TECHNOLOGICAL INSTITUTE OF THE PHILIPPINES

938 AURORA BOULEVARD, CUBAO, QUEZON CITY

CE 400
HIGHWAY ENGINEERING

REPORT NO.1
PLANNING OF HIGHWAY
SYSTEMS & FACILITIES

REYES, PAUL CYRUS A.

1) HIGHWAY ROAD PLANNING
Why Highways Are Improved and Constructed?

Improving an existing highway is preferred to the constructing a new one. Highways are
improved to meet general traffic needs, to eliminate or reduce negative impacts caused by
traffic or when changes in land use so require.

A new highway shall be constructed when the existing highway network no longer meets the
requirements of traffic or land use, and these requirements cannot be satisfactorily met or
eliminated through road improvements or other transport system develop Road Planning
Process, or the negative impacts caused by traffic cannot be reduced enough.

Reasons to improve existing highways and construct new ones include the following:

• Increased mobility/travel due to residential, work place and service developments.

• Requirements better serve the transport needs of industrial and commercial activities.

• Increasing mobility during working hours and free time and growth of the car fleet.

• Need to make highways safer and reduce negative impacts on the environment caused by
traffic.

• Aim to improve pedestrian and bicycle traffic conditions, and the use of public transport.

• Aim to improve traffic mobility.

2) ROAD MAINTAINING PLAN

As Part of Road Network Management Road planning is part of community planning. It is part
of a planning system in which plans for traffic, land use and areas are all integrated. Co-
operation is therefore necessary between the different parties involved in planning.

Road maintaining and planning involves planning of maintenance, upkeep and development of
the highway network. It is based on goals set by the Ministry of Transport and Communications,
resulting in plans and programmes to achieve these goals. These in turn direct actions within
different segments, such as the planning of road projects.

Road management programmes are drawn up in co-operation with the other parties involved in
community planning. There are programmes with three time scales: long-term plan (LTP, 10 to
30 years), operational and financial plan (OFP, 4 years) and an annual implementation plan
based on the state budget. Major road network development projects are drawn up in a
centralized manner, with Parliament making implementation decisions during budget debates.
Other road projects are drawn up in the regional Centers for Economic Development, Transport
and the Environment. Co-operation is necessary between the different parties involved in
planning.

SAMPLE OF ROAD MAINTENANCE PLAN:

3) THE PHASES OF HIGHWAY ROAD PLANNING

The planning of highway road projects is a process becoming more detailed stage by stage. At
each stage, the level of planning accuracy and decision making is adapted in accordance with
land use planning.

The planning process has four stages: feasibility study, preliminary engineering planning, final
engineering planning and construction planning. In minor road projects with limited impacts,
planning and decision-making stages can be combined.

When a new highway or the improvement of an existing highway is planned, the planning must
be based on a land use plan meeting the requirements of the Land Use and Building Act.

• At the feasibility study phase, the necessity and timing of road projects are studied at the
same approximate planning level as the regional land use plan and the local master plan.

• Preliminary engineering planning corresponds to land use planning on the level of a local
master plan or a local detailed plan.

• Final engineering planning is planning at the same level of detail as local land use plans.

• Construction planning is related to the implementation of a road project and is performed

before and during construction.
4) FEASIBILITY STUDY ON HIGHWAY PLANNING
Planning a transport system involves interactive planning of land use and traffic. Thus, a
framework is created for the arrangement of different traffic modes and land use. Planning
generates traffic policy objectives and goals, network plans for different traffic modes,
implementation strategies for the system and assessments of the impacts. More detailed plans
for pedestrian and bicycle traffic, public transport, parking etc. are made when needed.
Transport system plans have been drawn up for many urban areas and some provinces. In
smaller urban areas, the planning emphasis is usually on traffic network planning. For various
purposes, feasibility studies can have different names and content. The most common project-
specific feasibility studies are the development study, needs assessment and
development/action plan.

The starting points of a feasibility study are existing land use and current road and traffic
conditions. Societal development causes changes in travel needs and traffic conditions. These
changes are examined during the feasibility study phase and the actions required to meet the
goals set for the development of traffic conditions are planned.

