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Bedford Borough Council Highways Inspection

Manual

Part 1 – Network Hierarchy & Inspection protocols

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BEDFORD BOROUGH COUNCIL HIGHWAYS SERVICES

Section Content Page

1 Introduction 3

2 Network Hierarchy 4

2.1 Carriageways 4

2.2 Footways 5

2.3 Cycle Routes 7

2.4 Frequency of Inspection 7

3 Highways Inspection Protocols 9

3.1 Safety Inspections 9

3.2 Safety Inspection Records 12

3.3 Highways Helpdesk Customer Reports 12

3.4 Programmed Maintenance 13

3.5 Service Inspections 13

3.6 UKPMS Inspections 13

3.7 SCANNER Surveys 14

3.8 Table of Frequency of Condition Surveys 15

3.9 Skid Resistance Surveys 16

3.10 NRSWA Inspections 16

3.11 PROW Assessments 17

3.12 Council owned surface car parks 18

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1. Introduction 1.1 The Council as Highway Authority is placed under a duty to maintain its highways

by Section 41 of the Highways Act 1980. Section 58 of the Act allows the Council to mount a defence in actions against the Authority if it can demonstrate that it has taken reasonable care to ensure that the highway was not dangerous to traffic having regard to:

The character of the highway and the traffic which was reasonably expected to use it;

The standard of maintenance appropriate for a highway of that character and used by such traffic;

The state of repair in which a reasonable person would have expected to find the highway;

Whether the Authority knew or could reasonably have been expected to know that the condition of the highway was likely to cause danger to users;

Whether warning notices were displayed when immediate repair could not reasonably be expected.

1.2 This manual has been prepared by Bedford Borough Council Highways Services to

assist in satisfying the duty placed upon the Authority, with reference to the current Code of Practice for Highway Maintenance Management, “Well-managed Highways Infrastructure”. It sets out the structure of the assessment and inspection regimes to be followed and gives guidance on the activities to be undertaken as a part of each. It also provides information on intervention levels and processes to be followed. 'Well-managed Highway Infrastructure' supersedes the previous Codes 'Well-maintained Highways', 'Well-lit Highways' and 'Management of Highway Structures'. This was published on 28 October 2016. The new Code can either be adopted straightaway by authorities or they have until October 2018 to adopt a risk based approach.

1.3 The standards and working practices contained herein were adopted between

October 2016 and April 2017.

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2. Network Hierarchy 2.1 Carriageways 2.1.1 The following tables are extracted from the Well-maintained Highways CoP. They

have been adapted from the previous editions of the Code and are intended to be used as a reference point from which to develop local hierarchies. The detailed descriptions relate to the most usual circumstances encountered in the UK.

Table 2.1 Carriageway hierarchy definitions Category of Carriageway

Hierarchy Description

Type of Road General Description

Detailed Description

1 Motorway Limited access motorway regulations apply

Routes for fast moving long distance traffic. Fully grade separated and restrictions on use.

2 Strategic Route Trunk and some Principal 'A' roads between Primary Destinations

Routes for fast moving long distance traffic with little frontage access or pedestrian traffic. Speed limits are usually in excess of 40 mph and there are few junctions. Pedestrian crossings are either segregated or controlled and parked vehicles are generally prohibited.

3a Main Distributor Major Urban Network and Inter-Primary Links. Short - medium distance traffic

Routes between Strategic Routes and linking urban centres to the Strategic Network with limited frontage access. In urban areas speed limits are usually 40 mph or less, parking is restricted at peak times and there are positive measures for pedestrian safety.

3b Secondary Distributor

Classified Road (B and C class) and unclassified urban bus routes carrying local traffic with frontage access and frequent junctions

In rural areas these roads link the larger villages and HGV generators to the Strategic and Main Distributor Network. In built up areas these roads have 30 mph or 20mph speed limits and very high levels of pedestrian activity with some crossing facilities including zebra crossings. On street parking is generally unrestricted except for safety reasons.

4a Link Road Roads linking between the Main and Secondary Distributor Network with frontage access and frequent junctions

In rural areas these roads link the smaller villages to the distributor roads. They are of varying width and not always capable of carrying two way traffic. In urban areas they are residential or industrial inter-connecting roads with 30 mph or 20mph speed limits random pedestrian movements and uncontrolled parking.

4b Local Access Road

Roads serving limited numbers of properties carrying only access traffic

In rural areas these roads serve small settlements and provide access to individual properties and land. They are often only single lane width and unsuitable for HGVs. In urban areas they are often residential loop roads or cul-de-sacs.

