programme objectives
April 2006
Programme Objectives
Guide
2006
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Contents
Annex A - Current Ministerial Commitments/Requirements/Aspirations (March 2006) .......... 26
Annex D - Guidance on Biodiversity Output Definitions for the Environmental Key
Annex E - Guidance on Landscape Output Definitions for the Environmental Key
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Human Resources
Manages the risk that HA has the skills and competences required to deliver the programme
Finance Services
Advises on rules and requirements for financial planning; manages the risk that HA has sufficient funding to deliver the programme
Information Directorate
Manages Roads Information
Framework; coordinates data sources to support strategic and operational decisionmaking; delivers ICT business solutions
MP
Delivers
TPI
Figure 1 - Roles and Responsibilities within the Forward Planning Process
Network Strategy
Produces Business Plan and initiates Spending Reviews. Communicates indicative allocations and programme objectives. Develops network performance measures and sets targets. Responsible for Route Management Strategies, determines future demands on the network, obtains stakeholder ‘buy-in’.
DfT
Procurement
Manages the risk that
HA has a supply base with the right skills and competences in the right place at the right time
SSR
Delivers R&D programme
Major Projects
Profiles forecast expenditure for
TPI and Pre-TPI schemes
Traffic Operations
Establishes Traffic Manager, Maintenance,
Technology and Small Network Schemes programmes to deliver agreed outcomes/ outputs
Safety, Standards
& Research (SSR)
Advises on technical matters, value management and value engineering
MP Lands and Delivery Support
(Operational Programme &
Policy)
Aggregates to national level and identifies pressures on TPI allocation together with potential solutions
TO Programme Planning and Systems
Aggregates to national level and identifies pressures on Traffic Manager, Maintenance,
Technology and Small Network Schemes allocations together with potential solutions
Network Strategy Central
Advises on the resolution of / resolves pressures on programme resources in order to deliver the required outcomes and commitments.
TO operational teams
Deliver Traffic Manager,
Maintenance, Technology and Small Network
Schemes programmes
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Introduction
1.1 This edition of the Programme Objectives Guide (POG) will inform updates to the existing programme to extend it to cover the 4-year period 2007-08 to 2010-11.
Main Changes to the POG since 2005
1.2 The 2006 version has been developed to define not only Ministerial targets on a national basis but to also provide stronger links to regional priorities.
1.3 Strategic priorities have also been incorporated into the POG.
Forward Planning Guidance
1.4 The POG forms part of a suite of Forward Planning Guidance (FPG) documents, each of which covers a different aspect of forward programming.
Programme development is a continuous process and the FPG will continue to be reviewed in the future, and updated when appropriate.
1.5 The other FPG documents are:
Forward Planning Financial Framework which sets out the rules and requirements for financial planning
Traffic Operations Programming Guidance which assists with the building of quality programmes of work for Maintenance and Smaller Schemes
VM Guides for LNMS, Roads Maintenance and Structures Maintenance
A HA Portal Community for Forward Planning Guidance has now been established and can be accessed by all HA staff. All future updates to the FPG will be via the Portal Community.
1.6 Maintaining agents can access the Portal community via Partnernet. For further information please contact Jennifer Pitt, tel. 0121 687 2564.
Roles and Responsibilities in the Forward Planning Process
1.7 Roles and Responsibilities in the Forward Planning process within the HA are
1.8 The Owner of the Programme Objectives Guide is Hilary Chipping, Network
Strategy Board Director, and any enquiries on its contents should be e-mailed to
Jennifer Pitt (tel. 0121 687 2564) or Jane Wilkins (tel. 0121 678 8283)
Customers First
1.9 The Agency published its Corporate Plan, “ Customers First” on 31 January 2005.
This sets out the strategic direction for the Agency over the next 5 years and beyond to put customers at the heart of our business through the following five visions:
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We put our customers first in everything we do, understanding and responding to their needs;
We are a progressive, adaptable organisation with the skills and capabilities we need to deliver an effective and efficient service to customers and provide the best possible value for money;
Our customers and those who work on our roads will enjoy improved safety;
Our customers will enjoy more reliable journeys on a network that is sustainable, strikes the best environmental balance and provides best value;
Our customers will have easy access to reliable, accurate information when, and where, they need it to help them better plan and complete their journeys.
Agency Transformation Journey
1.10 This programme of projects draws together and directs effort across the organisation by focusing on delivering the following Customers First related outcomes:
Our performance will be driven by our customers
Our front line will be empowered
Our resources will be allocated by priority
Our workforce will have the right skills in the right place at the right time
Our support services will be ‘best in class’
Our business will be socially and environmentally responsible
Spatial Planning
1.11 Regional Spatial Strategies have replaced Regional Planning Guidance following the Planning and Compulsory Purchase Act in 2004. They set out the Secretary of
State’s policy on:
the adoption of a genuinely spatial approach to planning,
the promotion of more sustainable development and
the encouragement of greater community involvement in the planning process.
1.12 Effective input by the Highways Agency to the Spatial Planning system, through early input at the Regional Spatial Strategy (RSS) and Local Development Framework
(LDF) stage can help to promote sustainable travel modes and reduce the need for travel, thus eliminating traffic generation at source. Where necessary, policies will be requested and planning conditions imposed requiring the delivery of alternative transport provision, or other mitigation measures to manage congestion, capacity and safety occasioned by development activity in accordance with the Route Outcomes identified in Route Management Strategies. Where such mitigation is impractical, consideration will be given to the issuing of a request that an allocation not be made or of a direction that planning permission be refused.
The context to this approach is
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described in ‘The Future of Transport’ and the policy is set out in Circular 04/2001 or by clicking on the following link : http://www.highways.gov.uk/aboutus/729.aspx
)
Regional Network Reports
1.13 In the 2004 Transport White Paper, ‘The Future of Transport: a network for
2030’, the Government encouraged the regions to play a greater role in deciding spending priorities for transport, housing and economic development in their regions. To do this they need to understand the potential impact of their planning decisions on the trunk road network.
1.14 Network Strategy are producing Regional Network Reports (RNRs), which provide this advice and information based on alternative scenarios. The RNRs examine existing key transport and economic issues affecting the network and look ahead to forthcoming developments such as airport expansion, major housing growth and new retail complexes. A simple, high level forecasting tool has been developed that can model various scenarios for each region.
1.15 The R NRs are updated regularly in line with revisions of regions’ Spatial Planning
Strategies, which include their future plans for land use to support economic growth.
1.16 RNRs are accessible on the Network Strategy Community of the HA Portal please click here for a direct link.
Route Management Strategies
1.17 Route Management Strategies (RMSs) provide a framework for managing individual trunk routes as part of wider transport networks. They assist the HA in planning and optimising investment in the network and their output is a set of desired outcomes for the route.
1.18 Consultation with key stakeholders and with the public is a statutory stage in
RMSs and the document includes a Land Use Planning Strategy for the route.
1.19 58 RMSs have so far been completed from a total of 71 and the RMSs will be updated to fit with Regional Network Reports (RNRs) so that they reflect the issues from the RNR at route level.
The Planning Timetable
1.20 To view the expected timetable for programme development during 2005 please click here
Core Planning Assumptions for 2007-08 and beyond
1.21 Public Service Agreement (PSA) Targets. The Agency contributes to three PSA objectives:
Improve reliability and reduce congestion
– this is the main outcome by which
Ministers and the Prime Minister’s Delivery Unit will measure our success as an
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organisation in delivering improved service to the public. A new PSA target for reducing congestion on inter-urban roads was introduced in July 2005.
Improve safety across all transport modes - by reducing the number of people killed or seriously injured in Great Britain in road accidents by 40% by 2010 and the number of children killed or seriously injured by 50%, compared with the average for 1994-98.
Reduce the impact of transport on the environment e.g. by improving air quality.
1.22 Ten Year Plan Targets - these are currently under review.
1.23 De-trunking. The Agency will continue progress towards completion of the detrunking programme to ensure that our focus remains on the management and operation of the strategic network. It is envisaged that responsibility for the majority of all non-core roads will have transferred to local highway authorities by the end of
2007/08.
1.24 Traffic Officers .
We will be putting more than 1000 Traffic Officers in place on the motorway network by the end of 2007-08 to clear incidents and manage traffic. There will be the establishment and development of Regional Control Centres and traffic
Officer services including expanding coverage to the remainder of the motorway network and some key all-purpose trunk roads during 2006/07.
1.25 Liaison with local highway authorities . The Agency will pay increased attention to improved liaison with local highway authorities. Our programme will take account of future working arrangements needed to support the implementation of the traffic management role where facilitating overall traffic movement is the priority. We will also be working with local highway authorities to review the way roads procurement is carried out to provide better value for money and share procurement expertise.
1.26 Regional Focus. The Agency is forging new and stronger relationships with regional planning bodies in responses to changes in the planning system. This will be especially important after 2007-08 when major road schemes on the regionally important part of the network will be subject to advice from regional stakeholders. The
Agency’s planning will also take account of the need for improved access to ports and airports
1.27 Performance Requirements. It should be assumed that for the 2007-08 planning round, similar performance measures to those shown in the 2006-07 Business Plan and
Management Plan (due for publication in March 2005) will apply. These performance measures and targets are focused on improving service to our customers and will drive significant continuous improvement across the Agency.
1.28 Public-Private Partnerships. PFI/PPP contracts will continue to be employed where they are the best operational option and offer good value for money.
1.29 Speeding Up Delivery. The Agency will continue to ensure the benefits of new schemes are realised as early as possible under our speeding up delivery initiative. We will involve our contractors earlier in the design process and look with them to deliver
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quick wins for our customers (e.g. early provision of climbing lanes and improvements to key junctions).
1.30 Resource Accounting and Budgeting. The current Spending Review has been conducted on a full resource accounting and budgeting basis. Equal emphasis needs to be given by the Agency to forecasting non-cash items, including the cost of capital, write-downs, provisions, and depreciation, as to traditional cash items when planning.
