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Chapter 11 – Traffic Control and Information Systems Lifecycle Management Plan
Traffic Control and Information Systems Lifecycle Management Plan
Contents:
11.1
Introduction
11.2
Inventory
11.3
Condition Assessment
11.4
Service Standards
11.5
Performance Monitoring
11.6
Asset Valuation
11.7
Optimisation and Budget Considerations
11.8
Performance Gaps
11.9
Risk Assessment
11.10 Routine Maintenance Plan
11.11 Upgrading Plan
11.12 Disposal Plan
11.13 Sustainable Development
11.14 Future Developments
11.15 References
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Traffic Control and Information Systems Lifecycle Management Plan
11.1 Introduction
The maintenance management of Surrey’s traffic control and information systems is undertaken by the
Traffic Systems Team of the Traffic and Road Safety Group. The full scope of the work includes:
•
•
•
•
•
•
Inspections
Responsive maintenance
Routine maintenance
Preventative maintenance
Modifications to support Local Transport Plan targets
Equipment upgrades to meet changes in legislation, specifications and quality
Traffic signals are inspected and maintained in accordance with Departmental Standard TD 24 “All Purpose
Trunk Roads Inspection and Maintenance of Traffic Signals and Associated Equipment” which is part of the
Design Manual for Roads and Bridges issued by the Highways Agency.
The scope of equipment also includes:
•
•
•
•
•
•
•
Urban Traffic Control System (Instation and on-street equipment)
Car Park Monitoring and Information System (Instation and on-street equipment)
Variable Message Signs
Real Time Passenger Information
Bus Priority
Enforcement Cameras
Vehicle Actuated Signs
Traffic signals and signing is designed, installed and maintained in accordance with MCH 1869 “Code of
Practice for Traffic Control and Information Systems” also issued by the Highways Agency.
The source documents governing the maintenance management of traffic control and information systems
are contained in:
•
•
•
•
Manual of Policies and Standards
Quality Management System
Group Management Plan Objectives
Highways Services Contract – Method Statement
The annual maintenance and inspection programme for traffic control and information systems is
discharged through a Partnering Contract with a third party maintenance contractor (Constructor) which
covers the entire maintenance function for the County, excluding Lighting.
There is an increasing realisation that traffic signal and information systems have become a key element in
implementing schemes which will meet Local Transport Plan targets. As a result, the equipment population
is increasing at an increasing rate. It is therefore essential to ensure that a robust Lifecycle Management
Plan is maintained for all systems under the Team’s management and that revenue investment is allocated
to meet the needs identified in the plan.
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The Process Map for the service delivery is given below in Fig. 11.1
Fig. 11.1 – The Maintenance Management of Traffic Control and Information Systems
Start
Damage to
County Property
Local
Input
Asset
Inventory
Condition
Survey
Improvement
Programme and other
Routine
Maintenance
Collation into
a list of Tasks
Performance
Monitoring
Gap
Documented
Process
Prioritisation
Cost Options
Rolling
Programme
Budget
Unfunded
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11.2 Inventory
The asset covered by this Lifecycle Management Plan has been divided into three groups:
Group 1: Instation equipment
Group 2: On-street equipment
Group 3: Leased/Rented equipment
Group 1
This Group includes all equipment which is located in secure and controlled environments such as an office
or control centre. These locations are:
•
•
•
Network Management and Information Centre, Leatherhead
Car Park Managers Office, Bedford Road, Guildford
Transmission Station, Willingshurst
Network Management and Information Centre
This includes all equipment located at the Centre dedicated to the management of the highway network
through traffic control and information systems. It includes:
•
•
•
•
•
•
•
•
•
•
Urban Traffic Control
Real Time Passenger Information (Suretime)
Car Park Monitoring and Information systems
Computerised Maintenance Management System
Remote Monitoring Systems
TelScan Dial-up CCTV
CCTV
Communications (Private and Public)
Webcomis – web-based congestion information
Common Data base – Open architecture and protocol data storage and management
With the exception of “Communications” and “Electricity,” all systems have third party maintenance
agreements and software customer support either provided by the original system supplier or through
the Surrey Highways Partnership.
Group 2
This Group includes all equipment forming part of a control or intelligent transport system which is located
on-street and/or remote from an office, control centre or transmission station. This equipment may operate
independent from or be under the control of an instation located at a centre covered by Group 1.