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Details of BBC carriageway classifications are held on the Councils GIS system and within the Asset Management System (Insight) as shown below

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2.2 Footways 2.2.1 Footway maintenance standards as with carriageway maintenance standards

will not necessarily be reflected by the road classification, this being determined by pedestrian usage and not the importance of the road in the network. Local factors such as the age, distribution of the population, the proximity of schools or other establishments attracting higher than normal numbers of pedestrians to the area should also be taken into account. As a general guide five broad maintenance categories are recommended for footways as follows:-

Table 2.2 Footway hierarchy definitions Category No Category Name Brief Description

1a Prestige Walking Zones* Very busy areas of towns and cities with high public space and street scene contribution.

1 Primary Walking Zone Busy urban shopping and business areas and main pedestrian routes.

2 Secondary Walking Zones Medium usage routes through local areas feeding into primary routes, local shopping centres, etc.

3 Link Footway Linking local access footways through urban areas and busy rural footways.

4 Local Access Footways Footways associated with low usage, short estate roads to the main routes and cul-de sacs.

* At present no footways in Bedford are categorised as Prestige Walking Zones. Details of footway categorisation are held on the Councils GIS system – as shown below, and on the Councils Asset Management system (Insight)

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2.3 Cycle Routes 2.3.1 Well-maintained Highways introduced additional categories for cycle routes. Category Description

A Cycle lane forming part of the carriageway, commonly 1.5 metre strip adjacent to the nearside kerb. Cycle gaps at road closure point (no entries allowing cycle access).

B Cycle track, a highway route for cyclists not contiguous with the public footway or carriageway. Shared cycle / pedestrian paths, either segregated by a white line or other physical segregation, or un-segregated.

C Cycle trails, leisure routes through open spaces. These are not necessarily the responsibility of the highway authority, but may be maintained by an authority under other powers or duties.

2.4 Frequency of Inspection 2.4.1 Recommended frequencies set out in Well-maintained Highways varied depending upon carriageway / footway / cycle way hierarchy from 1 month up to 1 year:- 2.4.2 Well-managed Highways Infrastructure states that frequencies for safety inspections of individual network sections or individual assets should be based upon consideration of:

category within the network hierarchy;

type of asset, e.g. carriageway, footway, embankment, cutting, structure, electrical apparatus, etc;

critical assets;

consequence of failure,

network resilience;

use, characteristics and trends;

incident and inspection history;

characteristics of adjoining networks elements;

the approach of adjoining Highway Authorities

wider policy or operational considerations

2.4.2 Where asset condition has deteriorated significantly, it may be appropriate to inspect particular assets more frequently than would otherwise be the case.

2.4.3 In Bedford roads categorised as category 3b (*) carriageways, actually carry

lower levels of traffic than that as was indicated in Well- maintained Highways. It is felt that the actual traffic levels on category 3b carriageways in Bedford are closer to the indicative figures given in Well- maintained Highways for category 4a roads. For this reason an inspection interval consistent with category 4a is felt to be more appropriate.

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Table 2.4 (b) Bedford Borough Council adopted inspection frequencies are:

2.4.3 Because carriageways and footways are inspected together, with the frequency

of inspection being set as the more frequent of the two intervals, some units will be inspected more frequently than in these guidelines.

2.4.4 Cycle trails which have a hard surface are also inspected at 6 monthly intervals. Table 2.4 (c) Safety Inspection Tolerances

Frequency of Inspection

1 month 3 month 6 month 1 year

Tolerance +/- 5 days +/– 7 days +/–20 days +/– 27days

Max period between inspections

36 days 100 days 200 days 392 days

Note: all time periods are in calendar days 2.4.5 Council owned surface car parks shall be inspected for safety at the same time

as the adjacent highway. 2.4.6 Where the condition of a highway is known to be liable to rapid deterioration

then additional safety inspections should be considered at appropriate intervals until major maintenance can be undertaken.

.

