying defects to be
repaired, a simple risk matrix has been introduced. This will allow inspectors to make
judgements on the response times for individual defects according to their position within the
highway and in relation to the prevailing levels of traffic. Risk matrices are recommended in
the National CoP ‘Well Maintained Highway’s’ (2005).
These changes have been made to bring the CoP more broadly into line with those of other
authorities in the area and have necessitated the issue of version 3 of this code.
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Highway Safety Inspections. Code of Practice
2
2.1
Principles to be adopted
Frequency
2.1.1 Inspections in Urban areas
Urban highways are defined as those within a 40mph or lower speed limit.
Urban areas will therefore include some villages and as well as the towns and major
“urban” areas of Lancashire. The inspection frequencies set out below will be applied to
the urban sections of highway in the County and are governed largely by their footway
hierarchy i.e. all highway elements (including carriageways) are inspected at this
frequency.
Category
(COPMM)
1
2
3
4
5
Location
(Footway Description)
Primary Footway – busy urban
shopping and business area
footways, major pedestrian routes,
some “A” road footways.
Secondary Footway – medium
usage footways feeding into primary
footways, local shopping centres,
some “B” and “C” road footways.
Link Footway – unclassified road
footways linking local access
footways through urban areas.
Local Access Footway unclassified road footways, low
usage, residential estate footways,
culs-de-sac etc.
Remote Cycleway - routes for
cyclists not contiguous with
carriageways or footways.
Inspection
Frequency
Monthly
3 monthly
6 monthly
12 monthly
6 monthly
COPMM – Code of Practice for Maintenance Management
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Highway Safety Inspections. Code of Practice
2.1.2 Inspections in Rural areas
Rural highways are defined as those with a speed limit greater than 40mph.
The inspection frequencies set out below will be applied to the rural sections of
highway in the County and are governed largely by their carriageway hierarchy i.e. all
highway elements (including footways) are inspected at this frequency.
Category
(COPMM)
1
2 & 3a
3b
4a
4b
5
6
Location
(Carriageway Description)
Motorway – Principal Motorways
M65(P), A601(M)
Strategic Route / Main Distributor
– mainly principal “A” roads linking
urban centres to strategic network.
Secondary Distributor – mainly “B”
and “C” roads linking larger towns
and villages with the strategic
network.
Link Road – mainly unclassified
roads linking main and secondary
distributor network, roads linking
smaller villages with the distributor
network.
Local Access Road – unclassified
roads serving limited number of
properties and small settlements,
carrying only access traffic.
Remote Cycleway - routes for
cyclists not contiguous with
carriageways or footways.
Remote Footway - routes for
pedestrians not contiguous with
carriageways.
Inspection
Frequency
Weekly
Monthly
3 monthly
6 monthly
12 monthly
6 monthly
12 monthly
COPMM – Code of Practice for Maintenance Management
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Highway Safety Inspections. Code of Practice
2.1.3 Inspection of cycleway
Where cycleways are integral with the footway or carriageway (ie. cycle lanes) they are
to be inspected at the same time, and to the same frequency and standards, consistent
with that particular section of highway. This is because, pedestrians are likely to also
walk in the cycle lanes and vehicles will frequently drive in the cycle lanes.
Where cycleways are separated from footways or carriageways but remain within the
highway boundary (ie cycle tracks), then again they are to be inspected at the same
time, and to the same frequency and standards, consistent with that particular section
of highway.
Where cycleways are remote from any contiguous carriageway, then they are to be
inspected twice per annum to the urban or rural standards as appropriate.
2.1.4 Tolerance in frequencies
Because of the effect of weather, inspector availability etc, it is possible that the
specified frequencies cannot be met in some circumstances. For this reason, a
tolerance in the frequency of inspections is permitted as follows:
Specified frequency
52 times/year
12 times/year
4 times/year
Twice/year
Once/year
2.1.5
Tolerance
2 working days
6 working days
12 working days
21 working days
30 working days
Inspection Programme
The inspection programme must be arranged in such a way as to distribute the
anticipated defect repair workload evenly among the various county area offices.
Concentration of inspections in any single area should be avoided to eliminate large
amounts of work falling on single areas with the consequent risk of repair response
times being exceeded.
It is important that the inspection frequency regime is adhered to, within the tolerances
specified above in section 2.1.4. The section 58 defence is highly dependent on
regular inspections and every effort must be made to keep to the programme. In the
event that inspection tolerances are exceeded, efforts must be made to ensure that the
inspection regime of streets in the higher part of the hierarchy are protected as these
streets, by definition, present a greater risk to the public and thus expose the Council to
a greater risk from claims
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Highway Safety Inspections. Code of Practice
2.1.6 Response times
Each defect has a specific response time associated with it, depending on the degree
of deficiency and the urban or rural location. These are set out in Section 4 .
The response times are as follows:
Emergency:
Some defects are so serious that they require immediate attention. The
inspector will be required to telephone an agreed contact in the office
(including the Street Works Inspector) to request immediate action to
make safe (Abbreviated as ‘E’). If a defect is deemed so serious as to
be classified as an emergency the inspector must remain at the site to
guard against accident until relieved by client or contractor’s staff. The
inspector should be relieved with an hour and the defect made safe
within two hours
Day:
The defect must be made safe, or repaired within one working day,
starting from close of work on the day following its identification.
(Abbreviated as ‘D’) The inspector will be required to telephone details
of day response defects, upon their discovery, to agreed contacts in area
or district offices.
5 day:
The defect must be repaired within five working days starting from close
of work on the day following its identification. (Abbreviated as ‘5D’)
Notify:
Some items only require notification to the client rather than be given a
fixed response time. Those areas that require a specialist inspection
also fall into this category. Some items that fall into this category require
notification to the appropriate utility company responsible for defective
equipment. (Abbreviated as ‘N’)
2.1.7 Follow-up action
Certain defects, as defined in Section 4, will require notification to highways or street
lighting personnel who will then decide upon the appropriate course of action. The
standard response time is shown as one calendar month although in practice the
prioritisation of remedial work will be determined by the individual Highway
Superintendent, Street Works Inspector or Street Lighting Engineer as necessary. It is
intended that client staff, who are responsible for downloading defects from the Exor
system, carry out this notification.