This will help the Agency to plan, control and forecast its expenditure more accurately.
1.31 Information for Road Users . We will continuously improve our capability to provide accurate and up to date traffic information to the media and traffic information providers as well as directly by telephone and on-line. We will also improve our capability to provide strategic route advice using variable message signs, in car systems, new communications technology (such as SMS text and video messaging) and the web.
1.32 Innovation . We will promote innovation and continuous learning in pursuit of our key objectives. For example, we will design our road improvements with buildability and safe maintenance in mind. We will work closely with our industry supply partners to develop our delivery capabilities across the full range of services we offer.
Level of Service . As with all our other activities, we will coordinate our improvement and maintenance programmes to provide a first class level of service to our customers and secure effective investment in the network. This means thinking of the benefits to, and impact on, customers of every task we do as set out in our Corporate Plan
“Customers First”
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Programme Objectives and Priorities
Programme Objectives
2.1 The business objectives which inform the types of project that should be added to the existing programme to extend it to cover the 4-year rolling programme are included in
Annex A - Current Ministerial Commitments, Requirements and
These derive from PSA targets set out in the Government White Paper
‘ The Future of Transport: a Network for 2030’ (see 1.12 below) and SR2004 (see
1.13 below).
2.2 The Government's Ten Year Plan for Transport is currently under review.
2.3 The Government White Paper ‘ The Future of Transport: a Network for 2030’ , published in July 2004, clarifies what is required of the HA to deliver or contribute to the targets in the Department for Transport’s Public Service Agreement (PSA). These targets are set out in more detail in later sections of this Guide.
2.4 The delivery of programme objectives should be through best value solutions.
The definition of best value which has been approved by the HA Board is:
Delivering business objectives at the lowest affordable cost while achieving continuous improvement.
Network Priorities
2.5 We will achieve the right balance between our various priorities for the network.
All spending areas are subject to challenge in the annual business planning cycle and only essential needs to meet policy commitments and firm contractual commitments are guaranteed funding .
Assigning a priority to a given spending area does not guarantee funding. Our priorities for each year are set out in detail in our annual business plan. In broad terms, we will follow the order of priorities set out below:
2.6 Our highest network priorities are:
Improving journey time reliability by reducing by 2007-08, against the baseline period of August 2004 to July 2005, average delay on the slowest 10% of journeys across 103 routes, measured in 15 minute periods from 0600 to 2000 each day of the week. This will support our aim of Reliable Journeys. We will achieve this through the Delivery Plan for the PSA journey time reliability target.
Maintaining and improving safety on the network to deliver our PSA safety target and support our aim of Safer Roads for all users including construction workers. This will be achieved through the safety benefits of major projects and by carrying out a programme of technology investment and small safety schemes.
Maintaining the network in a safe condition whilst minimising the whole life costs. This helps avoid unplanned or more extensive and disruptive maintenance works in future years.
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Achieving best value from all programmes of work and controlling the costs of individual schemes.
2.7 Our next network priorities are:
Delivering planned major road improvements on the nationally and internationally important part of the network . This includes widening the core motorway network (M1, M6 and M25 widening schemes).
Delivering improvements to journeys by making information available to influence travel behaviour and inform decisions and by encouraging the use of travel plans . This supports our aim of Informed Travellers.
2.8 Our third network priorities are:
Delivering the planned major road improvements on the regionally important part of the network , including widening of all-purpose roads, and bypass schemes.
Delivering the programme of small schemes to improve the environment and accessibility consistent with value for money.
Principles Behind the SR2004 Settlement
2.9 The main principles that Ministers have specified for the settlement are set down below. These must be met through the 2006/07 Business Plan.
Maintenance
Maintain the network in a safe and serviceable (available for use) condition over the SR 2004 period in line with minimum whole life cost. Due to Resource pressures in 2006/7 and 2007/8 this will mean bringing forward justifiable pavement and structures renewals into 2005/6 so that the network condition at the end of the SR 2004 period is similar to that at the beginning of it in order to avoid impairment charges under the resource accounting system
The settlement does not allow the resurfacing of concrete roads ahead of a structural maintenance need. However, where necessary structural work to concrete road pavements requires an overlay, then a quieter surfacing should normally be applied. A quieter surfacing should not be laid where significantly more structural work is required in order to allow it to be applied
Deliver the full requirements for routine and winter maintenance.
Traffic Manager and Technology
Deliver first service to the most vulnerable parts of the network in all regions with all of the 7 regional control centres operational during 2005/6 and the phasing in of approximately 1,000 traffic officers by the end of 2006.
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Install technology on the network to support the slower rollout of the traffic manager role.
Progress the National Roads Transmission Service.
Small Network Improvements
Spend at least £35m per annum on small safety schemes.
Spend £5m per annum on justifiable noise mitigation schemes at locations published in Hansard.
Complete at least 90% of the Priority Action Site programme (92 sites) over the
SR 2004 period.
Note: Whilst not specifically requested by Ministers or DfT, the Agency should balance its small scheme programmes to improve safety, reduce congestion, reduce severance and improve the environment.
Major Improvements
Deliver major improvements to the programme agreed with Ministers (see 2.20 below).
Spending Review 2007
2.10 Spending Review 2004 (SR2004), agreed by Treasury in July 2004, provided budgets and targets for the three years 2005/06 to 2007/08. The next spending review will be SR2007 and will be announced in July 2007 to cover the years 2008/09 to
2010/11. This will be a Comprehensive Spending Review, similar to that carried out in
2000 and will seek to justify all spending from a zero-based budget.
Business Plan
The Agency’s business plan for 2006/07 has now been agreed by Ministers. Please click here to view the key performance measures for 2005-06 to 2007-08, comprising the indicators and targets set by Ministers.
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Tackling Congestion and Improving Reliability
Targets and Objectives
3.1 The Public Service Agreement (PSA) target announced by the Secretary of State for Transport on 5 July 2005 is:
Deliver improved journey time reliability on the Strategic Road Network by
2007- 8.
3.2 The target will be achieved if the average vehicle delay on the 10% slowest journeys is less in 2007-08 than in the baseline period. The baseline period is August
2004 to July 2005. The average vehicle delay associated with the 10% worst daytime journeys in the baseline period for this target was 3.5 minutes per 10 vehicle miles travelled.
3.3 The indicator will be the average vehicle delay, derived from the differences between observed journey times and a reference journey time, experienced on the slowest 10% of daytime journeys on each of a set of 103 routes which together make up the Strategic Road Network in England, for each 15-minute departure period between
6am and 8pm for each day of the week. The reference journey time is the journey time that could theoretically be achieved when traffic is free flowing.
3.4 This target replaces the Ten Year Plan target which was calculated using a traditional measure of congestion based on the delay experienced as a result of travelling at speeds below “free-flow conditions”. This definition of congestion was used because it could be measured at a network-wide level of aggregation and forecast into the future, and because it was thought to represent the impacts of congestion that mattered most to business. However, the measure did not reflect other aspects of congestion that are important to motorists (e.g. journey time reliability) and related to the whole road network rather than recognisable roads.
3.5 Congestion ratings will be published for key routes reflecting their performance against the new indicator. These developments will make the performance of individual routes and their contribution to the overall PSA target more transparent, and this will emphasise still further the importance of effective targeting of the HA’s resources.
3.6 The new target will impact on programme delivery for 2006/7 onwards.
3.7 SR2004 congestion-related requirements are:
Progress the traffic manager role such that first service is delivered to the most vulnerable parts of the Network in all regions by April 2006, including all 7 regional control centres operational in 2005/06 and phasing of traffic officers to reach full complement in 2006/07.
Progress - All 7 regional control centres are now fully operational.
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By 1 April 2008, commence the construction of 35 TPI schemes (33 in 1
December 2004 Press Notice plus A595 Parton to Lilyhall and A11 Attleborough
Bypass)
Progress
– Of the 13 national schemes due to commence by April 2008,
2 have started works. These are M4 J18 Eastbound Diverge and M40/A404 Handy
Cross Junction Improvement.
- Of the 22 regional schemes due to commence by April 2008 7 have started works. These are; M5 J17 to J18 Northbound climbing lane, A30/A382
Merrymeet Junction, A30 Bodmin Indian Queens, M5 J19 to J20 Northbound climbing lane, M5 J19 to J20 Southbound climbing lane, A419 Blunsdon and A11
Attleborough Bypass.
Progress the Priority Action Scheme programme and preferably complete it during the SR 2004 period.
Progress
– 53 completed and 9 sites investigated with no works justified
3.8 Congestion related objectives will be achieved through the following:
The Traffic Manager role
Technology Improvements
Smaller Improvements (Local Network Management Schemes)
Major Schemes
Influencing Travel Behaviour
Regional Congestion –Related Issues
3.9 To see the most important congestion-related issues for each region please see the relevant Regional Network Report .
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Improving Safety
Targets and Objectives
4.1 The DfT’s PSA Safety - related performance target for all roads is:
Reduce the number of people killed or seriously injured in Great Britain in road accidents by 40% and the number of children killed or seriously injured by 50%, by 2010 compared with the average for 1994-98, tackling the significantly higher incidence in disadvantaged communities.
4.2 For the Agency’s strategic trunk road network the equivalent targets are:
Killed or seriously injured - a 33% reduction on the 2006 Network from the 1994-
1998 baseline figure of 3366 to 2244.
Progress - In 2004, the latest year for which statistics are available, there were
2728 people killed or seriously injured, a reduction of 19% (on target).
Slight casualty rate - 10% reduction on the 2006 Network from 18.03 to 16.55 per
100 million vehicle kms by 2010.
Progress - In 2004, the slight casualty rate was 17.23 (on target).
Contribute to the national target of a 50% reduction in the number of children killed or seriously injured on the whole 2006 national road network against the
1994-98 national average of 181. The Agency is being monitored against a 50% reduction. It has been established that over 78% of child casualties on the
Agency’s network are motor vehicle passengers.
