ADMMv9 Requirements and Additional Information FINAL v1 20190418

HIGHWAYS ENGLAND
Asset Information Group
ASSET DATA MANAGEMENT MANUAL
ADMM – Requirements and Additional Information
April 2019
Version: 9.0
Asset Data Management Manual - Page 1 of 338 Date of Issue: April 2019
Requirements and Additional Information
This page is intentionally left blank.
Revision Sheet
For revisions across all ADMM documents: see external Revision Log:
ADMM_Revision_Log.xls
Version Date Issued
3.0 April 2016
4.0 September
2016
5.0 March 2017
6.0 September
2017
7.0 March 2018
8.0 October 2018
9.0 April 2019
Contents
Contents .......................................................................................................... 4
Foreword .......................................................................................................... 9
Part 1 – GENERIC ASSET DATA REQUIREMENTS ............................................. 12
1 Asset Data Lifecycle Requirements ......................................................... 13
1.1 Capture or Update ....................................................................................... 13
1.2 Store ............................................................................................................ 13
1.3 Use ............................................................................................................ 14
1.4 Dispose........................................................................................................ 14
2 Asset Data Systems .................................................................................. 15
2.1 The Company’s Asset Data Systems .......................................................... 15
2.1.1 IAM-IS Routine and Planned Maintenance................................................ 18
2.1.2 Confirm Routine and Planned Maintenance .............................................. 25
2.1.3 Pavement Data Management System (HAPMS) ....................................... 25
2.1.4 Structures Management Information Systems (SMIS)............................... 27
2.1.5 Geotechnical Data Management System (HAGDMS) ............................... 29
2.1.6 Drainage Data Management System (HADDMS) ...................................... 30
2.1.7 Environmental Information Systems (EnvIS) ............................................. 31
2.1.8 Technology Performance Management Service (TPMS) .......................... 31
2.2 Other Relevant Systems .............................................................................. 32
2.2.1 EPS System .............................................................................................. 32
3 Transfer of Asset Data .............................................................................. 33
3.1 General Data Transfer Requirements.......................................................... 33
3.2 File Naming Convention .............................................................................. 33
3.2.1 Extended naming convention .................................................................... 33
3.2.2 Short naming convention ........................................................................... 34
3.3 Permitted Types of File Format for the use in Data Transfer Files .............. 34
3.3.1 Guidance for the use of Text Files ............................................................. 34
3.3.2 Guidance for the use of Shape Files ......................................................... 35
4 Locating Assets ......................................................................................... 37
4.1 Topographical Asset Referencing................................................................ 37
4.1.1 Point Items ................................................................................................ 37
4.1.2 Linear Items............................................................................................... 37
4.1.3 Polygon Items ............................................................................................ 38
4.2 Linear Asset Referencing ............................................................................ 38
4.3 Nominated Carriageway .............................................................................. 39
4.4 Boundary Extents ........................................................................................ 39
5 ADMM Conventions and Definitions ........................................................ 41
5.1 Hierarchy, Parent/Child, & Reference IDs ................................................... 41
5.1.1 Populating Reference IDs: ......................................................................... 41
5.2 Asset Codes ................................................................................................ 42
5.3 Attribute Statuses ........................................................................................ 42
5.4 Data Formats ............................................................................................... 42
5.5 Shapefile Names ......................................................................................... 43
5.6 Translation Schema ..................................................................................... 43
5.7 Dates ........................................................................................................... 45
6 ASC and Asset Data Management ........................................................... 47
7 AD and Asset Data Management.............................................................. 64
8 Major Schemes and Asset Data Management......................................... 71
9 Approved Network Model ......................................................................... 92
9.1 Section Referencing Principles .................................................................... 92
9.1.1 Section Labels ........................................................................................... 93
9.1.2 Agent Authority Area Codes ...................................................................... 93
9.1.3 Section Start and End Dates ..................................................................... 94
9.1.4 Section Reference Markers ....................................................................... 94
9.2 Section Referencing Procedures ............................................................... 102
9.2.1 Section Length Changes – Re-Referencing / Re-Calibrating a Section .. 102
9.2.2 Changes Instigated by the Company....................................................... 102
9.2.3 Changes to the Approved Network within the Company’s Pavement Data
Management System........................................................................... 103
9.2.4 Re-Use of Section Labels ........................................................................ 103
9.2.5 Section Creation and Retirement Data .................................................... 103
9.3 Geographic Representation ....................................................................... 105
9.4 Location Reference Points (LRPs) ............................................................ 105
9.4.1 Use of LRPs with the Company’s Pavement Data Management System 105
9.5 Cross Section Positions ............................................................................. 105
9.5.1 XSP Positions for Different Carriageway Types ...................................... 107
Part 2 – ASSET CLASS SPECIFIC REQUIREMENTS ......................................... 120
10 Building .................................................................................................... 121
10.1 Asset Class Hierarchy ............................................................................... 121
10.2 Asset Location ........................................................................................... 121
11 Carriageway Control ............................................................................... 122
11.2 Asset Location ........................................................................................... 122
12 Drainage ................................................................................................... 123
12.2 Additional Information ................................................................................ 123
12.3 Data Maintenance ..................................................................................... 124
12.4 Drainage Data Acceptance Criteria ........................................................... 124
13 Environmental .......................................................................................... 132
14 Geotechnical ............................................................................................ 133
15 Landscape ................................................................................................ 135
15.2 Asset Location ........................................................................................... 135
16 Lighting .................................................................................................... 136
16.3 Data Transfer Requirements for Standard Lighting Billing Inventory ......... 138
16.4 Data Transfer Requirements for Variable Lighting Billing Inventory .......... 139
17 Operational............................................................................................... 141
18 Paved Area ............................................................................................... 142
18.2 Asset Location ........................................................................................... 142
18.3 Emergency Areas ...................................................................................... 142
19 Pavements................................................................................................ 144
19.2 Pavement Condition Surveys .................................................................... 144
19.2.1 Pavement Condition Survey Strategy ...................................................... 145
19.2.2 Network Level Surveys ............................................................................ 145
19.2.3 Scheme Level Surveys ............................................................................ 146
20 Roadside Operational Technology ........................................................ 148
21 Road Restraint Systems ......................................................................... 151
21.3 Asset Location ........................................................................................... 152
22 Structures................................................................................................. 153
22.1.1 Bridge and Large Culvert......................................................................... 153
22.1.2 Mast and Catenary Structures ................................................................. 154
22.1.3 Retaining Wall ......................................................................................... 155
22.1.4 Sign Gantry ............................................................................................. 156
22.1.5 Service Crossing ..................................................................................... 157
22.1.6 Small Span Structures ............................................................................. 158
22.1.7 Tunnels.................................................................................................... 159
Appendix A: Glossary ...................................................................................... 168
Appendix B: Asset Inventory Selector ............................................................ 174
Building .......................................................................................................... 176
Carriageway Control............................................................................................... 179
Environmental ........................................................................................................ 215
Geotechnical .......................................................................................................... 218
Landscape .......................................................................................................... 223
Lighting .......................................................................................................... 277
Paved Area .......................................................................................................... 285
Pavements .......................................................................................................... 290
Road Restraint ....................................................................................................... 290
Appendix C: Network Asset Surface Materials .............................................. 303
Introduction: .......................................................................................................... 303
Asphalt: ............................................................................................................ 304
Block Paving: ......................................................................................................... 306
Coloured Surfacing:................................................................................................ 306
Concrete: ............................................................................................................ 307
Concrete Flags: ...................................................................................................... 308
Grass: ............................................................................................................ 308
Grasscrete: ............................................................................................................ 309
Gravel: ............................................................................................................ 310
High Skid Resistant Surfacing: ............................................................................... 311
Surface Dressed: ................................................................................................... 312
Tactile Surfacing: ................................................................................................... 313
Thin Surface Course Systems (TSCS): .................................................................. 314
Appendix D: Visual Condition Grading Guide ................................................ 315
Fences, Environmental Barriers and Wall (non-structural) ..................................... 315
End Terminals ........................................................................................................ 319
Posts (Signs & Traffic Signals) ............................................................................... 322
Sign Face .......................................................................................................... 325
Pavement .......................................................................................................... 330
Safety Barriers (Steel) ............................................................................................ 331
Appendix E: Asset Data Contact Details ........................................................ 337
Foreword
The Asset Data Management Manual (ADMM) sets out Highways England’s (the
Company’s) asset data requirements to achieve both its corporate objectives as well
as its asset management objectives. It brings clarity and consistency to reflect
Highways England’s asset data needs and is revised every six months to
accommodate changes and expansion to the business needs.
The ADMM contains the company’s asset data requirements to ensure the company
collects and maintains the asset data it needs to operate safely and efficiently. It is for
use by anyone creating, maintaining or using data on behalf of or within Highways
England.
What are its components?
• ADMM – Data Principles and Governance, which introduces the asset data
management concept and defines how this is structured and governed within
Highways England. Additionally further guidance surrounding the purpose and
of the ADMM is provided.
• ADMM – Requirements and Additional Information, which includes
Highways England’s requirements for asset data management and provides
supporting guidance for each asset class.
• ADMM – Data Dictionary, which defines the asset data requirements,
hierarchy and rules for individual assets and attributes.
Additionally, a Revision Log and Change Request Submission Form are provided with
each iteration of the ADMM:
• Revision Log: provides a full listing of all changes made between versions.
• Change Request Submission Form: provides instructions for submitting a
change request. An overview of the change process is detailed in the ADMM –
Data Principles and Governance document under Section 3.6 “Change
Management”.
How is it structured?
The ADMM is structured into core requirements and local requirements. The core
requirements, which are mandatory under any type of contract, provide the asset data
requirements and are described in a way which is independent of any organisational
relationship or systems within which work is undertaken. The local requirements
provide additional requirements linked to particular organisational contexts. This may
be a contract, a system or an organisational structure.
Differing operational models are employed by Operations Directorate’s regions and
areas. The table below lists the current operating models are the regions or areas
where they are in operation and is correct at the time of issue.
Operating Model Region or Area
Asset Support Contract (ASC) Area’s 3, 4, 6 1, 81, 9 and 12
Asset Delivery (AD) South West (1 + 2), 7, 10, 13 and 14
Progressive Asset Delivery (PAD) 3+9
Within this document, local requirements are included in text boxes, as shown below.
LOCAL REQUIREMENTS: Asset Delivery (AD)

For Asset Delivery contracts the term:
• Employer shall mean Employer or Client as defined under the contract,
• Contractor shall mean the Contractor as defined under the contract
LOCAL REQUIREMENTS: Asset Support Contract (ASC) and Progressive

Asset Delivery (PAD)
For the purposes of Progressive Asset Delivery Areas, the ASC Local Requirements
will generally prevail. Any variation in the role of the Provider will be agreed on an
Area by Area basis.
For Asset Support Contracts and Progressive Asset Delivery contracts, the term:
• Employer shall mean Employer as defined under the contract
• Provider shall mean the Provider as defined under the contract
LOCAL REQUIREMENTS: Major Projects

For Major Projects, where specific roles and responsibilities are referred to, these
shall be as defined within the prevailing contract.
1 Area 6&8 will be AD on 1st October 2019

The ADMM – Requirements and Additional Information
The ADMM – Requirements and Additional Information consists of two parts which
detail the requirements for asset data which have been defined to fulfil the Company’s
strategic objectives.
Part 1 - Generic Asset Data Requirements

The generic asset data requirements outlines data requirements that apply to all
asset data unless specific exceptions are stated elsewhere in the ADMM. In particular:
• Asset Data Lifecycle requirements, which relate to the over-arching activity of
asset data management;
• Information about Asset Data Systems; including ownership, scope and
contacts;
• Methodology for transferring data into and out of Asset Data Systems;
• Additional advice on working asset data in ASC contracts (Section 6),
AD contracts (Section 7) and major schemes (Section 8);
• Requirements for the approved network model (Section 9). The network
model is an information asset which generates value in the same way as
other physical infrastructure assets.
Part 2 - Asset Class Specific Requirements

Asset class specific requirements provide further guidance of each asset class.
Specifically the hierarchal structure for each asset class, references to any related
Requirements and Advice Documents (RADs) and further guidance relating to the
Asset Data Categories.
This document also provides additional information to enable stakeholders to meet the
requirements of the ADMM. It provides:
• An asset inventory selector to help classify assets;
• Details regarding the surfacing materials available for a range of highway
inventory assets;
• Relevant asset data contact details
PART 1 – GENERIC ASSET DATA
REQUIREMENTS
1 Asset Data Lifecycle Requirements
The following requirements relate to the over-arching activity of asset data
management. These requirements are presented within the stages of the Asset Data
Lifecycle as presented in the ADMM – Data Principles and Governance document.
These are the default Company requirements which apply unless modified for specific
purposes by other elements of the ADMM or a replacement requirement is stated as
an exception.
1.1 Capture or Update

Spatial Referencing
For each asset where co-ordinates are required, the Easting and Northing (XY)
coordinates are referenced to the OSGB36 (Ordnance Survey Great Britain 1936)
datum. The Company requires the accuracy level for locating assets to be within 3m
on average, with an error of no more than 5m for individual assets.
Format
Data will be provided in the appropriate format as required in the ADMM or by
reference to the relevant Requirements and Advice Documents (RAD’s). Where no
format is specified in either source, the format of the data must be agreed with the
Asset Data Custodian or the Delegated Asset Steward (see Section 2.3.1 of the
'ADMM - Data Principles and Governance) receiving the data.
1.2 Store
Currency
All data created by an activity will be loaded into the relevant asset data system within
three months of completion on site of the activity or within the timescales listed for the
specific activities:
Paved Areas, Carriageway Inventory and Network Inspections 30 days
Structures Inspections 90 days
Drainage Inspections 30 days
Geotechnical Inspections 90 days
Recording of flood events 24 hours
Closure of the flood event 28 days
Other Surveys 60 days
Table 1-1 – Currency of data upload.
Completeness
All asset data which is changed by an activity is updated in the relevant prime asset
data system in its entirety.
Accuracy
The asset data which is changed by an activity shall be updated accurately into the
relevant master asset data system.
Asset Data Systems

The Company is responsible for the provision of a number of systems which enable it
to meet the need to store and retrieve asset data to fulfil this asset data life cycle
requirement. The current types of asset data management systems are listed and
detailed in Section 2.
When the Asset Data Custodian delegates responsibility for asset data management
to an Asset Data Steward, the data will be provided through these systems. Therefore,
the Asset Data Custodian is responsible for ensuring that an initial population of data
is available in these systems to enable the steward to create, update and use data as
required.
1.3 Use
Governance
An Asset Data Steward will not release asset data without the prior approval of the
Asset Data Custodian or their named representatives.
Appropriate care should be given to the distribution of asset data as without proper
context it can be easily misinterpreted causing reputational damage to the Company
and its partners.
1.4 Dispose
Retention Policies
Asset data retention policies will be defined in this section.
2 Asset Data Systems
2.1 The Company’s Asset Data Systems

The Company has the following asset data management systems for recording
inventory, construction, condition and maintenance data.
In some instances there are overlaps of asset data between systems. The prime asset
data systems are defined in the relevant Local Requirement sections.
Future systems may be developed which provide broadly equivalent functionality to
the systems listed below:
• Routine And Planned Maintenance System
• Pavement Data Management System
• Carriageway Inventory Data Management System
• Structures Data Management System
• Geotechnical Data Management System
• Drainage Data Management System
• Environmental Data Management System
• Technology Performance Management Service
• Energy Procurement System (EPS).
A. Asset Data Systems
A.1 Asset Data Systems Overview

The Asset Data Management Systems are defined in Scope Annex 6 Information
Systems (or equivalent) of the Asset Delivery contracts.
B. Asset Data Systems
B.1 Asset Data Systems Overview

The Asset Data Systems are defined in Annex 6 of the Asset Support Contract.
The following table illustrates which systems are used for the management of each
asset class.
Asset Class Data Category Prime Asset Data
System
Pavement Inventory HAPMS
Construction
Condition
Operational IAM-IS
Structures Inventory SMIS
Condition
Operational
Drainage Inventory HADDMS
Condition
Operational IAMIS
Geotechnical Inventory HAGDMS
Condition
Operational
Environmental Inventory EnvIS
Operational
Operational IAM-IS
Carriageway Inventory2 Building Inventory IAM-IS
Operational
Carriageway Inventory IAM-IS
Control Operational
Landscape Inventory IAM-IS
Operational
Lighting Inventory IAM-IS
Operational
Paved Area Inventory IAM-IS
Operational
Road Inventory IAM-IS
Restraint Operational
Table B-1 – Prime Asset Data Systems.
1 Operational data includes data to support routine maintenance management.

2 Carriageway Inventory is defined in part 2 of this document.
B.2 Provider Asset Data Information Systems
The Provider will not operate any asset data information systems outside those
provided by the Employer. However, the Employer recognises that the Provider may
need to establish interfaces with company Enterprise Resource Planning (ERP)
system(s) to support the delivery of the contract from the Employer’s Routine and
Planned Maintenance System. The Employer will provide a set of standard
interfaces to enable the Provider to interface with the system including but not limited
to the following data sets:
• Inspection data from mobile devices (or via an ERP system) into the system
• Works order data to and from the system
• Customer enquiries data into the system
This includes those data systems/file formats developed to capture and hold data
that for which the systems do not currently have functionality.
B.3 Capture and Storage of Data outside Employer Asset Data Systems
Where asset data is captured by the Provider for and on behalf of the Employer, and
are maintained outside the Employer’s asset data systems or the Provider’s asset
data systems as defined in the contract, permanently or for a period of time prior to
upload, appropriate steps must be taken by the Provider to ensure data usability,
reliability, authenticity and preservation.
Details of the proposed solution should be submitted for approval to the Employer’s
Service Manager, as defined in Annex 25 of the contract.
B.3.1 Scope
This sub process covers all asset data not held in systems defined in Annex 6 of the
Provider’s contract.
B.3.2 Outcome
All Employer’s asset data is held in a consistent format and are integral, usable,
reliable and accurate.
B.3.3 Requirements
• The Provider will submit a proposal to the Service Manager to agree the
appropriate format(s) that the asset data will be captured and stored in as
defined in Annex 25 of the contract.
• The Provider will document the format and any changes or fixes made to how
the asset data is stored and make this available to the Employer on request.
• The Provider will ensure that they are able to produce updates and reports to
the Employer in an agreed format on request.
• The Provider will ensure all data is stored on media that maintain their
usability, reliability, authenticity and preservation for the contract period.
• The Provider will design and implement storage conditions and handling
processes that protect data from unauthorised access, loss or destruction,
and from theft and disaster.
• The Provider will ensure data systems are designed so that data remain
accessible, authentic, reliable and useable through any kind of system
change, for the entire period of their retention. This may include migration to
different software, re-presentation in emulation formats or any other future
ways of re-presenting data. Where such changes occur, evidence should be
kept, along with details of any variation in design and format.
• The Provider will provide the agreed data files or update to the relevant asset
system when requested by the Service Manager.
2.1.1 IAM-IS Routine and Planned Maintenance

Roles and Responsibilities:
• System Senior Responsible Owner (SSRO): Finance and Business
Services (FBS)
• Asset Data Senior Responsible Owner (ASRO): Asset Information
Group, Operational Directorate
Support:
Highways England Asset Information Group IAM-IS Support Team (see contact details
in Appendix E).
Associated documents:
• IAM-IS Technical Operations Guide
• IAM-IS Service Access Requirements Document (SARD)
• IAM-IS Code of Connection (CoCo)

Associated documents
• Asset Maintenance and Operational Requirements (AMOR)
• Annex 6, Annex 24 and Annex 25 of the Asset Support Contract
Scope of data:
The Routine and Planned Maintenance System includes the following functionality:
(i) The ability to capture, store and report asset inventory and defect data for
carriageway inventory assets;
(ii) Works ordering to manage routine and planned maintenance for carriageway
inventory assets;
(iii) Customer enquiry management;
(iv) The ability to import and export data.
The Routine and Planned Maintenance System does not provide:

(i) Mobile hardware;
(ii) An incident management system;
(iii) Enterprise resource or finance management capabilities.
The IAM-IS technical specification, as added to and amended from time to time,
explains in detail the scope of the Routine and Planned Maintenance modules of the
system and the specification required to implement it.
The IAM IS technical operations guide, as added to and amended from time to time,
explains the procedures through which the IAM IS Service will be used and the service
levels that apply to its operation.

C. IAM-IS
C.1 Employer Routine and Planned Maintenance System: IAM-IS

C.1.1 Scope of Data, Functionality and Provider’s Role
Under the Employer’s integrated asset management initiative, a Routine and
Planned Maintenance System will be provided by the Employer.
The Provider’s responsibilities for establishing the Routine and Planned
Maintenance System in conjunction with the Company are listed in Section 1.10
Service Information of the contract.
The IAM-IS interface documentation set issued at tender explains the interfaces
provided to IAM-IS and the information transfer available through them. The
Provider ensures that interfaces to Provider systems are configured to transfer
data to and from IAM-IS according to Provider operational practice.
The Provider uses the IAM-IS Routine and Planned Maintenance System as the
system to directly undertake the following:
i. Schedule and record routine and planned maintenance on the
network;
ii. Record the outcomes of inspections, including but not limited to
defects;
iii. Record the completion of routine works, including but not limited to
dates and costs;
iv. To maintain a record of asset data in accurate and timely manner as
per requirements set out in Annex 6, Annex 24, Annex 25 of the
contract and Section 2.3 of the ADMM – Data Principles and
Governance (see text box section B.2.2);
v. To provide and manage the master data set for all data as established
in the ADMM – Asset Dictionary; and
vi. Fifteen licenses for Exor MapCapture mobile software are also
included, which may be taken up at the discretion of the Provider.
The Provider shall not use any system other than IAM-IS Routine and Planned
Maintenance System to undertake the activities listed in Section 25.4.3(8) of the
contract.
The Provider may choose whether to use IAM-IS or a separate system to
manage customer enquiries. In the event that a separate system is used, the
Provider must also record network-related customer enquiries in IAM-IS using
the Employer-provided interface.
The Provider will record data about network incidents in IAM-IS, using the
Employer-provided interface to its Incident Response Data Management
System.
The Employer is responsible for ensuring the availability of the following:
i. The IAM-IS Production System;
ii. The IAM-IS FTP Site as described in the Interface Document set;
iii. The IAM-IS Web Service as described in the Interface Document set.
The Provider must provide and maintain any system interfaces between IAM-IS
Routine and Planned Maintenance System and the Provider’s systems required
to meet their obligations under this contract.
The Provider is responsible for delivering competent resource to ensure the
maintenance and ongoing operation of interfaces to IAM-IS from its ICT estate.
The Provider must nominate individuals who will be made available to act as
technical IAMIS system trainers in their organisation. These individuals must be
made available for IAM-IS ‘train the trainer’ activities for up to fifteen days per
financial year, and must maintain a record of the IAM-IS training received by staff
members in their organisation.
C.2 Maintenance Management in IAM-IS

C.2.1 General
For carriageway inventory assets, as defined in Part 2 of this document, the
following routine and planned maintenance activities are to be recorded in the
Employer’s Routine and Planned Maintenance System:
• Network Inspections
• Asset Inspections
• Routine/planned maintenance
Routine and Planned Maintenance activities including but not limited to
inspections and maintenance for Structures assets are to be recorded in the
Employer’s Structures data management system.
inspections and maintenance for Geotechnical assets are to be recorded in the
Employer’s Geotechnical data management system.
inspections and maintenance for Surface and Combined Sub-Surface and
surface Drainage assets are to be recorded in the Employer’s Routine and
Planned Maintenance System.
DMRB CD 535 and CS 551 Drainage activities are to be recorded in the
Employer’s Drainage data management system.
All safety defects, Temporary repair or Make safe will be recorded in the
Employer’s Routine and Planned Maintenance system, the Permanent repair for
Technology, Structures and Geotechnical assets are to be recorded in the
Employer’s current Master data systems for these assets, all other Permanent
repairs are to be recorded in the Employer’s Routine and Planned Maintenance
system. Any exceptions to this must be agreed with the Service Manager.
C.2.2 Maintenance Sections and Road Groups
In the Employer’s Routine and Planned Maintenance system the SRN is split into
maintenance sections (Maintenance Sections are currently defined in Section 4
and Section 9 of ADMM – Requirements and Additional Information) for
recording Routine and Planned Maintenance. The Maintenance Sections can be
grouped into groups of sections based upon Inspection and Maintenance Routes
to aid in the scheduling of these activities.
Maintenance Sections currently align with the sections defined in the Employer’s
Pavement Management System; however, this may not be persisted going
forward.
Maintenance Sections are also grouped for reporting purposes within each Area.
The following Figure sets out the Road Group Hierarchy.
Figure C-1 - Road Groups.
C.3 Customer Enquiry and Customer Incident Data in IAMIS

C.3.1 General
Accurate and complete customer enquiry and incident data is a valuable input in
informing effective asset management decision making. It is therefore vital that
the Company has reliable data in this area.
C.3.2 Required and Mandatory Fields Reference
To facilitate this, the reference guide below indicates the required and mandatory
fields to be completed when recording enquiries and incidents.
Customer Enquiry Screen (DOC0150) Required and Mandatory Fields (DOC0150)
Incident Management using Customer Enquiry Screen (DOC0150)
Incident Management using Customer Enquiry Screen (DOC0150)
Mandatory (M) System mandatory and must be completed before being able to save the asset
record.
Required (R) Not system mandatory allowing records to be created and saved prior to the data
for these fields being available. However, they are attributes that the Company
requires to be populated and will be audited by the Company to check
compliance.
Optional (O) To be populated at the discretion of the Provider.
Not Required (N/R) Not required and should not be completed.
Table C-2 - Standard data entry requirement definitions.
2.1.2 Confirm Routine and Planned Maintenance

TBC
2.1.3 Pavement Data Management System (HAPMS)

• System Senior Responsible Owner (SSRO): Finance and Business Services
(FBS)
• Asset Data Senior Responsible Owner (ASRO): Asset Information Group (AIG),
Safety, Engineering and Standards (SES)
• Technical Asset Sponsor: Safety, Engineering and Standards (SES)
Support :
HAPMS Support Team (HAST) (see contact details in Appendix E).
• HAPMS Documentation Index - http://hawacphap013/hapms/ (available
through Highways England extranet)
• HD 28, Pavement Maintenance Assessment.
• HD 29, Data for Pavement Assessment.
• HD 30, Maintenance Assessment Procedure.
• Various standards for carriageway inventory data as referenced in the ADMM
sub processes in this document.
Scope of data:
To provide core data on the pavement asset in support of corporate governance and
to provide a pavement management tool. To provide information for forwarding to the
public on planned road works and incidents.
Facilities within the HAPMS software are provided to update and maintain the following
information:
• Construction: HAPMS contains the definitive record of the physical construction
of the carriageway asset.
• Skidding Resistance Investigatory Level: HAPMS contains the definitive record
of Skidding Resistance Investigatory Levels for the Strategic Road Network.
• Speed Limits: NTIS contains the definitive record of speed limits on the
Strategic Road Network.
• Lane Geometry: HAPMS contains records of lane geometry, including widths,
within the XSP Detail section attribute.

HAPMS: scope of the data
• Construction: It is the responsibility of the Provider to ensure that layer and
material information, including date of construction, are complete and are
updated following completion of maintenance or improvement schemes.
• Skidding Resistance Investigatory Level: It is the responsibility of the Provider
to ensure that all IL’s reflect the correct application of the Employer’s current
policy.
• Speed Limits: It is the responsibility of the Provider to ensure that the speed
limit data is updated following the completion of maintenance or improvement
schemes.
• Lane Geometry: Providers are required to maintain the information within this
attribute including ensuring that lane geometry information is updated
following the completion of maintenance and improvement schemes.
- Carriageway Construction
HAPMS contains the record of pavement construction for the Approved Network
Model. The pavement record is stored against each half lane width (wheel track) and
is to be updated from as-built records following all new construction / maintenance
actions.
- Skidding Resistance Investigatory Levels (IL)
The skidding resistance investigatory levels are set in accordance with the Company
policy as defined in HD 28.
- Speed Limits
The legal speed limit is stored against each section or parts therein, where speed limits
differ over the length of the section.
- Machine Survey Pre-processor (MSP)
MSP is a stand-alone software application for the validation, route-fitting and pre-
processing of data collected during machine pavement condition surveys.
The MSP is owned by the Company and a license is not required to use it on the trunk
road network only.
- Network Occupancy Management System
The Network Occupancy Management System (NOMS) is used for the recording of
lane closures on the Network. It ensures that all works on the Strategic Road Network
have a minimal impact on customers.
- Accident data
The Company is committed to improving safety on its network and to contribute to
achieving the Department for Transport’s casualty reduction targets. Under the
Company’s safety strategy, the ‘operational folder - operational guide to the safety
strategic plan’ sets out guidance for managing safety, provides injury accident data at
both national and local levels, and offers information and advice on data analysis. This
advice includes suggestions for extending traditional problem identification, analysis
and prioritisation techniques and reflecting changes in accident patterns across the
Network.
With the inclusion of accident data within the HAPMS database, those individuals
working in the fields of road safety and maintenance on the trunk road network will
have desktop access to data on injury and fatal accidents.
Accident data available within HAPMS
The accident data in HAPMS relates only to reported injury accidents (no damage-
only data is included). The current policy is to accept only validated data into the
HAPMS system. This validation exercise is undertaken annually and the data made
available between June and August of the following calendar year. The earliest year
that data is available for is 1994.
Accessing accident data using HAPMS
To obtain access to this newly available data, users are directed in the first instance
to the Contact ICT Service Desk (see contact details in Appendix E) with details of
your requirements. (Note the data is automatically available to existing HAPMS users).
Source of the accident data
The data is from the national STATS19 injury accident database. This is a database
held by the Department for Transport and contains all the objective information
recorded by the police when a road traffic accident is reported. The STATS19 form
consists of attendant circumstances, a vehicle record for each accident-involved
vehicle and a casualty record for each casualty, and can be found on the DfT website.
Advice on data usage
Note: Highways England are unable to assure the quality of this data, provided by a
third-party.
This is contained in the operational folder which can be found on the DfT website.
Other sources of trunk road accident information
For additional accident information please continue to use:
• Summaries of the injury accident data relating to the motorway and trunk road
network available in the operational folder (which can be found on the Employer
web site).
2.1.4 Structures Management Information Systems (SMIS)

(FBS)
Support:
• Engineering issues and access support: SMIS Administrator (see contact
details in Appendix E)
• Software or other usage issues Support: Contact ICTService+ (see contact
details in Appendix E)
• BD 62, As Built, Operational and Maintenance Records for Highways
Structures.
• BD 63, Inspection of Highways Structures.
Scope of data:
To provide core data on the structures assets in support of corporate governance, and
to provide a structures management tool.
Provides the functionality to schedule and record routine and planned maintenance
activities for Structures assets.
- Associated Structure Keys
An Associated Structure Key is a cross-reference between two individual structure
keys.
Individual structure keys must be Associated if structures or parts of structures are
either structurally or operationally dependent.
In addition they should be Associated if structures or parts of structures have a
structural or operational relationship.
It is normally intended that Associated Structure Keys are used for structures that are
in relative close physical proximity to each other.
Examples where Structure Keys must be Associated include:
• Separate neighbouring structures carrying related vehicle traffic route(s).
• Neighbouring Structure Keys of large structures or viaducts split over multiple
Structure Keys; i.e. associate only adjoining Structure Keys, 2 or 3 in total,
rather than all sections of a viaduct.
• Neighbouring Structure Keys crossing one another, i.e. total number of levels
at grade separated junctions.
• Structure Keys where a structure is mounted on another structure with a
separate Structure Key or part thereof.
Examples where Structure Keys should be Associated include:
• Existing separate neighbouring bridges within a junction.
• Existing separate neighbouring bridges carrying related vehicle and
pedestrian traffic route(s).
• Demolished and replacement structures at the same location.
• Gantries with digital enforcement camera system(s) (HADECS3) and
accompanying external aspect verification (EAV) mast(s).
New widening and other extensions to structures must be recorded as part of the
inventory of the original structure key.
Historically existing widened or otherwise extended structures with multiple structure
keys should be combined such that they become part of the inventory of the original
structure key.
- Aspirational Requirements/Departure from System
As the Company’s asset data requirements continue to evolve, aspiration
requirements are being developed which cannot yet be supported by the asset data
systems. Elements of the Structures asset data schema presented in the ADMM -
Data Dictionary depart from the current functionality of SMIS. When SMIS is upgraded
or replaced the facility to record the data will be included, until then the below
requirements for mast schemes and surface coatings should be applied.
Mast Schemes - New “Mast Schemes” should only be created where two or more
masts are connected by cables; this includes, but is not limited to, catenary lighting
schemes and bat guidance structures. Masts that are not connected should be
recorded on SMIS as individual “Masts” and issued with their own Structure Keys,
Structure Numbers and inspection schedules. Existing “Mast Schemes” that do not
meet the above criteria, will be converted to individual “Mast” structures in due course.
Surface Coatings - Elements for surface coatings are not yet available within SMIS.
The details of the surface coatings and the elements on which they are applied should
be recorded under the ‘Coating Systems for Steelwork’ or ‘Coating Systems for
Concrete’ part of the SMIS inventory.
2.1.5 Geotechnical Data Management System (HAGDMS)

(FBS)
Support:
HADDMS and HAGDMS Support Team (see contact details in Appendix E)
• HD 41, Maintenance of Highways Geotechnical Assets and associated
documents.
• HD 22, Managing Geotechnical Risks.
• HAGDMS / HADDMS User Manual.
• Handover of Geotechnical As-Built Data Guidance Document.
Scope of Data:
HAGDMS contains the master data set for geotechnical asset management consisting
of inventory and condition data as defined in HD 41 and associated guidance.
It includes data relating to inspections, approvals, defects, investigations and
geotechnical events. Geotechnical As-Built data can be held in HAGDMS, and the
process for achieving this is set out in the Handover of Geotechnical As-Built Data
Guidance Document.
2.1.6 Drainage Data Management System (HADDMS)

(FBS)
Support:
Team: HADDMS and HAGDMS Support Team (see contact details in Appendix E)
• CD 535, Drainage Asset Data and Risk Management (replaces HD 43 and IAN
147).
• CD 535, England National Application Annex to Drainage Asset Data and Risk
Management (replaces HD 43 and IAN 147).
• CS 551, Drainage Surveys (replaces MCHW Volume 5 Section 9 including SD
15).
• LA 113, Road Drainage and the Water Environment (replaces HD 45).
Supporting documents from the HADDMS downloads page:
• HAGDMS / HADDMS User Manual
• Guidance on the assessment of flooding hotspots, priority culvers, priority
outfalls and priority soakaways.
• HADDMS non-asset data (such as flooding and priority registers), as-built
records, attached documents and data packaging requirements.
Scope of Data:
HADDMS is the primary national repository of the Company drainage asset inventory
and its current condition, which supports 'joined-up' processes for the management of
the Strategic Road Network.
The HADDMS is not to be used for recording routine inspections or maintenance
activities.
2.1.7 Environmental Information Systems (EnvIS)

(FBS)
Support:
Team: EnvIS Management Team (EMT) (see contact details in Appendix E).
Associated Documents:
• DMRB Volume 10, Environmental Design.
• IAN 84, Part 1, Introduction.
• IAN 84, Part 2, Environmental Inventory.
• IAN 84, Part 3, Environmental Management Information.
• IAN 84, Part 4, Amnt 2, Data management.
• IAN 84, LuT Version 20110121.
Scope of Data:
EnvIS is a system for defining and categorising the man-made or natural assets within
and surrounding the Strategic Road Network. EnvIS contains environmental data and
is displayed in the Highways Agency Geographical Information System (HAGIS). The
data within EnvIS identifies the asset, location, condition and broad management
requirements.
2.1.8 Technology Performance Management Service (TPMS)

• System Senior Responsible Owner (SSRO): Information and Technology
Directorate (ITD)
Support:
Team: TPMS Helpdesk (see contact details in Appendix E).
Scope of data:
TPMS is an asset management tool containing a central register of inventory
information, together with maintenance records, condition and fault information, for all
Technology Systems, including electrical equipment and roadside infrastructure.
The technology section of the ADMM articulates the existing technology asset
requirement and does not make any change to contractual use of TPMS/SDS or the
way data is handled at present.
2.2 Other Relevant Systems
2.2.1 EPS System

TBC
3 Transfer of Asset Data
This section refers to the generic transfer file format for assets, as detailed in the
ADMM - Data Dictionary; for purposes other than those defined by the individual
systems for the management of those assets.
3.1 General Data Transfer Requirements

The data transfer requirements for individual systems will be as agreed with the
system owners as detailed in Section 2 of this document.

