Bridge ManagementBridge Management Systemsosp.mans.edu.eg/elbeltagi/Infra-Bridge Management System.pdf · Bridge ManagementBridge Management Systems ... Infrastructure asset management

Bridge ManagementBridge Management SystemsSystems

Dr. Hatem ElBehairy13.10.2015

Cairo UniversityBMS - Dr. Hatem ElBehairy 1

Cairo University

Infrastructure Asset ManagementInfrastructure Asset Management Infrastructure asset management is the integrated, multi-

disciplinary set of strategies in sustaining public infrastructure assetsdisciplinary set of strategies in sustaining public infrastructure assets such as: water treatment facilities, sewer lines sewer lines, Transit roads, bridges, and g , railways.

Generally, the process focuses on the later stages of a facility’s life cycle specifically maintenance, rehabilitation, and replacementcycle specifically maintenance, rehabilitation, and replacement(MR&R).

Asset management software tools are used to organize and implement these strategies with the fundamental goal to preserveimplement these strategies with the fundamental goal to preserve and extend the service life of long-term infrastructure assets which are vital underlying components in maintaining the quality of life in

i t d ffi i i th

BMS - Dr. Hatem ElBehairy 2

society and efficiency in the economy.

Infrastructure Asset ManagementInfrastructure Asset Management

In Canada, municipal infrastructure worth $1.1 trillion, approximately , p , pp y

20% of total built asset of $5.5 trillion (NRC)

Municipalities are spending $12 $15 billion/year on maintenance Municipalities are spending $12 - $15 billion/year on maintenance

and rehab (FCM)

Huge backlog

Current funding level will deficit $1 trillion in 60 years (CSCE 2003)0

Infrastructure Backlog

12 2044 57 60.4

-50

0

billio

n

110

-150

-100$ b

1985 1992 1996 2002 2004 2027


1985 1992 1996 2002 2004 2027


79% useful service life of infrastructure has been used (CSCE 2003)

Condition degradation Condition degradation Infrastructure gap $50 to $125 billion, 6-10 times

of current annual infrastructure budgetof current annual infrastructure budget Estimated cost for upgrading Canadian sewer

i f t t i $11 8 billi (2003)infrastructure is $11.8 billion (2003)



100McGill Survey 2003 (Mirza and Haider)

708090

epta

bility

)

Good/Acceptable Needs Repair/Not Acceptable

405060

(% o

f Acc

e

102030

Con

ditio

n (

0

Roads

dewalk

Bridges

bution

ment

Sewer

Wasteild

ings

Transit

Parks

C

R

Side BriWater

Distrib

uSew

age T

reatm

Storm Se

Solid W

Build Tr P

BMS - Dr. Hatem ElBehairy 5W Se

ChallengesChallenges…

Infrastructure demand and population growthp p g Aging of infrastructure and condition deterioration Infrastructure deficit Infrastructure deficit Service level improvement Lack of integrated systems/tools and consistent Lack of integrated systems/tools and consistent

approach Inadequate funding Inadequate funding Organizational restructuring


US infrastructure conditionUS infrastructure condition


Step 6

Step 1 to 3 Data orientedStep 5

Decision-making

Step 1 to 3 – Data oriented

Step 4 to 5 – Methodology and policy issues

Step 6 – Decision-making Decision-making

St 3

Step 4

CalculationsCalculations

Step 2

Step 3Models

Protocols

Calculations

Models

Protocols

Step 1

p

A t k l dAsset knowledgeAsset knowledge


Six WhatsSix Whats

What do you own?Asset knowledge

What is it worth? What is the condition? C l l ti

Asset knowledge

What is the condition? What is the deferred maintenance?

Calculations

Models

What is the remaining service life? What do you fix first?

