Management Systtems for Bridges

8/18/2019 Management Systtems for Bridges

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REHABCON IPS-2000-00063

ANNEX A

Existing management systems

EC DG ENTR -C-2Innovation and SME ProgrammeIPS-2000-0063

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REHABCONStrategy for maintenance andrehabilitation in concrete structures

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ANNEX A Existing management systems 1 (37)

CONTENTS

1 MANAGEMENT SYSTEMS FOR BRIDGES ......................................................... .................................... 3

1.1 Introduction ............................................................. ................................................................ ................. 3

1.2 PONTIS - A management tool from the United States........................................................... ................... 3 1.2.1 The tool ..................................................... ........................................................... ........................... 4 1.2.2 Condition state and feasible actions .................................................................. .............................. 5 1.2.3 Cost models.......... ................................................................ ........................................................... 6 1.2.4 The prediction model / assessment................................................. ................................................. 7 1.2.5 The MR&R optimisation model..................... ........................................................... ...................... 7 1.2.6 The Improvement Optimisation model .................................................................. ......................... 8 1.2.7 The Integration and Programming Planning Model .................................................... .................... 8 1.2.8 Database Management system ........................................................ ................................................ 8

1.3 DANBRO – Danish approach.............. ................................................................ ..................................... 9

1.3.1 The tool ..................................................... ........................................................... ........................... 9 1.3.2 The Basic Information Module ................................................................ ..................................... 11 1.3.3 Experience Module .............................................................. ......................................................... 11 1.3.4 The Price Catalogue module .............................................................. ........................................... 12 1.3.5 Optimisation module........................................................... .......................................................... 12 1.3.6 The Budget and cost module........................................................ ................................................. 13 1.3.7 The Maintenance module ............................................................. ................................................. 13

1.4 BaTMan – A brief overview of the Swedish bridge and tunnel management system.............................. 13 1.4.1 Object databases................... ................................................................ ......................................... 14 1.4.2 Knowledge databases .......................................................... .......................................................... 15 1.4.3 Management activities............................................................. ...................................................... 15 1.4.4 On-line documents ..................................................... ............................................................. ...... 16

1.5 GEOCISA BMS – Spanish approach ...................................................... ................................................ 16 1.5.1 Introduction.............................................................. ............................................................... ...... 16 1.5.2 The tool ..................................................... ........................................................... ......................... 16 1.5.3 Inventory module ......................................................... ........................................................... ...... 17 1.5.4 Conservation module.................................................................... ................................................. 18 1.5.5 Management Module.......................................................... ........................................................... 18 1.5.6 Economical module................................ ................................................................ ....................... 19

1.6 BridgeMan – UK approach ........................................................ ............................................................ 19 1.6.1 Introduction.............................................................. ............................................................... ...... 19 1.6.2 Ease of use.................................................................. ............................................................. ...... 20 1.6.3 Overview.......... ........................................................... ............................................................ ...... 20 1.6.4 Inventory ........................................................... ............................................................. ............... 21 1.6.5 Inspection data ........................................................... ............................................................. ...... 21 1.6.6 Reporting...................... ................................................................ ................................................. 23 1.6.7 Customisation.......................................... ................................................................ ...................... 24 1.6.8 AutoCAD drawings............................................. ................................................................ .......... 24 1.6.9 Hyperlinking to other data.............................................. ............................................................... 24

2 A MANAGEMENT SYSTEM FROM THE NUCLEAR POWER INDUSTRY........ ................................ 25

2.1 The process – working process............................................................... ................................................ 25

2.2 Management of maintenance................................................................. ................................................. 26 2.2.1 Control .................................................. ........................................................... ............................. 26 2.2.2 Analysis and development of methods...................................... .................................................... 27

2.3 Operative maintenance....................................................... .............................................................. ...... 27 2.3.1 Assessment.................................... ................................................................ ................................ 27


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2.3.2 Planning .................................................. ........................................................... ........................... 28 2.3.3 Execution ........................................................... ............................................................ ............... 28

2.4 Tools ........................................................ ................................................................ ............................... 29 2.4.1 Tools....................................................... ........................................................... ............................ 29 2.4.2 Optimisation of the maintenance programme ......................................................... ...................... 30

2.4.3 Technical status.............................................................. ......................................................... ...... 30 2.4.4 LCC – Life Cycle Costs ...................................................... .......................................................... 31 2.4.5 Risk Analysis ....................................................... ........................................................... .............. 31

3 A MANAGEMENT SYSTEM FROM THE HYDROPOWER INDUSTRY.............................................. 31

3.1 The process – working process............................................................... ................................................ 31

3.2 AN01 ...................................................... ........................................................... ...................................... 32

3.3 AN02 ...................................................... ........................................................... ...................................... 32 3.3.1 Description........................................................ ............................................................. ............... 33 3.3.2 Inputs and outputs ....................................................... ............................................................ ...... 33




3.7 AN06 ...................................................... ........................................................... ...................................... 35 3.7.1 Feasibility study phase ............................................................ ...................................................... 35 3.7.2 Execution phase ............................................................ .......................................................... ...... 35 3.7.3 Conclusion phase ........................................................... ............................................................... 35


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1 MANAGEMENT SYSTEMS FOR BRIDGES

1.1

Introduction

Bridges are an important part of society’s infrastructure. In order to function effectively, they

must be managed with a clear strategy and philosophy. The different parts of the life cycle

(construction, operation, maintenance, repair and demolition) demand a management system

that handles all the information and the different activities.

In EU project BRIME [1] (Bridge Management in Europe) a literature study was carried out

to evaluate existing management systems for bridges. Two commercial existing systems were

studied in detail, the PONTIS [2] bridge management system from the United States and the

DANBRO [3] bridge management system used in Denmark. These are briefly described here:

more details can be found in BRIME report (available on website

http://www.trl.co.uk/brime/deliver.htm). Additional management systems are also described.BaTMan [4] has recently been developed by the Swedish Road Department. Other users of

this management system are the Swedish Railway Department and some city and harbour

owners in Sweden. The Bridge Management System for bridges developed by GEOCISA has

been used since early nineties by several local and regional networks in Spain. BridgeMan,

the commercial BMS developed by TRL and adopted by some local authorities and bridge

owners in the UK is described. Finally a management system from the Nuclear Power

Industry and the UNO Management System [5] from the Hydro Power Industry are described.

