North Yorkshire Council
Transport, Economy, Environment and
Enterprise Overview & Scrutiny Committee
11 July 2025
Review of Winter Weather Event -
January 2025
Report of the Corporate Director
– Environment
1.0 PURPOSE
OF REPORT
1.1 To
update Members following a review of the winter weather event that
commenced on 04 January 2025, the Council’s response, and
considerations for responding to future events of a similar
nature.
2.0
SUMMARY
2.1 This
report includes a brief overview of the winter service that is
delivered by North Yorkshire Council working in conjunction with
its teckal partner NY Highways and supported by North Yorkshire
Council (NYC), farming and other third-party contractors. The main
focus of the report is a review of the winter weather event that
occurred in January 2025. The report also contains proposals / next
steps to further explore changes to existing
arrangements.
3.0
BACKGROUND
3.1 North
Yorkshire Council provides a winter service in line with its
responsibilities as Highway Authority for a highway maintainable at
public expense. The Council is under a duty to ensure ‘so far
as is reasonably practicable’ that safe passage is not
endangered by snow and ice. The winter service is delivered from 12
locations across the county comprising the seven ‘main’
operational depots and five ‘satellite’ depots. Those
locations are:
|
Area
|
Main Depot
|
Satellite depot
|
|
1
|
Brompton on Swale
|
Leyburn
|
|
2
|
Thirsk
|
Stokesley
|
|
3
|
Whitby
|
Seamer Carr, Scarborough
|
|
4
|
Kirby Misperton
|
N/A
|
|
5
|
Skipton
|
Ingleton
|
|
6
|
Boroughbridge
|
Penny Pot Lane, Harrogate
|
|
7
|
Selby
|
N/A
|
3.2 Each of
these locations contains a salt store, which facilitates
operational winter service delivery from those bases without the
need for excessive travel across the county. In addition to the
‘business as usual’ salt stock at Seamer Carr, there is
also a strategic salt reserve at an adjacent site in the same
location and also a small reserve of salt in Hawes for use during
snow events.
3.3
There has been a change in the
overall pattern of winters experienced in recent years. The last
particularly significant and sustained winter event affecting North
Yorkshire was during the 2017/18 winter season when the Beast from
the East occurred in March 2018; during that season some 80,000
tonnes of salt were used.
3.4
Since 2018, subsequent winter
seasons have seen a range of conditions where snowfall, sub-zero
temperatures and ice / frost hazards have still been experienced
but were not as prolonged or intense as the 2018 event. This is
reflected in the levels of de-icing salt used. Salt usage for the
winter seasons between 2018/19 and 2021/22 was between 40,000 and
60,000 tonnes per season. In 2022/23 the figure was 32,163 tonnes
and during the winter of 2023/24 a total of 23,563 tonnes of salt
was used across the county. Whilst salt usage has fallen,
treatments still need to be undertaken when frost / ice / snow etc.
occur, albeit lower salt spread rates are used when less-severe
hazards present. Nevertheless, these treatments still need to be
undertaken. Similarly, in order to ensure those treatments can be
enacted when required, gritting fleet & standby costs will be
incurred throughout the winter period. Overall, in terms of the
Council’s response in dealing with winter hazards, sufficient
resilience and provision was in place for the frequency, type and
intensity of winter weather that did occur.
3.5
The trend of comparatively milder
and wetter winters that has prevailed in recent years has seen a
number of flooding events as part of the change in the nature and
type of weather experienced. Acknowledging this change and
reflecting on weather events such as Storm Arwen in November 2021
(which brought a combination of wind, rain and snow), discussion
took place regarding the annual winter service budget. The winter
budget subsequently became accessible as a wider
‘weather’ budget in order to better reflect weather
patterns and the costs associated with responding to any
‘named storms’ i.e. wind & flooding events that
might occur inside as well as outside of the winter season
alongside snow events. This was particularly helpful during
2023/24, where 12 named storms occurred between April 2023 and
March 2024.
3.6
The winter service budget for
2024/25 is just under £8.3m. The budget has grown year on year
in line with inflation. A number of reviews have been undertaken
and initiatives enacted to ensure the service can be delivered in
as efficient a manner as possible and this is under constant
review. Recent and ongoing initiatives include:
i.
review of salt spread rates whilst
remaining compliant with national guidance and good
practice
ii.
avoiding unnecessary re-treatment of
routes through more-robust decision making and timings of
treatments
iii.
realisation of savings under Teckal
arrangements with NY Highways through investment in and
rationalisation (numbers and spares) of gritting fleet alongside
achieving efficiencies in route treatment costs per km
iv.
