Transport Asset Management Plan 2022 – 2027

Some highway related assets are the responsibility of other council departments for maintenance purposes. The assets that are not covered by this TAMP are:

• Scunthorpe bus station
• Barton Interchange (bus station)
• Car Parks
• Public Transport Facilities

The consultation process for LTP3 allowed us to build on the extensive consultation exercises we undertook with the community as part of the LTP2 midterm review. Various community groups and local forums were consulted. The key issues raised as part of this process related to winter maintenance & safety of roads in bad weather and the condition of footpaths. Both issues have been addressed over the early part of the Plan period.

More recently North Lincolnshire Council have taken part in the annual NHT Public Satisfaction Survey. This survey collects public perspectives on, and satisfaction with, Highway and Transport Services in Local Authority areas nationally. It is a unique, standardised, collaboration between Highway Authorities across the UK enabling comparison, knowledge sharing, and the potential to improve efficiencies by the sharing of good practice.

Further consultation opportunities with various stakeholders is planned as we develop the Integrated Transport Strategy.

Additionally, individual highway schemes are consulted on with various stakeholders and their view is often incorporated within the design.

In general terms – members of the public can contact us 24 hours a day, seven days a week, through various formats, to provide any comments on the highway network. All carriageway complaints are monitored through the Confirm Customer Service Database.

As technology developments then consultation methods need to adopt to ensure maximum reach to communities and anyone who come into contact with the highway network.

New highway assets are continuing to be added thereby creating an additional need for maintenance and management. The asset is growing marginally year on year due to the adoption of additional roads into the network and through improvement activities such as traffic safety schemes and construction of new road links.

In addition to this our obligations in relation to the drainage network have been significantly increased as a result of the Flood and Water Management Act 2010. The council are the sustainable urban drainage systems approval body. This allows us to manage more closely the potential impact of drainage issues relating to new development schemes.

Traffic growth is monitored on major and ‘A’ class roads by the Department for Transport. There is clear indication that traffic growth on some parts of the road network greatly exceeds that on others with the greatest growth being on the A160 West of Immingham.

Traffic composition is a major factor affecting the rate of deterioration of our highway infrastructure. Where there are heavy wheel loadings the damage and deterioration of the road surface is much greater. The map below is an indication of the Heavy Goods Vehicle traffic flow on the network.

In addition to the need to consider climate change in terms of maintenance methods and materials used there is also the real issue of impact on the carriageway infrastructure of long periods of very wet or dry conditions. These have a particular impact on roads in the Isle of Axholme, which are constructed on a water sensitive base material which, on drying, shrinks significantly and unevenly. This has the effect of significantly reducing the carrying capacity of the road construction and of creating surface alignments that are not consistent with high or medium speed traffic requirements.

Recycling of road construction material during maintenance schemes is a significant part of our contribution to minimising the impact of highway maintenance issues on the environment.

The council is in the process of producing a Green Strategy which will have an impact on all aspects of what the council does. With this will comes new opportunities and challenges in maintaining and upgrading our highway network.

The Highways Team are committed to improving energy efficiency with a view to contribute towards the council objective to be net zero carbon by 2030.

To deliver this objective we aim to reduce the carbon footprint by:

• Following Highways England Guidance and the DFT Transport Decarbonisation Plan
• Incorporating emissions standards into contracts with suppliers
• Environmental considerations and exploiting “new thinking and technology” wherever possible
• Procurement of low carbon surfacing materials. A shift towards using energy efficient materials such as Warm Mix Asphalt (WMA) will need to become the preferred choice of road surfacing
• Use of reclaimed asphalt
• Greater use of carriageway ‘cold’ recycling techniques
• Source energy from renewable sources
• More efficient working to reduce emissions
• Greater use of longer life maintenance treatment processes
• Using energy-efficient lighting for roadsides and signage
• Planting trees for capturing carbon near major projects
• Transition to green fleet
• Battery powered plant and equipment
• Use LED light sources
• De-illumination of traffic signs where regulations permit
• All capital replacements to be LED where possible
• Encourage Walking and Cycling. We need to do things differently, but at the same time ensure that our way forward does not disadvantage those for whom travel by car is the only practical option

The TAMP is based upon delivery of identified service standards. We measure and monitor performance against the service standards in order to determine if the levels of service being provided match up with customer expectations and are in line with both national and local goals and objectives. Therefore, there is a direct link between levels of service, corporate objectives, LTP priorities and funding levels. Publishing these standards enables everyone to understand what they can expect from our highway assets.

