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TAMPMMPD - 09 Issue Date: Draft 2007 v1.0

TAMPMMPD - 09

TRANSPORT ASSET MANAGEMENT PLAN

- MAINTENANCE MANAGEMENT

POLICY DOCUMENTS

EARLY LIFE LOW

SKIDDING RESISTANCE RISK MANAGEMENT STRATEGY FOR NEW

SURFACINGS

CHAPTER NINE


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EARLY LIFE LOW SKIDDING RESISTANCE RISK MANAGEMENT STRATEGY FOR NEW SURFACINGS

INTRODUCTION The objective of this strategy is to provide guidance to highway design and maintenance Engineers in the management of risk, associated with potential early life low skidding resistance applying to some newly laid bituminous surfacings. HD 28/04 (Skid Resistance – Design Manual for Roads & Bridges)1 does not contain procedures to mitigate these risks. East Sussex County Council have developed their own policy, for use on local authority maintained highways within East Sussex. The vast majority of newly laid bituminous surfacings, will in varying degrees, have a lower early life skidding resistance than the design or in-service value. This is due to the initial surface binder coating of the aggregate. The time taken to wear this binder coating away will depend on many factors the main factor being the surfacing itself, the density and type of vehicle traffic and natural weathering. This may be particularly the case for some Stone Mastic Asphalt (SMA) designs which tend to have a thicker surface binder coating, than other materials historically used such as hot rolled asphalt and standard macadams. Current research indicates that in wet conditions, the low speed skid resistance measured by SCRIM can occasionally be below 0.45. For sites that have an assigned investigatory level of 0.45 and above the skid resistance during early life may well be below this value. It is therefore important that the project manager is aware of these factors and selects an appropriate design for any given site situation. Any potential risk of early life low skidding resistance should be managed effectively either by pre-treatment before trafficking or by erecting suitable temporary advance warning signs to inform the public. RISK ASSESMENT PROCEDURE FOR NEW SURFACINGS this strategy applies for all bituminous surfacings, it is particularly aimed at SMA surfacings. It shall be a requirement for the project manager to undertake a site specific risk assessment for any schemes where a investigatory level of 0.45 or higher is required and particularly for instances where an SMA surfacing has been specified. The results of the risk assessment shall be stored in the scheme health & safety file. It is intended as a formal guidance document to be used in conjunction with the ESCC Transport Asset Management Plan Maintenance Management Policy Documents – Guidance Notes on SCRIM and Skidding Resistance4 (TAMPMMPD-06). VOLUME 2 GUIDANCE NOTES ON SCRIM AND SKIDDING RESISTANCE The document sets out the principles involved in determining a suitable aggregate to ensure the appropriate Skidding resistance Investigatory Level (IL) can be achieved. Table 1 overleaf extracted from the Skid Resistance Policy provides information on the IL required for various categories of roads and event sections. When selecting a suitable aggregate Polished Stone Value (PSV) to meet the required IL, it is important to specify for the road sections with the highest required IL (unless a high friction surfacing is also specified) as it is generally impractical to specify sections with varying aggregate PSV values. For further information and guidance on this issue refer to the TAMPMMPD-06. In the interests of sustainability it is generally good practice not to over specify as stocks of high PSV aggregate are limited.

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TAMPMMPD- 09

Table 1: Extract from ESCC TAMPMMPD-06 Issue Date: 01 April 2007

Site Category

Definition Investigatory Level At 50 km/hr

0.30 0.35 0.40 0.45 0.50 0.55

B Dual Carriageway, non-event section

Cs Single Carriageway (Strategic Routes), non-event section

Cd Single Carriageway (Distributor Routes), non-event section

Q Approaches to and across minor1 and major2 junctions and approaches to un-surveyable3 roundabouts

K Approaches to Pedestrian Crossings, traffic lights, survey-able roundabouts and other high risk situations.

R Roundabouts

G1 Gradient 5-10%, longer than 50m

G2 Gradient >10%, longer than 50m

S1 Bend radius <500m, longer than 50m – Dual Carriageway

S2 Bend radius <500m, longer than 50m – Single Carriageway

S2r Bend radius <100m, longer than 30m not subject to 40mph or less speed restriction

1 - In urban areas, those subject to 40 mph or less speed restrictions, minor junctions will only include

junctions with category 3a, 3b and 4a roads. In rural areas minor junctions shall include all main interconnecting roads.