The outcome of the feasibility study is a project or several projects for which preliminary
examinations have been conducted of possible alternative actions, including the related
impacts and costs. During the feasibility study, the need for interaction varies according to the
nature of the project. Participation by municipalities and regional councils are usually
emphasized during co-operation.

SAMPLE OF FEASIBILITY STUDY:

The decision to begin planning can be made based on the feasibility study. Such a decision
consists of the road authority’s statements concerning the necessity, timing and further
planning of development actions. Actions deemed necessary proceed for further development
and implementation. The related timetables are determined according to the funding available.

Outcomes of feasibility studies:

• Goals

• Alternatives

• Approximate actions

• Preliminary impact assessments

• Cost forecasts

At the feasibility study phase, the necessity and timing of road projects are studied at the same
approximate planning level as the regional land use plan and the local master plan.
5) PRELIMINARY ENGINEERING PLAN ON HIGHWAYS
Preliminary engineering planning determines the approximate location of the road, the road’s
connections to the existing and future road network and land use, basic technical and traffic
solutions and the principles underlying the prevention of negative impacts to the environment.
Planning is performed at a level of detail which ensures that the plan is technically, financially
and environmentally feasible. When legislation requires an environmental impact assessment
(EIA), the road project’s environmental impact is assessed according to the Act on
Environmental Impact Assessment Procedure during the preliminary engineering planning
phase.

The approval decision is made on the preliminary engineering plan. The project can then be
included in near-future implementation programmes (the Finnish Transport Agency’s operating
and financial plan, the programmes of the Centers for Economic Development, Transport and
the Environment).

The location and quality of the highway and the highway’s impacts on people’s living conditions
and the environment are determined in the preliminary engineering plan; this phase has the
most important effect on the road project. An approved preliminary engineering plan may limit
other construction activities and impose an obligation on the road authority to expropriate
areas. In general, principles approved in the preliminary engineering plan are usually no longer
discussed in the final engineering planning phase. Customarily, when the final engineering plan
is eventually submitted for processing, solutions already approved in principle are no longer
subject to change through objections or appeals.

SAMPLE OF PRELIMINARY ENGINEERING PLAN:

Outcomes of preliminary engineering planning:

• Approximate location of the road

• Basic traffic and road engineering solutions

• Principles underlying the landscaping of the road side and the handling of green areas

• Principles underlying the prevention of negative impacts on the environment

• Impact assessment

• Cost estimate

• Target timetable and stages of construction

Impacts of the Road Project

The impacts of the road project are assessed in all planning phases when alternatives are being
decided upon, compared and chosen. Such assessments are considered in the final preliminary
engineering plan and when making decisions on further planning.

Impact assessment requires many-sided co-operation between road planners, municipalities

and environmental authorities, and experts in various fields. The Act on Environmental Impact
Assessment Procedure is always applied in motorway and semi-motorway construction
projects, and when a project entails the construction of a continuous road over 10 km in length
and with four or more traffic lanes (also applies to realignment and widening projects).

The Act is also applied in individual cases when the EIA coordinating authority so separately
decides in the case of road projects which are likely to cause a negative environmental impact
of a significant level and extent.
6) FINAL HIGHWAY ENGINEERING PLAN
Final engineering planning determines the precise location of the highway, areas required for
the highway, intersections of highways and private roads and solutions for other road
connections, solutions for pedestrian and bicycle traffic and public transport, and other detailed
solutions such as measures necessary to the prevention of negative traffic impacts.

The final engineering plan settles all issues directly affecting land owners and other parties
concerned; interaction is focused on issues to be agreed with them.

The approval decision is made on the final engineering plan, allowing the road authority the
right to take possession of the area required for the highway. It is sometimes necessary to make
a revision plan to an approved final engineering plan.

This process is similar to the original plan, unless the impact of the change is so minor that
agreement with real-estate owners is sufficient. Once financing has been ensured, highway
construction can be started.

Outcomes of final engineering planning:

• Precise road area

• Detailed solutions

• Cost estimate and possible division of costs

SAMPLE OF FINAL ENGINEERING PLANNING:

7) HIGHWAY CONSTRUCTION PLANNING
Construction planning belongs to the road construction phase and covers the drafting of the
documents required for construction. In many cases, the contractor is often responsible for
drawing up the construction plan.