The data transfer requirements for individual systems are as detailed in this
document. In addition, the following requirements apply:
• A separate file must be produced for each type of asset that is being
uploaded.
• All mandatory and required fields must be populated.
• All attribute fields must be included in the file in the order that they are
specified, even if they are not being populated.
• When transferring data with IAM-IS, the field headers must exactly represent
the screen text from configuration workbook for each asset unless otherwise
specified in this manual.
3.2 File Naming Convention

Two versions of the file naming convention are defined for use in the ADMM:
• the extended naming convention (Section 3.2.1) which has been defined in
accordance with the PAS 1192-3 2014.
• the short naming convention (Section 3.2.2) which may be used where there is
no requirement to follow the standard above.
Names should be composed using characters A to Z, a to z, 0 to 9, and the _
underscore character. The following characters should not be used in names: ,. ! “ £ $
% ^ & * ( ) { }[ ] + = < > ? | \ / @ ’ ~ #¬ ` ‘
The name should use _ underscore character as the delimiter.
3.2.1 Extended naming convention

All relevant asset files must adhere to the following naming convention:
HE-Originator ADMM Asset Date Number File type
Code Extension
Originator is a ADMM Feature Date is formed as The Number need The file name
unique abbreviation Code is a four CCYYMMDD. have no should reflect its
for the contract, it character code. significance, other format using the
shall be 2 to 6 than to give a appropriate
characters long. unique file name. It extension (i.e. .csv)
shall be 2
characters and
contain leading
zeros. The default
value will be 01.
Example: HE_09_ SABO_20150713_01.csv
Table 3-1 – Extended name convention.
3.2.2 Short naming convention

All asset files must adhere to the following naming convention:
ADMM Asset Code Date File type

ADMM Feature Code is a four Date is formed as CCYYMMDD. The file name should reflect its
character code. format using the appropriate
extension (i.e. .csv)
Example: SABO_20150713.csv
Table 3-2 – Short name convention.
3.3 Permitted Types of File Format for the use in Data

Transfer Files
The following data file types should be used where applicable and unless otherwise
specified.
• Non-geometric data: csv – comma separated text file
• Geometric data: shapefile – a file containing geometric data and attributes.
3.3.1 Guidance for the use of Text Files

D. Special requirements for the use of comma separated text files

in IAM-IS
Below is the csv file format for loading assets.
1. A separate csv file must be produced for each asset that is being loaded.
2. All attribute fields must be included in the csv file even if they are not being
populated.
3. All mandatory fields must be populated.
4. Field headers must exactly represent the screen text from configuration
workbook CW0003 for each asset.
5. Fields must be separated by a comma.
ASSET INFORMATION LOCATION INFORMATION

<START
<Asset <Asset <Asset
<SECTION <START <END DATE
Attribute Attribute ….. Attribute <XSP>
LABEL> CHAINAGE> CHAINAGE> OF
1> 2> 16>
ASSET>
Table D-1 - Bulk Asset Load CSV.
3.3.2 Guidance for the use of Shape Files

A shapefile must comprise at least the following four files:
• a shape format file (*.shp)
• a shape index file (*.shx)
• a shape attribute file (*.dbf)
• a shape projection file (*.prj)
All shapefiles shall be projected to the Ordnance Survey Great Britain 1936
(OSGB1936) datum.
The purpose of storing asset data in a shape file format is to enable an asset to be
spatially referenced against other topographical features. In fulfilling this purpose, the
digitised feature must provide an adequate representation of the shape, position or
form of the asset such as defined in the Topographical Asset Referencing section.
The first row in the shapefile shall contain the column headings in database-ready
form. This will include a different heading with alphanumeric characters and
underscores only. The ADMM – Data Dictionary provides the truncated column
headings for attributes from the following asset classes:
• Buildings
• Carriageway Control
• Drainage
• Environmental
• Geotechnical
• Landscape
• Lighting
• Operational
• Paved Area
• Road Restraint
The column field name must not exceed 10 characters and shall be composed from
the start of the given words, separated by underscores, to remove any ambiguity.
4 Locating Assets
4.1 Topographical Asset Referencing
4.1.1 Point Items

The location of the asset should be recorded as the centroid (geographic centre),
according to the Company’s requirements for spatial referencing (Section 1.1) unless
additional requirements are specified.
Recorded assets must not overlap other recorded assets unless this is the true
representation of asset.
Figure 4-1 – Point item spatial referencing example.
4.1.2 Linear Items

The location of the asset should be recorded with the start/end point with sufficient
vertices to ensure an accurate spatial representation of the centre line of the asset,
according to the Company’s requirements for spatial referencing (Section 1.1) unless
additional requirements are specified. These requirements apply to the vertices and
vectors between vertices as well as the whole asset.
For a linear asset which connects to another asset, the digitised feature must be
snapped onto the connecting asset digitisation creating a contiguous feature.
Digitised features must not overlap other features unless this is the true representation
of asset.
Figure 4-2 – Linear item spatial referencing example.
Note: when recording linear assets which may run perpendicular to the network
idealisation (e.g. Footways or Steps) convention must be followed to ensure that,
where present, attribute values for “Start Chainage” and “End Chainage” have a
minimum difference of 1m. This is to ensure the asset is compatible with linear
referencing systems.
4.1.3 Polygon Items

The location of the asset should be recorded with sufficient vertices to ensure an
accurate spatial representation of the boundary or outline of the asset, according to
the Company’s requirements for spatial referencing (Section 1.1) unless additional
requirements are specified. These requirements apply to the vertices and vectors
between vertices as well as the whole asset.
For a polygon asset which borders another polygon asset it must be snapped onto the
bordering asset so it is contiguous.
Digitised features must not overlap other features unless this is the true representation
of asset.
4.2 Linear Asset Referencing

For each asset collected, the relevant Section Label and the Start and/or End chainage
from within the section shall be associated with the Company’s 1:2500 Network
Idealisation (see Table 4-1).
funct_name
direc_code
sec_length
area_name
dual_name
sect_label
0200A1/156 710 Main Carriageway Area X NB Dual Carriageway (Nominated)

0200A1/188 1586 Main Carriageway Area X NB Dual Carriageway (Nominated)
0200A1/173 1719 Main Carriageway Area X SB Dual Carriageway (Not Nominated)
0200A1/152 211 Roundabout Area X CW One Way Single Carriageway
Table 4-1 - Example of the Employer's 1:2500 Network Idealisation attributes.
For the calculation of chainage from spatially located assets, the spatial coordinate at
any given point shall be projected tangentially to the section and the distance then
calculated from the first vertex based upon the actual length of the section in the
direction of travel. Start chainage shall always be less than the end chainage.
For Motorways and Dual Carriageways; each carriageway has a separate section, and
therefore chainage will always increase with the direction of referencing.
However, Single Carriageways have one section relative to both directions of travel:
• The lanes which share direction of travel with the direction of referencing, will
have increasing chainage (for example – Left Permanent Lane 1 in XSP terms
(see Section 9.5)).
• The lanes which have direction of travel opposite to the direction of referencing,
will have decreasing chainage (for example – Right Permanent Lane 1 in XSP
terms (see Section 9.5)).
4.3 Nominated Carriageway

Assets which are relative to or shared between two separate sections i.e. a Double
Sided VRS in the central reserve of a dual carriageway shall be recorded in the
nominated carriageway only, which will negate the potential to record an asset twice
i.e. in both direction thus “double booking” assets.
4.4 Boundary Extents

All assets shall be collected within the highway boundary, defined between boundary
fences, walls, hedges and other similar features for mainline sections. For other areas,
the following rules shall apply if adjoining 3rd party roads/sections;
• Junctions, End of Exit Slip and beginning of Entry Slips – Give Way Road
Markings perpendicular across the carriageway (feature included)
• Roundabouts
o On carriageway features (Road Markings etc.) - Outside of Kerbs and/or
Road Markings (both features included)
o Off carriageway features (Signs, Lighting Points etc.) – Within 10m of
the on carriageway features stated above
• For Drainage Asset follow the guidance set out in CD 535.
5 ADMM Conventions and Definitions
5.1 Hierarchy, Parent/Child, & Reference IDs

There are some assets defined in the ADMM – Asset Data Dictionary which possess
relationships, either:
• A direct parent-child relationship (i.e. where a child asset or component must
have a relevant parent). Where an asset has potential children, these
relationships are displayed in the Asset Hierarchies tab of the Data Dictionary.
E.g.:
Figure 5-1 – An example of a ‘parent-child relationship’.
Parent-child relationships are only listed in one direction, e.g. the child asset
will refer to its parent, and not vice versa. All child assets will have the attribute
“Reference ID”; pointing to the “System ID” of the parent asset, creating an
association.
• A non-obligate referential relationship, where two independent asset objects
may have a relevant connection. E.g. a Sign Face (SNSF) is attached to a
supporting structure, but the kind of support may vary (Structure, Post, Mast,
etc.) thus there is no definitive parent, only an association.
• Referential relationships are also indicated in only one direction, e.g. one
asset referring to the other, and not vice versa, with one asset
possessing the “Reference ID” field, pointing to the “System ID” of its
partner. As this relationship is more flexible, there will typically be
accompanying attributes to indicate the nature of the partner asset.
5.1.1 Populating Reference IDs:

Note, when original data is provided by suppliers it will not yet possess “System IDs”
(these are generated upon import to the relevant data system). Thus, at this stage in
the data lifecycle, the “Reference ID” field should be populated with the “Source ID” of
the parent.
It is the responsibility of the System owners to facilitate translation, updating all
“Reference ID” fields with the “System ID” of the parent as they are populated in the
data system.
5.2 Asset Codes

Asset codes have been assigned against each asset in the ADMM – Data Dictionary.
Each code has four characters and is either defined by Section 2.3 of IAN 184 or
formed using the method below:
The first two letters are derived from the assets class; i.e. Drainage = DG, Technology
= TE. The last two letters are derived from the assets name; i.e. Catchpit = CP,
Cabinets Assets = CB.
These four letter combine to form the four character asset code; i.e. Catchpit = DGCP,
Cabinets Assets = TECB.
Note: Objects that act as a component of the primary asset have not yet been assigned
asset codes. This is mainly applicable to Pavement, Structures and Technology
assets.
5.3 Attribute Statuses

The status of an asset attribute can be held as one of five categories:
• System - the field is mandatory for the functioning of Highways England's asset
data systems. However, it will be populated by the relevant system/transfer
process.
• Note: not to be confused with Asset Data Category = System.
• Mandatory - the field must be populated by the data provider.
• Required - the field must be populated by the data provider, for all new data
entered/updated from the adoption of the ADMM version it was implemented.
However it is not mandatory to retrofit existing data to include these values,
unless otherwise instructed.
• Note: This exists as a mechanism to introduce new requirements -
phasing in the change to data in order to diminish impact to the business.
In time, these fields will typically migrate to a Mandatory status.
• Optional - the field can be populated where it is considered to be of benefit to
the user/business.
• Conditional - the field only requires population based on a conditional
requirement of related data, e.g. if a related attribute is populated. These
requirements will be detailed in the attribute "Constraints".
5.4 Data Formats

The format of an asset attribute can be held as one of seven categories:
• Boolean – a data format that only has one of two possible values (this will most
likely be either ‘Yes or No’ or ‘True or False’).
• Date – a data format that must be recorded as a date. This will take the following
forms: DD-MON-YYYY or DD-MM-YYYY.
• Decimal - a data format that must be recorded as positive or negative whole
number, this is separate from the fractional part of a decimal by a decimal point.
Further constraints can be applied to this format.
• Integer – a data format that must be recorded as a positive or negative whole
number or zero. Further constraints can be applied to this format.
• String – a data format used for values made up of an ordered sequence of
characters. Further constraints can be applied to define the maximum amount
of characters permitted.
• Time – a data format used for attributes that require a defined time. The 24
hour clock format is used where HH=hour, MM=minute and SS=second. This
will take the following forms: HHMM or HHMMSS.
5.5 Shapefile Names

The ADMM Data Dictionary defines the schema for data to be captured, populated,
and transferred. Data is typically transferred in the form of an ESRI shapefile; due to
a technical limitation with this file type, the maximum length for a shapefile field header
is ten characters.
As such, many of the attribute names within the ADMM require truncation to be listed
as shapefile names. To ensure uniqueness, an approach has been devised, and the
recommended shapefile names listed as a specific field against the attributes in the
Data Dictionary.
5.6 Translation Schema

The ADMM Data Dictionary defines the schema for data to be captured, populated,
and transferred. However, individual asset data systems may have differing
terminology and structure for their internal data architecture. This does not impact the
requirement, however facilitates the system operation and working functionality.
As such, assets may require a translation schema, to map their attributes to the
relevant values in a specific system – facilitating the handover and loading of data.
Where relevant these translation fields have been defined in the ADMM Data
Dictionary. These are shown as specific fields against the attribute values at the
individual asset level.
Note: system translation entries are not currently present for all assets (only Drainage,
Geotechnical and Technology asset classes possess translation at present).
E. Asset coding for use in IAM-IS

The asset data dictionary contains the Company’s asset coding structure. Until the
IAM-IS system is updated to reflect the current asset coding system, the following
translation of asset codes shall be used by the Provider.
Asset Type IAM-IS Asset Code Asset Code
Arrester Bed ARBE RRAB

Bridleway BRDW NMBW
Carriageway Gate CWGA FEGA
Cattle Grid CATL FECG
Central Island CEIS MLCI
Centre Reserve CERE MLCR
Communication Cabinet COCB MCCC
Crash Cushion CRCU RRCC
Crossover XOVE MLOX
Cycle Track BIKE NMCT
Depot DEPO GNDP
Detector Loop DELO MCDL
Distribution Point DIPO MCDP
Emergency Response EMTB MCET
Telephone Cabinet
End Terminal EDTM RRET
Feeder Pillar FEPI LGFP
Fence Gate FEGA FEFG
Fence, Barriers and Wall FEBW FEFB
Footway FOOT NMFW
Handrail HNDR FEHR
Hard Standing HDST PVHS
Hatched Road Marking HARM MKHM
Hedge HEDG LSHD
Highway HWAY PVHW
Kerb KERB KFKB
Layby LABY PVLB
Lighting Point LIPO LGLP
Longitudinal Road LORM MKLR
Marking
Mast (Non-Structural) CCTV MAST
NMU Crossing NMUX NMNC
Pedestrian Crossing PEDX NMPX
Pedestrian Guardrail PEGR RRPG
Post (Signs) SGPO SNPS
Reference Marker RFMP MKRM
Rest Area RSTA PVRE
Retaining Wall REWA RWYS
Road Stud ROST MKRS
Safety Bollard SABO RRSB
Sign Face SGFA SNSF
Snow Gate SNGA FESG
Spill Kit SPKT LSSK
Steps STPS MNST
Stile STIL FESI
Switch Room SWRM GNSR
Traffic Signal TRSI SNTS
Transverse & Special TRRM MKTM
Road Marking
Tree TREE LSTR
Verge VERG GTVE
Vehicle Restraint VRS RRVR
System
VRS Add ON Motorcycle MCPR RRVA
Protection
Table E-1 - Translation of asset codes.
In addition, the following assets are defined in IAM-IS.

Asset Type IAM-IS Asset Code
Channel CHAN
Soft Estate SOFT
Table E-2 - Additional asset codes.
5.7 Dates
Mandatory date-format attributes exist within the data requirement – thus they must
have populated values to be accepted. This however can present conflict when dealing
with unknown (past) dates, and yet-to-occur (future) dates.
The following applies globally to all date-format attributes:
1. Date fields within the ADMM must be populated under the following guidance:
a. Historic dates refer to occurrences in the past (e.g. Date of
Construction/Installation, Asset Start Date).
b. Future dates refer to occurrences yet-to-occur (e.g. Asset End Date).
c. Known historic dates must be populated accurately, where information
is available.
d. Unknown historic dates must be populated as “01-JAN-1900”, unless a
more accurate estimate is available.
e. ALL future dates must be populated as “01-JAN-3000”. Dates must not
be updated to their true value until on or after, the date in question (e.g.
when they change to historic dates).
The following date-format attributes are mandatory within the data requirement:
Attribute Name
Date of Construction
End Date
Start Date
Date of Installation
Date of Manufacture
Date of Last Detailed Inspection
Date of Last Electrical Test
Date of Equipment Commission
Date of Last Lamp Change
Last Detailed Inspection
Last Electrical Test
Traffic Accumulation Date
Date of Last Survey
Effective Date
Table 5-1 - Date-format attributes mandatory within the data requirement.
6 ASC and Asset Data Management
F. Asset Data Lifecycle Requirements

This Section details the asset data lifecycle requirements that the Provider must
deliver to ensure complete, current and accurate asset data. Further asset-specific
processes are detailed in Part 2 of this document.
The asset data lifecycle requirements are specific instances of the generic data
lifecycle stages described in the ADMM - Principles and Governance, as shown in
the Table below.
Generic Data Lifecycle Stage Specific Data Lifecycle Requirement
Capture/Update  F3 Asset Data Update Post Works

F4 Asset Data Post Works Population/Update (Other Schemes)
F5 Asset Data Update Post Assessment/Survey
F6 Planning and Recording Asset Inspections
F7 Routine and Planned Maintenance Inspections
F8 Planning and Recording Routine and Planned Maintenance Activities
F9 Managing and Recording Customer Enquiries and Incidents
Share  F1 Asset Data Requests from the Employer

F2 Other Asset Data Requests
F10 Major Schemes
Table F-1 - Mapping Specific Data Lifecycle Requirements.
F.1 Asset Data Requests from the Employer

F.1.1 Scope
All asset data held by the Provider for and on behalf of the Employer.
F.1.2 Outcome
The Employer and any third party acting on behalf of Employer have access to asset
data held by the Provider in a timely and consistent manner to support a number of
activities including but not limited to:
o S278s
o Major Projects
o Data analysis projects
F.1.3 Requirements
• The Provider will respond to all requests for asset data held by them within
10 working days.
• Will respond to requests for information from the Employer’s Network Auditor
to ensure that the Approved Network Model is up to date and for data relating
to the Network within 20 working days
• The Provider will provide the asset data in the format agreed by the
Employer’s Service Manager.
• The Provider is required to provide data on request from the Employer in the
standard export format from the respective prime asset data system. Unique
asset IDs from the Company’s prime asset data system (see text box B.1 of
section 2.1) must always be included with any data submitted.
• The Provider will:
o Ensure the requested data is complete;
o Ensure the requested data is current;
o Ensure the requested data is accurate; and
o Provide any required context to ensure the data is understood by the
Employer.
F.2 Other Asset Data Requests

Asset data is used by a number of different individuals and organisations internal
and external to the Employer. Data is owned by the Employer and only the Employer
can authorise their distribution externally.
Care should be given to distributing asset data as without proper context it can be
easily misinterpreted causing reputational damage to the Employer and the
Provider.
F.2.1 Outcome
Access to the Employer’s asset data is only provided to authorised persons for
approved purposes and with appropriate context to prevent unintentional
misinterpretation.
F.2.2 Requirements
• The Provider will not release asset data without the prior approval of the
Service Manager.
• The Provider will ensure that all third party asset data requests received
directly are:
o accurately recorded; and
o passed to the Employer’s Service Manager within one working day.
F.3 Asset Data Update Post Works

After completing any works activity the Provider is required to update the relevant
prime asset data systems with changes to inventory, construction and condition data
in a complete, accurate and timely manner.
F.3.1 Scope
• All schemes carried out as part of the ASC contract.
• Data Categories to be updated are likely to include, but not be limited to:
o Inventory
o Construction
o Condition
o Maintenance
• Changes to the Approved Network Model are specifically excluded from this
process as they are covered by Section 9.
• Where alternative options for the capturing and storing asset data and
information records are required (see text box B.3 in Section 2.1 - Capture
and Storage of Data outside Employer Asset Data Systems).
F.3.2 Outcome
The Employer or any third party acting on behalf of Employer has complete, current
and accurate asset data in the relevant prime asset data systems on completion of
the Provider’s schemes in a timely manner.
F.3.3 Requirements
F.3.3.1 Scheme-specific Requirements
• For all Schemes, with the exception of Structures Major Modification
Schemes, and elements of schemes where any pavement construction layer
is changed, the Provider will update the relevant prime asset data system, as
detailed in section 2.1 (text box B.1), with the new As-Built/survey asset data
within two months of completion of the scheme/survey on site as defined in
Service Information of the contract.
• For Structures Major Modification Schemes, the Provider will update the
Employer’s Structures Data Management System with the new inventory
data at least one month prior to the Pre-Opening Inspection (POI) as defined
in the BD 62.
• Where schemes result in any changes to any pavement construction layer
the Provider will update the Employer’s Pavement Data Management System
with the new pavement construction inventory data within 4 weeks of the
completion of works.
• For all Schemes that update Carriageway Inventory data, as defined in Part
2, including works to correct defects, the Provider will, on receipt of the asset
data records from the Scheme Contractor, update the relevant prime asset
data systems, as defined in section 2.1 (text box B.1), with the new As-
Built/Installed Carriageway Inventory asset data within two months of
completion of the scheme/survey on site as defined in the contract. This
includes clearing defects from the Employers Routine and Planned
Maintenance System that have been rectified or removed by the scheme.
F.3.3.2 General Requirements
• The Provider will ensure all data changed by the scheme is updated in the
relevant prime asset data system in their entirety.
• The Provider will ensure the data changed by the scheme is updated
accurately into the relevant prime asset data system.
F.4 Asset Data Post Works Population/Update (Other Schemes)

The Employer may instruct to others to carry out schemes on the Network managed
by the Provider. In these circumstances the Provider is required to ensure that the
asset data is available in the relevant asset data system in a complete, current,
accurate and timely manner.
F.4.1 Scope
This includes, but is not limited to;
• Major Project Schemes
• Managed Motorway Schemes
• Technology Schemes
o Inventory
o Condition.
F.4.2 Outcome
The Employer or any third party acting on behalf of Employer has complete, current
and accurate asset data in the relevant prime asset data systems on completion of
schemes in timely manner.
F.4.3 Requirements
F.4.3.1 Scheme-specific Requirements
• For all Schemes, with the exception of Structures Major Modification
Schemes, and elements of schemes where any pavement construction layer
is changed, the Provider will update the relevant prime asset data system, as
defined in section 2.1 (text box B.1) with the new As-Built asset data within
one month of receipt of the asset data records from the Scheme Contractor.
• For Structures Major Modification Schemes, on receipt of the Inventory Data
the Provider will upload the structures inventory data as defined in the BD 62
and BD 63 into the Employer’s Structures Data Management System at least
one month prior to the Pre-Opening Inspection (POI).
• Where schemes result in any changes to any pavement construction layer
the Provider will update the Employer’s Pavement Data Management System
with the new pavement construction inventory data within 4 weeks of the
completion of works.
• For all Schemes that update Carriageway Inventory data, including works to
correct defects, the Provider will update the relevant prime asset data
systems as defined in section 2.1 (text box B.1) with the new As-
Built/Installed Carriageway Inventory asset data within one month of receipt
of the asset data records from the Scheme Contractor. This includes clearing
defects from the Employers Routine and Planned Maintenance System that
have been rectified or removed by the scheme.
• The Provider will ensure all asset data changed by the scheme or survey are
updated in the relevant prime asset data system in their entirety.
• The Provider will ensure the asset data changed by the scheme or survey
are updated accurately into the relevant prime asset data system.
• The Provider is responsible for being aware of any changes to the network
and facilitating the update of asset data into the relevant asset data system.
• The Provider will agree with the Service Manager the format for the Scheme
Contractor to provide the data in.
• Where the Scheme Contractor uploads data to the relevant asset data
system(s) on behalf of the Provider, the Provider shall remain ultimately
responsible for all data uploaded into the asset information system.
• On completion of the data load the Provider will carry out a check of the data
loaded and once satisfied with the quality sign off the data as complete and
correct.
F.5 Asset Data Update Post Assessment/Survey

The Provider is required to undertake surveys on the Network during the Contract
Period to ascertain the condition of the asset for schemes or general condition
monitoring.
F.5.1 Scope
• All surveys instructed by the Provider or Service Manager during the Contract
Period including but not limited to;
o All surveys identified under the Provider’s Maintenance Requirements
Plan (MRP)
o Drainage condition surveys
 Validation Survey
 Priority Asset Survey
 Filter Drain Condition Survey by Ground Penetrating Radar
(GPR)
 All Assets Condition and Connectivity Survey
 Pipework and Chambers Defect Survey by CCTV
 Pipework Geometric Survey by Laser Profiler
o Pavement Visual Surveys
o Pavement Condition Surveys
 Ground Penetrating Radar (GPR)
 Deflectograph
 Falling Weight Deflectometer (FWD)
 Coring
 Trial Pits
o Bridge Assessment Surveys
o Topographical Surveys (including aerial surveys)
o Land Ownership Surveys
o Lighting and Electricity Surveys
• All Provider Assessments/Surveys must comply with the data requirements
defined in the relevant survey standards (HD 28 & HD 29).
o Inventory
o Condition
F.5.2 Outcome
All Provider and Service Manager instructed survey data is available, in the relevant
Employer’s or Provider’s asset data system as defined in the contract, in a complete,
accurate and timely manner.
F.5.3 Requirements
• The Provider will ensure survey data is provided in the correct format as
defined by the relevant standards.
• All Provider commissioned survey data will be loaded by the Provider into the
relevant asset data system within two months of completion on site of the
survey.
F.6 Planning and Recording Asset Inspections

The Provider is required to plan and undertake inspections as defined in the relevant
standards, the AMOR document and their MRP. The Provider must record the
planning and execution of these activities in the relevant master asset data system.
F.6.1 Scope
• All Provider Asset Inspections defined in the AMOR and MRP.
o Inventory
o Operation
o Condition.
F.6.2 Outcome
The Employer is able to access or be supplied in a timely manner by the Provider,
complete, current and accurate asset and other network inspections (e.g. Safety
Patrols/Inspections) data from the relevant prime asset data systems (see section
2.1, text box B.1).
F.6.3 Requirements
F.6.3.1 Requirements for Paved Areas, Carriageway Inventory and Network
Inspections
• The Provider must manage the scheduling and recording of all Paved Areas,
Carriageway Inventory Assets and Network Inspections through the
Employer’s Routine and Planned Maintenance System (as defined in section
2.1.1, text box C.1 and C.2). All inspection data/records created from these
inspection types should be loaded onto the system within 24 hours of
completion of the inspection on site.
• The Provider will capture and hold as a minimum the following records after
a Paved Area, Carriageway Inventory and Network Inspection;
o Details of relevant inspections (including but not limited to defects)
o Details of actions taken in respect of the performance including
response to incidents, winter service provided and temporary
protective measures and repairs
• The Provider will also capture a “before” photograph of the completed defect
and reference it to the defect either in the Employer’s Routine and Planned
Maintenance System (as defined in section 2.1.1, text box C.1 and C.2) or
locally to be agreed with the Service Manager. If held locally the Provider
must be able on request from the Service Manager be able to provide the
relevant photographs of defects within a reasonable time period.
F.6.3.2 Requirements for Structures Inspections
• The Provider must complete and “authorise” Inspections in the Employer’s
Structures Data Management System within three months of the inspection
taking place.
F.6.3.3 Requirements for Drainage Inspections
• The Provider must complete all Routine Inspections in the Employer’s
Routine and Planned Maintenance System (as defined in section 2.1.1, text
box C.1 and C.2) within one month of the inspection taking place.
• The Provider must complete and upload all CS 551 surveys to the Employer’s
Drainage Data Management System (as defined in section 2.1.1, text box C.1
and C.2) within one month of the survey taking place.
F.6.3.4 Requirements for Geotechnical Inspections
• The Provider must approve all inspection data in the Employer’s
Geotechnical Data Management System, within 3 months of the completion
of the inspections programmed for any given inspection season.
• The Provider will ensure all data captured through their inspection regimes
as defined in the AMOR and MRP documents are updated in the relevant
asset system in their entirety.
• The Provider will ensure that following receipt of Delivery Partner inspection
records for Major Schemes, data is uploaded into the relevant asset system
in its entirety. Further guidance is available within Section 8 of this document.
• The Provider will ensure the data captured through their inspection regimes
as defined in the AMOR and MRP documents are updated accurately into the
relevant asset data system.
F.6.3.6 Requirements for Condition Inspections
The ADMM – Data Dictionary articulates the requirement, based on the IAM-IS
Configuration Workbook, to capture data pertaining to condition inspections. Table
F-2 outlines the condition grades that can be assigned to a selection of assets.
Asset Class Asset Name Condition Grading
Not As Condition Condition Condition Condition Start of