2 - In both urban and rural areas major junctions shall include all junctions with category 2 roads. 3 - An ‘unsurveyable’ roundabout is one where the survey speed of 50 km/hr cannot be safely maintained.

Notes:

i. Investigatory levels are for the MSSC within the appropriate averaging lengths. ii. Investigatory levels for site categories B, Cs and Cd are based on 100m averaging lengths. iii. Investigatory levels for site categories Q, K, G1, G2, S1, S2 and S2r are based on 50m averaging

lengths. iv. Investigatory levels for site category R are based on 10m lengths. v. Residual lengths less than 50% of a complete averaging length may be attached to the penultimate full

averaging length, providing the site category is the same.


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RISK MANAGEMENT PROCEDURE It is generally accepted that for sites where an IL of less than 0.45 is specified, the early life skid resistance of the vast majority of bituminous surfacings will achieve this value when initially surfaced or within a relatively short time after trafficking. For sites where an IL of 0.45 or greater is required, the project manager shall undertake a risk assessment to ensure that any risks associated with potential low early life skid resistance are minimised. In the case of Stone Mastic Asphalt (SMA) surfacings the project manager shall undertake a site specific risk assessment using the form attached in the Appendix B. A determination should be made of what additional control measures or improvements are needed having regard to the estimated level of risk. Wherever possible, risks should be eliminated.

Risk Management Flow Chart

Does Site Require an IL of 0.45 or greater No Yes

If No specify surfacings in accordance with etc etc

Use Viso to produce flow chart

There are a number of treatment measures the project manager can specify to mitigate the potential of low early life skidding resistance on SMA surfaces.

a) During construction

The application of uncoated grit

b) After construction

Surface dressing or other form of micro surfacing

Application of grit

Application of hot grit

Texturing by use of wire brush, shot blasting, mechanical scabbling or water jetting

Each method will have its own merits and limitations and may affect the guarantee offered by the supplier of the surfacing. The texture depth may also be significantly reduced by the application of grit and loose grit on the carriageway, and may also present other safety issues which will need to be addressed in the risk management exercise. In each case it is suggested that the treatment method proposed is first discussed with the supplier.



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Pre-Gritting SMA Surfacings During Construction

This is the preferred method of treating new SMA surfacings and should be specified for sites where an IL of 0.45 or greater is required or where the project manager has assessed a potential high risk. The option can be taken by the project manager to treat the whole length surfaced or just those sections where a high early life skid resistance is desirable. If part lengths only are treated, the project manager shall record the locations on the ‘SMA Gritting Proforma’. Gritting shall be undertaken by a competent contractor using a specially adapted mechanical roller to provide an even rate of spread. The surfacing contractor’s method specification shall state the plant used and sequence of operations, the type, size and spread rate of the grit used and any aftercare required to remove surplus grit from the carriageway surface. Hand gritting may be allowed for small areas but this shall be carefully monitored to ensure its effectiveness. For sites where speeds are restricted to 20 mph or less, early life skid resistance should not be a problem, therefore the use of grit can be omitted. The application of grit will reduce the texture depth to some degree, possibly to less than 1.5mm even when a 14mm SMA is used. The site specific risk assessment shall identify where a high texture depth ie 1.5mm and greater is considered paramount. For these locations the gritting process shall be omitted and other methods of pre-treatment considered or an alternative surfacing specified. Where gritting has been specified, the project manager shall ensure that the SMA gritting form attached in Appendix B is completed for each site and stored with the relevant scheme Health & Safety file. Provide a completed example in the Appendix – ie A269 Pashley Farm

USE OF GRIPTESTER AS A RISK MANAGEMENT & MONITORING TOOL East Sussex County Council uses SCRIM as the standard method of measuring the skid resistance of the County’s local road network. However, the Griptester is a useful tool for determining the skid resistance of short lengths of carriageway and can be used for the following purposes on a site specific one-off basis:

Assessing early life skid resistance of a variety of surfacings Accident investigation Monitoring the effectiveness and value for money of surface treatments

Friction is recorded as a Grip Number which is then converted to an equivalent SCRIM coefficient. Typical costs are approximately £1,200 per day (2007 base), the measurement is quick with no need for traffic management, results are immediate and typically up to 10 sites can be covered in a working day. The GripTester can be used to build up a database of early life skid resistance performance for a variety of surfacings which is a useful aid when undertaking the risk management exercise. It can also provide evidence and confidence that generic surfacings when first laid meet the Investigatory Level intended by the designer. Likewise new surfacings which consistently fail to achieve the IL can be targeted for pre-treatment.