Within limits of the final engineering plan, interaction between road constructors and
landowners and other concerned parties continues throughout the entire planning and
construction phase.

In minor projects, the final engineering and construction planning phases can be combined.
Compensation is paid for any damage caused to external property during final engineering or
construction planning and construction.

Construction planning is related to the implementation of a road project and is performed

before and during construction. In different phases of the planning process, alternatives are
reduced as road planning becomes more accurate.

As the process progresses, planning can be more and more focused. For the public and other
parties to the planning process, it is important to participate in the planning at the right time.
Planning can also be interrupted, if sufficient reasons no longer exist to continue the planning
process.

SAMPLE OF CONSTURCTION PLAN:

8) INTERACTION PLAN ON HIGHWAY
Road planning is interactive co-operation in all phases of planning.

The parties, scope and content of interaction depend on the planning phase and the nature of
the project:

• At the feasibility study phase, the main focus is on co-operation between organizations

• During the preliminary engineering planning phase, the co-operating parties include
municipalities, regional councils, environmental authorities and other planning organizations,
land owners, local residents, entrepreneurs and various civic organizations. Extensive
interaction is especially important during preliminary engineering planning in particular, since
the most important basic project solutions are decided in this phase.

• During the final engineering planning phase, the interaction mostly deals with details and, in
addition to the municipalities; the parties include the land owners, residents and entrepreneurs
in the vicinity of the road. Interaction

This interaction allows stakeholders, parties concerned and citizens to participate in and affect
planning, while interaction also serves as a means to obtain information required for planning.
The goal of interaction is to find solutions which are acceptable to all parties involved in
planning.

The earlier the interaction begins during the planning phase, the better the results achieved. In
this way, it is easier to consider various proposals and viewpoints.
9) ADMINISTRATIVE PROCESSING OF HIGHWAY ROAD PLANS
Statements and opinions are requested from various parties on the solutions identified during
planning and on the proposed plan, to form the basis for decision-making during the
administrative processing of the plans.

The Administrative Processing of Road Plans

The Finnish Transport Agency approves preliminary and final engineering plans. For particular
reasons, the Finnish Transport Agency may transfer the plans for approval by the Ministry of
Transport and Communications, which also approves plans concerning the discontinuation of a
road. The plan formed during the planning and the administrative process does not always
satisfy everyone. For this reason, it is possible to appeal against a decision to approve a
preliminary or final engineering plan, to an administrative court and/ or the supreme
administrative court.
10) CO-OPERATION PLAN
The starting point of road improvement and construction is to promote the possibilities for
travel and transportation, while increasing traffic safety and making the travel environment
more pleasant. The pros and cons of the road project are weighed up during the various
planning phases, in order to identify solutions which allow the goals to be achieved as
economically as possible. You can participate in achieving a good result by bringing up
important issues during planning. The announcement of the planning phase is usually publicly
notified in newspapers, including information on the subject of the planning, as well as the
parties and persons responsible for planning.

In many cases, information on larger road planning projects can also be found in newspaper
articles and the websites of the Finnish Transport Agency and the Centre for Economic
Development, Transport and the Environment.

You can affect planning through the following:

• Personal discussion with the planners.

• Contacting municipality officials and decision makers (usually members of the co-operation
groups).

• Active participation in associations, organizations etc. representing your interests.

11) HIGHWAY MODULE CONCEPT PLAN
For the highway cost model to be an effective decision tool it must be capable of making rapid
investigations of many alternate geometric standards, pavement designs and maintenance
strategies.

To do this economically, the model must be designed for use with a computer. Further, the
simulation routines and iterative nature of the analysis process is not practical outside of a
computer environment.

The highway cost model will consist of a number of separate sub-systems or modules which are
structured to interact with one another through instructions from a main program.

These modules can include the following:

1) Main program module

2) Input module
3) Construction quantities module
4) Road deterioration module
5) Maintenance module
6) Vehicle performance module
7) Cost module
8) Output module
12. URBAN HIGHWAY PLANNING TRANSPORTATION

Transportation is a way of moving of people or things from one place to another by any mean.
The progress of a country is judged by its transportation system. The transportation problem
touches on almost every phase of modern life i.e.