Progress – In 2004 the number of children killed or seriously injured on the trunk road network was 119, of these 93 were car passengers, 16 were pedestrians and 3 were pedal cyclists, a reduction of 34% (on target).
4.3 More details of progress against targets can be seen in
relevant section in the 2006/07 Business Plan.
4.4 A further safety-related target from the 1998 Roads Review is:
Assist better enforcement of existing speed regulations
4.5 The SR2004 safety-related requirements are:
By 1 April 2008, commence the construction of 35 TPI schemes (33 in 1
December 2004 Press Notice plus A595 Parton to Lilyhall and A11 Attleborough
Bypass)
£35m expenditure per annum on small safety related schemes on the core motorway and trunk road network
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Maintain the network in a safe and serviceable (available for use) condition in line with minimum whole life cost
Complete the bridge assessment and strengthening programme and begin to address the backlog of bridge maintenance, including preventative maintenance.
4.6 Safety related objectives will be achieved by:
The Major Schemes (TPI) programme
Smaller Improvements
Technology
Maintenance
As a benefit from other programmes, for example, the provision of improved crossings for non-motorised users.
Regional Safety-Related Issues
4.7 To see the most important safety-related issues for each region please see the relevant Regional Network Report
Maintenance
4.8 The SR2004 Ministerial requirement is:
Maintain the network in a safe and serviceable (available for use) condition in line with minimum Whole Life Cost
4.9 The Agency is required to give priority to the maintenance, on the core network, of motorways, all-purpose trunk roads and bridges by:
Delivering treatments that target maintenance, including preventative work, to achieve a minimum whole life cost solution (right treatment at right time with minimum disruption);
Maintaining road pavements (carriageways) such that the road condition Key
Performance Measure is achieved (see 3.17 below);
Undertaking 90% of routine maintenance work on the carriageway at times when roads are less busy;
Carrying out routine maintenance in line with the code of practice and local specific requirements;
Providing better information, signing and traffic management techniques in advance and during maintenance works.
4.10 Road Renewal - the Road Condition Key Performance indicator reflects the target condition of the network using whole life costs. Road surface condition measurements and the expected treatments based on minimising whole life costs are
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used to derive the target condition (i.e. road requiring no treatment) which is transformed to an index of 100, with a small tolerance of +/-1 to allow for variability or uncertainty. The actual target value may vary year on year to allow for whole life cost and these will be detailed in the HA Management Plan. It is expected that regional condition targets will be introduced during 2005/6.
4.11 The Highways Agency Pavement Management System (HAPMS) shall be used to inform the process of identifying where pavement maintenance works are required and which options represent the minimum whole life cost solution.
4.12 All pavement maintenance shall be carried out using quieter surfacing materials which will contribute to the Ministerial Outcome for quieter roads (see Section 4.15), except for approved locations, e.g. those where increased salt requirements could damage established wetlands.
4.13 The SR2004 settlement does not allow the resurfacing of concrete roads ahead of a structural maintenance need. However, where necessary structural work to concrete road pavements requires an overlay, then a quieter surfacing should normally be applied. A quieter surfacing should not be laid where significantly more structural work is required in order to allow it to be applied.
4.14 Any maintenance required in advance of widening or other TPI works must take into account the advantages offered by combining maintenance with improvement works. For example a pavement proposal with a life of 20 years is unlikely to be the preferred option for a carriageway that will be widened in less than 10 years.
4.15 Other features, e.g. road lighting, signs, safety fencing, etc, should be renewed as they reach the end of their serviceable life or replacement represents value for money in whole life cost terms compared with continuing repair costs and consequences for other budget heads. DMRB, TRMM (or its replacement), CHE and
AM Memoranda provide further guidance on expected life. However in order to minimise overall traffic disruption and also to obtain the most advantageous rates it may be appropriate to consider either bringing forward or deferring some maintenance work to amalgamate it with other work, both maintenance and improvement, to create hybrid projects.
4.16 A further matter affecting the whole network is the assessment of soakaways and the prioritisation of improvements. Pending further advice, priority should be given to investigations for any soakaways located in the Inner Source Protection zone for public abstraction sources.
4.17 Structure Renewal - The aim of structures maintenance is to ensure that structures remain in a safe (structurally reliable) and serviceable (available for use) condition. The related objective from the 1998 Integrated Transport White Paper is:
Complete the bridge assessment and strengthening programme and begin to address the backlog of bridge maintenance, including preventative maintenance.
4.18 Further specific objectives for the work are:
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to ensure public and structural safety by preserving and, where necessary, upgrading bridges and other structures to a required structural capacity at minimum whole life cost basis;
to ensure structures meet the operational load carrying requirements of the route they support by being available to the user;
to preserve the condition state of structural assets at a target level by undertaking timely maintenance using minimum whole life cost. The target will be challenging though realistic and achievable within agreed funding levels, and will appear in the HA Management Plan for 2006/7
to strike an appropriate balance in the programme between Essential and
Preventative maintenance in a ratio of 1.5:1.0
to have targeted programmes in place for the safe management of defective highway structures such as those with substandard parapets or piers.
4.19 The need for maintenance is established from the General Inspection (GI) and
Principal Inspection (PI) programmes. Maintenance work arising from national initiatives is delivered through rolling National Structures Programmes (NSPs). These proposals are considered in the context of the incident history and performance of the structure, the risks, the cost and practicality of works and the reduction in incident and risk that is estimated to result. As for all proposed work, such considerations need to be undertaken, from the inception of a project, in close liaison with SSR advisors who have developed a structures value management tool, which identifies project risks and prioritises projects in risk order. From October 2004 this process should be carried out using SMIS.
4.20 Where practical and appropriate, every effort should be made to complete the design and implementation of all strengthening work and other maintenance treatments of a structure as a single project. In addition strengthening, upgrading or other maintenance work should be considered as part of a hybrid project with road maintenance or improvement works to reduce traffic disruption and minimise costs.
4.21 Traffic Technology Maintenance and Renewal - The Highways Agency Traffic
Technology Programme Development Guidance provides the main steer on the forward traffic technology programme. However the maintenance and renewal elements are additionally covered in this section. The forward programme for traffic technology over the SR2007 period will take the following factors into consideration.
Detailed asset information from NOMAD
Reports from existing maintenance contractors
Experience and expenditure outturns from previous years
Existing contract arrangements (including allowances for Tech MAC and NRTS)
Existing maintenance standards
Technology refresh requirements
Assumptions on the future technology development and deployment
Assumptions of enhanced availability and response times to satisfy the Network
Operator objectives.
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4.22 The aim of technology renewal is to maintain the serviceability (fitness for purpose) and safety, for road users, of technology equipment, e.g. cable, electronics, cabinets, signals and CCTV cameras. Replacement work should be carried out on a whole life cost basis, i.e. equipment should not be replaced before the end of its effective life unless there is a good reason to do so. For example, renewal work should be combined with other work so as to minimise disruption to traffic or if technology design has moved on to such an extent that replacement must be carried out. Renewal must be carried out to current standards and, in doing so, a balance will need to be struck between renewing what exists on a piecemeal basis and the comprehensive upgrade along sustained lengths of the most congested sections of the network
4.23 It is expected that there will be an increase in the funding requirements against both the Technology Routine and Renewal Lines. This is a direct result of the assets that will be added over the forthcoming years, the aging profile of the assets deployed previously and the enhanced maintenance regimes necessary in support of RCCs,
NTCC and the Traffic Officer Service. This trend will continue for years to come and it is estimated that by 2015 both the Routine and Renewal expenditure will need to have doubled to maintain acceptable equipment availability. It must also be assumed that, in general, current maintenance standards, practices and contractual principals will be continued. This may be true in the short term but it is clear that a longer-term widespread review of the Technology Maintenance Strategy review is required.
4.24 This will need to focus on:
minimising the whole the life cost of technology;
the greater use of ‘service level’ style contracts;
enhanced ‘whole-life product support’ options.
4.25 This could have a significant impact in future spending reviews but will be essential as the importance an d dependence on technology for delivery of the HA’s
Network Operator objectives increases.
4.26 The development of condition indexes for highways structures , technology
(communications, CCTV etc) and road lighting is continuing within the Agency and their evaluation will continue through 2006-07.
4.27 Winter Maintenance - This includes work that improves the life/benefit of the asset. Areas of expenditure, which is categorised as Capital, are:
acquisition of compounds, vehicles, plant and machinery;
acquisition of new ice prediction stations and upgrade of existing ones;
Contributions in Lieu of Rent (CILOR).
4.28 Acquisitions must be supplied with sound business cases and processed in accordance with the terms set by the Agency’s Procurement Directorate.
4.29 Routine Maintenance - Routine and Winter Maintenance for roads, structures and technology equipment should be undertaken in compliance with the Codes of
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Practice, as modified by CHE and AM Memoranda and the specific requirement of the
Agents’ contracts.
4.30 The Agency is required to undertake 90% of routine maintenance work on the carriageway at times when the roads are less busy.
Accessibility
4.31 The Integrated Transport White Paper (1998) recognised the need to consider cyclists, pedestrians and horse riders in transport planning.
4.32 The 1998 Roads Review highlighted that:
Accessible public transport is vital for all, especially disabled people, in the community.
4.33 The Agency is committed to improving accessibility for people without a car.
Projects should be identified which assist non-motorised road users to travel along and cross trunk roads safely, thereby reducing community severance.
4.34 Having specific regard to improving accessibility, MAs/MACs were asked to undertake surveys to assess all non-motorised user (NMU) crossing points for safety and convenience. An unprioritised list of sites was published in October 2003 and these sites should be investigated and improvement schemes delivered, where necessary, in the most cost-effective way.
4.35 The Government White Paper “ Walking and Cycling: an Action Plan ” (June
2004) states that ‘ The Highways Agency is developing a Non-Motorised User Crossing programme to reduce the risks for pedestrians, cyclists and horseriders at 1200 crossing sites across the major road network.’