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CHOICE OF SURFACING MATERIAL

The choice of surfacing materials used on the highways within East Sussex plays a vital role in providing roads that are safe, that meets the needs of the user and which provide value for money. A key element of this is the importance of ensuring that aggregates with appropriate properties are selected. This requirement is an essential component in ensuring that adequate skid resistance values and texture depth for both new build and maintenance operations is provided. These components are necessary at the construction stage and should continue to be retianed at an appropriate level for the whole life of the carriageway, as detailed within East Sussex County Council’s Transport Asset Management Plan. HD 36/06 - Surfacing Materials for New and Maintenance Construction2 provides a summary of surfacing options available for use on both flexible and rigid pavements and advises on current requirements for surfacing. It also details the requirements for aggregates to ensure that satisfactory skid resistance is provided on roads for both new and maintenance construction. Specific elements of HD 36/06 have been adapted and included within this document for use on the highway network within East Sussex, namely the aggregate PSV and Aggregate Abrasion Value (AAV) tables. PSV is the value applicable to a particular aggregate, not the road surface. The higher the PSV value the greater resistance the aggregate has to polishing and the greater the ability the aggregate has to retain its own very fine micro texture (roughness). Aggregate durability is also important when selecting appropriate aggregate for use on highway surfacing schemes because it is important that the aggregate will not wear away, abrade, too quickly. Aggregate durability is measured by the (AAV) test and the smaller this number, the less the aggregate abrades. Some aggregates with high PSV and low AAV may, however, polish relatively quickly under heavy traffic as insufficient material abrades to expose the new microtexture. Such aggregates should be avoided, as treatment to improve the skid resistance may be required early in the life of the surfacing. Table 2 Typical Characteristics Of Commonly Used Generic Surfacing Materials

Generic

Surface Type

Surface

Texture

Comments

Dense or Close Graded Macadams

Positive 10 and 14mm nominal sizes suitable for carriageway surfacing. Due to relatively low initial and in-service texture depth, generally not suitable for high speed roads or where high texture is required. Relatively low binder content, can be voided hence relatively poor long term durability and often need to be sealed with a suitable surface treatment within a few years to prevent deterioration. Early life skid resistance - Medium



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Table 2 Typical Characteristics Of Commonly Used Generic Surfacing Materials

Generic

Surface Type

Surface

Texture

Comments

Hot Rolled Asphalt (Unchipped)

Positive 50% High Stone Content 10 and 14mm nominal sizes suitable for carriageway surfacing. Good long term durability if laid and compacted properly. Very low macrotexture and only suitable for low speed low density traffic sites with no significant gradient, bends or other potential hazards. Early life skid resistance - Low

Hot Rolled Asphalt (Chipped)

Positive 35% 0/14mm Design Mix Min. stability 6.5kN suitable for most works except heavily trafficked bus lanes, industrial applications etc. Very good long term durability, avoid laying in winter. Specify 1.5mm minimum texture depth for high speed roads and if standing surface water is a problem. Can be treated if skid resistance falls below IL. Early life skid resistance - Medium

Microasphalts Positive Very useful for treating worn or fatted surfacings restoring both texture and skid resistance but can become smooth and polished under heavy trafficking. HAPAS approved versions have better texture depth retention and are suitable for heavily trafficked high speed roads. Early life skid resistance - High

Surface Dressing

Positive Relatively low cost quick maintenance solution for minor roads restoring texture, skid resistance and provides an effective seal for rural roads with extensive cracking. Can fat up in summer months presenting a treatment problem and single dressings can be a relatively noisy surfacing. Unpopular on housing estates due to potential for binder to be transferred to residences via pedestrians or pets. High specification dressings suitable for use on major roads. Early life skid resistance - High

