Road resurfacing and surface treatments

This table shows the extent of road resurfacing, preventative surface treatments and road repair activities completed in 2025 to 2026, together with the planned programme for 2026 to 2027.

Further information and context

During 2025 to 2026, we invested £340,000 in a new paving machine, enabling our highways teams to carry out larger and more complex resurfacing and road improvement schemes in-house.

Following specialist training, the machine has been used to deliver a number of schemes and contributed to the completion of 41,877m² of carriageway improvements and 45,000m² of resurfacing works.

Bringing this work in-house gives us greater flexibility to deliver highway improvements, increases our capacity to carry out repairs and improvements, and provides better value for money. It also supports skills development within our workforce, improves the quality of repairs and helps extend the life of our road network.

This investment forms part of our long-term approach to maintaining and improving highways, helping us build a more resilient network for residents, businesses and visitors.

This section explains how we identify and repair potholes and other road defects as part of our wider highway maintenance programme.

Our approach focuses on planned, preventative maintenance to keep roads in good condition, reduce the need for reactive repairs and make the best use of available funding.

Pothole and defect intervention criteria

The tables below explains how we define potholes and other road defects. It also sets out the intervention criteria we use when assessing defects and determining whether repairs are required.

Localised edge deterioration

Pothole, depression or hump

Cracks, joints and holes between 20mm and 50mm wide

Number of potholes filled

We estimate to have filled 32,541 potholes in 2025 to 2026. This split into:

• 22,779 permanent reactive repairs
• 9,762 temporary reactive repairs

Additional information on numbers of potholes resolved, by treatment type

Of the 32,541 potholes we repaired across the highway network, 22,779 of these were repaired using permanent repair methods and 9,762 were made safe using temporary repairs until permanent work could be completed.

In addition to reactive repairs, we carried out 45 planned patching programmes and 47 planned structural maintenance schemes, helping to address defects before they required emergency intervention.

We use a range of repair techniques, including hotbox repairs, jet patching and in-site recycling. While different treatment methods have been used for several years, detailed information on the number of repairs completed by each method has not previously been recorded.

Our new defect management system will allow us to capture this information in future, helping us improve performance monitoring, asset management and reporting.

Pothole pricing

The average cost of a permanent pothole repair in Cumberland is £123, compared with £98 for a temporary repair.

Our large rural geography and limited access to asphalt supplies can increase the cost of carrying out permanent repairs. Longer travel distances and higher transport costs also affect how repairs are delivered across the network.

Although permanent repairs cost more, they provide a longer-lasting solution and help reduce the need for repeat repairs, delivering better value over time.

Defect repair quality

We set requirements for the expected longevity of:

• planned repairs and patching works
• reactive repairs completed using permanent repair methods

We use these longevity requirements when developing our material specifications and repair processes.

We regularly monitor:

• the suitability of the road interventions selected by our workforce and contractors
• the quality of the work delivered

We also systematically record information on the expected and actual longevity of repairs.

Evidence summary

Our rural location means porthole repair costs can vary. Factors such as the defect location, travel distances, weather conditions and material prices can all affect how quickly repairs are carried out and how much they cost.

To make the best use of available funding, we continue to explore new technologies, materials and repair methods. This helps us repair potholes efficiently, deliver value for money and maintain a safe, reliable highway network.

More information about defect repair quality

We use a range of repair methods to make sure potholes and other road defects are repaired in the most effective and efficient way. The repair method we choose depends on factors such as the type of defect, location, traffic levels, weather conditions and available materials.

Our approach includes:

• temporary and permanent repairs using hot-lay and cold-lay materials
• thermal patching, jet patching and hotbox repairs
• in-site recycling and other modern repair techniques
• trials of new materials and products to improve repair durability
• exploring opportunities to reuse materials from previous repairs to reduce waste and support sustainability

By combining innovation, preventative maintenance and modern repair techniques, we aim to:

• extend the life of repairs
• improve the resilience of the highway network
• reduce disruption for road users
• deliver value for money for residents and taxpayers

Public reporting system for defects and other issues

We use reports from the public to help plan inspections and maintenance work, and we tell people the outcome of their reports, including when no action is needed.

Evidence summary

Reports from the public help us identify issues, plan inspections and prioritise maintenance work. Information from people who use the network every day complements our routine inspections and helps us make informed, risk-based decisions about where work is needed.