Carriageway Category BBC adopted safety inspection Frequency

2 Strategic Route 1 month

3a Main Distributor 1 month

3b Secondary Distributor 6 month

4a Link Road 6 month

4b Local 1 year

Footway Category Frequency

1 Primary Walking Zone 1 month

2 Secondary Walking Zones 6 months

3 Link Footway 6 months

4 Local Access Footways 1 year

Cycleways Frequency

A Cycle Lane 6 months

B Cycle Track 6 months

C Cycle Trail 6 months

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3 Highways Inspection Protocol 3.1 Safety Inspections 3.1.1 All routine scheduled Safety Inspections are undertaken by area based highways

officers within the Highways Department. Inspections following customer reports, street works inspections, enforcement activities and to identify programmed maintenance activities may be undertaken separately

3.1.2 Well Managed Highways Infrastructure states that Authorities should determine

the most appropriate way to undertake inspections in order to clearly observe any defects for each asset type. This may include inspections from a slow moving vehicle or, in busy urban areas, and particularly when inspecting footways, walking should be used. Inspection of parts of some cycle routes may be possible by walking or by vehicle as appropriate.

Table 3.1 Safety Inspection methodology is as follows

NB Inspections shown as Driven may be walked depending upon site conditions or if a high level of defects highlighted by records of previous inspections.

3.2.3 Walked inspections should be carried out in accordance with the following requirements:

Reference should be made to Chapter 8 of the Traffic Signs Manual (Part 2 Operations) which deals with slow moving continuous operations such as highway maintenance inspections, road testing and white lining operations.

Carriageway Category Frequency - every Methodology

2 Strategic Route 1 month Driven Carriageways within a 30mph limit shall be

walked once every 12 months. 3a Main

Distributor

1 month Driven. Carriageways within a 30mph limit shall be walked once every 12 months.

3b Secondary Distributor

6 month Driven. Carriageways within a 30mph limit shall be walked once every 12 months.

4a Link 6 month Driven

4b Local Access Road

1 year Driven

Footway Category Frequency Methodology 1 Primary

Walking Zone

1 month Walked

2 (Bituminous) Secondary Walking Zones

6 months Driven

2 (Slabs or modular paving)

Secondary 6 months Walked

3 (Bituminous) Link Footway 6 months Driven

3 (Slabs or modular paving)

Link Footway 6 months Walked

4 Local Access Walking Zones

1 year Driven

Cycleways Frequency Methodology A-C

All 6 months Driven apart from cycleways separate from carriageways which are Walked or Cycled

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The work should be carried out at off-peak times.

Operatives should wait for a sufficient gap in the traffic prior to marking any defects on the carriageway.

Safe gaps in the traffic are only likely to occur in traffic flows of less than 40 vehicles per minute on three-lane carriageways. At least three seconds per lane, or a safe gap of 150 m per lane, should be allowed when estimating crossing times.

Operatives should face oncoming traffic or use a lookout while marking defects.

Where gaps in the traffic are insufficient, operatives should not attempt to mark the defect but instead should estimate the dimensions of the repair.

Inspections carried out on three-lane single carriageway roads should be carried out from the nearside lane at a minimum speed of 30 mph.

Bedford Borough Council requirements for lone working and personal protective equipment must be followed.

Inspections should, wherever possible, be carried out from the footway. The recording of data must be carried out from the footway or other safe place.

In heavy traffic it is essential that marking out be undertaken by two people. The second person will concentrate on safety and be on the lookout for traffic.

Where traffic is very heavy further safety measures may be necessary such as rescheduling the inspection for a time of day when traffic is lighter. In some circumstances traffic management measures may be required.

3.1.4 Driven inspections should be carried out in accordance with the following

requirements:

Driven inspections should be carried out by two people. The driver should not partake in the identification or recording of inspection data or carry out any other activities that may distract from driving.

Checks for vehicle roadworthiness must be carried out before vehicles are used, and vehicle log books should be completed before and after inspections.

Vehicles should be driven at a speed appropriate to road and traffic conditions and suitable to enable inspections to be carried out. For example on derestricted roads at a minimum speed of 30 mph in the nearside lane of the carriageway. The driver should be aware that a slow moving vehicle could be a hazard to other road users

The vehicle should stop or pull up in a layby, or suitable verge area if available, or at a safe location to record or assess defects.

A flashing amber light should be attached to the roof of the surveying vehicle. Vehicles used for inspection will carry “Highway Maintenance” signs and markings on the rear in accordance with Chapter 8.

On a dual carriageway with a hard shoulder, the inspection should be undertaken from the hard shoulder, if this is practicable and safe to do so.

Reflective clothing will always be worn when undertaking inspections.

3.1.5 Highways Inspectors should refer to the Safety Inspection Method Risk Assessment below before commencing any highway inspections.