4.36 Wherever possible, NMU improvements should be worked into TPI schemes or funded from the Accessibility Small Improvements budget. Route Management
Strategies should support the needs of non-motorised users.
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Respecting the Environment
Targets and Objectives
5.1 The HA 2006/7 Business Plan target associated with delivery of environmental measures to mitigate the potentially adverse impact of strategic roads and take opportunities to enhance the environment are derived from indicators and targets set for:
Biodiversity Management
Landscape Management
Air Quality Management
Noise Management
Water Management
5.2 The 2006/7 target is to:
Achieve 95% across the five sub-targets
5.3 The annual measures included in the target complement our longer-term strategic role of supporting the Government’s Ten Year Plan for Transport and provide milestones for measuring our progress in its delivery. The overall environmental measure is calculated by applying a simple arithmetical mean across the results of the five sub-targets, the results being expressed as a percentage. No sub-target can contribute greater than 100%.
5.4 In common with safety and other transport criteria, environmental protection and enhancement needs and opportunities are present in all infrastructure projects. While the focus of this guidance is on intervention to deliver annual measures and projects to address identified environmental problems, all network investments need to be consistent with our wider environmental obligations.
5.5 The environment is multi-faceted. The topics it embraces may be closely aligned in some locations, while mutually exclusive in others. This means that single projects have the potential to deliver benefits against a number of environmental sub-objectives, but equally they may be tightly defined and have only one real purpose. Particularly in such circumstances, it must remain a priority concern not to create significant adverse effects on another environmental aspect when pursuing such focused intervention.
5.6 Delivery of the outcomes is aligned to the environmental aspects identified in the
Agency’s Environmental Strategic Plan and in turn matched to our output performance indicators.
Biodiversity Management
5.7
Delivery of Highways Agency Biodiversity Action Plan’s (HABAP) priority species and habitat actions extends across 15 targets. The deliverables from the HABAP are expected to be achieved by 2012, and early opportunities for positive contributions towards this challenging target should be grasped. HABAP is at: http://www.highways.gov.uk/aboutus/723.aspx
20
5.8 The 15 priority targets relate to the number of facilities provided for species and habitats. A table showing these targets and the forecast achieved outturn as at January
2006 can be viewed in Annex C .
5.9 All project types may offer the opportunity to support biodiversity as a sub objective of their purpose. Occasionally specific environmental schemes may need to be targeted to certain species and habitats where a problem or opportunity occurs and no other projects exist at that location to deliver the HABAP's priority targets. The detailed definitions of the HABAP's priority targets provide a very clear description of the constraints and opportunities to support the delivery of these priority targets. Please see
Annex D for a table showing these definitions.
5.10 With respect to the water aspects of biodiversity it should be noted that balancing ponds and other vegetated systems forming part of the highway drainage system must not be used for the encouragement of biodiversity nor promoted for their ecological benefits. These are treatment systems and, as such, will be polluted vessels requiring significant maintenance from time to time; these maintenance needs are paramount.
Whilst these systems will be colonised they are not considered to be suitable for promotion as species habitats.
Landscape Management
5.11
The Small (<£5m) Scheme programme should include projects designed specifically to enhance the landscape and contribute to the ministerial performance indicator of minimising the impact of the trunk road network on the environment.
Priorities on a route will be identified by, for example, Route Management Strategies or
Active Landscape Management Plans.
5.12 Designated landscapes, National Parks and Areas of Outstanding Natural Beauty
(AONB) are a national priority, however undesignated landscapes may be valued locally. Opportunities for working in partnership, where shared ambitions exist, should be followed. Across the country many worthwhile opportunities exist by working with the National Forest or the numerous Community Forests.
5.13 Definitions exist to support the delivery of the landscape performance measure.
Please Annex E for a table showing these definitions.
Air Emissions Management
5.14 The UK government has set two sets of criteria for air quality. The first are targets based on the objectives given in the Air Quality Strategy. The AQS objectives are not legally binding.
5.15 The Public Service Agreement (PSA) target that is jointly owned by DfT and
DEFRA is:
to improve air quality by meeting the Air Quality strategy targets for carbon monoxide, lead, nitrogen dioxide, particles, sulphur dioxide, benzene and 1,3butadiene.
21
values. The EU limit values are legally binding.
5.16 The second set of criteria relates to the mandatory EU limit values. The Air
Quality Strategy objectives are generally more stringent than or equal to the EU limit
5.17 Local authorities are required to review and assess air quality within their area to identify any properties where pollutant concentrations are likely to exceed the Air
Quality Strategy objectives that have been incorporated into Regulations to protect human health. Where local air quality objectives at properties are likely to be exceeded, the local authorities are required to declare Air Quality Management Areas (AQMAs) and to develop Action Plans to improve air quality. These Action Plans are developed in association with stakeholders such as the HA and identify measures that will be implemented to improve air quality.
5.18 A number of declared AQMAs are on the core network. A map showing these can be found at http://www.highways.gov.uk/knowledge/1798.aspx
and a list is available
by in Annex F . 78 local authorities have declared AQMAs that include HA roads. Two
pollutants have the potential to exceed the targets near roads, these are nitrogen dioxide (NO
2
) and particles (PM
10
). The NO
2
target is proving to be the most difficult to achieve and is the pollutant that is most heavily influenced by traffic.
5.19 The key difference in the criteria set for nitrogen dioxide is that the Air Quality
Strategy objective has to be achieved by 2005 whereas the EU limit value has to be achieved by 2010. As vehicle emissions will decrease between now and 2010, there will be fewer areas that are likely to exceed the EU limit value than the AQS objective.
However, the areas that are at risk of exceeding the EU limit value are those that have the highest pollutant concentrations and as the EU limit values are mandatory these areas have therefore been prioritised. Out of the 78 local authorities that have declared
AQMAs, 28 have been prioritised based on pollutant concentrations. This subset is also shown on the AQMA list mentioned earlier.
5.20 Improvements in local air quality are measured by a reduction in exposure to air pollutant concentrations at locations such as properties where people are likely to be exposed. HA improvement projects all have the objective to improve local air quality however this is extremely important within a declared AQMA as the HA is committed to working with local authorities to improve air quality and to achieve the Air Quality
Strategy objectives . Information about how the HA can assist is given in "The Role of the Highways Agency in Local Air Quality Management", can be found at: http://www.highways.gov.uk/knowledge/792.aspx
. A table within Annex 3 thereto provides particular information about the impacts of different traffic management measures. These measures relate to:
Speed
Access control
Information provision
Segregation of traffic and
Junction design
5.21 However it is also important to consider locating roads away from residential areas, to reduce traffic flows on existing roads near residential properties, to reduce the number of que uing vehicles and to reduce demand across the network. All of the HA’s
TPI schemes, RMS and where appropriate Small (<£5m) Schemes that are in an AQMA
22
should give extra attention to the objective of improving air quality. Advice on air quality assessment procedures is given in the Design Manual for Roads and Bridges, Volume
11 . A beneficial effect on air quality is given a negative score in the AST calculated using web-TAG.
5.22 The 2006/7 Business Plan target is to:
implement measures to improve the air quality in at least 2 out of the 28 prioritised AQMAs. These prioritised AQMAs are those that have the highest pollutant concentrations and are therefore most at risk of exceeding the mandatory EU limit values.
5.23 Where a scheme is expected to improve air quality within a prioritised AQMA this should be claimed as an output within Cascade.
5.24 If a scheme is expected to improve air quality in one of the non-prioritised
AQMAs, then the SSR Environmental Policy team should be informed so that it can be recorded as a contribution towards achieving the PSA target
Noise Management
5.25 Programme objectives under Noise Management are:
Expenditure of £5m per annum to 2010, cash limited, on noise reduction treatments under the small environment scheme programme to the benefit of those living alongside noisy roads that are not subject to the latest noise mitigation standards. The programme is limited to practical, cost effective schemes at locations on the Hansard list, however schemes must be prioritised according to the criteria published in Hansard
Resurfacing of roads with quieter materials when road pavement maintenance is due
5.26 There is no funding allocated to the resurfacing of concrete roads ahead of a structural maintenance need, for noise alleviation purposes. This will remain the position until at least 2007-08. However, where necessary structural work to concrete road pavements requires an overlay, then a quieter surfacing should normally be applied. A quieter surfacing should not be laid where significantly more structural work is required in order to allow it to be applied.
5.27 Separate guidance is available to assist MAs/MACs in identifying and prioritising noise mitigation works for noisy locations meeting the Hansard criteria. Please see Area
Management Memo No. 43 (Agency Controlled Document No. 65/03)
5.28 For further information on investigating sites and proposing practical and cost effective mitigation please contact Pamela Lowery (tel 01234 796083).
23
Water Management
5.29 The Agency is committed to reducing the risk of pollution of watercourses in order to contribute to the DfT objective of minimising the impact of transport on the environment. Initial work identifying a register of Priority Outfalls (PROVIDE LINK TO
PRIORITY OUTFALLS MAP & REGISTER
– awaiting) nationally posing a pollution risk to receiving surface waters has been completed and the Agency is now implementing a programme of works to install treatment/containment measures and contribute to the
Environmental Key Performance Indicator.
5.30 A new excel workbook and guidance for assessing priority outfalls is now available. The Priority Outfalls Workbook has been developed using the methods given in HA216 Road Drainage and the Water Environment (DMRB 11.3.10) and should be used to: ratify existing outfalls on the priority outfalls register; identify new priority outfalls posing a potential pollution risk not identified on the register; and assess and validate proposed design solutions for outfalls where an unacceptable risk has been identified.
5.31 The Workbook is accompanied by a Guidance for Assessing Priority Outfalls on
Highways Agency Roads : which provides advice on; the procedures for managing new and existing priority outfalls, how to use the workbook, data requirements and outputs from the assessments. This guidance note should be read before completing the
Workbook.
