Академический Документы
Профессиональный Документы
Культура Документы
mondiale
de la Route
MANAGEMENT OF BRIDGES
IN ASIAN AND AFRICAN
COUNTRIES
Lobjectif tait de rassembler des informations afin de mieux apprhender la gestion des
ponts dans ces pays, les difficults rencontres et les besoins.
le patrimoine lorganisation
(ponts, murs de soutnement) ; (attribution des tches) ;
ltat du patrimoine ; la formation ;
la dfinition des priorits de la politique de gestion ;
travaux ; les problmes rencontrs.
Membres du groupe de travail 2 Pour une gestion de ltat des ponts et autres
ouvrages routiers :
France M. Grard Delfosse (coordinateur)
Royaume-Uni Dr. Brian Hayes
France Mme Brigitte Mahut
Slovnie M. Ales Znidaric
Australie M. Leo Coci
Remarquons que les rsultats et les rapports concernant les pays australasiens ont
dj t prsents et inclus dans les actes du sminaire intitul Gestion des ponts
dans les pays asiatiques , organis Bangkok, les 12 et 13 juin 2002, par la direction
des routes du ministre thalandais des Transports et des Communications,
lassociation thalandaise de la route et le comit C11 de lAIPCR, en parallle avec le
sminaire du comit C13 de lAIPCR, consacr la gestion de la scurit routire, qui
sest tenu pendant le congrs Intertraffic Asia 2002.
Les rsultats concernant les pays africains nont pas encore t publis, puisque le
second sminaire intitul Gestion des ponts dans les pays africains , prvu
Madagascar les 27 et 28 fvrier 2003, a malheureusement t annul en raison de la
situation dans lle en 2002.
AIPCR . 4 . 11.16.B - 2005
I. GENERAL
I.1. Introduction
This report presents the results of the questionnaire disseminated by PIARC
Committee C11 in 2000, respectively to Australasian countries and to African countries,
in view of the seminars scheduled.
The aim was to gather information in order to have a better knowledge of the bridge
management in these countries, the difficulties encountered and the needs.
The results of this questionnaire and the analysis of the answers are presented in the
following report:
The questionnaire and the analysis have been provided by Committee C11 working
group 2, in parallel with its activities on performance management.
It should be noted that the results and reports regarding Australasian countries have
been already presented and included in the proceedings of the seminar entitled
Management of bridges in Asian countries Bangkok, 12-13 June 2002 which was
organized jointly with the Department of Highways of the Ministry of Transport and
Communications, Thailand, the Road Association of Thailand, and PIARC/C11 in
parallel with the PIARC/C13 Seminar on Management of Road Safety during the
Exhibition of Intertraffic Asia 2002.
The results regarding African countries have not yet been published due to the fact that
the second seminar, which was planned to be held in Madagascar Management of
bridges in African countries Madagascar, 27-28 February 2003, has been
unfortunately cancelled, due to the situation in Madagascar in 2002.
PIARC . 5 . 11.16.B - 2005
II. GESTION DES PONTS ROUTIERS
DANS LES PAYS AUSTRALASIENS
II.1. Formats de prsentation des rsultats de lenqute
Pour faciliter la lecture des rsultats, les questions, rponses, analyses et
commentaires sont prsents dans les formats indiqus ci-dessous.
Question
Analyse
La taille du rseau que les autorits doivent grer varie beaucoup dun pays lautre.
1
Routes nationales : 1 591 ; routes rgionales : 436 ; routes de desserte : 1 017 ; routes urbaines : 88 ; pistes
forestires : 559. Sur ce total, 2 096 km sont grs par la direction des routes.
2
Chausses et trottoirs compris.
AIPCR . 6 . 11.16.B - 2005
II. MANAGEMENT OF ROAD BRIDGES
IN AUSTRALASIAN COUNTRIES
II.1. Format of the survey results in the present report
In order to facilitate the reading, the following formats are used to represent the
questions, answers, analysis and comments.
Analysis:
The size of the network to be managed by the Authority varies a lot from a country to
one another.
Smallest: 260 km for Hong Kong and 2,351 km for Brunei.
And on the opposite: 61,093 km for Turkey, 53,685 km for Japan.
1
National Highway 1 591; District Road 436; Feeder Road 1 017; Urban Road 88; Forest Road 559. On this
total : 2 096 under Department of Roads.
2
Including carriageway and footway.
PIARC . 7 . 11.16.B - 2005
Avez-vous un inventaire des ouvrages routiers ?
Analyse
Tous les pays ont un inventaire des ponts.
Seuls quelques-uns ont un inventaire des murs de soutnement (le Bhoutan, par
exemple).
Ces chiffres doivent tre examins avec prudence, en fonction des lments suivants :
dfinition dun pont, pouvant varier dun pays lautre ;
porte minimale partir de laquelle un ouvrage est considr comme un pont ;
types douvrages (ponceaux inclus ou exclus) ;
pour les murs de soutnement, absence de prcisions sur la hauteur minimale
prendre en compte.
3
Ne sont pas pris en compte sparment : les murs de soutnement sont considrs comme des lments de
ponts.
4
Tous les murs en aile, lexception des murs en aile des ponceaux.
5
14 053 sur routes nationales (environ 10 murs de soutnement par km) ; 1 974 sur routes rgionales et 1 398
sur routes de desserte.
6
Outre ces 812 ponts, il faut compter 180 ponceaux, 51 passages infrieurs, 27 viaducs, 565 passerelles et
343 passages souterrains.
7
Outre ces 2 500 ponts, il faut compter 1 300 ponceaux.
8
Porte > 3 m.
9
Il existe un inventaire, mais sans chiffres prcis.
AIPCR . 8 . 11.16.B - 2005
Do you have an inventory of the road structures?
Analysis
All countries have an inventory of their bridges.
Only some of them have an inventory of their retaining walls (Bhutan for example).
The ratio of the number of bridges/km, except Hong Kong where it reaches 3.12 and
Bhutan, where it is 0.04, varies approximately from 0.4 (Bangladesh, Japan, Malaysia,
New Zealand) to approximately 0.1 (Australia Queensland, Nepal, Russia, Turkey).
3
Not separately recorded abutment retaining walls recorded as a bridge component.
4
All wing walls excluding wing walls of culverts.
5
14 053 on National Highways (approximately 10 retaining walls per km); 1 974 on Districts Roads; 1 398 on
Feeder Roads.
6
In addition to these 812 bridges : culvert 180 ; underpass 51 ; deck Nullah 27 ; footbridge 565 subway 343
7
In addition to these 2 500 bridges : culvert 1 300.
8
Span > 3 m.
9
There is an inventory, but number not precise.
PIARC . 9 . 11.16.B - 2005
Cet inventaire fait-il une distinction entre les ouvrages en fonction des matriaux ?
Analyse
Tous les pays, lexception de la Thalande, ont un inventaire faisant une distinction en
fonction des matriaux.
La majorit des ponts sont en bton arm, dans la plupart des pays, lexception des
suivants :
Australie (Queensland) et Hong-Kong : bton prcontraint, en majorit ;
Bhoutan et Japon : acier en majorit.
Il est galement intressant de remarquer le pourcentage relativement important de
ponts en bois Brunei (25 %) et en Australie (18 %).
10
Ponts caisson : 3 257 ; ponts-dalles : 2 056 ; ponts poutre en bton arm : 1 166.
11
Ponts poutre en bton prcontraint.
12
Ponts en treillis tablier en acier : 146 ; ponts Bailey tablier en acier : 952 ; ponts Bailey tablier en bois :
74.
13
Poutres en acier dalles en bton arm : 312 ; ponts en treillis dalles en bton arm : 44 (dont 61 ponts
Bailey et 4 ponts Bailey suspendus).
14
Nombre total de ponts sur le rseau et pas seulement sur les routes nationales.
15
Ces chiffres ne concernent pas seulement les routes nationales.
16
Le patrimoine considr est diffrent de celui pris en compte dans la rponse prcdente.
17
Y compris 7 autres ponts dans dautres matriaux.
18
Y compris autres matriaux .
19
Total de la colonne : 3 720 et non 3 744, comme indiqu dans la rponse prcdente.
AIPCR . 10 . 11.16.B - 2005
Does this inventory differentiate structures by materials?
Analysis
Except Thailand, all countries have an inventory with differentiation by materials.
In most countries, the majority of bridges are in reinforced concrete. The exceptions are:
10
Box culvert: 3,257; slab culvert: 2,056; RCC Girder Bridge: 1,166.
11
Prestressed concrete girder bridge.
12
Truss with steel deck 146; Bailey with steel deck 952; Bailey with timber deck 74.
13
Steel beam and RCC slab 312; Truss with RCC slab 44; including bailey bridge 61; bailey suspension 4.
14
Total number on all the network and not only on the National Highway.
15
This figures are not only on the National Highways.
16
The stock considered is different from the previous question.
17
Including 7 other bridges, than materials.
18
Including other materials.
19
Total of the column 3,720 and not 3,744 answered to the previous question.
PIARC . 11 . 11.16.B - 2005
Rpartition des ponts par matriau en Asie
1% 1%1%
Analyse
Trois matriaux, le bton arm, le bton prcontraint et lacier, sont employs parts
presque gales et reprsentent la grande majorit des matriaux utiliss en Asie
(97 %).
Analyse
En Australie (Queensland), le nombre de ponts construits chaque dcennie est
denviron 500 600.
Le nombre de ponts prcontraints augmente, tandis que le nombre de ponts en acier
diminue.
Les ponts en bois, qui reprsentaient 71 % des ponts en 1959, ne se construisent plus.
Analyse
Au Bangladesh, le nombre de ponts construits augmente chaque dcennie de manire
spectaculaire.