Grouted Macadams

Positive Use for specialist applications, Specify HAPAS products if possible, refer to manufacturer for details and advice. Important Note: Extensive site testing has indicated that these products may not consistently achieve a 1.5mm or greater texture depth therefore they are not permitted for use on high speed roads in East Sussex or where a texture depth of 1.5mm or greater is specified. Early life skid resistance - Untested

Asphaltic Concretes

Negative 10mm and 14mm sizes suitable for carriageway surfacing depending on texture depth required. This generic group includes ‘Colrug’ and ‘UL-M’ they are generally laid 25-30mm thick and are relatively voided. Suitable for use on all carriageways but must be laid on a sound crack free relatively waterproof base. Specify HAPAS products only where high texture is required Early life skid resistance – Medium to High


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Table 2 Typical Characteristics Of Commonly Used Generic Surfacing Materials

Generic

Surface Type

Surface

Texture

Comments

SMA Stone Mastic Asphalt

Negative 10mm and 14mm sizes suitable for carriageway surfacing depending on texture depth required. This generic group includes ‘Masterpave’ , ‘Viatex’, ‘Premierpave’ etc they are generally laid 30 to 40mm thick. Suitable for use on all carriageways but should be laid on a sound crack free relatively waterproof base. Specify HAPAS products only where high texture is required. May require pre-treatment if specified for use on high risk sites. Pre-treatment may invalidate guarantee and lower texture depth - check with supplier. Early life skid resistance – Low to Medium

Other proprietary surfacings

Obtain technical details, approval certificates, references etc and forward to Innovations Group for assessment and formal approval by Contracts Management Group.

To avoid any omissions or misunderstandings the project manager shall provide the Contractor with a copy of Appendix 7/1 which shall detail the materials specified, specification requirements including aggregate properties and any testing required including frequency. Appendix 7/1 shall also state if any pre-treatment of the surface is required at the time of construction and before opening to traffic.

All material submissions including aggregate sources for use in East Sussex shall be approved by the Contracts Management Group before use. Additionally any innovative materials or processes not covered by a national standard shall be approved by the East Sussex Highways Innovations Group (ESHIG) in accordance with the documented method statement. The objective of this procedure shall be to ensure that materials and processes are specified and used in a controlled managed manner to avoid any potential risk to the road user. The procedure also allows materials to be monitored thus demonstrating the County’s commitment to achieving Best Value in all areas of operation.



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This table needs bringing in line with East Sussex Policy document Table 3 Minimum PSV Of Chippings, Or Coarse Aggregate In Unchipped Surfaces, For Use On

Highways Within East Sussex Where Current Traffic Flows Are Not Available.

Site Category

Site Description / Definition IL

Minimum PSV required

Road Maintenance Traffic Groups

04 -07 03 02 01

0.30 50 50 50 55

B, C, D

Dual carriageway and single carriageway non-event, where traffic is generally free-flowing in a relatively straight line.

0.35 50 50 50 60

0.40 50 50 60 65

0.45 55 60 65 68+

Approaches to and across major 0.45 60 65 68+ 68+

and minor junctions, approaches

to roundabouts, pedestrian Q & K crossings and other high risk 0.50 65 65 68+ 68+

situations / hazards where frequent or sudden braking

occurs but in a generally straight line.

0.55 68+ HFS HFS HFS

0.45 55 60 65 68+

G1 & G2 Gradients > 5% longer than 50m.

0.50 60 68+ HFS HFS

0.55 68+ HFS HFS HFS

R, S1, S2, S3

Bends (radius < 500m) on all types of road, including roundabout circulation areas; approaches to hazards that require combined braking and cornering.

0.45 50 60 65 65

0.50 68+ 68+ HFS HFS

0.55 HFS HFS HFS HFS

These notes need editing to bring in line with ESCC Policy

Notes:

1. Table 12.1 is to be used for surfacing schemes on highways within Staffordshire where the lack of the required traffic flows precludes the use of Table 3.1 which is contained within HD 36/06.

2. Sites are grouped according to their general character and traffic behaviour. The Investigatory Levels (IL) for specific Site Categories of site are defined in Table 5.1. The IL to be used here is that which has been allocated to the specific site on which the material is to be laid, as determined by following the procedures contained in Chapter 5.