1.2

PONTIS - A management tool from the United StatesThere are over 550,000 highway bridges in the US. Over half of these bridges were built

before 1935, and approximately 40% are considered either structurally deficient or

functionally obsolete. Preserving and improving the bridge network is a complex and

expensive, but vitally important task. PONTIS™ is a bridge management system developed

as a tool to assist in the task of bridge management. PONTIS stores bridge inventory and

inspection data; formulates network-wide preservation and improvement policies for use in

evaluating the needs of each bridge in a network; and makes recommendations for what

projects to include in an agency’s capital plan for deriving the maximum benefit from limited

funds. Developed in 1989 for the FHWA, PONTIS is currently licensed through the American

Association of State Highway and Transportation Officials (AASHTO) to over 40 stateDepartments of Transportation and other agencies.

PONTIS supports the entire bridge management cycle, allowing user input at every stage of

the process. The system stores bridge inventories and records inspection data. Once inspection

data have been entered, PONTIS can be used for maintenance tracking and federal reporting.

PONTIS integrates the objectives of public safety and risk reduction, user convenience, and

preservation of investment to produce budgetary, maintenance, and program policies.

Additionally, it provides a systematic procedure for the allocation of resources to the

preservation and improvement of the bridges in a network. PONTIS accomplishes this by

considering both the costs and benefits of maintenance policies versus investments in

improvements or replacements.


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The working process that is the base for the system can look like the scheme in Figure A. 1.

Planning Construction

of new bridges

Maintenance

and repair

Demolition

Figure A. 1 Working process of PONTIS

1.2.1 The tool

PONTIS is a flexible and interactive tool, which allows user input in every stage of the

process and uses mathematical models to help in generating and evaluation alternatives. The

main objectives are:

Meeting and maintaining the highest standards of safety for the travelling public Improving riding comfort and convenience of the public Preserving the considerable investment in structures Providing efficient routes for emergency services Minimising disruptions and delays and costs to users Providing economical routes for transport of industrial goods and agricultural products Correction deficiencies within reasonable time Equitable allocation of resources to the various geographical areas and bridge

activities

Avoidance of costly repairs though appropriate preventive maintenance

Efficient utilisation of engineering and maintenance personnel Efficient utilisation of funding sources Minimisation of total expected cost over the long term

The activities involved in this management system are:

Information gathering Interpretation Prediction Cost accounting Decision making Budgeting Planning

Figure A.2 shows schematically the major components of PONTIS.


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Data base Condition Survey

Inventory Information

Prediction Model User Costs

Improvement OptimizationMR&R Optimization

Cindition State

Feasible Actions

MR&R

Integrated Planning

Programming

Improvement Cost

Replacement Cost

Budget and Policy Issues

Management Objectives

Level-of- Service

Traffic GrowthMR&R Policy

Improvement Work

Current Work Plan

Network Conditions

Future needs

Prior

model

Posterior

model

Figure A.2 Major components of PONTIS

1.2.2

Condition state and feasible actionsIn PONTIS each bridge is divided into its constituent elements and the possible conditions

that each unit of element can be in is defined. These elements are placed in environmental

categories: benign, low, moderate or severe. Each bridge may have up to 40 elements. The

number of possible condition states is normally four for each element, and for each condition

state there are up to three feasible actions.

Typical bridge elements include the deck, superstructure elements such as trusses and arches,

substructure elements such as pier caps and columns, and other elements such as joints and

bearings as shown in Figure A.3.


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Figure A.3 Typical bridge elements

Inspection records are stored for each bridge element. For each bridge element PONTIS

develops models for how the element deteriorates over time (which may vary by operating

environment), what preservation actions may be taken in response to deterioration, how much

actions cost, and how effective actions are at preserving the element.

1.2.3

Cost models

There are several cost models that provide inputs to other models. These are:

Improvement costs: calculates the costs associated with improvement of each bridge for each

feasible option.

Replacement costs: calculates the replacement for each bridge when this is a feasible option.

MR&R costs: (maintenance, repair and rehabilitation): calculates the costs of the feasible

actions associated with preventive, rehabilitative and corrective measures. It consists of a setof detailed equations that estimates the various cost associated with each element, condition

and feasible action.

User Cost Model : provides input to the improvement optimisation model, which compares the

savings in user costs due to replacement or improvement with the cost of the investment. It

deals with costs for:

Accident costs Vehicle operation costs Travel time costs


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1.2.4 The prediction model / assessment

The prediction models estimate deterioration rates for each element and quantify the

uncertainties inherent in such predictions. These models are updated each time new

experience is gained.

The prediction model consists of two separated models:

1 - Prior Model

Quantifies the likelihood that a unit of a particular element would make a transition from one

condition state to an inferior one within a period. A computer program helps the engineer to

get the best information and the probabilities are derived from a series of questions.

2 - Posterior Model

After each inspection, this model analyses the collected data, weights them against the prior

transition probabilities. This leads to a new set of transition probabilities that consider the

prior information as well as the new data.

1.2.5 The MR&R optimisation model

The main objective of this model is to find for each element in each environment, the policy

that minimises the long-term maintenance funding requirements while keeping the elements

out of risk of failure. The fundamental difference between MR&R and improvement models

is that MR&R activities are geared towards keeping a bridge in the best possible condition but

at its current level of service, retarding or repairing the effects of deterioration, while

improvement activities usually change the level of service of the bridge.

Components of the MR&R model

The model consists of two interrelated models:

1. The first model determines the optimal action for each condition of each element2. The second model calculates the steady state network conditions if optimal actions are

followed.

Optimisation procedure

MR&R optimisation is formulated as a Markov decision model. The planning horizon is

infinite and the future cost is discounted.

