This page has been produced by City of Doncaster Council (CDC) to support our annual submission to the Department for Transport (DfT) as part of the Local Highway Maintenance Funding 2025/26 incentive funding requirements.

The purpose of this report is to provide a transparent, structured account of our current asset management processes, maintenance investment, performance monitoring, and forward planning.

This report has been prepared by the Highways Infrastructure service in consultation with senior officers and relevant portfolio holders. As well as meeting DfT reporting requirements, it also serves to improve transparency for our stakeholders, elected members, and residents. By clearly setting out how we manage, maintain, and invest in our network, we aim to provide a consistent and evidence-based account of our activities and priorities, supporting ongoing accountability and engagement.

Annex A – Public-Facing Transparency Report

This section provides a summary of our highways maintenance approach, investment, and performance for transparency and public accountability. It is intended to meet the Department for Transport’s Annex A requirements and demonstrates how we manage and maintain our network in line with national guidance and local priorities.

1. Our Highway Network

This table shows the current lengths of carriageway, footways, public rights of way (PRoW) and cycleways maintained by the authority.

Lengths of carriageway, footways, PRoW and cycleways

Type of highway	Length in kilometres (km)
A roads	163
B and C roads	309
U roads	1150
Total roads	1622
Footways	1867
Other public rights of way	494
Cycleways	60

2. Maintenance Spending

2.1 – Highway Maintenance Spending Figures

The table below sets out our capital and revenue spending on highway maintenance over recent years (2020/21 – 2025/26), including the split between preventative and reactive activities.

Year	Capital allocated by DfT (£000s)	Total Capital spend (£000s)	Revenue spend by CDC (£000s)	Estimate of % spent on preventative maintenance (Capital)	Estimate of % spent on reactive maintenance (Revenue)
2020/21	4,334	4,334	780	85%	15%
2021/22	12,254	14,254	789	95%	5%
2022/23	5,964	9,653	829	92%	8%
2023/24	3,521	4,741	943	83%	17%
2024/25	5,142	5,997	974	86%	14%
2025/26 (projected)	5,305	5,837	991	85%	15%

2.2 – Additional Information on Spending

The funds in the above table refer to spending to maintain the fabric of the carriageways, cycleways and footways (as detailed in “Preventative maintenance” and “Reactive maintenance” below), but not on “new build” investments, or maintenance of drainage, street lighting, traffic signals, etc. Additional funds were received from the DfT for these elements, but they have not been detailed above. Where DfT funds were provided for improvement/maintenance of the carriageway, cycleways and footways, such as the “Pothole and Challenge Fund”, “Network North Road Resurfacing”, “HMCF Footways Refurbishment” and relevant portions of the CRSTS these have been included.
In the 2025/26 financial year, the City of Doncaster Council have allocated approximately £6,296k of its capital and revenue maintenance funding to a mix of preventative (capital) and reactive (revenue) maintenance, with a strategic focus on increasing the proportion allocated to planned, cost-effective works.

Preventative maintenance (capital) accounted for approximately 86% of total spend in 2024/25. This included Reconstruction, Resurfacing, Surface Dressing, and Surface treatments (Asphalt Preservation, Micro-asphalt and Footway Slurry-seal), large scale carriageway patching, and Joint Sealing to the A, B, C and U road networks. In total, 46.37 km of carriageway received preventative maintenance and 26.69 km of footways improved.

Reactive maintenance (revenue) accounted for 14% of total spend in 2024/25. This spend primarily covered pothole repairs, urgent carriageway and footway defect response. Over the past five years, the estimated number of potholes repaired has varied from 7936 (2021/22) to 4315 (2022/23), highlighted in table 2.3 below, with an average of approximately 6418 per year.

The balance between preventative and reactive maintenance is determined using a combination of condition data (e.g. SCANNER, Annual Engineering Inspection, visual survey, routine scheduled highway safety inspections), annual performance reviews, and local member and resident feedback. An ongoing priority is to transition the profile of spend towards planned preventative work, supported by life-cycle planning outputs in the Highways Asset Management Plan (HAMP), as a preventative maintenance strategy prolongs the life of pavement surface course layers and protects the original capital investment on these assets.

