Highway Asset Management Strategy

Transcription

1 Highway Asset Management Strategy P a g e

2 Record of Amendments Issue No.: 6.0/2015 Status: Final Date: January 2015 Author: Reviewed by: Mark Evans (Asset Management Engineer) David Kinsey (Streetpride Highway Maintenance Area Manager) Kully Boden (Highway Asset Team Leader) Owner: Approved by: Derby City Council David Bartram (Head of Highways, Grounds Maintenance, Engineering & Street Cleansing) Target review date: January 2016 Description of amendments: Amendments for final P a g e

3 Foreword We are responsible for maintaining all highway assets within the Derby City boundary, with the exception of those maintained by the Highways Agency. (The Department for Transport (DfT) is the highway authority responsible for these assets via their agent A- one+). Throughout this document the term Highway refers to all assets within the highway boundary which have been officially adopted by the council. Assets that have not been adopted, or are located on private streets, are not maintainable at public expense and have not been included within our Highway Asset Management Strategy. Highway Asset Management Strategy This strategy should be read in conjunction with the council s Highway Asset Management Policy (HAMP) and more detail can be found in our Highway Infrastructure Asset Management Plan (HIAMP). The HIAMP is our detailed working document containing lifecycle plans, risk assessments, performance information, current and future demands and future funding requirements. This strategy sets out how the objectives in the council s HAMP will be achieved and implemented. 1.1 The following strategic documents and important factors have been considered in building our policy, strategy and plan: national transport policy, local transport plans, network management plan and legislation stakeholders expectations and involvement, neighbourhood board requests, councillor requests, performance monitoring, communication, programme delivery, risk management and data management Corporate Vision Departmental Business Plans Asset Management Policy Asset Management Strategy Highway Infrastructure Asset Management Plans P a g e

4 1.2 The Asset Management Policy and Strategy and HIAMP are key strategic documents relating to the council s highway assets are aligned to the council s objectives and other national and local requirements and guidance. Introduction to Asset Management 2.1 Asset Management is about the holistic (whole life) management of assets. This has been further defined by the Institute of Asset Management (IAM) in their publication PAS They summarise Asset Management as: Systematic and co-ordinated activities and practices through which an organisation optimally and sustainably manages its assets and asset systems, their associated performance, risks and expenditure of their life cycles for the purpose of achieving its organisational strategy plan The Institute of Asset Management - Publicly Available Specification: PAS 55-parts 1 & 2: 2008 published by the British Standards institution (BSi). 2.2 We have been developing our asset management plans for a number of years, and recognise the importance of a strong link between policy, strategy and their alignment to our corporate objectives. Efficient and effectively managed assets play a significant role in achieving corporate goals and meeting stakeholder s expectations. The sound use of asset management principles offers potential benefits and we are now reviewing and aligning our asset management plan to better reflect this approach P a g e

5 Corporate Vision To create a city for all, through strong leadership and excellent customer-focused services Drivers for Asset Management Council values Derby City Council Plan Being the best We will hold accurate, reliable data that we can use to support our decisions and are able to clearly demonstrate how we have made these choices. We will have a better understanding of the cost to maintain our Highway Infrastructure Assets and will spend our funding allocation as wisely as we can to maximise improvements in our asset condition. Brilliant customer experience Public opinion polls will show that residents are satisfied with road repairs we carry out and the condition of Derby s roads and pavements. The condition data and performance of the assets will begin to show an improvement and stakeholders are aware of our progress with asset management. The demands on our assets will be clearly identified, so we will be better equipped to deal with unforeseen extreme events. Can do attitude We will maintain our assets using sustainable cost effective treatments, to maximise the number of assets we repair, effectively doing more for less. Risks to the highway users will be continually assessed, managed and controlled using a coordinated and systematical approach. Honesty and respect We will have long term sustainable rolling schemes programmes of 5 to 25 years and a clear transparent approach for prioritising our schemes. We will create levels of service to suit our asset management processes and we will aim to show continuous improvement in condition/ the levels of public satisfaction and performance of our assets. Big ambition Derby Plan Inspiring start to life By making schools, colleges, community centres, places of worship, hospitals, hospices, elderly residential homes and other locations where people congregate our priority locations for highway improvements. The aim will be to reduce collisions and minimise risks in these locations. Inspiring working life a good accessible highway network and sound infrastructure will encourage local and national businesses to grow and new ones to set-up in Derby, providing opportunities for delivery of relevant skills and employment in Derby. Inspiring place to live Providing opportunities for all in Derby to have access to key services and opportunities within communities to better themselves by ensuring a safe highway network is in place across to the city, showing no partiality to any particular sector or ward P a g e

