Northern Ireland Road Network and Condition Statistics 2022-23

Key points

Road Length

• At 1 April 2023, the total road length in Northern Ireland was 25,858 kilometres.
• Unclassified roads accounted for the largest proportion of all roads (61.1%) followed by C roads (18.3%), B roads (11.3%), A roads (8.9%) and Motorways (0.4%).
• Analysis of the urban / rural split of the road network reveals that 77.2% of carriageway road lengths were rural (speed limit of more than 40 mph) and 22.8% of carriageway road lengths were urban (speed limit of 40 mph or less).

Road Condition

• In 2022-23, 82.6% of A class roads in Northern Ireland were categorised as being in generally good condition according to the Surface Condition Assessment for the National Network of Roads (SCANNER) survey. Two percent of A class roads were in poor condition requiring further investigation.
  
• In 2022-23, the Deflectograph survey found that 93.8% of the combined motorway and Trunk Road Network had a residual life of more than five years remaining in the sub structure of the road i.e. the base of the road and not the surface of the road.
• In 2022-23, there were 100,487 surface defects instructed following inspections on the roads in Northern Ireland.
• In 2022-23, there were 84,900 surface defects repaired.

Road Expenditure

• In 2022-23, the total expenditure on the roads in Northern Ireland was £441 million, 7.5% lower than in the previous year (£477 million in 2021-22).
• Of the total expenditure on roads in 2022-23, £127 million was spent on Structural Maintenance; this included £111 million on capital expenditure and £16 million spent on resource. A further £66 million was spent on New Construction and Improvement.

Infographic

Introduction

This report brings together information on road length, condition and expenditure in Northern Ireland for 2019/20 to 2022/23. This is a new official statistics report produced by the Analysis, Statistics and Research Branch (ASRB) of the Department for Infrastructure (DfI). DfI has responsibility for the road network in Northern Ireland and under Article 8 of the Roads (Northern Ireland) Order 1993, it has a statutory duty to maintain the province’s road network. This report has been produced in accordance with the Code of Practice for Statistics, complying with the pillars of Trustworthiness, Quality and Value and it will be published annually.

Background

A Northern Ireland Audit Office Report Structural Maintenance of the Road Network made a number of recommendations, including, that DfI should publish information on the condition of the road network to support independent monitoring and inform decision-making. A survey previously carried out on Northern Ireland Transport Statistics also identified an interest in the road network statistics formerly produced within Chapter 1 of the Transport Statistics bulletin. Furthermore, the volume of queries received by DfI relating to the road network highlighted that there is a need to publish robust statistics on the road length, condition and expenditure in Northern Ireland.

Uses of the data

It is anticipated that this report will be used for a range of purposes, for example, to inform policy and operational decision making and to respond to queries. Following publication of the report, a user engagement survey will be carried out to identify further uses of the data.

User information

The report includes user guidance and is published alongside a Background Quality Report (BQR), Quality Assurance of Administrative Data report (QAAD) and Technical Report. The BQR provides information on the quality of the data used to produce the official statistics, including their accuracy and reliability, coherence and comparability, and timeliness and punctuality. The QAAD is a quality assessment of the administrative data sources which are used to produce the road network and condition statistics. This assessment found that the level of risk of quality concerns in these sources is low. The Technical Report includes detail on the more technical aspects of the data used to produce this statistical report.

Users should refer to the user guidance section when considering the statistics in this report. In terms of road condition statistics, it is important to note that not all road classes are covered by the road condition surveys reported and that the level of inspections on the roads will impact the number of road surface defects detected. The number of surface defects repaired is also dependent upon resources being available to undertake the repairs. More detail on the impact of the COVID-19 pandemic on the Road Condition statistics is detailed in the user guidance.

Road Length

Data on road length are extracted from the Road Maintenance Client System (RMCS) and more detailed information on this system can be found in the user guidance and QAAD.

At 1 April 2023, the total road (route) length in Northern Ireland was 25,858 kilometres. Unclassified roads accounted for the largest proportion of all roads (61.1%) followed by C roads (18.3%), B roads (11.3%), A roads (8.9%) and Motorways (0.4%). Analysis of the urban / rural split of the road network reveals that 77.2% of carriageway road lengths were rural (speed limit of more than 40 mph) and 22.8% of carriageway road lengths were urban (speed limit of 40 mph or less). Over three-quarters (77.5%) of urban roads were unclassified while, 55.1% of rural roads were unclassified and a further 21.9% were C roads.
(Carriageway road lengths are the sum of the lengths of each carriageway of a dual or motorway section).