1% 1% 1%
29%
Reinf.Concrete
34%
Prestr.Concrete
Steel
Composite
Masonry
Timber
34%
Analysis:
Three materials: reinforced concrete, presstressed concrete and steel are quite equal
and represents the large majority of material employed in Asia (97%).
Most countries have been able to precise the share of each kind of structures.
Analysis
In Australia (Queensland), the number of bridges is approximately 500 to 600 on each
period of 10 years.
The number of prestressed bridges is increasing while the number of steel bridges is
decreasing.
Timber bridges which represented 71% in 1959 are now no longer used.
Analysis
In Bangladesh, the number of bridges constructed is increasing dramatically each
decade.
Analyse
Au Bhoutan, le nombre de ponts construits augmente de manire trs importante
depuis 1970-1979.
Analyse
Hong-Kong, le nombre de ponts construits a augment considrablement.
Analyse
Au Japon, le nombre de ponts construits chaque anne est trs lev. Le plus grand
nombre a t atteint entre 1970 et 1979.
Analyse
En Malaisie, le nombre de ponts construits a diminu rgulirement entre 1960 et 1990,
puis a augment entre 1990 et 2000.
Analysis
In Bhutan, the number of bridges constructed has considerably increased since 1970-
79.
Analysis
In Hong Kong, the number of bridges constructed has increased considerably.
Analysis
In Japan, the number of bridges constructed each year is very high. The highest
number was reached in 1970-79.
Analysis
In Malaysia, the number of bridges constructed has regularly decreased from 1960 to
1990, followed by an increase in 1990-2000
Analyse
Au Npal, le plus grand nombre de ponts a t construit entre 1970 et 1979.
Analyse
En Russie, le plus grand nombre de ponts a t construit entre 1960 et 1989.
Analyse
En Turquie, le plus grand nombre de ponts a t construit entre 1960 et 1969. Cette
priode a t suivie par une baisse rgulire jusquen 2000.
50000
45000
40000
35000
30000
25000
20000
15000
10000
5000
0
<59 60-69 70-79 80-89 90-00
Analyse gnrale
Augmentation importante et rgulire de la construction jusquaux annes 1970, puis
baisse sensible, probablement due lachvement des principales infrastructures
routires.
AIPCR . 16 . 11.16.B - 2005
Nepal Nb of Bridges < 1959 60 - 69 70 - 79 80 89 90 - 2000
Reinforced concrete 960 10 50 600 200 100
Prestressed concrete 30 1 20 9
Steel 120
Composite (steel+ concrete) 40
Masonry 30
Timber 20
Total 10 50 601 220 109
Analysis
In Nepal, the highest number of bridges were constructed in 1970-79
Analysis
In Russia, the highest number of bridges were constructed between 1960 to 1989
Analysis
In Turkey, the period where the most important number of bridges was constructed is
1960-69. That period was followed until now by a regular decrease until 2000.
50000
40000
30000
20000
10000
0
<59 60-69 70-79 80-89 90-00
General analysis:
Regular and significant increase of building until the 1970s, then a significant decrease,
probably because major road equipments are completed.
Matre douvrage
Porte maximale
de construction
Type douvrage
Emplacement
Nom du pont
Fondations
immerges
de traves
Longueur
Pays
Matriau
Nombre
Largeur
Autres
Anne
1 Australie (Queensland)
2 Bangladesh Non
3 Bhoutan Non Non Non Non
4 Brunei Non Non Non
5 Hong-Kong Non20 Non
6 Japon Non
7 Malaisie Non
21
8 Npal Non
22
9 Nouvelle-Zlande Non
10 Pakistan Non Non Non Non
11 Russie
12 Sri Lanka Non Non Non Non Non Non
13 Taiwan Non Non
14 Thalande Non Non Non Non Non Non Non Non
15 Turquie Non Non
Analyse
Le nom et/ou lemplacement, la longueur, la largeur et le nombre de traves du pont
sont systmatiquement pris en compte.
Dans certains pays, le nom du matre douvrage nest pas prcis, probablement parce
que lautorit en question nest charge que de la gestion de ses propres ponts. Il est
intressant de remarquer que dans prs de la moiti des pays, lexistence de fondations
immerges nest pas signale, alors que ce type de fondations est plus expos aux
problmes.
20
Pas ncessairement, car il se limite tenir linventaire et entretenir les ouvrages du domaine public.
21
Autre : valuation de ltat des ponts.
22
Autre : valuation de la structure des ponts.
AIPCR . 18 . 11.16.B - 2005
What are the main characteristics recorded?
In the majority of countries, all the characteristics above are recorded, except
some of them which are specified in the following table.
Type of structure
Number of spans
Maximal span
Geographical
construction
Foundations
Name of the
under water
Country
location
Material
Year of
Length
Others
Owner
bridge
Width
1 Australia ( Queensland)
2 Bangladesh No
3 Bhutan No No No No
4 Brunei No No No
5 Hong Kong No 20 No
6 Japan No
7 Malaysia No
21
8 Nepal No
22
9 New Zealand No
10 Pakistan No No No No
11 Russia
12 Sri Lanka No No No No No No
13 Taiwan No No
14 Thailand No No No No No No No No
15 Turkey No No
Analysis:
The name of the bridge and/or its location, its length, width, number of spans is
systematically recorded.
The owner in some countries is not specified, probably because the authority is in
charge of the management of its own bridges only. It is interesting to notice that in
almost half of the countries the fact that the bridge has foundations in water is not
recorded, although this type of foundation is more sensitive to problems.
20
Not necessary because only keep inventory and maintain structures owned by the Hong Kong Government.
21
Other: bridge condition rating.
22
Other: bridge structural rating.
PIARC . 19 . 11.16.B - 2005
II.2. tat du patrimoine
Avez-vous des informations sur ltat des ponts ?
valuation
des ponts
chiffre
Pays tat Commentaires
Analyse
Tous les pays, lexception dun ou deux, possdent des informations sur ltat de leurs
ponts.
La majorit dispose dun systme dvaluation chiffre et quelques-uns ont prcis
quils valuaient ltat des ponts selon une chelle constitue de 5 6 classes (absence
de dfaut ou bon tat rupture totale).
Numerical
of bridges
Country Condition Comments
system
1 Australia Yes rating
Yes Evaluation of condition : 1 to 5 (defined in bridge inspection manual ).
(Queensland)
2 Bangladesh Yes Yes
3 Bhutan Yes No
4 Brunei Yes No
5 Hong Kong Yes Yes
6 Japan Yes Yes
7 Malaysia Yes Yes Classes : 1 to 5 applied to
performance condition rating of components (depending on %
reduction of capacity of the component).
material condition rating of components (depending of % loss of
component cross-section surface area or length).
(with a distinction between primary and secondary components)
(see attached).
Combination of the elements evaluation?
8 Nepal Yes Yes Condition rating 0 to 4 with criteria for each element of the bridge and
depending on materials defined in guide on condition rating.
10 Pakistan No Yes Bridge inventory and condition survey was done in 1990, then in 1993-
94, bridge inventory for National Highway Network was carried out
whereas condition data for only n-5 was obtained.
Condition state: 0 to 5.
11 Russia Yes Yes
12 Sri Lanka Yes Yes Condition rating 1 to 4.
13 Taiwan Yes Yes
14 Thailand No No
15 Turkey Yes No
Analysis:
Except one or two, all countries have information on the condition of their bridge.
The majority of them have a numerical rating system and some of them have pointed
out that their classification of the bridge condition was based on a scale with 5 to 6
levels from no defect/good condition to complete failure.
rseau routier : selon limportance des routes dans lensemble du rseau pour
lconomie du pays ;
ponts : selon leur importance.
Analyse
Tous les pays ont un classement hirarchis de leur rseau routier.
La moiti dentre eux ont un classement hirarchis de leurs ponts.
Comment utilisez-vous les critres tat du pont et Classement pour dfinir les
priorits de travaux ?
of the road network, based on importance of roads in the whole network regarding
the economy of the country;
of the bridges, based on importance of bridges.
Hierarchy Hierarchy
Country classification classification Comments
of the road network of the bridges
1 Australia (Queensland) Yes No Bridge importance linked to road
importance (economic, social,
traffic).
2 Bangladesh Yes No
3 Bhutan Yes Yes
4 Brunei Yes No
5 Hong Kong Yes Yes
6 Japan Yes Yes
7 Malaysia Yes No
8 Nepal Yes Yes
9 New Zealand Yes Yes Importance of the bridge is
determined from AADT.
10 Pakistan Yes No
11 Russia Yes Yes
12 Sri Lanka Yes No
13 Taiwan Yes No
14 Thailand Yes Not provided
15 Turkey Yes No
Analysis:
All countries have a hierarchy classification of the road network.
Half of them have a hierarchy classification of the bridges.
How do you use the criteria of bridge condition and classification in order to
define the work priority?
At the planning stage, how do you estimate the cost of these works?
Analyses
Pour la dfinition des priorits de travaux, la grande majorit des pays prend en compte
le risque pour lusager et quelques autres critres.
Dans la plupart des pays, lestimation du cot des travaux est fonde sur les cots
unitaires, plutt que sur des tudes spcifiques.
23
Pour travaux normaux : les cots unitaires varient selon les rgions et les distances dapprovisionnement.
24
Pour travaux importants ou pour des ouvrages exceptionnels.
25
Les priorits de travaux sont dfinies par des inspections rgulires et spcifiques des ouvrages.
26
Barmes de prix figurant sur les contrats en vigueur.
27
Les travaux sont classs de la manire suivante : rparations durgence, entretien courant, projet spcifique.
Les critres de priorit tiennent compte du risque pour le public, du risque pour lintgrit structurelle du bien,
de lconomie et du rapport cots-avantages.
