Highway Asset Information Strategy

Document Control

Date Ref Revision Comments Author Check Review Approved

07/12/17 0.1 DRAFT First SGP AK HIAM DG

-

17/07/18 0.2 DRAFT Feedback Incorporated

SGP AK HIAM SB

-

23/01/18 1.0 FINAL Strategy Board Approval

SGP AK HIAM SB

LA

Contents

Detail Page

Introduction, Strategy Statement & Objectives 1

Asset Information 2

Data Owners, Data Access and HIAM Information Systems 3

Statutory Requirements 4

Asset Area Data Information - Carriageway 5-9

Asset Area Data Information - Footway 10-11

Asset Area Data Information - Structures 12-13

Asset Area Data Information - Street Lighting 14-16

Asset Area Data Information - Intelligent Transport System (ITS) 17

Asset Area Data Information - Drainage 18-19

Performance Management and Benchmarking 20

Strategy Review 20

Acronyms 20

Supporting Documentation 21

Glossary 21

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Introduction Bournemouth Borough Council (BBC) understands the importance of its Highway Network and how an efficiently maintained asset delivers sustainable infrastructure for all users, value for money and contributes to achieving its corporate priorities. The Highway Infrastructure Asset Management (HIAM) Strategy sets out how the Council will manage the Highway Network taking into consideration whole life cost, asset condition, customer needs, local priorities, level of risk and the use of available resources. To be able to deliver the highway service using a HIAM approach, the understanding of the asset through inventory and condition data is key. This allows optimum use of our assets and to maximize their value. Asset information is a combination of data about physical assets used to inform decisions about how they are managed both for the short term operational purposes and for long term strategic planning. Asset data comprises information on what physical highway infrastructure assets BBC has responsibility for and includes number, location, performance, financial and value. Effective asset management planning and decision-making relies on this data being available, appropriate, reliable and accurate. This strategy details the asset information management approach adopted for Bournemouth’s key highway assets and provides the framework for the asset information management process within HIAM. This strategy will be used to inform stakeholders of the need for asset information to make decisions for delivering the highway service and provides the basis to adopt asset information management principles to achieve an integrated asset management approach.

Strategy Statement Bournemouth Borough Council’s Highway Asset Information Management strategy will allow key investment decisions to be made into highway assets and deliver the highway service in line with the HIAM Strategy.

Objectives The objectives of the Council’s Highway Asset Information strategy are to:

• Align to the Highway Infrastructure Asset Management strategy;

• Establish the highway asset information management approach for all activities of the highway service;

• Document the highway asset information management approach;

• Communicate the highway asset information management approach to stakeholders;

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Asset Information Asset information is a combination of data about assets and good asset information enables better decisions such as determining when maintenance of an asset should take place. Understanding what information is required allows development of maintenance approaches, the management systems and processes required to effectively manage the assets. Asset management systems support decision making through managing information and data to support asset management as well as to record and monitor its implementation. The data and systems are used to support the requirements of the HIAM strategy and in the approach to deliver the strategy, including performance management, lifecycle planning and forward programming. The following types of asset data are stored within our management systems:

• Inventory – describes asset location, type, size and construction. This supports the calculation of Gross Replacement Cost;

• Performance – condition information related to aspects of performance, lifecycle planning, identifying programmes of work, and to financial requirements, such as calculation of the Depreciated Replacement Cost;

• Financial – Supports budgets, financial planning, determining value for money in delivering overall performance and prioritising maintenance activities. It includes unit rates for asset management activities and data to support WGA requirements, including calculation of the Depreciated Replacement Cost and Gross Replacement Cost.

The objectives of asset data are to:

• Support the approach to asset management.

• Describe the asset and its performance.

• Inform decision making.

• Facilitate communications with stakeholders.

• Inform the management of risk.

• Support the management of statutory requirements and continuous improvement.

The considerations for the need of data should be:

• How the data supports the asset management approach;

• The quality, age and coverage requirements;

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• Historic data and its suitability for use;

• When it becomes out of date;

• Statutory requirements;

• Cost of data collection, storage and ongoing management, including software licences and IT;

• Value of data and/or the risk of not collecting it.

Data Owners The Delivery Group Asset Leads will be the data owners who are responsible for managing the collected information within their asset area. The data will be managed in accordance with this Asset Information Strategy. If there is a requirement to change any part of the strategy, this should be approved by the Strategy Board. Details of the HIAM organisational structure can be seen in the Highway Infrastructure Asset Management Communication Strategy.