Where a defect has been “made safe”, by coning etc, then it is important that the
follow-up permanent repair is initiated and included in the recording system.
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Highway Safety Inspections. Code of Practice
3
Inspection procedures
3.1
Equipment and general procedures
3.1.1 Safety of inspectors
Inspectors must, at all times, comply fully with the current requirements of the Health
and Safety at Work Regulations as they relate to working on the highway.
3.1.2 Equipment
Each inspector will carry the following equipment:
•
•
•
•
•
•
•
•
•
DCD
5 metre measuring tape
Small compass
Mobile phone (preloaded with relevant telephone numbers)
Can(s) of degradable white spray paint
Marking chalk (crayon)
Defect measuring equipment
Inspector’s Manual (if the information is not held in the DCD)
Information cards to give to the Public for enquiries
3.1.3 Training of Inspectors
All inspectors must receive comprehensive and thorough training.
included include:
Matters to be
3.1.3.1 Safe working practices
The safety of inspectors is a paramount issue. They must be trained to operate on the
highway with due regard for the hostility of the environment whether carrying out
walking or driven inspections.
3.1.3.2 Defects
Inspectors must become familiar with the defects for which they will be looking, the
means of measuring them, and the action to be taken. The information gathered on
site will be recorded on Data Capture Devices (DCD’S) and the data produced will
interface with and be loaded into the County Council’s current version of the Exor
Maintenance Manager system.
3.1.3.3 Completing data collection / loading
The importance of properly completed computer entry is a fundamental feature of an
inspection regime. The Inspectors must understand its importance, and how it is
completed. The definition of sections being inspected, including directional instructions
(where appropriate) must be particularly emphasised. The persons responsible for
loading the data files into the Exor Maintenance Manager system must receive
appropriate training from Exor Corporation Ltd.
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Highway Safety Inspections. Code of Practice
3.1.3.4 Presentation of evidence
One of the inspectors’ roles is to present evidence in court. They must understand the
basics of this process. A mock trial should be included as part of this training.
3.1.4 Walked inspections
In urban areas, all categories of footway and carriageway will be inspected on foot.
These may be inspected by a single inspector walking up one footway and returning on
the opposite side, or by two inspectors walking in parallel.
There are some activities where the inspector will be required to work within the
carriageway. This includes, for example, marking and measuring the defects (see para
3.2.8). It is most important that this should only be carried out in conditions where it
can be executed safely. On heavily trafficked roads, this could only be achieved by
closing lanes with cones and appropriate signing. This would have a major impact on
both productivity and costs, and in these circumstances, the inspectors should not
attempt to mark and measure the defects. A best estimate of size should be made
without venturing into the carriageway if it is considered unsafe to do so.
3.1.5 Cycled Inspections
Some parts of the network may lend themselves to cycled inspections. Cycle ways,
which are divergent from the carriageway and some lightly trafficked divergent
footways, would be typical of such areas. Where cycles are used it is important that the
same principles as for walked inspections are followed. The DCD software must record
that the relevant sections were cycled and defects must be marked up in the same
way.
Obviously pedestrians must not be inconvenienced or endangered and
inspectors must dismount if instructed to do so by regulatory signage.
3.1.6 Driven inspections
In rural areas categories 2&3a, 3b, 4a and 4b may be inspected from a slow moving
vehicle. However whenever it is difficult to obtain the necessary level of accuracy from
vehicle based inspections, wherever the location, walked inspections must be carried
out.
Driven inspections must be undertaken by two people, a driver and an inspector,
whose roles may be interchangeable.
Work should only be carried out when there is good visibility and during periods of low
risk. The vehicle provided must be conspicuously coloured and driven on the left-hand
side of the road, not the centre. It must have one or more roof mounted beacons
operating and display a Keep Right sign to drivers approaching on the same side of the
carriageway.
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Highway Safety Inspections. Code of Practice
Additional static signs must be used when any of the following conditions apply:
• Where the works vehicle can't be seen clearly because of hills, or bends in the
road.
• Where traffic may build up.
• Where there is not enough space for traffic to move past the inspection vehicle.
In cases such as these, Road Works Ahead signs with appropriate plates should be
used. Road Narrows signs must also be used, with Single File Traffic plates for drivers
approaching in each direction. Work should not be carried out further than 1 mile from
these signs. See also the caveats, regarding marking defects, in para 3.2.8.
The vehicle must be driven on its own side of the road at such a speed that any defects
on the carriageway or, where appropriate, on the adjacent footway, can be seen. If the
road is too wide to be able to identify defects effectively to the right of the vehicle, then
a run in the reverse direction must also be carried out. Where a defect is noted, then
the vehicle must be stopped, in a safe position, to allow the inspector to measure and
mark the defect, and to note the details.
In some cases it will be necessary for some elements of the inspections to be
undertaken on foot to record certain types of defects (eg. kerbs, gullies etc).
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Highway Safety Inspections. Code of Practice
3.2
Carrying out inspections
3.2.1 The Data Capture Device
Any suitable data capture device may be used for the surveys, but the software must
be capable of recording all of the data described in this Code and downloading it to the
Exor Maintenance Manager system. In order to ensure that productivity of inspectors is
maximised it is considered that a map-based DCD may be preferable, since this would
avoid some of the locational problems which occur with text-based DCDs.
3.2.2 Data to be recorded – compulsory elements
On starting a new section, the following data must be recorded. Those marked with an
asterisk will not often need to be physically entered, as the software or a map-based
system will automatically identify them:
3.2.2.1 Section Information
•
•
•
•
•
•
•
•
•
•
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Agent / Link Identifier* – a 10 element alphanumeric character combination
of the district agent code, the road number and the link number (eg
4305A674.0).
Section Number *- the numeric section number (0-99).
Section Description – up to 80 alphanumeric characters.