3.1.6 If the Highway Inspector is in any doubt about how to complete the inspection

and identification of the works required in a safe manner, they should discuss

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the matter with their Line Manager. Table 3.1.7 Safety Inspection Method Risk Assessment

Hazards Identified

Risk Level

People at risk

Controls Comments / actions

Hazards associated with the post of Highway Inspector

Various Inspector and Highway Users

Refer to Chapter 8 Traffic Signs Manual 2009 (Part 2 Operations),and Road (Highway) Maintenance Inspections/Operations document May 2013.

Survey vehicle being driven at low speeds (≤10mph)

Med Inspector and highway users

Vehicle to be equipped with warning amber lamp and ‘Highway Maintenance’ signage displayed on the vehicle.

Vehicular traffic queuing behind survey vehicle


Highway Inspector to monitor build-up of traffic travelling behind, and pull over where safe to do so to allow queuing vehicles to overtake.

Hazard warning lights to be used in addition to flashing beacon when survey vehicle is stationary.

Highway inspector walking and marking out on the highway.

High Inspector and highway users

Inspector to wear reflective clothing, walk towards oncoming traffic and face oncoming traffic when marking out defects. Awareness required of traffic volumes and not to spray-mark defect if site conditions dictate otherwise.

Weather (fog/ heavy rain/snow)


Inspections to be rescheduled to when conditions/visibility has improved.

Lack of forward and rear visibility (brows, bends and dips in the road)

High Inspector and highway users

Highway Inspector to assess whether the survey vehicle can be driven safely at 10 mph

3.1.8 Information on defect identification, categorisation and intervention criteria given in

part 2 of this manual.

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3.1.9 During an inspection, defects may be identified which are not the responsibility of the Council to repair. However, the Council does have a duty of care to highway users. Inspection staff will make every effort to identify the person(s) responsible for the defect and draw their attention to both the defect and their responsibilities. If necessary, appropriate temporary action should be taken to protect the public.

3.1.10 Any defect identified where the person(s) responsible is unknown shall be recorded

and action taken to make the defect safe. Follow up investigations shall then be undertaken to identify the responsible party.

3.2 Safety Inspection Records. 3.2.1 Every inspection undertaken shall be recorded either in the inspector’s notebook or

on a mobile device at the time of inspection. The mobile device records the time of inspection and defect information, which is then down loaded onto the highway asset management system and works ordering systems upon return to the office. Up to January 2015 records from notebooks were similarly entered onto the works ordering system and upon completion of the inspection details entered into the highways inspection books.

3.2.2 If no work is ordered as a result of the inspection the computer system will

automatically record that no orders were created, indicating that no defects were found during the inspection. Similarly, up to January 2015 such details were entered into the highways inspection books.

3.3 Highways Helpdesk Customer Reports 3.3.1 Complaints, reports and requests for maintenance from members of the public and

other stakeholders will be received via the Council's Highways Helpdesk, being allocated a unique reference number. Reports of situations that could be potentially hazardous to highway users will be telephoned directly through to the appropriate Highway Inspector. If any urgent action is found to be necessary then the Highway Inspector will arrange an urgent repair through the Councils Highways Incident Support Unit in accordance with defect identification, categorisation and intervention criteria given in part 2 of this manual.

3.3.2 If no action is to be taken then the Highway Inspector will update the Councils asset

management system and the Helpdesk report.

3.3.3 Assessment and inspection of reports of defects that are not potentially hazardous to highway users may be differed until the next scheduled inspection. In this case the Helpdesk report will be updated with details of the next scheduled inspection and the inspector shall record the issue for future attention. The Helpdesk report will be updated again following completion of the scheduled inspection.

3.4 Programmed Maintenance 3.4.1 Areas to receive programmed maintenance will be determined through a detailed

analysis of the condition data held on the highways asset management system. Records of safety inspections are used as part of this process. Areas where a high level of reactive maintenance has been identified through safety inspections or

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customer reports then the Highways Inspector will notify the Council Highways programme manager who will record the request for programmed maintenance on the Councils scheme request list files and the Asset Register.

3.4.2 Highways Inspection records will also be assessed during the design process for

structural maintenance schemes, at which point the design team will contact the relevant highways inspector to review scheme extents and design.

3.5 Service Inspections 3.5.1 In accordance with advice given in Well Managed Highways Infrastructure These

surveys are related to the asset management regime adopted by the authority to determine programs of work. Any safety defects encountered during service inspections will be assessed and dealt with in accordance with the requirements of the safety inspection regime.