Data Access Access to the data within the information systems will only be given to the Asset Area Teams to ensure appropriate management of the data. Data will be provided periodically for performance monitoring, benchmarking and on request for other asset management functions as required. When providing data, it must be dated to ensure suitability of use.

HIAM Information Systems BBC have established and will maintain systems to manage asset information and these systems provide support to management decisions. There are many different HIAM information systems for all the asset types. Details of the current systems, can be seen below.

Asset Type Use System Current Provider

Carriageway Strategic UKPMS hosted WDM Limited

Carriageway Operational Mayrise hosted Yotta Limited

Structures Strategic & Operational AMX hosted AMX Solutions Limited

Footway Strategic ReGen hosted Highway Surveyors

Footway Strategic UKPMS hosted WDM Limited

Footway Operational Mayrise hosted Yotta Limited

Street Lighting Strategic & Operational GeoWorks hosted Steanne Limited

ITS Strategic & Operational Inview hosted Siemens Limited

Drainage Strategic MapInfo Internal IT

Drainage Operational Exactrak hosted Exactrak

Winter Service Operational Exactrak hosted Exactrak

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Statutory Requirements Single Data List There are four statutory data requirements relating to HIAM to be collected and reported to Departmetn for Transport (DfT) annually. The collection detail can be seen below. The topics within the data collections can be seen in the specific asset area data information within this document. Highway Inventory Data DfT 129-00 Collection Road Condition Data DfT 130-00 Collection Road Lengths Survey DfT 132-00 Collection Winter Salt Stock Holdings DfT 251-00 Collection The Whole of Government Accounts The Government Resources and Accounts Act 2000 (GRAA) requires the Treasury to prepare “Whole of Government Accounts” (WGA) for a group of bodies that appears to the Treasury to exercise functions of a public nature or to be entirely or substantially funded from public money. As a local authority, BBC are required to report financial information under the Act. Highway infrastructure asset information forms part of the statutory return that is provided to the Treasury annually. The Gross Replacement Cost (GRC) is the total cost of replacing either the whole of an existing highway asset or some part of it with an equivalent new asset which provides the same or improved performance as the existing. The GRC is calculated by taking the inventory amount and multiplying by the unit cost. The Depreciated Replacement Cost (DRC) is a method of valuation which provides the current cost of replacing an asset less deductions for all physical deterioration and all relevant forms of obsolescence and optimisation. The DRC represents the net current value of the asset (the GRC less depreciation). The depreciation is the cost of all the replacements/treatments needed to maintain/restore its service potential over the life cycle, spread over the estimated number of years in the cycle. To calculate the DRC, inventory and condition data with the age of the asset and where it is within the lifecycle is required. The inventory information required to produce the GRC and DRC for each asset area can be seen in the Asset Area Data Information section. All asset information required for the WGA return is captured in the valuation toolkit produced by the Chartered Institute of Public Finance and Accounting (CIPFA).

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Asset Area Data Information Asset Data Information is vital to many of the asset management processes required to deliver an efficient and effective highway service. Adopting an approach to manage this data is key to achieving HIAM objectives and outcomes. Without this data, the right investment decisions are unlikely to be made and will affect the overall delivery of the service. The following section will cover the Carriageway, Footway, Structures, Street Lighting, Intelligent Transport System (ITS) and Drainage asset areas. The data required for these areas to meet statutory requirements, Lifecycle Planning and Forward Programming will be detailed below.

Carriageway

Carriageways form majority of the highway infrastructure asset value at approx. £720 million GRC (excluding land). There are many different types of roads in Bournemouth but most of the network is classed as urban. An overview of Bournemouth’s roads can be seen below.

Length of Carriageway Network (Km)

Class Urban Rural Total A (Principal) 41.72 12.42 54.14

B (Non-Principal) 12.68 0 12.68

C (Non-Principal) 32.25 0 32.25

Unclassified 410.24 0 410.24

Total 496.89 12.42 509.31

The majority of the carriageway network (82%) is unclassified and are typically residential roads. An overview of Bournemouth’s Carriageway Information Surveys, Regime and Condition Data can be seen below.

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Asset Type Survey Type Regime Condition Data Carriageway Surface

Condition Assessment of the National Network of Roads (SCANNER)

100% of the Principal and Non-Principal Networks is surveyed each year in one direction.