Tools used for reporting

Residents can report highway issues through Cumberland Council's website, with additional improvements planned for the future.

We are working with mySociety to integrate FixMyStreet with our highways management system. This will give people another easy way to report highway defects and access council services.

This section provides information about the highway structures managed by us and the inspection programme completed during 2025 to 2026.

Highway structures

We are responsible for 1,447 highway structures.

Of these, 27 structures had interim measures applied in accordance with CS470.

During 2025 to 2026:

• 470 structures were due a General Inspection in accordance with CS450
• 470 General Inspections were completed
• 21 structures were due a Principal Inspection in accordance with CS450
• 19 Principal Inspections were carried out

One further inspection was completed in July 2026, while the remaining inspection is scheduled for September 2026 due to access constraints imposed by Network Rail.

We maintain bridges through planned maintenance and repairs when needed. Culverts, retaining walls and cattle grids are inspected using a risk-based approach to help identify maintenance needs, prioritise repairs and plan future investment.

This section shows how we comply with the 2026 to 2027 Local Highways Maintenance Incentive Funding Requirements. These requirements were set out in a letter issued to local authority Chief Executives in April and published online.

The strategy was last reviewed and updated on 24 June 2026.

We developed our first Highway Asset Management Strategy in August 2023, shortly after Cumberland Council was established. In 2025 to 2026, we commissioned AECOM to produce an independent Highway Asset Management Strategy and Highway Infrastructure Asset Management Plan. Approved by the Highways Board in July 2026, these documents help guide investment, maintenance priorities and long-term management of the highway network.

The HIAMP provides a framework for managing highway assets, including lifecycle planning, risk-based investment, maintenance priorities and performance monitoring. It supports long-term planning and helps ensure we continue to meet the requirements of the Department for Transport's Local Highways Maintenance Transparency Code.

Asset data

More information about asset data

Following local government reorganisation in 2023, we brought together highway asset information from the former Cumbria County Council, Carlisle City Council, Allerdale Borough Council and Copeland Borough Council. We are continuing to consolidate footway and cycleway data to create a complete inventory.

We maintain detailed asset and condition records for:

• roads, supported by more than 20 years of condition data
• structures, including bridges and retaining walls
• street lighting
• traffic signals
• drainage assets, managed through Kaarbontech

We continue to collect and update asset information to improve the quality and completeness of our records and support effective maintenance planning.

Asset data integration and management

This section explains how we manage and use asset data to support maintenance planning, investment decisions and long-term management of the highway network.

We use an integrated asset management system to store and manage highway information across the service. This is supported by a range of connected systems and mapping tools that improve data sharing, reporting and decision-making.

We continue to invest in technology to improve the quality and accessibility of asset data, including:

• collecting and managing asset information in a single system
• using mapping tools to support planning and maintenance decisions
• improving data sharing across highway services
• using network-wide condition and asset data to support risk-based investment and maintenance planning

This helps us make informed decisions, target investment where it is needed most and manage the highway network more effectively.

Lifecycle planning and investment decision making

This section explains how we use lifecycle planning to support maintenance investment decisions. This helps ensure investment is based on long-term asset needs rather than only reactive demand or short-term pressures.

We use lifecycle plans to support investment decisions for roads.

Evidence summary

We use condition data, inspections and asset records to identify the most appropriate maintenance treatment and prioritise investment across the highway network.

When planning works, we assess road condition and compare treatment options to ensure repairs provide the best long-term value. Our scheme management system helps us prioritise maintenance based on need, risk and network condition, supported by feedback from delivery teams.

We also use a risk-based approach to manage footways and structures, drawing on condition surveys, inspections and asset information to target investment where it is needed most.

This helps ensure maintenance decisions are consistent, evidence-based and aligned with the needs of the highway network.

Performance monitoring and continuous improvement

We have a defined set of key performance indicators (KPIs) to monitor the outcomes of our highways asset management approach.

These KPIs reviewed on a regular basis.

We use KPI trends to inform:

• maintenance planning
• prioritisation
• changes to forward programmes
• investment decisions

We have reviewed our service for value for money in the last three years.

Evidence summary

Performance measures and Key Performance Indicators (KPIs) are set out in Annex B of the Cumberland Highways Infrastructure Asset Management Plan (HIAMP) 2026 to 2028. 

These KPIs have been developed using established performance measures, including those reported annually through the National Highways and Transport (NHT) Performance Management Framework.