Reverse Direction – is the inspection to be carried out in the reverse
direction? (Y/N)
Inspector/s – Inspector’s initials, up to 3 alphanumeric characters. If two
inspectors are carrying out the inspection, then both of their initials should
be entered.
Inspection Type* - Type of inspection; safety will automatically be recorded.
Initiation – NRW (normal walking), NRD (normal driven) or NRC (normal
cycled)
Weather – Fine, Rain, Snow or Fog.
Road Condition – Dry, Wet, Snow or Ice.
Activity List* - SI will be entered automatically.
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Highway Safety Inspections. Code of Practice
3.2.2.2 Defect Details
• Activity Code – 2 alphanumeric characters as listed elsewhere in this code,
to describe what is being inspected.
• Cross Sectional Position – location of the defect across the highway is
defined using a single character code as shown below:
Key
1
2
3
4
5
6
7
8
9
0
Q
W
E
R
T
Y
U
•
•
•
•
•
•
•
•
•
•
•
•
•
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Cross Sectional Position
Left Outside Verge
Left Footway
Left Verge
Lane 1 (hard shoulder on motorway)
Lane 2 (left lane on motorway)
Lane 3 (middle lane on motorway)
Lane 4 (right lane on motorway)
Right Verge
Right Footway
Right Outside Verge
Acceleration Splay
Lane for left turning traffic
Lane for right turning traffic
Bus Lane
Crawler Lane
Other – left
Other – right
Chainage – chainage measurement from start of section.
Location – (Mandatory – a text description of the location of the defect is
required up to 40 alphanumeric characters).
Identity Code – ID code on lighting columns, signs and bollards etc.
Diagram Number – road traffic sign diagram number if required.
Inventory Item Code – 2-character inventory item code.
Notifiable Code – notifiable code list, including the client’s highway
maintenance, street works and street lighting sections.
Special Instructions – special instructions free text, up to 255 characters.
Defects – 4 alphanumeric character defect code as listed elsewhere in this
document.
Attribute – the defect attributes to be recorded, if any eg depth/height,
length, area or number (0-999).
Response – defect priority E, D, 5D, N as listed elsewhere in this document.
Action – action recommended or taken by the inspector depending upon the
nature of the defect i.e. Immediate, Temporary or Permanent.
Treatment Code – to indicate relevant treatments for the repair of defects (‘/’
followed by 3 alphanumeric characters). A list of codes is included as
selected examples in Appendix 1.
Record Action – a 40-character action text to fully describe the repairs
recommended for the defects found.
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Highway Safety Inspections. Code of Practice
•
•
Date and Time* - are automatically recorded from the DCD’s calendar/clock.
Comments – 240 characters of free text used for making notebook type
entries. Multiple comments can be entered at any stage of the inspection.
3.2.2.3 Inspection File
Each inspection file, which may contain data for one or many sections of highway, must
record sufficient information to identify the sections inspected, the sections not
available for inspection as per the programme, and those sections with no defects
found.
3.2.3 Sections with no identified defects
It is a vital part of the inspection regime that sections or streets which are not available
for inspection or which have been inspected but no defects found, must be recorded as
such. The DCD software must allow for this information to be included. Failure to
collect and record this information accurately may well result in that section having to
be re-inspected.
3.2.4 Sections with identified defects - the inspectors’ manual
Each inspector will be provided with a small handbook, which will deal individually with
every defect that needs to be processed and will act as a quick reference guide where
needed. Alternatively, the DCD may include the same information as a “help” screen.
On locating a defect, the simple indexing system will guide the inspector to the page for
that particular defect. This will detail each step to be taken in completing the inspection
form for that defect, through to options for possible repair codes. The following
sections expand on these details in a general way.
3.2.5 Sections with identified defects - responsibility
Where a defect is identified the procedures described below must be followed. It is first
necessary, however, to identify the responsibility for the defect.
The DCD software will allow the inspector to assign responsibility to the Client’s
highway maintenance, street works and street lighting sections.
3.2.6 Location of defects
When a defect is identified, its location must be described as accurately as possible,
not only to allow the contractor to find and deal with it, but to avoid any confusion in a
subsequent enquiry. This is required even if a map-based data collection system is in
use.
It is extremely important that the highway element on which the defect has been found
is identified. In particular, the DCD software must identify the correct footway
irrespective of the direction in which the inspector is walking. This information could be
required to rebut any subsequent claims.
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Highway Safety Inspections. Code of Practice
Defects will be located by chainage and cross sectional position and a text description
of local features will also be required. In an urban street, it is relatively easy to record a
defect as ‘Outside No 24 (or opposite No 24, meaning across the street)’ and for
recording purposes, this could appear as ‘OS24’ (or ‘OP24’). Where houses are
numbered, this method should always be used.
Where there are no properties or they are not numbered, and a defect occurs within 2-3
metres of an easily identifiable object such as a post-box, or a numbered lamp column
or sign, it can be described as ‘Close to..’. Thus ‘Close to LP7’ would mean that the
defect is within 2-3 metres of lamp column No 7.
Where the properties are not numbered, but street lighting is present, the defect can be
located as a specific distance and direction from a numbered column. Compass
references (north etc) can be used, making use of the inspector’s compass if
necessary. An example may be “20m N of LP6”.
Where there is no alternative method available, a distance measurement must be used.
It is expected that the vehicle will be equipped with a high accuracy distance-measuring
device, and this should always be reset at the start of a new section. Defects can be
located as ‘20m north east from junction with …’. On walked inspections, the distance
may need to be measured with a measuring wheel or paced out (1 metre per pace)
from an identifiable point, such as a road junction. If suitable Geographical Positioning
System (GPS) equipment becomes available, this may ultimately be utilised.
Where map based systems are used defects must be plotted with as much accuracy as
possible and certainly within a metre of the true position of the defect. This will enable
the defects to be plotted on plan and will assist the legal team in dealing with liability
issues with respect to highway third party claims.
3.2.7 Activity Codes and Defect Codes
The primary defects to be identified are surface defects of such size as to be
considered dangerous (i.e. 20mm or greater in the urban situation and 25mm or greater
in the rural situation). This will include raised and lowered flags, potholes, raised
blacktop surfaces, raised or sunken service box covers, raised or sunken kerbs,
defective verges etc.
