Written Answers to Questions - Northern Ireland Assembly

Friday 20 July 2012 Written Answers
cancellation. Restrictions on data sharing have now been addressed as part of the NFI framework
allowing this administrative issue to be addressed.
During the exercise, which identified approximately 15,000 possible cases there were 88 instances
where a deceased customer’s SmartPass was used to travel on Translink services after the reported
date of death. It is estimated that the resulting cost of this was £4,593.39. These passes have since
been deactivated. Existing controls over the use of Concessionary Fares mean that the individual using
the card must purchase tickets and for the small percentage of cards used inappropriately it is not
possible to pursue recovery of the loss incurred because the individual users cannot be identified.
Resilience of the Road Network to Severe Weather
Mr D McIlveen asked the Minister for Regional Development what research his Department has carried
out on the resilience of the road network to severe weather.
(AQW 13403/11-15)
Mr Kennedy: I can confirm that my Department’s Roads Service has not carried out any specific
research in relation to the resilience of the road network to severe weather.
However, I can advise that a study was carried out, following the severe winter of 2009/10, to
determine the extent of the damage caused to the network as a result of the severe winter. The study
determined that a conservative estimate of damage caused by the repeated freezing and thawing would
be in excess of £2m.
The study also concluded that the total cost of the damage, caused solely by the weather during that
winter, may never fully be known, as it would not be practical, or indeed possible, to diagnose every
failure that has already led to, or is likely to, contribute to damage in the future.
By and large, well maintained roads, in good condition, suffer relatively little damage from severe
weather. But, where the surface is ageing, or has been damaged by excavation and reinstatement,
water can penetrate into small cracks and other defects in the surface. When the water freezes (often
overnight) it expands, opening up the cracks. During daytime thaws, the ice melts and more water
seeps in, before the next freeze. Repeated freeze thaw cycles gradually open cracks and create cavities
and the surface deteriorates very quickly. Traffic soon displaces the loose aggregate and potholes
form. Most of the damage caused to carriageways by severe weather is very obvious, is very localised
(patchy), and occurs where there were already minor defects in the surface.
It is clear that the current level of funding for roads maintenance is no longer sustainable, as the cost
of poor value for money reactive patching is climbing year on year. The underinvestment of previous
spending periods has created a vicious circle, because as pavements deteriorate through a lack of
planned maintenance, they require relatively expensive patching to avoid public liability claims and
maintain road safety, which draws further funds away from good value resurfacing and surface dressing.
Furthermore, it is difficult to estimate how the level of patching would increase if underinvestment in
structural maintenance continues, because, as the level of underfunding and backlog increases, the
rate of deterioration and the need for patching is also likely to increase, as will the damage caused by
severe weather.
Fair Employment Tribunal Case on the Appointment of the Chair of NI Water
Mr McGlone asked the Minister for Regional Development to detail the costs incurred by his
Department in relation to the Fair Employment Tribunal case on the appointment of the Chair of NI
Water, including a breakdown by legal fees, travel costs and all other expenses.
(AQW 13421/11-15)
Mr Kennedy: I refer to the answer I gave to AQW 13171/11-15 on 6 July.
WA 606