Continuing referred to the need to periodically reevaluate and updates transportation plan.
Comprehensive was defined to include the basic 10 elements of a planning process for which
inventories and analyses were required:

 Economic factors affecting development.

 Population.
 Land use.
 Transportation facilities including those for mass transportation.
 Travel patterns.
 Terminal and transfer facilities.
 Traffic control features.
 Zoning ordinances, subdivision regulations, building codes, and the like.
 Financial resources.
 Social and community-value factors, such as preservation of open space, parks, and
recreational facilities; preservation of historical sites and buildings; environmental
amenities; and aesthetics.
13. HIGHWAY PLANNING IN A RURAL STATE
The Highway Planning Surveys as originally constituted consisted of three principal activities:
Road Inventory. Traffic Survey, and Financial Survey.

Road Inventory
To this activity was assigned the responsibility for mapping all roads open to public travel in the
State and tabulation of such additional Information as would determine the adequacy of the
facilities for present and probable future traffic.

This information included width and type of surface; locations and dimensions of bridges; and
location of all rural dwellings, schools, churches and other improvements or developments that
might be the origin or destination of traffic. Drainage areas, corporate limits of cities and
villages and boundaries of parks and other reservations are also shown on the maps.

Traffic Survey
The purpose of the traffic survey was to determine the amount of traffic on all roads and to
classify the traffic by vehicle types and sizes. Origin and destination studies were made and
traffic trends and behaviors that would be significant with respect to future traffic were noted.

Financial Survey
The purpose of the financial survey was to ascertain tax levies, tax collections and expenditures
by purposes over a considerable period. Special studies were made of highway costs, highway
life and such other related information as would provide for determination of the probable
future costs of adequate highway facilities.
14. FACILITIES ON HIGHWAY PLANNING
The process by which new highways and other transportation facilities along with the
improvements to the old facilities are systematically designed, adequately tested, and their
future construction is properly programmed is called Urban Highway Planning. It can also be
defined as:
 
1. Collect information on performance
2. Identify existing and forecast future system performance levels
3. Identify solutions regarding highways is called “Highway Planning”.

Highway planners must continually be aware of the heavy responsibilities they bear. Thus in
preparing schemes for a single highway or complicated highway network, care must always be
taken to ensure that:
 Project is not treated in isolation
 
 It must be treated as an integral part of whole Transportation System Entire planning process
should be regarded as a definite step in the advancement of environmental progress and not
just as a concrete attempt to relieve congested traffic conditions.

Why urban facilities on Highway Planning are necessary?

Urban facilities are essential due to following reasons:
 Increase in population
 Growth of number of vehicles
 Increase in use of vehicles
 Density of growth in different areas
 Existing state of highway systems
15. ESTIMATION PLAN OF HIGHWAY DURATION ON THE BASIS OF
ANTICIPATED PROJECT COST, PROJECT TYPE, AND CONTRACT TYPE.
At the planning phase of project development, highway agencies seek to estimate the time
duration of project implementation for purposes such as construction planning, contract
administration, and work zone impact assessments.

This paper investigates the estimation of highway project duration on the basis of variables
known at the planning phase such as planned cost and project type, and contract type. Project
types are pavement construction, rehabilitation, maintenance, traffic facility installation, and
bridge construction.

The contract types considered are fixed-duration and fixed-deadline contracts. Using a variety
of model specifications, the paper presents mathematical relationships between highway
project duration and the magnitude of the planned cost and project type, and contract type.
The paper shows that all other factors remaining the same, the duration of fixed-date deadline
contracts generally exceed that of fixed-duration contracts; and higher levels of planned cost
translate non-linearly into greater project duration.

The developed models can help project administrators provide improved estimates of project
duration and thus could help reduce project time delays. Also, the models are useful in
forecasting work zone durations, a key aspect of work zone user cost estimation.
16. FUNCTIONS OF HIGHWAY PLANNING
Working out with the quantities required to cover the total scope of project for preparing the
Project completion schedule

In simple terms planning in construction involves: What to do, When to do, How to do.

Highway Planning includes many functions like preparing daily, weekly and monthly schedules,
working out resource requirements to achieve the planned targets, budgeting etc. which
mandates knowledge of quantity survey. You can only plan the activities when you know how
much time and quantity it takes to complete the preceding activities. Once you have sufficient
experience in the field of quantity survey, you will be comfortable planning the activities at site.