The service standards are given in the TAMP and these are set to deliver a road network that allows our residents to be Safe, Well, Prosperous and Connected. Benefitting from a road network that is as fit for purpose as possible within current funding and resource constraints.

October 2016 saw the introduction of ‘Well-Managed Highway Infrastructure: A Code of Practice’. This document is a new combined version of three previous codes of practice. It is important the TAMP follows the recommendations outlined in the Code of Practice.

The code is designed to promote the adoption of an integrated asset management approach to highway infrastructure management based on establishing local levels of service through risk based assessment.

North Lincolnshire has worked with the East Riding of Yorkshire in producing an area wide document, as recommended in the code, and has brought Hull City and North East Lincolnshire on board. The code is now a live document, as of 28 October 2018.

Our asset management policy, the principles of which are, to:

• Apply asset management systems to manage transport assets
• Publish a Transport Asset Management Plan
• Report achievements and performance annually (outcomes)

The systems used to manage our transport assets are set out in the Highway Asset Management Framework. The framework defines how and when we:

1. Inspect
2. Categorise and prioritise reactive repairs
3. Assess condition
4. Identify and prioritise sites for resurfacing (or reconstruction)
5. Choose the materials used
6. Prepare works programmes
7. Procure and manage works
8. Record and report costs
9. Record and respond to customer contacts

Specific investment strategies have been compiled for the major asset groups of carriageways, footways, structures, street lighting, drainage and traffic signals. Each strategy defines how the target service standards are to be delivered. In particular they address the types of works that are planned and state where a “prevention is better than cure” approach has been adopted.

As of July 2022 the transport asset is valued as shown in the chart below:

Typically assets are carried on local authorities Balance Sheet at their market value, which is known as their current value. For property, plant and equipment, where a market exists, this is based on the estimated market value in existing use. For the Highways Network Asset, there is no market and it is not usually possible to sell the asset. For assets where no market exists, the Accounting Code requires the use of depreciated replacement cost (DRC).

Long Term Cost Prediction modelling enables the authority to understand the relationship between future funding needs and resulting condition / performance levels. The level of complexity of each asset model is dependent on the asset data available and the deterioration mechanism used.

The following outlines the asset investment strategies being developed for each of the main asset groups as part of the TAMP;

For the carriageway asset we are concentrating on a process of surface repair where possible and only using deeper strengthening treatments where the carriageway construction has failed. Examination of condition trends and combining this with local knowledge indicates that our unclassified roads are those that need the greatest attention in the short to medium term. We also need to start investing in our B&C road network.

Alongside the maintenance issues there are a number of carriageway infrastructure development schemes either under way or in the pipe line, these being;

• Carriageway strengthening schemes at C154 Godnow Road, Crowle
• Reconstruction of CU2 Doncaster Road, Scunthorpe. Berkeley Roundabout to Avenue Vivian
• Carriageway improvement – C202 Idle Bank, Wroot
• Resurfacing the A18 Mortal Ash Ebnd Dual Carriageway
• Significant Package of Resurfacing Works via the Council Members
• Carriageway strengthening – South Street, Owston Ferry
• Carriageway Improvement – A1029 Brigg Road, Scunthorpe
• Carriageway strengthening – A159 M180 to Messingham
• Carriageway strengthening – A18 High Levels Bank, Sandtoft
• Carriageway Reconstruction – Highfield Road, Scunthorpe (Hospital to Doncaster Road)
• Carriageway Improvement – A18 Kingsway (Berkeley Roundabout to Glover Road)
• Barton Bypass

Carriageway Maintenance Backlog

Similar to carriageways, we utilise a footway prioritisation system that allows identification of specific elements and sections of the footway network where the condition is below standard.

This information, when allied to use and importance of the sections of the footway network allow us to identify and select those sections of footway that are in greatest need of attention.

Footway Backlog

An independent ‘Annual Engineers Inspection’ (AEI) forms the basis of the footway prioritisation system. Appropriate maintenance treatments are recommended for sections deemed below standard. From the specified treatments, it enables the following maintenance backlog to be calculated.

There is an ambition to expand our offer to the public for a better and more connected cycling and walking network across North Lincolnshire.

As a council, we have a clear strategic focus to enhance our transport offer to the public. The Integrated Transport Strategy sets out ambitions to transform transport networks to connect people, products and places and support the delivery of the Council’s Key Priorities:

• Grow the economy
• Keep people safe and well
• Enable communities to flourish.