6 3.1 The Government recognises that long term savings can be made by employing asset management techniques. By carrying out more long term planned works rather than short term reactive repairs we can achieve: long term reduction in reactive maintenance costs clearer decision making with our planned work improved management of the risks on our critical assets a reduction in casualty figures a reduction in third party accident claims, better customer satisfaction and stakeholder involvement improved journey times and reduced delays better knowledge of our assets performance / condition and the cost to maintain them a better customer and stakeholder awareness of the value of our assets a clearer understanding of future demands and a better managed network 3.2 The Department for Transport have recently changed the way council s will be provided funding for highway maintenance in the future. The incentive is towards supporting local authorities who are using good asset management principles and who can clearly demonstrate efficiencies. The Department for Transport has challenged local authorities to implement asset management within their authority and demonstrate efficiencies over the next five years. Any council s that are unable to demonstrate this are likely to lose up to 15.5% of their annual capital allocation for planned work. 3.3 At the same time, there will be a term maintenance challenge fund for council s to bid for funding for major maintenance schemes. This has been suggested as being in the region of 575m across the country over a six year period. Council s will have to bid for this funding, which are either for small schemes of 5m or larger schemes of 20m, but council s will be expected to contribute 10% towards this funding. Advice from other professionals 4.1 It s easy to take highway infrastructure for granted when travelling around, expecting roads and footpaths to be open and in good condition. But all highway infrastructure has to be maintained to ensure it is safe, accessible, sustainable, performing efficiently and providing value for money. The following paragraphs have been extracted from other national recommendations and guidance. These statements highlight the importance of asset management principles and how the process relates to our customers; anyone who travels into or through Derby to get to their destination using highway infrastructure P a g e

7 The local highway network and other local transport infrastructure assets together represent by far the biggest capital asset that the UK public sector holds. Transport networks are vital to national economic prosperity. The comfort and safety in which people can move from place to place and the appearance of local streets are important contributors to quality of life Asset Management could and should play a key role in tackling these problems. In other countries and other UK sectors where infrastructure asset management is well established, it has delivered significant value for money savings and service benefits. CIPFA Transport Infrastructure Assets Code of Practice, 2013 edition. Asset Management has been widely accepted by central government as a means to deliver more efficient and effective approach to management of the highway infrastructure assets through long term planning, ensuring that standards are defined and achievable for available budgets. It also supports making the case for funding and better communication with stakeholders, facilitating a greater understanding of the contribution highway infrastructure assets make to economic growth and the needs of local communities. Highway Infrastructure Asset Management guidance, produced by the UK Roads Liaison Group on behalf of the Highway Maintenance Efficiency Programme (HMEP) published May Plan, Do, Check, Act 5.1 The Asset Management process revolves around a consistent plan, do, check and act or review cycle of activities. In other words, we plan the work that is required to manage our critical assets safely, we do the work required, we then check that the work has been carried out to our specifications and act to resolve any issues and record what has been done. We do this process at every stage in the assets lifecycle, considering the whole life of the assets we maintain from the original design through to disposal. Our work to repair our assets will be prioritised considering risk and asset criticality at every stage. 5.2 Working groups are progressing to work on asset management processes. Review groups will need to be set-up to carry out annual reviews on our processes and provide us with feedback on our development and progression with asset management. ACT PLAN Risk Management CHECK DO P a g e