To support continuous improvement, we:

• regularly review how maintenance schemes are planned and delivered
• benchmark our performance against other highway authorities
• take part in regional peer groups to share knowledge and best practice
• use independent reviews and peer reviews to identify opportunities for improvement

This helps us improve service delivery, make informed decisions and ensure investment is targeted where it will have the greatest benefit.

We use a defined pavement hierarchy based on function and usage levels. This supports a risk-based approach to inspection frequencies and maintenance programmes. 

For 2026 to 2027, we have allocated 3.37 kilometres of pavements for structural maintenance, reconstruction or renewal.

Priority pavements and cycleways are included in our winter service activities, such as gritting and snow clearance. They are also included in routine programmes to keep them clear of overgrown vegetation and debris.

For 2026 to 2027, we plan to carry out structural maintenance or reconstruction on 0.58 kilometres of cycleways that are not covered by our road or pavement maintenance programmes.

We also plan to carry out preventative maintenance treatments on 2.63 kilometres of cycleways that are not covered by our road or pavement maintenance programmes.

More information about maintaining pavements and cycleways

Cycleway improvements are included within our wider road and footway maintenance programmes, helping us make the best use of investment across the highway network.

Many cycle routes share space with pedestrians or form part of the highway network. When maintenance works are planned, we consider opportunities to improve cycling infrastructure at the same time.

The presence of cycleways is one of the factors used to prioritise maintenance schemes. In addition to dedicated cycleway improvements, 1.59 kilometres of footway improvement works will enhance the cycling network, improving connectivity, accessibility and active travel opportunities across Cumberland.

Evidence summary

We use footway condition surveys provided by Gaist to support a risk-based approach to maintaining footways and cycleways.

Survey data helps us:

• identify defects
• prioritise investment
• plan maintenance programmes
• target resources where they are needed most

We are also reviewing and developing our footway and cycleway heirarchy to ensure inspection frequencies and maintenance priorities reflect network use and risk.

Work is continuing to improve the cycle route network, including:

• enhancing safety inspection processes
• improving condition data collection
• strengthening scheme prioritisation

The first phase of this work has been completed, including the creation of new route sections and updates to existing routes.

30% of drainage maintenance expenditure will be spent on reactive maintenance. Such as responding to incidents or asset failures.

70% of drainage maintenance expenditure will be spent on planned maintenance. This includes routine, cyclical and risk-based activities.

We use a digital drainage management system that includes:

• asset inventories
•  inspection history
• sensor data
• risk scoring

We also maintain records of locations where drainage issues are known to cause or contribute to:

• road deterioration
• surface water ponding

Evidence summary

We use Kaarbon Tech's Gully SMART drainage management system to help manage and maintain highway drainage assets across the network.

The system records:

• drainage asset information
• inspection and maintenance records
• known flooding and drainage issues
• risk and performance data

We use information from inspections, drainage surveys, customer reports and local knowledge to:

• identify drainage issues
• assess risk
• prioritise investment
• plan maintenance programmes

Evidence used to support drainage management includes planned cleansing and inspection programmes, reactive maintenance records, CCTV drainage surveys, asset mapping and flooding hotspot data.

This information helps us take a proactive approach to drainage maintenance, improve network resilience and reduce the risk of flooding and drainage-related damage.

More information about drainage asset management

We take a risk-based approach to managing highway drainage, using asset condition data, inspection results, local knowledge and information about flooding issues to identify where maintenance is needed most.

To support this work, we:

• carry out planned drainage inspections and cleansing 
• use condition data and survey results to inform maintenance programmes 
• identify and prioritise known flooding hotspots 
• review maintenance priorities and investment programmes regularly

Our in-house CCTV drainage inspection team carries out targeted investigations to identify blockages, defects and drainage issues, helping us diagnose problems and plan the most appropriate repairs.

We are continually improving our drainage asset mapping to strengthen our understanding of the network and support better decision-making.

This approach helps us target resources effectively, reduce flood risk, improve network resilience and protect highways from drainage-related deterioration.

We have an up-to-date training and development plan for staff responsible for highways asset management.

We support professional development through recognised professional training schemes, including those provided by organisations such as:

• the Institution of Civil Engineers (ICE)
• the Institution of Highway Engineers (IHE)

We contribute towards the cost of professional membership and professional development where required for relevant highways roles.