3.2.7.1 Activity Codes
The two-letter codes used in this inspection regime describe the element of the
highway on which the defect is located, and are as follows:
FC
MC
CM
CG
KC
RS
GA
HT
SC
LP
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-
Footways and cycleways
Blacktop carriageways
Concrete carriageways
Covers, grates, frames, boxes
Kerbs, edging, preformed channels
Road studs
Grassed areas
Hedges and trees
Debris
Road lighting columns
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Highway Safety Inspections. Code of Practice
SE - Illuminated Traffic signs and bollards
SG - Non-illuminated traffic signs, bollards, marker posts etc
BF - Barriers and safety fencing
3.2.7.2 Defect Codes
The four-letter code used in this inspection regime describes details of the defect itself,
and these are listed in Section 4. If the defect is not covered by a four-letter code, then
the code ‘OTHR’ should be used, and described in the ‘comments’ area.
Defect attributes are almost always required, generally about the size of the defect – its
depth and dimensions. Full details are shown in Section 4.
It will sometimes be useful, or indeed essential, to append comments to specific
defects. As mentioned, these will be particularly important where the defect is
described as OTHR (i.e. it is not included in the list of standard defects). It will also be
important to make comments where the action to be taken for a particular defect is not
clear to the inspector and the advice of a Highways Superintendent (or equivalent) is
required.
A proportion of defects will not be the highway authority’s responsibility. These will
primarily be defects that result from the work of the Statutory Undertakers. The
inspector will not be expected to make any recommendations as to the work required to
rectify these defects. They must be recorded, the defect will then be pursued by the
authority’s Street Works Inspector (see Section 4)
On occasion, the defects, particularly overhanging tree branches, will be the
responsibility of a private individual. Again the defect should only be noted and action
will be taken by the authority’s Highway Superintendent.
3.2.8 Marking and Measuring Defects
All defects should, where possible, be marked in white spray paint or crayon if surfaces
are wet (but see para 3.1.4). Where the defect is relatively small, then a rectangle
should be painted round it. Where the defect is larger and particularly an area of
defective surface, then the corners of the area should be marked. Where the defect
involves flags (paving units), all of the flags to be re-laid should be marked with a “dot”,
whilst those which need to be replaced should be marked with a cross. See section
3.2.11 for more details.
Whilst the depth of the defect is important in determining the response time to be
assumed, the inspector quickly develops adequate experience in estimating depths.
This would generally prove adequate. Greater accuracy is only important if the defect
depth is very close to the point at which it changes from one response time to another,
but If there is any doubt, then the higher value should be assumed.
Where it is necessary to measure the area of a defect, then the measuring wheel or the
5-metre tape should be used. Whilst the size of the defect should be as precise as
reasonably possible, time should not be spent seeking an exact measurement.
Issue 3 - July 2007
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Highway Safety Inspections. Code of Practice
3.2.9 Coding Response times
The response time necessary for defects to be rectified depends on the urban or rural
location of the section and the degree of deficiency of the defect. These are described,
together with the appropriate codes, in Section 0 and Section 4. They will be recorded
as ‘E’, ‘D’, ‘5D’ and ‘N’.
Note that a 1-day response could also, where necessary or appropriate, include “make
safe” by coning or fencing off the defect. It is normally expected that repair work will be
completed on the defect within 1 week.
3.2.10 Material
The inspector must make a best effort at describing the material in which the defect
occurs. If it is a blacktop material, and the inspector does not know exactly what it is,
the abbreviation “BT” should be used.
3.2.11 Measuring flags, small element paving and blocks
Measuring areas of damaged or uneven flags is fairly complex, particularly in relation to
the works instruction. This varies between the different types of flags and small
element paving.
3.2.11.1
Concrete flags (slabs)
Concrete flags are generally 63mm thick and fall in three sizes, which can be identified
as follows:
A
B
C
= 600mm(2 feet) x 600mm
= 900mm(3 feet) x 600mm
= 750mm(2½ feet) x 600mm
Sometimes, of course, they are cut to shape around bends, obstacles etc.
Areas of flagged footway may well have both broken flags and those that are simply
displaced but unbroken. It is important to clarify that cracked or broken flags do not, on
their own, constitute a hazard within the definition of this Code. There must also be
trips greater than the minimum specified in the relevant defects in para 4.2. (SLPF or
SROK) for these areas to be treated as defective. The area of new flags required must
be specified and this information may be included as a defect attribute or included in
the action text.
3.2.11.2
Stone flags
Stone flags are very rarely of a consistent size. Even when they are badly broken, they
can often be re-laid safely, but if they need replacing, it is unlikely that flags of exactly
the right dimensions can be found and they might be replaced by more, or fewer flags.
For this reason, only the affected area needs to be measured and described, and the
Highway Superintendent will make the necessary decisions.
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Highway Safety Inspections. Code of Practice
3.2.11.3
Small element flags
There is an increasingly diverse range of small element flags being used on the
highway and they may be difficult to describe. A sample flag should be measured and
included in the action text. If there is any doubt about the thickness, then assume that
they are 50mm thick. If they have a special colour or surface texture (eg the “dimpled”
finish found on the approach to crossing points), then this should be mentioned.
Other than the wider range, and the fact that damage is less likely than with normal
concrete flags, the principles described in section 3.2.11.1 above should be used.
3.2.11.4
Block paviors
Block paviors used in highways are usually of a reasonably consistent size. The
colours and thickness, however, vary considerably and this should be noted.
Otherwise, the principles described in section 3.2.11.1 above should be used.
3.2.12 Works instructions
The work to be carried out is specified by the inspector using “treatment codes”
beginning with “/” and these are set out in Appendix 2. A comprehensive list will be
included in the DCD software. The Exor Maintenance Manager system will convert
these treatment Codes into detailed works instructions. These codes should be used in
combination with the Record Action text field to fully describe the repairs necessary for
the defect found, and must be adequate to initiate the repairs.