The mathematical formulation used is the optimality equation of the expected life-cycle costinvolving the following parameters:

i = Condition state observed today

j = Condition state predicted to occur one year in the future

V(i) = Long-term cost expected as a result of being in the state i today

C (i,a) = Initial cost of an action taken in the state i

α = discount factor for a cost incurred one year in the future

Pij (a) = transition probability of state j conditional on state i and action a

V(j) = long-term cost expected as of next year if state j occurs

Data requirements

The outputs from this model are:


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Optimal MR&R policies for each element and each condition Long term conditions of the network A MR&R work plan for each bridge The set of bridges that should be scheduled for MR&R work when budgetary

constrains exists.

Markovian decision process

From data on condition and feasible actions and predictions the transition probabilities matrix

is obtained for each element for a specific period of years.

Prioritization procedure

Another component applies the optimal network policies to individual bridges to specify what

action should be taken for each bridge. It then calculates the associated cost and prioritises the

bridges in need of work. This is simply done by a benefit/cost ration, ranking according to the

ratio, and chooses the bridges that fall within any cut-off budget level.

MR&R Costs Sub-model

The MR&R optimisation uses the failure cost along with the probability of failure to assess

the risk of allowing an element to deteriorate. Elements with high failure costs tend to be

recommended for more preventive maintenance and are kept, on average, in better condition.

MR&R Results

The same results that are mentioned under data requirements.

1.2.6 The Improvement Optimisation model

This model weighs the benefits of improvement or replacement against its cost and prioritises

the bridges in need of improvement or replacement.

Improvement decisions usually changes the level of service, but once an action is taken, the

physical characteristics remain the same and no new action to be considered until future

traffic growth makes an action necessary again.

1.2.7 The Integration and Programming Planning Model

This model not only combines the results of MR&R and Improvement Optimisation models

but is a powerful tool for predicting future network conditions, needs and backlogs as afunction of budget allocations etc. It is not an optimisation model by itself but a device for

bringing the results of the optimisation models together, and for simulating future events

according to the criteria set by the other models.

The results are presented in reports: MR&R Policy & Improvement Work (showing how they

grow or shrink over time), Current Work Plan (shows a first-year project list with

recommended actions), Network Conditions and Future Needs (lists of scheduled actions by

element on each bridge).

1.2.8

Database Management system


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The PONTIS software is structured in a way that implements each of its models as a separate

module communicating with a central data base.

1.3

DANBRO – Danish approach

The following information is a compilation of the BRIME reports and a homepage of thecompany that owns and has developed the system.

DANBRO is a bridge management system developed by Ramboll in Denmark. First the main

user was the Danish Road Department but now the system is spread between city and harbour

owners. The system is currently used in many different countries.

The codes and rules that are the basic documents that initiate all the activities for the Danish

Road Administration are:

1. The Road Legislation2. Design codes and standards for bridge construction and repairs together with standards

and guidelines for inspections and special investigation

3. The manuals, which have been specifically written for the system, give guidelines foractivities not covered by the other documents mentioned

DANBRO is a computer supported bridge management system where the main objectives are:

Ensuring traffic safety Optimising utilisation of allocated funds Minimising maintenance costs

Preserving the road network capacity Forecasting budget needs Organising preventive maintenance

The working process of DANBRO is shown schematically in Figure A.4.

Planning Construction

of new bridges

Maintenance

and repair

Demolition

Figure A.4 The working process of DANBRO

In general the program is adapted to each owner’s specific needs. Ramboll will provide

adapted requirement specifications, test methods and produce manuals and other needed on-

line systems. This work is done through collaboration between Ramboll and the

customer/owner.

1.3.1 The tool

DANBRO is a window-based computer program that can be used in all parts of the

maintenance process. The main purpose is to register and handle data regarding the followingactivities:


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1. The administrative and technical data on the bridges and structures, including location,size, year of completion, constructions principles and materials.

2. The information on the present maintenance condition of the bridges – input from ageneral inspection – every four or five year.

3. Registration of need of measures and rules of the performance.4. The economic information incl. gadgets and allocations as well as various repair solutions

and their prices.

5. Prioritising, a further development of the repair strategies in combination of the oftenlimited budgets.

The output will be:

1. Condition reports – actual status of the structures and what and where damages accurse.2. Maintenance plans – which bridges should be repaired, how the repair should be carried

out and the estimated costs.

3. Calculations of economic consequences – comparing short-term solutions and majorrepairs.

The computer program involves a series of interrelated activities that interact with each other

as shown in Figure A.5.

Inventory

Principal inspection

(Rehabilitationstrategies,

economical

evaluation

Tenderprices

Optimization Budget

PolicyPlanning of Maintenance

Basic

information

Special Investigations(Rehabilitationstrategies, economical evaluation)

MaintenanceBudget

and CostsOptimisationPrice

CatalogueExperience

Clearing

Bearing

Capacities

Repair

DesignNo

Repair

Police

authorities

Construction

Works

Maintenance

Works

Requirements - Codes and Rules

Figure A.5 Activities included in the computer program


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1.3.2 The Basic Information Module

This module contains the administrative and structural databases and principal inspection

databases, as follows:

Inventory Inventories are carried out by the head office of the Bridge Department and contains: Administrative data Technical data – bridge types, dimensions, material etc. Passage data – data on roads, water ways etc Archive references: information on the contents of the archives Chronological overview: a list of important events in the life of each bridge.

Principal Inspection

The bridge inspectors from the Bridge Department carry out principal inspections at regular

interval (between two and six years). This is a visual inspection of all visible parts of the

bridge. For each standard components of the bridge information such as condition rating,

description of significant damage, need for routine maintenance/cleaning, need for special

investigation etc. The essential part of the principal inspection is to determine the year of the

next inspection for the individual bridge.

During the principal inspection an inspector could with prior experience say what measures

are necessary otherwise a special investigation is needed.

Special Inspections/investigation

These are carried out by experienced materials engineers whenever the need is recognised

(otherwise the decisions are taken during the Principal Inspections). For example, this could be when the inspector is not certain about the cause of damage, or the proper rehabilitation

method. Special inspections might include destructive and non-destructive test carried out in-

situ or in laboratories. The objectives include:

1. Determine the cause and extent of damage2. Predict the development of damage if nothing is done3. Identify relevant rehabilitation strategies4. Determine the cost to society of each strategy5. Choose the strategy that is least costly to society

Two or three repair strategies are considered here. The time looked considered is 25 years.The economic consequences are evaluated for these strategies and compared to postponing

the work for 5 years. The user’s costs are taken into account.