3. Dual carriageway slip roads may fit in a number of categories depending on their layout. For example, a free-flowing section close to the main line would be in Category B/C whereas the end of an off-slip approaching a give way line or the point at which a queue develops would be in Category Q/K. Some slip roads with gradients may be in Category G1/G2. Use the most appropriate Site Category from Table 5.1 that was used to determine the Investigatory Level.

4. Where ‘68+’ material is listed in this Table, none of the three most recent results from consecutive tests relating to the aggregate to be supplied shall fall below 68. See HD 36/06 paragraph 3.21.

5. Throughout this table, HFS means that specialized high-skidding resistance surfacing, incorporating Calcined Bauxite aggregate and complying with MCHW1 Cl. 924 will be required. See Chapter 10.

6. For sites in Categories R, G1, G2, S1, S2, S3, any PSV in the range given for each traffic level may be used for any IL and should be chosen based on local experience of material performance. In the absence of other information, the values given for the appropriate IL and traffic level should be used.


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Table 4 Maximum AAV Of Chippings, or Coarse Aggregate In Unchipped Surfaces, For Use On Highways Within East Sussex Where Current Traffic Flows Are Not Available.

Road Maintenance Traffic Groups 07 -04 03 02 01

Maximum AAV for chippings for hot rolled asphalt and surface dressing, and for aggregate in slurry and microsurfacing systems.

14 12 12 10

Maximum AAV for aggregate in thin surface course systems, exposed aggregate concrete surfacing and coated macadam surface course.

16 16 14 12

These notes need editing to bring in line with ESCC Policy

Notes:

1. Table 12.2 is to be used for surfacing schemes on highways within East Sussex where the lack of the required traffic flows precludes the use of Table 3.2 which is contained within HD 36/06.

2. For carriageways within Road Maintenance Traffic Groups 02 to 07, aggregate of higher AAV may be used where experience has shown that satisfactory performance is achieved by an aggregate from a particular source.

3. The maximum AAV requirement for porous asphalt is specified in Clause 938 of the Specification (MCHW 1).

SURFACE MACRO TEXTURE – TEXTURE DEPTH

An adequate level of texture depth (macro texture) is considered necessary on high speed roads or roads susceptible to standing water which may cause aquaplaning. Greater texture depths generate friction by physically deforming the tyre surface (hysteresis) and also provide rapid drainage routes between the tyre and the road surface. The effects of micro texture and texture depth combine to influence the wet skidding resistance at higher speeds. Hot Rolled asphalt surfaces rely on the application of chippings to provide both surface macro texture and skid resistance. It is therefore important that the specified texture depth is achieved. The lack of chippings apart from reducing skid resistance also makes in-service maintenance treatments such as mechanical or water re-texturing difficult or ineffective. Due to the difference in mix composition, surfacing materials such as macadams and negatively textured surfacings such as SMA’s have a greater area of the coarse aggregate in contact with the vehicle tyre, therefore in most instances texture depth is a less important factor affecting skid resistance.



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The project manager shall specify the minimum initial texture depth to be achieved on the order and Appendix 7/1 together with any texture depth testing requirements. It may also be advisable to include a copy of the DfT Roads & Bridges Manual Volume 1 Specification for Roadworks Clause 921 which specifies the frequency of the testing and test procedure to be used. The Contractor’s test records shall clearly indicate the location of the individual sets of texture depth tests. This is in order that any non-compliant sections can be identified, temporarily signed if necessary, treated or removed and replaced at a later stage.

The scheme supervisor shall ensure that the texture depth meets the specification requirements before opening the road to traffic. Any anomalies or non-compliances shall be immediately notified to the project manager, who shall undertake a risk assessment to decide the course of action.

EAST SUSSEX COUNTY COUNCIL TEMPORARY ‘SLIPPERY ROAD’ SIGNING POLICY

If the risk management strategy is used effectively and high risk sites are pre-treated before trafficking, signing should only be required where performance test failures such as low texture depth or compositional analysis failures (High binder content/Fine grading) have been identified. Another instance where signing may be required is where the application of high skid resistance surfacings; such as high friction surfacing, are delayed due to weather or other issues.

