Infra-Bridge Management System

Bridge Management
Systems
Dr. Hatem ElBehairy

13.10.2015
Cairo University
BMS - Dr. Hatem ElBehairy 1
Infrastructure Asset Management
Infrastructure asset management is the integrated, multi-
disciplinary set of strategies in sustaining public infrastructure assets
such as:
water treatment facilities,
sewer lines
lines,
Transit
roads,
bridges,
g , and
railways.
Generally, the process focuses on the later stages of a facilitys life
cycle specifically maintenance, rehabilitation, and replacement
(MR&R).
Asset management software tools are used to organize and
implement 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
society
i t and d efficiency
ffi i iin th
the economy.
In Canada,, municipal
p infrastructure worth $1.1 trillion,, approximately
pp y
20% of total built asset of $5.5 trillion (NRC)
Municipalities are spending $12 - $15 billion/year on maintenance

and rehab (FCM)
Huge backlog Infrastructure Backlog
Current funding level will deficit $1 trillion in 60 years (CSCE 2003)

0
12 20
-50 44
$ b illio n
57 60.4
-100
110
-150
1985 1992 1996 2002 2004 2027

79% useful service life of infrastructure has been
used (CSCE 2003)
Condition degradation
Infrastructure gap $50 to $125 billion, 6-10 times
of current annual infrastructure budget
Estimated cost for upgrading Canadian sewer
i f t t
infrastructure is
i $11.8
$11 8 billion
billi (2003)

McGill Survey 2003 (Mirza and Haider)
100
eptability)
90
80 Good/Acceptable Needs Repair/Not Acceptable
70
Condition ((% of Acce
60
50
40
30
20
10
C
0
s
ks
t
gs
s
te
k
si
ad
er
n
ge
al
as
r
io
in
an
en
Pa
ew
Ro
id
ut
i ld
W
Se
Tr
tm
Br
d
r ib
Bu
id
Si
ea
rm
st
l
So
Tr
o
Di
St
e
er
ag
at
w
W
Se

Challenges
Challenges
Infrastructure demand and p population
p g
growth
Aging of infrastructure and condition deterioration
Infrastructure deficit
Service level improvement
Lack of integrated systems/tools and consistent
approach
Inadequate funding
Organizational restructuring

US infrastructure condition

Step 6
Step 1 to 3 Data oriented

Step 4 to 5 Methodology and policy issues Step 5
Step 6 Decision-making
Decision-making
Decision-making
Step 4
Calculations
St 3
Step Calculations
Models
Models
Protocols
Protocols
Step
p2
Step 1
A
Asset
tkknowledge
l d
Asset knowledge

Six Whats
What do you own?
Asset knowledge
What is it worth?
What is the condition? C l l ti
Calculations
What is the deferred maintenance? Models
What is the remaining service life? Protocols
What do y
you fix first? Decision-making
Decision making

What do yyou own?
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

What is the condition?
Condition assessment
Condition grading systems (subjective evaluation, distress based
matrices
ti and
d hybrid
h b id systems)
t )
Structural and functional (defects, breaks, hydraulics,
blockages
g etc.))
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 remainingg service life?
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
andd expertt knowledge
k l d
Ranking: Asset by asset or group of assets
Costs for alternative maintenance

maintenance, repair and renewal
Decision-making
Combination of all and political agenda
g

Bridge Management System
A bridge management system or BMS is a means for managing bridges
throughout
design,
construction,
operation and
maintenance of the bridges.
bridges
As funds available become tighter, road authorities around the world are facing
challenges
g related to bridge
g management
g and the escalating
g maintenance
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
j tasks in bridge
g management
g are:
collection of inventory data;
inspection;
assessment of condition and strength;
repair,
repair strengthening or replacement of
components;
prioritizing the allocation of funds
funds.
A BMS is a means of managing bridge
information to formulate maintenance programs
within cost limitations.

Bridges are important assets

Bridges are important assets

Increase in Funds required for Bridges

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

Basic Components of a BMS (Modified from AASHTO
AASHTO, 2001)
Condition
C diti
Rating Decision
Data Base Tools and
Bridge Optimization
Inventory Models
Inspection
Deterioration and
Improvement User
cost
Cost
Improvement
Monitoring

Data
D t Base
B
Bridge
Inventory

Bridge Inventory
Bridge
g Inventory yp provides bridge
g engineers
g and
decision 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
guide
id ffor th
the structural
t t l iinventory
t and
d appraisal
i l off
the nation's bridges, 1995):

Bridge Inventory
1. Bridge location (province, city, district)
Latitude and longitude: expressed in degrees, minutes, seconds
Year built
Bridge number or code
2. Route data:
whether it is on Highway
g y ((connecting
gp providences),
), intercity
y
route number on the map.
directional (west, east, north, or south).
Features intersected.
Functional classification of the Inventory Route: Main highway,
collector local
collector, local.
type of service: highway, railroad, pedestrian.

