Marlborough District Council Roading Assets - Activity Management Plan 2015 - 2018 SECTION 1 EXECUTIVE SUMMARY pavement life needs to be robust enough to encourage and allow for the dedication of adequate seasonal plant and specialist labour resources. The current seal extension programme utilises special rating levies to fund seal extension on selected roads as detailed in the LTCCP and discussed in Section 11 on Financials. Specific roading rates and charges are in place for: French Pass Road; Kenepuru Road; Cissy Bay Road The following roads could be considered for seal extension but will be difficult to justify on an economic basis unless additional funding support through R2 funding is available. No allowance has been made in the financial FWP for these seal extensions. Roads which then may justify a seal extension on traffic volume basis would include: Upton Downs Road (4.1km); Blind River Loop Road (3.1km); Kenepuru Road (on going) (2km); and Port Underwood Road to Robin Hood Bay (6km) Northbank Rd, Staircase French Pass Road Roads likely to compete for seal extension based on commercial/residential changes are: Boons Valley Road – residential Rewood Pass Road – residential & traffic volume increases Mt Riley Road – residential Kenningtons Road - residential Dumgree Road – viticulture Ugbrook Road - viticulture & tourism Tetley Brook Road – viticulture Cable Station Road – viticulture & residential Reserve Road – viticulture Waihopai Valley Road – residential at least to the Spray Road Waikakaho Road Residential forestry 1.6.2.7 Unsealed Road Pavement Issues and Risks Surface Condition, Corrugations, Pot Holes etc. The most significant issue with unsealed pavements is the lack of waterproofness and therefore their susceptibility to wheel loading damage when wet. The management of the pavement structure to aid waterproofing is by maintaining the surface crossfall significantly steeper than for a sealed road. This combined with a hard dense pavement surface and adequate side drainage will limit the occurrence of potholing in the wet and of corrugating in the dry. The consequence of a steep crossfall is that most drivers will follow a single set of wheel tracks on a narrow road or will share the middle wheel track on a wider road. This leads to a concentration of loading along these paths and wheel rutting failures. The present level of service, while teamed with the width and profile constraints of our unsealed road asset, ensures that there will always be a certain but controllable level of failure of the road pavements. Unfortunately the outcome of these failures is a driver (stakeholder) perception that the road is in poor condition and that maintenance is not being properly conducted. To fully mitigate the risk of pavement failure, and thus of criticism, many of the unsealed road pavements would need to be tested to enable a determination of what level of design and service would defray this risk. A managed risk approach would call for increased surveillance or pavement deterioration testing coupled to an adequately funded and resourced pavement maintenance contract. Where locally targeted public pressure is directed at the level of service on an unsealed road, it is quite probable that it is the road environment in total that is being questioned, rather than merely the maintenance effort. Adjustments to widths, alignments of corners and isolated drainage problems often address the broader issues and take pressure off the level of service of the unsealed road. Where complaints are more generic the reasons often result from a social restructuring of the region served by unsealed roads which drive a higher 30 September 2014 Page 55 of Section 1