It is the policy of East Sussex County Council to reduce the proliferation of signs on the highway but where temporary ‘slippery road’ warning signs are required to advise the public the following procedure shall apply. The procedure is based on the DfT Interim Advice Note 49/03 Use of Warning Signs for New Asphalt Road Surfaces3. The procedure should be read in conjunction with HD36/99 “Surfacing materials for new and maintenance construction”, HD28/04 “Skidding resistance” and the ESCC TAMPMMPD-06. The “Slippery Road” warning sign (Diagram 557 with supplementary plate to Diagram 570) is to be used in accordance with the instructions contained in The Traffic Signs Regulations and General Directions 2002 and amendments thereof. Warning signs shall not be used unless there is categorical evidence that the skid resistance of the surfacing is below the sites assigned IL. The source of the evidence may also be historical skid resistance records obtained from SCRIM or GripTester measurements on similar untreated new surfacings. Other sources of evidence may be major non-compliance with other performance tests, such as texture depth. Visual evidence (backed up by photographs) of excessively high surface binder, binder bleeding or other mix composition anomalies may also be a valid reason for the erection of warning signs. Where the project manager has initiated SCRIM or GripTester surveys to investigate possible incidences of low skidding resistance and the values are found to be 0.10 CSC below investigatory level, warning sign should be erected as a matter of urgency. In all cases where warning signs are erected, a record shall be made (Refer to Appendix ??) and retained for record purposes with the scheme health & safety file. A visual inspection of the site shall be made after the signs are erected, to confirm that they have been erected and are safely and correctly placed.


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Where warning signs have been erected as a matter of urgency prior to surface treatment being carried out due to the IL being below the value required in Table 1, it may be necessary to leave warning signs in place for a period after the new surface is opened to traffic. However This will depend upon the nature of surface treatment and the site (i.e. SMA Surface Course on a high speed road where the provision of texture depth greater than 1.5mm is considered paramount). This period will depend on the surfacing, density of traffic and degree of natural weathering therefore it is unrealistic to quote a definitive time scale. The project manager shall undertake regular (the frequency of which shall depend upon the site and density of traffic) inspections to assess when the underlying aggregate has been exposed or obtain information from the next due SCRIM report. Warning signs shall be removed as soon as they are no longer required. This should be after the surface treatment has been carried out and the skid resistance of the site has returned to an appropriate level. In the case of new surfacings, this shall be as soon as the surface aggregate has been exposed or skid resistance tests indicate that a satisfactory level of skidding resistance has been achieved. Surfacings which have been pre-treated before trafficking using an accepted and well proven technique such pre-gritting, or retexturing shall not be signed. In all cases, the aim should be to avoid leaving signs in place after their usefulness has expired to avoid driver complacency. SELF CERTIFICATION AND PERFORMANCE TEST RECORDS

The official order, Appendix 7/1, Scheme drawings and any other relevant documentation supplied to the Contractor shall clearly state the material requirements, testing to be undertaken and any pre-treatment required. The Contractor shall only employ UKAS accredited Laboratories for the purpose of any site sampling, site testing or laboratory testing required by the project manager. Test records including texture depth tests shall clearly state the location of the test and date undertaken, together with all the information required of the relevant test standard. Any deviations from standard procedure or failure to undertake specified testing due to weather or for any other reason shall be immediately notified to the project manager. All test records shall be submitted to the project manager within the timescales stated in the contract document. In the event of a non-compliance, the project manager shall undertake a risk assessment to evaluate the risk to the road user. The Contractor shall also be informed and a course of action agreed to implement any remedial action required. If no action is required the project manager shall record valid reasons and a copy shall be included in the scheme health & safety file.

RECORD KEEPING The retention of accurate contemporary records is vital for two reasons:



TAMPMMPD- 09

In the event of a claim or dispute, such records may prove invaluable in demonstrating that the Highway Authority has acted in a responsible manner to be able to mount a robust defence in the event of a third party claim

To provide accurate information in support of local performance indicators used to monitor the County Council’s standards of service delivery on a year by year basis.

All appropriate safety and construction related information to the scheme shall therefore be stored in the Health & Safety file. This shall include a copy of any site specific risk assessments undertaken, test records, records of pre-gritting, records of erection, monitoring and removal of any temporary warning signs and any deviations from standard policy or procedure. It is important to recognise that, all information recorded, even if not primarily intended for network safety purposes, may have consequential implications for safety and may therefore be relevant to legal proceedings. It is also important to recognise that following the introduction of the freedom of Information Act 2000, all records are potentially available for public inspection and reference.