Figure 1: Percentage of urban, rural and all road lengths by road class at 1 April 2023

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In 2022/23, the highest proportion of all roads in Northern Ireland were located within DfI Western Division (37.7%), and the lowest were in Eastern Division (9.6%). Within each DfI Division, unclassified roads make up the largest proportion of roads with 70.5% of roads in Eastern Division being unclassified, followed by Southern, Western and Northern Divisions with 61.8%, 60.6% and 56.9% respectively. The map below presents the total road length for each Local Government District (LGD). (It should be noted that LGD boundaries do not coincide exactly with boundaries used by DfI Transport and Roads Asset Management (TRAM) for road maintenance purposes). Fermanagh and Omagh has the highest length of roads across all road types with 3,995 km compared to Belfast which has the lowest length at 1,094 km.

Further data on road length by classifications and Local Government District are available to download below.

Figure 2: Total Road Length (km) by Local Government District at 1 April 2023

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Road Condition

In Northern Ireland, the condition of the road is expressed in a broad number of ways and by a number of various survey techniques. The road condition statistics in this report are based on two key surveys: SCANNER (Surface Condition Assessment for the National Network of Roads) and Deflectograph. Further detail on these surveys is provided in the user guidance and in the Technical report.

Data on surface defects instructed and repaired are also included in this report; these are downloaded from the Road Maintenance Client System (RMCS) and further information on these data can be found in the user guidance and in the QAAD.

SCANNER

SCANNER (Surface Condition Assessment for the National Network of Roads) is a nationally accredited survey and is undertaken under contract. It consists of a number of laser sensors mounted on a purpose-built vehicle. It travels at close to traffic speed and measures the condition of the road in terms of a number of parameters including the extent of surface cracking, ride quality, wheel-track rutting and alignment. The SCANNER survey is undertaken annually on the majority of road classes; including: 100% of the Trunk Road Network (TRN) and A class network in one direction each year, with the opposite direction being surveyed the following year; and on 25% of the B & C Class network each survey year in both directions. Official statistics from the SCANNER survey are not currently available for unclassified roads.

A map of the TRN can be found below, and additional maps of the road network are available on the DfI website.

The outputs from the SCANNER are combined to produce a Road Condition Index (RCI) which is the industry standard measure for road condition currently in use. An RCI greater than 100 (classified as being red) indicates poor road conditions and a requirement to plan maintenance soon; an RCI between 40 and 100 (classified as being amber) suggests the road is in average condition and should be investigated soon; and an RCI less than 40 (classified as being green) means the road is in good condition.

The most recent SCANNER survey carried out in 2022-23, showed that 82.6% of A roads were categorised as green, 15.4% were considered to be in average condition while 2.0% were classed as red, in poor condition and requiring maintenance. These statistics are broadly in line with the SCANNER survey results for the previous years with just a slight increase in the proportion of A roads categorised as green (80.9% in 2019-20) and a slight decrease in the proportion of A roads considered to be in poor condition (2.4% in 2019-20). In terms of B and C class roads, a similar pattern has emerged with a slight increase in the proportion of roads in good condition and a slight decrease in the proportion in those classified as red and needing maintenance. However, the percentage of B and C class roads categorised as red and needing maintenance is higher than the level for A class roads with 3.1% of B class roads and 4.3% of C class roads considered to be in poor condition in 2022-23.

Figure 3: Percentage of roads in good, average or poor condition by road class 2019-20 to 2022-23

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The map below shows the percentage of A class roads in good, average or poor condition by Local Government District in 2022-23. The percentage of A Class Roads in good condition ranged from 76.1% in Newry, Mourne and Down to 89.3% in Antrim and Newtownabbey. Newry Mourne and Down had the highest proportion of A class roads in poor condition (3.2%) while Causeway Coast and Glens had the lowest proportion at 1.1%. Further detail on the percentage of roads in good, average or poor condition by Local Government District and road class is available in the accompanying spreadsheets.

Figure 4: Percentage of A class roads in good, average or poor condition by Local Government District in 2022-23

*Use the radio button on the map to view the percentage of A class roads in either good, average or poor condition by LGD. The palest colour in each map shows the lowest percentages while the darkest shade represents the highest percentages.