2.3 – Estimated number of potholes filled over the last 5 years

Year	Estimate of number of potholes filled
2020/21	7,702
2021/22	7,936
2022/23	4,315
2023/24	6,262
2024/25	5,877

2.4 – Maintenance Activity Overview 

Activity	2020/21	2021/22	2022/23	2023/24	2024/25
Carriageway resurfaced (km)	7.73	31.14	31.96	8.54	11.87
Carriageway surface treatments (km)	29.71	26.34	39.21	26.47	32.00
Carriageway Patching (sq.m)	10,795	20,194	26,559	11,829	16,639
Footways improved (sq.m)	61,796	160,916	57,251	72,392	53,378

Note: Carriageway patching figures relate to large scale patching as capital works, not “filling potholes”, and are converted to km by dividing the sq.m of patching on each road classification by the average width of that particular road classification in other “work done”.

3. Condition of the Network

Five-year trend by road category.

3.1 A Roads condition

Year	Percentage of A roads in red category	Percentage of A roads in amber category	Percentage of A roads in green category
2020	2%	24%	74%
2021	2%	25%	74%
2022	2%	23%	75%
2023	3%	24%	73%
2024	3%	25%	72%

Collection Frequency for A roads: By SCANNER – 100% of Classified roads every year.

3.2 B & C Roads condition

Year	Percentage of B and C roads in red category	Percentage of B and C roads in amber category	Percentage of B and C roads in green category
2020	3%	21%	76%
2021	2%	23%	75%
2022	2%	22%	76%
2023	4%	22%	74%
2024	4%	23%	73%

Collection Frequency for B & C roads: By SCANNER – 100% of Classified roads every year.

3.3 Unclassified Road Condition

Year	Percentage of U roads in red category
2020	23%
2021	17%
2022	18%
2023	13%
2024	13%

Context for U road survey parameters: These are determined by AEI for the Unclassified roads (North of city/South of city alternates each year as a 2 year cycle. This regime is an improvement on the recommended DfT minimum 4 year cycle standard, however this does help the City of Doncaster Council understand condition and priority of maintenance requirements in a more robust manner. Further detail of survey technology is presented in section 3.5)

3.4 Section 3 Commentary on Local Road Condition

 Road condition assessments on the local classified road network in England are currently made predominantly using Surface Condition Assessment for the National Network of Roads (SCANNER) laser-based technology.

A number of parameters measured in these surveys are used to produce a road condition indicator which is categorised into three condition categories:

• Green – No further investigation or treatment required  

• Amber – Maintenance may be required soon  

• Red – Should be considered for maintenance   

From 2026/27 a new methodology will be used based on the BSI PAS2161 standard. Local Highway Authorities will be required to use a supplier that has been accredited against PAS2161. This new standard will categorise roads into five categories instead of three to help government gain a more detailed understanding of road condition in England. CDC will continue to use a combination of SCANNER and AEIs to deliver to this new standard.

Further details are available on the following site Road condition statistics: data tables (RDC) - GOV.UK

4. Plans

4.1 – Overall Strategy

We are committed to maintaining and improving the highway network with the funding available for highway maintenance generally in ways that are visible, preventative, and aligned to our long-term asset strategy. Below is a summary of our asset management approach, how we deliver best practice and innovation, and how this supports our “Corporate Plan”, and objectives in “Doncaster Delivering Together”. 

The highways infrastructure is by far Doncaster’s’ most valuable public asset valued at over £2.3 Billion for adopted roads, footways and cycleways and over £555 million for bridges and other highways structures. With a total Value for all infrastructure assets being £5.6 Billion. The effective and efficient management and maintenance of the infrastructure assets is therefore of paramount importance as it underpins the fabric of Doncaster’s economy. Highways assets which are maintained at public expense, align the management and maintenance of our highway’s infrastructure assets with the Highways Act 1980 and with the guidance and recommendations given by the Highways Code of Practice ‘Well-Managed Highway Infrastructure’ October 2016.