Applicable New 02 03 04 05 Contract
0 1 2 3 4 5 6
Carriageway Hatched Road       

Control Marking
Carriageway Kerb       
Control
Carriageway Post (Signs)       

Control
Carriageway Reference       
Control Marker
Carriageway Road Stud       

Control
Carriageway Sign Face       

Control
Carriageway Transverse       
Control and Special
Road Marking
Landscape Bridleway       
Landscape Carriageway       
Gate
Landscape Cattle Grid       
Landscape Central Island       
Landscape Central       
Reserve
Landscape Crossover       
Landscape Cycle Track       
Landscape Fence Gate       
Landscape Fence,       
Environmental
Barrier & Wall
(non-structural)
Landscape Footway       
Landscape Handrail       
Landscape NMU       
Crossing
Landscape Pedestrian       
Crossing
Landscape Snow Gate       
Landscape Spill Kit       
Landscape Steps       
Landscape Stile       
Paved Area Hard Standing       
Paved Area Rest Area       
Road Arrester Bed       

Restraint
Road Crash       
Restraint Cushion
Road End Terminal       

Restraint
Road Pedestrian       
Restraint Guard Rail
Road Safety Barrier       

Restraint (Steel)
Road VRS Add On       

Restraint Motorcycle
Protection
Table F-2 – Assets that can be assigned condition based on the IAM-IS condition grading.
F.7 Routine and Planned Maintenance Inspections
This covers all types of Network Inspections and all Asset Routine and Planned
Maintenance Inspections (for Assets as defined in ADMM – Asset Data Dictionary).
F.7.1.1 Asset Inspections
Asset Inspections are recorded against individual assets to provide an explicit record
of inspection and to allow the Provider to build up asset based knowledge to inform
their risk based approach to Routine and Planned Maintenance activities. An
example of an Asset Inspection would be a Detailed Inspection or Lamp Scout.
The Provider is able to determine 10 asset based inspection types and as many
network based inspections as required based upon the safety inspection
configuration.
At the beginning of the contract the Provider will set out the names of Inspection
Types 1 through to 10 in their MRP and these will be used in reports produced from
the Employer’s Routine and Planned Maintenance System.
Asset Inspection Type Example inspections

Inspection Type 1 Detailed
Inspection Type 2 Condition
Inspection Type 3 Structural
Inspection Type 4 Electrical
Inspection Type 5 Night Time
Inspection Type 6 Day Time
Inspection Type 7 Principle
Inspection Type 8 General
Inspection Type 9 Special
Inspection Type 10 Risk Based
Table F-3 - List of Inspection Types and Example Inspections.
The above examples are for indicative purposes only and it is the responsibility of
the Provider to establish their own inspections.
Each asset should have the same type of inspections against each Inspection Type.
If a departure from this is required then this must to be agreed with the Employer’s
Asset Information Group.
Defects identified through Asset Inspections must be applied to the individual asset
being inspected unless:
1. The Asset is not in the Routine and Planned Maintenance system
2. The Asset ID is not easily identifiable when out on the network
3. An agreement to depart from this requirement has been reached with the
Service Manager
F.7.1.2 Network Inspections
Network Inspections are recorded against the Maintenance Section or Inspection
Route (group of sections). An example of a Network Inspection would be a Safety
Inspection.
The Provider is able to determine the type of Network Inspections they need to
undertake as part of their MRP (for example Safety Inspections and Patrols).
Network Inspections in the Employer’s Routine and Planned Maintenance system
are recorded against Maintenance Sections not individual assets, though where
possible defects should be applied to the asset where it is practical to do so.
F.7.1.3 Inspection Activities and Defects
An Inspection Activity groups types of defects by the asset and inspection type, for
example an Electrical Inspection Activity groups Electrical Defects that can be
applied to a Lighting Point asset whilst undertaking an electrical inspection of assets
with electrical components.
Network Inspection Activity and Defects
Network Inspections are recorded using the Safety Inspection (SI) Activity in the
Employer’s Routine and Planned Maintenance system and any defect of any priority
can be captured.
Asset Inspection Activities and Defects
The Employer has defined a national set of Inspection Activities grouping Defects
and associating them to the relevant assets that the Provider will use when carrying
out Asset and Network Inspections.
Defect Priorities
When a defect has been found the Provider is required to select a defect priority to
assign to the defect based upon their MRP. The following defect codes are to be
used by the Provider in the Employer’s Routine and Planned Maintenance system.
Defect Code Defect Meaning
SFTY Safety Priority

NSFH Non-Safety High Priority
NSFM Non-Safety Medium Priority
NSFL Non-Safety Lower Priority
Table F-4 - Defect Priorities.
Defect Attributes
To enable the Provider to record the size and dimensions of the defect to support
their delivery against the AMOR defects records in the Employer’s Routine and
Planned Maintenance system have attributes configured based upon the AMOR
measures.
Defect Repairs
Each defect can be assigned two types of repair in line with the AMOR, Make Safe
and Repair. Defects for the following assets can only have a Make Safe repair type
as the Permanent Repair is either managed in a different asset data system or it is
not the responsibility of the Provider.
IAMIS Code Inspection Activity
ST Structures - MRP Insp - Safety
TS Road Traffic Signals - MRP Insp - Safety
GE Geotechnics - MRP Inspection - Safety
Table F-5 - Safety Only Defects.
Defect Works Orders

The Provider will use the Employer’s Routine and Planned Maintenance system to
record works undertaken to rectify defects identified through Asset and Network
Inspections via Defect Works Orders.
The Make Safe and Repair activities are recorded on separate lines within the Works
Order.
Works Order Automation Rules
The Provider can set up rules which automatically add defects and their repairs to
Works Orders when they are uploaded to the Employer’s Routine and Planned
Maintenance system.
Routine and Cyclic Schedules and Works Orders
The Provider shall use the Employer’s Routine and Planned Maintenance system to
schedule and instruct routine and cyclic works.
Closing Defects Cleared By Schemes
Where a scheme has cleared defects the Provider must close them out on the
system so that they do not remain available giving a false condition of the asset. The
Provider will do this by raising a small scheme works order and selecting the
Scheme Type (e.g. Lump Sum, Roads Renewals) and adding the defects to that
works order and closing it down. The Provider must record the PIN and their internal
project code for the scheme in the flexible attributes of the works order.
Bill of Quantity Format
Bills of Quantity (BoQs) are used to record the activity being instructed by the works
order from the Employer’s Routine and Planned Maintenance system. They also
record the number/length of assets and defects repaired or maintained in a budget.
First Four Middle Two Next Two Characters Last Character
Characters Characters
BoQ These relate These relate to These relates to either This is a sequential
Explanation to the asset the activity the Area number (e.g. number of the condition
type type 13) if it is Area specific based upon an attribute
or reads 00 if it is a of the asset (e.g. type =
national BoQ. warning sign) and set
against the SoR in the
Cyclic Maintenance
Rules form MAI3626.
00 = no condition all
assets of this type
BoQ in Words Sign Face Cleansing All signs of type
Warning
BoQ Code SGFA CL 13 1
BoQ Code as
SGFA_CL131
written
Table F-6 - BoQ Format.
Budget Types
The budget types in the Employer’s Routine and Planned Maintenance system are
called Item Code Breakdowns (ICBs). Each ICB is linked to a line in the pricing
schedule and the Annex 5 Cost Capture requirements from the contract.
Item Sub Item Sub Sub Item Work Category Type of Item Code Break
Code Code Code Name Scheme Down ID
40 80 10 Drainage - Repair LU 408010
Table F-7 - Budget Type (ICB) Example
F.8 Planning and Recording Routine and Planned Maintenance Activities

The Provider is required to undertake routine and planned maintenance activities to
support the AMOR document outcomes as defined in the Provider’s MRP.
F.8.1 Scope
Routine and Planned Maintenance Activities including but not limited to:
• Defect Rectification
• Defect Monitoring
• Cyclic Maintenance (e.g. Sign Cleaning)
• Cyclic Replacements (e.g. Lamp Replacements)
o Inventory
o Condition
o Operation
o Maintenance
F.8.2 Outcome
The Employer is able to access or be supplied in a timely manner by the Provider,
complete, current and accurate routine and planned maintenance data from the
relevant prime asset data systems (see section 2.1.1, text box C.1 and C.2).
F.8.3 Requirements
F.8.3.1 Requirements for Paved Areas, Carriageway Inventory and Network
Maintenance Activities
• The Provider must manage the scheduling and recording of all Paved Areas
and Carriageway Inventory Asset and Network Routine and Planned
Maintenance Activities through the Employer’s Routine and Planned
Maintenance System (as defined in section 2.1.1, text box C.1 and C.2).
• Works order line completions will be uploaded within one working day of
completion of the defect repair or maintenance activity.
• The Provider will capture and upload to the Employer’s Routine and Planned
Maintenance System (as defined in section 2.1.1, text box C.1 and C.2) as a
minimum the following records after a Paved Area, and Carriageway
Inventory Maintenance Activities;
o Details of relevant defect repairs
o Details of Routine and Planned Maintenance Actions.
• The Provider will also capture an “after” photograph of the completed defect
and reference it to the defect either in the Employer’s Routine and Planned
Maintenance System (as defined in section 2.1.1, text box C.1 and C.2) or
locally to be agreed with the Service Manager. If held locally the Provider
must be able on request from the Service Manager be able to provide the
relevant photographs of defects within a reasonable time period.
F.8.3.2 Requirements for Structures Maintenance Activities
• The Provider must schedule Routine and Planned Maintenance Activities and
record the outcomes in the Employer’s Structures Data Management System
as per the requirements in the BD 62 and Section 22.
F.8.3.3 Requirements for Drainage Maintenance Activities
• The Provider must complete all Routine and Planned Maintenance Activities
in the Employer’s Routine and Planned Maintenance System (as defined in
section 2.1.1, text box C.1 and C.2) within one month of the inspection taking
place.
• The Provider must complete all CD 535 Maintenance Activities in the
Employer’s Drainage Data Management System (as defined in Section 2.1,
text box B.1) within one month of the works taking place.
F.8.3.4 Requirements for Geotechnical Maintenance Activities
• The Provider must record all HD 41 Maintenance Activities in the Employer’s
Geotechnical Data Management System (as defined in section 2.1, text box
B.1), within 3 months of the completion of the inspections programmed for
any given inspection season.
• The Provider will ensure all data captured through their Routine and Planned
Maintenance regimes as defined in the AMOR and MRP documents are
updated in the relevant asset system in their entirety.
• The Provider will ensure the data captured through their Routine and Planned
Maintenance regimes as defined in the AMOR and MRP documents are
updated accurately into the relevant asset data system.
F.9 Managing and Recording Customer Enquiries and Incidents
The Provider is required to record enquiries and incidents relating to their network
as detailed in the contract.
F.9.1 Scope
• Scope includes:
o Enquiries as defined in the Service Information of the contract.
o Incidents as per the Incident Data Standard.
• The Provider may choose whether to use the Employer’s Customer Enquiry
and Incident Data Management System or a separate system as the prime
system to manage customer enquiries and incidents. In either case the
Provider is required to record customer enquiries and incidents in Employer’s
Customer Enquiry and Incident Data Management System either directly or
by the standard interfaces provided.
o Inventory
o Condition
o Operation
F.9.2 Outcome
The Employer is able to access in a consistent and timely manner, complete, current
and accurate customer enquiries data recorded with sufficient detail to allow
effective performance monitoring against the 10 working day response target and
facilitate spatial analysis of categories and type of enquiries to inform and support
network interventions decision making (section 2.1.1, text box C.3).
F.9.3 Requirements
• The Provider must upload enquiries data to the Employer’s Customer Enquiry
Data Management System within one working day of the enquiry being
received.
• The Provider will record and upload to the Employer’s Customer Enquiry Data
Management System (as defined in section 2.1.1, text box C.3) as a minimum
the fields indicated as ‘Mandatory’ or ‘Required’.
o Where XY co-ordinates are not available at the time of uploading e.g.
enquiries referred via HAIL, these must be obtained when the Provider
visits the location reported and added to the enquiry record.
o If the location relates to a linear asset or a stretch of the network e.g.
litter, it is acceptable to record the coordinates that relate as close as
possible to the centre of the enquiry issue being investigated, including
an indication of the size and extent of the issue in the free-text
‘Description’ field (as defined in section 2.1.1, text box C.3).
• The Provider will ensure all enquiry data captured through their Routine and
Planned Maintenance regimes as defined in the AMOR and MRP documents
are uploaded to the Employer’s Customer Enquiry Data Management System
in their entirety.
• The Provider will ensure that the category description and type of enquiries
data is accurately recorded.
F.10 Major Schemes

F.10.1 Introduction
• The Provider will follow Section 8 for managing Major Schemes. In particular,
the Provider is required to satisfy the following requirements.
F.10.2 Pre-works
F.10.2.1 Data
• The Provider reviews the data request and, if applicable, advises of any costs
associated with data transformation. Where a bulk download is being
provided there should be no cost to the Company as the Provider is fulfilling
their obligation to provide access to the data they are managing on behalf of
the Company.
• The Provider is expected to respond to bulk download requests within 10
working days. The default position is to provide data in the standard file
format used by the relevant prime asset data systems (see Section 3.1
General Data Transfer Requirements). The Company’s prime asset data
systems hold unique references (IDs) for each asset and these should be
provided to support the matching of records later in the scheme lifecycle.
• The Provider will supply any required context to ensure the data is
understood. This would be expected, but not limited, to cover any reasons
that reduce confidence in the completeness or accuracy of the data,
clarification of any codes/terminology used and explanation of data
structures/rules (particularly for local systems).
F.10.2.2 Updates following initial data handover
• The Provider and Designer should agree an appropriate mechanism and
frequency for updates to be provided when the initial data handover occurs.
F.10.3 Construction
F.10.3.1 Data
• Where the Provider retains responsibility for an asset directly through their
maintenance contract they will continue to capture and record asset data e.g.
data from inspections / defect reporting.
• The Provider has one month from the date of receipt to upload these records
into the Company’s prime asset data systems as listed in section 2.1, text
box B.1.
F.10.3.2 Network Referencing
• The Network Referencing Manager’s responsibilities are outlined in the
ADMM - Data Principles and Governance document. They will consider the
effect of the scheme on existing sections and determine which sections need
to be modified, retired or replaced. They will also identify where section
reference markers need to be installed or removed as a result of the changes.
F.10.4 Handover
F.10.4.1 Data
• The Provider is responsible for loading the data into the Company’s prime
asset data systems (except for SMIS where the Designer is responsible). If
the Provider wishes to use Delivery Partner resource to carry out this
requirement this would be as a sub-contract arrangement under the
Provider’s contract; there should be no additional cost to the Company and
the Provider remains accountable for ensuring data is uploaded in a timely
and accurate manner, as per F.6 Planning and Recording Asset Inspections.
• The Provider must assess whether the data provided to them is complete,
current and compliant with standards.
F.10.4.2 Network Referencing
• At the point where maintenance liability for the scheme transfers from the
Delivery Partner to the Provider, the Network Referencing Manager will
initiate the new network referencing within the Company’s prime asset data
systems.
7 AD and Asset Data Management
G. Asset Data Lifecycle Requirements
G.1 Condition Inspections

The HE Safety, Engineering & Standards (SES) Inspection Management
Requirements (IMR) identifies two different types of inspections required to mitigate
safety risks and asset condition risks:
• Network Safety - Safety Patrols and Safety Inspections that predominantly
focus on ensuring the network is safe and serviceable.
• Network Condition - asset condition inspections that look at the longer-
term condition of all asset.
Inspections for Network Condition are intended to gather data on the long-term
performance of the asset. This is achieved by applying condition grades to each
asset that will be used to inform the planning and generation of future renewals
schemes. The IMR define the frequency at which each asset type should be
inspected for condition.
G.1.1 DMRB Condition Grading
The following DMRB guidance shall be referred to in assessing condition and
grading:
• Carriageway Control:
o Road Markings and Road Studs – should be considered in
accordance with TD 26.
o Posts and Sign Faces – should be considered in line with TD 25.
• Drainage: should be considered in accordance with CD 535.
• Environmental: should be considered in accordance with IAN 84.
• Geotechnical: should be considered in accordance with HD 41.
• Lighting: should be considered in accordance with TD 23.
• Structures: should be considered in accordance with BD 63.
• Road Restraint:
o Safety Barriers - considered in line with section 3 of BS 7669.
G.1.2 5-Point Condition Grading
Where no asset grading system exists in the DMRB, i.e. where assets typically form
part of general highway inspections and do not require specialist discipline training,
the assets will be assessed against the 5-point condition grading scale. The IMR
defines the 5-point condition grading scale, which is shown in table G-1:
Grade Condition
1 As New
2 Superficial damage / deterioration with no loss of performance
3 Some damage / deterioration and performance may be slightly reduced
4 Significant damage / deterioration and performance may be severely reduced
5 Significant damage / deterioration / missing / failed and no longer fulfils its intended
purpose
Table G-1 – The 5-point condition grading scale defined by the IMR.
When using this condition grading scale, additional grades of 9 or 0 may be assigned
in the following circumstances:
• A Grade 9 should be assigned where the inspection of an asset has been
attempted, but it was not possible to assess its condition. Examples of such
instances may be when access to the asset is not possible (e.g. a manhole
cover can be seen but not accessed due to excessive vegetation).
• A Grade 0 should be assigned where the inspection of an asset has not
been attempted. Examples of such instances may be because the asset
record was not produced during a field survey, recording of that asset's
condition is irrelevant (e.g. for ghost nodes), or because the previously
recorded asset could not be found in the field (e.g. a manhole cover cannot
be found in the location where it should be).
The following must be considered when applying the 5-point condition grade:
• Asset condition grades are to be applied following a visual assessment.
• A ‘whole number’ condition grade should be assigned to each asset
inspected i.e. no decimals.
• The worst-case component score shall be allocated to the asset, not the
average score.
• Where it has only been possible to inspect part of an asset, the condition
grade applied should reflect those parts that have been seen. For example,
it may not be possible to inspect an asset fully due to severely overgrown
vegetation.
• Each asset should be scored ‘as seen’ regardless of whether maintenance
or repair works are planned for that asset. The condition grade should then
be reset on completion of any maintenance or repair works.
• It may be appropriate for some asset types to use only parts of the grading
table e.g. grade 1, 3 and 5. This is highlighted, where appropriate, in the
condition grade tables below.
• Grading of linear assets will be carried out on defined sections/lengths. The
applicable assets and their respective sections/lengths are outlined in table
G-2:
Asset Asset Name Distance
Class
Landscape Bridleway 100m
Landscape Fence, Environmental Barriers and Wall 20m

(non-structural)
Landscape Combined Cycle Track and Footway 100m
Landscape Cycle Track 100m
Landscape Footway 100m
Pavement Pavement Section 100m
Road Pedestrian Guard Rail 20m

Restraint
Road Safety Barrier (Concrete) TBC

Restraint
Road Safety Barrier (Steel) 30m

Restraint
Road VRS Add On Motorcycle Protection 30m

Restraint
Table G-2 – The defined lengths what linear assets should be graded.
G.1.3 Recording Asset Condition

Figure G-1 outlines the structure of the data schema for recording condition against
an asset. The ADMM – Data Dictionary articulates the requirements for condition as
three separate tables:
• Inspection Record
• Condition Record for Point Assets
• Condition Record for Linear Assets
An Inspection Record defines who and when the inspection was conducted; this is
referentially linked to a Condition Record, which holds information defining the
condition of the asset (using the 5-point condition grading scale). In turn this is
referentially linked to the Asset Record. For a linear asset (e.g. a Safety Barrier)
multiple Condition Records would be appended to an Inspection Record and an
Asset Record in line with the linear segmentation method.
Figure G-1 – The data schema structure for recording condition.
The table G-3 below defines the condition grades that have been assigned to each
applicable asset:
Asset Class Asset Name 5-Point Condition Grading
As New Superficial Some Significant Failed

damage damage damage
1 2 3 4 5
Carriageway Bollard     
Control
Carriageway Kerb   
Control
Carriageway Post (Signs)     

Control
Carriageway Post (Traffic Signal)     

Control
Carriageway Sign Face     

Control
Landscape Bridleway   
Landscape Fence Gate     
Landscape Fence, Environmental     

Barriers and Wall
(non-structural)
Landscape Handrail     
Landscape Steps   
Landscape Stile     
Landscape Grit Bin   
Landscape Spill Kit     
Landscape Central Island   
Landscape Central Reserve   
Landscape Combined Cycle   

Track and Footway
Landscape Crossover   
Landscape Cycle Track     
Landscape Footway   
Landscape Pedestrian Crossing     
Paved Area Hard Standing   
Paved Area Rest Area   
Pavement Pavement Section   
Road Restraint Crash Cushion     
Road Restraint End Terminal     
Road Restraint Pedestrian Guard Rail     
Road Restraint Safety Barrier TBC

(Concrete)
Road Restraint Safety Barrier (Steel)     
Road Restraint VRS Add On Motorcycle     

Protection
Table G-3 – Assets that can be assigned condition based on the 5-point condition grade
scale.
Detailed condition grading criteria for the application of the 5-point condition grade
scale to each relevant asset is included in Appendix D.
G.2 Defect Inspections

The Defect Categories Guidance Note provides guidance on the identification and
classification of defects to assets when undertaking inspections and should be used
in conjunction with the IMR when perfuming Network Safety inspections. Figure G-
2 outlines the data schema structure for recording defects against an asset. The
ADMM – Data Dictionary articulates the requirement for defect as a Safety Patrol
Record and a Defect Record.
G.2.1 Recording Asset Defects
The Safety Patrol Record holds information pertaining to the date and name of the
safety patroller, this is referentially linked to a Defect Record which defines the type
of defect, date and time of identification, and an indication of its location. The Defect
Record is referentially linked to the relevant Asset Record and the Safety Patrol
Record. Note: multiple Defect Records can be assigned against an individual Asset
Record.
Figure G-2 – The data schema structure for recording defects.
G.2.2 Defect Record Tables

Multiple Defect Record tables exist in the ADMM – Data Dictionary in order to
account for the varied defect types that can be recorded against certain assets (i.e.
Pavement). Table G-4 outlines the different tables articulated in the ADMM. Note:
further review and consolidation of these tables is anticipated in order to account for
the types of defects specific to certain assets.
Table Name (in the ADMM – Data Description
Dictionary)
Pavement Defect Record Relevant to Pavement Section.
Lighting Defect Record Relevant to Lighting Unit and Lighting Column.
Road Markings Defect Record Relevant to Hatched Road Markings, Longitudinal Road Markings
and Transverse Road Markings.
Sign Face Defect Record Relevant to Sign Face
VRS Defect Record Relevant to End Terminal, Crash Cushion, Rubbing Rail, Safety
Barrier (Steel) and VRS Add-On Motorcycle Protection.
Kerb Defect Record Relevant to Kerbs.
Generic Defect Record (Points) Relevant to any point assets not mentioned above.
Generic Defect Record (Linear Assets) Relevant to any linear assets not mentioned above.
Table G-4 – Defect Record tables in the ADMM – Data Dictionary based on defect types.
8 Major Schemes and Asset Data Management
LOCAL REQUIREMENTS: Major Projects
H. Major Schemes
H.1 Introduction
This Section provides guidance to parties involved in the collection, creation and
transfer of asset data during the lifecycle of a major scheme. It provides a prime
point of reference for the requirements and responsibilities regarding asset data
exchange ensuring all parties have a common understanding of the wider process
they are operating within.
Figure H-1 demonstrates how the ADMM interrelates with different Interim Advice
Notes (IANs), specifically IAN 182 and IAN 184. Note: this diagram will be subject
to change due to the ongoing DMRB rewrite.
Figure H-1 – Relationship between different documents.
H.1.1 Operations Directorate and Regions

Differing operational models are employed by Operations Directorate’s regions and
areas. Over the course of the lifecycle of a scheme the Operating model may change
as can the data requirements. Suppliers are advised to enact procedures which can
accommodate these changes (see Foreword section for current operating models
and the regions or areas where they are in operation).
H.1.2 Asset Data Systems
Scheme delivery partners are not expected to interact with the asset data systems,
but provide data suitable for their update, the exceptions being the Structures
Management Information System (SMIS) and the Geotechnical Data Management
System (HAGDMS). This interaction may be undertaken by Highways England or
their supply chain as appropriate.
Based upon the requirements of IAN 182: Enabling Handover, scheme delivery
partners shall from the outset establish with the regional HE teams a list of key
systems and contacts to support the exchange of asset data, supported by a single
point of contact for all correspondence.
Refer to Section 2 for the further information and for details of the systems is in use
in the region/area (local requirements and specific contract arrangements must be
considered).
H.1.3 Data Requirements and Formats
The ADMM – Asset Data Dictionary provides the requirements for attributes for each
asset class currently recognised by the Company. The exchange of the asset data
required by the ADMM will be included in the scheme Health & Safety File and
delivered in accordance with the scheme Handover Schedule.
Suppliers are advised to review Section 3 of this document and the following section
for guidance in preparing data for exchange.
Class Exchange Format Notes
Network Shapefile & The delivery partners should liaise with the local
Reference Alignment and Lining Network Reference Manager for requirements.
Drawings
Pavement CSV Construction data file
Construction layer data file
Building Shapefile
Carriageway Shapefile
Control
Landscape Shapefile
Road Restraint Shapefile
Technology Shapefile
Structures Keyed in data Keyed-in data is undertaken by the Designer directly
Electronic and Native into SMIS, see Guide for Structure Designers
Formats* Structure file records to be provided covering the items
below, see SMIS User Guide Volume 2:
Inventory
• General inventory details
• Structure type details
• Structure summary
Drawings in accordance with IAN 184
• Location Plan (and/or Strip Map)
• General Arrangement drawings
• As-built drawings
Design
• Approval in Principle or equivalent
• Design and check certificates
• Construction compliance certificates
• Key correspondence
• Design option choice
Construction and Demolition
• Special construction techniques
• Special demolition techniques
• Construction problems and repercussions
Materials, Components Materials and Treatments
• Materials
• Components
• Surface and protective treatments
Certification and Tests
• Operation
• Operation Manual
• Log book
• Access
Inspection
• Acceptance Inspection
Maintenance
• Routine maintenance schedule
• Design features affecting maintenance
Legal
Environmental
Supplementary records
Geotechnical Data entered into Refer to: HD 41, HD 22 and the Handover of
HAGDMS Geotechnical As-Built Data Guidance Document.
Reports and drawings Data transfer is directly into the Geotechnical Data
in PDF format Management System (HAGDMS).
Ground Investigation Recording of the creation of, or modifications to
data in AGS4 format geotechnical assets should be undertaken in
Attachments in other accordance with HD 41 and the processes set out in
data formats the Handover of Geotechnical As-Built Data Guidance
Document. This relates to data held in the Geotechnical
Asset Database of HAGDMS and as-built drawings.
In accordance with HD 22, the following will be
uploaded Geotechnical Investigation Reports (GIR),
Geotechnical Design Report (GDR) and Geotechnical
Feedback Reports (GFR).
Drainage Shapefile The ADMM – Asset Data Dictionary details the asset
data requirements for drainage data, in accordance with
CD 535 and CS 551.
Requirements for non-asset data (such as flooding and
priority registers), as-built records, attached documents
and data packaging are given on the downloads page
of HADDMS.
Documents associated with the assessment of routine
runoff on surface water courses carried out in
accordance with LA 113 are to be attached as
documents to the relevant drainage assets in
HADDMS. These include HEWRAT assessments and
field log sheets for Tier 2 assessments.
Template files for the asset data SHP file format are
available on the downloads page of HADDMS.
Lighting CSV or Shapefile Further detail behind the requirements in the ADMM
can be found in HE Guidance, currently entitled ‘Elexon
BSCP520 – MAC-ASC Inventory Maintenance
Procedures.doc’
Environmental Shapefile IAN 84 Part 4 provides detailed guidance on acceptable
file formats
File format and data rules are included in Annex A of
IAN 84 Part 4
‘Environmental inventory records’, ‘environmental
management information (emi) records’ and relevant
‘Attach documents records
Land & Property Shapefile Refer to guidance available via the Supply chain portal;
Guidance_for_Land_Referencing_Plans
Table H-1 - Asset Data Exchange Format.
H.1.4 Key Parties

Requirements contained within this section are referenced by IAN 182 Enabling
Handover which in turn requires all parties reach and record agreement of their roles
and responsibilities.
Role Responsibilities
Asset Data Shall be the party as defined in the ADMM Data Principles and Governance
Custodian from the Company (Asset Delivery Team) or the supply chain (Maintenance
Service Provider) as appropriate for the operating model in the relevant Area
Maintenance Section 6 sets out the deliverables; further guidance is provided here.
Service Provider
(MSP)
Asset Delivery Refer to Section 7 and the regional team for further information.
Team
Principal Designer Holds duties for the client under CDM 2015 for ensuring safe systems of
work on site and that the Pre-Construction Information and Health and Safety
File hold the appropriate information.
Scheme Designer Requirements contained are referenced by IAN 182 Enabling Handover; the
Detailed Local Operating Agreement (DLOA) and the Handover Schedule
PCF products.
Construction Requirements contained are referenced by IAN 182 Enabling Handover; the
Supplier, Principal Detailed Local Operating Agreement (DLOA) and the Handover Schedule
Contractor, Main PCF products.
Contractor
Safety, Asset Custodian, author of the ADMM, see Data Principals and Governance
Engineering & for guidance regarding responsibilities and process.
Standards, Asset
Information Group
Major Projects Responsible for the delivery of the scheme and the production of all
Project Manager information there-in.
Operations Responsible for the taking the scheme into operations and maintenance at
Directorate Senior handover.
User
Table H-2 - Roles and Responsibilities.
H.2 Contracts and BIM

Highways England is making continuous improvement to its Asset Management
Framework, systems and requirements. Prior to the inclusion of Building Information
Modelling into contracts, asset data requirements would often stipulate a ‘system’
upon which the scheme should deliver, this led to inconsistent and often poor data
being uploaded into the asset management systems.
As the systems and requirements are developing over time, suppliers will need to
be continually aware of changes to the ADMM. Suppliers should have access to the
Supply Chain Portal for updates on the ADMM, PCF, BIM and other Major Project
matters.
H.2.1 Pre-Collaborative Delivery Framework
Any current scheme which precedes the Collaborative Delivery Framework or April
2016 may not have had the ADMM explicitly written into contract. However, all
schemes must follow the DMRB and any Interim Advice Notes (IAN). Enabling
Handover for Major Projects (IAN 182) has required delivery in line with the
requirements of the ADMM since 2014. This may constitute a change in scope and
should be dealt with under normal contractual procedures.
H.2.2 Collaborative Delivery Framework
Following the introduction of the Collaborative Delivery Framework, and as of April
2016 each scheme is contracted to develop its information digitally in line with the
UK Industrial Strategy (previously Construction Strategy). The principles of the
BS/PAS 1192 suite of standards have been enacted by Highways England and the
ADMM is the principal source of Asset Information Requirements (AIR) for all
Highways England’s schemes as specified in PAS 1192-3 Specification for
information management for the operational phase of assets using building
information modelling (see Figure H-2).
Figure H-2 – Relationship between elements of Information Management (from PAS1192-3).
H.2.3 Regional Delivery Partnerships