5.32 The new advice should be used forthwith for all outstanding assessments and bids programmed for the 07/08 financial year and beyond. For all assessments undertaken, and proposals accepted, for works to be undertaken in
06/07 financial year it is not a requirement to revisit the assessments using the new guidance.
5.33 There is currently no list for the treatment of soakaways. It is however acceptable that further investigations can be undertaken on soakaways where they are known to be located within Zone 1 of a Source Protection Zone. This is because of the potential risk associated with contaminating a potable water supply as a result of an accidental spillage. Any such cases should be referred to the HA Area Teams by the Agent and
SSR Water Quality Advisor’s validation sought before proceeding with any course of action. Where a soakaway is deemed to be posing a potential pollution risk within a
Zone 1 of a Source Protection Zone then its inclusion within the priority outfalls register is acceptable. Any subsequent proposal to reduce the potential risk at such a location would contribute towards to the Environmental Key Performance Indicator subject to approval by the SSR Regional Environmental Advisor (REA) or Water Quality Advisor.
5.34 SSR contact for water quality is Michael Whitehead (tel 01234 796154, e-mail
Michael.Whitehead@highways.gsi.gov.uk
).
24
Figure 2: Integration of the Agency’s £5m per year noise mitigation programme with the surfacing of the network with quieter materials
Is location included in list published in
Hansard on 11 November 1999?
Is a quieter surface the appropriate treatment on its own?
Yes Yes
No
N o
For bituminous roads, quieter surface when maintenance is required. For concrete roads, programme quieter surface only where necessary structural work would require an overlay
Yes
No
Does road have bituminous surface?
No
No o
N
Is there a practical and cost effective alternative solution to the noise problem?
(See Note 1)
For concrete roads, programme quieter surface only where necessary structural work would require an overlay
Are the criteria published in
Hansard on 22 March 1999 met?
Yes
Yes
No
Is quieter surfacing the appropriate treatment on its own?
Ye s
No
No maintenance is required?
Should road be resurfaced before
No For bituminous roads, quieter surface when maintenance is required
Is there a practical and cost effective alternative solution to the noise problem?
(See Note 1)
Yes es
Y
Has the road been maintained/ improved since October 1969?
(See Note 2)
No
Category A Category B
Yes
Programme for completion by 2010
Yes
Has the road been altered since October 1969?
(See Note 2)
No
Category C
Programme, for completion by 2010 where budget allows, in accordance with Severity
Index (AMM 43 refers.)
Category D
Yes
Longer term programme for noise mitigation measures
Note 1
– Taking account of the benefit that a quieter surface will eventually deliver
Note 2
– i.e. have local residents received noise insulation and/or compensation as a result of an improvement since October
1969?
25
Annex A - Current Ministerial Commitments/Requirements/Aspirations 1 (March 2006)
Public Service
Agreement (PSA)
Objective
Congestion/
Journey Reliability
Congestion/ Safety
Safety
Output/ Outcome/ Target Source
By 2007-8, make journeys more reliable on the Strategic Road Network.
The target (3.5 minutes per 10 vehicle miles travelled) will be delivered if the average vehicle delay experienced on the Strategic Road Network’s 10% slowest journeys is less than during the baseline period.
To progress the traffic manager role, such that first service is delivered to the most vulnerable parts of the Network in all regions by April 2006, including all 7 regional control centres operational in 2005/06 and phasing of traffic officers to reach full complement in 2006/07.
By 1 April 2008, commence the construction of 35 TPI schemes (33 in 1 December 2004 Press
Notice plus A595 Parton to Lilyhall and A11 Attleborough Bypass)
Requirement – to progress the Priority Action Scheme programme.
Preference – to complete the programme during the SR 2004 period
By 2010, 33% reduction in the number of people killed or seriously injured on the strategic road network and a 10% reduction in the slight casualty rate
£35m expenditure per annum on small safety schemes on core trunk roads
Maintain the network in a safe and serviceable (available for use) condition in line with minimum
Whole Life Cost.
Make improved maintenance the first priority and develop a maintenance strategy that will minimise WLC while reducing disruption to traffic
Complete bridge assessment and strengthening programme and begin to address backlog of bridge maintenance, including preventative maintenance
The Future of Transport: a network for 2030
SR 2004 Ministerial
Requirements
SR 2004 Ministerial
Requirements
SR 2004 Ministerial
Requirements/
Preference
DfT Public Service Agreement
Target July 2004
SR 2004 Ministerial
Requirements
Integrating Transport White
Paper - Roads Review/ The
Future of Transport
Assist better enforcement of existing speed regulations
Principle – Accessible public transport is vital for all, especially disabled people, in the community. DETR “A New Deal for Trunk
Roads in Engla nd” @ 4.5 - July
1998
Deliver improvements at 1200 crossing points on the strategic road network to reduce the risks for pedestrians, cyclists and equestrians.
Walking and Cycling: an Action
Plan (June 2004 White Paper)
1 Ten Year Plan targets are currently under review
26
Public Service
Agreement (PSA)
Objective
Accessibility
Output/ Outcome/ Target
Survey the whole HA estate to determine what needs changing to comply with the Disability
Discrimination Act 1995 (DDA) and implement improvements
Environment
Source
Disability Discrimination Act
1995 (DDA)
£5m pa to 2010, cash limited, on noise reduction under small environment scheme programme to the benefit of those living alongside noisy roads that are not subject to the latest noise mitigation standards. The programme is limited to practical, cost effective schemes at locations on the
Hansard list.
Environmental Policy:
Reduce use of non-renewable materials/energy sources
Reduce the direct impact of trunk roads on the built and natural environments through which it passes
Give greater weight to the local environment including sensitive sites, in the appraisal of trunk road investment proposals.
Reduce greenhouse gas emissions and pollutants from trunk road traffic
In designing and constructing new projects, work with statutory bodies and others to ensure that:
there continues to be a strong presumption against schemes that would significantly affect environmentally sensitive sites, or important habitats or species
the impact of schemes on the environment and communities is monitored
design standards take account of environmental concerns and impacts of any new development are kept to a minimum, with mitigation measures implemented to a high standard
biodiversity is respected and, wherever possible, enhanced in planning, decision making, delivery and network management processes
all groundwater and surface waters are protected by controlling pollution from sources such as roads
SR2004 requirement
Integrating Transport White
Paper - Roads Review/ The
Future of Transport
27
Annex B - 2004 casualty data
KSI casualty target
(using 98 as starting point for average)
94-98 average 3366.2
Annual targets
Year
1996
1997
Actual
3392
1/3 reduction
1998
1999
2000
2001
3423
3242
3315
3157
3240
3366
3273
3179
3086 upper
+5%
3535
3436
3338
3240
2002
2003
2004
2005
2006
2007
2008
2009
3113
2931
2728
0
0
0
0
0
2992
2899
2805
2712
2618
2525
2431
2338
3142
3044
2945
2847
2749
2651
2553
2455
2010 0 2244 2356 lower
-5% % reduction
3198
3109
3020
2931
2843
2754
2665
2576
2487
2398
2310
2221
3.7%
1.5%
6.2%
3.7%
7.5%
12.9%
19.0%
2132
28
4000
3000
KSI Casualty Target
2000
1996 1997 1998 1999 2000 2001 2002 2003 2004
Monitoring Period
2005 2006 2007 2008 2009 2010
Actual Casualty figures Upper limit +5% Lower Limit -5% Target reduction
KSI Child casualty target
94-98 average 181
Annual targets
Year
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
Actual
177
172
176
169
149
150
132
124
119
50% reduction
181
174
166
159
151
143
136
128
121
113
106
98
91
159
151
143
135
127
119
111
103 upper
+5%
190
182
174
166
95
143
136
129
122
115
108
100
93 lower
-5%
% reduction
172
165
158
151
2.9%
6.7%
17.8%
17.2%
27.2%
31.6%
34.3%
86
29
KSI Child Casualty Target
100
80
60
40
20
0
1996
200
180
160
140
120
1997 1998 1999 2000 2001 2002 2003 2004
Monitoring Period
2005 2006 2007 2008 2009 2010
Upper lim it +5%
Target reduction
Low er Lim it -5%
Actual Casualty figures
Slight casualty target
(using 98 as starting point for average)
94-98 average 18.03
Annual Targets
Year Actual 10% reduction upper
+5% lower
-5%
% reduction
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
18.26
19.08
18.57
18.50
19.41
18.17
17.63
17.00
17.23
0.00
0.00
0.00
0.00
0.00
0.00
18.39
17.24
18.08
17.93
17.78
17.62
17.47
17.32
17.16
17.01
16.86
16.70
16.55
19.31 17.47 -1.0%
19.15 17.32 -0.6%
18.99 17.18 -5.6%
18.83 17.03 1.2%
18.67 16.89 4.2%
18.50 16.74 7.5%
18.34 16.60 6.3%
18.18 16.45
18.02 16.31
17.86 16.16
17.70 16.01
17.54 15.87
17.38 15.72
30
Slights Casualty Target
18
17
16
20
19
15
14
1996 1997 1998 1999 2000 2001 2002 2003 2004
Monitoring Period
2005 2006 2007 2008 2009 2010
Target Reduction Upper +5%
This page has been amended with new DfT traffic date
31
Lower -5% Actual
Annex C - Biodiversity Target Forecast Outturn as at January 2006
Target Species or Habitats
Primary
Action
HAB
AP target
Delivered
2003-04 and
2004-05
Delivered
2005-06
(Including forecast and actual)
7
Cumulative total to date
(Including forecast and actual)
15 Great-crested newt habitat
Species-rich hedgerow
Bat roosting/hibernati on box
Water vole - friendly feature
Otter protection measure
Pond creation & hibernacula
(No.)
Creation (Kms) 100
Installation of boxes (No.)
Drain/wet habitat creation
(No.)
Safe crossings and holts (No.)
Calcareous grassland
Dry acid grassland
Site creation & management
(No.)