Protocols

Decision-makingy Decision making


What do you own?y• Asset inventory• Database

Paper based

Electronic (relational database and spreadsheets) Integration with GIS and CMMS

What is it worth?• Asset valuation

Book value, historical value, depreciated value, PV Current Replacement Value (CRV) Cost modeling (direct and indirect costs, PSAB, FCA)

Life cycle cost/Whole life cost


• Life cycle cost/Whole life cost

What is the condition?• Condition assessment

Condition grading systems (subjective evaluation, distress based t i d h b id t )matrices and hybrid systems)

• Structural and functional (defects, breaks, hydraulics, blockages etc.)g )

• Protocols (IT tools) PMS, BMS, WRc, NAAPI or homegrown

• Prediction modeling (Markov, survival functions, NN)

What is the deferred maintenance?• Facility Condition Index (FCI)• Maintenance backlog and economic inflation/deflation


What is the remaining service life?g• Service life modeling

Analytical and probabilistic methods Costs for alternative maintenance, repair and renewal

What do you fix first?• Prioritization

Methods: AHP, B/C, weighted factor methods, PAN, MOO d t k l dand expert knowledge

Ranking: Asset by asset or group of assets Costs for alternative maintenance repair and renewal Costs for alternative maintenance, repair and renewal

• Decision-making Combination of all and political agenda


g

Bridge Management SystemBridge Management System

A bridge management system or BMS is a means for managing bridges

throughout design,

construction,

operation and

maintenance of the bridges maintenance of the bridges.

As funds available become tighter, road authorities around the world are facing

challenges related to bridge management and the escalating maintenance g g g g

requirements of large infrastructure assets.

Bridge management systems help agencies to meet their objectives, such as

building inventories and inspection databases, planning for maintenance, repair

and rehabilitation (MR&R) interventions in a systematic way, optimizing the


allocation of financial resources, and increasing the safety of bridge users.

The major tasks in bridge management are:j g g collection of inventory data; inspection; inspection; assessment of condition and strength; repair strengthening or replacement of repair, strengthening or replacement of

components; prioritizing the allocation of funds prioritizing the allocation of funds.

A BMS is a means of managing bridge information to formulate maintenance programsinformation to formulate maintenance programs within cost limitations.


Bridges are important assetsBridges are important assets


Bridges are important assetsBridges are important assets



Increase in Funds required for BridgesIncrease in Funds required for Bridges


A BMS includes four basic components: data storage, Cost deterioration models, optimization and analysis models, and updating functions updating functions.


Basic Components of a BMS (Modified from AASHTO 2001)Basic Components of a BMS (Modified from AASHTO, 2001)

C diti

Data BaseBridge

Condition Rating Decision

Tools and OptimizationBridge

InventoryOptimization

Models

Deterioration and

Inspection

Deterioration and Improvement

Cost

User cost

MonitoringImprovement


D t BData BaseBridge

Inventory


Bridge InventoryBridge Inventory

Bridge Inventory provides bridge engineers and g y p g gdecision makers a way of tracking and recording the bridges in a network. The information needed to be available in the bridge inventory can be – but not limited to the following items (recording and coding

id f th t t l i t d i l fguide for the structural inventory and appraisal of the nation's bridges, 1995):



1. Bridge location (province, city, district) Latitude and longitude: expressed in degrees, minutes, seconds Year built Bridge number or code Bridge number or code

2. Route data: whether it is on Highway (connecting providences), intercityg y ( g p ), y route number on the map. directional (west, east, north, or south). Features intersected. Functional classification of the Inventory Route: Main highway,

collector localcollector, local. type of service: highway, railroad, pedestrian.


Bridge InventoryBridge Inventory3. Bridge geometry data:

L d d th b id Lanes on and under the bridge. approach roadway width. bridge median: indicates whether the median is non-existent, closed, or

open. Bridge skew angle: the angle between the center line of the a pier and a

line normal to the roadway centerline expressed in degrees.y p g Structure Flared: indicate whether the bridge is flared or not (the bridge

width varies). Navigational Control navigation vertical and horizontal clearance Navigational Control, navigation vertical and horizontal clearance. number of spans in main unit, number of approach spans, length of

maximum span, and structural length curb or width walk width. bridge road a idth and c rb to c rb idth bridge roadway width and curb-to-curb width. desk width, out-to-out. Minimum vertical clearance over bridge roadway and under clearance.


Bridge InventoryBridge Inventory4. Bridge structure data:

d k t t t t t i l t t l deck structure type: concrete cast in-place, concrete pre-cast panels, steel plates.

structure type and system: concrete, steel, or pre-stressed. Wearing surface, protective system. pier or abutment protection. scour critical bridges. scour critical bridges.