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Deflectograph

Deflectograph surveys are carried out by an accredited slow-moving vehicle that measures the deflections of the roads surface under defined loading and uses this information to calculate the residual life of the road and the need for structural repairs; essentially this survey assesses the structural integrity of a roads base and natural foundations. Currently Deflectograph surveys are carried out on one third of motorway, TRN and non-trunk A roads each year in NI. The survey provides a percentage of roads which have more than five years residual life remaining in the road structure, and it is recommended by the Department (DfI) that this figure should be above 85%.

Over the past four years being reported (2019-20 to 2022-23), over 85% of all motorway, TRN and non-Trunk A roads had a residual life of more than five years remaining. The statistics for the most recent year (2022-23) show that 93.8% of the combined motorway and TRN had a residual life of more than five years remaining.

Figure 5: Percentage of Trunk Road Network, motorway and non-trunk A roads with residual life of more than five years: 2019-20 to 2022-23

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Surface defects instructed and repaired

Data on surface defects instructed and repaired are derived from the Road Maintenance Client System (RMCS). More detailed information on this system can be found in the user guidance and in the QAAD. These data only relate to carriageways, hard shoulders and laybys; data on footways and maintained laneways are not included. Surface defects do not include defects such as white lining, deflective signage etc.

Surface defects are recorded on the RMCS following safety and condition inspections being undertaken on the roads by DfI staff, the level of inspections on the roads will impact the number of road surface defects detected. When a repair is carried out, RMCS is updated to reflect that a surface defect has been repaired. It should be noted that defects repaired in one financial year may have been reported in a previous financial year and there may be a lag between a repair being carried out and the RMCS being updated. The number of surface defects repaired is also dependent upon resources being available to undertake the repairs.

Figure 6 shows that in 2022-23, there were 100,487 surface defects instructed in Northern Ireland. This was a decrease of 3,610 (3.5%) when compared to 2019-20 (104,097). There were 84,900 surface defects repaired in 2022-23, a decrease of 12,511 (12.8%) when compared to 2019-20 (97,411). The number of surface defects instructed and repaired was lowest in 2020-21 when there were restrictions in place in Northern Ireland due to the COVID-19 pandemic. More detail on the impact of the COVID-19 pandemic on the statistics is detailed in the user guidance.

Figure 6: Surface defects instructed and repaired in Northern Ireland 2019-20 to 2022-23

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Figure 7 shows the number of surface defects instructed and repaired by Local Government District. Newry, Mourne and Down had the largest number of surface defects instructed (20,005) and repaired (16,716), in 2022-23 followed by Armagh City, Craigavon and Banbridge with 14,985 surface defects instructed and 13,096 surface defects repaired. Lisburn and Castlereagh had the lowest number of surface defects instructed (3,533) and repaired (3,206) amongst all the LGD’s in 2022-23.

Figure 7: Number of surface defects instructed and repaired by Local Government District 2022-23

*Use the radio button on the map to show either surface defects instructed or surface defects repaired by LGD.

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Figures 8 and 9 show the number of surface defects instructed and repaired by LGD over the period 2019-20 to 2022-23.

Figure 8: Surface defects instructed by Local Government District 2019-20 to 2022-23

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Figure 9: Surface defects repaired by Local Government District 2019-20 to 2022-23

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Road Expenditure

Data on public expenditure on NI roads are extracted from Account NI, more detailed information on this system can be found in the user guidance and QAAD.

In 2022-23, the total expenditure on the roads in Northern Ireland was £441 million, 7.5% lower than in the previous year (£477 million in 2021-22). Of the total expenditure on roads, £127 million was spent on Structural Maintenance; this included £111 million on capital expenditure and £16 million on resource. The spend on Structural Maintenance (Capital) increased by 25.2% since 2021-22 when it was £89 million. The spend on Structural Maintenance (resource) has stayed consistent with the previous year (£16 million) accounting for 3.7% of total expenditure in 2022-23. In the same year, 14.9% of the total spend was on New Construction and Improvement (£66 million) compared to 28.9% in the previous year (£138 million); this was a decrease of almost £72 million (52.3%), mainly due to strategic road improvements between Randalstown and Derry being in their final stages. For further information on definitions and changes over time see user guidance.