Highway Planning in Construction Project mainly involves:

Working out with the quantities required to cover the total scope of project for preparing the
Project completion schedule using Project Management tools like MS Project/Primavera and
get them approved by the Project Manager for preparing the Budget Work plan for the year
under consideration; Preparation of Monthly & daily work plans and progress reports;
Analyzing the Direct & Indirect cost overruns, shortfalls, and prepare Profitability report;
Preparation of monthly “Daily Progress Reports Vs Interim Payment Certified reports”, Monthly
Work In Progress statements; Preparing the bill collection plan from the client; Coordinating
with the site execution team for preparing monthly procurement schedules for major materials,
building materials, special materials and tools as per the work plan; Monthly Reconciliation of
major materials.

Monitoring of procurement and follow-ups to get the required materials in time; Identifying
the BOQ deviated items and giving the inputs to contracts department for preparing the claims;
Creation of Purchase requisitions and purchase orders for sub-contractors / PRW contractors;
Micro Planning: Item wise planning for all the activities involved in the project.
17. HIGHWAY NETWORK PLANNING
Present situation of road networks in Tokyo:
A large number of trucks freely enter narrow streets located within the residential area and the
Central Business District (CBD) of Tokyo. This is because there is no truck entry regulation in
Tokyo which shows a lack of effective transport planning (Figure 15 and 16). Figure 15 Trucks in
residential areas Figure16 Trucks in the CBD of Tokyo

PLAN: Improvement plan for the road network

The existing road network can be improved through measures which include optimization of
traffic cells, truck routes, and separation of freight from person trips (Figure 17). Truck routes
are designated travel ways for trucks to improve their transport by avoiding obstacles such as
congested areas. The separation of freight from person trips aims to prohibit trucks entering
particular routes on certain hours of the day in order to transfer the movement of trucks to
non-congested roads or different time periods such as off-peak times.
18. LOADING FACILITIES AND DISTRICT PLANNING ON HIGHWAYS
Present situation of loading facilities:
There are a number of on-street loading/unloading and parking vehicles in Tokyo’s busy
districts. This is due to inadequate truck parking and loading/unloading facilities (Figures 18
and 19).

PLAN: Improvement plan for loading facilities

District planning which often involves improvement of loading facilities can be supported by
hard and soft countermeasures (Figure 20). Examples of planning for district logistics are land-
use zoning and building planning. Examples of hard countermeasures are the provisions or
construction of parking and loading/unloading facilities, while examples of soft
countermeasures are application of cooperative deliveries, and setting of parking regulations
and speed limits.
19. ROAD ASSET MANAGEMENT PLAN (RAMP) ON HIGHWAYS
1. Purpose of the plan
The Road Asset Management Plan (RAMP) has been prepared to provide an understanding of
Council’s road assets and concepts for their sustainable provision and provides a tactical
approach towards achieving a cost-effective solution that meets Council’s strategic goals in the
long-term.

It is the intention that this plan will be updated tri-annually. The main purpose is to enact
Council’s Asset Management Promise to “Ensure that the physical assets of the City are
managed effectively to balance both the short and long term objectives of the community”. The
RAMP is also a tool for determining how current expenditure (for the assets considered)
compares to required expenditure, for the purpose of minimizing the renewal gap for long-term
sustainable management of the assets.

2. Anticipated Benefits of this plan

The development and implementation of the RAMP is expected to provide benefits including:

• An opportunity to clarify key management objectives relating to road infrastructure

• An opportunity for managers and key stakeholders from a variety of perspectives to
identify and agree on problems and priorities
• An opportunity to raise the profile of road infrastructure as a strategic asset of the
Council
• A clear programme of action with identified targets against which implementation can
be measured and resources co-ordinate
• An effective communication tool for use throughout the Council
• Providing a framework for establishing priorities which can most directly support the
Council’s objectives for the users and improve the performance of the road network
20. LIFECYCLE MANAGEMENT PLAN ON HIGHWAYS

Lifecycle management plan outlines the current processes to plan, manage, operate, renew and
replace highway road assets at the City Council. It also highlights the expected future
expenditures required to manage these assets long term. Planned and effective maintenance
makes better use of existing infrastructure. It can deliver greater efficiency, safety and longevity
of the existing network and delivers considerable savings, including deferring some upgrading
costs.