RCI and CCI Subsection values Rutting Texture LPV (3m&10m) Cracking

Carriageway SCANNER

25% of the Unclassified (Inclusive of D Class) Road Network is collected each year in one direction.

As above

Carriageway SCRIM

100% of the Principal Road Network is collected each year in both directions.

Deficiency Characteristic Skid Coefficient (CSC) Site Category Investigatory Level

Carriageway Deflectograph

Ad hoc, typically on Principal Road Network.

Residual Life Overlay Deflections

Carriageway Safety Inspections

As per BBC Safety Inspections Code of Practice

Category 1,2&3 safety defects

Statutory Requirements DfT Single Data List

SCANNER Machine

Road Condition Data is one of the Statutory Requirements under the DfT Single Data List Collection 130-00. The topics are detailed below.

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DfT 130-01 – Principal roads where maintenance should be considered DfT 130-02 – Non-principal roads where maintenance should be considered SCANNER (Surface Condition Assessment for the National Network of Roads) surveys have been developed by the UK Roads Board to provide a consistent method of measuring the surface condition of carriageways using automated survey machines. Both 130-01&02 data outputs are derived from SCANNER survey data to calculate a Road Condition Indicator (RCI) within a UKPMS. The RCI is calculated using a sub-set of parameters and converted to a score between 0 and 100. The parameters are weighted and combined to get an overall figure for every 10m. The RCI values for each 10m length are collated to determine the percentage of 10m lengths of that fall into three categories Green, Amber and Red. Green – lengths where carriageway is generally in a good state of repair Amber – lengths where some deterioration is apparent which should be investigated to determine the optimum time for planned maintenance treatment. Red – lengths in poor overall condition which are likely to require planned maintenance soon on a worst first basis. The overall percentage of the network in red (where maintenance should be considered) is reported to the DfT for Principal (130-01) and Non-principal roads (130-02). The green and amber percentages are used for performance monitoring, benchmarking and forward programming. RCI is calculated for Unclassified Roads and is not a reporting requirement for DfT but allows for performance monitoring, benchmarking and forward programming. DfT 130-03 – Skidding Resistance surveys Skid resistance is the term used to describe the frictional properties of a road surface under measurement. The maintenance of adequate levels of skidding resistance on running surfaces is an important aspect of highway maintenance, and one that contributes significantly to network safety. The Sideways-Force Coefficient Routine Investigation Machine (SCRIM) is one of the standard devices used for measuring and monitoring skid resistance within UKPMS. When monitoring road surfaces for safety reasons, engineers are interested in replicating conditions in which skid resistance is low. Conventional theory suggests that the skid resistance of a road surface is reduced when it is wet. Skid resistance standards have been developed by establishing the relationship between skid resistance and accident risk at different types of site. An Investigatory Level (IL) is a limit above which the skid resistance is assumed to be satisfactory. Investigatory Levels are assigned based on broad features of the road type and geometry (i.e. the Site Category) plus specific features of the site including accident and traffic statistics. If a section of road is found to have a level of skid resistance at, or below, an IL, this is defined as deficient. Any section found to have a level of skid resistance above IL this is defined as satisfactory. SCRIM data is split into deficient and satisfactory reported to the DfT for the Principal Road network.

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For more detail of how we manage Skid Resistance please refer to our strategy document. DfT 130-04 – Carriageway work done survey There are many different types of maintenance treatments that feature in the highway maintenance programme. The reported treatments are reconstruction, overlay, resurfacing, surface dressing, thin surfacing and programmed patching. The carriageway route length of these treatments must be reported to the DfT annually and derived from the completed works programme. DfT 132-01 – Local authority estimate of road lengths The carriageway inventory data contained within the UKPMS generates the estimate of road lengths. Each road has a start and end chainage consisting of individual section lengths to generate a total length and is summarised for the network by classification. The carriageway proportion of the DfT maintenance block funding allocation is calculated from this data. DfT 251-01 – Local authority winter salt stock holdings Winter salt stock holding information should be provided to the DfT prior to the winter season starting as part of the single data list requirements and to collectively understand and improve resilience planning. This information includes tonnage of holding, number of gritters available, salt suppliers and salt needed for precautionary treatment and snow. WGA DRC and GRC The carriageway DRC is calculated within the UKPMS using SCANNER survey data called Carriageway Condition Index (CCI). The carriageway inventory data is also contained within the UKPMS and is used for the GRC within the valuation toolkit. Further guidance can be found in UKPMS Technical Note 46. This data is input into the CIPFA valuation toolkit to support the overall transport infrastructure valuation for BBC. Lifecycle Planning The CCI is the condition data required for the Highway Maintenance Efficiency Programme (HMEP) Lifecycle planning toolkit. To improve the predictability of the toolkit, local deterioration models should be generated. The CCI data should be captured and stored overtime to be used in creating these models. The CCI is calculated using the Maximum Rut Depth from left hand or right hand wheel paths, 3m Profile Variance, 10m Profile Variance, Whole Carriageway Cracking and Left wheel path Texture Depth. The HMEP guidance document details carriageway condition band types for every 10m CCI subsection score dependent on maintenance hierarchy. Further guidance can be found in the HMEP Lifecycle Planning Toolkit Incorporating Default Carriageway Deterioration Models User Guidance.