Figure 10: Total public expenditure on Northern Ireland roads 2019-20 to 2022-23

(£ thousands)	2019-20	2020-21	2021-22	2022-23
All road expenditure	446,558	449,897	476,548	440,772

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Figure 11: Public expenditure on Northern Ireland roads by category 2019-20 to 2022-23

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Source: DfI TRAM and Account NI

User Guidance

General information

This annual report presents statistics on the Road Network and Conditions in Northern Ireland, and it brings together information on road length, condition and expenditure. This is an official statistics report produced by the Analysis, Statistics and Research Branch (ASRB) of the Department for Infrastructure (DfI). It has been produced in accordance with the Code of Practice for Statistics, complying with the pillars of Trustworthiness, Quality and Value.

Data Quality

Readers can find out more information on the quality of the statistics in this report by accessing the Background Quality Report (BQR). The BQR informs users about the quality of the information upon which they may be drawing conclusions and making decisions. A Quality Assurance of Administrative Data (QAAD) report is also available. This contains information on the quality of the administrative data that is included in the Northern Ireland Road Network and Condition Statistics report. It covers a quality assessment of the data on road length and on surface defects instructed and repaired (all within the Road Maintenance Client System (RMCS)) and on public expenditure on NI roads (Account NI). These are the administrative data sources which are used to produce the ‘Northern Ireland Road Network and Condition Statistics’ report. The assessment found that the level of risk of quality concerns in these sources is low and that the public interest is low. Readers should also refer to the Technical Report for more detail on road condition surveys.

Road Length

The data relates to the length of DfI maintained roads each year at 1 April. The data are collected from RMCS which is managed by DfI, more details on the quality of this data can be found in the QAAD.

Road classifications

Motorway - A normally dual carriageway road designed for higher speed traffic with designated places for joining and leaving.

Trunk Road Network (TRN) - Motorways and all-purpose trunk roads owned by DfI who have responsibility for maintenance and operation. These are strategic roads with a high proportion of long-distance traffic although some trunk roads may also have lengths, with the same number, designated as an ‘A’ principal road, where traffic is predominantly local in nature.

A roads - major roads intended to provide large-scale transport links within or between areas.

B roads - roads intended to connect different areas, and to feed traffic between A roads and smaller roads on the network.

C roads - smaller roads intended to connect together unclassified roads with A and B roads.

Unclassified roads - local roads intended for local traffic.

Maps showing the network by each road classification can be found on the DfI website

Route kms and Carriageway kms

Route kms is the distance between two points on the road network, regardless of whether the section is motorway or dual carriageway. Whereas carriageway kms is the sum of the lengths of each carriageway of a dual or motorway section.

Exclusions from Road Length figures

Figures for Motorways exclude slip road lengths. Stretches for car parks and footpaths are also excluded from the figures.

Local Government District (LGD)

It should be noted that LGD boundaries do not coincide exactly with boundaries used by DfI for road maintenance purposes.

Road Condition

In Northern Ireland road condition is expressed in a broad number of ways and by a number of various survey techniques, including SCANNER and Deflectograph. Surface Defects instructed and repaired are also included in this report

SCANNER

The Department collects data from SCANNER surveys, this is a vehicle mounted survey used to collect a wide range of data on the condition of the roads, from cracking to rutting to edge condition. This is used on all roads, except unclassified roads.

Road surface condition categories are based on multiple parameters collected by SCANNER machines and scored against different definitions for different types of roads. This is so that maintenance is prioritised for roads that are more frequently used. This means that the proportion of ‘red’ roads is not comparable across road classes (for example, “A”, “B” and “C”). For example, an ‘A’ road categorised as red could be in identical condition to a ‘B’ road categorised as amber. See Technical Report for more details.

Deflectograph

The Deflectograph is a method of assessing road conditions and is a vehicle operated survey machine. This expresses data as residual life remaining in the sub structure of a road i.e., the base of the road and not the surface of a road. In Northern Ireland this technique is used on the Trunk Road Network (TRN) and the remaining A Roads (see Technical Report for more details).

Surface Defects

Instructed and Repaired

Data on surface defects instructed and repaired are derived from the Road Maintenance Client System (RMCS). More detailed information on this system can be found in the QAAD.

Instructed - These include details of the number of carriageway, hard shoulder and layby surface defects (which includes potholes, cracking, depressions etc.) that were recorded and listed for repair in the reporting period.

Repaired – These include details of the number of carriageway, hard shoulder and layby surface defects (which includes potholes, cracking, depressions etc.) that have been repaired.