This part of the DANBRO system is close to the process in REHABCON and the results of

REHABCON will be useful here.

1.3.3 Experience Module

Information about the damage and measurements are stored in the Experience Module (feed

back). This includes economical and damage data.


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Damage data relates to information about position, type and cause for the damage as well as

the materials involved and results from special investigations.

The economic data includes all expenditures on each structure over a number of years.

The module information on service life and service life costs of the bridge and material types.

1.3.4 The Price Catalogue module

This module supports the estimation of the costs of repairs in relation to general inspections,

special inspections and design. The database contains unit prices for various works, based on

tender prices.

All costs are based on the unit prices presented in the price catalogue. The data from the two

lowest bids at a remedial works are stored here.

1.3.5

Optimisation module

Proposals for remedial works and costs of these are stored in the optimisation module.

Optimisation is carried out once a year when funds are made available, or whenever changes

in the allocated fund are made during the year.

For bridges in need of remedial works an optimisation is made. This includes a priority list

based on a 5 years budget. The net present value method is used.

The database in this module contains the economic data for the various repairs alternatives setup at special inspections.

Optimisation of repair and rehabilitation works.

The repair and rehabilitation work is decided during the Principal Inspection or through a

Special Investigation. The results are always one of the following rehabilitation strategies:

Make a thorough repair now: the structure reverts to a “No deterioration” condition. Make some superficial repairs now in order to postpone major repair. Do nothing now: wait until the bridge or component, is longer safe and then replace it. Do nothing at all: when the bridge is no longer safe, close it and accept the consequent

road user costs.

Economical evaluation

The net present value method is used to identify the solution with the lowest overall cost.

Comparison is made between execution and postponing each strategy.

1. Direct costs

The actual cost of the rehabilitation works (including design, construction, supervision and

administration). Information from the price catalogue and the experience module is used.

2. Indirect costs – Road user costs

To make the right choice, the indirect costs are important, but they should not be included

when deciding whether the available funds are sufficient.


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Examples of indirect costs are:

Restrictions on the permitted load on the bridge Closure of the bridge for safety reasons before or during rehabilitation Reduces traffic capacity during rehabilitation.

A special formula is used to take account of traffic, speed restrictions and waiting time unit

based on cost per km, etc.

3. Additional costs of changing strategy

To identify the best option on each bridge is not sufficient for carrying out the optimum

strategy on all bridges. The goal is to find the best solution with limited funds. This is done

with help from the special inspections and the optimisation module. For each strategy, all

costs, direct and indirect, are re-evaluated under the assumption that all activities are

postponed by five years. A 25 year lifetime is used.

1.3.6 The Budget and cost module

Budgets for remedial works to be carried out are stored in the budget and cost module. The

economic data from the tendering are stored in here.

The databases in this module contain information about budgets for maintenance and repairs.

The information is always updated.

1.3.7 The Maintenance module

The module contains the database with information about the components of the bridges that

have to be cleaned or maintained at regular intervals. A database containing possible remedial

works on the components is included.

1.4 BaTMan – A brief overview of the Swedish bridge and

tunnel management system

The Swedish National Road Administration has recently developed a new management

system, BaTMan (Bridge and Tunnel Management) [4]. BaTMan is a computerised tool(Figure A.6) for organising and storing data and carrying out activities within the

management process. The basic idea of BaTMan is the same as that of its predecessor

SAFEBRO [6], but the software has been replaced allowing the incorporation of modern

technology into the system. One of the foremost improvements is that the new system is web-

based, allowing anyone with the proper access rights and a standard web-browser to use the

system. As the name implies the new system is not limited to bridges. The management of

other structures such as tunnels, retaining walls, troughs, quays and noise barriers is now

supported by the system.

BaTMan is currently used by several state and local authorities that own and manage

structures in Sweden. Approximately 30,000 structures, mostly bridges, are currentlymanaged using BaTMan. The system supports the management process during the entire life


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cycle of a structure from the early planning stages to demolition. This support is provided at

both the object and network levels.

Figure A.6 The BaTMan welcome page

1.4.1 Object databases

The object databases include information about the individual structures. This information

includes:

Administrative data Drawings and other archive documents Technical data Load capacity data Passage data Inspection records All repair, strengthening and maintenance activities and their costs

Technical data includes the basic technical aspects of the structure such as the type of the

structure, types of elements and components, dimensions and materials.

Passage data refers to those aspects of the structure that affect the traffic using it. This

includes, for example, widths and heights of openings.

All types of inspections, such as superficial, principal and special inspections, are recorded

with condition information such as the type, cause, location and extent of damage, type and

material of the damaged element, type of repair, direct cost of repair and a condition class.

Since BaTMan is web-based it is possible for data to be recorded closer to the source. The

engineer, inspector or contractor can, from the site or office, record data directly. The

database is not, however, updated until the manager of the structure has verified and acceptedthe new data.


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1.4.2 Knowledge databases

The knowledge databases contain information that is not structure specific. These databases

are:

Standardised condition measurement methods Standardised technical requirements Common test methods Common technical solutions Reference objects Current unit prices.

The standardised condition measurement methods provide a way of quantifying and

standardising the severity of certain types of damage. This is often an aid in determining the

condition class.

The standardised technical requirements are taken directly from the road administration’s

code for the repair and maintenance of bridges [7]. These can then be directly inserted into the

procurement documents. Requirements for tunnels and other structures will also be included

in the near future.

The database of common technical solutions supports the planning process by describing

alternative repair and strengthening methods that have been carried out with good results.

These are available for several common repair and strengthening situations.

The database of current unit prices contains unit prices for common works based on actual

costs from the previous year.

1.4.3 Management activities

The activities supported at the object management level are inspection, project planning,

design, procurement, execution and follow-up. There are also modules for result analysis,

load-bearing classification and exceptional convoys.

In order for the manager to quickly see the progression of damage to the structure, the

software provides graphs showing the change with time in the condition class, the extent of

the damage and a measure of the severity of the damage for certain damage types such as

crack width.