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Summary Graph from the HMEP Carriageway Toolkit

Forward Programming To generate a three to five year programme of works, the data from the UKPMS is used through a software package to prioritise sections of road based on condition criteria. There are different sets of analysis based on strategy types and associated treatments. The strategies are focused on preventative and worst first approaches. Surface dressing and microasphalt are preventative treatment types. Resurfacing and Reconstruction are worst first treatments types. These treatments are produced by taking elements of condition data that have a relationship with certain the defect types e.g. high cracking and texture variability, low rutting and profile variance generates a preventative treatment option. Reactive repair data from the operational system is also used to compliment the machine condition data. Engineering judgement is required through the review process by the Asset Team to ensure generated treatment types are appropriate.

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Footway

Snapshot from the ReGen System.

Footways form part of the highway infrastructure asset value at approx. £373 million GRC. There are many different types of footway construction in Bournemouth but most of the network is of bituminous material and classed as urban. Details of the Hierarchy lengths to be maintained can be seen below.

Category Hierarchy Type Km 1a Prestige Walking Zones 4

1 Primary Walking Routes 47

2 Secondary Walking Routes 136

3 Link Footways 113

4 Local Access Footways 930

Total 1230

Asset Type Survey Type Regime Condition Data Footway Footway

Maintenance Survey (FMS)

25% of the Footway Network is collected each year

Subsection values – RAG

Footway Safety Inspections

As per BBC Safety Inspections Code of Practice

Category 1,2&3 safety defects

The both survey types are carried out visually. Statutory Requirements DfT Single Data List Currently there are no DfT Single Data List items relating to the footway asset.

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WGA DRC and GRC The CIPFA valuation toolkit calculates both the DRC and GRC from using asset data such as the area of the footway network generated from the FMS, treatment cost, accumulated depreciation and estimated lifespan and costs of treatments in the lifecycle. Lifecycle Planning The FMS provides condition data which is used in the HMEP footway lifecycle planning toolkit. Default deterioration models will be used until enough historical data is available to determine local models. The footway rates of deterioration are slower than the carriageway rates of deterioration due to different loading types.

Snapshot from the HMEP Footway Toolkit. Forward Programming To generate a three to five year programme of works, the data from the FMS is used to prioritise sections of footway based on condition criteria. The strategy primarily focuses on preventative on footways with bituminous construction. Surface dressing and microasphalt footway applications are often referred to as slurry seal and are preventative treatment types. These treatments are produced by taking elements of condition data focusing on cracking to generate a preventative treatment option. Reactive repair data from the operational system will be used to compliment the visual condition data. Engineering judgement is required through the review process by the Asset Team to ensure generated treatment types are appropriate.

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Structures

Snapshot from the BmX system.

Structures form part of the highway infrastructure asset value at approx. £153 million GRC.

BBC is responsible for many types of structures which are detailed below.

Type of Structure Number Bridge or culvert with span greater than 1.5m 23

Retaining Wall 35

Subway 20

Footbridge 13

Culverts less than 1.5m 2

Sound Wall 1

Commercial building supporting the highway 1

Asset Type Survey Type Regime Condition Data Structures Inspections Principal Inspection not more than

six years following the previous Principal Inspection unless a risk assessment. A General Inspection not more than two years following the previous General or Principal Inspection.