Site creation & management
(No.)
Black poplar planting
Wetland area
Tree planting
(No.)
Creation and enhancement
(No.)
Management Ancient woodland
Juniper planting Site creation
(No.)
Dormouse habitat Appropriate planting to extend habitats
(No.)
Adonis butterfly habitat
Site creation & management
Deptford pink site
Western rampingfumitory site
(No.)
Suitable habitat creation (No.)
Suitable habitat creation (No.)
150
1000
20
250
40
15
1000
25
40
40
15
5
5
5
15
Delivered
757
9
58
2
2
220
15
3
6
1
0
1
0
Delivered
161
3
16
3
3
178
4
2
4
3
0
1
1
Delivered
918
12
74
5
5
398
19
5
10
4
0
2
1
32
HA
Region
All
All
All
All
All
All
All
SE M
All
All
SE N
All
SW SE
SW SE
M
SW
Annex D - Guidance on Biodiversity Output Definitions for the Environmental Key
Performance Measure
BIODIVERSITY: delivery of HA Biodiversity Action Plan (HABAP) priority species and habitat actions, extending across 15 targets.
Unit: Percentage of the 15 HABAP priority actions delivered in year.
Output definition: For KPM Environment purposes, achievement of the HABAP IS related to the delivery of those 15 priority targets within the HABAP which are quantifiable and where progress can be reported and verified. These targets are listed and defined in detail below.
Comment:
The target descriptions/definitions apply from financial year 2005-06 and are not retrospective.
All project types may offer the opportunity to support biodiversity.
Specific environmental schemes may need to be targeted to certain species and habitats where a problem or opportunity occurs and no other projects exist at that location to deliver the HABAP's national priority targets.
Delivery is taken to mean completion of successful tangible works on site e.g. the tree planting, the habitat creation, the item erection/installation, etc. It is recognized that establishment and maintenance/management operations may continue for many years during which the planting/habitat (in particular) would develop and mature. A purist may suggest that the target is only delivered at that future date.
Programme Contribution:
Major Projects - Opportunities taken to deliver enhancements within any TPI project to deliver HABAP priority targets.
Traffic Operator - Opportunities taken to deliver enhancements within any MBU and Maintenance project, potentially targeted LNMS Environment to deliver
HABAP priority targets.
Targeted maintenance.
33
quantifiable and where progress can be reported and verified.
Target description: For KPM Environment purposes, achievement of the HABAP are related to the delivery of those 15 priority targets within the HABAP which are
These targets are listed and defined in detail below:
Habitat/Species
Name:
Wetland Areas
Target Type:
Target Text:
Expansion
Where impacts of new roads and road improvement schemes on water features are unavoidable, consider the options for habitat recreation and enhancement (target 25 new features)
Sites (number) Units:
Target Description: In order to claim this target wetland features must:
not form part of mitigation measures associated with loss of existing habitat features; and
not have a function as part of a drainage system; and
not form part of a claim under another core target or KPI; and
lie within any Agency Area; and
measure ≥50m 1 for ponds; or
measure ≥100m for ditches/stream channels; or
measure 250-500m 1 fen, marsh and swamp habitats.
Monitoring:
Comments:
Ongoing monitoring to assess general quality of habitat.
JNCC (2004). Lead Partner Guidance Note. 2005 BAP Targets Review.
34
Habitat/Species
Name: Species Rich Hedgerow
Expansion Target Type:
Target Text: Target the creation of 100km of species-rich hedgerows within new road schemes towards known biodiversity needs in the local area
(e.g. fruit- and nut-bearing trees of value to dormice or badgers; linking existing features affected by severance; encouraging commuting or foraging bats away from, rather than onto, the carriageway).
Kilometres Units:
Target Description: In order to claim this target sections of hedgerow must:
not form part of mitigation measures associated with loss of existing habitat features; and
not form part of a claim under another core target or KPI; and
lie within Agency Areas 1-9 & 11; and
measure ≥50m in length (except where the hedgerow meets other hedgerows at each end when consideration can be given to providing shorter lengths of hedgerow); and
comprise ≥5 native woody species 2 on average in a 30m length, or in the total hedgerow length where this is <30m. or
lie within Agency Areas 10 & 12-14; and
measure ≥50m in length (except where the hedgerow meets other hedgerows at each end when consideration can be given
Monitoring: to providing shorter lengths of hedgerow); and
comprise ≥4 native woody species on average in a 30m length, or in the total hedgerow length where this is <30m; or
where they contain <4 woody species, hedgerows must include a rich basal flora of herbaceous plants (practical criteria for identifying the basal flora have still to be agreed at the national level 3 ).
Hedgerow surveys in accordance with Hedgerow Regulations methodology – Frequency to be confirmed.
Comments: The Agency has claimed delivery of this target. The above advice informs future species rich hedgerow establishment that remains desirable. Pending the outcome of the mid-term HABAP review in
2007, additional establishment will not contribute towards HABAP target delivery.
This target does not fit with the current UKBAP targets, which are focussed on ‘maintaining extent’ or ‘achieving condition’ rather than
‘expansion’. As such this will also need to be considered during the mid-term HABAP review.
2 HMSO (1997). The Hedgerow Regulations 1997. SI 1997 No. 1160
3 UK Biodiversity Action Plan. Ancient and/or species-rich hedgerows. Habitat Action Plan.
35
Habitat/Species
Name:
Target Type:
Calcareous Grassland
Target Text:
Expansion
As part of new infrastructure or ongoing maintenance, create calcareous grassland habitat (40 sites).
Units: Sites (number)
Target Description: In order to claim this target site must:
not form part of mitigation measures associated with loss of existing habitat features; and
not form part of a claim under another core target or KPI; and
lie within any Agency Area; and
measure 0.5
–5.0ha continuous habitat (5–10ha constitutes 2
Monitoring: sites etc); and
present characteristics in-line with Phase 1 Calcareous
Grassland definition.
Ongoing monitoring using Phase 1 criteria to confirm habitat type.
Comments: The UKBAP uses NVC criteria CG1 to CG9 for lowland Calcareous
Grassland and CG10 to CG14 for upland Calcareous Grassland.
As such this will also need to be considered during the mid-term
HABAP review.
Habitat/Species
Name: Dry Acid Grassland
Target Type:
Target Text:
Expansion
As part of new infrastructure or ongoing maintenance, create dry acid grassland habitat (15 sites).
Units: Sites (number)
Target Description: In order to claim this target site must:
not form part of mitigation measures associated with loss of
Monitoring: existing habitat features; and
not form part of a claim under another core target or KPI; and
lie within any Agency Area; and
measure 0.5
–5ha continuous habitat (5ha–10ha constitutes 2 sites etc); and
present characteristics in-line with Phase 1 Acid Grassland definition.
Ongoing monitoring using Phase 1 criteria to confirm habitat type.
Comments: The UKBAP uses NVC criteria U1-U4, SD10b and SD11b for Acid
Grassland. As such this will also need to be considered during the mid-term HABAP review.
36
Habitat/Species
Name:
Comments:
Adonis Blue
Target Type:
Target Text:
Expansion
Create specific Adonis blue habitat (5 sites) adjacent or near to existing populations (once habitat requirements are properly understood).
Sites (number) Units:
Target Description: In order to claim this target a site must:
not form part of mitigation measures associated with loss of existing habitat features; and
not form part of a claim under another core target or KPI; and
lie within Agency Areas 1-6, 8 & 9; and
lie ≤100m of an existing population (either within or outside of the soft estate); and
measure ≥0.5ha continuous habitat.
Note: ‘suitable habitat’ consists of unimproved calcareous grassland, especially steep, south-facing chalk downland, where its larval food plant, horseshoe vetch ( Hippocrepis comosa ), grows in
Monitoring: short (1-4cm), heavily grazed or managed turf.
Priority should be given to sites located on the edge of current species range. e.g. Oxfordshire and Berkshire (Areas 5 & 8)
Ongoing monitoring to confirm suitable habitat types at new sites has developed and/or is persisting.
Mid-term HABAP review required.
Although not contrary to UKBAP targets they differ slightly in that the HABAP target is to expand existing habitat and the UKBAP targets are to maintain existing populations and to restore population distribution to 1970/82 levels
37
Habitat/Species
Name:
Great Crested Newt
Target Type:
Target Text:
Range/Population Size
Where impact is unavoidable consider protection, translocation, habitat recreation, improvement, enhancement and mitigation of fragmentation by safe road crossings. Create 150 new ponds or hibernacula.
Sites (number) Units:
Target Description: In order to claim this target sites must:
Monitoring:
not form part of mitigation measures associated with loss of existing habitat features (e.g. any mitigation included as part of a derogation licence application cannot count towards delivery); and
not have a function as part of a drainage system; and
not form part of a claim under another core target or KPI; and
lie within Agency Areas 2-14; and
lie within ≤500m of an existing great crested newt pond (either within or outside of the soft estate); and
measure 25 –300m 2 surface area (for ponds); or
designed and built in accordance with suggested hibernacula designs in English Nature (2001) 5 or in Langton et al (2001) 4 .
Note: Primary function of pond must be to provide new habitat for
Great Crested Newts. Ponds must be in appropriate locations outside 100-year indicative flood zone and areas at risk of inundation by salt water.
Ongoing monitoring of pond or hibernacula condition to ensure it remains appropriate for great crested newts following English
Nature’s standard survey methodology 5 .
Comments:
4 Langton, T.E.S., Beckett, C.L., and Foster, J.P. (2001) Great Crested Newt Conservation Handbook, Froglife, Halesworth.
5 English Nature (2001). Great Crested Newt Mitigation Guidelines,
38
Comments:
Species/Habitat
Target Type:
Deptford Pink
Expansion
Target Text: Review management of the road verges in areas close to populations of Deptford Pink to encourage the development of patches of bare ground. Once habitat requirements are properly understood, create five new sites for Deptford Pink on the network.