Traffic Signals
Signal junctions
Toucans
Access Control Systems
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Equestrian Crossings
Puffins
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Traffic control installations by Local Transportation Service is shown in Fig. 11.2 below:
Toucan
Equestrian
11
-
1
-
Spelthorne
29
22
-
-
-
2
53
Surrey Heath
21
22
1
-
-
1
45
Woking
17
18
-
3
-
Elmbridge
19
23
-
-
-
Epsom and Ewell
20
31
-
7
3
1
Guildford and Waverley
65
62
1
2
-
1
Mole Valley
and Tandridge
25
28
1
-
-
Reigate and Banstead
27
30
1
-
1
1
Total
238
247
4
13
4
6
Total
Puffin
15
Wig-wag
Pelican
Runnymede
Local
Transport
Service
Junction
Access Control
Fig. 11.2 – Signal Population by Local Transportation Service
27
1
39
42
62
1
132
54
60
2
514
Variable Message and Vehicle-Activated Signs
These include stand-alone signs and signs forming part of a larger system as in the case of a Car Park
Monitoring and Information System.
Figure 11.3 below is an inventory of signs currently in use in the County:
Location
Sign Type
Guildford
LED
Guildford
Purpose
Siting
10
Car Park Monitoring
and Information
On-street Various
locations in town centre
Revolving Prism
2
Fog/Ice Warning
On-street
Epsom
Revolving Prism
6
Car Park Information
(Integral with UTC)
On-street
Various locations
in town centre
Countywide
LED
155
Real-time Bus
Information
On-street at
selected Bus Stops
Waverley
LED
4 (2 sites)
Overheight vehicle
detection and
warning system
On-street located on
each bridge approach
Spelthorne
LED
2 (1 site)
Overheight vehicle
detection and
warning system
On-street located on
each bridge approach
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Group 3
Communications
Private communications consists of the Category 6 structured cabling at NMIC and all internal
communications hardware and software included in the County’s “Swan” network and is included
in a countywide maintenance contract with Cable and Wireless Ltd.
Public communications include all data and voice communication supplied and maintained by British
Telecom through normal customer supply and maintenance agreements.
Electricity
The major suppliers and maintainers of equipment delivering electrical energy to traffic control and
information systems is provided by the appropriate Board.
Exceptionally, some installations are fed from “private” supplies owned and maintained by Surrey through
its Local Transportation Services.
11.3 Condition Assessment
The condition of the of the asset is determined and recorded through the following:
•
The equipment stock inspected as part of the Maintenance and Inspection element of the Surrey
Highways Partnership Contract (SHP)
•
Maintenance sustainability of equipment outside SHP based on “value for money” criteria of financial
and human resource liability and the impact on the overall efficiency of the service
•
•
•
Age
Functionality (fitness for purpose)
Compliance with latest standards and legislation
In general the condition assessment is an amalgamation of reports and observations of the Authority,
Supplier and where applicable third party Maintenance Contractor.
SHP
The Term Brief and Method Statement sets out the requirements and undertakings respectively with regard
to condition surveys of the equipment stock. Inspections are broadly in accordance with Highways Agency
Technical Standard TD 24.
This covers the large majority of equipment maintained by the service.
Condition assessments of equipment falling outside SHP are undertaken as part of third party maintenance
agreements normally carried out by the system/equipment supplier. There are two major systems, which fall
into this category:
•
•
Guildford Car Park Monitoring and Information System (Damback UK Ltd)
Real Time Passenger Information system (ACIS Ltd)
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11.4 Service Standards
General Approach
The maintenance and inspection service of Surrey’s Traffic Control and Information Systems installations is
delivered through the Surrey Highways Partnership (SHP). The requirements and standards relating to the
maintenance and inspections of traffic control and information systems are contained in the Method
Statement and Highways Agency Technical Standard TD24.
The Constructor will deliver the maintenance and inspection service for the whole County, working in close
alliance with other Partners. The full extent of the service will cover:
•
•
•
•
•
Inspections
Responsive Maintenance
Preventative maintenance
Modification and refurbishment
Third party damage caused by other highway works
All events, actions and contract transactions shall be managed through the County’s “CONFIRM”
and “Prefect” systems.