(road surface temperature) triggers
for treatment
v.
operational review of gritting route
treatment (route optimisation)
4.0 THE
EVENT OF JANUARY 2025
4.1 January
2025 saw significant snowfall across North Yorkshire commencing
during the evening of Saturday 4 January and continuing for the
next few days. This was accompanied by a sustained period of
intense cold, with road surface and air temperatures falling
significantly below zero degrees Celsius across all eleven of our
weather forecasting domains and in some cases temperatures fell to
below minus 10 degrees Centigrade. Temperatures remained well below
zero across the majority of North Yorkshire into the week
commencing 06 January 2025 and only began to fully recover from
12/13 January.
4.2 The
nature, extent and duration of this event was such that actions
were required across the county. Any parts of the network that
could not be immediately addressed and where snow had fallen were
susceptible to that fallen snow freezing. Addressing that hazard
became more challenging.
4.3
To give the intensity of this snow
event some context, during the whole of the 2023/24 winter season
23,563 tonnes of salt was used as mentioned earlier. During the
period from Saturday 04 January to 13 January 2025 (incl.) 11,313
tonnes of salt was used, equating to 48% of salt used during the
whole of the 23/24 winter season. Some 1,430 route treatment
instructions were issued during the same (4-13 January) period,
many of which included multiple treatments of the same route if
conditions dictated. The number of instructions for this January
2025 weather event alone was equivalent to 28% of instructions
issued for the whole of the previous winter season
(2023/24).
4.4
Carriageway treatments
4.4.1 The
Council’s Winter Maintenance Policy outlines the highway
network is divided into Priority 1, 2 and 3 (P1, P2, P3) routes for
purposes of carriageway treatments. P1 routes comprise principal
roads, important B Class, C class and unclassified routes. P2
routes include remaining B class, some C Class and unclassified
roads. A map of P1 and P2 routes can be found on the
council’s public facing website at:
https://www.northyorks.gov.uk/roads-parking-and-travel/winter-service/road-gritting.
Priority three (P3) routes include the remainder of the highway
network not designated P1 or P2 (and includes estate
roads).
4.4.2 The policy
states P1 routes will receive preferential treatment in all
conditions; this includes widespread wet and freezing conditions
and also snow conditions, with an acknowledgement that treatment
times of Priority 2 and Priority three routes will be impacted if
ongoing treatments are required on P1 routes.
4.4.3
Carriageway routes were treated in
priority order, with treatments from 4 January supplementing
salting that had already taken place on Priority 1 and Priority two
gritting routes during previous days in relation to earlier winter
hazards. Outside of snow events, a typical cycle of addressing
winter hazards usually involves pre-treating P1 and then
post-treating P1 & P2 routes as necessary. With more
significant and heavy snowfall, as was the case with this event,
multiple and successive treatments were required on the P1 and P2
gritting route network using the fleet of gritters operated by our
teckal contractor NY Highways and supplemented by the
Council’s network of farming contractors. In some parts of
the county, more rural and exposed routes were also susceptible to
drifting snow due to moderate/fresh winds. This need for repeated
ploughing & salting protracted the time taken to clear those P1
routes before attention could be turned to P2 carriageway routes or
indeed other parts of the network. This is not unusual when dealing
with more significant snowfall.
4.4.4 In addition
to the initial response and repeated actions on P1 & P2 routes,
further treatments were also required on those same routes to
mitigate the ongoing frost and ice risk that continued through the
week commencing 6 January. This affected how quickly it was
possible to deploy resource to address snow and ice hazards on
other parts of the network. Notwithstanding, where resource could
be deployed via our gritting fleet or farming contractors, duty
managers undertook dynamic assessments of service requests and / or
identified windows of opportunity wherever possible then deployed
assets to assist.
4.4.5 As the event progressed
during week commencing 06 January carriageway treatments continued
as necessary. In the Selby area, teams were also faced with some
flooding issues following periods of heavy rainfall and where water
was retained on the carriageway network by snow on carriageway
edges. Teams were eventually able to start making inroads into the
P3 network that had not been treated and this included routes in
both rural and urban centres. Actions continued throughout the
remainder of that week. Ongoing treatments were undertaken until
temperatures recovered and the resultant thaw commenced.