5. Traffic data: Average daily traffic (ADT) and the recorded year Detour length: represent the additional distance to be traveled by the

vehicle which would result from bridge closing. Toll: indicates whether the toll status of the bridge. Traffic safety features: bridge railings, transitions, approach guard rail. average daily truck traffic. Future average daily traffic year of estimation: should not be less than


Future average daily traffic, year of estimation: should not be less than 17 years but more than 22 years

Bridge InventoryBridge Inventory6. Design load.7. Historical significance: if the bridge has a historic record.7. Historical significance: if the bridge has a historic record.8. Bridge condition data:

condition rating. bridge posting: indicates the load limit if the bridge is deteriorated or the

design loads are increased. structure open, posted, or closed to traffic.

9. Maintenance data: Maintenance responsibility and owner: indicates the actual names of the

agencies responsible for the maintenance of the structureagencies responsible for the maintenance of the structure. Maintenance and type of work, and included by whom. length of structural improvement. inspection date and designated inspection date. Bridge, roadway improvement cost, and total project cost. year of maintenance cost estimate.


y year reconstructed.


Pi t10. Pictures

D11. Documents

12. CAD drawings.


FORM IB GENERAL BRIDGE INVENTORYBRIDGE NO: Inspection Leader : pInspection Date

nce

Road No.Distance from Kilometer Post - mChainage at Start of BridgeStructure Number Bridge number

Brid

ge R

efer

en Structure Number Bridge numberLocation DescriptionFeature ID Bridge numberXYZZDistrictContract AreaBridge Type 104No. of Spans 29Type of Abutment Open

etry

Type of Abutment OpenType of Pier Column with cap beam{5}Type & Length of Expansion Joint Steel angle (6) - 240mType & No. of Bearing tar paper (1) - 30Type of Railing/Parapet Concrete with handrail (1)&(2)T f d k i S f Bit i P t 2

Elem

ent G

eom

e Type of deck wearing Surface Bituminouse Pavement 2Slope Protection at Abutment slope Bitching 4No. of Lanes on Structure 2Bridge Roadway Width (Kerb to Kerb) 8Bridge Deck Width (Out to Out) 9.5

Brid

ge E Approach Roadway Width 7.7

Vertical Clearance 3Bridge Curve (Y/N) NBridge Skewed (Y/N) NBridge Sidewalks Type Concrete 1


Kerb Height (cm) 20Bridge Median (Y/N) 1Drainage System (Y/N) YUtility (Y/N) N

Remarks |

Inspection CategoriesInspection Categories



Inventory & Inspectionp


Bridge RatingBridge Rating












Assessment and EvaluationAssessment and Evaluation

Bridge testing methods

Destructive tests

Non-Destructive tests


Non-Destructive Testing MethodsNon-Destructive Testing Methods

Visual inspections are the most common types of p ypinspections when dealing with bridge members. These inspections do not require sophisticated, highly technical apparatus to perform the inspection, and therefore, are the most economical.


Destructive Testing MethodsDestructive Testing Methods

Core sampling is a destructive form of concrete p ginspection, and it can weaken a member. Cores can be used for many of the destructive tests

Strength tests are normally considered destructive tests since they usually involve tests conducted on pieces of steel removed from the bridge





Bridge DeteriorationBridge Deterioration

Bridge deterioration is the result of decline in bridge g gcondition resulting from normal operation

Excluding damages from events like earthquake, g g q ,accidents, fire and flood

It is considered a complex phenomena where p pphysical and chemical changes happen

Each element in the bridge has its own deterioration gprocess

Actual prediction of the deterioration is consideredActual prediction of the deterioration is considered critical for the success of a BMS



Very similar to the deterioration models in Pavement yManagement system

But with different elements and loading criteriag Top factors affecting deterioration:

Age Age Average daily traffic Environment Bridge design parameters Quality of construction and material usedy


Parameters affecting deteriorationParameters affecting deterioration




Study By NBI (National Bridge Inventory)Study By NBI (National Bridge Inventory)

deterioration rates tend to predict slower declines in pcondition ratings after 15 years.

results suggest that the average deck condition gg grating declines at the rate of 0.104 points per year for approximately the first 10 years and 0.025 points per year for the remaining years.

the overall structural condition declines at a value of 0.094 per year for 10 years and 0.025 per year thereafter.

results suggest that the condition will not fall below 6until after 60 years


the estimated average deterioration of decks was gabout 1 point in 8 years and 1 point in 10 years for the superstructure and substructure.