Sites (number) Units:
Target Description: In order to claim this target sites must:
not form part of mitigation measures associated with loss of existing habitat features; and
not form part of a claim under another core target or KPI; and
lie within Agency Areas 1 & 9; and
lie ≤500m of an existing population (either within or outside of the soft estate); and
measure ≥0.5ha continuous habitat.
Note: Plantlife (UKBAP Lead Partner for Deptford Pink) have produced a species dossier setting out habitat and management advice.
Monitoring: Monitoring of sites using Highways Agency Rare Plant Monitoring
Form. Contact S. Wilson for further information.
Stuart.Wilson@Highways.gsi.gov.uk
39
Habitat/Species
Target Type:
Western Ramping-fumitory
Expansion
Target Text:
Comments:
Consider creation of suitable habitat at five sites near to known populations to allow for natural colonisation of new areas by implementation of an appropriate management regime, for example, disturbance of plots on a two to three year rotation.
Sites (number) Units:
Target Description: In order to claim this target site must:
not form part of mitigation measures associated with loss of existing habitat features; and
not form part of a claim under another core target or KPI; and
lie within Agency Area 1; and
lie ≤500m of an existing population or in areas known to have supported Western Ramping Fumitory in the recent past (less than 10 years) (either within or outside the soft estate); and
measure ≥0.5ha continuous habitat.
Note: ‘Disturbance of plots’ constitutes ground breaking works – i.e. works to expose/turn over the soil. Annual disturbance of ≥25% of the site should be undertaken on a 3 year rotational basis with
≥25% of the site left undisturbed.
Monitoring: Extended Phase 1 habitat surveys of existing sites and sites managed for Western Ramping Fumitory.
Contact S. Wilson for further information.
Stuart.Wilson@Highways.gsi.gov.uk
40
Habitat/Species
Target Type:
Otter
Range
Target Text: Where impacts of new schemes and road improvements on otter habitat are unavoidable, consider the options for road underpasses, otter havens, other compensatory habitat improvements, artificial holts and pollution control. Install 250 new protection measures
Sites (number) Units:
Target Description: In order to claim this target site must:
not form part of mitigation measures associated with loss of existing habitat features (e.g. any mitigation included as part of a derogation licence application cannot count towards delivery); and
not form part of a claim under another core target or KPI; and
lie within any Agency Area; and
lie along watercourses where otters are known to occur; and
consist of either road underpasses, tunnels or ledges, all of which must have associated fencing provision.
Monitoring:
Comments:
Note: Fencing is not intended to provide a barrier but act as a guide to safe crossing points.
Ongoing monitoring of protection measures to inform future design and implementation, through the use of walkover surveys.
Target is not a precise not fit with current UKBAP targets as this is focused on protection or mitigation of the impacts of road schemes.
Habitat/Species
Target Type:
Target Text:
Water vole
Expansion
Increase the amount of available water vole habitat by removing barriers to dispersal. Create 20 vole-friendly drains/water features.
Sites (number) Units:
Target Description: In order to claim this target site must:
not form part of mitigation measures associated with loss of existing habitat features; and
not form part of a claim under another core target or KPI; and
lie within any Agency Area; and
lie ≤1km of an existing population (either within or outside of the soft estate);
measure 100
–300m in length (comprising 200-600m suitable bankside habitat) or an equivalent size of pond;
the enhancement of existing features must be undertaken for
Monitoring: nature conservation purposes and not form part of routine maintenance works.
Following standard water vole survey methodology 6
Comments:
6 Strachan 1998 Water vole conservation handbook
41
Habitat/Species
Target Type:
Bats
Expansion
Target Text:
Units: Boxes (number)
Target Description: In order to claim this target installation of boxes must:
not form part of mitigation measures associated with loss of existing habitat features (e.g. any mitigation included as part of a derogation licence application cannot count towards delivery); and
not form part of a claim under another core target or KPI; and
lie within any Agency Area; and
be installed in groups of ≥3 (ideally on the same tree/structure or within 5m of one another); and
be installed in suitable habitat.
Additional information on bat box specification and installation are available from the Bat Conservation Trust 7 and in DMRB Volume
10, Section 4, Part 3, Nature Conservation Advice in Relation to
Bats 8 .
Monitoring:
Comments:
Where impacts of new schemes and road improvements on bats are unavoidable, consider options for roost replacement, enhancement of feeding habitats and mitigation of fragmentation by maintaining
‘green links’ across the road. Install 1000 roosting/hibernation bat boxes.
Consideration should be given to undertaking annual inspection and maintenance checks of bat boxes for 5 years following installation.
8
7 The Bat Conservation Trust
HA 80/99 Nature Conservation in Relation to Bats. In DMRB Vol. 10, Section 4.
42
Habitat/Species
Target Type:
Target Text:
Dormouse
Range
Where impacts of new schemes and road improvements on dormouse habitat are unavoidable, consider the options for habitat recreation and enhancement, and consider mitigation of fragmentation by maintaining “green links” across roads. Undertake
15 new planting schemes to extend the potential of known dormouse habitat.
Sites (number) Units:
Target Description: In order to claim this target site must:
not form part of mitigation measures associated with loss of existing habitat features (e.g. any mitigation included as part of a derogation licence application cannot count towards delivery); and
not form part of a claim under another core target or KPI; and
lie within Agency Areas 1-6, 8, 9, 13 and 14; and
lie adjacent to habitat where dormice are known to be present
(either within or outside of the soft estate);
measure ≥0.5ha; and
should include the following species: Hazel ( Corylus avellana ) ,
Oak ( Quercus spp), Field Maple ( Acer campestre ) , Crab Apple
( Malus sylvestris ) , Elder ( Sambucus nigra ) , Dog Rose ( Rosa canina ) , Honeysuckle ( Lonicera periclymenum ).
Feature should either constitute new area of planting or serve as link between two unconnected areas of woodland known to contain dormice.
Note: The provision of dormouse boxes within landscape planting schemes does not constitute habitat creation.
Monitoring:
Comments:
The success of planting schemes should be monitored via annual checks of dormouse boxes installed within the new areas of planting.
UKBAP lead partner/s:
43
Habitat/Species
Target Type:
Target Text:
Juniper
Range
Undertake planting and management of Juniper required to extend the distribution of Juniper both on existing roads and on new schemes, where appropriate (Target 40 sites).
Units: Sites (number)
Target Description: In order to claim this target sites must:
not form part of mitigation measures associated with loss of existing habitat features; and
not form part of a claim under another core target or KPI; and
lie within Agency Areas 2, 3, 13 & 14; and
consist of ≥100 planted trees over ≤1km of similar habitat; and
be aggregated to facilitate pollination with trees spaced ≤10m apart; and
be native stock of local provenance.
Monitoring:
Comments:
Monitoring during establishment phase.
Habitat/Species
Target Type:
Target Text:
Ancient Woodland Link
Restoration/Expansion
Undertake any tree and shrub planting/management required to extend the area of existing semi-natural ancient woodland, and increase connectivity between valuable woodland sites (target 40 sites).
Sites (number) Units:
Target Description: In order to claim this target site must:
not form part of mitigation measures associated with loss of existing habitat features; and
not form part of a claim under another core target or KPI; and
lie within any Agency Area; and
measure ≥0.5ha continuous planting; and
lie adjacent to semi-natural ancient woodland (either within or outside of the soft estate); or
serve as a functional link between two areas of unconnected semi-natural ancient woodland.
Monitoring:
Comments:
Walkover survey/inspection during establishment phase.
Although there is no specific UKBAP target on semi-natural ancient woodland or semi-natural ancient woodland link habitats the goals to do with expansion are consistent with more specific UKBAP habitat action plans such as Lowland beech and yew woodland.
44
Habitat/Species
Target Type:
Native Black Poplar
Expansion/Population Size
Target Text: Undertake any planting/management of Native black poplar, where appropriate (target 1000 trees).
Individuals trees (number) Units:
Target Description: In order to claim this target sites must:
not form part of mitigation measures associated with loss of existing habitat features; and
not form part of a claim under another core target or KPI; and
lie within Agency Areas 2-12; and
be associated with appropriate locations/habitats, principally lowland areas near ponds, watercourses and hedgerows.
Monitoring:
Comments:
Monitoring during establishment phase.
UKBAP lead partner/s.
45
Annex E - Guidance on Landscape Output Definitions for the Environmental Key
Performance Measure
LANDSCAPE: landscape projects introduced specifically to enhance the landscape.
Unit: Number of landscape schemes completed in year.
Target description: Genuinely beneficial schemes will demonstrate their landscape improvement via the appraisal process. Qualifying Environment LNMS projects will need to cost between £10K and £5M (i.e. be identifiable projects but excluding the smallest planting schemes, appreciated as these maybe).
Non-environment LNMS and TPI projects must score Moderate Beneficial (or better) in the Appraisal Summary Table, assessment score for the landscape sub-objective to qualify.
Comment:
These landscape schemes are intended to screen or better integrate roads into the landscape, notably National Parks, AONBs or the National/Community
Forests.
Programme Contribution:
Major Projects - Unlikely. Only applicable when genuine landscape enhancements delivered over the Do-Nothing/Do-Minimum option (as description above).
Traffic Operator - Opportunities taken to deliver as landscape enhancements via targeted LNMS Environment. Otherwise unlikely. Only applicable when genuine landscape enhancements are delivered by non-environment LNMS over the Do-
Nothing/Do-Minimum option (as description above).