REFERENCES It is strongly advised that the project manager should fully familiarise themselves with the following documents: Reference Title Source Location 1HD 28/04 Skid Resistance

Design Manual for Roads & Bridges

On-line technical library

2HD 36/06

Surfacing Materials for New and Maintenance Construction


On line technical library

3Interim Advice Note 49/03

Use of Warning Signs for New Asphalt Surfacings


On-line technical library

4ESCC Transport Asset Management Plan Maintenance Manual Policy Documents

Guidance Notes on SCRIM and skidding resistance

ESCC Shared network drive

5ESCC Surfacing Design Guidelines

Part 2 – Design Guidelines for Proprietary Thin Surfacing Systems

ESCC Shared network drive

6Best Practice Guidelines UK Roads Board

Best Practice Guidelines for Specification of Modern Negative Texture Surfacings (NTS) on Local Authority Highways

DFT and UK Roads Board

Shared network drive

TAMPMMPD- 01 Issue Date: Draft 2006 v1.0 13

TAMPMMPD - 01GUIDELINES FOR DETERMINING APPROVED MAINTENANCE HIERARCHIES FOR ROADS AND FOOTWAYS

Appendix A

SMA SURFACE COURSE - RISK ASSESSMENT

Scheme Name: Order No.

Road Number/Name/Classification/USRN: Specific Location from/To/OS coordinates:

Identified Hazard.

i) Skidding of vehicles on newly laid Stone Mastic Asphalt (SMA) Surface Course. ii) Slipping of horses on newly laid Stone Mastic Asphalt (SMA) Surface Course.

Persons at Direct Risk.

ii) Motor vehicle users. iv) Equestrians.

Persons at Secondary Risk.

v) Pedestrians and Cyclists.

Assessing the Likelihood of an Incident Occurring (L).

You must decide the likelihood of an incident occurring by rating it on a scale of 1-3, where:

1 = Low (where harm is unlikely to occur or will seldom occur); 2 = Medium (where harm is possible to occur); 3 = High (where harm is certain or near certain to occur).

In making the assessment, various factors must be taken into consideration:

• traffic flows and types of vehicles • site specific factors e.g. road alignment, posted speed limit or assessment of vehicular

speeds if noticeably different • frequency and location of equestrian use within the site • frequency of use of the site by cyclists and pedestrians • previous recorded (or evidence of) accident / incident history



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Appendix 2

Assessing the Severity of Injury (S)

You must decide the severity or potential outcome by rating it on a scale of 1-3, where:

1 = Slight (strain, cuts, bruises, etc); 2 = Serious (loss of consciousness, breakages, injuries requiring hospital treatment etc); 3 = Major (death or major harm – loss of limbs, permanent disability, damage to health,

etc).

You should indicate the worst case scenario when assessing the severity of injury.

Risk Rating (R)

By multiplying together those numbers that represent the likelihood of an incident and the severity of injury, a single figure is obtained which allows the risk ratings to be compared. The risk assessment rating number is used to identify how immediately action needs to be taken i.e. measures, which are necessary to control the risk as far as is practicable.

Risk Rating (R) Category Action Priority

1 Low No action or low priority action

2 Low Low priority action

3 or 4 Medium Medium priority action

6 High High priority action

9 High Urgent action

GENERAL RISK ASSESSMENT RECORD

Identified Hazard

Person at Risk

L x S = R

i ii x =

i iv x =

i v x =

ii iv x =

ASSESSED BY……………………………………………….. DATE: …………………………

APPROVED BY……………………………………………….DATE: ………………………….

Measures necessary to control risk:



Appendix B

SMA GRITTING PRO FORMA

If the answers to Q.1 and Q.2 are 'YES', Grit, as specified in Ch. 9, can be omitted from the material laying process (see Ch. 9.7). CHECK CHAPTER NUMBERS

If the answers to Q.1 and Q.3 are 'YES', Sealing Grit as specified in Ch. 9 must be omitted from the laying process, the Highways Laboratory is to be consulted and 'Slippery Road' Warning signs are to be erected where necessary (see Ch. 9.8). CHECK CHAPTER NUMBERS

If the answers to Q.1, Q.2 and Q.4 are 'YES', Sealing Grit as specified in Ch. 9 is to be used.