We employ a professionally qualified engineer with responsibility for the management of highway structures. This expertise is provided either in-house or through contracted arrangements.

We define competence requirements for key highways asset management roles and take steps to address any identified skills gaps through training, development and contractual arrangements where appropriate.

We also support early career development through a range of opportunities, including:

• apprenticeships
• traineeships
• pre-apprenticeship programmes
• sponsored qualifications, such as HNCs, HNDs, degrees and MScs
• graduate development schemes

Evidence summary

We maintain a training and development framework for highways asset management to ensure our workforce has the skills and knowledge needed to manage and maintain the highway network effectively.

This includes:

• role-based training and development plans
• regular reviews of training needs and skills requirements
• accredited professional training
• civil engineering apprenticeships linked to recognised industry qualifications

We support workforce development through:

• apprenticeships
• graduate schemes
• work experience placements
• inclusive recruitment programmes

Our highway apprentices follow structured development programmes, including workplace rotations, tailored learning plans and opportunities to progress to higher-level qualifications.

This approach helps us maintain professional standards, address skills gaps and develop the next generation of highways professionals.

More information about skills and training

We provide ongoing training and development to ensure our highways workforce has the skills and knowledge needed to carry out their roles safely and effectively.

Our approach includes:

• mandatory, health and safety, technical and role-specific training
• regular reviews of training and development needs
• industry-recognised training and qualifications, including the IHE-approved Highways Inspectors Scheme
• support to address literacy,  communication, mathematics and language needs where required

We offer apprenticeship opportunities from Level 2 to Level 6, with structured development programmes, workplace rotations and pathways to recognised engineering qualifications.

To encourage new talent into the profession, we also support:

• graduate schemes
• work experience placements
• traineeships
• workplace visits and learning opportunities for young people

These programmes help us develop a skilled and diverse workforce, while supporting the next generation of highways professionals.

Environmental factors can affect asset condition, performance and resilience. These include:

• heavy rainfall 
• prolonged periods of heat
• freeze-thaw cycles
• storms and other extreme weather events

We've updated our asset management policy and strategy to reflect this

We've also identified a resilient network and agreed this with senior decision-makers. The resilient network was last updated in 2024.

We formally record locations that are repeatedly affected by extreme weather, including flooding, storms and other weather-related impacts.

To improve network resilience we currently use:

• targeted drainage upgrades and maintenance
• natural flood management and sustainable drainage systems (SuDS)
• targeted slope stability, ground stability and landslip mitigation measure

We have not implemented:

• heat-resilient materials or surface treatments
• tree planting or shading for heat management

We have measured and benchmarked greenhouse gas emissions from our highways maintenance service using a recognised industry standard.

We've also engaged with the DfT-funded ADEPT Live Labs 2 Programme. This is to understand how to improve operational efficiency and support decarbonisation across the service.

Evidence summary

We have measured greenhouse gas emissions for 2024 to 2025 and have processes in place to support carbon measurement, reporting and reduction across our highways service.

We have also taken part in Department for Transport-funded ADEPT programmes, including:

• the Carbon Leadership Programme
• Live Labs 2

These programmes help us identify and apply best practice in reducing carbon emissions. We will undertake a further Carbon Leadership Programme assessment during 2025 to 2026.

A key part of our approach is extending the life of highway assets through planned preventative maintenance. This helps us:

• reduce carbon emissions 
• improve network resilience 
• make the best use of resources 
• reduce the impacts of climate change on the highway network

More information about resilience activities

We take a risk-based approach to maintaining the highway network and adapting to the impacts of climate change.

A key part of this approach is our Resilient Road Network, which identifies the routes that are most important for keeping people and goods moving during severe weather and other disruptive events. The network connects with neighbouring authorities and National Highways routes, helping maintain access across the region.

We have also measured and benchmarked greenhouse gas emissions from highway maintenance activities and are committed to reducing carbon impacts through ongoing monitoring and improvement.

A further Carbon Leadership Programme assessment is planned for 2025 to 2026.

Planned preventative maintenance is central to our approach. By carrying out maintenance at the right time and prioritising investment on key routes, we can:

• extend the life of highway assets 
• reduce carbon emissions
• improve network resilience
• minimise disruption for road users
• reduce the impacts of climate change on the highway network

Our procurement and contracting approaches encourage and reward innovative practice.