Bridge Condition Indictors - Critical and Average

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Statutory Requirements DfT Single Data List The number and types of structure are required to be reported to the DfT as part of the Highway Inventory Data 129-01 Single Data List item. The data is used to calculate the funding allocation for the local authority highway maintenance capital grant using a standard formula based on inventory. WGA DRC and GRC There is a CIPFA Structures Toolkit to calculate the GRC and DRC of the structures stock. This requires structures asset data to be input into the Structures toolkit to produce the DRC and GRC figures. The figures are then used in the CIPFA valuation toolkit to support the overall transport infrastructure valuation for BBC. Lifecycle Planning Within the CIPFA Structures Toolkit, there is a lifecycle planning element that can forecast the potential condition of the structures stock over a 30-year period. Default deterioration models are in built and form part of the toolkit.

Snapshot from CIPFA Structures Toolkit

Forward Programming To generate a three to five year programme of works, the data from the AMX system is used to prioritise the critical elements with a very high importance factor based on the element condition criteria. The strategy focuses on repairs to critical elements of a structure before reaching extensive severity and high risk of loss of functionally or failure. The treatments are relative to elements in poor condition and very high importance provided by the condition data collected and stored in the system. Engineering judgement is required through the review process by the Asset Team to ensure generated treatment types are appropriate.

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Street Lighting

Snapshot from the GeoWorks System.

Lighting forms part of the highway infrastructure asset value at approx. £17 million GRC. A summary of the street lighting column stock can be seen below.

Column Type Average Age of Column Stock No. of Columns

LC04 56 247

LC05 52 11708

LC06 9 511

LC08 17 2048

LC10 26 2118

LC12 25 348

LC15 12 18

LC25 27 27

ALL 28 17025

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Photo of Structural Testing

Asset Type Survey Type Regime Condition Data

Street Lighting

Static Load Testing

Targeted selection based on material, age and hierarchy once a year

Structural Banding 1 to 7

Street Lighting

Safety Inspections

All street lighting assets are inspected once a year

Visual Structural Assessment

Statutory Requirements DfT Single Data List The number of street lights are required to be reported to the DfT as part of the Highway Inventory Data 129-01 Single Data List item. The data is used to calculate the funding allocation for the local authority highway maintenance capital grant using a standard formula based on inventory. WGA DRC and GRC The CIPFA valuation toolkit calculates both the DRC and GRC from using asset data such as the age of the stock stored in the GeoWorks system, replacement costs, accumulated depreciation and estimated lifespan in the lifecycle. Lifecycle Planning The GeoWorks system provides inventory and age data which is used in the HMEP ancillary assets lifecycle planning toolkit. The age data is used to derive condition bandings for the purposes of the toolkit. The deterioration models are based on the estimated local service life of the stock. The toolkit assumes once the column has reached a certain age, the column has failed and needs replacing.

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Snapshot from the HMEP Ancillary Toolkit

Forward Programming To generate a three to five year programme of works, the data from the GeoWorks system is used to prioritise targeted selections of columns based on material, age and hierarchy adopting a risk based approach for structural load testing. The strategy primarily focuses on testing 8m and 10m columns installed between 1980 to 1990 and columns over 40 years in age. Upon catastrophic structural failure, the column will be made safe and replaced with a new column. Based on the banding score, the columns will be risk assessed to remain or whether remedial action is required. Engineering judgement is required through the review process by the Asset Team to ensure actions are appropriate.

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Intelligent Transport System (ITS)

Snapshot from the InView System

ITS forms part of the highway infrastructure asset value at approx. £10 million GRC. A summary of the ITS stock can be seen below.

Asset Type No. of Sites

Traffic Signals Junctions 51

Pelicans 44

Puffins 49

Toucan 40

Car Park Count 52

TIS 7

Total 243

Asset Type Survey Type Regime Condition Data

ITS Safety Inspections

All ITS assets are inspected once a year

Visual Assessment Banding 1 to 5

Statutory Requirements DfT Single Data List Currently there are no DfT Single Data List items relating to the ITS asset. The CIPFA valuation toolkit calculates both the DRC and GRC from using asset data such as the age of the stock stored in the InView system, replacement costs, accumulated depreciation and estimated lifespan in the lifecycle.