The Process Chart showing the main drivers dictating the Level of Service for the inspection and
maintenance of traffic control and information systems is shown below:
Table 11.4 – Levels of Service Process Chart
Customer
Expectaions
Legislative
Requirements
Current Levels
of Service
Organisational
Objectives
Organisational
Constraints
Desired Level of Service
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Modification and refurbishment
Modifications and refurbishments are planned works to maintain and enhance the safety and operational
performance of the County’s stock through an annual assessment programme. The Constructor will work
with the Client to ensure that its establishment of control and information systems are maintained and
modernised consistent with revised legislation and advances in technology and system developments. The
partnership will work to:
•
•
Regularly review the operation and condition of installations to an agreed programme
•
Determine a refurbishment programme based on manual inspection reports
Determine a programme to maintain and improve the safety and operational performance
of installations and associated equipments
Maintenance arising from damage caused by other Highway work
Potential damage to the asset is identified through NRSWA and other internal and external consultative
processes, where the signals and signs infrastructure might be threatened by damage by programmed third
party and highway works. All damage and where appropriate perpetrators are identified and recorded to
facilitate cost recovery following subsequent repair work.
Repairs will be undertaken as follows:
•
Damage faults will be reported/recorded through Prefect as a random fault and logged to the
Constructor on “CONFIRM”
•
Urgent faults would be treated as emergencies and have a two hour response time
•
Repairs anticipated to be required as a result of programmed works would be programmed a Priority 2
works and phased to follow the works as soon as possible following completion of said works
11.5 Performance Monitoring
Maintenance of traffic control and information systems
The standard of maintenance and inspection achieved shall be measured against Key Performance
Indicators set out in the Surrey Highways Partnering Contract Section 3 Incentivisation. While it is expected
that Partners will endeavour to meet the service standards specified in Year 1 of the Contract, they will not
be applied until Year 2 onwards.
Group Management Plan targets
A number of Key Performance Indicators related to maintenance and operation of traffic control systems
have been included in the Traffic and Road Safety Management Plan 2004-2007. These are shown in
Table 11.5 on the next page:
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Table 11.5 – Group Management Plan Performance Indicators
Category
Target
Systems Operations and Maintenance
Operate and maintain traffic control and ITS systems within budget
+/-2%
% time traffic signals “All out”
<5%
Mamoth Traffic Signals KPIs:
Emergency faults attended with 2 hours
Priority 1 faults attended within 6 hours
Priority 2 faults attended within Contract
100%
95%
90%
Assess signal junctions for conversion to MOVA
10No.
Percentage of signal-controlled Pedestrian Crossings with facilities
for the mobility impaired
100%
Systems Design and UTC
Complete traffic signals input to projects within agreed timescale and fee
90%
Validate and complete documentation of new and modified traffic
signals within 1 month of Stage 3 Safety Audit
90%
Review operational performance of UTC areas
2No
Expand CCTV surveillance from NMIC to new areas in Surrey
1No
Expand RTPI and Bus Priority to new areas in Surrey
2No
Web-based congestion information in UTC areas (Webcomis)
2No
Develop Surrey Asset Management Plan for Traffic Systems and ITS
Ongoing
Performance of Traffic Control Systems
To achieve optimum performance of traffic signals and traffic control networks it is necessary to maintain a
programme of monitoring, review and adjustment to ensure:
•
•
•
•
The control strategy has not deteriorated with time
The physical network has not changed significantly
The strategy is still consistent with prevailing traffic conditions
Vulnerable road users are adequately catered for
Poorly performing traffic signal installations can create unnecessary delay, congestion and pollution and in
severe cases can lead to an erosion of safety standards.
The following Monitoring and Review programme is proposed:
•
•
•
166
Minimum of 2No. Urban Traffic Control (UTC) areas per annum
15 No. non-Mova installations per annum*
6No. Mova installations per annum
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In addition, sites identified during the annual period as performing poorly as reported through the contract,
by the Police and other third parties shall be investigated and appropriate action taken. The action may be:
•
Immediate: Where the site is considered to be a safety hazard, causing unacceptable delay or may be
improved by minor adjustment
•
Programmed: Added to the Performance Monitoring Programme
11.6 Asset Valuation
A simple assessment of the value of the asset is its calculated replacement value.