Classification of defects

Users should note that each defect is prioritised dependant on the severity and risk to the public according to the following classification (more detail is available in the technical report: -

• R 0 – Repair or make safe as soon as practical
• R 1 – Repair or make safe before the end of the next calendar day
• R 2 – Repair or make safe within five working days
• R 3 – Only Defects on low traffic, rural roads and medium and low traffic (high risk) footways to be repaired within four weeks
• R 4 – Repair during the next available programme or by target response time as specified, or review condition at next inspection.

The surface defect figures in this report cover defects that are classified as either R 1, R 2 or R 3. R3 defects which have not yet met intervention levels and are not yet recorded as per the definition above and R4 defects are not included in this report. Users should also note that surface defects are only included in this report following an inspection by DfI.

Surface defect data were downloaded from RMCS on 17th October 2023.

The Department does not maintain defect statistics specifically in relation to potholes. Highway inspectors in the Department can only record one defect category for each area needing repair. Defects are categorised according to their predominant feature; so if an inspector felt that the cracking was the predominant feature it would be recorded as cracking. It is for this reason that the Department does not work on the basis of potholes but on the number of surface defects.

Effect of time lag on recording of surface defects

Due to the varying times associated with surface defects being recorded, the numbers of defects instructed in any given year are not directly comparable with the number of defects repaired. For example, a defect could have been instructed in March 2020 but not have been repaired until April 2020. Readers should also note that there can be a time lag between a repair being carried out and the associated records being updated in the Department’s maintenance management system. As a result, the figures provided for the number of defects repaired in the most recent year are being monitored and will be reviewed prior to publication of the next report.

Limited road maintenance service

Since 2021/22, the Department has faced a significant budget shortfall. The available opening budget for 2021/22 was approximately half the amount required to deliver a ‘normal’ maintenance service. As a result of budget shortfalls, a limited service model has been in place. This meant that the Department repaired only the highest priority defects along with the highest priority, safety related maintenance.

Impact of COVID-19

During the time of COVID-19, many restrictions were brought into force to try and reduce the rate of transmission. DfI’s response to this was the implementation of the Safe System of Work 24 (SSW24) policy that was issued by the Department’s Health and Safety section. This detailed several requirements which had to be observed and met. One of these which impacted the Department’s ability to deliver Road Condition surveys was the “Travelling in and use of vehicles” where it stated, “Only one member of staff should travel in each DfI / private vehicle, unless 2m separation can be achieved”. This had an impact on the timing of the Deflectograph survey as seating within the Deflectograph vehicle was closer than the 2.0 m permitted. Once restrictions were eased sufficiently and SSW24 withdrawn, the surveys were carried out as before. The COVID-19 pandemic also had a similar effect on normal cyclical safety inspections, as well as repairs carried out on the road network in Northern Ireland. This was due to restrictions in place surrounding social distancing, members of staff affected by COVID-19 (isolating), use of work vehicles and work premises and supply chain interruptions.

Road Expenditure

Data on public expenditure on NI Roads are recorded by DfI staff on the Account NI system. End of year information on public expenditure is used to produce the annual accounts which are approved and audited by the Northern Ireland Audit Office (NIAO). See QAAD for more details.

Categories of Public Expenditure

Public expenditure data on the Roads in Northern Ireland are classified according to the following categories: -

• New construction and improvement - this includes major and minor capital road schemes, land costs, street lighting - new installations, sustainable travel schemes such as cycling and pedestrian measures, park & share and improvements to structures such as bridge strengthening.

• Structural Maintenance-Capital - this includes resurfacing and reconstruction, asphalt patching, surface dressing, capital investment in drainage infrastructure and capital investment in the structural stability of embankments.

• Structural Maintenance-Resource - this includes patching of carriageway and footways.

• Highway Structures - this includes maintenance of bridges and retaining walls.

• Routine Maintenance - this includes environmental maintenance (grass cutting, weed control, tree maintenance etc.), gully emptying and cleaning, fencing and minor repairs to embankments, cuttings and verges.

• Traffic Maintenance - this includes road markings, safety fences & guardrails, energy to illuminate traffic signs and signals and maintenance of traffic signs and signals.

• Winter Maintenance - this includes salting and snow clearance.

• Public Lighting - this includes maintenance and energy.

• Park & Ride/Share Sites - note that this does not include the cost of Decriminalised Parking Enforcement.