8 5.3 Asset management has been adopted by Derby City Council Streetpride and has been built into our short term regimes and long term objectives, to support good decision making. This helps us minimise risks, improve economy and provide good stewardship of our assets for now, and for the future. We do not wish to leave the burden of poorly maintained assets for future generations to deal with. 5.4 A good example of asset management is the wooden window frame analogy, which is commonly referred to by most asset management practitioners: Should you sand and paint a wooden window frame each year to extend its life? Or once bought do you leave it without any preservative treatment, until it finally decays and needs to be completely replaced? 5.5 Our research has demonstrated that by leaving the asset to deteriorate to a very poor condition before it is replaced, is by far the most expensive option to choose from and is unsustainable over the longer term. Well maintained highway assets add value to properties and business within the area, similarly poorly maintained assets can also devalue the same establishments. The best approach is to aim for a steady state condition (optimal condition), in other words, spending adequate amounts on our critical assets to minimise any risks to users, whilst carrying out sufficient work across all asset types to prevent an increase in deterioration. Stakeholder s preferences 6.1 Results from the recent National Highways and Transportation (NHT) customer satisfaction survey for Derby 2014, show that the conditions of roads is the item that the residents of Derby think is most in need of improving and is also considered the most important to them. This opinion is also reflected by the second most important item, the condition of footways. This information is available to the general public via the NHT web site The opinion and views of our customers is very important to us and allows us to benchmark our own progress against other local authorities. We aim to keep our assets in as safe and serviceable condition as we possibly can, whilst making the most of the limited funding available to us. When building our annual programme of works, we carefully review and consider all customer enquiries we have received, taking action to resolve any issues where reasonably practical. Strategic tools 7.1 We aim to develop strategic tools to progress, improve, regularly review and provide feedback into our HAMP. Asset information and data strategy, lifecycle plans, risk management strategies, communication plans, levels of service and performance plans are all needed in the development to effectively manage our critical assets. These tools will help determine the spending needs for each asset group, efficiently manage risks and performance, whilst taking the opinion of the stakeholders into account P a g e

9 Our Assets 8.1 The size and value of our assets within Derby City are as follows: Asset type Quantity Estimated cost to replace the asset today Carriageways 770km (478 miles) 1.078bn Structures Footways & cycle tracks Drainage and Flood Defence Street Lighting Street Furniture Traffic signals and intelligent traffic signs Total Cost 347 structures, consisting of bridges, walls, culverts, underpasses and sign gantries etc 1,944km (1,208 miles) but still some data to collect on separated footways and cycle tracks 42,000no. chambers, gullies etc. and 91km (57 miles) of drainage pipes (known to date) 27,383 assets consisting of Street light columns, lanterns, illuminated signs and bollards Insufficient data about the size of this asset. Medway Council s template was used to estimate the overall value of the asset 62 traffic signalled junctions and 128 pedestrian crossings 278m 302.6m 245m 59m 23m 12.3m 1.998bn Carriageways (roads) 9.1 Carriageways (by far the largest of the Council s assets) are designed to last approximately 20 years before a replacement is required. The approach for managing the road network has historically been to carry out a repair when the asset is generally in its worst condition requiring costly reconstruction and repair. However, this approach means that every year we should ideally be replacing 1 / 20 th of the road network. The length of our road network is currently 478 miles, therefore every year we should ideally be reconstructing 24 miles of road. This worst first approach is unsustainable requiring funding of approximately 32.5m each year, just to maintain the carriageway asset alone. We are currently spending approximately 1m a year. In addition to this, just fixing potholes in isolation does not prevent a road from deteriorating; it just temporarily repairs a problem, making it safe, on a very small part of the carriageway. 9.2 We have to continually address the volume of work we do and the way we repair our roads to slow their rate of deterioration using early intervention techniques. Currently, 65% of our roads are in a good condition. However, if we continue to use our worst first P a g e