Effective maintenance is crucial to providing a highway network at the lowest overall cost for
the life of the asset. While timely maintenance can extend the life of the road, inadequate,
Ad-hoc maintenance can lead to deterioration and expensive repairs. The Life Cycle
Management Plan is the foundation of the RAMP. It represents the consolidation of the analysis
of infrastructure needs in preparation for financial forecast development.

Factors that influence lifecycle costs include the state of the assets with respect to:
• Condition
• Performance
• Maintenance requirements
21. HIGHWAY INFRASTRUCTURE ASSET MANAGEMENT PLAN (HIAMP)

The Highway Infrastructure Asset Management Plan (HIAMP) sets out the asset management
strategy and plan; it is a key requirement for securing future highway maintenance funding.

The Highway Infrastructure Asset Management Guidance Document identifies the requirement
for the production of a Highway Infrastructure Asset Management Plan (HIAMP) in order for
Authorities to embed the required principles in their working practices.

The principle of Policy, Strategy & Plan, whereby the HIAMP follows a clear line of sight from
the local and national policies that shape the future direction of the County Council, via the
strategies we will employ to meet these polices and what this means for specific assets and
their corresponding performance data.

• Policy - Local policies such as NCC’s Strategy Plan, Service Plan, the Local Transport Plan, and
the Highway Network Management Plan plus national legislation and policies such as The
Highways Act 1980 and the Code of Practice documents, Well Maintained Highways, Well Light
Highways and Management of Highway Structures.

• Strategy - This is the bulk of the document and demonstrates the steps being taken in
Nottinghamshire to meet the 14 recommendations in the Highway Infrastructure Asset
Management Guidance Document produced by the UK Roads Liaison Group.

• Plan - The Asset Management Plans for specific assets namely: Carriageways, Footways &
Cycle ways, Structures, Highway Lighting & Traffic Management Systems and Drainage.
22. STRATEGY MAINTENANCE OF HIGHWAY PLAN

EXECUTIVE SUMMARY

The North Yorkshire Highway Maintenance Plan has been developed to conform to the
recommendations set out in the national ‘Well-maintained Highways Code of Practice for
Highway Maintenance Management’ published in July 2005 and founded on the key principles
of Best Value and continuous improvement.

STRATEGY
This sets the scene through identifying the vision, goals and values of the County Council insofar
as they relate to transportation in general and highway maintenance in particular, and with
reference to ‘Well-maintained Highways Code of Practice for Highway Maintenance
Management’. Policy Framework – this encompasses the key Best Value requirement for policy
integration by linking the Council’s aspirations and strategic objectives to the Government’s
transport policy contained in the ’Ten Year Plan for Transport’.

This is more comprehensively considered in the North Yorkshire Local Transport Plan within
which highway maintenance has a significant contribution. Delivery of these objectives and
policies will be underpinned by a risk management strategy.

A process of Comprehensive Performance Assessment using reviews and the use of Best Value
Performance Indicators is currently used to appraise performance.

Legal Framework – this reviews the current primary legislation that stipulates the legal
requirements for highway maintenance.

Maintenance Strategy and Hierarchy – this comprises the strategy elements of a detailed
inventory, a defined hierarchy and policies and objectives linked to maintenance activity types
and categories. The hierarchy is the foundation of the strategy and is fundamental in
determining policy priorities. However, in order to operate effectively, the strategy should be
supported by a comprehensive management system, the level of which is determined by the
extent of the defined inventory. Moreover, the Council is committed to the adoption of the
United Kingdom Pavement Management System (UKPMS) and the type of survey regime
approved will determine how future maintenance strategies are supported.
23. STANDARD MAINTENANCE OF HIGHWAY PLAN

Inspection Assessment and Recording – this defines the inspection and assessment regime
detailing safety and service inspections and condition surveys.

The checks incorporate items for inspection, frequencies of inspection, defect investigatory
levels, risk assessments and defect response times.

The North Yorkshire policies on structural condition surveys are outlined. This section
comprises the policies and procedures that are fundamental to safety and third party insurance
issues.