We regularly review innovative materials and maintenance techniques. Where they are proven to be effective, we incorporate them into day-to-day highway maintenance activities.

We trial new innovations. We share the findings publicly or through professional networks.

Evidence summary

We encourage innovation and continuously look for new ways to improve the efficiency, sustainability and value of highway maintenance.

Recent initiatives include:

• recycling tar-bound road materials for reuse in carriageway maintenance schemes
• using thermal patching techniques to reduce waste and improve repair efficiency
• working with contractors to identify innovative materials, technologies and working methods

We also take part in the LCRIG Highways Alliance Working Group, helping us share knowledge, learn from other authorities and adopt industry best practice.

These approaches help us reduce costs, lower environmental impacts and improve the way we maintain and manage the highway network.

More information about innovative activites

We review new products, technologies and working methods to improve highway maintenance, reduce environmental impacts and provide better value for money.

Recent improvements include:

• introducing the Pothole Pro repair system to improve repair efficiency
• using warm-mix asphalt to help reduce carbon emissions
• increasing the use of recycled plastic kerbs
• replacing diesel-powered pressure washers with electric alternatives
• introducing battery-powered respiratory protective equipment and electric line-marking equipment
• using Reactec monitoring technology to support safer working practices
• installing live fleet telematics across highways depots to improve operational management

We have also established dedicated drainage repair teams supported by specialist CCTV inspection equipment and adopted UK Road Patch materials to support highway maintenance.

These investments help us improve safety, increase efficiency, reduce environmental impacts and enhance the management of the highway network.

Examples of innovations that we've adopted

Use of battery operated equipment and vehicles as a stand alone team.

Use of CCTV drainage equipment as part of a dedicated drainage repair team

Use of tarmac recycling unit which eliminates removal of tar bound materials.

RoadAI

We use Vaisala RoadAI to support highway safety inspections and improve our understanding of the condition of the highway network.

The system helps us to:

• identify and classify road surface defects
• monitor the condition of road signs and road markings
• maintain highway asset records
• support maintenance planning and scheme prioritisation

Inspection footage is reviewed and analysed using computer vision and artificial intelligence (AI), helping us collect more detailed and consistent information about the network.

RoadAI condition data supports our maintenance programmes and helps us identify where investment is needed most. The system also provides PAS 2161-compliant road condition data.

We are using RoadAI to assess the condition of road markings, identify areas requiring improvement and support the development of maintenance schemes.

The system has also been used to create a new traffic sign inventory. We continue to improve the accuracy of sign location and condition data and are exploring additional uses, including pothole detection and drainage asset data collection.

AI traffic monitoring technology

In June 2026, we introduced AI-powered traffic monitoring technology to help us better understand how people travel across Cumberland and support future transport and infrastructure planning.

The technology collects anonymised data on the movement of:

• vehicles
• cyclists
• pedestrains

This information helps us:

• understand travel patterns
• improve traffic management
• identify areas where improvements may be needed
• make informed decisions about future transport investment

By using reliable data, we can better plan transport improvements and ensure investment is targeted where it will have the greatest benefit.

Recycling of tar bound road plannings

We use cold on-site recycling to repair roads containing tar-bound materials, allowing existing road materials to be reused rather than removed and disposed of.

This approach is particularly effective on older rural roads, where it helps strengthen the road structure while reducing the need for new materials.

Benefits include:

• reusing existing road materials
• reducing waste and disposal costs
• reducing vehicle movements and transport emissions
• lowering the demand for new construction materials
• improving the condition and resilience of rural roads

By recycling materials on site, we can deliver more sustainable highway improvements while making the best use of available resources.

Thermal patching

We first trialled thermal patching in 2023 to complement traditional road repair methods, particularly in urban areas.

Following a successful trial, we have expanded its use and increased the number of teams and equipment available to carry out these repairs.

Thermal patching works by reheating and reusing existing road material, which helps to:

• reduce waste
• reduce the amount of new material required
• improve repair efficiency
• lower the environmental impact of maintenance works

Where suitable, thermal patching provides a durable repair solution that supports our wider approach to sustainable highway maintenance.

Reactec

We use Reactec technology to help protect the health, safety and wellbeing of our workforce.

The system uses wearable devices and real-time data to monitor exposure to risks such as hand-arm vibration from tools and equipment.