3.3
Organising the day’s work
The routes to be followed during each day will be determined by the Consultant taking
into account the prescribed frequencies and tolerances described in section 2.1.
3.3.1 The DCD based inspection system
On returning to the office the data file will be downloaded from the DCD into a terminal
connected to the Exor Maintenance Manager system. The treatment codes and action
text will be converted into works instructions.
3.3.2 The Client and Works Contractor’s responsibility
The Exor Maintenance Manager system will store the date and time when the Client’s
instructions were given to the contractor.
The Contractor must arrange to undertake the work as instructed by the Client within
the response times required by the defect’s priority as set out in section 4. The Client
will access the system when the defect notification is received, and issue an
appropriate works instruction. Upon completion of the work, the Contractor will report
to the Client when the repair was completed and this information will then entered onto
the system by the Client. Where the repair is only a “make safe” action, the Client must
instruct a follow-up permanent repair as necessary.
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Highway Safety Inspections. Code of Practice
4
4.1
Defects, action required and response times
Statutory Undertaker defects
Many defects found on the highway are the consequence of Statutory Undertaker works. These may take the form of defects in a trench or
patch reinstatement in either a footway or a carriageway, or disturbed paving with trips on a flagged or block paved footway. These must be
notified to the Authority’s Street Works Inspector for action.
If the inspector identifies a defect that is clearly the responsibility of a Statutory Undertaker, the course of action is to notify the Street Works
Inspector who will notify the relevant company. The client staff will need to monitor the action on the defect and if there is no response then
corrective action should be taken to make the defect safe. The cost of this work can then be charged to the relevant company.
If it is not clear whether the defect is due to Statutory Undertaker works, or it is definitely not, then it should be processed in the usual manner.
4.2
Risk Matrix and Response Times
The response times in the following tables are to be used as a guide and are applicable under ‘normal’ conditions. The risk matrix at
Appendix 3 is to be used by safety inspectors to assess all defects with particular attention paid to those that may not present such a
significant threat to the public and the response time is to be adjusted accordingly. Typical reasons for reducing the response times are:
Where defects are not on pedestrian ‘desire lines’ or are very close to buildings or street furniture where it would very difficult for
pedestrians to trip;
Where defects in carriageways are away from the normal wheel tracks of vehicles, such as in channels where vehicle speeds would be
low and the chances of vehicle/tyre damage would be correspondingly low;
Where pedestrian or vehicular traffic is particularly light or vehicles are slow moving.
The defect matrix ‘score’ is to be recorded by inspectors for all defects collected and recorded. Where defect response times are reduced to
‘Await Planned Maintenance’ using the matrix, such defects are deemed to be not actionable and are not to be recorded.
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Highway Safety Inspections. Code of Practice
4.2
4.2.1
Footways and cycle tracks (Activity code: FC)
General notes:
Paving units: These may be traditional “flags” or a smaller unit, including block paving. Where appropriate, make a note of the size(s) and
material (and colour if appropriate).
Code
Description
Intervention Details (mm)
Urban
Category 1
Other
BKPF
Block profile –
uneven/trip/cracked
>20
>40
20-40
BTPF
Small depression or hump
causing trip hazard
>20
>40
20-40
Missing paving slabs or
blocks
OVGV Overgrown vegetation
causing trip hazard
PDLV Failed patch causing trip
hazard
Response
Time
Comments
>100
40-100
D
5D
>100
40-100
D
5D
Notify Street Works
Inspector if SU
works
Notify Street Works
Inspector if SU
works
Rural
Category
2&3a
>25
>25
Other
MISP
>50
D
5D
5D
>50
>20
>40
20-40
>25
>100
40-100
D
5D
PGAP
Paving unit joint gap
-slab or block
>25
>30
>30
>40
5D
SLPF
Slab profile
-uneven/trip/cracked
>20
>40
20-40
>25
>100
40-100
D
5D
Issue 3 July 2007
Note defect details.
Notify Street Works
Inspector if SU
works
Notify Street Works
Inspector if SU
works
Notify Street Works
Inspector if SU
works
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Highway Safety Inspections. Code of Practice
SROK Slab rocking
>20
>20
POTH Blacktop pothole
>20
>40
20-40
>25
>100
40-100
D
5D
TDLV
>20
>40
20-40
>25
>100
40-100
D
5D
Trench reinstatement
causing trip hazard
OTHR Other defect
Issue 3 July 2007
5D
E, D, 5D
Notify Street Works
Inspector if SU
works
Notify Street Works
Inspector if SU
works
Note defect details.
Response as
appropriate.
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Highway Safety Inspections. Code of Practice
4.3
Bituminous Carriageways (Activity code MC)
4.3.1 General notes: Localised edge deterioration (LODT defects): In all cases only record where defect encroachment into the
carriageway is >150mm.
#
Designated crossing points are: Zebra crossings, pelican crossings etc and any locations where dropped kerbs are installed to cater for
people with mobility problems.
Code
Description
Intervention Details (mm)
Urban
Category 1
Rural
Comments
Length < 3 metres.