Table 11.6 – Replacement value of Stock:
Equipment
Number
Traffic signals
Replacement Value £000
514
30,000
Urban Traffic Control
1
600
Remote Monitoring
2
1,000
Car Park Monitoring
and Information System
(Guildford)
1
200
Car Park Monitoring and
Information System (Epsom)
1
100
Real Time Passenger
Information (at March 2004)
1
1,300
Maintenance
Management System
1
25
6 (3 sites)
150
Vehicle Activated Signs
Total
33,375
Supporting notes:
Cost per unit/site (£)
Traffic signals
Supply and installation of equipment
Civil engineering works
Engineering fees
Urban Traffic Control
Supply and installation of system
Civil engineering works
Engineering fees
Configuration and validation
Remote monitoring
Supply and installation of equipment
Engineering fees
Configuration and validation
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25,000
15,000
10,000
50,000
350,000
100,000
100,000
50,000
600,000
900,000
50,000
50,000
1,000,000
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11.7 Optimisation and Budget Considerations
The Works Budget for the maintenance and inspection of Traffic Control and Information Systems has six
key areas:
•
•
•
•
•
•
Electricity supply
Data Communications
Software Support
Fair Wear and Tear
Refurbishment
Modifications
A major concern has been the continued under investment in maintenance over the last 10 to 15 years.
In addition to this under-investment has been the failure to recognise the additional maintenance burden
arising from the demographic growth in the system and equipment population and the increasing diversity
of these systems generically referred to as Intelligent Transport Systems (ITS).
Electricity, Data Communications and Software Support are accepted as essential funding and
consequently any shortfall in budgetary provision has inevitably had to be absorbed by the remaining areas.
These remaining funds are therefore directed primarily at works maintaining or improving safety or the need
for compliance with changes in legislation.
The remainder of the budget is allocated to maintain the condition of the stock and or to meet the
desire/need for increased functionality and efficiency by exploiting new improved signal technology.
In addition, the capital programme determined from the Local Transport Plan can intervene in the normal
whole life management of installations where schemes result in the premature replacement of existing
equipment to achieve additional functionality such as additional controlled pedestrian facilities or bus
priority at signals.
11.8 Performance Gaps
Continued pressure on the County’s revenue budget, and, in particular, the resulting under investment in
the operation and maintenance budget has required a prioritisation of the services provided.
Section 11.7 has identified the consequences in terms of the effect on the Works element of the service.
However there is also a recognised shortfall in the staff resourcing to meet the growing demands and
expectations of the service.
As a result, many of the non-priority tasks are under resourced or in some cases not carried out in a
planned programme. In these areas, the service is predominantly re-active, responding to specific enquiries
and complaints rather than being able to be pro-active by maintaining an annual programme of monitoring
and improvement.
Given sufficient funding, particular areas where resources would be directed include:
•
•
•
168
Review and re-validation of at least two UTC areas per year
Review and revalidation of 20 traffic signal junctions per year
Replacement and renewal programme based on lifecycle and condition data
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11.9 Risk Assessment
Managing risk is part of the Asset Management Process. This involves considering the likelihood and
consequence of various occurrences. Five steps in the process are proposed as follows:
1. Risk identification and assessment
Consider Likelihood of an event
•
• Consider Consequences of an event
2. Risk treatment policy
Examine existing controls
•
• Identify and select treatment options
• Prepare treatment plans
3. Communicate the policy
To ensure acceptance by stakeholders (initially Transportation Select Committee)
•
4. Manage risks
Develop and establish a programme for managing risks at all level of work
•
5. Monitoring and review of risk
To ensure risk levels remain acceptable
•
• To ensure treatments remain relevant
Risk Assessments are integral to the highway maintenance and design service delivered through the
Surrey Highways Partnering Contract. Services are also subject to the Construction Design and
Management Regulations.
Risk Assessments for the installation and maintenance of traffic control and information systems are
maintained by the Traffic Systems Team in Transportation Division.
The Urban Traffic Control (UTC) System has a separate specific Management Plan, which incorporates
a Hazard Inventory and Risk Assessment.
Surrey County Council also carries out an annual programme of internal audits of Risk and Risk mitigation
for business and technical systems, procedures and practices.