The project planning module supports the bridge engineer in producing an optimal

repair/rehabilitation strategy for the bridge. Alternative strategies can be studied and both the

direct and indirect costs are calculated to a present value based on the recommended discount

rate. The calculations show which strategy gives the best overall economy and which

strategies can be carried out within the current budget. A cost-benefit analysis on the network

level can be made in order to compare strategies for different structures with one another.

The manager can quickly produce procurement documents such as bills of quantity and

technical requirements with the help of the knowledge databases. This can be done for

individual structures as well as for operation and maintenance packages that cover several

structures.


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The module for exceptional convoys is a calculation module that supports the engineer in

evaluating the load-bearing capacity for heavy vehicles. The load effect from the heavy

vehicle in question is compared to a classification vehicle, and if necessary, the possibility of

reducing the speed or introducing lane restrictions can be investigated.

1.4.4 On-line documents

BaTMan also contains supporting documents for the system and the management process. A

digital users’ manual for the software and a digital handbook that covers the management

process are integral parts of the system. The handbook includes a complete inspection manual,

provides definitions of bridge types and components and even describes the management

process. Links to the codes, standard technical specifications and other important documents

are also provided.

1.5

GEOCISA BMS – Spanish approach

1.5.1 Introduction

Since early nineties GEOCISA has been developing its own bridge management system. It is

a flexible and practical tool created to be able to solve specific owner’s and user’s needs;

therefore it can be adapted to owner’s requirements.

As some examples, GEOCISA BMS has been implemented in both local and regional

networks:

Madrid Community Municipal government of Madrid Municipal government of Sevilla Municipal government of Bilbao County council of Guipúzcoa County council of Vizcaya.

1.5.2 The tool

This BMS is based on four basic modules:

Inventory module Conservation module Management module Economical module.

These basic modules (Figure A.7) can be adapted to the user’s needs and several other

modules can be implemented to cover all the owner’s requirements. These modules include:

Scour module; Monitoring module; Special Loads module; Life Cycle Cost Analysis module;

etc.


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Figure A.7 Basic modules of GEOCISA BMS

1.5.3 Inventory module

This module (Figure A.8) collates all the location, geometric, structural and functionality data,

taking into account the structural diversity and the synthesis needs.

Figure A.8 Inventory data form

INSPECTIONS MAINTENANCE AND ECONOMICCONTROL

DATA UPDATE

PLANING

MANAGEMENT

Periodical inspections

Extraordinary inspections

Common maintenance

Evaluation of the structure

Technical and economicaldefinition of the repair andmaintenance options

INVENTORY

DATA BASE

CONSERVATION

Principals

Specials

Maintenance and repairregistration

Economic resources

GEOCISA BRIDGE MANAGEMENT SYSTEM


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For each structure the tool records the following information:

Location and general data. Structural data Geometric sketch Representative photographs Existing documents related with the structure.

1.5.4 Conservation module

In this module (Figure A.9) the tool records the information from the Principal Inspections:

1. General information about the inspection and the inspection conditions (bridge code, date,inspector, atmospherically conditions, etc).

2. Photographs.3. Visual damage assessment. Damages detected are assessed through predefined indexes to

obtain the Damage Index.

Figure A.9 Principal inspection data form

1.5.5 Management Module

This module (Figure A.10) uses all the information registered in the data base through the

inventory and the inspections.


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This information links with the Repair and Budget data developed in the BMS, allowing the

generation of Repair Plans for singular and multiple selection of bridges, and even the whole

bridges heritage. These plans are prioritised according to the damage indexes of the structures.

Figure A.10 Repair recommendation form

1.5.6 Economical module

With this module the owner is able to carry out economical control of all the repairs and its

costs. It can perform the following:

To determine the repair actions developed in each structure, including costs, times,contractors, etc

To register all the investment done in repair and maintenance To control current investment To prepare investment statistics by road, bridge, period of time, etc.

1.6 BridgeMan – UK approach

1.6.1 Introduction

BridgeMan is a commercial Bridge Management System developed by TRL which has been

adopted by some local authorities in the UK other bridge owners overseas. BridgeMan is an

application for the Microsoft Access database. The current version can be used in Access 97

and subsequent versions. BridgeMan acts as a central location to keep all the information on a

bridge stock, storing general inventory information and inspection reports, as well as

providing a means to link to other data in the form of photos, drawings, reports, etc. In

developing BridgeMan, great emphasis was placed on creating a flexible application that can

easily be tailored to meet a user’s specific requirements, including integration with existing


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management systems and GIS systems. Microsoft Access is probably the most widespread

database system for PCs at the current time and takes full advantage of all the facilities

offered by Windows-based programmes.

1.6.2 Ease of use

Being based on Microsoft Access BridgeMan benefits from:

• User friendly Windows interface;

• The ability to easily create advanced queries and reports using built-in Access facilities;

• The ability for users to carry out minor modifications / customisation to the database ifrequired.

BridgeMan was designed and created with constant input by bridge engineers, so screen

layouts and data required should be familiar and intuitive to fellow bridge engineers.

Any stand-alone computer or computer network that can run Microsoft Access can run

BridgeMan. Obviously to store large numbers of photographs, drawings, etc, sufficient

capacity will be required. Alternatively BridgeMan can be set up to access photographs, etc,

stored on CD.

1.6.3 Overview

BridgeMan has three main modules: Inventory, Inspection and Reporting.

As well as these there are also other facilities to help the user in their use of the system:

• An address book for contact details of Utilities, Owners etc;

• Financial module to allow expenditure to be recorded;

• Various pre-written reports to cover some of the most common reporting tasks;

• System Maintenance facilities – Add users, change default inspection intervals, etc.

Microsoft Access query and reporting routines make it easy for a user to employ the power of

a modern relational database to generate the reports they need. This increases the flexibility of

the way the system handles data; a user is not restricted to a limited number of reports

provided by the system.

TRL is continually improving the BridgeMan system. Proposed developments include the

ability to download inspection data from hand-held loggers, work prioritisation schemes

based on structural assessment and condition state and whole life costing of a structure.

BridgeMan is designed to be customised. If the system in its present form does not meet the

exact requirements of a user, the open nature of the system and the ease of use of the Access

database allow the core BridgeMan system to be easily altered to meet these requirements.