See general notes
above
In urban ‘other’ and
rural ‘cat 2&3a’ IL
to be 20mm at
designated
crossing points#
In urban ‘other’ and
rural ‘cat 2&3a’ IL
to be 20mm at
designated
crossing points#
In urban ‘other’ and
rural ‘cat 2&3a’ IL
to be 20mm at
designated
crossing points#
Note defect details
Response as
appropriate
>100
40-100
>100
40-100
Category
1,2&3a
>100
40-100
*Failed patch causing trip
hazard
>40
>75
40-75
>75
40-75
>100
40-100
D
5D
POTH
Pothole
>40
>75
40-75
>75
40-75
>100
40-100
D
5D
TDLV
*Trench reinstatement
causing trip hazard
>40
>75
40-75
>75
40-75
>100
40-100
D
5D
LODT
Localised edge deterioration
PDLV
OTHER
Other
Response
Time
Other
>100
40-100
D
5D
E, D or 5D
*In all cases involving SU works notify Street Works Inspector
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Highway Safety Inspections. Code of Practice
4.4
4.4.1
Non-Bituminous Carriageways (Activity Code: CM)
General notes: Non-bituminous carriageways include areas of setts, cobbles, block paving carriageways etc
Code
Description
Intervention Details (mm)
Urban
Category 1
Rural
Comments
In all urban and
rural ‘cat 2&3a’ IL
to be 20mm at
designated
crossing points#
In all urban and
rural ‘cat 2&3a’ IL
to be 20mm at
designated
crossing points#
>40
>75
40-75
Category
1,2&3a
>75
40-75
POTH Pothole
>40
>75
40-75
>75
40-75
>100
40-100
D
5D
STEP
Stepping at joint/crack
>40
TDLV
*Trench reinstatement
causing trip hazard
Block profile
-uneven/trip/cracked
>40
>75
40-75
>75
40-75
>75
40-75
>75
40-75
>75
40-75
>75
40-75
>100
40-100
>100
40-100
>100
40-100
D
5D
D
5D
D
5D
PDLV
BKPF
*Failed patch causing trip
hazard
MISS
Missing highway element
Eg. sett, block etc
OTHR Other defect
Issue 3 July 2007
>40
Other
Response
Time
Other
>100
40-100
D
5D
In all urban and
rural ‘cat 2&3a’ IL
to be 20 mm.
at designated
crossing points#
D
5D
E,D or 5D
Note defect details.
Response as
appropriate
*In all cases involving SU works notify Street Works Inspector
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Highway Safety Inspections. Code of Practice
4.5
4.5.1
Covers, grates, frames, boxes (Activity code: CG)
General Notes
This category covers a wide range of “ironwork”. Apart from gullies, and a few manholes, the majority of ironwork is the responsibility of the
Statutory Undertaker concerned. The major items that will be encountered are United Utilities’ stop taps and BT manhole covers. .
Code
Description
Intervention Details (mm)
Urban
Category 1
BLOK
Blockage (gully)
ICLV
*Difference in component
levels causing trip hazard
(footway)
*Difference in component
levels causing hazard
(carriageway)
Difference in level with gully
causing trip hazard
(carriageway)
*Difference in level with
adjacent surface causing trip
hazard (C’way but excl.
carriageway gully)
* Difference in level with
adjacent surface causing trip
hazard (footway)
*Missing Cover
ICLC
IDLG
IDLV
IDLF
MISS
Issue 3 July 2007
Rural
Other
Category
1,2&3a
Response
Time
Comments
N
Water ponding at
valley points after
rain – Notify
Highways
Superintendent
Other
>20
>40
20-40
>25
>100
40-100
D
5D
>40
>75
40-75
>75
40-75
>100
40-100
D
5D
>40
>75
40-75
>75
40-75
>100
40-100
D
5D
>40
>75
40-75
>75
40-75
>100
40-100
D
5D
>20
>40
20-40
>25
>100
40-100
Notify Highway
Superintendent
D
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Highway Safety Inspections. Code of Practice
5D
Issue 3 July 2007
Page 27
Highway Safety Inspections. Code of Practice
PARL
Gully grating bars parallel to
kerb excluding gratings with
cross bar/s
SMTH *Smooth surface of cover
OTHR Other
Issue 3 July 2007
N
Notify Highways
Superintendent
N
Note Utility if poss.
Identify only at
stress points i.e.
bends braking
areas etc.
Notify Streetworks
Inspector
E,D or 5D Note defect details
Response as
appropriate
* In all cases involving SU equipment notify Street Works Inspector
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Highway Safety Inspections. Code of Practice
4.6
4.6.1
Kerbs edgings, preformed channels (Activity Code: KC)
General notes:
All the defects described in this category are classed as reportable safety defects ONLY when adjacent to paved footways, cycleways,
pedestrian/vehicle crossing points and other hardstandings such as paved bus stops etc. Any kerbs/edgings adjacent to grass verges or hard
landscaped areas or on the “wrong” side of pedestrian guard rails will therefore be EXCLUDED
Code
Description
Intervention Details (mm)
Urban
Category 1
Response
Time
Rural
Other
Category
1,2&3a
Other
DAMG Damaged
>50
5D
EGAP
Joint gap
>25
5D
EVPJ
Vertical projection
>20
MISS
Missing
OTHR
Other related defect
Issue 3 July 2007
>50
>50
Comments
>100
5D
5D
E, D or 5D
Note defect details.
Response as
appropriate.
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Highway Safety Inspections. Code of Practice
4.7
4.7.1
Road Studs (Activity code: RS)
General Notes
Code
Description
Intervention Details (mm)
Urban
Category 1
Response
Time
Rural
Other
Category
1,2&3a
Other
LCAS
Loose cats-eye casing
5D
LSTD
Loose studs
5D
MISC
Missing cats-eye casing
leaving pothole
OTHR
Other related defect
Issue 3 July 2007
>40
>75
40-75
>75
40-75
Comments
>100
40-100
D
5D
E, D or 5D
Note defect details
Response as
appropriate
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Highway Safety Inspections. Code of Practice
4.8
4.8.1
Grassed areas (Activity code: GA)
General notes:
In the context of safety inspections, only verges that constitute part of the footway are considered as “Grassed areas”. It will be necessary to
make a judgement as to whether there are significant pedestrian movements across the verge when assessing response times. However
claims for trips etc. on verges/grassed areas are not unusual and significant defects should be treated seriously and be reported.
Code
Description
Intervention Details
Urban
Category 1
OTHR
Related verge defect
Issue 3 July 2007
Rural
Other
Category
2&3a
Response
Time
Comments
E, D or 5D,
Note defect details
Response as
appropriate
Other
Page 31
Highway Safety Inspections. Code of Practice
4.9
4.9.1
Hedges and trees (Activity code: HT)
General notes
Most overhanging trees are the responsibility of private owners. If they are highway trees, then the highway authority must act to bring the
clearance up to an acceptable standard. In either case, the Highway Superintendent will take the necessary action.
Code
Description
Intervention Details
Urban
Category 1
Rural
Other
Category
1,2&3a
Response
Time
Comments
E
Note defect details
Notify Highway
Superintendent
Notify Highway
Superintendent.