With this in mind, there is a desire to promote active travel across North Lincolnshire, with a key element being cycling in the community. By realising these ambitions, there is significant potential to be catalysts in promoting and enabling healthier and more active lifestyles, as well as, sustainable and environmentally friendly means of travel over the council plan period and beyond.

Sustrans National Cycle Route

Route 1 passes some of the UK’s most stunning scenery, running in sections from Dover up to the Highlands of Scotland.

Predominantly rural, the 18km section within North Lincolnshire, runs from Barnetby in the south of the region up to the town of Barton and the Humber Bridge. It is shared with the C159 carriageway.

Route 169 of the National Cycle Network, known locally as the Scunthorpe Ridgeway, travels for 8km, north to south through Scunthorpe and passes through green, open spaces with beautiful views of the Trent Valley.

This route was designed to link communities together, providing better access for everyday journeys to schools, local shops and workplaces.

The Ridgeway forms a spinal route through Scunthorpe, from Manor Park in the south through to Normanby Hall to the north of the town. There are plans to link the Ridgeway to the large neighbouring village of Winterton in the future.

We are currently coming towards the end of a Light Emitting Diode (LED) investment programme. This work is being carried out in conjunction with replacement of lighting units, where this is suitable. This is considerably more energy efficient in reducing maintenance costs.

Current Strategy

The priority in street lighting is to maintain the stock in a steady state and safe condition. In addition, wherever possible, opportunities are taken to invest in the stock to reduce our overall energy consumption.

We have invested in replacement of time expired and faulty lighting columns. This work is being carried out in conjunction with replacement of lighting units, where this is suitable, with modern Light Emitting Diode (LED) units that are considerably more energy efficient and reducing maintenance costs.

Street lighting is maintained in accordance with the recommendations contained within ‘Well-managed Highway Infrastructure: A Code of Practice’.

Cyclic maintenance routes have been established with extended frequencies to match available resources. Data is being collated to support risk based strategy and investment.

It should be noted the lighting stock increases year on year with new developments and highway improvement schemes. There is no increase in funding to support the maintenance of this additional stock.

Reactive Maintenance

The costs for reactive maintenance includes the costs of maintaining street lights, illuminated signs, traffic bollards and school wig wag signs.

Following historic reviews planned service level efficiencies were implemented to align service provision with available budgets. Current service levels are:

• Night time inspections – None
• Repair faulty light – Within 5 working days (dependent on location due to cost associated with traffic management on roads like the A18 Mortal Ash Hill.)
• Cyclic Maintenance – Electrical testing and inspection – as resource permits, (target 6 years)

Planned Maintenance

Capital funding for planned maintenance is aimed at replacing end of life lighting stock and reducing energy consumption. Cyclic structural inspections are carried out on all steel lighting columns in excess of 25 years old. The data from these inspections is then used to prioritise replacements based on condition.

Drainage assets have the problem of some being buried and therefore we may not know exactly what we have, where it is and in what condition it is in. Because of this we are limited to maintaining that which we know about and developing a record of what exists within the highway.

To our knowledge we currently look after,

• 19 Pump Stations however only 3 are NLC assets
• 3 Ponds, 1 dry pond and 1currently going through the stage of adoption to the authority
• 4 Hydrobrakes
• 3 Swales
• 3 ditches (aware of presently)
• 328 Soakaways (approx)
• 22519 Gullies (approx)
• 44680 Manholes and catchpits (approx.)
• 1840km Piped drains (approx.)

We recognise the increased risk of flooding damage and safety issues resulting from water on the carriageway and our plan is to invest in developing a system that more effectively deals with management of drainage issues.

Future Actions

North Lincolnshire Council have contributed significantly to flood risk over the last ten years with many schemes aimed at preventing future flooding to properties within North Lincolnshire.

The Local Flood Risk Management Strategy (LFRMS) was approved in 2016 and published. This document will guide the future flood risk schemes over the next few years. From this document many studies will be required to identify future flood risks.

Since the publication of the LFRMS, the council have carried out approximately 40 major flood alleviation schemes throughout the district. These schemes have ranged from new high capacity highway drainage systems, upsizing of significant ditches and culverts, installation of robust flood banks, strategically placed flood bunds and walls to divert flows, and reshaping/renewing highways to control the flow of water away from properties.

The LFRMS is due for update this year, however EA are currently redeveloping their UK flood models in order to consider the latest data with regards to climate change and it’s effects. It is therefore likely that the existing LFRMS will receive a light touch update this year with a full review of the document likely to take place in 2024 when the latest model data is available.