This helps us to:

• identify potential health risks earlier
• make informed decisions about working practices
• select the most appropriate equipment
• reduce workplace risks
• improve health and safety monitoring

By using accurate data, we can better protect employees, support regulatory compliance and continuously improve our approach to occupational health and safety.

Electric line marker

We use electric line-marking equipment to support more sustainable highway maintenance.

Compared with traditional fuel-powered equipment, electric line markers help to:

• reduce carbon emission
• lower noise levels
• improve the working environment for operators
• support cleaner day-to-day highway operations

Introducing lower-emission technology is one of the way we are reducing the environmental impact of highway maintenance while continuing to deliver essential services across the network.

Battery powered respiratory protective equipment

We use battery-powered respiratory protective equipment to help keep our highways workforce safe while reducing environmental impact.

Compared with disposable masks, the equipment is designed for long-term use, helping to:

• reduce single-use waste
• lower the environmental impact of manufacturing and disposal
• support our sustainability goals
• provide reliable protection for employees

The rechargeable equipment offers a high level of protection and improved comfort, helping to encourage consistent use and support safe working practices.

By investing in reusable equipment, we can improve workforce safety while reducing waste and supporting more sustainable highway maintenance.

UK Road Patch

We use UK Road Patch technology to help deliver longer-lasting pothole repairs.

The system helps to seal repairs and prevent water from entering the road surface, reducing the risk of further deterioration.

Benefits include:

• extending the life of pothole repairs
• reducing the need for repeat visits
• lowering maintenance costs over time
• reducing vehicle movements and fuel use
• cutting the use of materials and associated emissions

By reducing the need for future interventions, this approach supports a more resilient, sustainable and cost-effective highway maintenance programme.

Fleet telematics

We use live fleet telematics to help manage our highway maintenance operations more efficiently.

The system provides real-time information on the location of vehicles and resources, helping us to:

• deploy the nearest available team to incidents and defects
• improve response times
• make better use of staff, vehicles and equipment
• reduce unnecessary travel across the network

By reducing avoidable journeys and fuel use, fleet telematics helps us improve operational efficiency while supporting our carbon reduction goals.

JCB Pothole Pro

We use the JCB Pothole Pro to make pothole repairs quicker, safer and more efficient.

The machine combines several repair tasks into one process, helping us to:

• complete repairs more quickly
• reduce the time roadworks are in place
• minimise disruption for road users
• use fewer vehicles, equipment and resources on site
• reduce fuel consumption and emissions

The technology also improves safety by reducing manual handling and limiting employee exposure to operational risks.

In-house paving machine

We have invested in an in-house paving machine to increase our ability to deliver carriageway improvement schemes directly.

The machine helps us to:

• carry out resurfacing works more efficiently
• improve the quality of road surfaces
• respond more quickly to maintenance needs
• reduce reliance on external contractors
• provide better value for money

Our highways teams have received specialist training to ensure the machine is operated safely and effectively.

By carrying out more work in-house, we can increase our capacity to deliver high-quality highway improvements and help keep roads in good condition for residents, businesses and visitors.

Plastic kerbs

Where suitable for the location and scheme requirements, plastic kerbs are increasingly used by our in-house highway's teams.

Their lighter weight helps reduce manual handling risks for operatives during installation. 

We assess the use of plastic kerbs on a scheme-by-scheme basis, taking account of site conditions, engineering requirements and the intended use of the highway.

Warm mix bituminous material (instead of hot mix)

Following successful trials, we now use warm-mix asphalt on our resurfacing schemes.

Warm-mix asphalt is produced and laid at lower temperatures than traditional asphalt, helping us to:

• reduce carbon emissions
• lower energy use during construction
• support more sustainable highway maintenance
• continue delivering durable resurfacing treatments

Using warm-mix asphalt is one of the ways we are reducing the environmental impact of highway maintenance while keeping roads in good condition.

Electric pressure washers

Following successful trials, we have replaced diesel-powered pressure-washing facilities with fully electric alternatives across its highway's depots.

The change eliminates emissions at the point of use, reduces reliance on diesel-powered equipment and supports the our wider decarbonisation objectives.

Drone surveys

We use drone technology to support the inspection of bridges and other highway structures.

Drones help us capture detailed images and survey data from locations that can be difficult to access safely. The information collected can be used to create detailed 3D models, improving our understanding of the condition of structures and helping us identify potential defects.