Notify Highway
Superintendent
Other
DANG
Dangerous condition
UNST
Unstable
5D
OVER
Trunk overhanging c’way
creating hazard for high
vehicles.
N
Issue 3 July 2007
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Highway Safety Inspections. Code of Practice
4.10
Debris (Activity code: SC)
4.10.1 General notes
Although cleansing is primarily a District Council function, debris in a traffic lane, particularly on a high-speed road, can be extremely
dangerous, and has been held as being the responsibility of the Highway Authority.
Code
Description
Intervention Details
Urban
Category 1
DBTL
Debris in traffic lane or cycle
track
MUCK Excessive muck in
carriageway or footway
OTHR Other related defect.
Issue 3 July 2007
Rural
Other
Category
1,2&3a
Response
Time
Comments
E
Remove if possible,
otherwise notify
Highway
Superintendent.
Notify Highway
Superintendent.
Note defect details
and notify Highway
Superintendent
Response as
appropriate.
Other
D
E, D or 5D
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Highway Safety Inspections. Code of Practice
4.11
Road Lighting (Activity code: LP)
4.11.1 General notes
Although street lighting is separately inspected, the following defects represent either potentially dangerous defects, or additional information
to assist in the maintenance of the street lighting stock.
Code
Description
Intervention Details
Response
Time
Comments
DAMG Column/other equipment
damaged
EXPW Exposed wiring
E
MISD
Missing door
E
OTHR
Other related defect
E
Notify Street
Lighting Section
Notify Street
Lighting Section
Notify Street
Lighting Section
Notify Street
Lighting Section
Urban
Category 1
Issue 3 July 2007
Rural
Other
Category
1,2&3a
Other
E
Page 34
Highway Safety Inspections. Code of Practice
4.12
Illuminated Traffic Signs and Bollards (Activity Code: SE)
4.12.1 General notes:
Although lit signs and bollards are separately inspected, some of the following defects represent either potentially dangerous defects, due to
the presence of electrical connections, or additional information to assist in the maintenance of the lit sign stock.
Code
Description
Intervention Details
Response
Time
Comments
DAMG Bollard, sign post damaged
E
EXPW Exposed wiring
E
MISD
Missing door
E
MISS
Bollard, illuminated sign
missing at busy locations
Other related defect eg sign
board slipped below 2m
Notify Street
Lighting Section
Notify Street
Lighting Section
Notify Street
Lighting Section
Notify Street
Lighting Section
Notify Street
Lighting Section
Urban
Category 1
OTHR
Issue 3 July 2007
Rural
Other
Category
1,2&3a
Other
5D
E,D or5D
Page 35
Highway Safety Inspections. Code of Practice
4.13
Non-illuminated traffic signs, bollards, marker posts etc (Activity code: SG)
4.13.1 General notes:
The following defects apply to unlit signs and bollards
Code
Description
Intervention Details
Urban
Category 1
OTHR
4.14
Rural
Other
Category
1,2&3a
Response
Time
Comments
E,D or 5D,
Notify Highway
Superintendent
Response as
appropriate
Response
Time
Comments
5D
Make safe within
1day, repair within
5 days
Notify Highway
Superintendent
Other
Miscellaneous defect related
to signs and bollards
Barriers and safety fences (Activity code: BF)
4.14.1 General notes
The following notes apply to all barriers and safety fences
Code
Description
Intervention Details
Urban
Category 1
MISS
Section of barrier or
guardrail missing
OTHR
Related defect eg damaged
and unsafe fencing or
barrier elements
Issue 3 July 2007
Rural
Other
Category
1,2&3a
Other
E, D or 5D
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Highway Safety Inspections. Code of Practice
Appendix 1: Treatment Codes
/AGY
/AMH
/AVH
/CBK
/CDB
/CHT
/CSG
/CVG
/ERA
/ERB
/ERC
/FJT
/FKC
/FLE
/FLP
/IHT
/NHA
/PBA
/PBB
/PBC
/PBD
/PBL
/PCH
/PDR
/PEC
/PET
/PGR
/PGY
/PKA
/PKB
/PKC
/PKD
/PKE
/PKF
/PKG
/PKH
/PKJ
/PKK
/PKL
/PKM
/PKN
/PKP
/PMH
/PMP
/PRA
/PRS
Adjust level of gully grating and frame
Adjust level of manhole cover and frame
Adjust level of valve or hydrant
Clear blocked gully
Clear debris from lane
Cut back hedge or tree
Clear sign
Cut back vegetation
Excavate and reinstate – asphalt
Excavate and reinstate – bitmac
Excavate, reinstate: bit base/asphalt wearing course
Fill joint
In situ concrete, infill to joint
Fill edge deterioration with bitmac
Fill pothole/depression with bitmac
Specialist inspection required
Notify highway authority or agent
Provide 65mm concrete block paving
Provide 80mm concrete block paving
Provide 65mm clay block paving
Provide 80mm concrete block paving
Provide new bollard
Provide new channel
Make safe and provide new door
Provide 150mm x 50mm concrete edging
Provide 100mm x 37mm timber edging
Provide pedestrian guard rail
Provide gully grating and frame
Provide 255 x 125mm, 12.5 deg splay straight. kerb
Provide 150 x 125mm bullnose straight. kerb
Provide 255 x 125mm, 45 deg splay straight. kerb
Provide stone straight. kerb
Provide 255 to 150mm x 125mm, 12.5deg LH straight. drop kb
Provide 255 to 150mm x 125mm, 12.5deg RH straight. drop kb
Provide 255 to 150mm x 125mm, 45deg LH straight. drop kb
Provide 255 to 150mm x 125mm, 45deg RH straight. drop kb
Provide 255 to 150mm x 125mm, 12.5deg LH drop radius kb
Provide 255 to 150mm x 125mm, 12.5deg RH drop radius kb
Provide 255mm x 125mm, 12.5 deg splay radius kerb
Provide 150mm x 125mm bullnose radius kerb
Provide 255mm x 125mm, 45deg splay radius kerb
Provide stone radius kerb
Provide manhole cover and frame
Provide new marker post
Provide alloy roadstud
Provide catseye roadstud
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Highway Safety Inspections. Code of Practice
/PSB
/PSF
/PSG
/PSL
/PSM
/PSN
/PSS
/PST
/RBL
/REW
/RGR
/RLC
/RLE
/RLK
/RLP
/RPC
/RPE
/RPK
/RPU
/RRA
/RRS
/RSF
/RSG
/RVG
Provide safety fence
Provide new sign face
Provide new sign complete
Provide concrete slabs, 600mm x 900mm x 63mm
Provide concrete slabs, 600mm x 600mm x 63mm
Provide natural stone slabs
Provide concrete slabs, 450mm.x 450mm x 70mm
Provide tactile slabs, 400mm x 400mm x 63mm
Repair bollard
Make safe and repair
Repair pedestrian guardrail
Relay existing channel
Relay existing edging
Relay existing kerb
Repair lighting column/other equipment
In situ concrete repair to channel
In situ concrete repair to edging
In situ concrete repair to kerb
Relay paving unit
Relay alloy roadstud
Relay catseye roadstud
Repair safety fence
Repair sign
Repair verge
Issue 3 - July 2007
Page 38
Highway Safety Inspections. Code of Practice
Appendix 2: Legal Background
The two relevant sections of the Highways Act, as referred to in this Code of Practice are as
follows:
Section 41 Highways Act 1980:
“41 Duty to maintain highways maintainable at public expense
(1) The authority who are for the time being the highway authority for a highway
maintainable at the public expense are under a duty, subject to subsections (2) and
(4) below, to maintain the highway.