28
Les budgets sont affects aux travaux dentretien des ponts dont ltat est stable ou relativement bon. Les
rparations importantes et les remplacements font lobjet de projets spcifiques et sont valus en
consquence.
AIPCR . 24 . 11.16.B - 2005
Country Definition of the work priority Estimation of the cost
Risk for road Located Family likely Others On unit On specific Others
users on the main to be the most cost studies
roadss degraded
1 Australia Yes Yes Yes Yes 23 Yes 24
(Queensland)
2 Bangladesh Yes Yes
3 Bhutan Yes Yes Yes
4 Brunei Yes Yes Yes
5 Hong Kong Yes 25 Yes 26
6 Japan Yes Yes Yes Yes
7 Malaysia Yes Yes Yes Yes
8 Nepal Yes Yes
9 New Zealand Yes Yes 27 Yes Yes 28
10 Pakistan Yes Yes
11 Russia Yes Yes
12 Sri Lanka Yes Yes Yes
13 Taiwan Yes Yes
14 Thailand Yes Yes
15 Turkey Yes Yes Yes
Analysis:
For the definition of work priority, the great majority of countries take into account the
risk for road users and some other criteria.
The estimation of the cost of the works, in most countries is based on unit costs rather
than on specific studies.
23
for normal works : unit costs vary with region distance from supply.
24
for major works or unusual structures.
25
work priority is identified as per routine and special inspections of the structure.
26
schedule of rates under current term contracts.
27
Works are classified as : emergency repairs, routine maintenance, specific project. Criteria for priority
accounts for public risk, risk of asset structural integrity, economics and benefits vs costs.
28
Budget is allocated to bridge maintenance works for bridge asset that is in steady state and relatively good
condition. Major repairs and replacements is determined as specific project and costed accordingly.
Abrviations :
Aus : Australie ; Ban : Bangladesh ; Bho : Bhoutan ; Bru : Brunei ; Hon : Hong-
Kong ; Jap : Japon ; Mal : Malaisie ; Np : Npal ; NZ : Nouvelle-Zlande ; Pak :
Pakistan ; Rus : Russie ; Sri : Sri Lanka ; Tai : Taiwan ; Tha : Thalande ; Tur :
Turquie.
29
Fondations immerges, zones difficiles daccs
AIPCR . 26 . 11.16.B - 2005
II.4. Organization
Who is doing what?
Abbreviations:
Aus: Australia; Ban: Bangladesh; Bhu: Bhutan; Bru: Brunei; Jap: Japan; Hon:
Hong Kong; Mal: Malaysia; Nep: Nepal; NeZ: New Zealand; Pak: Pakistan; Rus:
Russia; Sri: Sri Lanka; Tai: Taiwan; Tha: Thailand; Tur: Turkey.
Investigation if Aus / Ban / Bhu / Bru Aus / Hon / Jap / Nep / Ban
necessary Mal : engineer NeZ / Sri Jap : design consultants
Nep / Pak / Sri / Tha / NeZ / Pak / Rus / Tai
Tur
Diagnosis and Aus / Ban / Bhu / Bru Hon / Jap Ban
assessment Mal : engineer Jap : design consultants
Nep / Pak / Sri / Tha / NeZ / Pak / Rus / Tai
Tur
Repair design Aus / Ban / Bhu / Bru Hon Ban
Mal : engineer Jap Jap : design consultants
Nep / Pak / Sri / Tha / Sri NeZ / Pak / Rus / Tai
Tur
Prioritisation Aus : provide advice / Aus : regional district NeZ
and planning Ban / Bhu / Bru / Jap Ban / Bhu / Hon / Jap / Pak
of Mal : engineer / NeZ Nep / NeZ / Pak / Rus /
maintenance Pak / Rus / Sri /Tai / Sri
works Tha / Tur Tai
29
Foundations under water, area with difficult access.
PIARC . 27 . 11.16.B - 2005
Mise en Entretien courant Bru, Tai Aus, Ban, Bho, Mal, Np, Ban, Hon
uvre Pak, Rus, Sri, Tai, Tha, Jap : concepteurs indpendants
Tur NZ, Pak, Tai
Administration centrale Administration locale Agences externes (laboratoires,
consultants, entreprises)
Entretien de la Aus: fournit des Aus, Ban, Bho, Jap, Mal, Ban, Hon
structure conseils Np, Pak, Sri, Tai, Tha, Jap : concepteurs indpendants
Bru, Tai Tur NZ, Rus, Tai
Travaux de Aus : fournit des Aus, Ban, Bho, Jap, Mal, Ban, Hon, Jap : constructeurs
rparation ou de conseils Np, Pak, Sri, Tai NZ, Pak, Rus, Tai, Tha, Tur
remplacement Bru, Np, Pak, Tai, Tha
Commentaires
Australie
Ladministration centrale dispose dun service et dingnieurs civils spcialiss dans les ponts travaillant au
sige.
Ladministration locale est compose de districts disposant dingnieurs (non spcialiss dans les ponts) et
dquipes dentretien des ponts.
Hong-Kong
Il ny a pas de distinction entre administration locale et administration centrale.
Nouvelle-Zlande
Ladministration centrale labore la politique.
Ladministration locale met en uvre la politique.
Pakistan
Ladministration centrale est la direction charge de la gestion du patrimoine routier.
Ladministration locale est la direction charge de lentretien.
Les organismes extrieurs sont les consultants en matire dentretien (sil y en a).
Commentaires spcifiques
Bangladesh
Ladministration locale se charge de tout ( lexception de la planification des inspections et des
inspections rgulires), en collaboration avec les organismes extrieurs.
Brunei
Ladministration centrale se charge de tout.
Nouvelle-Zlande
Il est systmatiquement fait appel aux organismes extrieurs.
Comments
Australia
Central administration is bridge branch and structural engineers in head Office
Local administration is: districts that have engineers (not bridge specialists) and bridge maintenance teams.
Hong Kong
the government does not differentiate between local and central administration
New Zealand
Central Administration specifies policy
Local Administration implements policy
Pakistan
Central administration is road Asset Management Directorate (RAMD)
Local Administration is DD (Maintenance)
External agencies are maintenance consultants (if any)
Specific comments
Bangladesh
except for planning inspection and routine inspection, work is done by local administration with external
agencies.
Brunei
everything is done by the Central Administration.
New Zealand
external agencies are systematically required.
Analyse
La planification des inspections est assure parts gales par ladministration locale et
ladministration centrale.
Les inspections rgulires sont, dans leur grande majorit, ralises par ladministration
locale.
Les inspections spcifiques sont ralises par ladministration locale, avec des
organismes extrieurs.
Les recherches, diagnostics, valuations et conceptions des rparations sont raliss
par ladministration centrale, dans la plupart des cas.
La dfinition des priorits et la planification des travaux dentretien sont assures
parts gales par ladministration locale et ladministration centrale.
La mise en uvre de lentretien est assure par ladministration locale, dans la plupart
des cas, avec des organismes extrieurs.
Pour les travaux importants (rparation ou remplacement), il est fait appel aux
organismes extrieurs.
30
Fondations immerges, zones difficiles daccs.
Analysis
Planning of inspection is equally done by central and local administrations.
30
Foundations under water, area with difficult access.
Administration
Administration
inspections et
charges des
de lentretien
Personnes
centrale
locale
Aucun Autres Oui/non
Commentaires
Australie
Programme daccrditation des inspecteurs de ponts
Programme de formation au systme dinformation sur les ponts
Gestion des manuels dinspection des ponts
laboration des manuels dentretien des ponts et formation
Nouveaux programmes de formation :
Formation aux manuels dentretien des ponts 2002
Formation aux fonctions dinspecteur des ponts 2002
Bhoutan
Nouveaux programmes de formation :
Stage de gestion des travaux dentretien et de construction de ponts
Malaisie
Stages annuels sur linspection, lentretien et la remise en tat des ponts
Nouvelle-Zlande
Transit New Zealand emploie des consultants chargs dassurer la comptence de leur personnel en matire de
conception, construction, gestion, planification des inspections, gnie civil et gestion du patrimoine. Transit New
Zealand spcifie et labore la politique et facilite la formation par lintermdiaire dtablissements denseignement
suprieur et de sminaires-ateliers, laide de diffrents moyens, pour organiser des stages financs par les frais
de participation.
Nouveaux programmes de formation :
Diffusion des pratiques existantes
Russie
Nouveaux programmes de formation :
Systmes de suivi et dinspection de ltat des ponts
valuation des priorits et planification
administration
administration
maintenance
in charge of
inspection
Central
People
Local
none others Yes/no
Additional comments:
Australia
Bridge inspector accreditation scheme
Bridge information system training scheme
Bridge inspection manual administration
Bridge maintenance manual development and training
New training programs:
Bridge maintenance manual training 2002
Bridge Inspector competency training 2002
Bhutan
New training programs:
Bridge management course on bridge maintenance and bridge construction works.
Malaysia
Yearly conduct courses on bridge Inspection, maintenance and rehabilitation.
New Zealand
Transit New Zealand employs consultants who are responsible for ensuring that their staffs are competent in the
business of design, construction, management, inspection planning and civil engineering and asset management.
Transit New Zealand specifies and develops policy and facilitates training through tertiary institutions and workshop
seminars by various means to set up courses that are self funding via fee to participants.
Pays Gestion actuelle des ponts Lien avec la gestion des routes
1 Australie Oui Un document traitant de la politique Oui Les principes sont semblables. Dans
(Queensland) et de la stratgie dentretien du la pratique, les systmes sont assez
patrimoine routier ( Road Asset diffrents.
Maintenance Policy and Strategy )
sert de rfrence.
2 Bangladesh (*) (*) En cours. Voir la brochure de la Oui Voir la brochure de la direction des
direction des routes traitant du routes traitant du financement de
financement de lentretien routier lentretien routier ( Funding Road
( Funding Road Maintenance ). Maintenance ).