Work has already been carried out for clients to extend BridgeMan to allow its use for storing

information on tunnels, culverts, etc, and to provide differing inventory and inspection forms

based on local requirements.


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1.6.4 Inventory

BridgeMan’s main inventory form (Figure A.11) records the fundamental information on a

structure. The form covers the location and owner of a structure, a structural summary, the

year of construction, a comments field for additional data as well as details on historical

status.

Figure A.11 BridgeMan’s main inventory form

On the right-hand side of the screen, a number of buttons allow access to further forms listing

details about the structure. Additional information available includes details on span,

supports, drawing and document register, route and traffic details, photographs, bearings,

Public Utilities and inspection data.

1.6.5 Inspection data

The main inspection form shown in Figure A.12 records the dates and types of inspection

carried out on a particular structure. Information on any special access requirements and any

hazards associated with the bridge may also be recorded so that this may be taken into

account when planning inspections. Other options allow the type of inspection to be selected,

and a list of existing inspections of this type will then be shown.

A choice of forms may be used to enter data. A local version can be used, or for Highways

Agency (or other central government) reports a different form may be employed. Buttons to

the right of the screen allow the selection of either of these forms.


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Also provided are buttons to link to details on assessments for this structure, brief summaries

of test results and a simple risk assessment for the structure.

Figure A.12 Main inspection form

Additionally, facilities may be added to allow direct links to electronically stored reports or

spreadsheets etc containing the results of testing.

Copies of inspection results may be formatted so that when printed from the system they

produce a completed version of standard forms as shown in Figure A.13.


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Figure A.13 BridgMan’s inspection forms

It is also possible from the main form to change the inspection intervals for different types of

inspection for an individual bridge. If intervals need to be changed globally, or for a group of

bridges, this can be achieved from the utilities module of BridgeMan.

1.6.6 Reporting

There are a number of standards reports in BridgeMan, covering:

• Lists of bridges by number, name;

• Lists of bridges due for inspection;

• Lists of Bridges based on Assessments;

• Lists of Bridges with drawings available.

Non-standard reports can also be produced using the Access facilities. Before each report is

produced there are also various filter screens, which will allow the selection of bridges in

certain categories, within a range of numbers, of certain construction, etc. This facilitates the

production of reports (Figure A.14) for different purposes.


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Figure A.14 BridgeMan’s reports

1.6.7 Customisation

The open nature of BridgeMan means that it is possible for the end user to customise the package to fit in with their exact requirements. A simple method of linking BridgeMan to a

GIS system can also be implemented.

1.6.8 AutoCAD drawings

Using a combination of Hyperlinking and AutoDesk’s Volo View viewer, it is now simple to

access AutoCAD drawings of bridges, allowing the user to view and print drawings without

the need to have AutoCAD on the machine.

1.6.9

Hyperlinking to other data


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Using hyperlinks and extra forms within BridgeMan, it is possible to link to other sources of

data about a bridge. Examples of this include clients who have all inspection reports produced

electronically. By storing a brief description of the report, the date, the bridge it relates to, etc,

BridgeMan can then show what reports exist for a particular bridge, and at the press of a

button, hyperlink to that file, bringing the report up in Word. Other applications include

linking to spreadsheets containing detailed testing results ie. half-cell surveys etc.

2 A MANAGEMENT SYSTEM FROM THE NUCLEARPOWER INDUSTRY

The following information is a compilation of documents distributed by Forsmarks

Maintenance Department.

The company Forsmark Kraftgrupp AB was created in 1973 and the nuclear power stationswere built during the 80th century. The company is owned by Vattenfall (66%), Swedish

power group (28,5%) and Sydkraft (8,54%). There are three boiling water reactors. Forsmark

is known to have a high availability of energy production and low maintenance costs. This is

possible through skilled personnel, reliable operational units and qualified performed

maintenance.

The Maintenance Department of Forsmark with a staff of 180 persons runs the maintenance.

The maintenance system involves maintenance on all installations and machines including the

buildings and the outer areas etc.

The maintenance is divided between two types of measures – preventive maintenance andcorrective maintenance. The preventive measures are a planned activity that is performed in

the purpose to prevent function failures or to measure and decide the technical condition.

Corrective maintenance is a planned or an unplanned maintenance action caused by failure of

any component.

The part of the buildings and installations that are of concrete does not, according to a sent out

questionnaire, have a maintenance system to handle their constructions. Instead they use an

inspection programme and when finding a damage/failure they do a detailed assessment and a

plan for the measures to be taken is made. There is a need for a tool for the assessment - a

manual would be useful (REHABCON). But according to the Maintenance Department in

Forsmark they should follow the same management system as the rest of the installations.There is only a lack of history and experience in performing these types of repairs.

2.1 The process – working process

The maintenance working process is showed in Figure A.15. The figure shows the important

input and output flow of orders and reports. The boxes show the different activities/functions

that are a part of the process. The activities are explained in sections 2.2 and 2.3.


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Technical status

Planning Execution /

Realization

Analysis Development

of methods

Goals, limits,

regulations,

resources and

laws

External and

internal

experiences

Planned measures

Management and Control

Assessment

Value the need:

Right

extent?Failure

frequency,

Cost/benefit,

Risk/consequence,

co-ordinate

Methods, instructions

and operative policies

Received

experience

Unit in working

order

Result- and activity report

Directives, criterions

and priorities

Initiating of renewal

measures

Resources, orders and delivery

Management of maintenance

Operative maintenance

Figure A.15 The working process of maintenance at Forsmark

2.2 Management of maintenance

The main task for this part of the management system is to systematically lead, develop and

report all activities. This part of the process considers a longer period of time and is morestrategic. The time perspective is usually weeks, month and years.

The part about management of the maintenance exists of two parts:

Management and control Analyse and method development.

2.2.1 Control

Within this part of the process the ambitions, strategies, goals and responsibilities of themaintenance programme are formulated.

Specified responsibilities are:

Planning, prioritising, control and follow up of the activity including development ofthe process and long term maintenance strategies.

Reversion and inform of internal process activity plans etc. Economical budgets, trend and follow up and results, and activity reports. Planning of human resources, an overall management of personal and assurance of

competence.