7 Condition Standards and Investigatory Levels – linking to the core network objectives of
safety, serviceability and sustainability, this section defines the condition at which investigatory
levels for maintenance are applicable and the appropriate treatments that may result. It covers
all elements of maintenance activity and also includes regulatory functions.

Winter Service – this chapter includes the policy and operational delivery details of the winter
service.

Weather and other Emergencies – indicates the planned procedures for dealing with
exceptional occasions which can affect the highway network.

WINTER MAINTENANCE REPAIR ON HIGHWAY

24. FINANCIAL AND PERFORMANCE MANAGEMENT PLAN

Performance Management – this sets out how the County Council is measured in terms of Best
Value through benchmarking, performance indicators and performance targets.

Programming and Priorities – this sets within the context of Best Value the establishment of
priorities at corporate, departmental and operational levels. Programming and prioritizing
maintenance works are considered in relation to statutory requirements, core network
objectives, maintenance type activities (such as reactive and routine maintenance) and
maintenance category elements (such as drainage systems and road markings).

Sustainable Highway Maintenance – defines the policy and operational procedures to ensure
that sustainable development principles are embedded within the delivery of highway
maintenance.

Procurement and Service Delivery – this defines how maintenance activities are undertaken in
North Yorkshire through Highways North Yorkshire and its partnering arrangements and the
agent authorities within Scarborough and Harrogate.

This comprises client management undertaken by the County Council and Agent District
Authorities, an Engineering Consultancy service support contract delivered by Jacobs
Consultancy and a partnered works contract delivered by Balfour Beatty. Separate
arrangements operate within Scarborough and Harrogate agency areas. This procurement
strategy takes into account the implementation guide ‘Rethinking Construction’, fundamental
for securing Best Value.

Financial Management – this sets out the financial procedures to be adopted by the Agent
District Authorities under the partnering arrangements. It defines the budget allocation
procedure in respect of special maintenance, basic maintenance and capital maintenance and
specifies the procedures for dealing with claims and rechargeable works.

Whereas the Highway Maintenance Plan sets out the policies and objectives underpinned by
the Risk Management Strategy, guidance on how risk assessments are translated into
maintenance works are contained in the ‘North Yorkshire Code of Practice for Highway Safety
Inspections’. The adoption of this Code together with appropriate training of all inspectors will
enable effective risk assessments to be undertaken on site.
25. HIGHWAY MAINTENANCE MANAGEMENT SYSTEM

A computerized maintenance management system is an essential tool in managing the large

volumes of data associated with the highway network together with modeling analytically the
needs, options and priorities for maintenance strategies and programmes. These systems are
known as Management Information Systems.

The current system adopted in North Yorkshire uses the Highways by EXOR suite of
Management Information Systems which holds all Coarse Visual Inspection (CVI), Detailed
Visual Inspection (DVI), Sideways Coefficient Routine Investigation Machine (SCRIM), Grip
tester, Deflect graph, Ground Penetrating Radar (GPRS) and Surface Condition Assessment of
the National Network of Roads (SCANNER) survey condition data, in addition to Highway
Inventory.

In addition to the highway maintenance information the system also holds the accident
database and both street lighting and bridges (structures) inventories. North Yorkshire
condition and asset data is provided by both machine and visual surveys in accordance with
national guidelines and specifications.

The data collection requirements are reviewed annually and as a minimum will be sufficient to
enable all network condition BVPIs to be reported. However, the council will undertake
additional surveys in order to monitor other elements of network condition (e.g. in service skid
resistance). More detailed assessments will be taken in order to develop annual programmes of
maintenance treatments.
26. HIGHWAY SERVICE PLAN

Highway service plan outlines our key objectives:

Managing Highway Condition - through carrying out timely maintenance activities (both
planned & reactive where necessary)

Supporting Safe Travel - through designing programmes of work which contribute to reducing
the potential for road traffic collisions

Reducing Traffic Congestion - through designing programmes of work to improve journey times,
whilst reducing disruption to the public during works, and proactive civil enforcement.