3 Bhoutan Non
4 Brunei Non
5 Hong-Kong Oui Oui La politique de gestion est la mme
pour les ponts et les routes. Cest
une politique intgre, pour
lensemble de la direction des routes.
6 Japon Oui Oui
7 Malaisie Oui Oui
8 Npal Oui Oui
9 Nouvelle- Oui Transit New Zealand labore les Oui Les routes et les ponts sont grs
Zlande manuels, les codes de bonnes au sein dun systme coordonn.
pratiques et les spcifications.
1 Pakistan Non Non
0
1 Russie Oui Oui
1
1 Sri Lanka Oui La politique routire sapplique aux Oui
2 routes et aux ponts.
1 Taiwan Oui Non
2
1 Thalande Oui Non
3
1 Turquie Oui Oui
4
Analyse
La plupart des pays ont rpondu oui la question concernant lexistence dun lien entre
la gestion des routes et la gestion des ponts. Celles-ci sont coordonnes et certains
pays disposent mme dun systme intgr. Il serait trs intressant dtudier ces
rponses pour comprendre comment ce systme est assur et organis dans la
pratique.
2 Bangladesh (*) (*) under development (rf Roads and yes (rf Roads and Highways
Highways Departments brochure Departments brochure
Funding Road Maintenance ). Funding Road
Maintenance ).
3 Bhutan no
4 Brunei no
5 Hong Kong yes yes Management policy is the same
on bridges and roads, which is
an integrated policy for the
whole Highways Department.
6 Japan yes yes
7 Malaysia yes yes
8 Nepal yes yes
9 New Zealand yes Transit New Zealand produces manuals yes Roads and bridges are
and codes of practices and managed as a coordinated
specifications. system.
10 Pakistan no no
11 Russia yes yes
12 Sri Lanka yes Highway Policy which governs both yes
roads and bridges.
12 Taiwan yes no
13 Thailand yes no
14 Turkey yes yes
Analysis
Most countries answer yes to the question about the existence of a link between roads
and bridge management: it is coordinated and for some of them even an integrated
system. These answers would be very interesting to explore in order to examine how it
is practically organised and done.
Australie
Bangladesh
Hong-Kong
Japon
La plupart des routes nationales, y compris les ouvrages tels que les ponts et les
tunnels, ont t construites dans les annes 60 80, qui ont reprsent une priode
de forte croissance conomique. Au dbut du XXIe sicle, lentretien et la
modification de ces ouvrages sont donc devenus si contraignants que de nombreux
ouvrages anciens souffrent de dgradations importantes.
Pour que le patrimoine routier puisse, malgr les limitations budgtaires, continuer
de remplir correctement sa fonction et tre maintenu en bon tat dusage pendant
de nombreux annes, il est indispensable dassurer un entretien et une exploitation
efficaces des routes et des infrastructures existantes.
Australia
Still have not reached the organizational maturity where the bridge asset
management system is the prime system for determining annual budgets:
Currently, the annual maintenance budget is set from last years budget + A % and
priorities are set at district level, using the bridge records.
Bangladesh
Hong Kong
Japan
Most of the national highways including the structures such as bridges and tunnels
have been constructed during and after the 1960s to late 80s, the high economic
growth period. Accordingly by the beginning of 21st century, maintenance and
modification of such structures has been such an important issue that the
deterioration of the numerous old structures has been remarkable.
In order to keep the function of road stock healthy under the condition of limited
budget and to make sure they are a vital asset to be utilized for many years to
come, effective maintenance and operation for existing roads and road related
facilities is indispensable.
Malaisie
Aucun.
Npal
affectation dun budget moindre pour lentretien des ponts et allocation de budgets
ad hoc ;
manque de comptences en matire dentretien des ponts.
Nouvelle-Zlande
Justification des propositions de rnovation de ponts anciens pour une mise aux
normes actuelles (par exemple, ponts trop troits, ponts une seule voie).
As an example the non-destructive test by using the infrared camera has been
developed for practical use for concrete structures of the national highways.
Malaysia
No.
Nepal
New Zealand
Justification of proposals to retrofit old bridges to comply with current standards (e.g.:
narrow bridges, one lane bridges).
Sri Lanka
Taiwan
Thalande
La diffusion des donnes et des rsultats du systme aux autres secteurs doit tre
mise jour laide des nouveaux outils informatiques, telles que lInternet et les
SIG.
Ressources humaines : les responsables bien forms ont t muts dans dautres
services sans organiser de transfert de connaissances ; il manque des
professionnels spcialiss dans le systme de gestion de lentretien des ponts,
capables de maintenir, de dvelopper et de transmettre leurs comptences.
Absence dune aide budgtaire de ltat la direction des routes.
Sri Lanka
Taiwan
Thailand
The BMMS is an isolated system which required a large amount of other related
data.
Dissemination of the BMMS data and results to other sectors has to be updated by
using new computer technologies such as Internet and GIS.
Human resources problem: well trained officers have been rotated to other divisions
without proper transfer knowledge that leads lacking of BMMS professionals to
continue, develop and transfer professional skills.
manque de personnel ;
salaires insuffisants ;
part du budget national insuffisante pour cette tche.
Analyse et commentaires
Les diffrents problmes mentionns peuvent tre classs dans les catgories
suivantes.
Budget :
Montant
Affectation approprie
Commentaires
Dans la plupart des pays, les services routiers dplorent gnralement le manque de
financement pour lentretien des ponts. Le gestionnaire fait face un dcideur qui a
besoin de preuves pour justifier sa demande. Il doit dmontrer lutilit publique du
financement, en particulier par rapport dautres choix de ltat. Lobjectif nest pas
damliorer la qualit des ponts au-del du ncessaire, mais de maintenir le patrimoine
un niveau pralablement dfini. Il sagit plus souvent dun problme de rpartition et
dutilisation des fonds que de manque total de financement.
Organisation et personnel :
Organisation
Ressources humaines consacres aux ponts existants ou aux nouveaux ponts
Effectifs et comptences du personnel aux diffrents niveaux
Commentaires
La politique doit tre dfinie aprs avoir envisag les diffrentes organisations possibles
en matire de ressources humaines.
Ressources techniques :
Moyens dinspection lmentaires (vhicules, appareils dinspection)
Outils dinspection (mthodes faciles utiliser sur site pour valuer ltat dun pont,
mesures non destructives)
Budget:
Amount
Appropriate allocation
Comments
In general, road departments in many countries deplore lack of funds for maintenance
bridges. The manager is confronted to a decision-maker who needs evidences to justify
the demand. He must explain the collective utility of the funds, especially in comparison
to other public choices. The objective is not to increase the bridges quality over what is
necessary, but to maintain the asset at a predefined level. Many times, the problem is
more to have a good distribution and employment of funds than the absolute amount of
funds.
It is necessary to build good indicators in order to evaluate the use of funds, and
efficiency of the strategies conducting to reach the objectives and targets of the policy.
Those indicators must take in account:
The continuous increase of the structure stock and its ageing make asset
management more and more difficult.
Comments
Policy definition must be conducted with a preliminary thought on possible
organizations, regarding human resources
Technical resources:
Basic means for inspection (e.g.: vehicles, survey equipment)
Technical tools for inspection (e.g.: methods easy to use on site for evaluate the
condition, NDT)
Commentaires
Les travaux sans fermeture de voie constituent un problme trs important, en
particulier lorsquil est difficile de dvier la circulation ou lorsque le pont est situ en
zone urbaine. Les matres douvrage et les usagers acceptent de moins en moins
facilement les perturbations dues des encombrements, des retardements ou une
baisse de la scurit. Ce sujet est trait dans un article de la revue Routes/Roads de
lAIPCR.
Peu de pays ont des rgles spcifiques concernant les exigences de mise en
conformit des ponts existants.
Commentaires
Le choix des logiciels doit tre conditionn par la mthode pralablement dfinie et non
linverse !!!
Un SIG pourrait tre trs utile pour coordonner des travaux sur un itinraire. Il pourrait
viter de perturber le trafic pendant plusieurs annes. Il est judicieux sur le plan social
et conomique de renforcer la chausse et de remplacer les joints de dilatation
simultanment, mme si ltat de ces derniers ne limpose pas.
Le mme outil a t utilis pour dresser un tat des pratiques de gestion des ouvrages
dans les pays australasiens et africains. Cest pourquoi, un questionnaire a t envoy
ces derniers. Les chapitres suivants prsentent les principaux rsultats de cette
enqute et tentent de tirer des conclusions sur les pratiques courantes et les principales
demandes en la matire.
Comments:
Works under traffic is a very important problem, especially when it is difficult to divert
traffic, or in urban areas. More and more, owners and road users do not accept trouble
due to traffic jam, delay, local safety decrease. This subject is treated in an article of
Routes/Roads of PIARC.
Few countries have specific rules about the needs of compliance of existing bridges.
Comments
The choice of the software must be conditioned by the methodology, previously defined,
and not the opposite!!!
GIS could be very important to coordinate works on a route. This could be useful not to
do disturb traffic on a route during several years. It is socially and economically
judicious to change the expansion joints and remove pavement at the same time, even
if it was not yet imposed by the condition of this expansion joint.
As the same tool was used to understand the general situation regarding practices in
structure management in Australasian countries, a questionnaire has been sent to
African countries. The following sections express the main results of this enquiry, and
try to deduce the redundant practice and main demands in this matter.
Les organisations qui ont rpondu au questionnaire sont indiques dans le tableau ci-
dessous.
Pays Organisation
Analyse
Les tailles de rseau mentionnes varient approximativement entre 6 000 km et 46 000
km, dun pays lautre.
Country Organization
Analysis
The size of the network referred to varies from approximately 6 000 km to 46 000 km
from a country to another.