Bridge Inventory
3. Bridge geometry data:
Lanes on and
L d under
d th the b
bridge.
id
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 roadwayy centerline expressed
p in degrees.
g
Structure Flared: indicate whether the bridge is flared or not (the bridge
width varies).
Navigational Control
Control, navigation vertical and horizontal clearance
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
roadwaya width
idth and ccurb-to-curb
rb to c rb width.
idth
desk width, out-to-out.
Minimum vertical clearance over bridge roadway and under clearance.

Bridge Inventory
4. Bridge structure data:
deck
d k structure
t t type:
t concrete
t castt in-place,
i l concrete
t pre-castt panels,
l
steel plates.
structure type and system: concrete, steel, or pre-stressed.
Wearing surface, protective system.
pier or abutment protection.
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
traffic, year of estimation: should not be less than
17 years but more than 22 years
Bridge Inventory
6. Design load.
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 structure
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.
yyear of maintenance cost estimate.
year reconstructed.
Bridge Inventory
10. Pi t
Pictures
11. D
Documents
12. CAD drawings.

FORM IB GENERAL BRIDGE INVENTORY
BRIDGE NO: Inspection
p Leader :
Inspection Date
Road No.
Distance from Kilometer Post - m
Chainage at Start of Bridge
nce
Structure Number Bridge number
Bridge Referen
Location Description
Feature ID Bridge number
X
Y
Z
District
Contract Area
Bridge Type 104
No. of Spans 29
Type of Abutment Open
Type of Pier Column with cap beam{5}
Type & Length of Expansion Joint Steel angle (6) - 240m
Type & No. of Bearing tar paper (1) - 30
Type of Railing/Parapet Concrete with handrail (1)&(2)
Element Geomeetry
T
Type off deck
d k wearing
i Surface
S f Bit i
Bituminouse Pavement
P t2
Slope Protection at Abutment slope Bitching 4
No. of Lanes on Structure 2
Bridge Roadway Width (Kerb to Kerb) 8
Bridge Deck Width (Out to Out) 9.5
Bridge E
Approach Roadway Width 7.7

Vertical Clearance 3
Bridge Curve (Y/N) N
Bridge Skewed (Y/N) N
Bridge Sidewalks Type Concrete 1
Kerb Height (cm) 20
Bridge Median (Y/N) 1
Drainage System (Y/N) Y
BMS - Dr. Hatem ElBehairy
Utility (Y/N) N 28
Remarks |
Inspection Categories

Data
D t Base
B
Bridge
Inventory &
Inspection
p

Bridge Rating

Bridge Rating

Bridge Rating

Bridge Rating

Bridge Rating

Bridge Rating

Assessment and Evaluation
Bridge testing
methods
Non-Destructive Destructive
tests tests

Non-Destructive Testing Methods
Visual inspections
p are the most common types
yp of
inspections 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 Methods
Core sampling
p g is a destructive form of concrete
inspection, 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

Data
D t Base
B
Bridge
Inventory &
Inspection
p

Bridge Deterioration
Bridgeg deterioration is the result of decline in bridge
g
condition resulting from normal operation
Excluding g damages
g from events like earthquake,
q ,
accidents, fire and flood
It is considered a complex
p p
phenomena where
physical and chemical changes happen
Each element in the bridge g has its own deterioration
process
Actual prediction of the deterioration is considered
critical for the success of a BMS

Very
y similar to the deterioration models in Pavement
Management system
But with different elements and loading
g criteria
Top factors affecting deterioration:
Age
Average daily traffic
Environment
Bridge design parameters
Quality
y of construction and material used

Parameters affecting deterioration

Bridge Rating

Study By NBI (National Bridge Inventory)
deterioration rates tend to p
predict slower declines in
condition ratings after 15 years.
results suggest
gg that the average
g deck condition
rating 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 6
until after 60 years

the estimated averageg deterioration of decks was
about 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
g into four
main categories:
mechanistic models,
deterministic models,
Stochastic models, and
artificial intelligence (AI) models

Mechanistic 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 Models
dependent
p on a mathematical or statistical formula
for the relationship between the factors affecting
bridge deterioration and the measure of a bridges
condition.
The models can be categorized as using
straight-line extrapolation,
regression, and
curve-fitting method

Stochastic 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 chain
based on the concept p of defining
g states in terms of
bridge condition ratings and obtaining the
probabilities of a bridge condition changing from one
state to another
Deterioration Matrix

Deterioration Probability Matrix
Probability Probability that the bridge will move
that the to the next condition
bridge will
remain in the
same
condition
diti

Deterioration Probability Matrix

Markov Chain Calculation
Calculate the condition rating after 6 years
R = [9,8,7,6,5,4,3]
At initial stage

Markov Chain Calculation

Data
D t Base
B
Bridge
Inventory &
Inspection
p

Improvement Model
It is important
p that the impact
p of each repair
p option
p
on the condition of a bridge be analyzed.
For example,
p , to raise the condition of the bridge
g
deck 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 actions