10 approach to maintenance, nationally approved deterioration modelling tools have demonstrated that in just 20 years-time 38% of Derby s roads will be in a good condition, but the remaining 62% will be in need of urgent maintenance. This will significantly increase the number of potholes, damage to vehicles and subsequent third party injury claims. The outcome would mean a substantial increase in budget pressures and a major impact on available resources. Using these tools, we have estimated the overall cost to reverse this trend over a further 20 year period would be around 387m or around 19.35m each year, which is not a cost effective use of public funds, or a likely viable option. 9.3 However, HMEP Lifecycle planning tools have also demonstrated that by employing cost effective treatments at the right locations and at the right time in the assets lifecycle, we may be able extend the lifespan of a carriageway asset by up to 100 years before it needs to be completely replaced. This means that by using preventative treatments 1/100 th of the road network would need resurfacing each year, which is slightly less than 5 miles. This is only if preventative treatments are carried out regularly. 9.4 The sigmoid or S shaped curve below illustrates how the condition of a road deteriorates over time, as the bitumen naturally oxidizes and becomes brittle. This also depends on the volume and weight of the vehicles using the road which eventually leads to the road becoming cracked. Road surface cracking leads to water permeating into the road structure resulting in further damage, especially during winter with the expansion of ice during the freeze / thaw process. 9.5 The diagram below demonstrates that early intervention or treatment time reduces long term costs. If we carry out surface treatments when the asset is in a better condition, the cost for the treatment will generally be cheaper. The more we spend on early intervention reduces the need to fully replace more of the asset, which also means a reduction in the use of resources, a decrease in waste and subsequently a decline the production of CO 2 emissions P a g e

11 Key This refers to the age of deterioration of a road This refers to early intervention treatments, such as surface dressing. This treatment repairs a road to almost as new condition, if carried out at the right time. The background colour relates to the condition of the road as it progressively ages. Green = Good condition, Amber = fair to poor condition, Red = very poor condition. 9.6 Objectives: our long term plan for the roads in Derby s is the widespread use of cost effective treatments (such as surface dressing, or micro asphalt) to prolong the life of our carriageway assets. we aim to carry out this type of treatment on a much bigger scale, over all classes of road during the next five to ten years. during this period we will only carry out resurfacing at locations where sharp braking or turning manoeuvres are occurring, such as pedestrian crossings, junctions, sharp bends and roundabouts. This will be with the exception of sites that we have already agreed to and are committed to delivering corporately. With the exception of emergency sites where urgent intervention is needed. we work closely with neighbourhood boards to ensure their future priorities are aligned with our strategy objectives, maximising the number of schemes we can complete across the city P a g e

12 9.7 We will also programme small scale works around; sealing cracks with joint sealing treatments carry out treatments to restore and improve skidding resistance where possible quickly repair potholes using our newly equipped JCB Pothole Master. 9.8 These actions should help us make a significant improvement to the condition of our roads and are significantly less expensive than the cost of full reconstruction. We will continue to seek alternative and innovative treatments to restore and extend the life of the road surfaces. 9.9 We also need to continue collecting asset condition and inventory data through driven and walked surveys, to ensure the information we hold is accurate and up to date. This information will be used for future works programmes, for lifecycle planning, performance monitoring and for providing information in accordance with the CIPFA Code of Practice and Whole of Government Accounting The condition/performance of these assets will be monitored and reviewed annually and the capitalisation for highway assets approved accordingly. Footways (Pavements) 10.1 Footways have in the past been treated in a similar manner to carriageways, repairing them when they are at their very worst condition. Again this is unsustainable over the long term. Objectives: we will apply cost effective treatments such as slurry sealing (wherever possible) increasing our slurry sealing programme to prolong their lifespan over the next 5 years. This treatment seals the footway against the elements extending their lifespan. This treatment is currently popular with local neighbourhood boards, as it is relatively cheap to treat large areas, with limited local budgets. It s a quick win to improving access to local services. The exception to this is when the kerb is less than 70mm in height from the surface of the road, or when the pavement has deteriorated too far for this treatment to be effective The photograph below shows two footpaths, the one on the left of the image has been slurry sealed, whereas the footpath on the right hand-side is awaiting treatment P a g e