Analyse
Tous les pays ont un inventaire des ponts, mais aucun na un inventaire des murs de
soutnement.
Cet inventaire fait-il une distinction entre les ouvrages en fonction des matriaux ?
Analyse
Tous les pays ont un inventaire faisant une distinction en fonction des matriaux.
Dans la plupart des pays, les ponts sont gnralement en bton arm, sauf au Tchad,
mais aussi en Tanzanie si on additionne les ouvrages en acier et les structures mixtes.
31
Sur un total de 9 043 ponts et ouvrages hydrauliques.
32
Dj compts sur une estimation de 15 000.
33
RN : 11 208 km ; RR : 10 152 km ; RP : 35 787 km.
34
Total : 4 000 ; routes rgionales : 1 904 ; routes nationales : 2 096.
AIPCR . 48 . 11.16.B - 2005
III.1. Stock
Do you have an inventory of the road structures?
Analysis
All the countries have an inventory of their bridges, but none of them has an inventory of
the retaining walls.
Analysis
All the countries have an inventory with differentiation by materials.
In most countries, the majority of bridges are in reinforced concrete. The exception is:
Chad, and also Tanzania if steel and composite are cumulated.
31
On a total of 9 043 bridges and hydraulic structures.
32
Already registered on 15 000 estimated.
33
RN 11 208 km, RR 10 152 km, RP 35 787 km.
34
Total 4 000 : regional 1904 and trunk roads 2 096.
PIARC . 49 . 11.16.B - 2005
Quelles sont les principales caractristiques prises en compte ?
Dans la plupart des pays, toutes les caractristiques mentionnes sont prises en
compte, lexception de quelques-unes, prcises dans le tableau suivant.
Matre douvrage
Porte maximale
de construction
Type douvrage
Emplacement
Nom du pont
Fondations
immerges
de traves
Pays
Longueur
Matriau
Nombre
Largeur
Autres
Anne
35
1 Afrique du Sud Non
36
2 Burkina Non Non
37
3 Madagascar
38
4 Maroc
5 Namibie Non Non Oui
39
6 Tanzanie Non Non
7 Tchad Non Non Non
Analyse
Dans certains pays, le nom du matre douvrage nest pas prcis, probablement parce
que lautorit en question nest charge que de la gestion de ses propres ponts.
Il est intressant de noter que dans prs de la moiti des pays, lexistence de
fondations immerges nest pas signale, alors que ce type de fondation est plus
expos aux problmes. Toutefois, dans la plupart des pays, le comportement
hydraulique de louvrage est indiqu.
35
Type de fondation, type de joints de dilatation de chausse ou de rail, code de calcul des charges, dgagements
verticaux, crue de projet.
36
Dgagement vertical, tat gnral, comportement hydraulique.
37
Dgagement vertical, accs au pont, informations sur la conception et la gestion.
38
Parapet, implantation, protections, tat visuel, etc.
39
Protection, donnes administratives, etc.
AIPCR . 50 . 11.16.B - 2005
What are the main characteristics recorded?
In the majority of countries, all the characteristics above are recorded, except some of
them which are detailed in the following table.
Type of structure
Number of spans
Maximal span
Geographical
construction
Foundations
Name of the
under water
Country
location
Material
Year of
Length
Others
bridge
owner
Width
35
1 South Africa No
36
2 Burkina Faso No No
37
3 Madagascar
38
4 Morocco
5 Namibia No No yes
39
6 Tanzania No No
7 Chad No No No
Analysis
It is not clear who is the owner in some countries, probably because the authority is only
in charge of the management of its own bridges only.
It is interesting to note that in almost half of the countries the fact that the bridge has
foundations in water is not recorded, although this type of foundation is more sensitive
to problems. However, in most countries the hydraulic behaviour of the structure is
registered.
35
Type of foundation, type of road/rail expansion joints, design loading code used, vertical clearances, design
flood, design flood level.
36
Vertical clearance, general condition, hydraulic behavior condition.
37
Vertical clearance, access to the bridges, information on design, information on the management.
38
Railguard, implantation, protections, visual condition, etc.
39
Protection, administrative data, etc.
PIARC . 51 . 11.16.B - 2005
III.2. tat du patrimoine
Avez-vous des informations sur ltat des ponts ?
dvaluation
des ponts
Systme
chiffre
Pays tat Commentaires
1 Afrique du Sud Oui Oui Calcul de lindice dtat du pont laide dune formule tenant
compte des classes en fonction des critres suivants :
- Degr (0 4)
- tendue (1 4)
- Importance (1 4)
2 Burkina Oui Oui tat physique : 0,1,2
Comportement hydraulique : 0,1,2
+ Remarques sur ltendue, la gravit et lurgence des rparations
3 Madagascar Oui Non
4 Maroc Oui Non
5 Namibie Oui Non
6 Tanzanie Oui Oui Calcul de lindice dtat du pont laide dune formule tenant
compte des lments suivants :
Degr de dgradation et consquences
Dommages affectant la capacit portante
Dommages affectant la scurit routire
Dommages influant sur lentretien
Facteurs de calcul
7 Tchad Oui Non
Analyse
Tous les pays possdent des informations sur ltat de leurs ponts.
Plus de la moiti dentre eux nont pas de systme dvaluation.
Numerical
of bridges
Condition
Country Comments
system
rating
1 South Africa Yes Yes Calculation of a bridge condition index based on a formula taking in
account classes upon following criteria:
- Degree (0 to 4)
- Extent (1 to 4)
- Relevancy (1 to 4)
2 Burkina Faso Yes Yes Physical condition: 0,1,2
Hydraulic behavior condition: 0,1,2
+ Observations registered regarding extent, gravity, urgency to repair
3 Madagascar Yes No
4 Morocco Yes No
5 Namibia Yes No
6 Tanzania Yes Yes Calculation of a bridge condition index based on a formula taking into
account:
Degree of damage and their consequence
Damage that affects the carrying capacity
Damage that affects traffic safety
Damage influencing the maintenance
And factors for calculation
7 Chad Yes No
Analysis
All the countries have information on the condition of their bridge.
More than half of them have no rating system.
rseau routier : selon limportance des routes dans lensemble du rseau pour
lconomie du pays ;
ponts : selon leur importance.
Analyse
Tous les pays ont un classement hirarchis de leur rseau routier.
La moiti dentre eux ont un classement hirarchis de leurs ponts.
Comment utilisez-vous les critres tat du pont et Classement pour dfinir les
priorits de travaux ?
of the road network, based on importance of roads in the whole network regarding
the economy of the country;
of the bridges, based on importance of bridges;
Analysis:
All the countries have a hierarchy classification of the road network.
Half of them have a hierarchy classification of the bridges.
How do you use the criteria of bridge condition and classification in order to
define the work priority?
At the planning stage, how do you estimate the cost of these works?
Analyse
Pour la dfinition des priorits de travaux, tous les pays, lexception du Tchad,
prennent en compte le risque pour lusager. Le deuxime critre le plus souvent utilis
est limportance de la route.
Dans la plupart des pays, lestimation des cots des travaux est essentiellement fonde
sur les cots unitaires et sur des tudes spcifiques.
40
Les cots unitaires sont utiliss pour les oprations de rparation, mais les frais gnraux et autres cots tels
que les amnagements de circulation lis aux travaux de rparation, sont alors ajouts au stade du projet. En
gnral, ils peuvent atteindre 100 % du cot total des lments unitaires.
41
Selon des tudes spcifiques, lorsque cela savre ncessaire (en fonction de limportance et de ltat du
pont).
42
Ponts cantilever (avec une trave simplement soutenue lextrmit de chaque console) et ponts anciens.
43
Tenant compte des orientations techniques, des stratgies politiques et financires, des possibilits de
remplacement du pont, des dommages svres, des moyens de remdier un manque dentretien.
44
Entretien du rseau.
AIPCR . 56 . 11.16.B - 2005
Country Definition of the work priority Estimation of the cost
Risk for Located Family likely others On unit On specific Others
road user on main roads to be the most cost studies
degraded
Analysis
For the definition of work priorities, all countries, except Chad, take into account the risk
for road users. The second criterion widely taken in account is the importance of the
road.
The estimation of the cost of works in most countries is based mainly on unit costs, and
also on specific studies.
40
Unit costs are used for repair items, but then establishment and other costs such as traffic accommodation
related to the repair are added at the project stage. Generally it can add 100% to the total cost of the unit
items.
41
On the basis of specific studies when it seems necessary (depending on the importance and the condition of
the bridge).
42
Cantilever bridges (with a simply supported span on the extremity of cantilevers) and old bridges.
43
Taking into account technical orientations, political and financial strategies, possibilities of bridges
replacement, bridges with severe damage, remedial to lack of maintenance.
44
System conservation.
PIARC . 57 . 11.16.B - 2005
III.4. Organisation
Rle de chaque organisation responsable
Abrviations :
AfS : Afrique du Sud ; Bur : Burkina ; Mad : Madagascar ; Mar : Maroc ; Nam : Namibie ;
Tan : Tanzanie.
Tchad Tchad
Inspections AfS : consultants
rgulires Bu
Mad : CROA
Mar
Nam Nam
Tan : labore les Tan : recueille les Tan : peuvent tre sollicits
budgets donnes
Tchad Tchad
Inspections AfS : consultants
dtailles Bur Bur
Mad : PNEOA Mad : CROA Mad
Mar Mar
Nam
Tan : labore les Tan : recueille les Tan : peuvent tre sollicits
Inspections budgets et suit donnes
lavancement des Tchad
oprations
Tchad Tchad
Inspections AfS : effectues ad AfS : effectues ad hoc, AfS : consultants
spcifiques45 hoc, par le personnel par le personnel de la
de la NRA46 NRA Bur
Bur Bur Mad
Mad : PNEOA Mar
45
Fondations immerges, zones difficiles daccs.