4.5 Footway
treatments
4.5.1 The Council’s Winter Maintenance Policy
states Category 1 footways will be post salted in exceptional
conditions before 9am with the remaining footways and cycling
network being treated in priority order subject to available
resources. The policy also states that when conditions and
resources permit snow will be cleared from shopping streets, then
heavily used footways (main access routes) then other footways in
prolonged conditions.
4.5.2 Footway treatments are
currently undertaken through a variety of mechanisms across the
county, ranging from NY Highways staff to NYC Street scene
personnel and also farming / other third party contractors.
Overall, in recent winter seasons and during the earlier part of
this current 24/25 season, the resource available to undertake such
treatments when required had been sufficient to deal with the
duration and intensity of prevailing weather.
4.5.3 Footway treatments were
undertaken across the county during the January 2025 event. Those
treatments comprised a mix of mechanical and manual resource to
treat Category 1 pedestrian routes in urban centres. The extent to
which those treatments could be enacted was dependant on resource
available and ongoing weather conditions across the county.
Challenges did occur in some areas due to the scale and extent of
the weather event when considered against the level of resource
available to respond.
4.5.4 The current policy on footway treatments is
caveated with availability of resource; whilst in this regard the
policy was complied with, it is recognised that the extent to which
treatments were able to be undertaken was constrained by the
resource available during the event . It was not possible to
immediately clear snow from footways, and whilst Category 1 footway
treatments were undertaken, it was not possible to treat all
footways. The immediate freeze thereafter, which then persisted for
over a week, compounded the issue of extensive snow and ice on the
footway network in some areas.
4.5.5 One of the particularly challenging urban
locations was Harrogate, where stubbornly cold temperatures
resulted in widespread freezing of the footway (and carriageway)
network. During the event additional resource was made available
through the Parks and Grounds team, but it is recognised that the
extensive urban footway network in the urban centre was widely
impacted. Particular reference has been made to previous winter
seasons and the (then) level of mechanical resource in and around
Harrogate that existed via a former third party contractor. The
level of provision has been comparatively reduced since 2021 when
the third party ceased trading, but those recent winter seasons
have not presented the level of challenge the January 2025 event
did – something that will be reflected on as part of this
review / report.
4.6 Grit
Bins / Heaps
4.6.1 In order to facilitate
self-help, grit bins and heaps exist across the county. These are
‘bulk-replenished’ pre-season, mid-season and following
any major snow event alongside ad-hoc requests. Where predetermined
criteria are met (gradient, severity of bend, number of premises,
pedestrian movements) then grit bins / heaps are provided by NYC;
other grit bins / heaps have been provided via other funding
sources, such as through Members’ locality budgets or via
Parish / Town Councils.
4.6.2 During the snow event
many of the bins and heaps were accessed and the salt/grit mix was
utilised by local residents and others. Whilst the weather event
was ‘live’ and ongoing, the timescale for being able to
immediately respond to requests for replenishments unavoidably
lengthened, but teams endeavoured to facilitate specific service
requests as quickly as possible throughout. Inevitably, the rate at
which the salt/grit mix in bins and heaps was depleted was quicker
than the rate of replenishment - this is where sustained and
prolonged events of this nature do have a more significant
impact.
5.0 FURTHER
COMMENTS AND FEEDBACK
5.1 During
the course of the weather event, multiple service requests were
received relating to salt bin/grit heap replenishments, gritting
information or gritting requests. Data indicates that there were
911 winter related cases for the period 04 – 13 January 2025
inclusive, split across the area teams as shown below:
|
Area Office
|
Number of cases
|
% of Total
|
|
1 - Brompton on
Swale
|
206
|
22.6
|
|
2 -
Thirsk
|
50
|
5.5
|
|
3 -
Whitby
|
49
|
5.4
|
|
4 - Kirby
Misperton
|
23
|
2.5
|
|
5 -
Skipton
|
205
|
22.5
|
|
6 -
Boroughbridge
|
369
|
40.5
|
|
7 -
Selby
|
9
|
1.0
|
5.2 Dialogue
also took place with elected members and other stakeholders such as
Harrogate Chamber of Trade and BID. Local discussions between
winter duty managers in NYC and NY Highways confirmed treatments
and actions. Council-wide and multi-agency groups were also
convened during the event in order to review and coordinate wider
activity.