13 10.3 We will also carry out footway overlay projects, which apply thin layers of asphalt over the footway surface to rejuvenate the appearance of the existing footway We will also aim to remove precast concrete slabs as part of our planned programme where they pose a hazard to pedestrians and are becoming costly to maintain, in favour of using a flexible (bituminous material) pavement surface. All three options are popular with our Neighbourhood boards as a local improvement and access to local services. But we will continually seek to find alternative and innovative treatments for footways which provide effective long term treatment and value for money The footway assets deteriorate in a similar way to carriageways, so the diagram in paragraph 9.5 can also be used to illustrate the deterioration of footways and the effects of early intervention treatments We also need to collect more data on some parts of our footway network on jitty s including local cut-through and cycle tracks in order to meet the requirements for the Whole of Government Accounting, which has been clearly stipulated as being required by This data will help us make better decisions, treating those desired routes and plan for the future, refining our investment programmes The condition/performance of these assets will be monitored and reviewed annually and the capitalisation for highway assets approved accordingly. Structures (Bridges, retaining walls, culverts) 11.1 Structures are an integral part of the highway network, permitting access and the efficient movement of traffic across natural and man-made barriers. We look after approximately 347 structures, including bridges, footbridges, subways, culverts, retaining walls and sign gantries. The total Gross Replacement Cost is approximately 278 million These structures were designed with various lifetimes, on average 120 years plus. Our strategy for managing these structures is to have regular early inspections and maintenance work. This is to make sure that the flow of traffic in our vital highway network is not interrupted due to a structures failure. This will also include moving towards a full Asset Management based approach as outlined in the CIPFA Code of Practise on Transport Infrastructures Assets (2013 Edition). This is being facilitated by the use of a web based specialist Structures Asset Management System called BridgeStation. Objectives: Carry out 173 General (visual) Inspections annually. Carry out 20 Principal (indepth) Inspections annually. Carry out 10 Structural Reviews annually. Carry out major and minor maintenance projects annually. Within two years populate 75% of the empty fields within BridgeStation and refine accuracy of existing information to improve confidence of our asset valuation figures. Systematically work through modules in BridgeStation (including the Life Cycle Planning Module) with a view to moving to fully managing the asset using the principles set out in the CIPFA Code of Practice P a g e