46
Ou utilisation dune unit dinspection des fondations de ponts.
AIPCR . 58 . 11.16.B - 2005
III.4. Organization
Role of each responsible organization
Abbreviations:
Burk: Burkina Faso, Mad: Madagascar, Mor: Morocco, Nam: Namibia, S Afr: South
Africa, Tanz: Tanzania.
Chad Chad
Routine S Afr : consultants
inspection Burk
Mad : CROA
Mor
Nam Nam
Tanz : provide budget Tanz : collect data Tanz : can be commissioned
Chad Chad
Detailed S Afr : consultants
inspection Burk Burk
Mad : PNEOA Mad : CROA Mad
Mor Mor
Nam
Tanz : provide budget Tanz : collect data Tanz : can be commissioned
Inspection and monitor progress
Chad
Chad Chad
Specific S Afr : ad hoc by NRA S Afr : ad hoc by NRA S Afr : consultants
inspection 45 staff 46 staff
Burk
Burk Burk Mad
Mad : PNEOA Mor
Chad
45
Foundations under water, area with difficult access.
46
Or the use of an Under Bridge Inspection Unit.
PIARC . 59 . 11.16.B - 2005
AfS : effectues ad hoc, par le AfS : consultants
personnel de la NRA
Bur Bur
Recherches, Mad
si ncessaire Mar
Nam
Tan : assure le financement Tan Tan
Tchad Tchad Tchad
AfS : consultants
Bur Bur
Mad : PNEOA Mad : CROA
Diagnostics
Mar Mar
et valuations
Nam
Tan : assure le financement Tan Tan
Tchad
AfS : consultants
Bur Bur
Mad : PNEOA Mad : CROA Ma
Conception
Mar
des
Nam
rparations
Tan : approuve la conception Tan Tan : sen chargent si sollicits
si elle est importante Tchad
Tchad Tchad
AfS : personnel travaillant au
sige Bur
Dfinition Burk Mad : CROA
des priorits Mad : PNEOA Mar
et planification Mor
des travaux Nam Tan
dentretien Tan : donne son approbation
et labore les budgets
Tchad
Chad
Travaux de rparation 2 2 7
ou de remplacement
Analyse
La rpartition prcdente montre que presque toujours :
ladministration centrale est charge de la planification des inspections, ainsi que de
la dfinition des priorits et de la planification des travaux dentretien ;
les organismes extrieurs sont principalement sollicits pour des inspections
spcifiques, un entretien spcialis, la conception des rparations et les travaux ;
ladministration locale est charge des inspections rgulires et de lentretien
courant.
AIPCR . 62 . 11.16.B - 2005
Routine S Afr : agency regions
maintenance
Burk
Mad
Mor
Nam
Tanz : sollicit and Tanz : supervise Tanz : works execution
provide funding
Chad
Chad Chad
Maintenance S Afr : contractors
of structure Burk
Mad
Mor
Implementation Nam
Tanz : sollicit and Tanz : supervise Tanz : works execution
provide funding
Chad
Chad Chad
Repair or S Afr : contractors
replacement Burk
works Mad
Mor
Nam
Tanz : sollicit and Tanz : supervise Tanz : works execution
provide funding and
monitor works
Chad
Chad Chad
Analysis
The previous distribution shows that quite systematically:
central administration is responsible for the planning of inspection and the
prioritization and planning of maintenance work;
external agencies are mainly required for specific inspection, specialized
maintenance, repair design and works;
local administration is in charge of the routine inspection and of the routine
maintenance.
Administration
Administration
inspections et
charges des
de lentretien
Personnes
Aucun Autres Oui/non
centrale
locale
Afrique du Sud
Avant toute inspection dun pont, les consultants concerns reoivent une formation sur les conditions dutilisation
du systme de gestion des ponts et sur les modalits dinspection dun pont.
En outre, les ingnieurs situs dans le ressort de la NRA reoivent des informations sur les modalits de
ralisation des inspections et linterprtation des rsultats.
Avant les inspections des ponts, tous les inspecteurs potentiels reoivent une formation sur les modalits de
ralisation dune inspection. Des stages de formation sont galement organiss pour les ingnieurs des ponts
travaillant sur nos projets et nayant pas reu pralablement une formation sur les modalits de ralisation dune
inspection, dans le cadre du systme de gestion des ponts.
Burkina
Des actions de formation ponctuelles, destines chaque acteur mentionn, ont t engages :
nouveaux programmes de formation ;
inspection et inventaire des ponts ;
gestion (informatise et manuelle) dun patrimoine de ponts ;
planification des travaux dentretien et de rparation ;
estimation des cots des actions et des budgets prvisionnels.
Madagascar
Formation du rseau de ponts et autres organismes publics sur linventaire et le diagnostic.
Ont dj t forms lentretien et aux rparations (en mai 2001) :
100 % des responsables rgionaux du CROA chargs des ponts (au total = 6, un pour chaque direction
rgionale) ;
le responsable du service technique, le responsable du service territorial des travaux publics et les
correspondants OA dpendant dune direction des routes ;
15 ingnieurs et techniciens du secteur priv ;
26 reprsentants des autorits urbaines locales, 5 dlgus rgionaux et 2 ingnieurs du ministre de
lAmnagement du Territoire et de la Ville
administration
administration
maintenance
inspection
People in
charge of
None Others Yes/no
Central
Local
South Africa
Before any bridge inspections take place the related consultants are given training on the background to the BMS
as well as on how to inspect a bridge.
In addition, the engineers in the regions of the NRA are given background information on how the inspections are
done and the interpretation of the results.
Before bridge inspections take place all potential inspectors are trained on how an inspection should take place.
Training courses will also be held for bridge engineers that do work on our projects and that have not previously
undergone the BMS training on how to do inspections.
Burkina Faso
Punctual training actions dedicated to each actor mentioned have been initiated:
new training programs;
inspection and bridge inventory;
management (computerized and manual) of a stock of bridges;
planning of maintenance and repair work;
estimation of provisional budgets and cost of actions.
Madagascar
Training of the Bridge network and of other public organization on the inventory and the diagnosis.
Have already been trained on maintenance and repair (in May 2001):
100% of the chiefs of CROA Rgional office in charge of Bridges (in total = 6, one per regional directorate);
the chief of Technical Service, the chief of the Territorial Service of Public works and the correspondents OA
belonging to one Road Directorate;
15 engineers and technicians from the private sector;
26 representatives from Local urban authority, 5 regional delegates and 2 central engineers from the Ministre
de lAmnagement du Territoire et de la Ville.
Maroc
Nouveaux programmes de formation :
dans le cadre du Cycle suprieur routier (2002) ;
expertises techniques des ponts, octobre 2001.
Namibie
La formation sadresse aux personnes charges de la gestion des ponts, au cas par cas.
Tanzanie
La Tanzanie a dvelopp en interne un systme informatis de gestion des ponts appel TAN-BRIDGEMAN.
Toutefois, la formation sadresse essentiellement au personnel charg des ponts, aux diffrents niveaux.
Analyse
La plupart des pays ont dj dfini un programme de formation, essentiellement
consacr aux personnes charges des inspections, et ont planifi de nouveaux
programmes de formation pour lavenir.
Pays Gestion actuelle des ponts Lien avec la gestion des routes
1 Afrique du Oui Oui
Sud
2 Burkina Oui
3 Madagascar Oui Depuis 1997 Oui Au ministre des Travaux publics, les
programmes dentretien des routes et des
ponts sont coordonns dans le cadre dun
budget adapt.
4 Maroc Oui Oui
5 Namibie Oui Pour protger les grands investissements
et les usagers.
6 Tanzanie Oui Par un systme de gestion des Oui
ponts appel Tan-Bridgeman
7 Tchad Oui Oui
Analyse
Tous les pays ont dfini une politique de gestion des ponts, lie la gestion des routes.
Morocco
New training programs:
In the framework of Cycle suprieur routier (2002);
Bridge technical expert studies, Oct 2001 .
Namibia
Training is arranged for people involved in Bridge management on a case by case basis.
Tanzania
Tanzania has by in-house developed a Bridge Management System called TAN-BRIDGEMAN. It is computerized.
However training is of essence to all bridge staff at various levels.
Analysis
Most of the countries have already defined a training program, mainly dedicated to
people in charge of the inspection, and have planned new training program in the future.
Analysis
All the countries have defined a management policy of bridges, relevant to road
management.
Afrique du Sud
Burkina
Absence de formation pour les personnes charges des nouvelles oprations que sont
linventaire et linspection des ponts.
Points positifs : dans les prochaines annes, les priorits pourraient tre dfinies avec
prcision afin de trouver des solutions appropries, grce un accord de coopration
avec lACDI (Agence canadienne de dveloppement international) visant financer une
tude sur le renforcement du service charg du diagnostic et de la surveillance des
grands ponts.
Madagascar
Maroc
South Africa
The main problem experienced is the uncertainty of budget allocations from government
to adequately address the required maintenance of the road and bridge network.
Burkina Faso
Insufficient logistics and financial resources. The Office in charge of the inventory and
the inspection of bridges has no survey vehicle and has only one computer. Due to
these difficulties, the office has not been able to fully complete the works initially, and for
the work done not in the allocated time.
The lack of training for people in charge of the new actions that are inventory and
inspection of bridges.
The absence of standards and rules, clear and detailed, applicable in Burkina Faso.
The absence of project documentation for some (old) bridges.
Positive: in the next few years, priorities could be precisely defined in order to find
appropriate solutions, thanks to a cooperation agreement with ACDI (Agence
Canadienne de Dveloppement International) for financing a study on the strengthening
of the Office in charge of the diagnosis and monitoring of major bridges.