The Regional Delivery Partnerships (RDP) is a successor to CDF. Under RDP,
Delivery Integrations Partners (DIPs) will be awarded contracts to deliver packages
of schemes.
All schemes are to be provided in compliance with the Government’s Strategy for
Building Information Modelling as set out in the Cabinet Office Government
Construction Strategy paper dated May 2011.
The relationship between the elements of Information Management supporting this
approach, including the relationship to the ADMM, is as per that described for CDF
in Section H.2.2 above.
H.2.4 Employers Information Requirements (EIR)
Employer’s Information Requirements is an element of the contract that describes
how models and associated information are produced, delivered and used, including
any processes, protocols and procedures referred to in it.
H.2.5 BIM Execution Plan (BEP)
The BIM Execution Plan is an element of the quality plan for a scheme that describes
how the Supplier will produce the specified Information Models and meet the
requirements in the Employer’s Information Requirements.
H.2.6 Model Production Delivery (MPDT)
The delivery partners shall confirm by completion of the Model Production Delivery
Table (MPDT) the provision of information at each stage. The MPDT should be
completed and included in the BIM Execution Plan submission for acceptance by
the Project Manager.
MPDT is the schedule that sets out;
• the subject matter of each Model,
• the person who is to produce and deliver each Model at each Stage and
• the proposed Level of Definition for each Model at each Stage.
H.2.7 Project Information Model (PIM)
Project Information Model is the accumulation of data developed during the design
and production and construction phase of a project, consisting of graphical
information, non- graphical information and documentation defining the delivered
project.
H.2.8 Asset Information Model (AIM)
An AIM can relate to a single asset, a system of assets or the entire asset portfolio
of an organization. An AIM represents data and information that relates to assets to
a level required to support an organisation’s asset management framework. The
AIM consists of graphical, non-graphical and documentation components as well as
metadata.
H.2.9 IAN-184 Data / CAD Standard
Highways England requires scheme delivery partners to create the PIM in
accordance with IAN 184 Data / CAD Standard and the ADMM. The key elements
to efficient and trust worthy asset data delivery, which can be validated and verified
are;
• Named Containers
• Classification
• Unique Identification
• Asset Data Schema (ADMM - Data Dictionary)
The application of these principles by the supply chain will ensure efficient exchange
of asset data.
Named Containers; the implementation of BS 1192:2007 is believed to significantly
reduce time spent searching for files, furthermore its consistent application across a
programme such as Highways England should lead to enhanced management and
quality of information in use. Leading to improved re-use of data and a reduction in
errors, re-creation and rework.
Classification; Highways England will continue to support the development of the
UK classification; Uniclass for infrastructure and is a key stakeholder of the NBS.
The Uniclass coding included in the ADMM Data Dictionary is currently considered
to be ‘Best Fit’ and is subject to change due to the dynamic nature of the
classification. Virtually all classes have been matched to a Uniclass code and are
subject to continuous change and improvement for each iteration of the ADMM,
however a small number remain under negotiation with NBS at the time of
publishing. Suppliers can submit recommendations for Uniclass to
BIMTeam@highwaysengland.co.uk
Unique Identification; combined with classification, an asset which is uniquely
identified provides an ability for links to schedules to be created. Several examples
of suppliers linking their graphical models to spreadsheets or databases. Highways
England recommends this approach thus providing assurance that where ever an
asset is listed it is consistent in every other rendition.
Asset Data Schema; The ADMM - Data Dictionary provides the asset data schema
for each asset. Although designed for handover, it is applicable to every stage of a
project and suppliers are required to develop their PIM’s with the end in mind.
Providing that delivery partners robustly apply the principles laid out in this section
Highways England can be assured that improvements in asset information will be
delivered by major schemes.
H.2.10 Data Quality
All delivery partners and suppliers certify the information provided in accordance
with their business management systems. Highway England requirements for
suppliers Quality Management Systems are found in GD 2, IAN 184 and BS 1192.
Suppliers are reminded that they must check, review and approve their information.
Explicit quality criteria for all PCF Products are found in the guidance notes found
on the supply chain portal.
After completion of any works activity the Asset Data Custodian is required to update
the relevant prime asset data systems with changes to inventory, construction and
condition data in a complete, accurate and timely manner.
H.2.11 Common Data Environment (CDE)
Provision of a CDE is determined by the Major Projects PMO and ITD, they contact
the Project Manager for confirmation of which systems is in use.
H.3 Scheme Lifecycle / Plan of Work

A scheme lifecycle or plan of work can help the project team understand their
obligations and ensure appropriate deliverables of geometry, data and other
documentation are prepared for the client to enable timely and efficient decision
making throughout the life of the project.
H.3.1 Major Projects: Project Control Framework
All major road projects are progressed through the Project Control Framework (PCF) which is split into three phases as shown below.
Each of the functional stages incorporates a transfer of asset data as follows:

Pre-works (Options & Development) – the Asset Data Custodian transfers data to the major scheme Delivery Partner (Designer)
Construction – the Delivery Partner transfers data to the Asset Data Custodian if the Delivery Partner acquires responsibility for
maintenance
Handover – the major scheme Delivery Partner transfers data to the Asset Data Custodian
The key to good project handover is engagement with Operations Directorate throughout the scheme and not just as the project is
coming to an end.
H.4 Asset Data Exchange Procedure
The purpose of this section is to guide all parties through the exchange of asset
information throughout the lifecycle of a scheme. By providing a clear procedure it
is anticipated that Highways England will receive good quality, complete asset
information. This information will improve the prime asset data set and result in
significantly improved Customer, Safety and efficiency outcomes.
H.4.1 Options, Development, or Pre-Works
Data Need:
The major scheme Delivery Partner 2 (Designer) requires relevant and available
asset data, stored on the HE’s prime asset data systems or locally, from the Asset
Data Custodian to:
• enable the preliminary, and then pre-construction design, to be developed
• compile the pre-construction information required for identifying hazards and
constraints that will impact the programming and methods of work.
Data: Process Map, Guidance and Responsibilities:
The following process map and notes define the process where the Maintenance
Service Provider (MSP) arrangement exists.
Where the Asset Delivery model is operating, elements of the role of the MSP will
be undertaken by the Company. In such cases, equivalent arrangements should be
agreed locally.
Figure H-3 – (Overleaf)
2 Delivery Partner – Subject to contractual arrangement, scheme designer or contractor (Design and
Build).
A) The Delivery Partner must identify what data they require in terms of the asset
types and section/location details; this will be provided by the MSP. The MSP
is responsible for managing the data held within the Company’s prime asset
data systems, as well as locally held records, and should provide all available
data from these sources. If the Designer wants the data to be transformed in
any way, from its bulk extract format, they can ask the MSP to carry out this
work; there is no obligation on either party for the MSP to be the one that
carries out such work.
B) The HE Project Team should contact the HE Service Manager who is
responsible for managing the MSPs contract. The Service Manager is a
defined role within the MSPs contracts and therefore is responsible for
overseeing interaction with the MSP.
C) The Service Manager will either forward the data request themselves or
authorise the Designer to make direct contact with the MSPs. In either case,
this constitutes an Asset Data Request from the Employer as specified in
Sections 6 and 7.
D) The MSP reviews the data request and, if applicable, advises of any costs
associated with data transformation. Where a bulk download is being
provided there should be no cost to the Company as the MSPs is fulfilling
their obligation to provide access to the data they are managing on behalf of
the Company.
E) The MSP is expected to respond to bulk download requests within 10 working
days. The default position is to provide data in the standard file format used
by the relevant prime asset data systems (see section 8 text box H.1.3). The
Company’s prime asset data systems hold unique references (system IDs)
for each asset and these should be provided to support the matching of
records later in the scheme lifecycle.
F) The MSP manages asset data on behalf of the Company whether in the
Company’s prime asset data systems or local systems. Therefore, providing
bulk downloads/extracts from any of these systems is a responsibility of the
MSP. The Service Manager should be satisfied that the Company is only
occurring additional costs where extra effort is required to mine and
manipulate the data.
G) The HE Project Team should authorise any data mining/manipulation as cost
reimbursable work through a project specific budget (PIN).
H) The MSP will supply any required context to ensure the data is understood.
This would be expected, but not limited, to cover any reasons that reduce
confidence in the completeness or accuracy of the data, clarification of any
codes/terminology used and explanation of data structures/rules (particularly
for local systems).
I) The clarification of data can be repeated until the Designer has sufficient
understanding of the context surrounding the data. Updates following initial
data process handover
J) From the point at which asset data is first handed over to the scheme
Designer there will be ongoing maintenance activities which will affect the
asset until the Delivery Partner assumes responsibility for the site. The
Designer will need to be informed of updates to asset data to ensure they are
working with the most current available data. Providing such updates is
equivalent to a series of Asset Data Requests from the Employer; however,
it will be most efficient to agree specific criteria or subsets of data to define
what is provided in any updates.
K) Therefore, the MSP and Designer should agree an appropriate mechanism
and frequency for updates to be provided when the initial data handover
occurs.
L) The Service Manager will ultimately decide on the mechanism and frequency
for updates if a collaborative arrangement cannot be agreed.
H.4.2 Construction
Data Need:
The Company needs to ensure the integrity of its maintenance records for all assets
throughout the duration of the major scheme. Therefore, where the maintenance
responsibility for an asset transfers to the Delivery Partner, any inspections, planned
or reactive maintenance records need to be captured and populated into the relevant
prime asset data system or local system.
The following process map and notes define the process where the Maintenance
Service Provider (MSP) arrangement exists.
agreed locally.
Figure H-4 – (Overleaf)
A. At the Pre-work stage, the Delivery Partner is required to engage with key
stakeholders, including the MSP, to seek approval to of a Detailed Local
Operating Agreement (DLOA). Through the Detailed Local Operating
Agreement, it should be agreed which assets will have their maintenance
responsibility transferred during the process of scheme delivery.
B. Where the MSP retains responsibility for an asset directly through their
maintenance contract they will continue to capture and record asset data as
per the ADMM (e.g. data from inspections / defect reporting).
C. The resulting detailed design and site clearance will determine which assets
will in some way be changed by the scheme (e.g. removed, replaced,
modified) and which assets will be within the area of works but will just require
ongoing monitoring and maintenance. IAN 182 provides guidance on the
maintenance requirements Delivery Partners will have to operate to; in most
cases this is likely to be the requirements under the MSP’s contract.
D. Where an asset will be changed by design of the scheme e.g. removed, newly
installed or modified in some way, any asset data will only need to be
provided when the scheme is handed over (defect history will not be required
for removed assets and is likely to be minimal/nil for modified and new
assets).
E. Where an asset is not due for change, but requires periodic or reactive
maintenance during the time responsibility for the asset has been handed to
the Delivery Partner, the maintenance history must be kept up to date.
Therefore, the Delivery Partner must keep the same records as the MSP
would under their contract.
• The ADMM details the inspection/defect records that the Delivery
Partner should compile where the MSP is operating.
F. The Delivery Partner and MSP should agree the most practical and efficient
way for the Delivery Partner to submit these records on a weekly basis. The
MSP has one month from the date of receipt to upload these records into the
Company’s prime asset data systems in accordance with the ADMM
requirements.
H.4.3 Handover
Data Need:
The Company requires appropriate data about the assets installed or modified as
part of the major scheme to populate its prime asset data systems for ongoing asset
management. The Provider has been appointed by the Company to be the custodian
of its asset data and therefore plays a key role in accepting the asset data on behalf
of the Company.
The following process map and notes defines arrangements the process where the
Maintenance Service Provider (MSP) arrangement exists. Equivalent arrangements
should be agreed with the Asset delivery where appropriate.
agreed locally
Figure H-5 - (Overleaf)
A) At the Construction, the Delivery Partner is required to engage with key
stakeholders, including the MSP, to seek approval to a Detailed Local
Operating Agreement (DLOA). As part of these discussions the Delivery
Partner and MSP should agree a programme for data handover. This
programme will need to consider the broader approach to scheme handover
(e.g. section by section) and the need to have as built asset data handed over
for any section of network prior to the MSP accepting the scheme into
maintenance.
B) The DLOA & Handover Schedule will record the programme for data
handover has been agreed. This does not mean the detail of the programme
should not change if circumstances alter, but both Delivery Partner and MSP
must agree.
C) During the construction phase of a scheme the Delivery Partner will take
responsibility for assets in many ways. The data to be handed over in
conjunction with transferring responsibility for the asset back to the MSP
depends on what the Delivery Partner has done to the asset whilst being
responsible for it (see Table H-3).
Action by Delivery Data to be provided by Delivery Partner
Partner
No change None (maintenance records supplied during construction stage)
Asset Removed Confirmation of removal – date of removal, asset location, asset descriptor
all to be provided in accordance with the format outlined in Section 8 text
box H.1.3 of this document; also, unique asset identification references
from the relevant prime asset data system (as supplied when data provided
for scheme design in Pre-works stage)
Asset Modified Existing inventory records updated in accordance with the format and
content requirements outlined in Section 8 text box H.1.3 of this document;
also, unique asset identification references from the relevant prime asset
data system (as supplied when data provided for scheme design in Pre-
works stage)
Asset Added New, full inventory records created in accordance with the format and
content requirements outlined in Section 8 text box H.1.3 of this document;
unique reference created by Designer/Delivery Partner (in accordance with
relevant standards where applicable)
Table H-3 – Delivery Partner actions and data.
D) The Delivery Partner hands over the asset data to the HE Project Team to
issue to the MSP. This process could well be repeated several times
depending on the programme agreed as part of the DLOA/Handover
Schedule.
E) The MSP is responsible for loading the data into the Company’s prime asset
data systems (except for SMIS where the Designer is typically responsible);
this is part of the ADMM requirements. If the MSP wishes to use Delivery
Partner resource to carry out this requirement this would be as a sub-contract
arrangement under the MSP’s contract; there should be no additional cost to
the Company and the MSP remains accountable for ensuring data is
uploaded in a timely and accurate manner.
F) The MSP must assess whether the data provided to them is complete, current
and compliant with standards.
G) A set of process maps, guidance and details of responsibilities specific to
geotechnical assets are provided in the Handover of Geotechnical As-Built
Data Guidance Document. See Section 14 of this document.
H.4.4 Network Referencing
Data Need:
The Company requires an accurate Approved Network Model to fit asset data to;
this is achieved through network referencing which divides the Network into
sections, each having fixed start and end positions and road alignment. Changes
introduced by a major scheme will require this referencing to be reviewed and
modified.
At the point where maintenance liability for the scheme transfers from the Delivery
Partner to the MSP, the Network Referencing Manager will initiate the new network
referencing within the Company’s prime asset data systems.
The following process map and notes defines arrangements the process where the
Maintenance Service Provider (MSP) arrangement exists. Equivalent arrangements
should be agreed with the Asset delivery where appropriate.
agreed locally.
Figure H-6 - (Overleaf)
A) Delivery Partner must issue to the MSP’s Network Referencing Manager,
drawings and shapefile showing scheme alignment, lanes and road markings
for the entire scheme. This should be done as early as possible in the
construction stage; with a change control process agreed if there is any
potential for alteration after handover of these drawings. The Handover
Schedule PCF product states this activity must be done at least 3 months
prior to the scheme opening date – this is the latest possible date and should
be the exception not the target.
B) The Network Referencing Manager’s responsibilities are outlined in the
ADMM. They will consider the effect of the scheme on existing sections and
determine which sections need to be modified, retired or replaced. They will
also identify where section reference markers need to be installed or removed
because of the changes.
C) Delivery Partners should reference all new assets using the new network
referencing (i.e. section, start/end chainages) when compiling the asset data
required at the handover stage. The dependency of this exercise on Network
Referencing is why step A) of this process needs to start as early as
practicable in the construction stage.
D) The installation of network reference markers and the removal of any
redundant markers must be undertaken as part of the scheme to ensure the
correct section reference markers are in place before the new or improved
road opens.
E) Assets that have been within the scheme boundary but are not impacted by
the works will have their network reference updated through the process
which updates the Approved Network Model within the prime asset data
systems.
Note: Refer to Section 9.5.1, the position of the Network Reference line is illustrated
in ‘blue’ within lane 1 on both carriageways.
9 Approved Network Model
The Company requires an accurate Approved Network Model that can be used as a
master data set to reference asset data in multiple asset data systems.
This is a modelling system which maps the position of the Strategic Road Network,
facilitating:
• Geospatial location of assets/objects.
• Linear referencing in relation to the carriageway.
The master data set is maintained in the Pavement Management System; this forms
the definitive record of the network. The data set must be complete, current and
correct.
Complete means that all changes as a result of adoptions or stopping up orders are
reflected in the model, where deficiencies are discovered, the network must be
amended.
Current means either by the date of the adoption or stopping up order, or within 30
days of identifying and validating the change due to a deficiency.
Correct means that the model and changes to the model are made in line with the
requirements set out in this section.
9.1 Section Referencing Principles

Section referencing divides the Network into sections, each having fixed start and end
positions and road alignment. Each section also has certain constant characteristics
along its length, for example, the number of permanent lanes and environment
(rural/urban).
Sections must be terminated at the following locations:
• Major road junction
• End of slip road taper (sections on both the slip road and main carriageway must
terminate)
• Change from one-way to two-way traffic or vice versa
• Change in the number of permanent lanes (short lengths of additional or
reduced lanes at or around junctions may be ignored)
• Rural/urban boundary
• Area/region boundary
• Change of road number (including, for example, a change from A1 to A1M)
• End of Strategic Road Network, e.g. the road becomes a local road
In addition, care should be taken to select practical section lengths because accuracy
is essential to all aspects of section referencing. When selecting sections, account
should also be taken of the recommendations on network referencing contained in this
document.
Note that:
• Each side of a dual carriageway must be referenced separately
• Lay-bys separated from the main carriageway (known as ox-bow lay-bys) are
sections in their own right. It is not necessary to split sections on the main
carriageway to form a junction between the main carriageway and the lay-by.
• Roundabouts are referenced as separate sections.
9.1.1 Section Labels

Each section is assigned a section label formulated as follows:
• A four-digit Agent Authority (AA) area code (see 9.1.2), followed by
• An “A” or “M” character depending on the section’s road class, followed by
• The road number of up to four digits, followed by
• An optional “M” character (depending on the road class), followed by
• A forward slash (“/”), followed by
• A section number of up to three digits
The following are all examples of syntactically valid section labels:
• 1900M1/3
• 1900M62/105
• 1900A1M/25
• 1900A1001M/123
• 1900A10/15
• 4720A6120/103
Each section label is individual to that section, irrespective of surrounding sections.
There is no requirement to maintain sequential labelling of sections along a road.
9.1.2 Agent Authority Area Codes

Agent Authority (AA) Area Codes are used for the referencing of sections. In most
cases AA area codes correspond to Local Authority areas (Counties and Metropolitan
Authorities) and must be used for the referencing of sections wholly or primarily within
those areas. However each Service Provider is also assigned its own AA area code
which may be used, but only with the approval of the Network Auditor.
For the complete list of Company Authority Area Codes refer to the DfT website.
9.1.3 Section Start and End Dates

Each section has a start date, i.e. the date on which it is considered to have become
part of the Approved Network.
Initially each section will not have an end date – it will be known as a “Live” section. An
end-date will be defined when the section is no longer considered to be part of the
Approved Network. This will be either because the length of road no longer exists, has
been de-trunked or has been re-referenced.
9.1.4 Section Reference Markers

Section start and end points are referenced on the ground by one or more pairs of
cored thermoplastic markers (Asset = Node Stud (MKNS), Type = Section Reference
Marker) positioned in the left-hand lane of dual carriageways or one-way single
carriageways and on both sides of two-way single carriageways. The markers are
100mm in diameter and placed 175mm apart. They have a depth of between 10mm
and 20mm and the top surface is level with the road surface. The material is a plastic
resin with white filler that contains reflective glass particles. It conforms to British
Standard (BS) 3262 (1989).
The section reference markers referred to in this section are patented. The Company
has authority to install them as section reference markers on its carriageways. They
cannot be used for any other purpose (e.g. delineating zebra or pelican crossings) or
on any other roads without the patent being infringed. The patent number is
GB2179385B and is administered by:
East Midlands Diamond Drilling Ltd., a member of the Vickers Highbank Group
Ltd.,
Churchfield House,
1 Lockwood Close,
Top Valley,
Nottingham
(0115 967 9000).
The section reference markers form the first order of surveying reference for all
maintenance assessment surveys (excluding TRACS, TRASS, or Retroreflectivity
surveys). They must be positioned with a longitudinal tolerance of ±0.25m. The centres
of the 100mm diameter holes used to form the section reference markers must be
175mm ±5mm apart.
9.1.4.1 Typical On-Carriageway Layouts

Examples of typical use of on-carriageway layouts for Section Node Reference
Markers are shown in the figures below.
These notes apply to all Figures in this Section:
• On dual carriageways, section reference markers must be positioned in
the centre of the wheel tracks of the left hand lane.
• On single carriageways section reference markers must be positioned in
the centre of the wheel tracks in the left hand lane in both directions.
• Section reference markers must be installed at staggered crossroads as
if it is two separate ‘T’ junctions.
• The cored thermoplastic markers must be installed on a line
perpendicular to the nearside kerb, edge line or projected kerb line
passing through the notional position of the end of the sections(s).
Markers must be installed clear of all carriageway markings.
Figure 9-1 - Position of Markers of Two Lane Dual Carriageway.

Figure 9-2 - Markers on Two Way Single Carriageway.
Figure 9-3 - Start of Dual Carriageway.
Figure 9-4 - Slip Road entering Main Carriageway.
Figure 9-5 - Main Line Additional at a Ghost Island Merge.
Figure 9-6 - Lane Gain and Drop – where the entering/leaving traffic is likely to use the additional left hand lane.
Figure 9-7 - Lane Gain and Drop – where the through traffic is likely to use the additional left hand lane.
9.2 Section Referencing Procedures
Section referencing is primarily a desk exercise, but should be supported by site visits
if necessary.
9.2.1 Section Length Changes – Re-Referencing / Re-Calibrating a

Section
Before changing a section’s length, the distance between the start and end section
reference markers must be measured using a calibrated measuring device, capable
of measuring to an accuracy of ±1m. If the section reference markers are not in place,
these must be re-instated before the length is measured.
If a section length is found to be wrong, adjacent sections must be investigated to
ensure the overall Network length is consistent with identifiable physical features, for
example, roundabouts.
Re-calibrating a section causes associated condition data to be stretched (or shrunk)
in length.
Sections should only be re-calibrated when correcting a section length that was found
to be wrong.
If a section’s measured length is more than 10% (for sections shorter than or equal to
500m in length) or 50m (for sections over 500m) of the current the Company’s
Pavement Data Management System length, and other data is located on that section
(for example, condition data) the section must be re-referenced not re-calibrated.
Re-referencing means end-dating an old section and creating a new one – it should
happen only when sections change or are outside the recalibration tolerance. The new
section created should be populated with any condition and wheel track information
from the original section - copied and assigned to the relevant lanes - ensuring that
survey data remains assigned to the correct real world location.
A section must be re-referenced under the following circumstances:
• The start and/or end point of the section has moved (for example, the taper of
a slip road has been extended). This may also result in a length change;
• A change in section function or direction, or;
• A change in the number of permanent lanes, environment or one-way or two-
way status.
• An error in the length has been identified and re-calibration is not possible
because of the recalibration tolerances are exceeded.
9.2.2 Changes Instigated by the Company

The Company reserves the right to make changes to section referencing.

The Company will contact the relevant NRM to discuss the changes required.
9.2.3 Changes to the Approved Network within the Company’s Pavement

Data Management System
If any of the characteristics of a section are altered, the section must be retired and
one or more sections created. This is done by giving the original section an appropriate
end date and creating the new section(s), with the updated characteristics, giving
it/them a start date that is one day after the end date of the now retired section. (See
section 9.1.3).
Where a section becomes no longer a part of the Approved Network, such as when it
is detrunked or demolished, it must be retired by giving it an appropriate end date.
9.2.4 Re-Use of Section Labels

Section labels of retired sections may be re-used. Re-used section labels must have
a start date after the end date of the retired section previously using the label.
9.2.5 Section Creation and Retirement Data

Introduction
This section describes the data requirements within the Company’s Pavement Data
Management System in order to support the Company’s System for Management
(SfM) Phase 2 Network Assets Solution.
Data Requirement
When any section is created or retired, the reason (and certain other data) must be
entered into the Company’s Pavement Data Management System.
Within the Company’s Pavement Data Management System the section data fields
required for SfM are:
• Road, section label
• Start date
• End date
• Length
• Section Function
• Operational Area
• Permanent Lanes
• Single or Dual
• Environment
• Local Authority
Sections Creation
For all sections created the following data is also required:
1. Creation Type
Creation Type is to be selected from the following:
• New Build. For all section creations resulting from a construction or
improvement scheme. This includes modified sections – e.g. where they
are widened or lengthened.
• Trunking. When the section addition results from a local authority road
being brought into the Company’s ownership.
• Re-referencing. The new section has been created solely due to re-
referencing – this is most common following a road number change.
• Data Cleansing. When a section is ‘found’ i.e. the section has been in
existence and under the control of the Company but has not previously
been recorded.
2. PIN (Project Identification Number)
All “New Build” sections require the PIN field to be populated with the PIN of the project
that created that section.
3. Traffic Accumulation Date
The Traffic Accumulation Date should be set to the date of last major strengthening or
the date of original construction if no major strengthening has since been carried out.
Retired Sections
For all sections retired the following data is also required:
1. Retirement Type
Retirement Type is to be selected from the following:
• Demolition. For all section retirements resulting from a construction
scheme, e.g. an existing pavement section is demolished as part of a
bypass scheme.
• Detrunking. When the section retirement results from the section being
transferred to local authority management.
• Re-referencing. The section has been retired solely due to re-
referencing – this is most common following a road number change.
• Data Cleansing. This type should be selected when a section is retired
due to the fact that it should not be recorded as a section e.g. a single
physical section has been recorded twice.
2. PIN (Project Number)
All “Demolition” sections require the PIN field to be populated.
N.B. Within the Company’s Pavement Data Management System, the above Creation
and Retirement data can vary by chainage within a section.
9.3 Geographic Representation
Two geographic representations of each section are held within the Company’s
Pavement Data Management System. These are known as the 1:50,000 and 1:2,500
idealisations.
9.4 Location Reference Points (LRPs)

Within the Company’s Pavement Data Management System Location Reference
Points (LRPs) can be recorded against sections.
A Location Reference Point (LRP) is a known point somewhere on a section.
• LRPs are virtual assets, requiring no physical presence in the real-world
location.
• However, they may be associated with the presence of a Node Stud asset,
marked on the carriageway at the real-world location.
Each LRP is given a label, a chainage, a cross-section position (XSP), a position within
the XSP between 0.0 (left hand side) and 1.0 (right hand side), and a pair of
coordinates.
9.4.1 Use of LRPs with the Company’s Pavement Data Management

System
Currently the only direct use of LRPs within the Company’s Pavement Data
Management System are as reference points for the start and end of survey lanes
within planned survey routes. When a planned survey route is created, for each survey
lane the Company’s Pavement Data Management System will search for a LRP in the
following sequence:
• An LRP at the start of the survey lane in the survey lane XSP;
• An LRP at the start of the survey lane in another XSP;
• An LRP at the end of the preceding survey lane in its XSP;
• An LRP at the end of the preceding survey lane in another XSP.
9.5 Cross Section Positions

Each reference section represents a strip of road including both the carriageway and
off-carriageway features (e.g. footways and verges) up to the highway boundary. The
section therefore may be considered to consist of a number of longitudinal strips that
correspond to features such as lanes, and lines that indicate the edge of the
carriageway etc. These longitudinal strips and lines are referred to as Cross Section
Positions (XSPs). It should be noted that each strip does not have to have a constant
width.
The XSPs that may be used within the Company’s Pavement Data Management
System are shown in Table 9-1 with the numbering and position of the XSPs across
the highway:
Name of XSP Abbreviation Strip or Line Numbering Convention
Left Boundary LB Line
Left Boundary Area LA Strip
Left Off Carriageway L Strip 1 to 9, right to left
Left Edge LE Line
Left Hard Shoulder LH Strip
Left Additional Nearside Lane -L Strip 1 to 9, right to left
Left Permanent Lane CL Strip 1 to 9, left to right
Left Additional Offside Lane +L Strip 1 to 9, left to right
Centre Line CC Line
Right Additional Offside Lane +R Strip 1 to 9, right to left
Right Permanent Lane CR Strip 1 to 9, right to left
Right Additional Nearside Lane -R Strip 1 to 9, left to right
Right Hard Shoulder RH Strip
Right Edge RE Line
Right Off Carriageway R Strip 1 to 9, left to right
Right Boundary Area RA Strip
Right Boundary RB Line
Table 9-1 - XSPs to be used in the Company's Pavement Management System and the
Provider's Routine and Planned Maintenance System.
The Implied Direction of Reference of the section in Figure 9-8 is ‘left to right across
the page’. The shaded XSPs correspond to the longitudinal lines, the un-shaded XSPs
to longitudinal strips.
Figure 9-8 - XSP lines and strips.
Items at XSP Boundaries

Items occuring at the boundary of two cross sectional positions must be recorded as,
described in the following sub-sections.
Note:
• The two sides of a dual carriageway must be modelled separately, this section
assumes this to be the case.
• The outer lane or outer strip must not be confused with the outside lane, in the
overtaking sense, they are different.
9.5.1 XSP Positions for Different Carriageway Types