14 Land Drainage and Flood Defence 12.1 Most drainage assets are hidden underground, with many of the historic plans and drawings no longer available. This is a common problem throughout the UK due to the age of some of the assets. Great strides have been made over the last few years, to locate and survey the extent of our drainage assets and records have improved significantly. There are still however, many miles of pipework and culverts yet to survey and these types of survey are fairly expensive to carry out. Most of what we have had surveyed confirms that the highway drains have suffered from a lack of historic maintenance and are clogged-up with silt or are in need of repair. This means they perform poorly during heavy rainfall and this results in surface water not draining away properly leading to flooding issues. A programme of cleansing and repair is underway but the nature of the survey work is costly to collect Highway drainage systems also impact on other assets such as road condition. This is because where drainage is inadequate or requires maintenance they can cause structural damage to the foundations of a road, especially during heavy rainfall and particularly through the winter months. This contributes to the costly nature of reconstructing carriageways Our plan is to continue to survey / inspect around 10% of the older highway drains each year, to develop our annual and long term programmes. Once we have a clearer picture of the size and condition of this asset we will be able to improve our long term plans to maintain and improve the drainage assets We are developing our long term plans in-line with the requirements of the CIPFA Code of Practice and for Whole of Government Accounting valuations. Street lighting, illuminated bollards and signs 13.1 In June 2007, we appointed Balfour Beatty and entered into a PFI (Private Finance Initiative) term contract with them for the next 25 years, known as Lighting Derby. This major injection of investment was needed to replace old apparatus which posed a risk to all highway users, and to improve lighting standards by introducing white light in many residential areas, providing a safer and more pleasant environment. The purpose of the project was to transfer responsibility to the service provider, in the management and maintenance of all street lighting and highway illuminated street furniture, of over 27,000 individual assets During the first five years of investment, over 75% of lighting were replaced with the new installation of 21,019 street lighting units with a further 2,134, programmed for replacement in 2022, as part of the on-going investment programme By the end of the contract in 2032, we anticipate a need to replace some 4,230 columns from the original stock that were originally considered deemed to comply and last beyond the 25 year contract. We are now exploring means to reduce our energy consumption and therefore lower energy bills, which will make long lasting savings We will also continue to seek alternative and innovative apparatus to improve our service. One example of this is the relatively recent introduction of LED s into the street lighting market coupled with their reliability, efficiency and affordability. This means that there is a strong business case for their use P a g e

15 13.5 We are exploring the use of a sustainable LED options for our existing stock and all new street lighting will be introduced with LED technology as shown below Street Furniture 14.1 We have collected a considerable amount of data over the last few years, but we currently have very little information about waypoint signs, pedestrian guard rails, street name plates and bollards. However we do have information relating to the location and condition of our safety fences / barriers, and also our winter grit bins, unlit traffic signs and raised bus stop access platforms. We have to collect this data set to provide a complete valuation for the Whole of Government Accounting in Most of this data will be collected by either carrying out a manual desktop exercise of digitally plotting the location of these assets onto maps using our mapping system Corporate Geographical Information System (GIS) Cadcorp, or by using video surveys to capture the geographical positions of these assets 14.2 We have detailed information on safety fence location and condition. We have records of numerous collisions and third party claims, especially on the A52 and it is expensive to continually repair the damage. Our strategy is based on looking at replacing the existing safety fencing (crash barriers) with slip-form type concrete barriers. This type of barrier has proven to be more efficient, resilient to damage and harder wearing, requiring far less maintenance than traditional tensioned corrugated safety fencing vehicle restraint systems. It also acts as a more effective barrier against larger vehicles, preventing them from crossing the central reservation into the opposite lane facing on-coming traffic. The existing safety fencing is only designed to restraint a 1.5 tonne vehicle travelling no faster than 40mph, striking it at an angle less than 20 degrees. Wherever possible we intend to replace existing safety fencing with this preferred type of vehicle restraint system With street furniture assets it is difficult to prolong their lifespans by using preventative maintenance treatments and little to gain by doing so. Therefore these assets will be replaced once they have reached the end of their useful lives. We will develop a plan to determine when this is likely to be for each asset group, so we can aim to replace these assets before they fail. Traffic Signals 15.1 Traffic signal equipment is considered obsolete 10 years after the last date of manufacture, so our policy is to refurbish sites within a 20 year lifetime. While our refurbishment programme aims to tackle the oldest installations or sites of greatest need, we are currently using available funding for preventative maintenance to extend the lifetime of signal installations, for example by replacing corroded signal poles and replacing obsolete controllers where necessary P a g e