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2.2.2 Analysis and development of methods

This part of the process is the link towards the operative maintenance with focus on

optimisation of maintenance, such as development of methods for maintenance, instructions

and maintenance policies.


Inquires and analyses on installations and components regarding:

Security, availability, function and performance Unpredicted events Optimisation of maintenance External and internal experiences

Create prerequisites for operative maintenance in forms of:

Maintain installations registers and spare parts registers Update and compile maintenance programs and plans Compile programs for scheduled control and continues supervision

Co-ordinate and cooperate towards operation and the renewal process regarding:

Initiating of renewal measures Presentation of technical status Referral instance when renewal measures are taken

2.3 Operative maintenance

The main task of this part of the management system is to value, perform identified needs of

maintenance. This part of the process usually run by actions and the time is days, weeks and

sometimes month.

The operative maintenance exists of three parts:

Assessment Planning Execution.

Some measures that have been carried out before will pass this part of the process without

going through analyse, control and development of new methods face. This is typical for the

optimized preventive maintenance.

2.3.1 Assessment

The main task of this part of the process is to collaborate with the analysis function,

continuously value the maintenance policy and other measures and to initiate operativemaintenance activities on the basis of the maintenance policies and identified technical status.


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The activities must aim towards an optimisation of the maintenance where only well-

motivated measures are performed.


Generate working orders for measures to the planning function for further work Initiate changes of maintenance methods or intervals that are aiming for a optimal

maintenance

Evaluate results from performed maintenance measures Report the operative maintenance to the management of the maintenance Maintain the value part

2.3.2 Planning

The main task of this part of the process is the responsibility for operation planning, planning

of maintenance and management of personal and performance preparations for planned

measures. Within this part a scheduled measure plans, prepares and resources are booked,

after that the project goes to the next phase of the process, the execution part.


Operation planning of scheduled measures with regards to operative management aspects

such as:

Overall time plans according to annual and production plans Detailed revision and recorded plans

Affect on the planned production, actual operation status, process etc.

Maintenance planning of decided measures regarding to maintenance aspects such as:

Performance time plans, management of personal and working units, quality andsecurity

Coordination of parallel measures regarding resources and time Resource planning on short and long terms such as available competent personal,

material, spare parts, documentation etc.

Planned detailed of management and preparation of decided measures such as:

Development of working instructions and program for testing and verification offunction

Ordering of spare parts, external resources, personal and supervision of deliverables Get needed permissions and secure personnel. Appoint personnel in charge and co-ordinate on the sight See to that working environmental rules and locally working hours are followed

2.3.3 Execution

The main task for this function is to see to that planned and ordered measures are executed

and reported and that experience is collected and documented. The final result is a functional

unit.


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Person in charge that leads the work according to existing rules, routines, plans, quality

requirements and instructions must:

Co-ordinate all work on the sight so the optimal time and resources are used See to those personnel in charge of safety leaves support to person in charge of the

planned work.

2.4 Tools

2.4.1 Tools

All information involved in this management system needs support. This is done by using

different data bases that are all connected to each other according to Figure A.16.

Data of the installations

DegraLex

Database of knowledge

regarding cause of failures

on different devices.

RCM/REM

Database for documentation

of REM-analyses

Bicycle

Analys program for

history of working orders

TeCoMan

Computer program for

collection information of

status and calculation of

technical status index.

FENIX

System containing register

of installations, program of

measures, Working permits

and history of workingorders

SAP R/3

System for economical

collection and presentations

PDB

Process database for

collection and storage of

processdata

ManCo

Tool for administration of

rounds and collection of condition

status.

Data of status

Process data

Economy

Studied working order

statistics

A chose of typical failures

from studied working orders.

Descriptions of failures

and consequences

Altered measures program

Unstudied working orders

Figure A.16 Scheme of data tools used within Forsmark Management of their maintenance


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2.4.2 Optimisation of the maintenance programme

The maintenance programme within a management system demands to be revised

continuously so it contains the right things and the right requirements on technical status,

production level, security, environmental issues and costs.

The tool used for these revisions are a based on a method called RCM (Reliability CentredMaintenance) and is built on the amount of maintenance performed and based on the risk that

different failures will lead too within the installation. Forsmark uses a method called REM

(Reversed Maintenance). The method is used for a more general revision of the maintenance

program. REM is based on information collected from preventive and corrective maintenance.

A REM–analysis should be performed in 16 steps:

1. Choice of studied system or function2. Assess and get resources needed – important with the right competence according to each

specific problem.

3. If necessary arrange an education in REM4. Specify existing preventive maintenance5. Collect the failure / causes every preventive maintenance measure must prevent6. Compile historical corrective maintenance and add new types of failures7. Specify effects of failures and the consequences for compiled failures – examples of

questions to be answered are: what are the consequences of this failure, what are the

personal consequences, what are the consequences for inner and outer environment, can

the failure effect adjacent equipment, how can the failure be attended to, how long is the

non-operating state, what are the costs (including material, personal and loss of revenue)

etc.?

8. Value the consequences according to a specified matrix9. Risk Analyses - Set risk indexes with help from the specified risk matrix – a high indexcan lead to more extensive measures.

10. Decide what measures to take according to a decision tree – depends on failure,effectively, costs (LCC) etc.

11. Decide intervals for measures that are related to time – decides from the time a failure can be predicted to the time it occurs.

12. Compare the result to existing maintenance – includes the benefit of the measures13. Compile a short report with motivation of a new maintenance program.14. Establish the new maintenance program15. Address the new maintenance program into the maintenance system

16. Verification and follow up of the new program

2.4.3 Technical status

To be able to optimise the maintenance one need to know the technical status of the

installation in focus. This is done on-line by measures, trending and studying history of

recorded events. A technical condition index is set (TCI). The index is used to present the

status of the installation and it can vary between 0 and 100.

TCI is a powerful tool for prioritisation maintenance activities and renewal measures. TCI

together with information of maintenance costs and a quantified availability and safety it is a

useful instrument for management by objectives and optimisation.