Madagascar
Morocco
Tanzanie
Analyse
Les diffrents problmes mentionns peuvent tre classs dans les catgories
suivantes :
manque de financement ;
manque de ressources humaines, notamment de personnes formes et qualifies ;
manque dquipements (par exemple, vhicule dinspection) ;
ge et tat du patrimoine de ponts, existence de ponts dgrads souffrant dun
manque dentretien dans le pass ;
charges de trafic ;
codes de calcul.
Tanzania
Analysis
lack of funding;
lack of human resources, and specifically of skilled and trained people;
lack of materials (for example: survey vehicle);
the age and condition of the stock of bridges: presence of decayed bridges with lack
of maintenance in the past;
problem of traffic loads;
design code.
Introduction
Highway network system is a synchronization of the road users, vehicles, and roads.
Deterioration of each element leads various problems such as congestion, delays,
environmental impacts, and safety, which induce economic losses nationwide. To
maintain satisfactory conditions on the highway elements, formal inspection and
maintenance programs should be established systematically through a consistent
management system in order to optimize reliable services to road users, usage of
existing highways resources, and budget allocation for highway agencies.
Bridge is one of major components of the highway network system, which requires
specific data and methodologies to inspect and predict deterioration stages in order to
assign proper maintenance programs subjected to a budget constrain. In Thailand, the
Department of Highways (DOH), serving approximately fifty thousand kilometers of
national highways and twelve thousand bridges throughout the country, has undertaken
the development of the bridge management system. The details of previous activities
DOH had involved and proposed plan for developing the bridge management system
are described in the following sections.
The Union of
Myanmar Democratic People's
Republic of Laos
Chiangmai
Phrae Sakhon Nakhon
Phitsanulok
Phetchabun Khon Kaen
Ubon Ratchathani
Lop Buri
Suphan Buri
Nakhon Ratchasima
Cambodia
Bangkok
DOH
Chon Buri
Nakhon Si Thammara
Songkhla
For the past 5 years (1995-2000), a total of 516 newly constructed bridges were on the
highway network of which 19,007, 3,905, 1,561, and 364 out of 24,837 meters (77%,
16%, 6%, and 1%, as depicted Figure 2) were as results of new road construction
projects, severe deterioration, narrow roadway width, and failure by stream force.
Severe
Deterioration Narrow
16% Roadway
W idth
6%
Failure by
Stream For
New Road 1%
Construction
77%
Figure 2: Classification of Newly Constructed Bridges: DOH records from 1995 to 2000
Source: Bridge Maintenance and Repair, (2000) [[2]]
PIARC . 73 . 11.16.B - 2005
The DOH has attempted to set up a reliable management system for highway bridges,
namely the Bridge Maintenance and Management System (BMMS) since 1988 [[2]].
The aim of using the BMMS is to optimize the factors influencing bridge utilities, i.e.,
bridge serviceability, maintenance, rehabilitation and repair procedures, budget
allocation, and safety for all road users.
During the period of 1988 to 1992, the COWI Consultant Company and the Danish
Road Directorate (DRD) had planned and set up the BMMS on highway bridges
nationwide for the DOH. The BMMS is a centralized database system, which was
established in the central administration. It is composed of central Bridge Database
interfaced by seven application modules: (1) Inventory Recording, (2) Superficial and
Preventive Maintenance, (3) Principal Inspection, (4) Special Inspection, (5) Load
Capacity Rating, (6) Corrective Maintenance, and (7) Heavy Transport Routes [3].
Details of each module are shown in another paper presented in this proceeding (The
Bridge Management System in the Department of Highways, Thailand presented by Mr.
Solos Temiyabutra). The BMMS structure is simply shown in Figure 3. The relevant
information can be gathered by engineers of regional administrations, i.e., 15 Bureaus
of Highways located throughout the country as previously depicted in Figure 1.
As a result, operation of the BMMS during the initial stage performed satisfactorily for
serving management of the highway bridges in Thailand. However, the BMMS
performance has declined since the termination of the consulting contract.
Inventory
Recording
Designated
Routes for
Heavy
Superficial Transport
Preventive
Bridge Database
Maintenance
Principal
Inspection
Load
Capacity Corrective Maintenance
Rating
At present, the DOH has already set up a project to revive the BMMS. Purposes of this
project are to recover the existing BMMS system and use it as a managing tool to assist
engineers on the current bridge operations. It is expected that the BMMS can be
resumed within the next two years.
To implement this project, all hindrances will be examined and specific solutions will be
proposed. The remedy measures will be set up based on the existing BMMS data
structure. All necessary information will be updated; and only minor changes of data
structure will be acceptable since the BMMS is a large and complex system, which
requires intensive knowledge to make modification. The proposed BMMS will be
operated on the current technology of computer hardware and software. In addition,
spatial techniques, i.e., GPS and GIS will be utilized as additional tools to manipulate
location information.
3. provide a reliable system to ensure that all applications can provide meaningful
results;
4. it should be an integrated system that provides flexibility, consistency, and economy
for manipulation. It should contain simplified tools to retrieve, and update necessary
information from both internal and external sources;
5. distribution responsibility and sharing information should be enforced on highway
database management system;
6. it can be used to identify problems and user requirements and present them in a
way that is easily understood both by users and developers. As for the nature of
data properties, they are composed of both spatial and attribute properties, which is
difficult to manage by traditional database management. It is recommended that a
Geographic Information System (GIS) should be used as a tool to implement
database management system.
To fulfill the objectives as described in the previous subsection, not only detailed
development of Bridge Management System should be focused; other relevant systems
should also be developed harmonically. The concept of Highway Information System
would be the first established task. All associated highway data systems should be
developed systematically. To co-develop these information systems, the concept of
Integrated Highway Database Management System is recommended. It has
advantages to support the development and management of the Bridge Management
System.
During parallel development of the Highway Network Database System and the Bridge
Management System as parts of the Highway Information System, feedback from each
AIPCR . 76 . 11.16.B - 2005
structure of both systems to desired conditions. Figure 6 simplifies parallel development
with integrated sharing, internal feedback, and two-way communication via external
feedback among systems.
BMMS
Bridges, Traffic
volume, Other
factors, .....
Report
TPMS
Pavements, Traffic
volume, Other
factors, .....
Report
Safety
Accidents, Traffic
volume, Other
factors, .....
Report
Human resources
Human resources,
Position
Report
Training
Human resources,
Training Program
Report
..............
........................
Report
BMMS Interface
Road inventory
Interface
network TPMS
Assets
Bridges
Pavements Interface
Safety
Accidents
Human resources
.............
Human resources Interface
Centralized
Database
Conclusion
This paper briefly describes the activities related to bridge management system in
Thailand. The performance of existing bridge management system has declined due to
characteristics of system itself and lacking of well-trained officers. To maintain reliable
services to road users, the system is needed to be improved. The DOH proposed short-
term and long-term plans to develop the Bridge Management System. A short-term plan
aims to revive the existing BMMS while a long-term plan purposes to develop
systematic highway information system. Development of bridge management system
according to the concept of the Integrated Highway Database Management System is
time-consuming and needs intensive efforts during the initial stage but it presents
evident benefits on future development of sustainable Highway Information System.
References
[1] Herabat, P. and Premthamkorn, P., Enhanced Performance and User Interface for
Department of Highways Bridge Management System, Proceeding of the Civil and
Environmental Engineering Conference, 40th Anniverary of the Asian Institute of
Technology, pp. IV-1 IV-8 (1999).
[2] Prapaitrakul, N., Bridge Maintenance and Repair (in Thai), Individual Research: the
National Defense College of Thailand, Bangkok (2000).
[3] COWI, Bridge Maintenance and Management System: Final Report, Department of
Highways, Thailand, (1992)
Abstract: Worldwide, there is a shift in focus of attention from constructing new bridges
to maintaining existing ones. This is due to 1) bridges are coming of age; 2) fund is low
and 3) public outcries over occurrence of a great number of catastrophic bridge failures.
In Malaysia, the Public Works Department (locally known as JKR) headquarters is
responsible for the management of over 7,000 federal bridges and culverts in the
country. The Bridge Unit of the JKR, though originally a design office, has undertaken to
also rehabilitate or repair some of these bridges that have experienced premature
deterioration. The Bridge Unit has, through the years, evolved and developed into an
authority not only in design standards but also in bridge inspection, maintenance and
rehabilitation. The Bridge Rehabilitation Section was created in 1993 with the re-
deployment of existing Bridge Unit staff. This recent development in the organizational
set up was motivated by the growth in the need for effective bridge management and
also as a result of a series of bridge related studies conducted by JKR from 1985 to
2000. These studies helped establish JKRs design and maintenance practices and had
indeed shaped the departments policy in bridge management. This paper discusses the
findings and impacts of these studies. Emphasis will be placed in the discussion of how
these studies had affected the departments policy in bridge management
Introduction
A bridge can become unfit for its intended purpose due either to structural deficiency or
functional obsolescence. The former applies to bridges that have suffered physical
damages or defects, or instability to such a degree that their reliability becomes
questionable (see Fig. 1 & Fig. 2). The latter applies to bridges that were previously
designed to a lower loading specification but are now expected to withstand a higher
loading because of new requirements. In order that the existing bridge stock continues
to function safely bridges need to be properly monitored and managed.
Figure 1 - Severe stalactites and lime stains at Figure 2 - General scouring at abutment exposing
deck soffit due to water leaking through cracks at the piles and threatening stability of the bridge
deck slab
AIPCR . 80 . 11.16.B - 2005
Looking after existing bridges has often been considered as lacking in glamour.
Aspiring young engineers would prefer creating new bridges to maintaining ones
already built. In creating new ones the engineers can claim ownership of the bridges.