The following Figures show some examples of XSP positions for different carriageway
types.
Note: Within the following example diagrams the XSP lines and strips are highlighted
with blue and white labelled cubes respectively. For clarity, each Section is shown
with Direction of Reference highlighted by a blue arrow/line.
It should be noted that the XSP conventions assume that the two sides of a dual
carriageway are modelled independently. Thus, any details relating to shared
elements in the central reservation must be modelled by Right Off Carriageway XSPs,
for the side of the dual carriageway which is the nominated carriageway. Also, as
shown in Table 9-1, some XSPs may have an ‘index’ in the range 1 to 9.
Figure 9-9 - Dual 2 Lane Layout example.
Figure 9-10 - Single 2 Lane 2 Way Layout example.
Figure 9-11 - Single 3 Lane 2 Way Layout example.
Figure 9-12 - Dual 3 Lane Motorway Layout example.
Figure 9-13 – “Dual All Lane Running” (ALR) Smart Motorway Layout Example.
Figure 9-14 - Dual “Hard Shoulder Running” (HSR) Smart Motorway Example.
XSPs on Smart Motorway Schemes:
Note that Figures 9-13 and 9-14 refer specifically to Smart Motorway Schemes. When
consulting these diagrams appreciate the following:
• All Lane Running (ALR) – a Smart Motorway where there is no continuous hard
shoulder; all lanes (typically four) are used for moving traffic. Emergency Areas
are present intermittently, to allow refuge in the case of incident or emergency.
• Hard Shoulder Running (HSR) – a Smart Motorway where the hard shoulder
may be flexibly used for vehicle traffic (only under specific instruction from the
overhead signage). Emergency areas also present intermittently, to allow
refuge in the case of incident or emergency.
XSP Boundaries with an XSP of Type = Line:
Where an item occurs at the conjunction of two or three XSPs, and one of those XSPs
is of type line as defined in Table 9-1 , then the item must be recorded as having the
XSP of type line.
Examples:
1. A longitudinal road marking occuring at the right edge of the fast lane of a
carriageway, between the carriageway and the central reserve where there is
no right edge strip / hard shoulder, is recorded at the line XSP Right Edge (XSP
RE). See Dual 2 Lane layout at Figure 9-9 .
2. A line of road studs marking the centre of a two-way section, is recorded at the
line XSP Centre Line (XSP CC). See Single 2 Lane 2 Way layout at Figure 9-10
above.
XSP Boundaries without an XSP of Type = Line:
Where an item occurs at the bounary of two XSPs, of type strip, and there is no XSP
of type line at that location, as defined in Table 9-1 . Then the item must be recorded
as having the XSP of the outer strip.
The outer strip is that furthest from the Right Edge (XSP RE), for a one-way section
(including a dual carriageway section). It is the furthest from the Centre Line (XSP CC)
for a two-way section.
Examples:
1. A longitudinal road marking occuring between lane 1 and 2 of a one-way section
(XSPs CL1 and CL2), is recorded at the strip XSP Left Permanent Lane 1 (CL1).
See Dual 2 Lane layout at Figure 9-9 .
2. A line of road studs occuring between right hand lanes 1 and 2 of a two-way
section (XSPs CR1 and CR2), is recorded at the strip XSP Right Permanent
Lane 1 (CR1). See Single 3 Lane 2 Way layout at figure 9-11 .
3. A longitudinal road marking occurring between lane 3 and a right edge strip /
hard shoulder, of a 3-lane dual carriageway section (XSPs CL3 and RH) is
recorded at the strip XSP Left Permanent Lane 3 (CL3). See Dual 3 Lane
Motorway layout at Figure 9-12 .
I. Approved Network Model
I.1 Scope
• Changes to the Approved Network Model as a result of:
• All schemes (including major improvement schemes);
• Trunking of existing Local Authority Roads;
• Detrunking of Employer Roads;
• At the request of the Employer or other persons authorised by the Employer;
and
• Incorrect data (deficiency).
I.2 Outcome
This Employer has a complete, current and correct Approved Network Model that
can be used as a master data set.
I.3 Requirements
I.3.1 Location Referencing Points (LRPs)
• As a minimum, a LRP must be defined by the Provider for the start and for
the end of each section, each with a pair of coordinates to a resolution of 1m.
The recorded coordinate for the LRP at the start or end of the section may be
taken at any point on the cross-sectional line passing through the LRP within
the extent of the carriageway.
I.3.2 Recording of Section Referencing Markers
• In order to enable the accurate replacement of lost or damaged section
reference markers, the Provider must keep records of their locations.
Providers must record this information within the Employer’s Pavement Data
Management System as LRP’s. The Provider is then responsible for the
completeness, accuracy and timeliness of that LRP data.
I.3.3 Geographic Representation
• The Provider must maintain the 1:50,000 Idealisation as a good
representation of the Network.
• The 1:2500 idealisation is the responsibility of the Employer’s current System
Support Team. It is sourced from the GPS stream of a TRACS survey. Any
inaccuracies must be reported through the Employer’s current System
Support Team.
I.3.4 Scheme-Specific Requirements
• For all Schemes without exception, the Provider must make any changes to
the Approved Network Model by the date that the relevant section is
adopted/trunked by the Employer.
• The Provider must carry out the section referencing resulting from
improvement schemes.
• It is the responsibility of the consultant/designer to provide a set of drawings
to the relevant Provider that show the Network for the area affected by the
scheme when opened. To carry out this operation, the designer will need to
liaise, through the Employer’s Scheme Project Sponsor (PS), with the
Network Referencing Manager (NRM), who is responsible for the section
referencing, including creating any new sections for upload by HAST in the
Employer’s Pavement Data Management System.
• Once a line of communication has been established between the
consultant/designer and the Provider, any revisions to the scheme layout
should be communicated directly to the Provider. Liaison with the PS and
the Service Manager will then be the responsibility of the Provider.
• The Provider must consider the effect of the scheme on existing sections, i.e.
consider which sections need to be modified, retired or replaced. Existing
sections must be retained where the road alignment and other characteristics
remain intact, e.g. where the section is only reconstructed and its alignment
remains unchanged. Otherwise sections must be retired or created as
appropriate.
• The installation/reinstallation of section reference markers and the removal
of any redundant markers must be undertaken as part of the improvement
scheme contract to ensure the correct section reference markers are in place
before the new or improved road opens.
• For changes not associated with Schemes, including but not limited to any
defects in the Approved Network and Section Referencing data identified at
any time during the contract period and any requests for changes to the
Approved Network Model from the Employer or an organisation authorised
by the Employer, the Provider must amend the Approved Network Model
within 20 working days of identifying and validating the required change.
I.3.5 Sections Shared by Providers
• Where shared maintenance sections exist, the Provider responsible for the
maintenance of the pavement (the “primary” Provider) is responsible for
specifying and maintaining the section referencing and any information
relating to it.
• Sections must terminate at the ends of the length of road for which a
secondary Provider is responsible. Thus a section must be wholly allocated
to a single primary Provider or shared by a primary Provider and a secondary
Provider in the same manner over its complete extent.
I.3.6 Section LRPs at Provider Boundaries
• As stated in Section 9.1, sections must terminate at a Provider boundary. A
common section LRP will therefore be located at the boundary between
Providers. Both Providers must use a common LRP number at this point. This
number must therefore be unique within both Provider’s’ Areas.
• When changes are made to LRP located at boundaries, the Providers must
retain evidence of agreement between both parties as to the new position
and number
• One Provider is responsible for the placement of the section Reference
Marker(s) for this LRP, and this responsibility must be recorded by that
Provider (see Section 9.1).
I.3.7 Trunking of existing Local Authority roads
• Where they do not already exist, section reference markers must be installed
to match the section referencing. The Provider must ensure that the data in
the systems described in Section 2.1 are complete and accurate within the
Employer’s Pavement Data Management System database by the date the
relevant section of carriageway is adopted/trunked by the Employer.
I.3.8 Changes instigated by the Employer
• Exceptionally, the Employer may deem it necessary to modify the section
referencing. The Employer will contact the relevant NRM to discuss the
changes required.
• The Employer reserves the right to make changes to section referencing.
I.3.9 General Requirements
• The Provider will ensure all changes to the Approved Network Model are
complete and accurate.
• Changes to section referencing by the Provider is undertaken using the
SONNET Process.
• Before changing a section’s length, the distance between the start and end
section reference markers must be measured using a calibrated measuring
device, capable of measuring to an accuracy of ±1m.
• The Provider’s Network Referencing Manager (NRM) may delegate this duty
but the responsibility for accurate and timely data as defined in the
Governance Section of this document remains with the NRM.
• The Provider is responsible for;
o The accuracy, completeness and timeliness of the Approved Network
Model in their contract;
o Ensuring changes to the Approved Network are carried out in
accordance with the procedures set out in Section 9.2; and
o Liaising with the Employer’s Network Auditor regarding changes to the
Approved Network Model.
• Further instructions can be found in Section 9.
PART 2 – ASSET CLASS SPECIFIC
REQUIREMENTS
NOTE:
• The asset data requirements are entirely set out in the ADMM – Asset Data
Dictionary.
• The asset must be located according to the “Locating Assets” information in
Section 4.
• The asset hierarchies as they appear in the ADMM – Asset Data Dictionary are
detailed for each asset class. This will take one of two forms:
o Asset Class - Asset Sub Class – Asset
o A ‘Parent-Child Relationship’ as described in Section 5.1
10 Building
10.1 Asset Class Hierarchy
Figure 10-1 – Building asset class hierarchy.
10.2 Asset Location

• New assets must be located by XY coordinates and section, chainage and XSP.
11 Carriageway Control
Figure 11-1 – Carriageway Control asset class hierarchy.
11.2 Asset Location

• New point assets must be located by XY coordinates and section, chainage
and XSP, for items associated with the road surface.
• New linear assets must be located by section, chainage and XSP, for items
associated with the road surface.
12 Drainage
Figure 12-1 – Drainage asset class hierarchy.
12.2 Additional Information

The Drainage Data Management System (HADDMS) maintains the primary data set
for drainage asset inventory and condition (excluding routine defects) data.
The drainage data requirements are defined as follows
• The high-level asset data requirements for the drainage asset are defined in
CD 535 and England NAA, and in CS 551. Requirements for non-asset data
(such as flooding and priority registers), as-built records, attached documents
and data packaging are given on the downloads page of HADDMS.
o Documents associated with the assessment of routine runoff on surface
water courses carried out in accordance with LA 113 are to be attached
as documents to the relevant drainage asset in HADDMS. These include
HEWRAT assessments and field log sheets for Tier 2 assessments.
• Template files for asset data SHP file formats can be downloaded from
HADDMS.
12.3 Data Maintenance
The drainage asset data held on HADDMS is currently undergoing a consolidation
process, which will remove data duplication and help identify gaps. Consolidated data
on HADDMS is grouped into drainage highway catchments, each being a group of all
the drainage systems and the adjacent land they drain, between two geographical high
points of the highway network. Both carriageways of a dual carriageway are
considered part of the same catchment, but risks can be assessed separately for each
carriageway.
A drainage highway catchment can include one or more drainage systems, each being
a group of drainage assets that are directly or indirectly connected to each other, within
a single drainage highway catchment. Each highway catchment’s data is managed as
a drainage “scheme” on HADDMS. The process described in the England NAA to CD
535 must be followed for maintaining the data for each drainage highway catchment,
in particular, all drainage data must be round-tripped from and back to HADDMS when
any survey is carried out. In any Areas that have yet to be consolidated the round-
tripped data must be re-organised into drainage highway catchments as part of the
survey process.
12.4 Drainage Data Acceptance Criteria

Drainage contractors and other data suppliers may be given access to HADDMS for
the purposes of checking data prior to submission to Service Providers. They are not
permitted to amend the HADDMS database or import their data into the database.
Data to be imported into the database must be finally uploaded and checked by the
Service Provider.
If any of the checks fail, a report of the problems will be provided. Failures can result
in either a “critical error” or a “warning”, as indicated below.
The presence of any “critical errors” indicates an illogical or ambiguous drainage
model and means that the whole scheme must be rejected. Such errors must be fixed,
and the data re-uploaded before the data can be added to the system.
The presence of any “warnings” means that the scheme can be added to the system,
provided there are no critical errors. Warnings may indicate incorrect data or can arise
due to unusual drainage layouts or incomplete records (e.g. due to a limited scope
survey). Any warnings should be reviewed before confirming that the scheme can be
added to the system.
The scope of checking is to ensure that a logical and unambiguous drainage model
has been defined in the supplied data and that it is provided in the correct format;
checking of data quality and completeness is otherwise not checked at import stage
by HADDMS and is the responsibility of the data supplier.
If data is uploaded as a new version of an existing scheme, additional checks are
carried out to detect potential loss of existing data, for example the removal of a large
number of assessed priority assets from a scheme. If significant data loss is detected,
users may need to discuss this with the HADDMS Support Team before they can
complete the data import.
Additional checks resulting in “warnings” may be added to HADDMS periodically to
help promote improvements in data quality.
HADDMS provides a check report of all critical errors and warnings using the reporting
codes given and defined in table 12-1 below.
HADDMS HADDMS check report code description

check
report
code
A10.7 Basic checks
The following checks confirm that all files are present, hold appropriate types of data
in the correct format, and that all mandatory fields have been completed. Checks
A10.7.1 and A10.7.2 relate to the fundamental structure of the data; failure of these
will generally prevent the system from carrying out any further checks.
A10.7.1 Critical check: The shapefiles submitted in the .zip file must be correctly
named and contain the appropriate type of geometry (i.e. points, lines
or polygons for “point”, “continuous” and “region” assets respectively).
A10.7.2 Critical check: All fields in the data file specification must be present
and contain the appropriate type of data (e.g. text, number, date, etc.).
To avoid some software defaulting blank number fields to 0, “Integer”
and “Number” fields may be formatted as text, provided these only
contain a number or are left blank.
A10.7.3 Critical check: All system-assigned fields (“SYS”) for new inventory
assets must be blank. When re-uploading a scheme that has been
downloaded from HADDMS, the values in these fields must be left
unchanged. If the values are deleted, then those inventory assets will
be treated as new assets and assigned a new CD 535 reference, and
the old assets will be removed from HADDMS.
A10.7.4 Critical check: All mandatory fields (“M”) must be completed.
A10.7.5 Critical check: The scheme reference (“SUPP_SCH”) must be the

same for all entries in each of the submitted shapefiles for a scheme.
This is to confirm that all inventory assets are part of the same scheme.
A10.7.6 Critical check: All fields identified as requiring a code (e.g. item type,
system type, material, shape, etc) will be checked for valid code
entries, as defined in the ADMM.
A10.8 Referencing checks
The following checks confirm that there is connectivity between the point,
continuous and region assets, based on their supplier’s item references.
A10.8.1 Critical check: As per check A10.7.3, all CD 535 asset reference fields
are system assigned, and must be left blank for newly submitted
inventory asset.
A10.8.2 Critical check: All supplier’s reference fields (“SUPP_REF”) will be

checked to ensure there are no duplicates within the submitted
scheme. (Duplication with assets in other schemes is permitted.)
A10.8.3 Critical check: The supplier’s reference of any point asset must not
match the supplier’s reference of any continuous asset in the same
scheme.
A10.8.4 Critical check: All upstream and downstream references of continuous

assets (“SUPP_REFUP” and “SUPP_REFDN” respectively) must exist
as point references within the same scheme.
A10.8.5 Critical check: All region assets must have a corresponding region
node point asset (item type code = “RN”) with the same supplier’s
reference within the same scheme.
A10.8.6 Warning check: All supplier’s reference fields (“SUPP_REF”) will be

checked to ensure that they are not in a CD 535 format.
A10.9 Connectivity referencing checks
The following checks relate to checking the referencing used in connectivity

attributes and connectivity nodes.
A10.9.1 Critical check: If the connectivity attribute (“SUPP_CONN”) of a point

asset is specified, it must exist as the reference of a continuous asset
within the same scheme.
A10.9.2 Warning check: If the connectivity attribute of a point asset is specified,

the asset should not be used as the upstream node of any continuous
asset.
A10.9.3 Warning check: The connectivity attribute should not be specified for
outfalls, soakaways, soakaway boreholes, ghost nodes, region nodes
or phantom nodes.
A10.9.4 Critical check: The connectivity attribute must be specified for

connectivity nodes (item type code = “CN”).
A10.10 Upstream and downstream asset checks
The following checks ensure that appropriate point assets have been used as
upstream and downstream nodes of continuous assets.
A10.10.1 Warning check: Point assets that are gullies should not be used as the
downstream point asset for a continuous asset. (In some cases this is
required; however, in the majority it is not appropriate so it is flagged
as a warning.)
A10.10.2 Warning check: Outfalls should not be used as the upstream point
asset for a continuous asset.
A10.10.3 Warning check: Ghost nodes and phantom nodes should be specified
as either the upstream or the downstream node of at least one
continuous asset. The only exception is a ghost node at the centroid of
an isolated region asset. Connectivity nodes (item type code = “CN”)
should be specified as the downstream node of at least one continuous
asset. All other point assets may exist in isolation.
A10.10.4 Warning check: Point assets that are only referenced as downstream
nodes of continuous assets should be outfalls, soakaways, soakaway
boreholes, connectivity nodes, phantom nodes, region nodes or ghost
nodes.
A10.10.5 Warning check: The region node at the centroid of a region asset
should only be the up- or downstream item of region connectors (item
type code = “RC”). Conversely, region connectors should have either
their upstream or downstream node assigned as a region node.
A10.11 Location checks
The following checks ensure that spatial geometry is appropriate, and that point
items are located correctly relative to any continuous item to which they are
connected.
A10.11.1 Critical check: All locations given in the geometry and attribute data
must be to OS Grid (as defined in the NAA to CD 535) within the
appropriate range of Eastings and Northings.
A10.11.2 Critical check: All point assets must have “EASTING” and
“NORTHING” attributes that match the easting and northing defined in
the SHP geometry.
A10.11.3 Critical check: The geometry Eastings and Northings of the ends of the
line representing each continuous asset must match the Eastings and
Northings of its upstream and downstream point assets.
A10.12 Observation related checks
The following checks ensure that observations are referenced to a valid asset. If
observations are referenced to an inappropriate asset (e.g. a pipework observation
is related to a gully), then it will be accepted but not scored.
A10.12.1 Critical check: All observations must have a “SUPP_REF” that matches
a point, continuous or region asset in the same scheme.
A10.12.2 Critical check: If an “ASSET_REF” is provided in the observation data,

it must match the “ASSET_REF” or “PIPE_REFER” of the same asset
as its “SUPP_REF”.
A10.12.3 Critical check: All observations must have an “OBS_CODE” entry.
A10.12.4 Warning check: The “OBS_CODE” of an observation should be

associated with an asset of the appropriate type, otherwise it will not
be scored.
A10.13 Attached documents checks
The following checks ensure that any documents which should be attached to the
assets or observations are present and referenced in the data.
A10.13.1 Critical check: Documents in the ZIP file must be of one of the
acceptable types, as defined in guidance on the downloads page of
HADDMS.
A10.13.2 Warning check: Any document that is named in an “ATT_DOCS” or

“PHOTO_REFS” attribute should be present in the root folder of the
ZIP file. This warning could indicate a document has been omitted,
incorrectly named or referenced, or placed in a sub-folder in the ZIP
file.
A10.13.3 Warning check: Any document that is present in the ZIP file should be
referenced in at least one “ATT_DOCS” or “PHOTO_REFS” attribute.
A10.13.4 Warning check: Referencing a single document to large numbers of

assets or observations is discouraged, so a warning is generated for
any document referenced more than once.
Table 12-1 - HADDMS check report code definitions.

J. Drainage
The Drainage Data Management System (HADDMS) maintains the prime data set
for drainage asset inventory, construction and condition (excluding routine defects
managed in the IAM-IS) data.
The IAM-IS maintains a copy of the HADDMS Surface and Combined Surface and
Sub-Surface drainage asset inventory data to enable the Provider to schedule
routine inspections, maintenance activities and to apply defects to the assets. The
Employer will ensure that the data in IAM-IS matches the data in HADDMS.
Please note that any CD 535 and CS 551 activities are still to be managed through
HADDMS and the provider is not expected to duplicate this in IAM-IS.
Asset Type IAM-IS Primary Primary Routine
Code Data Source and Planned
Maintenance
System
Bifurcation or Storm Overflow DRBI HADDMS IAM-IS
Catchpit DRCP HADDMS IAM-IS
Combined Kerb and Drainage Channel DRCK HADDMS IAM-IS
Combined Pipe and Channel Drain DRCS HADDMS IAM-IS
Combined Surface and Sub-surface Filter DRCF HADDMS IAM-IS
Connector Node DRCN HADDMS IAM-IS
Counterfort Drain DRCD HADDMS IAM-IS
Culvert DRCU HADDMS IAM-IS
Ditch DRDI HADDMS IAM-IS
Drainage Channel Block DRDB HADDMS IAM-IS
Drainage Linear Assets DRLI HADDMS IAM-IS
Drainage Point Assets DRPO HADDMS IAM-IS
Drainage Regional Assets DRRE HADDMS IAM-IS
Edge Channel DREC HADDMS IAM-IS
Filter Drain DRFD HADDMS IAM-IS
Flow Control Device DRFC HADDMS IAM-IS
Ghost Node DRGN HADDMS IAM-IS
Grip DRGP HADDMS IAM-IS
Grip Inlet DRGI HADDMS IAM-IS
Gully DRGU HADDMS IAM-IS
Informal Drainage ‘Over the Edge’ DROE HADDMS IAM-IS
Inlet DRIT HADDMS IAM-IS
Inspection Chamber DRIC HADDMS IAM-IS
Interceptor DRIN HADDMS IAM-IS
Lamphole DRLH HADDMS IAM-IS
Land Drainage DRLD HADDMS IAM-IS
Linear Drainage Channel DRLC HADDMS IAM-IS
Manhole DRMH HADDMS IAM-IS
Narrow Filter Drain DRND HADDMS IAM-IS
Oil Separator DROS HADDMS IAM-IS
Other Special Chamber DROC HADDMS IAM-IS
Outfall DROU HADDMS IAM-IS
Outlet DROL HADDMS IAM-IS
Phantom Connector DRPL HADDMS IAM-IS
Phantom Node DRPN HADDMS IAM-IS
Pumping Station DRPS HADDMS IAM-IS
Region Connector DRRC HADDMS IAM-IS
Region Node DRRN HADDMS IAM-IS
Rodding Eye DRRD HADDMS IAM-IS
Soakaway DRSO HADDMS IAM-IS
Soakaway Borehole DRSB HADDMS IAM-IS
Soakaway Trench DRST HADDMS IAM-IS
Surface Water Channel DRCH HADDMS IAM-IS
Swale or Grassed Channel DRSC HADDMS IAM-IS
Table J-1 - Drainage Inventory in IAM-IS.
The Provider must not update any other fields in the IAM-IS apart from those listed
in table J-2.
Risk Rating Inspection Type 6 Interval
Inspection Type 1 Interval Date Last Inspection (Type 6)
Date Last Inspection (Type 1) Inspection Type 7 Interval
Date Last Inspection (Type 5) Last Maintained Date
Additional Asset Information
Table J-2 - Updatable drainage fields in IAM-IS.
The Provider has a requirement to record all reported flood events on their network.
J.1 Scope
• All reported flood events as defined in the AMOR document.
J.2 Outcome
All reported flood events are recorded in the Flood Events Register on the
Employer’s Drainage Data Management System in accordance with CD 535.
J.3 Requirements
• The Provider must record as a minimum the following details of all “Ongoing”
flood events in the Flood Events Register within the initial 24-hour period of the
flood event being reported;
o Location of the approximate centre of the flood using the national grid
and transformation according to the requirements of the NAA to CD
535.
o Date and time the flood was initially reported.
o Whether the flood is affecting the carriageway and/or adjacent third-
party property.
• The Provider must enter full details of a flood event and set the status to “Closed”
within 28 days.
• Further details of the information to be entered about flood events are available
from the downloads page of HADDMS.
13 Environmental
Table 13-1 – Environmental asset class hierarchy.
14 Geotechnical
Figure 14-1 – Geotechnical asset class hierarchy.

A geotechnical asset is defined as the man-made or natural earthworks below the road
pavement layers and the adjacent land beside the road.
HD 41 provides the overarching approach to the management of geotechnical assets,
it details:
(i) The role of organisations and people in the management of geotechnical
assets.
(ii) Planning and risk management of activities undertaken on geotechnical
assets throughout their life cycle (inspection, monitoring and interventions).
(iii) The information requirements for the management of geotechnical assets.
It does not cover the data management of geotechnical asset information.
The data requirements for the geotechnical asset are to be used in association with
the requirements in HD 41.
The asset information system for geotechnical assets for the Company maintains the
prime data set for geotechnical asset inventory, construction and condition data. The
asset information system is defined in Section 2.1.5 of this document.
The requirements for transfer of data relating to geotechnical assets are described in
the following locations:
I. HD41 describes asset Principal Inspections, and the method of transfer of such
data is described in the user documentation for the asset information system.
II. The process for the handover of geotechnical as-built data is described in detail
in the Handover of Geotechnical As-Built Data Guidance Document, available
for download from the asset information system, or by contacting the support
email address shown in Appendix E of this document.
III. The data and file format requirements for the transfer of geotechnical asset data
are formally laid out alongside the attributes for Geotechnical assets in the
ADMM – Data Dictionary.
Advice or support on all aspects of data transfer for geotechnical assets is available
from the support email address shown in Appendix E of this document.

All activities described in HD 41 are to be managed through HAGDMS and the

Provider is not expected to replicate this in IAM-IS.
15 Landscape
Figure 15-1 – Landscape asset class hierarchy.
15.2 Asset Location

• New point assets must be located by XY coordinates and section,
chainage and XSP.
• New linear assets must be located by section, chainage and XSP.
16 Lighting
Figure 16-1 – Lighting asset class hierarchy.

Specific requirements for the submission of inventory for billing purposes are also
specified in the ADMM - Data Dictionary.
The Company requires accurate lighting inventory data to ensure they have the correct
energy consumption data for billing purposes. Energy procurement and asset
management support is considered to be an integral part of this function.
Electricity trading for unmetered road lighting is governed by the Balancing and
Settlement Code (BSC Procedure) for Unmetered Supplies Registered in SMRS
(BSCP520). It is a requirement to comply with BSCP520 1. BSCP520 uses the
Operational Information Document “A Guide to Unmetered Supplies under the BSC”
to define the standard file format for lighting inventories that is the minimum needed
to achieve billing settlement.
1 Available on the Elexon website (http://www.elexon.co.uk)

The following requirements shall also be met:
• Inventories should reflect changes to the asset as soon as practical.
Highways England, through the EPS project, provides monthly updates
to the DNOs. A complete inventory, including all normal changes
occurring in the previous month, should be submitted on the 1st day of
every month.
• Inventory submission details, including file identifier and inventory
specification format are provided in this document.
• At the earliest opportunity any major planned changes to the network
should be notified to the EPS System Administrator e.g. the opening of
a new road or de-trunking of an existing road. Advanced information
should be provided so that DNO’s may be informed at the earliest
opportunity.
• Where a Photo Electric Control Unit (PECU) Array is used to record the
switching times of the lighting, the photocells in these arrays must be
representative of those on the road, i.e. similar age, type, switching
levels / mode etc. As such any significant change in switching regime,
e.g. a major change in photocell manufacturer/type will require similar
changes to the population of photocells employed in the PECU array. In
order to initiate this change, the EPS System Administrator should be
informed in advance of any major changes.
• Electricity supply invoices for equipment not covered by the unmetered
supplies Balancing and Settlement Code Process should continue to be
paid in the usual way. The billed items should be entered on the lighting
inventory as “metered” to ensure they are filtered out of the asset
database by the EPS Administrator and therefore not submitted to the
DNO to prevent double billing.
• All data shall be stored electronically in a format that can be read, copied
and recorded.
• Storage conditions and handling processes shall be designed and
implemented to protect data from unauthorised access, loss or
destruction, and from theft and disaster.
• Data systems shall be designed so that data remains accessible,
authentic, reliable and useable through any kind of system change, for
the entire period of their retention. This may include migration to different
software, re-presentation in emulation formats or any other future ways
of re-presenting data. Where such changes occur, evidence should be
kept, along with details of any variation in design and format.
16.3 Data Transfer Requirements for Standard Lighting
Billing Inventory
The first fifteen fields align with the Operational Information Document (OID) standard
file format for unmetered energy trading. These fields describe the data to be reported
monthly to comply with the energy trading requirements. It also serves as the minimum
dataset needed to derive the condition indicators that quantify the condition of the
lighting asset under the TR22 (ILP) document” Managing a vital asset: Lighting
Support”. This information plays an increasingly important role in requesting funding
to maintain the lighting asset outside of the scope of lump sum maintenance and in
predicting future budget needs for the asset.
Transfer of billing inventory data
To enable the EPS System Administrator to handle the data from different areas
efficiently, the inventory should be issued to the EPS System Administrator under the
cover of a unique file which must be formed as detailed below.
File naming convention: AADDMMYY.csv
Where: AA are two digits forming the Area Number (e.g. 01 for Area 1, 02
for Area 2)
DD are two digits forming the day (e.g. 01 – first, 02 – second)
MM are two digits forming the month (e.g. 01 – January)
YY are the last two digits forming the year (e.g. 16 for 2016)
The fifteen fields that are required to be sent to the EPS System Administrator are
listed in the order that they must be formed. This file format is subject to amendment
by Elexon. In the event that the OID is revised, any changes to the standard file format
will take precedence over the following requirements:
• Agent Record Number
• Parish
• Road Name
• Feature Location
• Item Class Code
• Lamp Equivalent Number
• CMS Unit Reference Number
• Charge Code
• No Of Lamps
• Switch Regime
• No Of PECUs
• Control Charge Code
• Grid Ref East
• Grid Ref North
• Exit Point
16.4 Data Transfer Requirements for Variable Lighting

Billing Inventory
Data for lighting assets affected by variable lighting for carbon reduction purposes are
to be submitted 1st day of every month in a format agreed with the EPS System
Administrator.
Figure 16-1 - Interaction of Main Parties.

K. Lighting
The Employer requires accurate and timely lighting inventory data to ensure they
have the correct energy consumption data for billing purposes. The requirement for
the Provider to retain and update a computerised inventory is described under
AMOR Part 8. Energy procurement and asset management support is considered
to be an integral part of this function.
K.1 Scope
Asset data and energy consumption data as required by BSCP520 and defined in
ADMM – Data Dictionary.
K.2 Outcome
The Employer has complete, current and correct lighting inventory and energy
consumption data for billing purposes.
K.3 Requirements
• The Provider shall survey 25% of the lighting inventory annually to ensure for
accuracy of the data fields.
• The Provider must submit an updated lighting inventory file as defined in
ADMM – Data Dictionary and complying with the BSCP520 monthly.
• The Provider will ensure all lighting asset data and energy consumption data
as required by BSCP520 and defined in ADMM – Data Dictionary and
submitted to the Employer are complete and accurate.
• The Provider will ensure that:
o Inventories reflect changes as soon as practical. Highways England
through the EPS project is contractually obliged to provide monthly
updates to the REC. This requires the Provider to provide a copy of
the complete BSCP520 compliant inventory on the first working day of
every month to the EPS System Administrator.
o Every month normal changes to the network (by the introduction of
new and/or replacement road lighting and illuminated signs for
example) are entered onto the inventory.
o On the first day of every month the inventory is downloaded and sent
to the EPS System Administrator. Please note that updates of changes
only are not acceptable. A complete inventory should be submitted
even when there has been no change that month.
• The EPS System Administrator or UMSO will issue a report identifying non-
compliance with BSCP520 inventories to the Provider whenever the Meter
Administrator or Unmetered Supply Operator advises that billing settlement
cannot be completed. Non-compliance may be reflected in the contract KPI
scores if needed. The Provider should contact the EPS System Administrator
for ongoing advice on inventory provision.
17 Operational
Figure 17-1 – Operational asset class hierarchy.
18 Paved Area
Figure 18-1 – Paved Area asset class hierarchy.
18.2 Asset Location

• New point assets must be located by XY coordinates and section,
chainage and XSP.
• New linear assets must be located by section, chainage and XSP.
• New polygon assets must be located by XY coordinates and section,
chainage and XSP using the centroid of the polygon as reference for the
XY and chainage.
18.3 Emergency Areas

Emergency Areas (EAs) are recorded as part of the Pavements asset data
requirement. EAs have been defined as a pre-defined lookup (Table 18-1) value
pertaining to XSP Function; an attribute assigned to XSP Detail Data.
Value Description
Acceleration -L9 to -L1, +L1 to +L9, +R9 to +R1, -R1 to -R9

Lane
Bus Lane -L9 to -L1, +L1 to +L9, CL1 to CL9, CR9 to CR1, +R9 to +R1, -R1 to -R9
Deceleration -L9 to -L1, +L1 to +L9, +R9 to +R1, -R1 to -R9

Lane
Dynamic Hard -L1

Shoulder
Edge Strip LH, RH
Emergency LH
Area
Hard Shoulder LH, RH
Lay-by -L9 to -L1, +L1 to +L9, +R9 to +R1, -R1 to -R9
Not Specified LH, RH
Other LA, L9 to L1, -L9 to -L1, +L1 to +L9, +R9 to +R1, -R1 to -R9, R1 to R9, RA
Permanent CL1 to CL9, CR9 to CR1

Lane
Table 18-1– Pre-defined lookup vales for PV_XSPDET_FUNCTION.
When new EAs are installed or existing EAs are changed an obligation now exists to
ensure that the associated location data is updated accordingly.
An aspiration exists for this initial data requirement to be refined with further detail in
the future.
19 Pavements
The asset data requirements for the assessment of maintenance at a network level
are set out in HD 29. The procedures for using this data are detailed in HD 30.
Figure 19-1 – Pavements asset class hierarchy.
19.2 Pavement Condition Surveys

This section describes the strategy for Pavement Condition Surveys, which is
supported by the facilities provided in the Company’s Pavement Data Management
System.
For the purpose of clarity, a differentiation is made between surveys and inspections.
Surveys
Defined as the collection of data either by machine or visually. Machine surveys are
the collection by machine of measurements. Visual surveys are a mixture of
assessments and measurements, with data capture possibly by hand-held computer.
Inspections
Defined as viewing of the relevant length of road, either on foot or from a slow moving
vehicle, to apply and to record judgements but not to collect data.
19.2.1 Pavement Condition Survey Strategy

Network Visual Surveys and Pavement Visual Surveys should be carried out in
accordance with the provisions of the HAPMS Visual Survey Manual available through
Highways England Extranet http://hawacphap013/hapms/.
Procedures and methods for carrying out Visual Condition Surveys (VCS) for concrete
surfaced pavements (including CRCP) are fully described in the DMRB: Volume 7,
section 3, and Part 2 HD 29.
There are two levels of pavement condition survey:
• Network level
• Scheme level
All network level pavement issues (for example, network level reporting, budget
planning, targeting of priority lengths for treatment) will be based on the data collected
by the Network level surveys.
Any additional data required to define/design individual maintenance scheme will be
collected by the scheme level surveys. The actual scheme level condition surveys
required to be undertaken for each individual scheme will vary from scheme to
scheme.
Lengths of road that will be candidates for treatment will be defined by the relevant
maintenance engineer, and will include those lengths identified by the Network
surveys and any other lengths that the maintenance engineer wishes to consider for
other reasons.
After the Network level surveys, and prior to the confirmation that any length of road
is considered a candidate for treatment and subject to scheme level surveys, an
inspection must be carried out by an engineer (or experienced Inspector). This
inspection must formally confirm that the length identified from the Network surveys,
or by other means, is a proper candidate for treatment and give the engineer or
Inspector’s considered views of other elements of the proposed work, which are
currently considered as part of the Value Management exercise.
19.2.2 Network Level Surveys

The network level machine surveys are:
• TRACS
• Skid Resistance survey
• TRASS (TSD)
Surveys are undertaken in accordance with HD 28 & HD 29.
19.2.3 Scheme Level Surveys
See relevant contract requirements boxes for more information on specific local
surveys.
Surveys are undertaken in accordance with HD 28 & HD 29.