If the answers to Q.1, Q.3 and Q.4 are 'YES', Sealing Grit as specified in Ch. 9 is to be omitted from the laying process and 'Slippery Road' warning signs are to be erected (see Ch. 13.7). CHECK CHAPTER NUMBERS

If the answers to Q.1, Q.2 and Q.5 are 'YES', Sealing Grit as specified in Ch. 9 is to be used during the laying process across the width of the carriageway at the equestrian crossing point.

If the answers to Q.1, Q.3 and Q.5 are 'YES', Sealing Grit as specified in Ch. 9 is to be omitted from the laying process and High Friction Surfacing, as specified in Ch. 10, is to be used across the width of the carriageway at the equestrian crossing point (see Ch. 13.8). CHECK CHAPTER NUMBERS

ASSESSOR(S) ……………………………………………………….

DATE

APPROVED BY ………………………………………………………

DATE



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Appendix 2

BRITISH HORSE SOCIETY WEBSITE FORM HORSE / ROAD SURFACE

INTERFACE -INCIDENT REPORT FORM

Name:

Address:

Telephone number: Date of incident:

Please give details of the incident (what happened?)

On what location did the incident happen? (Please specify Road number, name and location e.g. outside house number 42)

Village/Town: County:

Did this stretch of road have a verge? Y/N:

If yes, please give details:

Did the incident occur on a gradient? Y/N:

Did the incident occur at a change of surface? Y/N:

What time of the day did the incident happen? What were the weather conditions at the time of the incident? (wet, dry etc)

Were any other people / vehicles involved? Were you riding the normal line or was there a reason to be elsewhere in the road?



Appendix 2

Was normal control maintained or had the horse been “spooked” by other factors?

What road use experience does the rider have? _____________________

Have you had BHS training for road use with a horse? Y/N:

Where any injuries received by yourself? Y/N:


Were any injuries received by your horse? Y/N:


At the time of the incident did your horse have shoes fitted? Y/N:

If so, were you using road studs? Y/N:

If so, please specify the type (e.g. removable road studs, nails etc) Have you been in touch with the local Highways Authority or County Council to verify the type of surface? Y/N: If yes, please give details of who, where and what:

Please give any further details that you feel may be relevant:



TAMPMMPD- 09

Appendix 3

USE OF WARNING SIGNS FOR NEW ASPHALT ROAD SURFACES Interim Advice Note 49/03 Page 1 of 2

1. General information (to be completed before maintenance treatment)

Agency Area

Contractor

Contact name

Telephone number

Email address

Contractors reference

Road number and location

Section(s), start & end chainage, lanes surfaced

Anticipated date of treatment

Comments :

2. Requirement for warning signs (to be completed before maintenance treatment based on guidance given in this document)

Investigatory Level (IL) after review specified in 2.1(i) or this guidance.

Updated IL entered on HAPMS Yes No

Other relevant factors

Warning signs required Yes No

Location of transition to and from new surfacing is satisfactory

Yes No

Comments

Signature Print Name Date



Appendix 3

USE OF WARNING SIGNS FOR NEW ASPHALT ROAD SURFACES Interim Advice Note 49/03 Page 2 of 2

3. Inspection (to be completed before opening to traffic)

Date treatment completed

Texture depth satisfactory Yes No

Signs correctly installed and clearly visible

Yes No N/A

Set Date for removal of signs

Maintenance recorded on HAPMS Yes No

Comments

Signature Print Name Date checked

4. Removal (to be completed after removal of warning signs)

Reason for removal 6 Month period complete Other

Warning signs removed from site Yes No

Comments

Signature Print Name Date checked

5. Exceptions (to be completed if an exception from the standard procedure is to be authorised by SSR)

Nature of exception

Reason for exception

Comments


Approval by SSR




TAMPMMPD- 09

Appendix 3

EARLY LIFE LOW SKIDDING RESISTANCE RISK …tap.iht.org/objects_store/200701/TAMPMMPD-09 Draft...

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