This is not the case in real life: bridges deteriorate at a much higher rates


deterioration models can be categorized into four gmain categories: mechanistic models, deterministic models, Stochastic models, and artificial intelligence (AI) models


Mechanistic ModelsMechanistic Models

Mechanistic models are detailed models that describe the specific deterioration mechanisms of particular bridge components

most of these models have not been tested in practice and none of the DOTs uses such models.


Deterministic ModelsDeterministic Models

dependent on a mathematical or statistical formula pfor the relationship between the factors affecting bridge deterioration and the measure of a bridge’s condition.

The models can be categorized as using straight-line extrapolation, regression, and curve-fitting method


Stochastic ModelsStochastic Models

The use of stochastic models has contributed significantly to the field of modeling infrastructure deterioration because of the high uncertainty and randomness involved in the deterioration process

The most commonly used stochastic technique for infrastructure deterioration is the Markov chain model.


Markov chainMarkov chain

based on the concept of defining states in terms of p gbridge condition ratings and obtaining the probabilities of a bridge condition changing from one state to another

Deterioration Matrix


Deterioration Probability MatrixDeterioration Probability MatrixProbability

that the Probability that the bridge will move

to the next conditionbridge will

remain in the same diticondition


Deterioration Probability MatrixDeterioration Probability Matrix


Markov Chain CalculationMarkov Chain CalculationCalculate the condition rating after 6 years

R = [9,8,7,6,5,4,3]

At initial stage


Markov Chain CalculationMarkov Chain Calculation






Improvement ModelImprovement Model

It is important that the impact of each repair option p p p pon the condition of a bridge be analyzed.

For example, to raise the condition of the bridge p , gdeck from 3 to 5, a medium repair should be selected, while to raise it to condition 7,extensive repair should be selected


Impact of MR&R actionsImpact of MR&R actions



After RepairAfter Repair

the rate of deterioration of rehabilitated bridges is ggreater than that of newly constructed bridges.

rehabilitated bridges do not revert back to their best gcondition

most BMSs assume that the rate of deterioration after repair is the same as that in effect when the bridge was constructed

The study concluded that a reconstructed deck has at least a 25% shorter life span than new decks


After RepairAfter Repair


Artificial Intelligence Deterioration ModelsArtificial Intelligence Deterioration Models

Artificial neural networks (ANNs)( ) case based reasoning (CBR) machine learning (ML) machine learning (ML)


ANN was utilized to relate the age of the bridge g gsuperstructure (in years) to its condition rating (a numeric value from 1 to 9)

The inspection records for 50 bridge superstructures were utilized to train and test the network; 75% of the data were used for training, while the remaining data were used for testing

The use of this ANN resulted in 79% of the predicted values were with a 15% prediction error






Cost ModelCost Model

Repair Intensity Deck Superstructure Substructure

Light 28% 49% 26%

Medium 65% 74% 63%

Extensive 100% 100% 100%Extensive 100% 100% 100%


Life Cycle CostLife Cycle Cost

Sum of all recurring and one-time (non-recurring) g ( g)costs over the full life span or a specified period of a good, service, structure, or system. In includespurchase price/construction cost, installation cost, operating costs, maintenance and upgrade costs,

d i i ( id l l ) l t th dand remaining (residual or salvage) value at the endof ownership or its useful life.


Life Cycle Cost (LCC) as “the total discounted y ( )dollar cost of owning, operating, maintaining, and disposing of a building or a building system” over a period of time. Life Cycle Cost Analysis (LCCA) is an economic evaluation technique that d t i th t t l t f i d tidetermines the total cost of owning and operating a facility over period of time.