In recognition of guidance and direction through best asset management practice, we can realise operational efficiencies and determine service priorities by adopting the following principles:

• Adopt a long-term strategic approach to highways maintenance management.
• Consideration of stakeholder expectations needs and aspirations.
• A systematic approach to maintenance management activities
• Optimal allocation of resources
• Management of investment over the asset lifecycle
• Efficient asset performance management

The adoption of these principles will enable us to set and realise short-, medium- and long-term operational objectives in order to manage and maintain our highways and transport assets. This will be achieved through:

• The collection of core asset inventory and condition data as a platform from which to make informed decisions and develop annual and forward priority works programmes.
• The setting of asset performance targets and service levels that supports Corporate Priorities and addresses customer needs and expectations within the limitations of funding and resource availability.
• A determination of priority highway infrastructure maintenance and investment needs through a process of “Condition Appraisals” and “Value Management” taking account of lifecycle planning principles in order to realise annual and future funding needs and to identify timely and affordable maintenance solutions.
• The undertaking of durable pothole repairs, reflective of customer and operational safety needs, traffic management requirements and street works coordination measures.
• Adoption of suitable innovations in materials and procedures to improve cost effectiveness, durability, and resistance to weather extremes, which are supported by our active involvement with ADEPT, LCRIG, NHT, ALARM MHA+, and any other groups as may be appropriate.

4.2 – Specific Plans for 2025/26 -

Activity	2025/26	Notes
Carriageway resurfacing (km)	6.3	Locations to be confirmed following assessments and approvals
Carriageway surface treatments (km)	47	Locations to be confirmed following assessments and approvals
Patching (sq.m)	16,000	Locations to be confirmed following assessments and approvals
No. of Potholes filled (estimate)	6,416	This number is based on the average over the previous 5 years, but will be affected by external factors, such as the severity of the weather in winter, or other events.
Footways improved (sq.m)	50,000	Locations to be confirmed following assessments and approvals

Note: Carriageway patching figures relate to large scale patching as capital works, not “filling potholes”, and are converted to km by dividing the sq.m of patching on each road classification by the average width of that particular road classification in other “work done”.

Split between Preventative and Reactive works:

We continue to prioritise preventative maintenance, with 85% of our funding dedicated to resurfacing, reconstruction, and various surface treatments in 2025/26. Our aim is to improve this by increased capital funding in 2026/27 to improve the network for the public, prolong asset life and reduce emergency reactive repair costs

Table – 2025/26 Split between Preventative and Reactive works

Work Type	Estimated Proportion
Preventative Works	85%
Reactive Works	15%

5. Streetworks & Coordination

We recognise that streetworks can be disruptive to residents, businesses, and road users. Our approach focuses on minimising disruption, improving coordination, and enforcing compliance through strong planning and regulations. 

In 2024, the latest full reporting year, the City of Doncaster Councill (CDC) received over 12,000 applications for work activities on the highway, 83% of which related to Streetworks; works undertaken by those with a statutory right to place and maintain apparatus in the highway. Effective coordination of such works is essential to secure the expeditious movement of traffic for the residents, businesses, and visitors to the city. It is also vital that disruptive works are effectively communicated to road users, stakeholders, and emergency services. CDC use all legislation, regulation, and best practice to achieve this.

Quarterly Coordination meetings are held, encouraging early engagement between works promoters, allowing the forward planning of large scale, disruptive or conflicting works, while offering the opportunity to identify collaborative working opportunities between works promoters to minimise disruption. In the latest scheme review spanning three years, 749 days of disruption were avoided through collaborative working.

CDC have operated a Highway Permit Scheme since 2012, in early years this was a joint regional scheme, the Yorkshire Common Permit Scheme (YCPS), later becoming an individual authority scheme in 2015, the Doncaster Permit Scheme (DPS). All registrable works are assessed in terms of disruption on the network appropriate conditions, including the works timing, duration, scale, methodology and publicity must be satisfactorily agreed before planned works are granted. The latest review established that 9% of Street works applications were refused during the reporting period.