5.3 Officers
from the Council were in regular dialogue with elected members, the
Harrogate BID Manager and other stakeholders during and following
the event. Post-event, the BID manager shared feedback from a
weather impact survey the BID had conducted. In that feedback, the
majority of respondents expressed discontent with footway
treatments. Respondents also reported a reduction in footfall and
takings that they attributed to be a consequence of the weather
event and minor road / footpath condition. Some respondents
commented on self-help and queries were raised around liability if
they undertook footway clearance. Of the 40 respondents to the
survey, 60% stated they would be willing to consider becoming a
winter partner working with NYC, 33% declined and 7% did not
respond to that question.
5.4
Post-event feedback was sought from
Elected Members by Cllr Keane Duncan, Executive Member for Highways and
Transportation. Sixteen responses were received from
Councillors and analysis of that feedback identifies themes that
can be explored in terms of next steps. That feedback and officer
comments are grouped and outlined in the following text.
5.4.1 Carriageway
Treatments:
|
Member Feedback
|
Officer Comment
|
|
There was
positive feedback on carriageway treatments
|
Noted
|
|
some
frustration was felt regarding side / minor road treatments as the
event unfolded due to the time taken to get to some of those lower
category routes
|
This was a
consequence of ongoing challenges and the need for repeated
treatments on P1 and P2 routes, but were addressed as soon as was
possible
|
|
there was a
recognition of why the hierarchy of routes for treatment existed
and the need to prioritise those key routes
|
Noted
|
|
Don’t
wait to get on to Priority two and three routes
|
P2 and P3
routes were treated as soon as practicable once P1 routes were in
an acceptable condition
|
|
Upgrade waste
collection routes so wagons can get round
|
This would
require a major review of all winter treatment routes and what is
likely to be significant increase on the percentage of network
currently treated
|
|
Winter event
was unique, main roads were clear, but would the team be able to do
anything different under these circumstances?
|
P2 and P3
routes were treated as soon as practicable once P1 routes were in
an acceptable condition – this can be investigated further as
part of this review and follow up actions
|
5.4.2 Footway
Treatments:
|
Feedback
|
Officer Comment
|
|
a challenge on
the effectiveness with which footways were treated and the
prolonged duration of snow and ice on footways.
|
the evaluation
of this weather event includes a review of treatments undertaken
and whether this can be enhanced
|
|
whether footway
treatments might be extended to ensure routes to schools, GP
surgeries and areas of high footfall into and out of towns could be
accommodated
|
Some such sites
were treated based on specific requests during the event. Extending
footway treatments in the vicinity of existing category 1 routes
could be considered as could treatment of routes to schools, GP
surgeries and areas of high footfall into and out of towns (this
could have more significant impact on the resource needed compared
to existing provision)
|
|
clear support
for improving mechanical capability to assist with footway
treatments using either quad bikes or other small
machinery
|
This will be
investigated further
|
|
enhancing
overall resilience to treat footways was seen as
important
|
Noted and agree
– will be explored further
|
|
whether we can
formalise arrangements with other teams within or beyond NYC to
complement existing resource
|
Agree –
work has already commenced in this regard to establish what
additional provision could be made from within NYC (and NY
Highways) during extreme events
|
|
Hierarchy of
priority for footway treatments: consider schools, GP Surgeries,
Pharmacies
|
Would require
wider review as per earlier comments re schools, GP Surgeries,
Pharmacies, but can be looked into
|
|
Can we get
gritters to spray onto pavements
|
Not possible in
many cases due to presence of parked vehicles or verges separating
carriageways from footways; would also be undesirable when
pedestrians using these routes
|
|
Can municipal
vehicles have grit / salt sprayers like they do in
Austria
|
Would require
significant financial investment in bespoke equipment
|
|
Winter event
was unique, main roads were clear, but would the team be able to do
anything different under these circumstances?