This approach helps us:

• improve the quality of inspection data
• identify issues more effectively
• reduce the need for inspectors to work in difficult or hazardous locations
• support better maintenance planning and decision-making

By using drone technology, we can carry out inspections more safely and efficiently while improving the management of highway assets.

SMART Shot AI

We are trialling KaarbonTech SMART Shot AI to help identify potential flooding, drainage issues and land instability at an early stage.

The technology is designed to provide early warning of developing problems, allowing us to investigate issues sooner and take action before more significant damage occurs.

The trial will help us assess how intelligent monitoring technology can support:

• proactive maintenance
• risk-based decision-making
• flood risk management
• improved network resilience

By identifying potential issues earlier, we can better target resources, reduce disruption and help protect the highway network from future damage.

We routinely monitor and enforce the quality of utility works as part of our street works management activities.

We have completed a senior-endorsed assessment to determine whether a lane rental scheme would be suitable for our area.

We seek input from utility companies when developing highway maintenance programmes. This helps us coordinate works and reduce disruption to road users.

We have carried out and published a permit scheme evaluation within the last three years.

We have also completed a traffic-sensitive review within the last three years.

Evidence summary

We inspect roadworks and completed reinstatements in line with the Code of Practice and the Specification for the Reinstatement of Openings in Highways (SROH), Fourth Edition, helping to ensure work is carried out safely and to the required standard.

We hold quarterly coordination meetings with utility companies to plan works, encourage collaboration and minimise disruption for road users.

Section 58 restrictions are applied following major resurfacing and reconstruction schemes, with advance notice provided to help protect newly improved roads from unnecessary excavation.

We have completed a traffic-sensitive review and are progressing a Lane Rental assessment. We are also reviewing our Permit Scheme to identify opportunities to improve coordination and reduce disruption across the network.

Performance data shows improved collaboration between organisations, better coordination of works and shorter average roadworks durations, helping to minimise disruption for residents and road users.

More information about working with utility companies

We use our Permit Scheme to help coordinate roadworks, reduce disruption and keep works durations to a minimum.

We work closely with utility companies through regular coordination meetings to support forward planning and minimise unnecessary disruption for residents and road users.

To help ensure work is completed to the required standard, we carry out sample, routine and permit inspections in accordance with the Code of Practice for Inspections. Inspection results are recorded and shared through Street Manager.

We also inspect utility reinstatements during the guarantee period, including inspections within six months and two years of completion. This helps identify defects before maintenance responsibility transfers to us.

This approach supports:

• better coordination of roadworks
• reduced disruption for road users
• improved compliance with national standards
• early identification of defects
• more effective management of the highway network

We retain in-house technical expertise to independently assess maintenance interventions proposed by contractors.

We routinely analyse actual unit costs for core highways maintenance activities delivered under contract. This includes activities such as road surface treatments and pothole repairs. We compare this information against benchmarks and historic performance.

We use defined KPIs to monitor highways maintenance contracts. We actively monitor these KPIs to manage contract performance.

We support permanent repairs being completed on the first visit wherever it is safe and appropriate to do so.

Evidence summary

We retain in-house technical expertise to assess maintenance options and review contractor proposals, helping to ensure the most appropriate treatment is selected for each location.

Our engineers review materials and repair methods to confirm they meet required standards and provide the best long-term outcome for the highway network.

We monitor contractor performance through a range of key performance indicators (KPIs), including:

• programme delivery
• quality of completed works
• cost efficiency
• health and safety performance
• inspection and testing results
• use of recycled materials
• defects identified at handover

We also review and benchmark costs to support continuous improvement and help ensure highway maintenance and repairs are delivered efficiently and provide value for money.

More information about highways maintenance contracts

Around 80% of pothole repairs in Cumberland are carried out by our in-house highways teams, with the remaining 20% completed by specialist contractors using spray injection patching and thermal patching techniques.

Our focus is on delivering durable, right-first-time repairs rather than maximising the number of repairs completed. Contractors are not rewarded based on repair volumes.

Before any work is carried out, we assess each defect to ensure the most appropriate repair method is selected. We also carry out sample inspections to monitor workmanship and confirm repairs meet the required standards.

If repairs do not meet expectations or defects reoccur, contractors are required to complete remedial work at their own expense.

This approach helps us:

• maintain high repair standards
• achieve better value for money
• reduce the need for repeat visits
• support long-lasting repairs
• promote a permanent repair approach wherever appropriate