At the heart of our vision is to ensure that we are Keeping Dorset Moving by:
 maintain the highway network in suitable condition
 deliver highway service within allocated budget
 minimize number of killed or seriously injured incidents on the network
 successfully manage significant events on the highway network
 effective collaborative working with Town and Parish Councils
 maximize central government maintenance funding
 successful collaboration with Local Enterprise Partnership
 oversee effective management of business continuity with Dorset County Council
 effective Partnership working
 effective management of Corporate Operators License
 maintain effective communication with staff
 establish effective succession planning strategy
 deliver Directorate Forward Together efficiency savings targets
27. HIGHWAY SAFETY PLAN

The Highway Safety Plan details the programs/agencies that receive federal highway safety
funds to implement effective countermeasures in reducing injuries and fatalities on Illinois
roadways.

The Highway Safety Plan (HSP) Committee was created within the Bureau of Safety Programs
and Engineering to identify traffic safety problems, review Illinois’ experience in the existing
highway safety priority areas (e.g., occupant protection, impaired driving, speed, distracted
driving, motorcycle safety, pedestrian safety) and review and select highway safety grant
applications for funding. The Committee is made up of technical and professional staff
representing each of our highway safety programs. The committee members include: Bureau
Chief of Safety Programs and Engineering, Occupant Protection Coordinator, Evaluation Unit
Manager, State Agency Project Administrator, Impaired Driving Coordinator, and the Law
Enforcement Liaison Coordinator.

Reviewed data for highway safety projects.

 Reviewed updated program goals including: a new five-year study of crash data within
counties that make up 85 percent of Illinois’ population, vehicle fatality and crash data from
various sources and annual seat belt and motorcycle helmet survey results.

 Presentations were made to the HSP Committee by the Law Enforcement Liaison, and traffic
records, impaired driving and occupant protection coordinators regarding strategies and goals
for FY 2018.

 Problem identification was based on information from Illinois crash and health care data,
national data and information from other organizations, such as NHTSA, FHWA, Center for
Disease Control (CDC), and Transportation Research Board (TRB).

Coordination of HSP and Strategic Highway Safety Plan

Our safety planning efforts have been coordinated with the Strategic Highway Safety Plan
(SHSP) which provides strategic direction for the HSP as required under Highway Safety.

The Illinois SHSP stakeholder process is an opportunity to work with federal, state, and local 4E
(Education, Enforcement, Emergency Medical Services and Engineering) partners to contribute
to this statewide effort. Sixteen emphasis areas have been identified as part of the Illinois SHSP
stakeholder process to focus on specific and unique contributing factors and potential
treatments for reducing fatalities and serious injuries on all public roads. The FY 2018 HSP has
also incorporated the SHSP high level goals (total fatalities, total fatality rate, and total injury
rate), emphasis areas, and strategies. The HSP was developed in a cooperative process and
consistent safety goals and objectives that support a performance-based highway safety
program. If applicable, project tasks in the HSP have an emphasis area from the SHSP
associated with the activity.

SAMPLE OF HIGHWAY SAFETY PLAN SCHEDULE:

 REFERENCES:

http://onlinepubs.trb.org/Onlinepubs/hrbbulletin/17/17-006.pdf

http://www.academia.edu/6874298/Urban_Highway_Planning

https://julkaisut.liikennevirasto.fi/pdf3/esite_2010_road_planning_process.pdf

https://ac.els-cdn.com/S1877042810010888/1-s2.0-S1877042810010888-
main.pdf?_tid=179bee6a-1a61-43f3-b05f-
325247939a0d&acdnat=1524132909_943857c64bfb9f673ae1253ed8ef8f87

https://www.northyorks.gov.uk/sites/default/files/fileroot/Transport%20and
%20streets/Roads,%20highways%20and
%20pavements/Highway_maintenance_plan.pdf

https://www.kirklees.gov.uk/beta/delivering-services/pdf/highways-
maintenance-plan.pdf

https://www.wigan.gov.uk/Docs/PDF/Resident/Parking-Roads-Travel/Highway-
Asset-Management-Plan.pdf

http://www.idot.illinois.gov/transportation-system/safety/highway-safety-plan

https://www.dorsetforyou.gov.uk/article/423361/ Highways-service-plan

SUBMITTED BY: REYES, PAUL CYRUS A. SUBMITTED TO: ENGR. HERNANDO GOZON