L. Pavement
The Provider will follow this document for pavement condition surveys. In particular,
the Provider is required to satisfy the following requirements.
L.1 Visual Surveys

• The Provider will carry out the NVS and Pavement Visual Surveys in
accordance with the provisions of the HAPMS Visual Survey Manual.
L.2 Visual Condition Surveys (VCS) on Concrete Surfaced Pavements

• VCS surveys must be carried out by the Provider and the consultant/designer
(if one is appointed) following agreement with the Service Manager, and
inspection records must be kept by the Provider.
• The Provider must retain a fair copy of the 1:100 scale field inspection sheet
for VCS. Note: this data can be held electronically.
• Two copies of the pavement construction data and defect summaries must
be submitted to the Service Manager within three months of the completion
of the VCS survey.
L.3 Machine Survey Pre-Processor (MSP)

• The Employer’s MSP is a stand-alone software application that is to be used
by the Provider, or by the Provider’s survey contractors, to process data from
machine surveys, including SCRIM and Deflectograph, prior to loading into
the Pavement Data Management System.
L.4 Fitting Data to the Network

• Tools are provided within the Employer’s Pavement Data Management
System for the definition of survey routes, which are then used by MSP to fit
the measured condition to the Network. The MSP user manual describes the
technical process of fitting a survey to the Network.
• The Provider must follow the processes described in the MSP user manual
for dealing with surveys which do not ‘fit’ the network.
L.5 Employer Commissioned Surveys
• Where the Employer’s survey contractor identifies a section perceived to be
incorrect within the Employer’s Pavement Data Management System, the
Employer’s System Support Team will ask the Provider’s NRM to help resolve
the issue by providing the following, but not limited to, data;
o Section length
o Ordnance Survey Grid Reference (OSGR) locating the Location
Reference Point at the section’s start
o OSGR locating the Location Reference Point at the section’s end
o OSGRs must be measured with differential Geographic Positioning
System (GPS).
L.6 Provider Commissioned Surveys

• In the case of scheme specific surveys such as Deflectograph, and where the
Provider user is attempting to bulk update the construction records as a result
of a Ground Penetrating Radar (GPR) survey, it is the responsibility of the
Provider’s NRM to ensure that any new data is fitted to the Network.
• It is not acceptable for a section to be temporarily recalibrated for the
purposes of fitting data.
• Users concerned about fitting either survey data or bulk updates to section
attributes such as construction or inventory, should in the first instance
contact ICTService+ (see contact details in Appendix E).
20 Roadside Operational Technology
Figure 20-1 – Roadside Operational Technology asset class hierarchy.

Technology Performance Management Service (TPMS) is an asset management tool
containing a central register of inventory information, together with maintenance
records, condition and fault information, for all Company Technology Systems,
including electrical equipment and roadside infrastructure.
The asset data requirements are currently defined in MCH1852 (F) and MCH1854 (E).
TSS Plans Registry (https://tssplansregistry.highways.gov.uk) references several
other guidance documents which can be downloaded including:
• TPMS Overview of System
• TPMS Registering an Asset
• TPMS Asset Inspections and Maintenance Activities
• Technology Maintenance Instruction Operational and Maintenance
Requirements.
21 Road Restraint Systems
Figure 21-1 – Road Restraint asset class hierarchy.

The road restraint assets concern safety barriers and related items installed on the
highways network. In particular note:
• Temporary Barrier Assets – the inventory requirements do not include
the recording of any temporary barrier products used for traffic
management, or safety purposes.
• Road Restraint Assets & Structures Assets – the inventory requirements
do not include the recording of bridge parapets (these products are
recorded as components of the structure, within the structures asset
class). However, where safety barriers are installed on the bridge deck
(for example in front of a non- compliant bridge parapet), these are to be
included in the road restraint inventory.
21.3 Asset Location
• New assets must be located by section and chainage.
22 Structures
22.1.1 Bridge and Large Culvert
Figure 22-1 – Bridge and Large Culvert asset hierarchy.
22.1.2 Mast and Catenary Structures
Figure 22-2 – Mast and Catenary Structures asset hierarchy.
22.1.3 Retaining Wall
Figure 22-3 – Retaining Wall asset hierarchy.
22.1.4 Sign Gantry
Figure 22-4 – Sign Gantry asset hierarchy.

22.1.5 Service Crossing
Figure 22-5 – Service Crossing asset hierarchy.

22.1.6 Small Span Structures
Figure 22-6 – Small Span Structures asset hierarchy.

22.1.7 Tunnels
Figure 22-7 – Tunnels asset hierarchy.
Structures comprise built infrastructure within the footprint of the highway, such as
bridges, buried structures, culverts, retaining walls, sign and signal gantries and other
similar structures, forming essential links in the highway network.
Volume 3 of the Design Manual for Roads and Bridges (DMRB) provides the
overarching approach for the management of existing highway structures, including
their inspection, maintenance, repair and assessment.
More specifically, the overarching principles and requirements for the provision and
maintenance of records and inspections for trunk road structures throughout the UK
are set out in the following key documents:
• BD 62 ‘As Built, operational and maintenance records for highway
structures’,
• BD 63 ‘Inspection of highway structures’, and
• BD 53 ‘Inspection and records for road tunnels’.
Although this list is not exhaustive, these and other similar documents do now cover
the Company’s data requirements for structures.
The structures asset inventory and hierarchy data requirements are contained in the
ADMM - Data Dictionary and are to be used in conjunction with the requirements in
the DMRB.
The asset information system for the Company structures assets (see Section 2.1.4)
maintains the prime data set for structures assets inventory, construction, and
assessment and condition data.

M. Structures
M.1 General
The overarching principles and requirements for the provision and maintenance of
records and inspections for trunk road structures throughout the UK are set out in
BD 62 ‘As Built, operational and maintenance records for highway structures’,
BD 63 ‘Inspection of highway structures’, and BD 53 ‘Inspection and records
for road tunnels’. This section is supplementary to those requirements.
Records for new build, modifications and renewals works to trunk road highway
structures in England are required by BD 62 Annex A to be supplied and input into
Employer’s Structures Data Management System by the organisation responsible
for the design of the works (the Designer), taking account of Employer’s Structures
Data Management System online user guidance. For network improvement and
maintenance works carried out under Provider contracts, the Provider will be
responsible for ensuring that his Designer fulfils this duty.
The acceptance into Employer’s Structures Data Management System of records
for new build, modifications and renewal works, together with the upkeep of
operational records in Employer’s Structures Data Management System, is the
responsibility of the Provider, who must take reasonable steps to satisfy themselves
that Employer’s Structures Data Management System is populated correctly at all
times.
M.2 Scope of Highway Structures

The scope of highway structures for which records must be held and maintained in
Employer’s Structures Data Management System, and inspections undertaken is
given in BD 62 Annex A Table 4.
The normal Maintenance Inspection regime of General, Principal and Special
Inspections in accordance with BD 63 must apply to each Structure Type shown in
the Table, except as indicated below:
• Small Span Structures (formerly ‘Small Culverts’). For Bridges and Buried
structures between 0.9m and 1.8m span, Principal Inspections are not
required, except for corrugated steel culverts, in which case the normal
Maintenance Inspection regime must apply.
• Masts. Posts for Highway Signs are not recorded on Employer’s Structures
Data Management System and are not covered by the Employer’s Structures
Data Management System inspection process.
• Tunnels. General, Principal, Special, and M&E Inspections must be in
accordance with BD 53 ‘Inspection and Records for Road Tunnels’.
• Service Crossings and Other Structures. For other structures not defined in
the Table but needing technical approval the Provider must contact the
Employer’s Structures Data Management System Administrator.
M.3 Type of Records required in Employer’s Structures Data Management

System
The type of as built, operational and maintenance structure records to be held are
described in Section 4 of BD 62 and must be maintained by the Provider within the
relevant branch of the Employer’s Structures Data Management System hierarchy,
as explained in Employer’s Structures Data Management System User Guidance
Volume 1 and in the Employer’s Structures Data Management System Designer
Guide. The Provider must ensure that document records that they upload into the
Structure File Branch are located in the correct subfolder.
Where bridge and culvert structures are modified to cater for road widening, the new
construction must be input as part of the existing structure.
M.4 Data input to Employer’s Structures Data Management System for new
build, modifications and renewals
With respect to inventory data the Provider must confirm within Employer’s
Structures Data Management System, as part of Pre-Opening Inspection (POI)
duties, the acceptance of the completed data input.
For new structures, the Provider must liaise with the Designer so that the Designer
can establish an acceptable referencing system for the structure for Employer’s
Structures Data Management System inventory and inspection recording purposes.
For modifications and renewals to existing structures (including widening) that have
not yet been migrated to the condition indicator style inventory, it is essential that
the Provider “migrates” the component hierarchy of the structure before the
Designer inputs the modification data. The Designer and Provider must therefore
liaise at a sufficiently early date to enable this to be done. This requirement is also
stated in the Employer’s Structures Data Management System Designer Guide.
M.5 Supply of Structure Records in Connection with Changeover of

Responsibility
M.5.1 Records at Transfer of Highways England Structures to the
Ownership of Others
Where a new structure has been constructed under an Employer contract, but
ownership is to be transferred to a third party, full data and documentation is to be
supplied by the Designer in accordance with BD 62.
Where an existing structure is to be transferred to a third party, the Provider must
update the data and documentation in Employer’s Structures Data Management
System, prior to transfer (see M.7 Supply and Upkeep of Operational Records for
Existing Structures).
M.5.2 Records at the Transfer of Existing Third Party Structures to the
Ownership of Highways England
When transfer of ownership from a third party to the Employer is to take place, the
Provider must apply to the Employer’s Structures Data Management System
Administrator for a new Structure Key and, at least one month prior to the planned
handover inspection, create a suitable inventory in Employer’s Structures Data
Management System. Following the handover inspection (refer to Acceptance
Inspections in BD 63), the Provider must input the inspection records into
Employer’s Structures Data Management System in accordance with M.8
Maintenance Inspections.
M.6 Supply of Records for Structures on the Highways England Network

Owned by Others
For newly built structures over, under or adjacent to the highway but owned by
others, on instruction from the Area Manager or other authorised person the Owner
should supply to the Provider, and the Provider obtain from the Owner, within three
months of substantial completion of the structure, summary information about the
structure for inputting into Employer’s Structures Data Management System,
comprising:
• A completed Early Notification of Structure spreadsheet, which should be
obtained from the Employer’s Structures Data Management System
Administrator.
• Minimum headroom information for each span over the road, rail or navigable
waterway
• Three electronic report images are required for the 277 (Employer’s
Structures Data Management System) report. These are a 1:2500 scale map
of the vicinity, a general elevation photograph and a general arrangement
drawing. Advice on image formatting can be found in Employer’s Structures
Data Management System User Guidance Volume 1.
Where the Provider is able to acquire this information, it must be entered onto
Employer’s Structures Data Management System correctly and without delay.
Where the Provider is unable to obtain this information from the Owner, the Provider
should on instruction from the Area Manager or other authorised person, create and
input this information to Employer’s Structures Data Management System.
M.7 Supply and Upkeep of Operational Records for Existing Structures

As part of the ongoing management cycle of a structure, Employer’s Structures Data
Management System contains various functions for use by the Provider.
Requirements for these are summarised below.
M.8 Maintenance Inspections

The Provider must carry out Maintenance Inspections in accordance with BD 63 and
must input information from General, Principal and Special Inspections directly into
Employer’s Structures Data Management System in accordance with M.8
The Provider must complete and “authorise” inspections in Employer’s Structures
Data Management System within three months of the inspection taking place.
The Provider must use the inspection scheduling facility in Employer’s Structures
Data Management System for inspections and monitoring.
Where a Provider is responsible for maintenance of a new structure, the initial
Acceptance Inspection should be the Pre-Opening Inspection (POI) (see BD 63
Section 5). This inspection must constitute the commencement of the programmed
General and Principal Inspection intervals. The POI may be either a General
Inspection or a Principal Inspection although should normally be a Principal
Inspection, but it must in all cases be sufficiently detailed to enable the Provider to
fulfil its responsibilities of future maintenance and management of the structure.
Monitoring Inspections are separately identified in Employer’s Structures Data
Management System and are recurring Special Inspections for the management of
substandard structures.
The Provider must use the inspection and monitoring scheduling facility in
Employer’s Structures Data Management System for planning and programming
The Provider must undertake all inspections as “component level” inspections and
defect information (ratings, images etc.) recorded against the component
referencing system for the structure within Employer’s Structures Data Management
System, as set out in the Employer’s Structures Data Management System User
Manual and on screen guidance. The Provider must “authorise” Inspection data
within three months of the inspection taking place.
General, Principal and Special Inspection reports, can be generated from
Employer’s Structures Data Management System. Where some inspections require
additional information beyond that for which there is functionality in Employer’s
Structures Data Management System for keyed input, (e.g. Acceptance Inspections,
enhanced Maintenance Inspections etc.), a report prepared externally to Employer’s
Structures Data Management System may be created and submitted to HE for
acceptance and then uploaded into the relevant section of the Structure File in
Employer’s Structures Data Management System.
At handover of new structures to the Provider, the Provider must confirm in
Employer’s Structures Data Management System, as part of their POI Acceptance
Inspection duties, their acceptance of the Designer’s completed data input for the
structure.
M.8.1 Maintenance Actions
Maintenance Actions are created in Employer’s Structures Data Management
System as recommended actions to deal with particular maintenance needs, for
entry onto Highways England’s Structure Renewals Programme. The Provider must
create these within Employer’s Structures Data Management System, either:
• during the inspection inputting process;
• during the development of the planned forward programme;
• outside of the normal inspection process (e.g. following an assessment or
incident).
The Provider must review and accept Maintenance Actions within three months of
the action being identified. Where Maintenance Actions are identified at the time of
a Maintenance Inspection, the Provider must undertake this review before the
inspection input is “authorised”. The Provider will need to allocate suitably qualified
staff (with the “Engineer” user role) to undertake these duties on their behalf.
M.8.2 Developing Maintenance Projects
The Provider must use the Project Forming, Estimating, Scheduling and Bidding,
and Continuous Value Management functions in Employer’s Structures Data
Management System as required by the Employer as part of the effective
management of the structures asset.
M.8.3 On-going Review of Employer’s Structures Data Management
System Inventory
The Provider must take the opportunity to check and update relevant parts of the
Employer’s Structures Data Management System inventory whenever current
information can be checked or ascertained during normal operational activities. This
should be at least on the following occasions:
1. Before “authorising” a Principal Inspection input into Employer’s Structures Data
Management System (e.g. physical details and images).
2. Within two months of completion of maintenance schemes (e.g. additional or
amended physical details and images).
3. Within two months of input of inventory information into Employer’s Structures
Data Management System by Designers (i.e. acceptance of Designer’s data and
record input).
4. Where existing structures have yet to be converted to a component level
inspection, at initiation of the component level inspection regime (i.e. instigate
component hierarchy and ensure physical data is attributed correctly within the
hierarchy).
5. Before data for a modified structure (e.g. widening) is input by the Designer. (i.e.
“migrate” (for condition reporting purposes) the component hierarchy if not already
done).
6. Where an existing structure is to be transferred to a third party, the Provider must
update the data and documentation in Employer’s Structures Data Management
System prior to transfer.
7. Upon receipt or known creation of any more recent information or on recognition
of any incorrect information.
8. Within one week of the physical addition or removal of any Interim Measure.
The Provider should note that Employer’s Structures Data Management System
now contains a module for recording inventory data on coating systems for steel and
concrete. This module must be populated as part of the ongoing review of
Employer’s Structures Data Management System Inventory.
M.8.4 Structural Assessments and Load Management
The Provider must input Assessment records resulting from assessment work into
Employer’s Structures Data Management System through the Load Management
section and the Structure File section as appropriate.
Advice in Employer’s Structures Data Management System User Guidance Volume
4 - Operational must be followed regarding the completion of the Load Management
section.
M.9 The Management of Sub-Standard Highway Structures, Concrete Half

Deck and Hinge Deck Structures
M.9.1 Background
The Employer is concerned that contemporary records of Interim Measures for the
management of sub-standard structures are not always being expeditiously fed in
to Employer’s Structures Data Management System. Similarly, there is concern that
management programmes for concrete half joint and hinge deck structures are not
being taken forward expeditiously and, again, that contemporary records within
Employer’s Structures Data Management System are neither complete nor up to
date. Such concerns have arisen following the failure of major highway structures in
Canada, the USA and elsewhere in the world and the lessons learnt.
M.9.2 Sub-Standard Highway Structures
The requirements for the identification, assessment and management of sub-
standard structures are defined in DMRB standard BD 79 (The Management of Sub-
standard Highway Structures) and BD 21 (The Assessment of Highway Bridges and
Structures). BD 79 covers the safe management of sub-standard highway structures
including requirements and guidance on the use of Interim Measures during or
following the assessment process. Interim Measures, crucial for the management of
such structures, may include load reduction, monitoring, risk analysis or further
assessment or a combination of these, together with appropriate Technical Approval
procedures and requirements for auditable documentation and record keeping.
Further guidance on Interim Measures can be found in Employer’s Structures Data
Management System User Guidance Volume 4 - Operational.
M.9.3 Concrete Half Joint and Hinge Deck Structures
The vulnerability of concrete half joint and hinge joint structures has long been
recognised and their management is covered by CHE Memoranda 132 and 177 and
CHE Memorandum 126 respectively together with the associated IAN 53 for
Highways England structures. The assessment of concrete half joints is covered by
BA 39. The assessment of hinge deck structures is covered by BA 93.
These documents set out clear requirements for the identification, inspection and
testing, assessment, risk analysis and management of concrete half joint and hinge
joint structures together with the entry of record information into Employer’s
Structures Data Management System.
M.9.4 Instruction
To address the above issues, the Provider is reminded they must:
• review and update Interim Measures for the management of substandard
structures for their Network and keep this data regularly maintained in
Employer’s Structures Data Management System to provide an auditable
record;
• ensure that Interim Measures are added/updated in Employer’s Structures
Data Management System within one week of any change on the Network
and that the expected end date is revised should the Interim Measure be
expected to remain in place for longer;
• ensure that Interim Measures are deleted from Employer’s Structures Data
Management System within a week of being removed from the structure;
• comply with all the requirements of the several documents relating to
concrete half joint and hinge deck structures; and
• ensure that all relevant bridge record information for sub-standard highway
structures, concrete half joint and hinge deck structures is gathered, held and
maintained within Employer’s Structures Data Management System.
Appendix A: Glossary
Term Acronym Description
Asset Data ADMM The aim of the ADMM is to define and

Management communicate the Company’s asset data
Manual management requirements and the
governance protocols to assure high quality
asset data. The ADMM is owned by the
Asset Information Group in Safety,
Engineering and Standards.
Asset Data ADM The ADM process is what the Company

Management uses to manage its Asset Data. It is based
process around the Deming Cycle (Plan, Do, Check
Act) and is designed to optimise over time.
The process is governed by a multi
directorate governance board and is
managed by the AIG Data Team in SES.
Asset Information AIG The group’s purpose is to support delivery

Group within SES by improving efficiency and
value through optimal and prioritised
allocation of resources using accurate and
robust performance information.
The team that will deliver asset
management tools and processes to the
wider business.
Asset Maintenance AMOR Provides Highways England's mandatory

Operational requirements for the delivery of routine
Requirements maintenance and operational service within
the Asset Support Contract.
Asset Management AMP The AMPs will assist the Company in

Plan collating asset performance data and
understanding current practice in planning
and managing assets at an Area level.
Asset Support ASC Contract model which replaced MAC

Contract contracts.
Asset Delivery AD Contract model which replaced ASC.
Confirm Licensed software package forming the

core of the Employer’s Pavement
Management System (HAPMS). The
Employer holds a number of user licences
for this software for use by the Provider.
Data Management DMS The DMS sets out the strategy for the
Strategy management of highway asset data within
the Company, to promote effective Data
Management, resulting in a well-structured,
stable and integrated data set that is
available across the whole organisation.
Decisions Support DST/Modelling The system and process that uses asset
Tools/Modelling inspection data and pre-defined algorithms
to model asset deterioration, manage risk
and optimise programmes through
informed decisions. Requires data
attributes, data hierarchy, data
quality/confidence targets.
Design Manual for DMRB Current Standards, Advice Notes and other
Roads and Bridges published documents relating to Trunk
Road Works.
Design, Build, DBFO A contract where roads are built and

Finance, Operate maintained with private capital
Environmental EnvIS EnvIS is a system for defining and

Information System categorising the man-made or natural
assets within and surrounding the Strategic
Road Network.
Falling Weight FWD A testing device used to evaluate the

Deflectometer physical properties of pavement
construction by measuring the surface
deflection response to a dropped weight,
measured using geophones at the centre
and offsets form the pulse load.
Ground GPR Depth sounding techniques that utilise

Penetrating Radar radio waves to obtain information regarding
the subsurface structure of the material
under investigation. The technique can be
used to assess construction thickness, the
location of reinforcement or other features.
Highway Agency HAGIS Stores information using the latest digital

Geotechnical mapping, which allows users to view
Information System geographical data for a specific area of the
UK by zooming in and out and using the
built in GIS tools.
Highways Agency HADDMS The management system for the drainage

Drainage Data of the motorway and all-purpose trunk road
Management networks.
System
Highways Agency HAGDMS Holds details of the Highways England’s

Geotechnical Data geotechnical asset, together with
Management geological maps, borehole details, and
System specialist reports.
Highways Agency HAL HAL handles casework relating to the

Lands Company’s external customers whose land
or property is directly or indirectly affected
by The Company’s road building
programme.
Highways Agency HAMIS HAMIS collects and relates operational and

Management financial information to facilitate effective
Information System decision-making. It is a single platform for
information for all Directorates, from simple
code look up utilities to more sophisticated
forecasting and reporting tools.
Highways Agency HAPMS The management system for carriageway

Pavements pavements of the motorway and all-
Management purpose trunk road networks.
System
Highways Agency HAVS Road Asset Valuation System

Valuation System
Information Asset IAO The role of IAO is a position required by the

Owners Cabinet Office for all significant datasets
held and controlled by the Company.
Infrastructure for INSPIRE A European Parliament directive that aims

Spatial Information to establish an infrastructure for spatial
in the European information in the EC for the purpose of
Community making available “relevant, harmonised
and quality geographic information”.
Integrated Asset IAM-IS A ‘commercial off the shelf’ system (Exor)

Management to replace 17 of the Company and supplier
Information System asset management systems.
Levels of Service LoS Level of Service (LOS) set to be outward

facing measures that relate to the service
the road user experiences.
Maintenance MRP The Provider’s plan to deliver the

Requirements Plan maintenance requirements as defined in
the AMOR.
Manual of Contract MCDHW This manual principally looks at the primary

Documents for documents required for the preparation of
Highways Works contracts for Trunk Road Works.
Metadata Metadata describes other data. It provides

information about a certain item's content.
National NAA Provides additional information to the

Application Annex DMRB relevant to only Highways England.
National Asset NADA To review the Company’s approach to

Data Assessment acquiring, collating, using and managing
the data needed to support existing
Company systems and processes
Operational OD C OD C enables the delivery of consistent

Directorate Central asset management of the Strategic Road
(HE) Network by identifying a strategic direction,
allocating resources, measuring
performance and delivering specific
programmes and projects that enhance
capability and support the OD Regions.
Network NMM Former standard that described the

Management requirements and advice for the
Manual management of maintenance on the trunk
road network.
Network NO The data used to support Company

Operations Data operations, including:
· Fault Reporting – technology asset
faults.
· Customer Relations – recording and
responding to asset defects.
· Legislative Requirements – data
management compliance.
· Contract Management – data to support
the contract process.
· Asset Valuation – the actual or
predicted value (cost/condition) of all
assets.
Ordinance Survey OSGR Ordinance Survey Grid Reference

Grid Reference
Performance A set of internal system data metrics and

Monitoring external asset performance metrics,
including: indicator specification, indicator
hierarchy, data requirements, indicator
reporting.
Safety Engineering SES SES support operational delivery and

and Standards technical advice; provide support services
(HE) and strategic procurement; to lead and
enable the development of the future
directions of the Strategic Road Network;
and agree business planning and
performance.'
Note: formerly PTS (as of September
2017).
Programme The system and processes to justify and

Development prioritise maintenance as set out in the
programme development manual?
Routine RMMS The RMMS implements historic

Maintenance management procedures for routine
Management maintenance of trunk roads.
System
Sideways-force SCRIM This machine is used to measure the skid

Coefficient Routine resistance of the trunk road network by
Investigation measuring the sideways force generated
Machine by a standard measuring tyre on a wetted
road surface.
Traffic Speed TRACS Laser measurement apparatus to enable

Condition Surveys surveys of the road surface condition to be
carried out whilst travelling at variable
speeds to match prevailing traffic.
Traffic Speed TSD The TSD is an advanced system for the

Deflectometer measurement and collection of structural
pavement condition data, mounted on an
articulated vehicle chassis. The technique
uses Doppler lasers, mounted in the
vehicle to measure the velocity of flexible
pavements as they deflect under the weight
of the loaded vehicle whilst travelling at
traffic speeds up to 80kph.
Traffic Speed TRASS TRASS is a national, network wide, survey

Structural Surveys which measures the structural performance
of the Pavement; undertaken using the
TSD system (above)
Appendix B: Asset Inventory Selector
The Asset Inventory Selector (AIS) provides supporting guidance to the ADMM - Data
Dictionary which exists to assist in identifying and recording specific assets.
The Data Dictionary holds primacy over asset data specification; and much of the
information given within this document is a direct reflection of the Data Dictionary (e.g.
descriptions, asset codes, and attribute field domains).
Structurally, the AIS is broken down by the major asset classes, with the entries
following in alphabetical order by asset name:
• Building
• Carriageway Control
• Environmental
• Geotechnical
• Landscape
• Lighting
• Paved Area
• Pavements
• Road Restraint
For each asset entry there is:
• Description – a textual description detailing the asset, matching the
description found in the Data Dictionary.
• An example image – a generic example image demonstrating the asset
(this may be further highlighted to specify the asset in context).
• Asset Code – the four-digit code, referencing the asset within the Data
Dictionary.
• Asset Class/Sub-class –the class and subclass the asset belongs to,
indicative of its relationship to a group of other assets as set out in the
Data Dictionary; and the relevant procedures, rules, and personnel.
• Asset Geometry – i.e. Point, Line, or Polygon: this corresponds to the
geospatial reference data for the asset and gives an idea of the space it
occupies in the real world.
o Assets that occupy a single location are considered Point (e.g.
Sign Posts, Reference Marker Locations, Bollards, etc.)
o Assets that are continuous are considered Linear (e.g. Vehicle
Restraint Systems, Kerbs, Drainage Channels, etc.)
o Assets that occupy substantial ground space are considered
Polygon (e.g. Arrester Beds, Drainage Ponds).
• Visual examples table – an additional table of less-generic examples for
the asset; giving demonstration of a variety of attributes.
o Note: these examples are not exhaustive, they simply
demonstrates a number of distinct attribute examples for
guidance purposes. A full specification of data and attributes for
each asset is found within the Data Dictionary.
Building
Depot
A Highways England owned

maintenance facility; typically
encompassing salt barns,
storage/maintenance facilities, offices,
and vehicle storage
Class Building
Subclass -
Asset Code GNDP
UniClass En_80_35_35
Geometry Point
Attribute Examples:
None.
Switch Room
A Switch Room is a small building that

houses equipment for a nearby
electronic installation.
Class Building
Subclass -
Asset Code BGSR
UniClass SL_90_50_27
Geometry Point
Attribute Examples:
Only generic examples exist.
Generic switch room adjacent to the

carriageway.
Note: switch rooms can appear in
either brick, or pre-fabricated small
buildings typically painted green or
grey. Avoid confusion with
Communications Cabinets/Distribution
Points; which lack the size and access
for personnel to physically enter them.
Toilet Block
Toilet buildings/block.
Class Building
Subclass Ancillary
Asset Code GNTB
Geometry Point
Attribute Examples:
Carriageway Control
Hatched Road Marking
Road markings on the carriageway

with a distinctive hatched design.
Class Carriageway
Control
Subclass Road Marking &

Stud
Asset Code MKHM
UniClass Ss_40_10_90_36
Geometry Linear
Attribute Examples:
MKHM_Pattern Bars
MKHM_Edge_Type None
TSRGD Diagram Number:1067

Transverse yellow bar markings used
to indicate approaches to roundabouts
typically on dual and single
carriageways.
MKHM_Pattern Bars
Horizontal marker bars on the

carriageway associated with traffic
monitoring cameras.
MKHM_Pattern Chevron
MKHM_Edge_Type Warning/
Information
TSRGD Diagram Number: 1041

V-shaped chevrons, bounded by
broken edge-lines, typically separating
the entrance/exit of slip roads to
provide a non-obstructive definition for
two separate lanes merging.
MKHM_Pattern Cross
TSRGD Diagram Number: 1043

Hatched, yellow markings denoting an
area of the carriageway where traffic
are not authorised to stop (typically at
a junction/roundabout to allow the flow
of traffic through intersecting lanes).
MKHM_Pattern Diagonal
MKHM_Edge_Type Prohibitory
TSRGD Diagram Number: 1013.5

Diagonal road markings, bounded by
solid lines, denoting segmentation of
the carriageway where it is not
permissible to cross lanes (e.g. leading
to an upcoming central island).
Kerb
A border, usually upstanding at the

edge of carriageways, hard shoulders,
and around central islands/traffic
islands
Class Carriageway
Control
Subclass Edging
Asset Code KFKB
Geometry Linear
Attribute Examples:
KFKB_Material Concrete
KFKB_Type Normal
Example of a normal kerb, made from

pre cast concrete blocks.
KFKB_Type Dropped
Example of a dropped kerb, made from

pre cast concrete blocks, providing
division between the carriageway and
an area of hard standing
KFKB_Type Safety kerb
Two examples of safety kerb, made

from pre cast concerete blocks.
Note: the high profile and deep
concave shape, designed to prevent
vehicles mounting the kerb.
KFKB_Material Extruded
asphalt
KFKB_Type Other
Example of a normal kerb, constructed

from extruded asphalt.
Note: this is a continuous extruded
kerb, with very few joints (close-up
below).
KFKB_Material Natural stone
KFKB_Type Dropped
Example of a dropped kerb,

constructed from natural stone sets.
KFKB_Material Other
KFKB_Type Dropped
Example of a dropped kerb,

constructed from brick or block sets
(i.e. manmade material).
Node Stud
Physical markers, typically located on

the carriageway surface, denoting the
following:
− Twin circular markers, known as
Nodes, denoting start and end of
physical maintenance sections on
the network.
− Paint pads, typically circular or
square, denoting VASCAR
locations used by enforcement
officers.
Class Carriageway
Control
Subclass Reference Marker

Point
Asset Code MKNS
UniClass Pr_40_10_77
Geometry Point
Attribute Examples:
MKNS_Type Node
Pair of circular, solid white,

thermoplastic cores on the centre of
the lane – denoting the start/end of
maintenance sections.
Note: these section reference markers
are part of the approved network
model, for further detail on placement
and construction refer to “Approved
Network Model” section.
MKNS_Type Paint pad
Rectangular, solid white, marking on

the centre of the lane – for use with the
VASCAR (Visual Average Speed
Computer And Recorder) system.
Longitudinal Road Marking
Continuous road markings which lie

along the carriageway or carriageway
edge.
Class Carriageway
Control

Stud
Asset Code MKLR
Geometry Linear
Attribute Examples:
MKLR_Class Double
MKLR_Type Unbroken
MKLR_Colour Yellow
TSRGD Diagram 1018.1

Number:
Double yellow lines at the carriageway

edge to indicate prohibition of vehicles
waiting at all times, or vehicles
stopping at a layby except in case of
emergency.
MKLR_Class Edge
MKLR_Type Unbroken
MKLR_Colour White

Number:
Continuous solid line to indicate the

carriageway edge. Note: these may
also be embossed with raised ribs (8-
11mm) designed to provide vibration
(i.e. TSRGD Diagram Number 1012.2
& 1012.3).
MKLR_Class Other
MKLR_Type Broken
MKLR_Colour Yellow

Number:
Yellow broken line and text, indicating

clearway for a bus stop – where
vehicles must not stop.
Note: the text in this instance is part of
the marking as a whole.
MKLR_Class Single
MKLR_Type Broken
MKLR_Colour White

Number:
Single broken lines, indicating lane

division for motorways and dual
carriageways, and/or the centreline of
single carriageways.
MKLR_Class Warning
MKLR_Type Unbroken
MKLR_Colour White
TSRGD Diagram 1013.1A

Number:
Carriageway lane warning; visually

indicating a legal requirement to avoid
crossing the solid white line into the
other carriageway (without exceptional
cause).
MKLR_Class Warning
MKLR_Type Broken and

unbroken
MKLR_Colour White
TSRGD Diagram 1013.1C

Number:
Carriageway lane warning; visually

indicating a requirement to avoid
crossing the solid white line into the
other carriageway (without exceptional
cause).
Post (Signs)
An item for signs to be located on
Class Carriageway
Control
Subclass Road Traffic Sign

& Signal
Asset Code SNPS
Geometry Point
Attribute Examples:
SNPS_Material Aluminium
Number of Posts: 2
Lattix Sign Post with two posts,

supporting a large sign. Note: Lattix is
a proprietary brand product.
SNPS_Material Concrete
Number of Posts: 3
Concrete sign post with three posts
SNPS_Material Galvanised
steel
Number of Posts: 3
Galvanised steel sign post with three

posts.
Note: the pale grey, bare metal surface
– indicating that it has been
galvanised. Close up shows crystalline
‘spangle’ surface features,
characteristic of galvanised steel.
SNPS_Material Other
Number of Posts: 1
Black plastic sign post; modern post

composed of vertical plastic tubes,
occassionally seen supporting smaller
signs.
SNPS_Material Steel
Number of Posts: 2
Steel sign post with two posts.