46
Annex F - Air Quality Management Areas Near HA Roads
Local Authority (HA area) Air Quality Management Area
Barnet LB (5)
Barnsley MBC (12)
Bedford BC (8)
Birmingham CC (9)
Blaby DC (11)
Bolsover DC (7)
Bolton MBC (10)
Brentwood BC (5)
Bristol CC (2)
Bromsgrove DC (9)
Entire borough including M1 J1-4
M1 J35a-38 in borough
A421 Great Barford
Entire borough including M6 J5-7
M1 s. J21 Enderby & Narborough, M1 n. J21-21A Thorpe Astley &
Kirby Muxloe
M1 n.e. J28 South Normanton
M61 in borough south J4 to north J6
M25 south to north J28 and A12 from M25 to Ingatestone
M32 in the city and M5/M49 Avonmouth
Broxbourne BC (5)
Broxtowe BC (7)
Bury MBC (10)
M42 J1 Lickey End
M25 e. J25, near Holmesdale tunnel portals, Waltham Cross and farmhouse J24-25
M1 J25-26 3 areas in Trowell, Nottingham and n. J26 Nuthall, Nottingham
Motorways in the borough M60 J18 to J17, M62 East J18 to J18 and M66
Start to J4
M6 between J18-19 near to Cranage Congleton BC (10)
Dartford BC (5)
Derby CC (7)
Doncaster MBC (12)
Dover (4)
Eastleigh (3)
Enfield LB (5)
Erewash BC (7)
Gravesham BC (4)
Harrow LB (5)
Herefordshire CC (9)
Hertsmere BC (5)
Hillingdon LB (5)
Hounslow LB (5)
Hull CC (12)
Huntingdonshire DC (8)
Leeds CC (12)
Luton BC (8)
Maidstone BC (4)
Manchester CC (10)
Portsmouth CC (3)
Reigate & Banstead BC
(4,5)
A282 J1a-1b
A52 in the city
A1(M) J36
A20 near Dover Western Docks
M3 J12-14 (proposed and possible p) and M3 J13 due to A335 crossing it
Entire borough including M25 e. J25-J24
M1 south of J25 Long Eaton and north of J25 Sandiacre
A2 within the borough Swanscombe to Shorne Wood
Entire borough including M1 small section n. J4
A49 in Hereford
Three areas, two in south Mimms M25 and one in Aldenham M1 s. J5
M4 in the borough and small section of M25
Entire borough including
A63 Castle Street
A14 Huntingdon
M621 in the city
M4 J1-3
M1 in the town north J10 to north J11
M20 between J6 and 7
Motorways in the city including M60 and M56
Northampton BC (8) M1 in borough J15-n. J15a
N. Warwickshire BC (9,11) Farmhouse near M6/M42/A446 junction near Coleshill
N.W. Leicestershire DC M1 s. J23a – n.24
(11)
Nottingham CC (7)
Oldham MBC (10)
Oswestry BC (9)
A52 Dunkirk, Nottingham
M62 small section between J20 - J21, A627(M) Start to before first J,
A663 M60 J21 - A627(M)
A483 Gate House
Bottom of M275 and A27 Cosham
M25 J7 to w J8, M23 n J9, n J8 (Merstham) and A23 (Horley)
Rochdale MBC (10)
Rugby BC (8,11)
Rotherham MBC (12)
Runnymede BC (5)
Rushcliffe BC (7)
Rushmoor BC (3)
St Albans CC (5)
M62 and M66 in borough
Entire borough including M6, M45,A45 but no exceedances near these roads
M1 near J33, s. J31, M1 b J30 & 31 (Wales)
M25 s J11 to J13
A52 southern ring road (Borough boundary – eastern side of Nottingham
Knight Roundabout)
M3 J4 to J4a
M25 Frogmore between J21 and 22 and cottages between M1/
47
Salford MBC (10)
Sandwell MBC (9)
Sevenoaks DC (5)
Sheffield CC (12)
Shrewsbury&Atcham BC
(9)
Slough BC (3)
South Beds DC (8)
South Bucks DC (3,5)
South Hams DC (1)
South Northants DC (8)
Southampton CC (3)
Spelthorne BC (5)
Stockport MBC (10)
Stoke-on-Trent CC (11)
Surrey Heath BC (3)
Tameside MBC (10)
Tewkesbury BC (2)
Three Rivers DC (5)
Thurrock C (5)
M10/A4147 (proposed)
M60 s. J11 to e. J16, M61 J1 to n. J3, M602 J1 to J3
Six areas near M6 and M5
M20, M25 and M26 in the district and A20(T) (Swanley)
M1 n J34n – s. J34s
A49 Bayston Hill
M4 e. J5-7 (with gap)
A5 (A505 junction) central Dunstable
M4 , M25 and M40 in borough although only a few properties expected to exceed
A38, The Old Parsonage, Dean Prior south of Buckfastleigh
A5 central Towcester
M271 southern end, J with A33 (2 properties)
Entire borough including M25 s. J13-14, M3 eJ2-1 and A30 near M25
M60 n J25 to wJ3
A500 Cliffe Vale
M3 n.e. J4 to J4a
M60 Ashton , M67 J1- J3 , A57 Hollingworth
M5 J10 (Withybridge Gardens)
M25 J18 to J19 (Chorley Wood & Chandler’s Cross) and M25 n J20 (Kings
Langley)
Lakeside A282, 2 near J31 M25, 2 in South Ockendon J29-30 M25, North
Grays A13
M20 Aylesford west of J5 Tonbridge & Malling BC
(4)
Trafford MBC (10)
Wakefield MBC (12)
Walsall MBC (9)
Watford BC (5)
Warrington BC (10)
Waverley BC (3)
M60 s J6 to n J10
M1 8 areas between J38-42
M6 , 3 areas between J9 and J10A
M1 (10 properties) (proposed)
M6, M62 and M56 in borough
A3 Hindhead
Wigan MBC (10)
Wolverhampton MBC (9)
Wokingham DC (3)
Areas near M6 s. J26 and J26
M54 J2 (declaration for entire borough)
M4 n.e J10 to e J11 and short distance w J11
Wycombe DC (3) M40 J3-5
AQMAs in bold are prioritised as they are at risk of exceeding mandatory
48
Annex G - Noise Mitigation
Hansard List of Noise Mitigation Sites
The criteria for prioritising sites requiring noise mitigation measures and listed in
Hansard can be found at: http://www.publications.parliament.uk/pa/cm199899/cmhansrd/vo990322/text/90322w14
.htm
The method of labelling “Hansard Sites” with Categories is given by the flow chart at
Figure 4 on page 23:
Category A locations are those included in the list of sites meeting the criteria for further detailed study, published in Hansard on 11 November 1999 and where the road affecting them has remained unimproved since 1969. The list of sites can be found at: http://www.publications.parliament.uk/pa/cm199899/cmhansrd/vo991111/text/91111w02
.htm
in columns 681 - 683;
Category B locations are the remaining sites listed in Hansard;
Category C locations are other sites meeting the criteria but not listed that are affected by roads that have remained unimproved since 1969;
Category D locations are unlisted sites meeting the criteria affected by roads built between 1969 and 1988.
It is expected that actions will have been completed at all Category A locations within the budget for 2004/05 and additional schemes within Categories B&C should now be brought forward for consideration. Priority for funding in 2005/06 and thereafter will be allocated in accordance with the noise severities identified in the detailed studies.
49
Annex H - Glossary of Abbreviations
ACPO
AMM
AQMA
Association of Chief Police Officers
Area Management Memorandum
Air Quality Management Area
AST
ATM
BAP
CHE
Appraisal Summary Table
Active Traffic Management
Biodiversity Action Plan
Chief Highway Engineer
CCTV
CD
CIRIA
DEFRA
DETR
DfT
Closed Circuit Television
Corporate Directorate
Construction industry Research and Information Association
Department of Environment Food and Rural Affairs
Department of the Environment, Transport and the Regions
Department for Transport (created May 2002)
DMRB
ESDAL
FS
GO
Design Manual for Roads and Bridges
Electronic Service Delivery of Abnormal Loads
Finance Services
Government Office
HAIL Highways Agency Information Line
HAPMS Highways Agency Pavement Management System
HOV High Occupancy Vehicle
IPG
ICT
ITS
KPI
KSI
LNMS
LTP
MA
MAC
MBU
Internal Planning Guidance
Information and Communications Technology
Intelligent Transport Systems/ Integrated Transport Studies
Key Performance Indicator
Killed or Seriously Injured
Local Network Management Scheme
Local Transport Plan
Managing Agent
Managing Agent Contractor
Making Better Use
MIDAS
MMS
MPD
Motorway Incident Detection & Automatic Signalling
Multi Modal Studies
Major Projects Directorate
MS
MVKM
Matrix Sign
Million Vehicle Kilometres
NARNAS National Road Network Assessment System
NMCS
NMU
Network Management Communications System
Non Motorised User
NOMAD National Online Motorway Asset Database
NRTS National Roads Telecommunications Services
NS Network Strategy
NWRDA North West Regional Development Agency
PAER Priority Area for Economic Regeneration
PAR
PDG
PFI
POG
PPP
Project Appraisal Report
Programme Development Guide
Private Finance Initiative
Programme Objectives Guide
Public Private Partnership
50
PSA
QMS
RCC
R&D
RBS
RES
RMMS
RMS
RNS
RPA
RPG
RSS
RUS
RTS
SEERA
SfM
SMIS
SoS
SR2004
SSR
SUD
TAME
TCC
TfL
TMC
TO
TO PPS
TPI
TRL
TRMM
VFM
VMS
Public Service Agreement
Quality Management System
Regional Control Centre
Research and Development
Road Based Study
Regional Economic Strategy
Routine Maintenance and Management System
Route Management Strategies
Regional Network Strategy
Regional Planning Assessments
Regional Planning Guidance
Regional Spatial Strategy
Route Utilisation Strategy
Regional Transport Strategy
South East England Regional Assembly
Strategy for Managing
Structures Management Information System
Secretary of State
Spending Review 2004
Safety, Standards and Research
Speeding Up Delivery
Traffic Appraisal Modelling and Economics
Traffic Control Centre
Transport for London
Term Maintenance Contractor
Traffic Operations
Traffic Operations Programme, Planning and Systems
Targeted Programme of Improvements
Transport Research Laboratory
Trunk Road Maintenance Manual
Value for Money
Variable Message Sign
51