This category also includes inspections for regulatory purposes, including NRSWA, which are also primarily intended to maintain network availability and reliability, and inspections for network integrity.

The Borough Councils Transport Asset Management Plan sets out the frequency and

type of Service inspections which is summarised in sections 3.6 to 3.11 below. 3.6 UKPMS Inspections 3.6.1 UKPMS, the United Kingdom Pavement Management System, is a standard for

computer systems that support the management of programmed maintenance of hard paved surfaces within the highway, and the monitoring of condition and of the need for funding, on local authority road networks. As well as software the UKPMS standard also covers the associated survey techniques, and rules and parameters that allow the systems to be operated in a consistent standard way.

3.6.2 Coarse Visual Inspection (CVI) is intended to be a coarse, rapid survey of carriageway

conditions, usually carried out from a slow moving vehicle, that allows a large part of the network to be assessed each year.

3.6.3 Footway Network Surveys (FNS) is intended to be a coarse, rapid survey, carried out on foot that allows a large part of the footway network to be assessed each year.

3.6.4 In many authorities UKPMS Visual Inspections were initially carried out for a single

purpose, to produce performance indicators required by the government. In order to make the maximum use of these surveys Bedford Borough Council extends this to include in addition:

To support and audit decisions about how, when and where to carry out maintenance schemes.

To target areas for other programmed maintenance.

To determine a required level of budget and investment over time in order to maintain or achieve a required level of service or network condition (lifecycle planning)

To assess the future implications of current / proposed levels of funding, to

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support the development of Asset Management Planning for our Highways.

To assist in the calculation of the highway asset valuation for Whole Government Accounting.

3.6.5 From 2004/05 the BVPI for A roads required data collected using machine type survey of the whole network. This survey was changed to a SCANNER survey (Surface Condition Assessment of the National Network of Roads) from 2005/06 with a requirement to survey 100% of the network. From 2005/06 the BVPI for non- principal classified roads was also be based on SCANNER surveys. From 2008/9 the indicator for unclassified roads was deleted from the national indicator set but continues to be produced using CVI data for benchmarking purposes.

3.6.6 From 2011/12 NI168 (Principal Roads) and NI169 (Non-principal Classified Roads)

are no longer required to be published although the condition data for these classes of the road network are still required as part of the governments single data set to be provided by local authorities.

3.6.8 CVI surveys will therefore; continue to be undertaken on all classes of road in order

to:

Evaluate long term trends in network condition

Provide data for scheme prioritisation

3.6.9 CVI and FNS surveys will be carried out at 4 year cycles. The CVI and FNS data is used to report a local performance indicator.

3.7 SCANNER Surveys 3.7.1 SCANNER surveys are traffic speed surveys that collect data on transverse and

longitudinal profiles, texture and cracking. These surveys were required to be undertaken on all classified roads (A, B and C) from 2005/06 in order to produce national performance indicators. These indicators are no longer required nationally, but are used locally to monitor performance, works identification and support highway asset valuation.

3.7.2 The surveys identify lengths of road where the surface condition is deteriorating. The

survey will not identify structural deterioration until it is evidenced through wheel- track cracking and rutting.

3.7.3 SCANNER data reports the condition of individual short sections of carriageway using

the RED / AMBER / GREEN traffic signal warning system with the RED lengths of road contributing to the NI. Levels of Green condition are also reported as a local indicator.

3.7.4 SCANNER surveys have a part to play in identifying the lengths of the network that

need treatment. The structural surveys provide data on which to design the remedial treatment.

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3.8 Table of Frequency of Condition Surveys

Road category A

% intended Direction

Actual %

completed

2011/12 100% forward direction 96.4

2012/13 100% reverse direction 97.9


2014/15 100% reverse direction

2015/16 100% forward direction


Road category B


Actual %

completed

2011/12 100% forward direction 98






Road category C


Actual %

completed




2014/15 100% both directions



Road category U/C

% intended Network areas

Actual %

completed

2011/12 25% quarter ? 25

2012/13 100% all 83

2013/14 0% none 0

2014/15

2015/16

2016/17

SCANNER SURVEY - 2 year

total coverage cycle





CVI SURVEY - 4 year total

coverage cycle

Planned and Completed Condition surveys

Scanner and CVI network %age surveyed

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3.9 Skid Resistance Surveys 3.9.1 Currently annual programmes of SCRIM (Sideway-force Coefficient Routine

Investigation Machine) surveys are undertaken mainly on the classified road network although unclassified local distributor roads are also included from time to time. The aim of the programme is to:

Survey the Principal Road Network and B class roads at 3 yearly intervals.