The Scunthorpe Surface Water Management Plan (SWMP) Phase 3 has been developed for the 3 highest risk locations identified. 4 options have been developed to mitigate flooding for the following 3 areas:

• Scunthorpe General Hospital
• Baldwin Avenue/Ellison Avenue, Bottesford
• Warley Road, Scunthorpe

The proposed way forward is ongoing with Severn Trent Water on what is most economically beneficial and deliverable in the near future.

Our long term strategy with our structures asset is to maintain them such that significant costs do not arise there are instances – as at present – where a bridge on a strategic route is showing signs of distress and requires urgent attention. Currently our main issue is with the A18 railway bridge just to the west of Humberside Airport. This is on a section of the A18 that provides a critical connection between the airport and the strategic road network at Junction 5 of the M180.

In order to deliver this strategy the structures team have a programme of works which includes:

• Maintenance painting
• Safety improvements at high risk bridge sites
• Structural improvements to avoid bridges becoming obsolete
• Replacement of damaged and ineffective expansion joints
• Condition intervention – general maintenance works necessary to prevent further deterioration of the stock.

Current Condition

The current, and historic, condition of the structures stock is demonstrated in the following table. BSCI is the Bridge Stock Condition Indicator which provides an overview of the condition of the bridge stock. BSCI values are published as average values for the stock as a whole and for the “critical” elements of the structures stock. A value of 100 indicates that the entire stock is in good condition and as the index reduces towards zero then the condition also reduces.

*Sample only in these years, not full results.

In line with the CSS Bridge Group document – BCI Vol 3: Evaluation of Bridge Condition.
Indicators, our stock condition value lies between 65 and 84 indicating that the overall condition of our asset is FAIR with the A18 Melton Ross Bridge being in such a condition as to require replacing.

Structures – Major Maintenance Programme (since 2017)

We hold a comprehensive Traffic Signal Inventory which is constantly updated. From this we can develop schemes based on the information obtained. So far we have identified schemes for the oldest asset, most frequently maintained and are currently working towards identifying options for better connectivity and communication between sets of signals to improve traffic flows.

The overall priority is to ensure traffic signal equipment is maintained in a steady state and safe operational condition. In addition, the equipment is operated to minimise delays and to respond to incidents that occur on the highway network.

We have a collaborative working partnership with North East Lincolnshire Council for the maintenance of Traffic Signals.

New technology is being utilised to improve efficiency of operations such as LED signal aspects and above ground detection equipment.

Signalised Junctions and Pedestrian Crossings:

The intention is to replace traffic signal installations at 25 years old due to the deterioration of electrical and structural components.

When an installation reaches 20 years of age it is assessed to determine if:

• a partial refurbishment is required to keep the installation operational for another 5 years
• a full refurbishment is necessary at 20 years
• intervention is required before it is 25 years old

In organising the planned works programme, a one year detailed programme is produced plus a 5 year programme to assist with planning funding requirements and to take advantage of shared projects (e.g. development schemes) to reduce costs.

The assessment of the priorities for future work includes consideration of the asset condition data collected during annual inspections.

In previous years there has been significant growth in the signals stock. There are also existing stock that will be due for replacement over the next few years. In more recent years the economic climate has meant that the stock has remained static as there has been very little increase in new signals. However, it is anticipated that with increased economic activity in North Lincolnshire the stock may increase further adding some pressure to routine maintenance budgets.

Active Travel

Additional Traffic Signal equipment is anticipated as North Lincolnshire looks to promote Active Travel. As part the Councils aim to improve peoples health and wellbeing we will seek to provide more Walking and Cycling facilities throughout the authority.

At present we are not working on a strategy to cover the street furniture assets in the short term.

They are currently being maintained with available funds. A strategy for data inventory collection will be required as this forms part of the Whole Government Accounts and Asset Management Guidance, key topics.

Future funding will now be determined by two methods

• Highways Maintenance Funding Formula (Needs Based Formula) + Incentive Funding
• Internal Council allocated funding

The Department for Transport (DfT) have presented multiyear funding figures. The tables below show this Highway Maintenance Funding Formula along with the possible money available subject to which “Band” North Lincolnshire fits into, for the incentive funding element.

The incentive funding element is produced from a self-assessment ranking questionnaire that is to be presented to DfT on an annual basis. There are three possible “Bands”. North Lincolnshire Council was a “Band 3” at the time of submission for the deadline of March 2022.