The hazards associated with the installation, maintenance and operations of traffic control and information
systems are contained in the Surrey County Council “Traffic Signals Risk Assessments and Design
Statements” and are shown in Table 11.9 on the next page:
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Table 11.9 – Hazard Inventory
Residual Risks
Rating
Probability
Severity
Hazard1
Project
phase(s)2
Category
Eliminate by
design
Risk Rating (‘ALARP’)
Live conductors,
C, M, R
i.e. working on ‘live’ & CL
electrical systems
critical
remote
3
partly (see 1.1) regulations
Road traffic
all
catastrophic remote
3
partly (see 2.1) see file note 2
Working on
laddersat over
2 metres
C, M, R,
CL & D
critical
possible
4
partly (see 3.1) regulations
Manual handling
C, R & D
marginal
possible
3
partly (see 4.1) regulations
Noise
C
negligible
possible
2
partly (see 5.1) regulations
Use of hazardous
materials
C, R & D
marginal
possible
3
partly (see 6.1) regulations
Hazardous
ground conditions
C&D
marginal
remote
2
partly (see 7.1) regulations
Open trenches
C
marginal
remote
2
no (see 8.1)
regulations
Other contractors
on site
C
critical
remote
3
no (see 9.1)
regulations
Site traffic
C&D
critical
possible
4
no (see 10.1)
see 10.3
1
This table is based on the requirements of SCC H&T Dept. Safety Memo. 03 (Aug 1995 issue).
2
Construction (C), Maintenance (M), Repair (R), Cleaning (CL), Demolition (D).
11.10 Routine Maintenance Plan
The routine maintenance and inspection of traffic control and information systems with few exceptions
falls into five categories:
•
•
•
•
•
Responsive maintenance
Preventative maintenance
Routine Inspections
Safety Inspections
Electrical Inspections
The service is delivered through a partnering Contract between the County Council (Transportation)
and Constructor. The Service Client under the Contract is the Traffic Systems Team, which is part of the
Transportation Division.
The service is executed in accordance with:
•
•
•
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the Term Brief in Section 2 Method Statements Paragraph 2.19
TD 24 Inspection and Maintenance of Traffic Signals and Associated Equipment
Quality Management System Work Instruction No. 22/01
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The Process Flow Chart is shown in Fig. 11.10 below:
Figure 11.10 – Routine Maintenance and Inspection
Traffic System faults reported
electronically via PSTN &
dedicated lines RMS/UTC
Routine inspections of
Traffic Systems sites
IC
Ad hoc reports of faults on
Traffic Systems installations
Public/Police/Local Authority
Reports analysed
at TSC
PM/PE/TA
Submit inspection forms
TSC1 to TSC
IC
Reports analysed and
confirmed by TSC
TSC/PM/PE/TA
Analyse & progress
inspection forms TSC1
PE
Traffic Systems faults reported
to Maintenance Contractor via
PreFect PM/PE/TA
Non ‘Maintenance Contract’ faults
reported to agent or area offices
and logged on PreFect PM/PE
Receive Traffic Systems faults
or chargeable works via
PreFect MC
Attend site and confirm
nature or fault, effect repair
if possible MC
If repair is possible confirm
fault repaired to TSC via
PreFect MC
PSTN
Post Switch Telephone Network
RMS
Remote Monitoring System
UTC
Urban Traffic Control
TSC
Traffic System Centre
PM
Project Manager
PE
Project Engineer
TA
Technical Administrator
IC
Inspections Contractor
MC
Maintenance Contractor
ME
Maintenance Engineer
PD
Project Director
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Record non‘Maintenance’
faults on PreFect
PM/PE
If repair is not possible advise
TSC of system status and
required source of action
MC/ME
Assess fault condition &
determine course of action &
resource PM/PE
Secure equipment & restore
site to minimum safety
standard. Programme final
repair & agree priority
PM/PE/MC/ME
Procure service &
give works instruction
PM/PE
Attend site and effect
final repair
ME
Receive & record confirmation
of completed works on
PReFect PM/PE/TA
Report fault repaired to TSC
via PreFect
MC
Performance/progress
meetings PM/MC
Confirm fault ‘clear’
TSC
Actions
PD/PM
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11.11 Upgrading Plan
The Renewal and Replacement Plan is a programme of works including the refurbishment and modification
of existing installations and systems.