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2.4.4 LCC – Life Cycle Costs

A calculation tool in excel is used to calculate and evaluate different alternatives. The

lifecycle costs refer to the costs of the investment including depreciation, interest rate,

increased maintenance etc. and comparison is always compared to the zero alternative – no

action. The method used is the net present value and the alternative with the lowest value isoften chosen. The time considered is usually 15 years for larger investments, but can be varied

if necessary. Another more expensive alternative can be chosen when the consequences of the

risk involved are so high that it is not an alternative.

The LCC tool is used in the analysis phase of the process but also when initiating renewal

measures.

2.4.5 Risk Analysis

To get some basic data for decision making weather to act or not and in what extent a riskanalysis could be performed. The probability that a failure will occur is decided with the help

from a set matrix including different kinds of requirements that have to be full filled. The

result will be a risk index between 0 and 5 for each type of failure.

The index will be a base for deciding of preventing measures or not. All failures with an index

over 2 must be analysed regarding choice of suitable maintenance measure. If the studied

failure has an index under 2 a control of the costs for preventing maintenance and corrective

maintenance must be performed. The most cost efficient alternative is chosen.

The risk analysis is performed as a part of the optimization of the maintenance program.

3 A MANAGEMENT SYSTEM FROM THE HYDROPOWER INDUSTRY

Vattenfall has developed a set of processes which are gathered under the name of UNO.

These processes are to be used within the different areas such as hydro power, nuclear power

and other. The processes are not implemented everywhere today but the implementation work

is proceeding especially within the hydro power area.

The sub-process that is relevant here is called Building process and includes maintenance andsupport of the buildings. The report describes the implemented process in one of the larger

hydro power plants. The Building process consists of seven sub-processes, called AN01 to

AN07.

3.1 The process – working process

The maintenance working process is showed in Figure A.17. The figure shows the important

in- and out torrents and flows of orders and reports. The boxes show the different

activities/functions that are a part of the process. The activities are explained from chapter 3.2

to 3.7.


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Figure A.17 The working process of the maintenance

3.2

AN01

The purpose of this sub-process is to develop and maintain the steering document for the

Building process.

3.3 AN02

The purpose of this sub-process is to give recommendations of measures to be taken for

maintenance or structural improvements. This is done by analysing new requirements and

information from authorities, surrounding environment and the operation. Figure A.18 shows

the sub-process AN02.


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Figure A.18 Working process of AN02

3.3.1 Description

Requirements, data and information from scanning the world around as well as the own

operation are gathered and compiled. The gathered information is analysed and interpreted

into possible measures which are documented.

3.3.2 Inputs and outputs

Inputs Outputs

Demands from the authorities Prioritised suggested measures

Demands from customers Updated activity list

Owner’s requirements

New knowledge

3.4 AN03

The purpose of this sub-process is to register and analyse the condition of the buildings and

estimate the need of maintenance. The outcome of the process is a recommendation of

measures and a updated schedule for maintenance.

3.4.1 Description

The condition of the building is continuously monitored and an error report is written if an

error should occur. The error report is registered and estimation is done whether it is


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considered as an emergency and should be dealt with immediately or if it could be scheduled

and handled during the normal maintenance routines.

In case of an accident or an environmental effect the proper authorities are notified

immediately.

If the error report is classified as an emergency then the proper measures are suggested to sub-

process AN04 for further handling.


Inputs Outputs

Observed conditions Suggested measures

Error report

Requirements

3.5 AN04

Sub-process AN04 is a overall instance with competence to prioritise and decide among the

suggested measures.

3.5.1 Description

Suggested measures from other sub-processes such as AN03 are gathered and analysed. The

different measures are grouped into different categories such as environmental needs, safetyrecommendations and economy to name a few. The suggested measures are then priorities

and put in range using business plans and economic figures.

Necessary decision documents and activity plans are produced and updated and an assignment

specification is formulated.


Inputs Outputs

Support information for decisions Decision documentsPropositions of measures Activity plans

Overall planning Assignment specification

Steering documents

3.6

AN05

The purpose of this sub-process is to perform a pre-study according to PROPS project

steering model.


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3.6.1 Description

Based on the expressed and unexpressed needs and requirements from customers,

documented in a assignment specification, the pre-study shall estimate the feasibility from

technical and commercial viewpoints. During the pre-study a set of alternative solutions is

formulated and an estimate is made of the time and amount of work needed for the differentalternatives.


Inputs Outputs

Assignment specification Pre-study report

3.7

AN06

The purpose of sub-process AN06 is to describe the execution of a project according to

PROPS project steering model.

3.7.1 Feasibility study phase

During the feasibility study phase a good basis for the future project is formed and prepared

for the successful execution of the project. The decision to begin the feasibility study phase is

taken in the outcome of sub-process AN05 by the sponsor. During the feasibility study phase,

different realisation alternatives and their potential consequences are analysed, as well as their

potential capacity to fulfil the requirements. The project goals and strategies are defined, project plans are prepared and the risks involved are assessed.

3.7.2 Execution phase

In this phase the project is executed as planned with respect to time, cost and characteristics,

in order to meet the project goals and the customer’s requirements.

3.7.3 Conclusion phase

The purpose of the conclusion phase is to break up the project organisation and to compile arecord of the experiences gained.

REFERENCES

[1] BRIME (Bridge Management in Europe), EU-project, Deliverable D14, Final

Report, March 2001. (www.trl.co.uk/brime/deliver.htm)

[2] PONTIS. The American Association of State Highway and Transport Officials

(AASHTO). 1989. (www.transportation.org)


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[3] DANBRO. Danish Bridge Management System, Danish Road Administration.

(www.vd.dk)

[4] BaTMan (Bridge and Tunnel Management). Management system for bridges

and tunnels. Swedish National Road Administration. (www.vv.se)

[5] UNO. A Management System for the Hydro Power Industry, Internal Vattenfall

document.

[6] SAFEBRO. Bridges management system. Swedish National Road

Administration.

[7] Swedish National Road Administration. Bridge Repair and Maintenance Code

2002 (Vägverkets allmänna tekniska beskrivning för underhåll av broar

Brounderhåll 2002). Swedish National Road Administration, Publ 2002:48,

Borlänge, 2002. (In Swedish.)

Management Systtems for Bridges

Documents