• Other - this is expenditure which is not detailed in the categories above such as some administration overheads, liability costs, payments to the Departments Public-Private Partners (PPP) for their Operating and Lifecycle costs linked to maintaining the road network lengths constructed by them through Design Build Finance and Operate (DBFO) arrangements, road drainage charge from Northern Ireland Water, contractual costs associated with Enforcement of Parking and Moving Traffic offences, purchases of Fleet, IT and other Plant Property and Equipment (PPE) and Active Travel Grants (e.g. Greenway Grants).

Further information on the reasons for changes in the public expenditure figures between years is highlighted below.

The New Construction and Improvement spend has increased from 2019-20 due to strategic road improvements between Randalstown and Derry. However, from 2022-23 spend has reduced due to these road improvements being in their final stages.

Structural maintenance: Outturns will have been determined by budget availability and capacity in any given year. In recent years, capacity to deliver was impacted by legal challenges associated with resurfacing contracts. For comparative purposes the impact of COVID-19 restrictions in the early months of 2020-21 deflated the spend in that year

Winter maintenance: 2020-21 reflects snow events in January and also the expenditure impact of COVID-19 related safe systems of work, this explains the increased spend from previous years. Spend dropped again in 2021-22 due to a mild winter. Winter maintenance: Expenditure in any given year will have variations due to the severity of weather in that year, as well as increases in treated km lengths of the network and exceptional items such as COVID-19 measures.

Public lighting and traffic: Energy for traffic signs and signals plus public lighting have been impacted by increased gas prices from 2021-22.

Code of Practice

This report is published in line with the Code of Practice for Statistics. It complies with the pillars of Trustworthiness, Quality and Value. Our statistical practice is regulated by the Office for Statistics Regulation (OSR). OSR sets the standards of trustworthiness, quality and value in the Code of Practice for Statistics that all producers of official statistics should adhere to. You are welcome to contact us directly with any comments about how we meet these standards. Alternatively, you can contact OSR by emailing regulation@statistics.gov.uk or via the OSR website.

Guidance on using the data

Rounding of figures

All calculations have been undertaken on the basis of unrounded figures.

A number of tables contain rounded data and therefore there may be a slight discrepancy between the total and the sum of the constituent items.

Revisions Policy The data presented in this bulletin are revised by exception; therefore, any revisions to the figures in this report will typically be as a result of definitional changes or corrections to errors and the impact will be quantified where possible. However, as noted, the data for the most recent year relating to surface defects instructed and repaired will be reviewed prior to the next publication and a decision will then be taken if a revision is required. This is due to the time lag in recording surface defects on the RMCS. The Revisions and Errors Policy for statistics produced by DfI is available on the DfI Website.

Accessibility Accessibility is the ease with which users are able to access the data, also reflecting the format in which the data are available and the availability of supporting information. This publication is published in HTML format and every effort has been made to comply with the AA standard under the Web Content Accessibility Guidelines (WCAG) 2.1. If any document is not in a format that meets your needs, please contact ASRB with your requirements. This statistical report and associated documents are available to download free of charge.

User Feedback

We welcome feedback from users on this statistical report. Please send any comments you may have to ASRB@nisra.gov.uk. Users can also provide feedback through our ongoing ASRB Customer Survey. In line with the Statistics User Engagement Strategy, ASRB will ensure that this statistical report remains relevant to users.

Acknowledgements ASRB acknowledge the assistance received from colleagues in DfI and would like to thank them for their contributions to this publication.

Useful Links

BQR QAAD Technical Report

Scottish Transport Statistics (Chapter 4 – Road Network)

Welsh Road Lengths and Conditions

English Road Condition

Carriageway Surface Defects - Datasets - Open Data NI

This operational dataset on surface defects contains carriageway surface defects recorded on public roads maintained by DfI TRAM in Northern Ireland. This dataset is a raw dataset of all defects (not the specific definitions used in these statistics) and data for the most recent year are automatically updated each evening. These data are not directly comparable to the data downloaded from RMCS for the production of the official statistics.

Transport Infrastructure Ireland – maintenance and network of Roads in Ireland

Technical guide for English Road Condition report

The RAC also produce a pothole index using their members’ breakdown data. However, these data are not referred to in this report.

Contact Information

Map

Map showing Trunk Road Network (TRN) in Northern Ireland

Further maps of the Road Network in Northern Ireland are available.
Users should note that these maps were downloaded from RMCS in March 2022. A map displaying the current network of adopted roads in Northern Ireland can be accessed via this link.