Renewal and/or replacement may retain the identical functionality of the original installation or system to
extend its working life. However it is more common for equipment to be renewed in association with works
intended to enhance the functionality of the installation or system. The motives for this are generally:
•
•
•
Compliance with new legislation
Compliance with Health and Safety
Achieving Local Transport Plan Targets
The predicted working life of systems and installations for traffic control and information systems is not
easily and precisely identified due to a number of factors:
•
•
•
•
Operating environment
Type of equipment
Life of discrete components
Degree of risk of damage
Traffic Signals
The main component parts of a signal installation are:
•
•
Controller
•
•
Signal cable
Street furniture (including posts, lanterns, push-buttons
and indicators, detectors and ancillary brackets and fixings)
Detector cable
As a general rule, the Department for Transport recommends the life of a traffic signal controller to be 15 years.
Surrey’s total controller population at March 2004 is 506 units. The demographic growth is approximately
20 units per year. A replacement programme to meet a lifecycle of 15 years year per unit would require a
rate of replacement of about 35 per year. At an average cost of £8,000 per unit including minor civil
engineering works an annual outlay of £280,000 would be required.
Continued under-investment in maintaining equipment stock will ultimately require a review and
re-establishing of service priorities and standards.
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General Approach
The programme for refurbishment and modification is viewed as non-essential (with the exception
of compliance with legislation and latest standards) when measured against responsive and routine
maintenance and safety related maintenance the demands of which are understandably more immediate.
Historically the Refurbishment and Modification budgets have been under-funded for a number of years.
Owing to the different rates of deterioration of the range of components of signal systems, exposure to
different environmental conditions and occurrences of random damage prematurely curtailing normal life
expectancies, it is extremely difficult to attach a definitive life to the various systems and installations.
However as a general rule the predicted life is assessed as the life of the major controlling component.
For example the life of a traffic signal installation is determined by the life expectancy of the signal controller.
National guidance suggests that this should be 15 years.
In practice, the replacement programme is determined and reviewed against a number of considerations:
•
•
•
•
•
•
•
•
•
•
•
Age
Operation against Key Performance Indicators
Condition Surveys
Fault History
Legislation
Health and Safety criteria
Cost of replacement
Increased functionality
Suppliers’ recommendations
Local Transport Plan Improvement Programmes
Development-related Highway Improvements
The assessment list is prepared and, through a moderating process, a Priority List is produced.
The annual Bid for funding is submitted based on the priority list.
Standard Green Arrow Signal Heads
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11.12 Disposal Plan
The Disposal Plan includes all activities following the safe decommissioning of a system, part of a system or
individual items of equipment. Disposal includes safe removal, sale of all or part of the asset, recycling and
ultimately destruction.
The lifecycle of the diverse types of equipment included within this asset group varies considerably. As an
example, for systems exposed to the normal weather environment such as a traffic signal installation, the
recommended life for a modern traffic signal controller is 15 years whereas the life of the cable
infrastructure for signal systems is probably closer to 30 years.
Additionally the street furniture associated with traffic installations such as poles, lanterns, and pushbutton
units can also suffer varying rates of deterioration subject to local environmental conditions and damage
arising from incidents such as vandalism and accident damage.
In cases where equipment is being replaced, the act of replacement can in itself cause considerable shortterm disruption and consequently, judgement is needed to determine if other associated equipment should
be replaced albeit prior to its accepted normal life-span in order to minimise disruption.
The resale value of control and information systems is in most cases insignificant and as a rule the removal
of a decommissioned asset normally incurs a small cost, which is normally borne by the contract/agreement
for the supply and installation of the replacement equipment. The liability for the safe destruction of the
replaced asset is therefore passed to the supplier/installer of the new equipment and/or system.
The Surrey Highways Partnership (SHP) contract includes specific provision for the safe, sustainable and
environmentally sympathetic removal of all waste materials arising from the contract. Redundant equipment
and materials are disposed of through specialist sub Contractors.
In addition to the removal of equipment, in cases where an installation is removed rather than replaced
there is a need for the appropriate statutory authority to safely disconnect and terminate electrical and
voice/data communication supplies.