Note: the I-beam profile, definitive of
cast steel beams.
SNPS_Material Steel
Number of Posts: 3
A steel sign post with three posts – this

style of cylindrical, coated steel post is
the most common on the network.
Reference Marker

the hard shoulder or central reserve,
showing the direction to the nearest
ERT approximately every 100m on
motorways sections.
Class Carriageway
Control
Subclass Reference Marker

Point
Asset Code MKRF
UniClass Pr_40_10_77_37
Geometry Point
Attribute Examples:
MKRF_Colour Blue
Sequential marker points adjcent to the

carriageway with reference locations
printed on them. Typically found on
motorway and dual carriagways,
occassionally on single carriageways.
Note: colour corresponds to
carriageway type; Blue for motorways,
green for dual carriageways and trunk
roads.
Road Stud
Colourised, lit or reflective, studs

placed on or into the carriageway to
assist the user with lane guidance and
delineation
Class Carriageway
Control
Subclass Road Markings &

Studs
Asset Code MKRS
Geometry Linear
Attribute Examples:
MKRS_Type Embedded
depressible
Depressible road stud embedded in

the road surface. The depressible
element i.e. the white centre part is
self-cleaning – when a vehicle passes
over it the lenses are depressed and
wiped.
MKRS_Type Embedded non-
depressible
Non-depressible road stud embedded

in the road surface.
MKRS_Type Glass
Glass road stud, embedded in the road

surface.
MKRS_Type Mains powered
Mains powered road stud.

Note: this type of stud is only usually
found in tunnels.
MKRS_Type Solar powered
Road stud with solar energy cell, to

provide power.
MKRS_Type Stick on/double

sided
Double sided reflective road stud which

is adhered to the road surface.
No Image MKRS_Type Stick on/single

Sided
Single sided reflective road stud which

is adhered to the road surface. As
above, except with a reflective surface
only on one side – typically found on
single-direction carriageways i.e.
Motorways and Dual carriageways.
Bollard
A device placed on a refuge, traffic

island, or verge to warn drivers of those
obstructions or to prevent the passage
of vehicles
Class Carriageway
Control

& Signal
Asset Code RRSB
Geometry Point
Attribute Examples:
RRSB_Type Flexible
RRSB_Illuminated Reflectorised
Flexible plastic Bollards, typically found

near junctions/roundabouts.
RRSB_Type Flexible
RRSB_Illuminated Internal
Hollow plastic ‘box’ bollard found at

junctions and central islands,
illuminated from within by an electrical
light source.
RRSB_Type Flexible
Black and white bollards, featuring

reflectors on two sides; denoting edge
of carriageway or obstruction near that
edge.
Note: the reflector on these bollards
has a TSRGD Diagram Number = 560
or 561 however, the elements are not
recorded separately as a Sign Face
• Red coloured variant on the
leading face, e.g. the left side of
the carriageway.
• White coloured variant on the
leave face, e.g. the right side of
the carriageway.
RRSB_Type Rigid
Rigid bollards, designed to stop the

passage of vehicles:
1: Top - tall metal bollards (4 No.) with
coloured reflectorised tops
2: Bottom - pair of concrete rigid
bollards
RRSB_Type Self-righting
Self-righting bollards (2 No.) with a

sprung base typically found on central
islands.
Sign Face
Any object or device (whether fixed or

portable) for conveying to traffic on
roads or any specified class of traffic;
warnings, information, requirements,
restrictions, or prohibitions of any
description
Class Carriageway
Control

& Signal
Asset Code SNSF
Geometry Point
Attribute Examples:
SNSF_Category Bus, tram &

cycle
Round blue signs pertaining to buses,

trams, and bicycles.
SNSF_Category Driver location
Unique Driver Location sign placed at

500m intervals on all motorway routes
– predominately as a safety feature, to
allow motorists and operational
personel to specify their location to
incident response teams.
SNSF_Category Informatory
[Text] Typical informatory signs, which will
[Text]
exhibit information text.
Note: The background colour refers to
the content or the class of road. Blue
[Text] corresponds to motorways, green
[Text] corresponds to dual and single
carriageways.
SNSF_Category Other
Example of a ‘flip-sign’ which has a

hidden face under normal
circumstances. Should the need arise
(e.g. an incident) an operative will
manually reveal the sign, directing
traffic off the next exit slip road, onto
local authority routes to circumvent the
incident i.e. diversionary routes.
SNSF_Category Regulatory
Typical regulatory sign (i.e. dictating a

vehicle speed limit) – the red border
and circular shape illustrate its
category.
SNSF_Category Warning
Typical warning sign (i.e. indicating an

upcoming roundabout) – the red border
and triangular shape illustrate its
category.
ADR Patches Yes/No
Examples of Agreed Diversionary

Routes (ADR) patches which appear
on a variety of informatory signs.
These are designed to assist road
users in following agreed diversion
routes on to other SRN or local
authority routes, in event of an incident
which prevents direct use of the SRN
to reach their destination.
No example given. SNSF_Colour White
Yellow
Red
Green
Blue
Brown
Orange
Grey
SNSF_Type Fixed
Stationary sign face, commonly found

on posts.
SNSF_Type Rotating
A rotating sign, also known as a prism

sign can revolve to reveal road
information and is typically used for
diversion routes, road closure
warnings or pedestrian zones.
SNSF_Type Flip
A ‘flip-sign’ which has a hidden face

under normal circumstances. Should
the need arise (e.g. an incident) an
operative will manually reveal the sign,
directing traffic.
Post (Traffic Signal)
A post to support the mounting of

Traffic Signals
Class Carriageway
Control

& Signal
Asset Code SNTS
Geometry Point
Attribute Examples:
SNTS_Material Aluminium
Aluminium post supporting traffic

signals, at a junction.
SNTS_Material Steel
Steel post with grey protective coating,

common design for traffic signal posts.
SNTS_Material Steel
Steel post with black protective

coating, common design for traffic
signal posts.
Note: Rule SNTS 1; posts which only

support the mounting of a traffic signal
control box are still to be recorded.
Transverse and Special Road Marking
A standard length Road Marking

positioned on the carriageway, kerb, or
footway
Class Carriageway
Control

Stud
Asset Code MKTS
Geometry Point
Attribute Examples:
MKTS_Class Arrow
TSRGD Diagram 1038

Number:
White arrow markings (2 No.) on the

carriageway.
MKTS_Class Give way
TSRGD Diagram 1023A

Number:
White give-way triangle on the

carriageway, indicating to vehicles they
must yield and give priority at the
upcoming junction to prevailing traffic.
MKTS_Class Loading
TSRGD Diagram 1019

Number: 1020.1
Single or double yellow marking on the

carriageway or kerb, perpendicular to
the direction of travel, denoting an are
where loading is prohibited:
• A single mark is uncontinuous
throughout the year.
• A double mark is continuous
throughout the year.
MKTS_Class Other
TSRGD Diagram 1064

Number:
White chevrons (3 No.), at set intervals

along the carriageway designed to
advise vehicle spacing, used in
conjunction with TSRGD No. 2933
(below)
MKTS_Class Roundabout

Number:
White thermoplastic forming a mini-

roundabout in the centre of a junction,
used in conjunction with TSRGD No.
611.1 (below).
Note: the arrows are considered part of
this marking (not similar CLASS =
Arrow markings).
MKTS_Class Stop

Number:
Solid white lines across the

carriageway, showing vehicles where
they must stop (when stipulated by
give-way and stop signs, traffic signals,
or junctions).
MKTS_Class Words
TSRGD Diagram 1024

Number:
White words on the carriageway to give

warning or instruction to drivers. In this
example: warning that vehicular traffic
should proceed with caution because
of a potential hazard ahead.
Utility Marker Post

the hardshoulder or central reserve,
denoting physical features above or
beneath the carriageway (e.g. Oil/Gas
pipeline, overhead power cables).
Class Carriageway
Control
Subclass -
Asset Code GNUM
Geometry Point
Attribute Examples:
GNUM_Type Overhead power
GNUM_Colour Yellow
Yellow and black marker post

indicating the presence of overhead
power cables crossing the carriageway
at the location, typically found in pairs
either side of the overhead hazard and
on both side of the carriageway it
crosses.
GNUM_Type Gas/oil pipeline
GNUM_Colour Other
Typically red and white banded marker

post indicating the presence of a
burried oil or gas pipeline crossing
under the road at the location.
Environmental
Hedge
Distinct linear planting strips of single

or mixed species. They can be with or
without trees, and within the road
corridor (usually marking boundary
lines or central reserve) which are
intended to be formally shaped and
maintained.
Class Environmental
Subclass Native
Hedgerows
Asset Code LSHD
UniClass Ss_45_35_30
Geometry Linear
Attribute Examples:
LSHD_Type Deciduous
Generic British deciduous hedgerow

(Winter/Spring time).
Note: the maintenance intervention –
this hedge has been recently cut.
LSHD_Type Mixed species
Generic British deciduous hedgerow,
set back from the road (Summer time).
LSHD_Type Willow wall
A Willow Wall, made from living willow,

laid and woven into a natural barrier.
Note: not to be confused with fences
made from woven branches/reeds etc.
– which are dead.
Tree
A perennial plant with a woody self-

supporting trunk and branches
Class Environmental
Subclass Native Vegetation
Asset Code LSTR
Geometry Point
Attribute Examples:
LSTR_Type Coniferous
Coniferous tree(s) standing on the left

of the carriageway.
Note: the rule on classification – that
only trees with a diameter greater than
0.2m at 1m height should be recorded.
LSTR_Type Deciduous
Generic example of a large deciduous

tree, standing clear of a hedge row
(Winter/Spring time).
Note: while trees may be situated in, or
beyond the highway boundary; if they
are within falling distance of the
highway boundary they are to be
recorded as ‘on network’.
Geotechnical
At Grade
An earthwork that may be level with,

extend above, or extend below the
road formation and complies with
clause 4 of HD41/15.
Class Geotechnical
Subclass Earthwork
Asset Code GTAG
UniClass TBC
Geometry Linear
Attribute Examples:
None
Bund Front
The carriageway-side of an earthwork

that is not a cutting, embankment, or
at-grade earthwork
Class Geotechnical
Subclass Earthwork
Asset Code GTBF
Geometry Linear
Attribute Examples:
None
Bund Back
No Image The non-carriageway-side of an

earthwork that is not a cutting,
embankment, or at-grade earthwork
Class Geotechnical
Subclass Earthwork
Asset Code GTBB
Geometry Linear
Attribute Examples
None
Cutting
An earthwork that extends above the

clause 4 of HD41/15
Class Geotechnical
Subclass Earthwork
Asset Code GTCU
Geometry Linear
Attribute Examples:
None
Embankment
An earthwork that extends below the

clause 4 of HD41/15
Class Geotechnical
Subclass Earthwork
Asset Code GTEM
Geometry Linear
Attribute Examples:
None
Landscape
Bridleway
A right of way over privately owned

land, allowing the public to travel on
horseback (or to lead a horse). Many
public bridleways are also suitable for
pedestrian and cycle traffic.
Class Landscape
Subclass Non-Motorised
Route
Asset Code NMBW
Geometry Linear
Attribute Examples:
For detailed information on network-wide NMBW_Surface Asphalt

surface materials refer to section _Material
“Appendix D – Network Asset Surface Gravel
Materials”
Grass
Bare earth
Other
Generic example of a public bridleway.
Below; an example of a typical “public
bridleway” sign (there is no TSRGD
No. for this type), indicative that the
pathway is an official bridleway, and
not a private driveway/lane etc.
NM_Edging_ None
Type
No edging type, the bridleway is

generally separated by the beginning
of vegetation patches.
Carriageway Gate
A barrier across the carriageway to

stop traffic proceeding.
Class Landscape
Subclass Fence, Screen &

Barrier
Asset Code FEGA
Geometry Point
Attribute Examples:
FEGA_Type Full width double
FEGA_Material Metal
Gates with two parts (double) that

close to block the entire carriageway
FEGA_Type Full width double
FEGA_Material Metal
A pair of light metal swing gates.
FEGA_Type Full width single
FEGA_Material Metal
Single drop-down barrier to obstruct

the footway when the route is closed.
FEGA_Type Half width
FEGA_Material Metal
Pair of drop-down barriers to obstruct a

single carriageway direction (half
width) of the dual carriageway pictured.
Cattle Grid
A device designed to prevent passage

of animals, or animals of any particular
description, but allow the passage of
vehicles and includes fencing or other
works necessary to secure its efficient
operation.
Class Landscape
Subclass Accessibility
Asset Code FECG
Geometry Point
Attribute Examples:
FECG_Type Cattle
FECG_Material Metal
Metal cattle grid designed to prevent

movement of cattle (depth, span, and
bar design suitable for cattle).
FECG_Type Sheep or deer
FECG_Material Metal
Metal cattle grid designed to prevent

movement of sheep or deer (depth
span and bar design suitable for sheep
or deer).
Central Island
An obstruction built in the road to split

traffic into lands and/or to provide a
pedestrian refuge
Class Landscape
Subclass Ancillary
Asset Code MLCI
Geometry Linear
Attribute Examples:
For detailed information on network-wide MLCI_Surface Asphalt

surface materials refer to section
“Appendix D – Network Asset Surface Block paving
Materials”
Concrete
Grass
Gravel
Other
Available surface materials for Central

Islands.
MLCI_Surface Asphalt
Asphalt island, featuring an island

which is split into two parts (by a
crossover) – this is still considered to
be one asset. Only assets that have a
definitive boundary kerb and terminate
allowing continuation of the
carriageway are considered separate.
MLCI_Surface Block paving
Central island surfaced in set blocks.
MLCI_Surface Concrete
Large central island surfaced in

concrete.
MLCI_Surface Grass
Large central island surfaced in grass.
MLCI_Surface Gravel
Large central island surfaced in gravel.
MLCI_Surface Other
Central island surfaced in set stone

cobbles.
Central Reserve
An area that separates the opposing

carriageways of a dual carriageway or
motorway
Class Landscape
Subclass Ancillary
Asset Code MLCR
Geometry Linear
Attribute Examples:
For detailed information on network-wide MLCR_Surface Asphalt

“Appendix C – Network Asset Surface Block paving
Materials”
Concrete
Grass
Gravel
Other
Available surface materials for Central

Reserve.
MLCR_Surface Asphalt
Central reserve surfaced in asphalt.
MLCR_Surface Block paving
Central reserve surfaced in blocks (i.e.

manmade material).
MLCR_Surface Concrete
Central reserve surfaced in concrete.
MLCR_Surface Grass
Central reserve surfaced in grass.

Note: only areas that are deliberately
grassed are recorded as this attribute.
Incidental grass growing on/through
other surface types is to be ignored,
and the underlying surface type
recorded (maintenance intervention
should ensure such encroachment is
minimised).
MLCR_Surface Gravel
Central reserve surfaced in gravel.

Note: avoid confusion with filter drains,
which appear as narrow gravel strips
adjacent to the carriageway or in the
central reserve (counter-example
below).
Combined Cycle Track and Footway
A part of a footway normally within the

trunk road boundary, specifically
designed for the shared use of
pedestrians and bicycles
Class Landscape
Route
Asset Code NMCF
UniClass En_80_40
Geometry Linear
Attribute Examples:
For detailed information on network-wide NMCF_Surface Asphalt

Materials”
Coloured surfacing
Concrete
Concrete flags
Grass
Gravel
High skid resistant

surfacing
Other
Surface dressed
Tactile
Available surface materials for

Combined Cycle Track and Footway
NMCF_Surface Asphalt
Combined cycle track on footway,
surfaced in asphalt, adjacent to the
carriageway.
Note: the combined surface type, with
usage only divided by a white surface
marking.
Additionally: sign faces denoting
combined usage:
• TSRGD No. 956 (above)
• TSRGD No. 957 (below)
NMCF_Surface Asphalt
Combined cycle track on footway

adjacent to the carriageway.
Note: the white ‘bike’ and ‘person’
markings, TSRGD No.1057.
NMCF_Surface Tactile
Area of combined cycle track and

footway featuring tactile surfacing,
designed to aid visually impaired
users.
Two images giving counter-examples

of separate cycle track and footway
assets, running in parallel.
Note: the rules regarding classification:
• If there is a change in surface
material and/or physical
delineation between the two
(e.g. a dropped kerb) they are
considered separate assets.
• Assets delineated by a surface
marking, possessing the same
surface material are classified
as a Combined Cycle Track and
Footway.
NM_Edging_ None
Type
The combnied cycle track and footway

has no edging, and is instead
seperated by the kerb and the end of
the pavement.
NM_Edging_ Concrete
Type
Concrete edging is used to separate

the combined cycle track and footway
from the edge of track/footway.
Crossover
A location for pedestrian or vehicular

users to transversely cross non-
network linear assets, including;
footway/cycleway, verge, or central
reserve. For example locations such
as; minor junctions, driveways, field
entrances, and central reserve
locations.
Class Landscape
Subclass Ancillary
Asset Code MLOX
Geometry Point
Attribute Examples:
For detailed information on network-wide MLOX_Surface Asphalt

“Appendix C – Network Asset Surface Block Paving
Materials”
Concrete
Gravel
Dressed surface
Grass
Other
TSCS

Crossovers.
MLOX_Reason Vehicular access
to residence
Asphalt crossover, giving access to a

private residence.
MLOX_Reason Other
Crossover constructed from a single

concrete block, providing access to an
Emergency Roadside Telephone.
MLOX_Reason Other
Concrete crossover, providing access

to an Emergency Roadside Telephone.
Note: cast in-situ concrete, with no
joints (i.e. not flags or blocks).
MLOX_Reason Vehicular access
to residence
Crossover constructed from Surface

Dressed material.
Note: the fretting visible at the kerb
edge, typical of Surface Dressed
surfaces.
MLOX_Reason Access to farm
Gravel crossover, providing access to

a private lane/drive.
MLOX_Reason Access to field
Grass crossover, providing access to a

field.
Note: the dropped kerb, and road
markings indicating the entrance. As
per Rule MLOX 3, a change in surface
is not mandatory for a Crossover to
occur.
Cycle Track
A part of a road or footway, normally

within the trunk road boundary,
specifically for the use of bicycles
Class Landscape
Route
Asset Code NMCT
Geometry Linear
Attribute Examples:
For detailed information on network-wide NMCT_Surface Asphalt

Materials”
Coloured surfacing
Concrete
Concrete flags
Dressed surface
Grass
Gravel
High skid resistant

surface
Other
Tactile
TSCS
Available surface materials for Cycle

Tracks.
NMCT_Surface Asphalt
Asphalt cycle track at the left hand
margin of the main carriageway –
defined by a longitudinal edge line, and
a transverse/special cycle marking
TSRGD No. 1057.
NMCT_Surface Coloured
surfacing
Tactile Paving Yes
Cycle track surfaced in red Coloured

Surfacing. This is a separate asset
from the adjacent footway, and not
considered a combined cycle track and
footway.
Note: the rules regarding classification:
• If there is a change in surface
material and/or physical
delineation between the two
(e.g. a dropped kerb) they are
considered separate assets.
• Assets delineated by a surface
marking, possessing the same
surface material are classified
as a Combined Cycle Track and
Footway.
NMCT_Surface Concrete
Concrete cycle track separated from

the main carriageway by a narrow
verge.
Note: the kerb dividing the cycle track
from the footway beyond, despite them
running in parallel – e.g. not classed as
Combined Cycle and Footway.
NM_Edging_ None
Type
There is no edging type on this cycle

track. Instead the track is separated by
either the pavement or kerb.
NM_Edging_ Concrete
Type
The sides of the cycle track are

seperated by concrete edging.
Fence Gate
A gate in a fence, wall, or barrier which

allows access across the fence, wall,
or barrier.
Class Landscape
Asset Code FEFG
Geometry Point
Attribute Examples:
FEFG_Primary Timber
FEFG_Secondary Metal
Metal gates with timber posts securing

a field.
FEFG_Primary Timber
Metal gate with timber posts securing a

field.
FEFG_Primary Concrete
Metal, gate with concrete posts

securing a field.
Fences, Environmental Barriers, and Wall (non-Structural)
A fence, wall, or barrier which runs

alongside the carriageway for
screening noise, headlight glare, or to
prevent access, which is not within the
scope to be inspected as a structure
under BD63.
Class Landscape

Barrier
Asset Code FEFB
Geometry Linear
Attribute Examples:
FEFB_Type Anti-glare
FEFB_Stockproof None
A wooden barrier designed to prevent

glare from headlights crossing onto
other areas of carriageway, or
neighbouring property. Not considered
to offer protection against the passage
of large animals.
FEFB_Type Anti-glare
FEFB_Stockproof None
Two examples of metal anti-glare

barriers in the central reservation,
designed to prevent glare from
oncoming traffic in the opposing side of
the carriageway from causing undue
distraction to road users. Not
considered to offer protection from the
passage of animals.
FEFB_Type Fence
FEFB_Stockproof Mesh
Metal fence with a mesh design

suitable for stopping the passage of
large animals (and people), without
restricting visibility.
FEFB_Type Fence
FEFB_Stockproof Wire stand
Metal fence with a wire strand design,

suitable for stopping the passage of
large animals.
FEFB_Type Noise
FEFB_Stockproof Other
Wooden slat barrier with concrete

posts; designed to reduce the noise of
traffic spreading to neighbouring areas.
It is suitable for stopping the passage
of large animals due to its height.
FEFB_Type Noise
Metal anti-noise barrier (above a

gabion retaining wall). Suitable for
stopping the passing of large animals
due to its height.
FEFB_Type Wall
Dry stone wall, bounding a field/private

land, considered suitable to stop the
passage of large animals by virtue of
its shape/height.
General Note: The general approach to

recording fence/barriers; any fence or
barrier occuring adjacent to motorway
and dual carriageways is considered
within Highways England
responsibility. Fences and barriers
adjacent to other trunk roads are
typically considered to be property of
the local land owners, and are
recorded as Owner = Other.
Footway
A footway is a constructed off-

carriageway area exclusively for the
use of pedestrians
Class Landscape
Subclass Non-motorised
Route
Asset Code NMFW
Geometry Linear
Attribute Examples:
For detailed information on network-wide NMFW_Surface Asphalt

Materials”
Coloured surfacing
Concrete
Concrete flags
Dressed surface
Grass
Gravel
High skid resistant surface
Other
Tactile
TSCS

footways.
NMFW_Surface Asphalt
Footway surfaced in asphalt.
NMFW_Surface Block paving
Footway surfaced in block paving – in

this example manmade material
(composite blocks/bricks).
NMFW_Surface Coloured
surfacing
Footway with a strip of blue coloured

surfacing along the kerb edge.
NMFW_Surface Concrete
Footway surfaced in concrete.

Note: the cast in-situ concrete with
regular joints.
NMFW_Surface Concrete flags
Footway surfaced in concrete flags,

note the regular longitudinal and
transverse joints.
NMFW_Surface Other
Footway surfaced in this example

natural stone sets, typically granite,
chosen for its high skid resistance
properties.
NMFW_Access Public right of
way
Generic public footway, found adjacent

to the carriageway (non-motorway
routes).
NMFW_Access Maintenance
Maintenance footway, to provide

access to other network assets (e.g.
technology, communications cabinets,
gantries etc.) These footways can
often be situated behind VRS barriers,
or run non-parrallel to the carriageway.
1. Maintenance footway providing
access to structure.
2. Maintenance footway leading
from the hardstanding towards
the overhead message sign in
the distance; allowing
maintenance personel to safely
park and access the assets.
3. Maintenance footway just
visible behind the VRS barrier,
providing access to assets
along the carriagway edge (in
front of the piling retaining wall).
NM_Edging_ None
Type
There is no edging type for this form of

footway. Instead the side is generally
indicated by the presence of
vegetation.
NM_Edging_Type Concrete
Concrete edging in the form of a

narrow, linear block seperates the
edge of the footway.
Handrail
Provides support when traversing

steep gradients
Class Landscape
Asset Code FEHR
Geometry Point
Attribute Examples:
FEHR_Material Metal
Metal handrail protecting access to a

feeder pillar from the steep drop
beyond.
FEHR_Material Wood
Wooden handrail stairway from steep

embankment.
NMU Crossing
A location for cyclists, pedestrian, or

equestrian users to transversely cross
the network; that is not a structure, or
formal constructed crossing of any type
i.e. not Pedestrian Crossing with
associated infrastructure.
Class Landscape
Route
Asset Code NMNC
Geometry Point
Attribute Examples:
NMU_Cross_Type Pedestrian
Tactile paving Yes/No
A pedestrian NMU Crossing, showing

other assets commonly associated
with this feature; dropped kerb, Tactile
surfacing, and occasionally a central
island.
Note: type is determined by the user,
inferred from the surrounding non-
motorised routes (e.g. a Cycle Track
leading to an NMU would define it as
Type: Cycle Crossing).
NMU_Cross_Type Cycle
NMU Crossings, where a cycle track

crosses the road.
NMU_Cycle_Type Equestrian
NMU crossings, where equestrian

riders cross the road.
NMU_Cycle_Type Pedestrian
An NMU crossing for pedestrians, with

dropped a kerb and textured surfacing.
Pedestrian Crossing
A transverse strip of carriageway

marked to indicated where pedestrians
have priority to cross the road
Class Landscape
Route
Asset Code NMPX
Geometry Point
Attribute Examples:
NMPX_Type Pelican
Pelican crossing, with tactile surfacing.

Note: the defining characteristic
(below): the pair of lighted crossing
indicators (red man/green man)
mounted facing the opposite kerb, for
the benefit of waiting pedestrians.
NMPX_Type Puffin
Puffin crossing, with Central Island.

Note: the defining characteristic
(below): lack of mounted crossing
indicators facing the opposing kerb
(Pelican). In the case of Puffins; the
yellow control box mounted on the
post, also provides lighted crossing
indicators (red man/green man) to
pedestrians on the kerb.
NMPX_Type Toucan
Toucan crossing.
Note: the defining characteristic is
subtle. Toucan crossings are
specifically suitable for use by
pedestrians and cyclists, their
classification may be shown by the
surrounding Non-Motorised Routes,
and the lighted control box showing
both cyclists and pedestrians (below).
NMPX_Type Zebra
Zebra crossing, defined by white bar

markings crossing the carriageway,
and yellow “Belisha” beacon posts on
each side of the carriageway.
Snow Gate
A barrier across the carriageway to

stop traffic proceeding due to heavy or
potentially heavy snowfall
Class Landscape

Barrier
Asset Code FESG
Geometry Point
Attribute Examples:
FESG_Type Full width double
Example of a pair of full-width double

gates.
FESG_Type Full width single
Example of a single full-width gate.
FESG_Type Half width
Example of a snow gate.

Note: the grey ‘flip’ signs showing no
face while the gate is not in use, these
will show appropriate warning notices
when the gates are closed.
Spill Kit
A container, typically coloured plastic,

storing materials for use during
incidents on the network relating to the
containment of hazardous materials
entering the watercourse
Class Landscape
Subclass Ancillary
Asset Code LSSK
Geometry Point
Attribute Examples:
Generic example of a blue plastic spill

kit adjacent to the carriageway.
Note: not to be confused with Grit Bins
(counter-example below).
Counter-example showing a typical

grit bin. These are usually yellow, with
text on them denoting their use.
Steps
Designed for access to equipment not

at carriageway level e.g.
Communication Cabinets
Class Landscape
Asset Code NMST
Geometry Point
Attribute Examples:
NMST_Material Brick
Set of brick steps, with a Handrail.