After Repair
the rate of deterioration of rehabilitated bridges
g is
greater than that of newly constructed bridges.
rehabilitated bridges
g do not revert back to their best
condition
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 Repair

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

ANN was utilized to relate the ageg of the bridge
g
superstructure (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

Data
D t Base
B
Bridge
Inventory &
Inspection
p

Cost Model
Repair
Deck Superstructure Substructure
Intensity
Light 28% 49% 26%
Medium 65% 74% 63%
Extensive 100% 100% 100%

Life Cycle Cost
Sum of all recurringg and one-time ((non-recurring)g)
costs over the full life span or a specified period of a
good, service, structure, or system. In includes
purchase price/construction cost, installation cost,
operating costs, maintenance and upgrade costs,
andd remaining
i i ((residual
id l or salvage)
l ) value
l att th
the endd
of ownership or its useful life.

Life Cycle
y Cost ((LCC)) as the total discounted
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
determines
i th
the ttotal
t l costt off owning
i and
d operating
ti a
facility over period of time.

Data
D t Base
B
Bridge
Inventory &
Inspection
p

Bridge Deck Management system

4 50
N b off Variables
Number V i bl = 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 rating

Component Weight
1 Bearings 6
2 Back wall 5
3 Abutments 8
4 Wing walls 5
5 Piers 8
6 Primary members 10
7 Secondary members 5
8 Deck 8
9 Curb 1
10 Wearing surface 4
11 Bridge seats 6
12 Sidewalks 2
13 J i t
Joints 4
Condition rating
BCE = BRIDGE CONDITION RATING

Ranking Techniques
Priority
y Ranking:
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 BMS
Pontis

Commercial BMS

User 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 y the public
p because
of 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
yp of functional
improvements as follows:
Widening g the bridge
g approach
pp roadway yp
primarily
y
reduces the risk of accidents on the bridge.
Raising g the height
g of the clearance affects the ability
y
of 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 Zone

Cost Model
Repair
Deck Superstructure Substructure
Intensity
Light 28% 49% 26%
Medium 65% 74% 63%
Extensive 100% 100% 100%

Life Cycle Cost
Sum of all recurringg and one-time ((non-recurring)g)
costs over the full life span or a specified period of a
good, service, structure, or system. In includes
purchase price/construction cost, installation cost,
operating costs, maintenance and upgrade costs,
andd remaining
i i ((residual
id l or salvage)
l ) value
l att th
the endd
of ownership or its useful life.

Life Cycle
y Cost ((LCC)) as the total discounted
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
determines
i th
the ttotal
t l costt off owning
i and
d operating
ti a
facility over period of time.

Bridge Deck Management system

Multi-Element Bridge Management System
(ME-BMS)

Condition rating

Component Weight
1 Bearings 6
2 Back wall 5
3 Abutments 8
4 Wing walls 5
5 Piers 8
6 Primary members 10
7 Secondary members 5
8 Deck 8
9 Curb 1
10 Wearing surface 4
11 Bridge seats 6
12 Sidewalks 2
13 J i t
Joints 4
Condition rating
BCE = BRIDGE CONDITION RATING

Traditional Priority Ranking
Choosingg the bridges
g with the worst condition
Projects are selected until the available fund is
exhausted
Does not maximize the benefits
Do not reduce life cycle cost
Do not guarantee optimal selection

Commercial BMS
Pontis

Commercial BMS
BRIDGIT

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

User Cost
User costs consists to 2 components:
p
the first one estimates the user cost for a network of
bridges
g under service conditions,,
the other estimates the user costs incurred when
crossing g work zones during
g repair
p activities and
optimizes the work zone strategies in order to
minimize the user costs

User costs are costs incurred by y the public
p because
of 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
yp of functional
improvements as follows:
Widening g the bridge
g approach
pp roadway yp
primarily
y
reduces the risk of accidents on the bridge.
Raising g the height
g of the clearance affects the ability
y
of 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 Zone


Infra-Bridge Management System

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Bridge Management

Dr. Hatem ElBehairy

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

Huge backlog Infrastructure Backlog

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

BMS - Dr. Hatem ElBehairy 3

BMS - Dr. Hatem ElBehairy 4

BMS - Dr. Hatem ElBehairy 5

BMS - Dr. Hatem ElBehairy 6

BMS - Dr. Hatem ElBehairy 7

Step 1 to 3 Data oriented

BMS - Dr. Hatem ElBehairy 8

What is the remaining service life? Protocols

BMS - Dr. Hatem ElBehairy 9

Electronic (relational database and spreadsheets)

Current Replacement Value (CRV)

Cost modeling (direct and indirect costs, PSAB, FCA)

Life cycle cost/Whole life cost

What is the deferred maintenance?

BMS - Dr. Hatem ElBehairy 11

Costs for alternative maintenance, repair and renewal

What do you fix first?

Costs for alternative maintenance

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12. CAD drawings.

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Approach Roadway Width 7.7

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