|
Will be further
investigated as part of this review and follow up
actions
|
5.4.3
Grit Bins and Heaps:
|
Feedback
|
Officer Comment
|
|
clarity was
requested regarding whether certain grit bins on the network had
been removed from operation as some were reported to be empty;
remove any redundant bins
|
There should be
no redundant grit bins on the network as will either be NYC /
Parish / Town Council or member funded. Bins may have been accessed
emptied during the event; some bins may be on private land and
out-with NYC control / responsibility. Will be reviewed at end of
current season
|
|
can the
criteria for grit bins could be reviewed and more be
provided?
|
This is
possible, but has a cost implication
|
|
whether NYC
could adopt grit bins where locality budget funding had
expired
|
Such bins are
unlikely to meet current criteria
|
|
Could grit
heaps be more easily identifiable when covered in snow –
would marker poles help?
|
Not practicable
due to maintenance liability attached to having several thousand
marker posts which outweighs perceived benefit
|
|
Some
site-specific requests for grit bins
|
Can be dealt
with via local area teams and reviewed against existing
criteria
|
|
can temporary
grit bins or stocks be deposited at village halls, town councils
and churches
|
Can be
promoted/explored in terms of existing community self-help group
initiative that exists on a case by case basis
|
|
can we add
stickers to grit bins deterring use on private drives and also add
a QR code / link to replenishment requests
|
Agree –
will investigate
|
|
Minimise
potential for any standing water on roads
|
This is
addressed via our scheduled and non-scheduled gully emptying
programmes;
|
|
positive
feedback received that bins were stocked pre-event and refilled
quickly in some instances
|
noted
|
5.4.4
Collaborative / Partnership
working
|
Feedback
|
Officer Comment
|
|
formalise any
existing arrangements with Parks & Grounds
|
Work already
underway on this
|
|
suggestion of
volunteer winter ambassadors
|
This does exist
in the form of Community Gritting Partnerships – can explore
how to further-promote alongside concept of winter
ambassadors
|
|
Engage /
collaborate with parish and town councils; get parishes to set up
winter gritting teams
|
This does exist
in the form of Community Gritting Partnerships – can explore
how to further-promote alongside concept of winter
ambassadors
|
|
engagement with
other bodies such as BIDs
|
Discussion
already underway with some BIDs – can explore some form of
gritting partnerships
|
|
coordinate
local resident action groups
|
This does exist
in the form of Community Gritting Partnerships – can explore
how to further-promote alongside concept of winter
ambassadors
|
|
Can activity be
devolved to town councils when formed under double devolution
initiative
|
can explore
some form of gritting partnerships
|
|
promote
self-help
|
This does exist
in the form of Community Gritting Partnerships – can explore
how to further-promote
|
5.4.5
Communication
|
Feedback
|
Officer Comment
|
|
Promote self help
|
Can be delivered through some positive publicity
around clearance of snow and ice, Community Gritting Partnerships
and also understanding of current guidance from government (the
‘snow code’)
|
|
Manage expectations, including cost of any
enhanced service
|
Noted and agree – additional provision
could incur additional cost, so need to consider cost, benefit and
proportionality of any enhancement
|
|
Offer advice on preparation for winter,
including what is an essential journey
|
Agree – can review / enhance existing pre
and mid-season winter comms messages
|
|
Disparity between statements and activity on the
ground
|
Ongoing sense-checks required with regard to
activity and messages / press releases
|
|
Perception of feeling let down
|
This is understood – this review contains
thoughts around enhancing future resilience
|
|
PR drive on winter treatments including drivers
out in all weathers and use of farming contractors
|
Can review messages that are sent pre and
mid-season
|
|
Introduce gritter trackers
|
Online gritter tracking was introduced several
seasons ago:
Road gritting | North
Yorkshire Council
|
5.4.6
Other / Miscellaneous
|
Feedback
|
Officer Comment
|
|
Requests for route reviews
|
Requests for route reviews, additions and
changes are considered in August as part of the annual route review
report. Submissions should be made to the appropriate area highways
office
|
|
Treatment of unadopted roads
|
This is out-with the scope of the service
currently provided
|
6.0 SUMMARY
AND NEXT STEPS / PROPOSALS
6.1
Under normal circumstances, resource
and response provision in recent years has generally been
proportionate with winter weather conditions and the more
‘typical’ winter weather events we have experienced in
those recent winter seasons. The event of January 2025 has to be
acknowledged as an exceptional event and the existing resource
capability was challenged given the event’s severity,
duration and extent, particularly where footway treatments were
concerned. Alongside ideas that were already in train, reflection
on this event has been a catalyst to explore opportunities where
existing service provision can be supplemented or enhanced. This
includes making the best use of our wider staff resource
availability within the council now that NYC is a unitary
authority.