(2) An order made by the Minister under section 10 above directing that a highway
proposed to be constructed by him shall become a trunk road may, as regards (a) a highway to which this subsection applies which becomes a trunk road by virtue of
the order, or
(b) a part of a highway to which this subsection applies, being a part which crosses the
route of the highway to be so constructed,
contain such a direction as is specified in subsection (4) below.
(3) Subsection (2) above applies to (a) any highway maintainable at the public expense by a local highway authority, and
(b) any highway other than a highway falling within paragraph (a) above or a highway
maintainable under a special enactment or by reason of tenure, enclosure or
prescription.
(4) The direction referred to in subsection (2) above is (a) in a case where the highway or part of a highway falls within subsection (3)(a)
above, a direction that, notwithstanding subsection (1) above, it shall be maintained
by the highway authority for that highway until such date, not being later than the
date on which the new route is opened for the purposes of through traffic. as may
be specified in a notice given by the Minister to that authority; and
(b) in a case where the highway or part of a highway falls within subsection (3)(b)
above, a direction that, notwithstanding subsection (1) above, the Minister is to be
under no duty to maintain it until such date as aforesaid.
(5) Where an order under section 10 above contains a direction made in pursuance of
subsections (2) to (4) above, then until the date specified in the notice given by the
Minister pursuant to the direction, in accordance with subsection (4) above, the
powers of a highway authority under sections 97, 98, 270 and 301 below as
respects the highway to which the direction relates are exercisable by the highway
authority to whom the notice is required to be given, as well as by the Minister.”
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Highway Safety Inspections. Code of Practice
Section 58 Highways Act 1980
“58
Special defence in action against a highway authority for damages for nonrepair of highway
(1) In an action against a highway authority in respect of damage resulting from their
failure to maintain a highway maintainable at the public expense it is a defence
(without prejudice to any other defence or the application of the law relating to
contributory negligence) to prove that the authority had taken such care as in all the
circumstances was reasonably required to secure that the part of the highway to
which the action relates was not dangerous for traffic.
(2) For the purposes of a defence under subsection (1) above, the court shall in
particular have regard to the following matters :
(a) the character of the highway, and the traffic which was reasonably to be expected
to use it;
(b) the standard of maintenance appropriate for a highway of that character and used
by such traffic;
(c) the state of repair in which a reasonable person would have expected to find the
highway;
(d) whether the highway authority knew, or could reasonably have been expected to
know, that the condition of the part of the highway to which the action relates was
likely to cause danger to users of the highway;
(e) where the highway authority could not reasonably have been expected to repair
that part of the highway before the cause of action arose, what warning notices of
its condition had been displayed.
But for the purposes of such a defence it is not relevant to prove that the highway
authority had arranged for a competent person to carry out or supervise the
maintenance of the part of the highway to which the action relates unless it is also
proved that the authority had given him proper instructions with regard to the
maintenance of the highway and that he had carried out the instructions.
(3) This section binds the Crown."
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Highway Safety Inspections. Code of Practice
Appendix 3 Risk Matrix
Risk Matrix for Safety Defect Responses other than Emergencies
Probability of
Incident occurring
Low (1)
Medium (2)
High (3)
Low (1)
1
2
3
Medium (2)
2
4
6
High (3)
3
6
9
Speed and/or level
of traffic
Response Times
Await Planned Maintenance (PM)
5 Day
Day
Notes.
i) The horizontal axis is a measure of the probability of an incident occurring due to the
position of the defect on the highway.
ii) The vertical axis is a measure of the level and speed of vehicular traffic or the level
of pedestrian traffic as appropriate. An indication of the traffic levels is inferred by the
frequency of inspections of streets.
iii) To establish the defect response time, multiply the horizontal axis score by the
vertical axis score and refer to the shaded ‘Response Times’ table
The above matrix should be used as a further guide to inspectors when setting response
times for defect repair. For example: defects that are located away from pedestrian desire
lines, such as close to buildings or street furniture will attract a lower probability score and
response times will be reduced. Similarly, on carriageways where defects are not in vehicle
wheel tracks, such as in the channel or on the centreline, probability scores will be lower and
response times will be reduced. Also, defects in very lightly trafficked areas or where vehicle
speeds are low defect scores will be lower and response times will be reduced.
The matrix is to be applied to all defects located by the safety inspectors. Where response
times are thus reduced to (PM) such defects are deemed to be not actionable and are not to
be recorded. If conditions worsen, they will be recorded during subsequent inspections.
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