Bridge Deck Management systemBridge Deck Management system



N b f V i bl N T

4 50

Number of Variables = N x T

Each variable can take an integer from 0 to 3

A simple network of 10 bridges in 5-years plan



2012


Condition ratingCondition rating


Component Weight

1 Bearings 62 Back wall 53 Abutments 84 Wing walls 55 Piers 85 Piers 86 Primary members 107 Secondary members 58 88 Deck 89 Curb 1

10 Wearing surface 410 Wearing surface 411 Bridge seats 612 Sidewalks 213 J i t 4


13 Joints 4


BCE = BRIDGE CONDITION RATING













Ranking TechniquesRanking Techniques

Priority Ranking:y g Choosing the bridges with the worst condition Does not maximize the benefits Do not reduce life cycle cost Do not guarantee optimal selection


Commercial BMSCommercial BMS

Pontis





User CostUser Cost

the first one estimates the user cost for a network of bridges under service conditions,

the other estimates the user costs incurred when crossing work zones during repair activities and optimizes the work zone strategies in order to minimize the user costs



User costs are costs incurred by the public because y pof deficiencies in bridges, such as a narrow width which causes accidents, low load capacity, or low vertical clearance

some vehicles to detour thus leading to an increase in vehicle operating costs and an increase in the trip time which is translated into user delay costs

It is estimated that user costs may exceed the repair costs by a factor of 5 or more.


User benefits of three types of functional ypimprovements as follows:

Widening the bridge approach roadway primarily g g pp y p yreduces the risk of accidents on the bridge.

Raising the height of the clearance affects the ability g g yof tall trucks to pass under the bridge. The Pontis user model predicts the savings with respect to truck detours.

Strengthening the bridge affects the ability of heavy trucks to cross the bridge. The model predicts the potential savings with respect to truck detour costs.








Work ZoneWork Zone







Cost ModelCost Model

Repair Intensity Deck Superstructure Substructure

Light 28% 49% 26%

Medium 65% 74% 63%

Extensive 100% 100% 100%Extensive 100% 100% 100%


Life Cycle CostLife Cycle Cost

Sum of all recurring and one-time (non-recurring) g ( g)costs over the full life span or a specified period of a good, service, structure, or system. In includespurchase price/construction cost, installation cost, operating costs, maintenance and upgrade costs,

d i i ( id l l ) l t th dand remaining (residual or salvage) value at the endof ownership or its useful life.


Life Cycle Cost (LCC) as “the total discounted y ( )dollar cost of owning, operating, maintaining, and disposing of a building or a building system” over a period of time. Life Cycle Cost Analysis (LCCA) is an economic evaluation technique that d t i th t t l t f i d tidetermines the total cost of owning and operating a facility over period of time.



Bridge Deck Management systemBridge Deck Management system






Multi-Element Bridge Management System(ME-BMS)




Component Weight

1 Bearings 62 Back wall 53 Abutments 84 Wing walls 55 Piers 85 Piers 86 Primary members 107 Secondary members 58 88 Deck 89 Curb 1

10 Wearing surface 410 Wearing surface 411 Bridge seats 612 Sidewalks 213 J i t 4


13 Joints 4


BCE = BRIDGE CONDITION RATING













Traditional Priority RankingTraditional Priority Ranking

Choosing the bridges with the worst conditiong g Projects are selected until the available fund is

exhausted Does not maximize the benefits Do not reduce life cycle cost Do not reduce life cycle cost Do not guarantee optimal selection



Pontis



BRIDGIT


O t i B id M t S tOntario Bridge Management System


User CostUser Cost

User costs consists to 2 components:p the first one estimates the user cost for a network of

bridges under service conditions, g , the other estimates the user costs incurred when

crossing work zones during repair activities and g g poptimizes the work zone strategies in order to minimize the user costs



User costs are costs incurred by the public because y pof deficiencies in bridges, such as a narrow width which causes accidents, low load capacity, or low vertical clearance

some vehicles to detour thus leading to an increase in vehicle operating costs and an increase in the trip time which is translated into user delay costs

It is estimated that user costs may exceed the repair costs by a factor of 5 or more.


User benefits of three types of functional ypimprovements as follows:

Widening the bridge approach roadway primarily g g pp y p yreduces the risk of accidents on the bridge.

Raising the height of the clearance affects the ability g g yof tall trucks to pass under the bridge. The Pontis user model predicts the savings with respect to truck detours.

Strengthening the bridge affects the ability of heavy trucks to cross the bridge. The model predicts the potential savings with respect to truck detour costs.








Work ZoneWork Zone