6.2 There
are a number of areas to be explored where the winter service might
be evolved and whether resilience might be increased a measured and
proportionate manner. These include:
i.
Greater emphasis on footway
clearance & treatment on Category 1 footway routes during snow
events
ii.
Review provision for footway
treatments in proximity to Category 1 footway routes and other key
locations during prolonged / sustained winter weather
events
iii.
Greater use of mechanical equipment
to clear and treat footways in urban centres
iv.
Promoting winter / community
gritting partnerships, including (but not limited to) Parish &
Town Councils, BIDs and other local resident / business
group
v.
Review resource availability within
NY Highways & NYC in order to create a larger resource pool
during extreme weather events
vi.
Formalise access arrangements to
personnel from other NYC departments to assist, and set triggers
for enacting that assistance
vii.
Enhancing existing winter service
communications and initiatives, to include guidance on preparation
for winter, snow clearance, myth busting and winter
partnerships
viii.
Review extent to which
pre-treatments can be undertaken in advance of significant weather
events
ix.
Review criteria for grit bins,
reinforce use on the public highway, QR codes for
refills
6.3
It is proposed that the items in 6.2
are explored alongside any learning from the operational review of
the whole 2024/25 winter season. A further report would then be
presented to the Corporate Director,
Environment and Executive Member for Highways and
Transportation ahead of the next winter season.
7.0
ALTERNATIVE OPTIONS CONSIDERED
7.1 This
report is a reflection on service provision during the January 2025
winter weather event and how that provision might be improved in a
manner proportionate to the frequency of future extreme winter
weather events. The report includes proposals for Members’
comment regarding how the service can be developed utilising a
range of existing resource and support from other teams within NYC,
as well as developing partnership working with businesses,
residents, Parish / Town Councils and other community
groups.
8.0 IMPACT
ON OTHER SERVICES/ORGANISATIONS
8.1
This review includes consideration
of how colleagues from other services within NYC such as Waste
& Street scene and Parks & Grounds might support alongside
the service provided NYH Highways and other third parties.
Proposals will be evolved and would form part of a further report
presented to Corporate Director, Environment and Executive Member
for Highways and Transportation. Preliminary discussion has already
commenced with these Heads of Service and would continue as this
review progresses.
9.0
FINANCIAL IMPLICATIONS
9.1
There are no financial implications
as a direct consequence of this report as it is a review of events.
Any amendments to service provision in the future could have
financial implications for the Council. Any financial implications
would be included in a future report for consideration.
10.0 LEGAL
IMPLICATIONS
10.1 The
Council as highway authority has a duty under the Highways Act 1980
section 41 to maintain highway maintainable at the public expense.
Further it has a particular duty to ensure, so far as is reasonably
practicable, that safe passage along a highway is not endangered by
snow or ice. There are no direct legal implications as a
consequence of this report, however, any change to existing
operational winter service provision / resilience could form part
of the Council’s defence against potential third party
claims.
11.0
EQUALITIES IMPLICATIONS
11.1
An initial equalities impact
assessment form was completed and is included as Appendix A. The
assessment of this report concluded that there is no impact on
people with protected characteristics.
12.0
Environmental Impacts/Benefits including Climate Change Impact
Assessment
12.1 See
Appendix B
13.0
REASONS FOR
RECOMMENDATIONS
13.1
The recommendation is that Members
note the information contained in the report alongside seeking
Members’ views is to inform further work that will follow as
part of this review.
|
14.0
|
RECOMMENDATION
|
|
14.1
|
Committee Members are requested to note the
information within the report and offer comments or suggestions
where necessary - those comments and suggestions will inform the
further report to the Corporate Director and Executive Member
mentioned in paragraph 6.3.
|
APPENDICES:
Appendix A – Initial equality impact assessment screening
form
Appendix B – Climate Change Assessment
BACKGROUND DOCUMENTS: North Yorkshire Council Winter Service
Policy
Karl Battersby
Corporate Director, Environment
County Hall
Northallerton
2 July 2025
Report Author and Presenter: Nigel Smith, Head
of Highway Operations