16 15.2 In this respect, our objective is to refurbish all installations, crossings and junctions, to be extra low voltage installations and equipped with LED vehicle and pedestrian displays. This gives us reduced energy bills (and hence a reduced carbon footprint) and increased safety both for the public and for the signal engineers in the event of equipment damage For pedestrian crossings, our objective is to replace all pelican crossings with either puffin or toucan crossings in line with Department for Transport guidance. Data Management and Information Systems 16.1 The data we hold on our assets are stored in our asset registers by each asset owner. These records need to be accurate, consistent and up to date, useful and maintained well. Without this essential information, we will not be able to monitor current condition, demonstrate current performance or predict future performance. Furthermore, we would not be able to determine the value of the assets for reporting back to central government for Whole of Government Accounting purposes and realise the potential benefits that improving these assets could achieve We already have a corporate management information data quality policy relating to how we collect, store and use this information and also to identify gaps in our data where we need to collect more information. A detailed analysis will be developed and included within our HIAMP to address this. Resources 17.1 One very important factor is to ensure we have sufficient resources to carry out our asset management activities. This becomes even more important over the next few years with council reorganisations and restructuring being imminent to make sufficient savings To safeguard this change, we need to ensure that staff are sufficiently trained and skilled to continue to deliver these services. The Institute for Asset Management has published a guidance document for this purpose: The Competence Framework version 2. Some staff have already been trained to understand the requirements of asset management, and these skills are now being shared amongst our internal asset owners by carrying out workshops and meetings. Whole of Government Accounting 18.1 HM Treasury and the Chartered Institute for Public Finance and Accountancy (CIPFA) will be incorporating our infrastructure asset valuations into our Local Authority Corporate Accounts. The combined figures will be reported and auditable along with the whole of the Council s submission in , so accuracy is important. Our annual valuations will be as outlined in the CIPFA Code of Practice on Transport Infrastructures Assets (2013 Edition). We are working jointly with our accountants to take steps to ensure our data is in-line with the recommendations of this code and is robust, reliable and we have sufficient information required to be confident with our valuations We have been undertaking dry run exercises over the last 3 years and submitting the results to our accountants. We are continually learning from this process and improving the accuracy of our valuation figures. The valuation will provide central Government with a clearer picture of the size and costs of the whole country s highway P a g e

17 infrastructure and will provide a true reflection of each authority s financial position. It is a statutory requirement to provide this information. Benchmarking our progress 19.1 We participate in the Midland Service Improvement Groups (MSIG) and also the Midlands Highway Alliance (MHA) and we mutually share our experiences with these different groups. We aim to benchmark the progress of our asset management journey with other similar sized authorities and learn from sharing good practices as we have done so already. A section relating to performance monitoring will be included within our HIAMP and we have asked MSIG to include asset management benchmarking to the terms of reference. Support and buy-in by Chief Officers and Neighbourhood boards 20.1 Support and buy-in must be provided by Chief Officers in order for asset management to be adopted and embedded within council processes. To obtain this support, regular feedback will be provided on how we deal with current and future demands, risks, performance, future plans, future funding requirements and the overall benefits being realised by its implementation Similar buy-in is already evident with Neighbourhood Boards and this can be clearly demonstrated by how they are contributing some of their funding towards appropriate highway maintenance projects. We would encourage Neighbourhood Boards to continue to invest in highway maintenance projects to prolong the assets to improve the local area for their residents All schemes must contribute towards or be assessed by asset management principles and can demonstrate that sound judgement has been applied P a g e

18 References Well Maintained Highways Code of Practice for Highways Maintenance Management UK Road Liaison Group (UKRLG) Management of Highway Structures Code of Practice UKRLG Well-lit Highways Code of Practice for Road Lighting Management UKRLG Management of Electronic Traffic Equipment Code of Practice UKRLG Asset Management Guidance UKRLG/Highway Maintenance Efficiency Programme (HMEP) Lifecycle Planning UKRLG/HMEP Transport Infrastructure Asset Code of Practice - Chartered Institute of Public Finance and Accountancy (CIPFA) Publicly Available Specification PAS55 parts 1&2 The Institute of Asset Management (The IAM) Asset Management - An Anatomy The IAM The Competency Framework Version 2 The IAM The Derby Plan Derby City Council Plan P a g e