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Lifecycle Planning The InView system provides inventory and age data which is used in the HMEP ancillary assets lifecycle planning toolkit. The age data is used to derive condition bandings for the purposes of the toolkit. The deterioration models are based on the estimated local service life of the stock. The toolkit assumes once the asset has reached a certain age, the asset has failed and needs replacing. Forward Programming To generate a three to five year programme of works, the data from the InView system is used to prioritise ITS sites based on a banded asset condition from annual visual inspections, hierarchal routes and network impact which informs a site replacement programme. The strategy primarily focuses on whole site replacement to assist with the reduction of the stock age reducing the risk of catastrophic structural failure. Engineering judgement is required through the review process by the Asset Team to ensure actions are appropriate.

Drainage

Snapshot from the MapInfo System showing reported flooding incidents

There are many different types of drainage assets that we have the responsibility for maintaining. There are approx. 22,000 gullies with connecting pipes to public sewers. An estimated 88km of gully pipework with approx. 50% installed prior to 1930.

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Asset Type Survey Type Regime Condition Data

Drainage Digital Visual Condition Surveys

The design process for Major carriageway maintenance schemes will assess whether drainage asset data is required. Ad hoc collection may be required at new or existing flooding locations.

Visual Assessment Banding 1 to 5 with defect type

Drainage Cleansing Condition Surveys

As per BBC Gully Cleansing Strategy

Cleansed Dig Out Required Broken Grid Lid Jammed Blocked Pipe

Statutory Requirements DfT Single Data List Currently there are no DfT Single Data List items relating to the drainage assets. WGA DRC and GRC The CIPFA valuation toolkit calculates both the DRC and GRC for drainage as part of the default carriageway calculations and doesn’t require detailed asset data to generate values. Lifecycle Planning Currently there are no lifecycle planning models or techniques being used in the industry for drainage assets. Forward Programming To generate a three to five year programme of works, the data within the Mapinfo system is used to prioritise drainage schemes based on recorded flooding incidents, hierarchal routes, volume of traffic, impact on traffic and duration of impact which informs a highway surface water flooding programme. Drainage assets will be assessed for structural condition prior to major carriageway maintenance and assets leading to a negative effect on the strength of the carriageway foundation will be repaired and form schemes. Engineering judgement is required through the review process by the Asset Team to ensure actions are appropriate.

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Performance Management and Benchmarking Measuring performance allows the levels of service from the delivery of the HIAM strategy to be monitored. Asset information allows performance to measured and used to improve the highway service. Performance management through using asset information allows benchmarking of performance between authorities to further drive efficiencies and targeted continuous improvement. Historical data is required to undertake evidence based reviews and formulate long term trends to inform decisions in many aspects of asset management. The disposal of information needs to be reviewed against the related aspects to ensure the disposal doesn’t effect quality, accuracy and reliability of what that information is used for.

Strategy Review The HIAM Strategy Board is the overseeing body for HIAM. They will be responsible for BBC HIAM being delivered in line with the HIAM framework documentation. They will review this strategy on a periodic basis. Whether future budgets change the core principles of this strategy should apply.

Acronyms

AMX Asset Management Expert

BBC Bournemouth Borough Council

CIPFA Chartered Institute of Public Finance and Accounting

CCI Carriageway Condition Index

CSC Characteristic Skid Coefficient

DfT Department for Transport

DRC Depreciated Replacement Cost

FMS Footway Maintenance Survey

GRAA The Government Resources and Accounts Act 2000

GRC Gross Replacement Cost

HIAM Highway Infrastructure Asset Management

HMEP Highway Maintenance Efficiency Programme

ITS Intelligent Transportation Systems

Km Kilometres

RCI Road Condition Indicator

SCANNER Surface Condition Assessment of the National Network of Roads

SCRIM Sideways-Force Coefficient Routine Investigation Machine

UKPMS United Kingdom Pavement Management System

WGA Whole of Government Accounts

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Supporting Documentation

Code of Practice 'Well-managed highway infrastructure' - http://www.ukroadsliaisongroup.org/en/codes/ Highway Infrastructure Asset Management Guidance - http://www.highwaysefficiency.org.uk/efficiency-resources/asset-management/highway-infrastructure-asset-management-guidance.html Glossary Well-managed Highway Infrastructure - A Code of Practice – The guidance document is designed to promote the adoption of an integrated asset management approach to highway infrastructure based on the establishment of local levels of service through risk-based assessment. Highway Infrastructure Asset Management: Guidance Document – A guidance document developed under the HMEP to help all those delivering highway services to embed asset management principles in their organisations and make the case for

funding highway maintenance.