Effective communication of highway activities is achieved by use of multiple media platforms including:

• Social media to timely advise and update the majority
• Stakeholder reports supplying details of planned disruptive works to essential recipients
• Liaison meetings to get information into the heart of the communities
• CDC Website information offering details of major schemes and associated traffic management arrangements
• A Publicly accessible web-based road management platform hosted at http://one.network offers a full and interactive overview of all planned works in the city

Work activity monitoring is undertaken in accordance with the Department for Transport standards, including the New Roads and Street Works Act (NRSWA) 1991, Highways and Utilities Committee (HAUC) Guidance Procedures 2025, and the Department for Transport’s Code of Practice for Street Works Inspections 2023. These set out the responsibilities of utility companies and the legal and regulatory duties of the Highway Authority to monitor works safety, works progression and compliance with permit conditions.

CDC undertakes regular inspections in line with these standards to assess site safety, work progress, and compliance. Where breaches are identified, appropriate enforcement action is taken using the full suite of regulatory powers. In 2024 CDC issued:

• 76 non-compliant site safety reports
• 193 Works Overrun charges for occupation of the highway where works were unreasonably prolonged
• 517 Fixed Penalty Notices for breaches of permit requirements

6. Climate & Resilience

The City of Doncaster Council actively collaborates with other South Yorkshire highway authorities, the South Yorkshire Mayoral Combined Authority, and the Environment Agency to address a range of issues, with a particular focus on climate resilience and flood risk management.

A core objective of our highways strategy is the development and management of a resilient network capable of withstanding the growing impacts of climate change. This includes building resilience into design, maintenance, and asset management practices, with an emphasis on risk-based planning and early intervention. We prioritise investment on routes that are critical to connectivity and emergency response, particularly in areas vulnerable to flooding or extreme weather. Through continuous condition monitoring, proactive lifecycle planning, and coordination with local emergency planning frameworks, we aim to ensure the network remains safe, reliable, and accessible during and after adverse events.

In partnership with our contractors and regional colleagues, we are proactively adopting low-carbon technologies and materials across our maintenance activities. This includes the use of electric vehicles and plant where practical, as well as the specification of durable materials that are better able to withstand extreme weather conditions. We are also increasingly employing Low Energy Asphalt (LEA) in suitable locations to further support our carbon reduction ambitions.

Our strategy places strong emphasis on preventative maintenance, which not only extends asset life but also contributes significantly to carbon savings. We are embedding the use of recycled materials into the early design stages of planned maintenance schemes to reduce embodied carbon and promote sustainable construction practices.

A key example of our carbon-conscious approach is our surface dressing programme. By intervening early in the road lifecycle, we avoid the need for full-depth conventional resurfacing, which is highly carbon intensive. In the 2023 programme, surface dressing emitted approximately 169 tonnes of carbon. Had the same roads deteriorated further and required traditional resurfacing, emissions would have reached 929 tonnes. This represents an 82% reduction in carbon emissions, while delivering equivalent lifespan and performance benefits.

We also utilise in-situ road recycling, which reuses 100% of the existing carriageway material, eliminating waste and significantly reducing the need for material transport and disposal. In 2023, this process generated 28 tonnes of carbon compared to 78 tonnes for an equivalent conventional resurface - a 64% carbon saving. Additionally, 1,296 tonnes of road material was recycled on-site, avoiding landfill or external treatment.

Other lower-carbon treatments adopted across the network include Micro-asphalt Surfacing, Footway Slurry Surfacing, and Asphalt Preservation. These options follow best practice asset management principles and contribute to emissions reductions both during installation and over the lifecycle of the asset.

Our commitment to climate action also extends to street lighting. The ongoing rollout of energy-efficient, long-life LED lanterns across the city continues to deliver significant reductions in both energy consumption and carbon emissions. This programme will soon be extended to traffic signals, supported through internal capital investment.

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