Note: the material refers to the overall
construction not just the “riser” i.e.
vertical face or the step itself.
NMST_Material Concrete
Set of concrete steps.
NMST_Material Steel
Steps made from steel, providing
access to distribution cabinets and a
large message sign.
NMST_Material Steel
Ladder-like steps made from steel,

providing access to the top of a
retaining wall.
NMST_Material Wood
These can exist as wooden post/plank

construction, or as ground-embedded
wooden slats retaining an earth/gravel
stepway.
Stile
A stile provides passage through or

over a fence or boundary via steps or
narrow gaps
Class Landscape
Asset Code FESI
Geometry Point
Attribute Examples:
FESI_Material Wood
Generic example of a wooden stile

next to a Fence Gate, providing
pedestrian access to the field without
opening the gate.
FESI_Material Wood
Wooden stile formed from a wooden

post and step, allowing pedestrians to
cross the fence.
FESI_Material Wood
Wooden stile formed by a narrow gap

in the fence; narrow enough to ensure
the containment of livestock, but large
enough to allow the passage of
pedestrians.
FESI_Material Other
Stone ‘squeeze’ stile, providing a gap

in a dry stone wall; narrow enough to
ensure the containment of livestock,
but large enough to allow the passage
of pedestrians.
Verge
Grassed area to the side of the

carriageway, excluding the footway
which may run parallel to it
Class Landscape
Subclass Grassed Area
Asset Code GTVE
Geometry Linear
Attribute Examples:
GTVE_Angle Inclined
Inclined verge featuring long grasses.
GTVE_Angle Level
Level verge featuring long grasses.
GTVE_Angle Steep
Steep verge, planted with trees,

bounding the carriageway.
GTVE_Angle Steep
Steep verge, dropping away beyond

the VRS, likely with a ditch bounding
the neighbouring field.
Grit Bins
Predominantly yellow box which holds a

mixture of salt and grit to spread over
roads if they have snow or ice on them.
Class Landscape
Sub Class Ancillary
Asset Code GNGB
Attribute Examples:
Street Furniture
Street furniture and amenities.
Class Landscape
Sub Class Street Furniture
Asset Code TSSF
Geometry Point
Attribute Examples:
TSSF_Type Bench
Benches are commonly found in

laybys and rest areas.
TSSF_Type Litter bin
Litter bin.
TSSF_Type Picnic table
Picnic tables are commonly found in

laybys and rest areas.
TSSF_Type Bus shelter
A roofed structure for people to wait

under at a bus stop.
Lighting
Feeder Pillar
Supplies electricity to lighting

installations
Class Lighting
Subclass
Asset Code LGFP
Geometry Point
Attribute Examples:
Photo Cell
Class Lighting
Subclass
Asset Code LGPC
Geometry Point
Lighting Column
A supporting structure for a lighting

unit.
Class Lighting
Subclass Supporting
Structure
Asset Code LGLC
UniClass
Geometry Point
Attribute Examples:
LGLC_MATERIAL Aluminium
Typical aluminium lighting columns,

with a cylindrical shape.
LGLC_MATERIAL Concrete
Concrete lighting column.
LGLC_MATERIAL Steel
Steel (galvanised) lighting column.

Note: the pale grey, bare metal surface
– indicating that it has been galvanised.
Close up shows crystalline ‘spangle’
surface features, characteristic of
galvanised steel.
LGLC_MNT_BRACKET Double
Two examples of double bracket

column lighting points.
LGLC_MNT_BRACKET Single
Example of a typical single bracket

lighting point.
Bracket
The supporting structure for the Light

unit when not attached to a Lighting
Column (LGLC).
Class Lighting
Subclass
Asset Code LGBR
Geometry Point
LGBR_MNT_BRACKET Catenary
Catenary light mounting – evenly

spaced lighting suspended from a
supported wire.
Note: rules regarding recording of
columns with respect to catenary
lighting.
LGBR_MNT_BRACKET Gantry
Mounted
Example of a typical gantry bracket

lighting point.
Note: wall mounted brackets will
always have attribute
COLM_MATERIAL = None.
LGBR_MNT_BRACKET Post (Sign)
Example of a typical post bracket

lighting point.
LGBR_MNT_BRACKET Soffit
Example of a typical single soffit

mounted lighting. These lights are
embedded into the mounting surface
(generally found in tunnels).
Note: Rules RRLP 7 – this example
shows multiple Soffit lighting points
LGBR_MNT_BRACKET Wall
mounted
Example of a wall mounted lighting

point.
Lighting Unit
A lighting installation usually consisting

of a column, lantern housing, and lamp
Class Lighting
Subclass Unmetered
Asset Code LGLP
Geometry Point
LGLU_SUPPORTING_ Structure
STRUCTURE_TYPE
Examples of a structure. High mast

columns (20m+), mounted with post top
brackets containing multiple lights.
LGLU_SUPPORTING_ Lighting
STRUCTURE_TYPE Column
Example of a standard lighting column

(10m).
Paved Area
Hard Standing
An area adjacent to the edge of the

carriageway that is usually utilised in
an emergency or by maintenance
vehicles and is not specifically signed
for; parking (layby), as a refuge, rest
area, or for police vehicles
Class Paved Area
Subclass Hard Standing
Asset Code PVHS
Geometry Point
Attribute Examples:
For detailed information on network-wide PVHS_Surface Asphalt
surface materials refer to section Block paving

“Appendix C – Network Asset Surface
Materials” Coloured surfacing
Concrete
Concrete flags
Dressed surface
Grass
Grasscrete
Gravel
Other
Tactile
TSCS
Available surface materials for Hard

Standing.
PVHS_Surface Asphalt
Asphalt hard standing next to the

carriageway, though similar to a layby
note the blue sign reading “authorised
vehicles only” indicating its purpose,
TSRGD No. 829.6.
PVHS_Surface Concrete
Concrete hard standing, positioned

behind the VRS (access at the far
right).
Hard standing in use: marked Traffic
Officer vehicle resolving emergency
issue with a pair of other vehicles.
Rest Area
Rest areas may be provided on rural

roads as a safe place for motorists to
pull off the highway and leave the
vehicle
Class Paved Areas
Subclass Hard Standing
Asset Code PVRE
Geometry Point
Attribute Examples:
For detailed information on network-wide PVRE_Surface Asphalt
surface materials refer to section Block paving

“Appendix C – Network Asset Surface
Materials” Coloured surfacing
Concrete
Concrete flags
Dressed surface
Grass
Gravel
Other
Tactile
TSCS
Available surface materials for Rest

Areas.
Rest area, featuring; parking, picnic
table, and bins.
Part of a rest area, featuring; parking,

an Emergency Roadside Telephone,
bin, and picnic tables.
Tourist Sign face indicating an

upcoming rest area, note no TSRGD
No..
Pavements
Due to the continuous, constructed nature of the Pavements asset class; appropriate
visual examples do not exist for the AIS. Refer to Appendix B: for guidance on surface
materials which may be relevant to the Pavement surface.
Road Restraint
Arrester Bed
Area of land adjacent to the road filled

with a particular material to decelerate
and arrest errant vehicles.
Class Road Restraint
Subclass Vehicle Restraint
Asset Code RRAB
Geometry Polygon
Attribute Examples:
Close up of the start of an arrester bed.

Note: the soft ground overgrown with
dead grasses. This ground will impede
the progress of an out of control vehicle
– bringing it to a controlled stop.
Close up of the main length of the
arrester bed.
Note: soft material better visible here,
with less grasses (as per maintenance
requirement).
Example of a sign indicating an

upcoming arrester bed.
TSRGD No. 817.2
Crash Cushion
A crash cushion (vehicle attenuator) is

a device that absorbs energy at a
controlled rate; found mounted on the
end profile of safety barrier or
structures, facing oncoming traffic.
Asset Code RRCC
Geometry Point
Attribute Examples:
Crash Cushion protecting an overhead

sign post at an exit slip road.
Crash Cushion protecting an overhead
sign post at an exit slip road.
Crash cushion protecting the VRS at

an exit slip road.
Crash cushion protecting the VRS at

an exit slip road.
End Terminal
Specialised treatment mounted at the

beginning or end of a safety barrier;
where there is no connection to a
parapet/transition to another barrier.
Designed to mitigate the effects of an
impact from an errant vehicle. May
also provide anchorage for the barrier
system.
Asset Code RRET
Geometry Point
Attribute Examples:
RRET_Type P4
P4 end terminals
Distinctive D-shaped double sided end

terminal.
RRET_Type P1
P1 end terminal, where the VRS

descends into the ground. Above
shows an approaching P1, and below
shows a departing example.
Note: lack of a concrete ‘nose’ found in
TYPE = Pre TD19/06.
RRET_Type Pre TD 19/06
Pre-TD19/06 end terminal.

Note: the cast-in-situe concrete ‘nose’
at the end of the steel VRS barrier
(differentiating it from P1 end
terminals).
This type of end terminal was common
before the publishing of TD19/06
(hence its name). Now however it has
been replaced in many instances, in
line with the new documentation. The
TD19/06 performance class states:
“On roads with a speed limit of 50 mph
or more: For terminals that face
oncoming traffic, e.g. those at both
ends of a VRS on a two-way single
carriageway road, the minimum
Performance Class must be P4.
Ramped end terminals must not be
used.”
Pedestrian Guard Rail
Railings designed to inhibit pedestrians

from crossing carriageways at
potentially hazardous locations. Note:
these railings are not designed to act
as road restraint for vehicles (i.e. NOT
a Vehicle Restraint System (RRVR))
Subclass Pedestrian
Restraint
Asset Code RRPG
Geometry Linear
Attribute Examples:
RRPG_Material Metal
Visi-rail pedestrian guard rail, made

from steel. Note: the high visibility
grouped spacing of the vertical bars
(Visi-rail is a brand product).
RRPG_Material Metal
Plain pedestrian guard rail, made from

steel. Note: the even spacing and
simple construction.
Rail
Low rail fitted to steel safety barrier.
Does not improve containment -
designed to prevent small-wheeled
vehicles from impacting the barrier
posts.
Asset Code RRVC
UniClass RRRR
Geometry Linear
Safety Barrier (Concrete)
Vehicle Restraint Systems (VRS)

appear on the road network in several
forms; creating an upstanding barrier
running parallel to the carriageway
(adjacent or within the central
reservation). The main purpose of
Vehicle Restraint Systems is to restrain
or redirect errant road vehicles from
crossing central reservations or leaving
the carriageway.
Asset Code RRVC
Geometry Linear
Safety Barrier (Steel)
Vehicle Restraint Systems (VRS) appear

on the road network in several forms;
creating an upstanding barrier running
parallel to the carriageway (adjacent or
within the central reservation). The main
purpose of Vehicle Restraint Systems is
to restrain or redirect errant road vehicles
from crossing central reservations or
leaving the carriageway.
Asset Code RRVS
Geometry Linear
VRS Add On Motorcycle Protection
A light steel beam attached to vehicle

restraint systems, specifically to lower
their clearance. Designed to improve
safety performance when impacted by
motorcyclists; the additional beam
prevents colliding motorcycles from
passing under the safety barrier.
Asset Code RRVA
Geometry Linear
Attribute Examples:
Manufacturer Bike Guard

Product Name/ID
Bike Guard motorcycle protection add

on. The system functions by
preventing motorcyclists from sliding
under (and subsequently beyond) the
barrier in a dangerous manner, should
they collide with it.
Note: while visually and functionally
similar to other types, this is a specific
product from Highway Care Ltd. The
obviously visible rivets (in single and
cross shaped [5x] configurations)
differentiate it from “TYPE = Flex
Guard”.
Manufacturer Flex guard
Product Name/ID
Flex Guard motorcycle protection add

on. The system functions by preventing
motorcyclists from sliding under (and
subsequently beyond) the barrier in a
dangerous manner, should they collide
with it.
Note: while visually and functionally
similar to other types, this is a specific
product from Hill & Smith – for use with
their VRS products. The frequent
evenly spaced holes, and lack of rivets
in the beam face are the easiest way to
differentiate it from “TYPE = Bike
Guard”.
Appendix C: Network Asset Surface Materials
Introduction:
This appendix gives description, example, and details regarding the surfacing
materials available for a range of highway inventory assets. Primarily this information
applies to:
Central Island (MLCI)
Central Reserve (MLCR)
Crossover (MLOX)
Combined Cycle Track and (NMCF)

Footway
Cycle Track (NMCT)
Footway (NMFW)
Hard Standing (PVHS)
Rest Area (PVRE)
Note: the information on surface materials listed here is intended for visual
identification of Landscape and Paved Area asset classes, and not suitable for
use with the Pavement asset class (i.e. carriageways), which require
engineering documentation to detail their surfacing and construction.
Asphalt:
The term ‘Asphalt’ is used in the ADMM Data Dictionary to refer to an asset surface
that is composed of either of two similar, yet distinct, materials: Hot-rolled Asphalt
and Bitumen Macadam. The reasoning for this being considerable specialist
expertise is required to differentiate the surfacing materials.
Hot-rolled Asphalt (HRA)
Hot rolled asphalt is a bituminous

material that contains large proportions
of fine (small) aggregate, filler and
bitumen (binder) and hardly any coarse
aggregate. HRA as laid therefore has a
very smooth, closed surface. In order
to provide surface texture (which is
needed to aid skid resistance), bitumen
coated chippings are spread onto the
surface and are rolled into the HRA mat
immediately after it is placed. Hence
the material’s full name is “chipped”
HRA but the term “chipped” is dropped.
Identifying Hot-Rolled Asphalt can be

done effectively via two visible features
of its construction:
• When applied the material is
usually laid in lanes, leaving a
visible joint between them.
• It is also common practice not to
lay stone chippings into the
mastic mixture in the channel
area along the kerb line –
leaving a smoother and darker
surface (highlighted in the
bottom image).
The most common problem associated
with HRA is rutting. However much of
this was down to poor mix design and
the use of inappropriate aggregate.
Most of the material that remains on
the SRN is more than 15 years old and
if it has not rutted yet then it is most
unlikely to suddenly start rutting.
Instead the majority of HRA failures
now seen on the SRN are chip loss and
fretting linked to the ageing of the
bitumen.
Bitumen Macadam:
Bituminous macadam, also known as

asphaltic concrete, provides a resilient
surface suitable for minor
carriageways, and non-motorised
routes.
It is a well-graded aggregate material,
formed from stone chips with a
bituminous binder. The surface
provides moderate structural strength.
Block Paving:
Block paving is typically used in non-

carriageway areas of hard surface.
It is constructed from set blocks, either
of cut natural stone, or manmade
material.
This sort of paving comes in a variety
of forms and colours, however is
always distinct due to its surface
texture, and obvious definition between
individual blocks.
Coloured Surfacing:
Coloured surfacing is a brightly

coloured area of material, designed to
provide signal or warning to users – it
is typically applied in; bus lanes, cycle
lanes, to highlight other hatched road
markings, or as a band on the
carriageway to indicate of upcoming
hazard.
The surface is made from coloured
(natural and/or dyed) polished stone
aggregate, with a binder. Typically it is
laid as a veneer over existing asphalt
surfacing.
Concrete:
Concrete is a common material for

both carriageways and other asset
surfaces. It is extremely durable, with
a lifespan of >40 years, however it
generates more traffic noise than
Asphalt pavements.
Concrete surfacing can be formed from
reinforced, or unreinforced concrete.
They both feature regular bays with
transverse joints (25-30m spacing for
reinforced, 4-6m spacing for
unreinforced). The surface may also
contain dowel bars, to bridge between
the bays, and offer improved surface
resilience and load bearing.
In the simplest sense, it is constructed
by pouring and levelling concrete, to
make a solid surface.
Concrete Flags:
Concrete flags are a common material

for footways and other non-
carriageway areas, as an effective
alternative to block paving (typically
being cheaper, easier to construct, and
more durable).
The surface is made from pre-cast
concrete slabs; which are set on a layer
of mortar or sand, with or without a
mortar binding between them.
Grass:
Grass is a basic and inexpensive

natural surfacing, suitable for non-
carriageway areas that do not require
a resilient hard surface.
It offers a permeable surface, with a
naturally bonded structure. However,
this only represents low structural
strength compared to manmade
materials.
Application is done by preparing bare
soil and seeding with grass, or by
laying pre-grown turf which is rolled
and allowed to take hold.
Grasscrete:
Grasscrete is a surfacing material

suitable for non-carriageway areas,
where a combination of permeability
and resilience is required.
It is formed from pre-cast shaped
settings (concrete, or other composite
materials), with regular spaces
designed to provide purchase for
natural grass to grow.
Application is done by laying the pre-
cast shapes then filling the intended
spaces with soil and seed, or turf.
Gravel:
Gravel is a basic and inexpensive

surfacing material for non-carriageway
areas.
The surface is loose, unbonded,
material providing a permeable surface
with some grip. However, it provides
no structural strength, and has low
resilience (requiring replacement over
time).
Application is done by clearing the
relevant area and spreading and
compacting sufficient gravel to cover it.
High Skid Resistant Surfacing:
This is an additional surface treatment

used at locations where resistance to
skidding is required, more sufficiently
than normal surfacing will provide –
such as the approach to; traffic signals,
crossings, roundabouts, or tight radii in
the highway.
The surface is a composite veneer,
which is applied on top of the existing
carriageway at the desired location. It
is typically composed from a resin
binder and a fine calcined bauxite
aggregate, giving a very hard surface
with a high Polished Stone Value
(PSV) e.g. high toughness, resistance
to wear, and retention of grip.
The application can be done in two
ways:
• A sprayed hot-film resin,
followed by aggregate spread
and embedded within it.
• A pre-mixed aggregate, which is
screeded directly onto the
carriageway.
The surface is typically coloured in
brown or grey, using natural colour
from the aggregate. However, it may
be deliberately coloured in more overt
colours (e.g. red, blue) through
pigmentation.
Note: not to be confused with Coloured

Surfacing.
Surface Dressed:
Surface Dressing is an economical

treatment to seal the surface against
water ingress and restore skid
resistance. The surfacing is typically
used on minor rural roads, as it is less
resilient than other asphalt materials –
prone to fretting (visible in both images
as loose gravel-like material).
The surface has a positive texture
composed of bitumen with embedded
stone chips, but is only a laminate;
providing no improvement in structural
strength.
Application is done by spraying a
bitumen emulsion or tar onto the
surface, then stone chips are
immediately spread across the
surface, to set into the binder.
Tactile Surfacing:
Tactile surfacing is used in specific

locations, typically; crossovers,
pedestrian crossings, and NMU
crossings, to provide tactile indication
to pedestrians.
It is a major part of the Highways
England initiative to provide increased
usability features for disabled persons,
under the Disabled Persons Act 1981:
• Addressing a conflict between
the necessity of ramped kerbs
(for wheelchair users) and the
danger of no discernible kerb
edge at these locations (for the
visually impaired).
• Allowing visually impaired
pedestrians to identify the safe
right-of-way where a footway
and cycle track run in parallel.
They are composed from pre-cast
slabs with studs or ridges on the
upward face. These physical details
can be felt underfoot by visually
impaired pedestrians, warning them of
the related hazard. Image 3 shows a
particular type specific to cycle tracks
and footways running in parallel: where
perpendicular grooves indicate
pedestrian right of way, and parallel
grooves indicate cycle lane; allowing a
visually impaired user to discern the
difference, but providing no tactile
interruption to cyclists.
Slabs are laid similarly to concrete
flags, on a bed of mortar or sand with
or without mortar between them.
Where necessary the existing surface
of the footway is cut out in the required
area, to allow level placement.
Thin Surface Course Systems (TSCS):
Thin surface course system (TSCS) is

a generic term covering proprietary
surface course materials that are laid
at a thickness of less than 50mm.
There are a large number of different
thin surfacings available that are
classed as TSCS and they are
normally classified by their thickness
as follows:
• Type A <18mm
• Type B 18-25mm
• Type C >25 to <50mm
TSCS are specified as a “system”
which covers their design, manufacture
and installation. These materials are
regulated and certified by third parties
and their specification is covered by
Clause 942 of the Specification for
Highway Works.
Most TSCS are based on materials
developed originally in France and
Germany and generally contain an
interlocking mix of coarse aggregate
held together by a “mastic” of bitumen,
filler and sand. They include stone
mastic asphalts (SMA) and thin asphalt
concrete materials. Polymers and/or
cellulose fibres are often used to
modify the mastic and improve the
performance of the material.
Appendix D: Visual Condition Grading Guide
Fences, Environmental Barriers and Wall (non-structural)

Grade Condition Criteria
• No defects.
1 As New
• Structurally sound with no visible damage.
• Minor signs of aging e.g. localised surface rust

2 Superficial damage / deterioration
and corrosion.
with no loss of performance
• Signs of wood rot.

3 Some damage / deterioration and
• Cracked or loose rails or panels.
performance may be slightly
reduced • Asset bent or leaning.
• Extensive signs of wood rot.

4 Significant damage / deterioration
• Missing posts, rails or panels.
and performance may be severely
reduced • Asset bent, leaning or unstable which could
potentially result in collapse.
• Unmaintainable.
• Structural failure / collapsed.

5 Significant damage / deterioration /
• Asset missing.
missing / failed and no longer fulfils
its intended purpose
GRADE 1 – As New
.
New post and rail boundary fencing New post and rail boundary fencing.
Timber panelled screen fence. Antiglare fencing mounted to existing VRS.
GRADE 2 – Superficial damage / deterioration with no loss of performance
Timber panelled fence / screen in good condition. Timber post and rail fencing in good condition.
GRADE 3 – Some damage / deterioration and performance may be slightly reduced
Some damage to the timber panelling. Section of wooden panelling loose / damaged.
Temporary repair to wooden rail.
GRADE 4 – Significant damage / deterioration and performance may be severely
reduced
Some rot at the base of a timber post. Multiple sections of wooden panelling leaning.
Rotten and moss covered timber rail fencing. Aged wood panelling fencing with panels missing.
GRADE 5 – Significant damage / deterioration / missing / failed and no longer fulfils
Old badly damaged timber post and rail Wooden rails detached from post.
boundary fencing.
End Terminals
• No defects
1 As New
• Structurally sound with no visible damage
• Localised surface rust, up to 25% of asset length

2 Superficial damage /
• Superficial damage / deterioration
deterioration with no loss of
performance
• Surface rust, up to 50% of asset length
3 Some damage / deterioration
• Any rust that is likely result in holes by next inspection
and performance may be
slightly reduced • Bent or leaning
• High levels of surface rust, up to 75% of asset length

4 Significant damage /
• Localised rust resulting in visible holes or cracking in a
deterioration and
beam or post
performance may be
severely reduced • Bent or leaning which could potentially result in collapse
• Any missing component
• Structural failure / collapsed
• Asset missing
deterioration / missing / failed
and no longer fulfils its
intended purpose
GRADE 1 – As New
Current Standard approach P4 terminal section. Current standard departure P1 terminal section.
Ramped approach terminal with very minor rust to Non-compliant welded angle beam departure
front and back of open box beam (up to 25%). terminal section. Some minor surface rust (up to
25%).
Some rust to welded angle beam departure terminal

section (25 – 50%).

reduced
Crack to concrete fairing. Perforated beam to departure terminal section (50-

75%).
Posts (Signs & Traffic Signals)
• No defects.
1 As New
• Localised surface rust, paint peeling / cracking, up to

25% of post length.
deterioration with no loss
of performance
• Surface rust, plastic coating bubbling / peeling off, up to
3 Some damage /
50% of post length.
deterioration and
• Post bent of leaning.
performance may be
slightly reduced
• Localised rust resulting in visible holes or cracking which
could potentially lead to collapse.
deterioration and
• High levels of surface rust, plastic coating peeling off, up
performance may be
to 75% of post length.
severely reduced
• Post bent or leaning which could potentially result in
collapse.
• Structural failure of post / collapsed.
• Asset missing.
deterioration / missing /
failed and no longer fulfils
GRADE 1 – As New
Complete new sign.
Some pealing and rust to the outer skin of the sign Posts generally in good condition with some isolated
post (up to 25%). areas of surface rust and pealing of the outer skin
(up to 25%).
Leaning post to lit sign with some surface rust

evident (25–50%).
reduced
Outer skin of post missing (50–75%). Rusty, corroded and flaking to the post (50–75%).
Fixings missing, rusty, corroded and bent post (50–

Rusty, corroded and flaking to the post (50–75%).
75%).
Rusty, corroded and flaking to the post. Sign leaning

failed foundation.
Sign Face
• No defects.
1 As New
• Minor dents of scratches affecting up to 25% of sign

face.
of performance
• Minor dents or scratches affecting up to 50% of the sign
3 Some damage /
face.
deterioration and
• Missing rivet covers.
performance may be
slightly reduced • Sign face may have been patched.
• Evidence of graffiti removal.
• Minor dents or scratches affecting up to 75% of the sign

face.
deterioration and
• Sign face damaged or fading so unclear to road users.
performance may be
severely reduced • Major damage.
• Peeling sign patches.
• Failure of the sign plate / collapsed.

• Asset missing.
GRADE 1 – As New
Complete new sign in good condition. New replacement sign face mounted on existing
post.
Completely new sign.
Some wear to sign face but still legible (up to 25%).
Dirty, worn sign face (25–50%).

Dirty, worn and faded sign face (25-50%).
Sign face / plates out of alignment.
Bottom plate dropped / missing from parking sign.

reduced
Damaged / bent sign face from vehicle strike. Worn and pitted background to sign face (50-75%).
Some missing panels.

Graffiti and faded sign face no longer visible to road Dirty / worn sign face no longer visible to road users.
users.
Pavement
• No defects
1 As New
• Structurally sound with no visible damage
• Superficial damage / deterioration

3 Some damage /
deterioration and
performance may be
slightly reduced
• Structural failure / collapsed

• Asset missing
failed and no longer
fulfils its intended
purpose
GRADE 1 – As New
Transverse cracking. Isolated localized depressions.
Extensive fretting over significant area.
Safety Barriers (Steel)

• No defects.
1 As New
• Localised surface rust, up to 25% of asset length.

• Superficial damage / deterioration.
of performance •
• Surface rust, up to 50% of asset length.

3 Some damage /
• Any rust that is likely to result in holes by next inspection.
deterioration and
performance may be • Bent or leaning.
slightly reduced
• High levels of surface rust, up to 75% of asset length.

• Localised rust resulting in visible holes or cracking in
deterioration and
beam or post.
performance may be
severely reduced • Bent or leaning which could potentially result in collapse.
• Any missing component.
• Structural failure / collapsed.

• Asset missing.
GRADE 1 – As New
New current standard wide steel post un-tensioned No defects – post in good condition.
corrugated beam.
Tensioned corrugated beam and open box beam. Front of face of double rail open box beam.
Damage to the top of the post with minimal surface Surface rust to top of driven post beam (up to 25%).
rust evident.
Discoloration and surface rust to the open box beam

Discoloration and surface rust to the open box beam
(up to 25%).
(up to 25%).
Surface rust to hexagonal brackets (25-50%). Flaking, rust and corrosion at base plate of surface
mounted post (25-50%).
Discoloration and surface rust to the front of the Discoloration and surface rust to the front of the
open box beam (25–50%). open box beam (25 – 50%).
reduced
Some loss of section, rust, corrosion and flaking at Rust, corrosion and flaking to whole of the post and
the base of post & socket. raising section.
Extensive surface rust, corrosion and pitting to the Flaking and corrosion to the back of the open box
front of the tensioned corrugated beam (50%-75%). beam (25% – 50%).
Extensive flaking, rust and corrosion to the back of

the tensioned corrugated beam.
Appendix E: Asset Data Contact Details
ADMM Custodian
Name: Stuart Collins (Asset Information Group team)
• Email: AssetInformationQueries@highwaysengland.co.uk
• Telephone:0300 470 2910
IAM-IS Routine and Planned Maintenance
Team: Highways England Asset Information Group IAM IS
• Email: IAMISDelivery@highways.gsi.gov.uk.
The IAM IS support team are to be contacted through email. Urgent high
priority issues should go through the technical support by telephone.
• Online: Issues are to be reported online via the Bentley Select Services
website http://selectservices.bentley.com. This is the preferred method of
raising support desk tickets and the most efficient for Support and the user.
• Telephone: 0808 101 9246.
The Support Desk is contactable by telephone Monday to Friday, 09:00 –
17:30. It is preferable that telephone support is provided only for Very High
and High priority tickets
• Live chat: This is an instant message service for basic information requests
only. Users will be advised when this option becomes available.
Pavement Data Management System (HAPMS)
Team: HAPMS Support Team (HAST)

Contact ICTServices+ on:
• Email: ICTServiceDesk@highwaysengland.co.uk
• Telephone: 0344 863 1221
Note: non-HE users, please forward queries via your HE project sponsor, who will
be able to log your support call appropriately.
Structures Management Information Systems (SMIS)
Engineering issues and access support: SMIS Administrator

• Email: smis@highwaysengland.co.uk
Software or other usage issues Support: ICTService+

• Email: ictserviceplus@highwaysengland.co.uk
• Telephone: 0845 3710 717
Geotechnical Data Management System (HAGDMS)
Team: HADDMS and HAGDMS Support Team

• Email: support@hagdms.com
Drainage Data Management System (HADDMS)
Team: HADDMS and HAGDMS Support Team

• Email: support@haddms.com
Environmental Information Systems (EnvIS)
Team: EnvIS Management Team (EMT)

• Email: EnvIS_Support@highwaysengland.co.uk
Technology Performance Management Service (TPMS):
Team: TPMS Helpdesk

• Email: tpmshelpdesk@capita.co.uk
• Telephone: 0800 408 6360

ADMMv9 Requirements and Additional Information FINAL v1 20190418

Caricato da

Informazioni sul documento

Titolo originale

Copyright

Formati disponibili

Condividi questo documento

Condividi o incorpora il documento

Opzioni di condivisione

Hai trovato utile questo documento?

Questo contenuto è inappropriato?

Copyright:

Formati disponibili

ADMMv9 Requirements and Additional Information FINAL v1 20190418

Caricato da

Copyright:

Formati disponibili

HIGHWAYS ENGLAND

Asset Information Group

ASSET DATA MANAGEMENT MANUAL

ADMM – Requirements and Additional Information

Version Date Issued

3.0 April 2016

5.0 March 2017

7.0 March 2018

8.0 October 2018

9.0 April 2019

LOCAL REQUIREMENTS: Asset Delivery (AD)

LOCAL REQUIREMENTS: Asset Support Contract (ASC) and Progressive

LOCAL REQUIREMENTS: Major Projects

1 Area 6&8 will be AD on 1st October 2019

Part 1 - Generic Asset Data Requirements

Part 2 - Asset Class Specific Requirements

1.1 Capture or Update

Table 1-1 – Currency of data upload.

Asset Data Systems

2.1 The Company’s Asset Data Systems

LOCAL REQUIREMENTS: Asset Delivery (AD)

A. Asset Data Systems

A.1 Asset Data Systems Overview

B. Asset Data Systems

B.1 Asset Data Systems Overview

Table B-1 – Prime Asset Data Systems.

1 Operational data includes data to support routine maintenance management.

2.1.1 IAM-IS Routine and Planned Maintenance

LOCAL REQUIREMENTS: Asset Support Contract (ASC) and Progressive

The Routine and Planned Maintenance System does not provide:

LOCAL REQUIREMENTS: Asset Support Contract (ASC) and Progressive

C.1 Employer Routine and Planned Maintenance System: IAM-IS

C.2 Maintenance Management in IAM-IS

C.3 Customer Enquiry and Customer Incident Data in IAMIS

Incident Management using Customer Enquiry Screen (DOC0150)

Table C-2 - Standard data entry requirement definitions.

2.1.2 Confirm Routine and Planned Maintenance

2.1.3 Pavement Data Management System (HAPMS)

LOCAL REQUIREMENTS: Asset Support Contract (ASC) and Progressive

2.1.4 Structures Management Information Systems (SMIS)

2.1.5 Geotechnical Data Management System (HAGDMS)

2.1.6 Drainage Data Management System (HADDMS)

2.1.7 Environmental Information Systems (EnvIS)

2.1.8 Technology Performance Management Service (TPMS)

2.2 Other Relevant Systems

2.2.1 EPS System

3.1 General Data Transfer Requirements

LOCAL REQUIREMENTS: Asset Support Contract (ASC) and Progressive

3.2 File Naming Convention

3.2.1 Extended naming convention

Example: HE_09_ SABO_20150713_01.csv

Table 3-1 – Extended name convention.

3.2.2 Short naming convention

ADMM Asset Code Date File type

Table 3-2 – Short name convention.

3.3 Permitted Types of File Format for the use in Data

3.3.1 Guidance for the use of Text Files

LOCAL REQUIREMENTS: Asset Support Contract (ASC) and Progressive

D. Special requirements for the use of comma separated text files

ASSET INFORMATION LOCATION INFORMATION

Table D-1 - Bulk Asset Load CSV.

3.3.2 Guidance for the use of Shape Files

4.1 Topographical Asset Referencing