In Surrey there are three possible sources for supply of electricity to its systems and equipment:
•
•
•
Southern Electricity Board
South Eastern Electricity Board
Private supply (normally Surrey owned cable network)
There are two sources of voice/data service networks:
•
•
British Telecom
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11.13 Sustainable Development
Surrey County Council will direct its resources to promote sustainable development as defined
by “The Common Agenda”:
•
Use natural resources wisely by minimising waste and using the best and most appropriate
techniques to achieve the objectives
•
Promote more sustainable transport by providing more choice and creating easier and safer
opportunities to walk and cycle
•
Protect and enhance the environment by widening the understanding of sustainable issues
and ensuring that all developments make Surrey’s environment better not worse
•
Care for and protect people by increasing personal and community safety with less fear of crime
and encouraging continued independence of those who are older, more frail or less healthy
•
Meet people’s differing needs by, amongst other things, ensuring that buildings and places open
to the public are accessible to all
Traffic control and information systems contribute to maintaining a Sustainable transport system by
providing a toolbox of Intelligent Transport Systems and techniques, which underpin the policy objectives,
and strategies of Surrey’s Local Transport Plan:
•
•
•
•
•
•
•
•
•
Minimising congestion
Minimising delay
Minimising vehicle stops
Supporting passenger transport strategies
Supporting walking and cycling strategies
Supporting Mobility Management
Monitoring air quality and introducing mitigating transport strategies
Using non-polluting and controlling toxic substances used in delivering the service
Recycling and disposing of materials in an environmentally sympathetic (see 11.12)
The service will take the following actions to support a Sustainable transport system:
•
Maintain a rigorous maintenance and inspection regime to ensure all equipment is operating to its
optimum performance
•
Manage a programme of monitoring, review and adjustment of signal timings and signal management
plans consistent with the Local Transport Plan targets related to congestion and air quality
•
•
•
•
•
Exploit new technology and best practice to reduce the adverse impact of traffic and traffic growth
Encourage the use of materials, which are non-injurious to the environment
Ensure that the harmful effects of any materials used are neutralised or mitigated.
Recycle or dispose of removed equipment in an environmentally sensitive way
Apply the full rigors of all appropriate Health and Safety Legislation in the management
and execution of the works.
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Chapter 11 – Traffic Control and Information Systems Lifecycle Management Plan
11.14 Future Development
Innovation
We will strive to continuously improve the standard of maintenance for traffic control and information
systems by:
•
•
•
Exploiting new technology
Reviewing and applying industry standards to ensure best practice
Reviewing procedures and practices for continuous improvement of the service
Best Value
•
Apply the full rigors of Best Practice through measured achievement against Key National and local
Performance Indicators
•
•
•
Demonstrate financial prudence in the delivery of the service.
Measure and review performance against Key Performance Indicators
Review and re-set Key Performance Indicators in the spirit of continuous improvement
Control Systems
We will maintain and enhance the Urban Traffic Control system controlling signals in our built-up areas
using strategies to minimise vehicle delays, stops and emissions.
We will continue to convert our isolated traffic signals to MOVA strategy to improve traffic throughput,
reducing delays, congestion and emissions.
We will continue to install bus priority at traffic signal installations to support work by Quality Bus
Partnerships and “Suretime” Surrey’s Real Time Passenger Information System.
Route Guidance
Our current Car Park Management and Information system will be extended to other towns in Surrey. The
system is also being extended to provide enhanced messaging to motorists for incident and network
management on selected strategic and local traffic corridors.
Car Park Information VMS
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Public Information
Surrey is committed to providing timely high quality travel information to encourage responsible car use and
increase use of public transport and other no-motorised modes of transport.
Systems Integration
To facilitate the efficient and effective management of data, a “Common Data Base (CDB)” is being installed
in the Network Management and Information Centre. This will enable data to be retrieved from a number of
disparate ITS systems to be stored and made available to stakeholders and customers via direct, intranet
and Internet means.
11.15 References:
1)
SHP: Maintenance of Traffic Control and Information Systems – Method Statement
2)
Design Manual for Roads and Bridges (DMRB)
3)
Technical Standard TD 24 (DMRB) – Inspection and Maintenance of Traffic Signals
and Associated Equipment
4)
MCH1869 Code of Practice for Traffic Control and Information Systems
5)
Health and Safety Regulations
6)
Construction Design and Management Regulations 1994
7)
Current Legislation
8)
Hertfordshire Asset Management Plan
9)
Surrey Local Transport Plan
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