Survey a selection of C class and unclassified distributor roads annually with the selection of sites made on a basis of risk assessment taking into account reports from inspection and assessment staff, site configuration, and traffic use.

3.9.2 Individual incident reports are investigated on an ad-hoc basis with surveys undertaken

either by Grip-tester machine or manual pendulum testing as is most appropriate for the site being investigated.

3.9.3 Survey results are reported against the Highways Agency investigatory levels which

are triggered on the survey report from changes to road characteristics. 3.9.4 Early life skid resistance is not monitored on a routine basis; however, surveys have

been undertaken on a range of SMA materials used in Bedford. Occasional testing of new sites continues to ensure that the typical values so identified for early life skid resistance are continuing to be achieved.

3.9.5 Skid resistance is influenced by surface texture and texture depth is an output from

SCANNER surveys. Skid testing results shall be correlated with output from SCANNER to identify priority sites where low / marginal skid resistance coincides with low texture depth.

3.10 New Roads & Streetworks Act (NRSWA) Inspections 3.10.1 Bedford Borough Council delivers its duties under NRSWA legislation through the

administration of the East of England Permit Scheme (www.eastofenglandpermitscheme.co.uk)

3.10.2 The procedures for dealing with all aspects of inspections under the Permit

Scheme, with the exception of those related to overrun charges under Section 74 of NRSWA and permit condition checks, will reflect the procedures set out in the current Code of Practice for Inspections. The three types of inspections used within the Permit Scheme include:

Sample Inspection

Defect Inspection

Investigatory Inspection

http://www.eastofenglandpermitscheme.co.uk/

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3.10.3 Inspections under the Permit Scheme will follow the sample inspection methodology for assessing and carrying out all category A, B and C inspections which are those that are:

Undertaken during the progress of the works;

Undertaken within the six months following interim or permanent reinstatement; and

Undertaken within the three months preceding the end of the guarantee period.

3.10.4 In addition, inspections under the Permit Scheme will include processes for dealing with any defective signing and guarding and for reinstatements; improvement plans; together with any costs that may be recoverable, e.g. sample inspections fees from the Promoter.

3.10.5 Section 74 inspections are related to works that should have been completed by a

due date or have been notified as having done so. Bedford Borough Council run an overrun charging scheme alongside the Permit Scheme under Section 74 of NRSWA as set out in section .20 East of England Permit Scheme.

3.10.6 Adhoc inspections are carried out to check for compliance with any permit conditions

required under any particular permit, which are not included in any other inspections procedures.

3.11 Public Rights of Way Assessments 3.11.1 These assessments are undertaken by the Rights of Way Officers within Highways. 3.11.2 A general assessment of public rights of way is undertaken at intervals of 30 months.

This allows for the season of inspection to change between each assessment so that any seasonal problems are progressively identified.

3.11.3 As well as the identification of maintenance issues the inspections allow for the

calculation of the Rights of Way Performance Indicators. To enable this assessments are undertaken using a standard survey format produced by the Countryside Agency and ADEPT.

3.11.4 The surfaces of ROW vary a great deal in their nature and materials. As a general

rule the surface will be maintained in a manner appropriate to its construction using materials as closely matching as possible those used in its construction or in former maintenance.

3.11.5 Paths surfaced with unbound materials and earth paths will require the exercise of

discretion on the part of the inspector in judging whether the surface is potentially hazardous or in need of repair. Surfaced paths, particularly in an urban setting, should be maintained as if they were adopted.

3.11.6 The Council is under a duty to sign all PROW where they leave a metalled road.

Waymarks or additional signs may be erected anywhere along the route where they would be of assistance to users who are unfamiliar with the area.

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3.11.7 Defect identification, categorisation and intervention criteria given in part 2 of this manual.

3.12 Council Owned surface Car Parks.

3.12.1 The safety inspection of Council owned surface car parks covered by an off street parking places order and excluding those at country parks or on amenity land, shall be undertaken at the same time as that of the adjacent highway. The intervention levels for surface defects will be as for carriageway defects in the car park area and for footways in any pedestrian only areas.

3.12.2 If required to clearly record the location of the defect then a photograph of the

location shall be taken and attached to the inspection record. 3.12.3 Any potential safety issues relating to barriers or furniture, or instances of general

deterioration needing more extensive repair or replacement shall be reported to the Councils Estates Management or Parking Services departments as appropriate.

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