To some, design and construction of new structures seem to demonstrate caliber of the
engineer involved. Also, political paymasters, as a rule, often pay more attention to
construction of new structures rather than existing ones.
There is, however, indication worldwide of a shift in focus of attention from building new
bridges to maintaining existing ones [OECD 1992]. This is due to 1) bridges are coming
of age; 2) fund is low and 3) public outcries over occurrence of a number of catastrophic
bridge failures. Bridge management entails a broad range of activities designed to
ensure that every bridge in the highway network remains fit for its intended use
throughout its life span. These activities are inter-related and include:
In order to effectively manage our stock of bridges, important questions that need to be
addressed are: Which bridges require actions, what actions and when? Bridge owners
around the world are developing or operating some forms of bridge management
system (BMS) as a tool to manage their bridges.
A BMS is a tool to assist highway and bridge agencies in their choice of optimal
improvements to the bridge network. It encompasses all engineering and management
functions that are necessary to efficiently carry out bridge operations. These include
data collection and management, inspection, planning, programming, construction and
maintenance. A BMS also includes formal procedures for coordinating these functions
and analytical tools for models to help identify bridge needs and establish priorities. In
short, a BMS serves these two main functions namely 1) Data management and 2)
Decision supports. In order to achieve these functions, a BMS should have a structure
consisting of the following components: 1) Application software; 2) Staffing and 3)
Manuals/guides. Discussions on key issues of bridge management system are made by
Ng [Ng 2000].
The JKR database has 7,002 bridges along the Federal roads in Peninsular Malaysia.
These bridges include culverts of span more than 0.5 m. Common bridge types and
their percentages are presented in Table 1. It is noted that more than 68% of the bridge
stock are culverts. The number of true bridges is 2,188; about 83% of which are simple
girder bridges.
In terms of the construction material of the superstructure, JKR record shows that about
81% of the structures are made of concrete (Table 2). This high percentage of concrete
structure is due to the large number of concrete culverts in the population. Excluding
pipe culverts there are about 75% of concrete structures.
Bridge-Related Studies
The Bridge Unit of the JKR is the bridge authority in Malaysia in the sense that it sets
the standards for bridge design. Though originally a design office under the Design &
Research Branch, the Bridge Unit has also undertaken design for bridge rehabilitation
or repair. It has, through the years, evolved and developed into an authority not only in
design standards but also in bridge inspection, maintenance and rehabilitation. The
Bridge Rehabilitation Section was created in 1993 within the Bridge Unit by re-
deployment of existing Bridge Unit staff (see Fig. 3). The development in the
organizational set up was motivated by the growth in the need for effective bridge
management and also as a result of a series of bridge related studies conducted by
JKR from 1985 to 2000. These studies helped establish JKRs design and maintenance
practices and had indeed shaped the departments policy in bridge management [Razak
& Ng 1998]. In view of the importance of these studies in steering the direction of bridge
management practice in Malaysia each of these studies is briefly discussed:
Etc.
Etc.
Prior to 1995, most JKR districts continue to inspect their structures on an ad hoc basis,
mainly during the rainy seasons. The JKR district offices kept their own registers of
bridge inventory in log books quite distinct from the Kamsax inventory. An attempt to
initiate a systematic bridge inspection and strength assessment program was made by
Bridge Unit in 1984 [Mansfield and Ng 1984]. Although not implemented, the effort had
generated much interest among Bridge Unit engineers in bridge inspection,
maintenance and rehabilitation; as well as computerized database management
systems.
Traffic study had revealed that a very high percentage of passenger and freight traffics
in Malaysia rely on the road transport. To improve the efficiency of the road transport
NALS had benefited JKR in many ways. An immediate answer to the findings of NALS
was the replacement of the poorly rated or substandard bridges (in terms of design
load) that were beyond economic repair. The need for an Inspection and Maintenance
Section within Bridge Unit was recognized [Tham 1987]. Further, the alarming status of
the nations Federal bridges now uncovered by NALS, had helped convince the
Treasury to approve Bridge Units program to computerize the office. The study had
also generated much interest among Bridge Unit engineers in the study of the durability
of concrete and non-destructive tests (NDT) of concrete structures. It had become well
known that concrete is not really maintenance-free but subject to environmental
stressors like carbonation, chloride attacks, alkali aggregate reactions (AAR); etc. This
realization had prompted JKR to revise the departments standard specification for
concrete to pay more attention to curing of concrete and provision of sufficient concrete
cover. NDT became standard items of work in Bridge Units repair contracts. At the
same time, the bridge data collected during NALS became handy when the department
created its own computerized bridge management system called JKR BMS [Tham et al
1990].
Also, a specification for bridge live loads based on the recommendations of NALS was
drafted and implemented [Ng et al 1990]. Among a few important innovations in the new
specification were:
The proposal for this study [JICA 1992] came in response to the findings of the National
Axle Load Study and after the completion of the JKR BMS software. The objectives of
the study were:
The scope covered mainly all the poorly rated or substandard (in terms of design load)
bridges located along the Federal roads in the Malaysian Peninsula, which were not
already replaced in JKRs replacement programs. In addition to the two major objectives
above, the study team was asked to investigate specific deterioration problems
identified during NALS, and to effect technology transfer in the techniques of bridge
testings.
The study had produced outputs that became the basis for the departments bridge
inspection and maintenance practices. Further, the study had confirmed findings in
NALS with regard to concrete deterioration. In particular, carbonation was found to
occur mainly in the deck slab while chloride attacks are mainly severe for the piles in
marine environment. Suggestion of Alkali Aggregate Reaction (AAR) phenomenon in
the Rompin Bridge was also confirmed by the JICA study. However, it was acid attack
and not sulfate attack that was severe in the few bridges reported in NALS. The JICA
study had made the following recommendations:
1. growing concerns of the structural capacities of in-service bridges after the collapse
of part of the passenger platform of the ferry terminal at Butterworth in which 32
persons lost their lives and there were over 1543 persons injured [Royal
Commission 1988];
2. need of bridge capacities to complete the Abnormal Vehicle Movement module of
the JKR BMS.
The study involved pilot inspection and assessment of over 200 bridges and full scale
load test of 15 of them. The Consultant had come up with an assessment methodology
which was based on UK MOT technical memorandum BD 44/90.
The JICA study on the Standardization of Bridge Design [JICA 1996] was a follow-up of
the JICA study on Maintenance and Rehabilitation. It was indeed motivated by the
earlier studys suggestion of the need to eliminate design and construction deficiencies
in new bridges. The main objectives of this study were:
The scope covers only concrete bridges with spans between 5m and 45m; and
skewness from 0 to 30 degrees. The study had produced the following outputs which
had been used as the departments design practice:
The standardization of the design had allowed Bridge Unit to speed up the in-house
bridge design. It was expected that the automated process would also reduce human
errors. However, since the Government is the owner of majority of the nations bridges
and JKR has hitherto been seen as the leader in bridge engineering in this country, the
use of this standard designs had a far-reaching effect than is apparent.
First at all, JKR has now endorsed the use the limit state design philosophy in bridge
design. The department has long been allowing the use of BS 5400 in the consultants
design but Bridge Unit has continued to use the Allowable stress method (ASM)
because JKRs set of standard prestressed beams had been designed based on ASM.
Also, the use of BD37/88 loading specification by the JICA study had also put a stop to
JKRs very own specification for bridge live loads. In some situation where the British
codes do not specify, for example, in hydraulic designs, Japanese practice was
adopted.
A more significant impact would be to the local fabricators of precast prestressed beams
who had hitherto been producing the old JKR beams and UKs M-beams. The
implementation of the new standard design would require them to acquire new sets of
moulds. JKR has started using the standard sections in its in-house designs. A joint
research with a local university was conducted to further investigate the behaviour of
these standard sections.
JKR developed its in-house bridge management system software in 1990 taking
advantage of the availability of bridge data collected during the NALS [Tham et al 1991,
Omar et al 1992]. The JKRBMS prototype model was later reviewed by two Bridge
Management System experts appointed under the World Bank funding [Hudson &
Moser 1991].
The dos-based jkr bms software was designed to aid bridge managers and engineers in
the following activities:
These functions are achieved through a set of computer programs that constitute the
problem-solving/decision-making modules [Tham et al 1991]. The Dos-based system
was enhanced and transferred to the Window platform starting 1997. The Window-
based version (Win JKR BMS) was developed by a local firm DPI Sdn Bhd with the
assistance of a Danish consulting firm. Although intended as an improved version of the
Dos-based system the new system is indeed of a completely new design based upon
the principles of the Danish DANBRO Bridge Management System.
1. inventory,
2. principal inspection,
3. special inspection,
4. recurrent Maintenance and Minor maintenance/cleaning,
5. ranking and Optimisation of Repair work,
6. maintenance, Cost and Progress Control.
Manuals
A bridge inspection manual was published in 1995 based on JICA inspection manual
and Canadian bridge inspection manual. This manual has been the main reference for
bridge inspection courses conducted for the Annual Mandatory Bridge Inspection
PIARC . 87 . 11.16.B - 2005
Program. In year 2001, the revised version of this manual was published by the Bridge
Unit [ Bridge Unit 2001]. This revised manual formed the basis of the Road Engineering
Association of Malaysia [REAM] National Guidelines on Bridge Inspection [Ng et al
2000].
The methodology and procedures for strength evaluation had been developed during
the Bridge load-carrying capacity Determination Study. There was plan to also formalize
these procedures as the national guide under REAM. A national guide on bridge load
testing is a logical follow up. JKR BMS Users manuals are also available to help the
users on the use of the Window-based JKR BMS software.
For the purpose of documenting some note-worthy bridges in Malaysia, the Bridge Unit
has published some of the more interesting and beautiful bridges of Malaysia in a book
entitled Bridges of Malaysia [JKR 1997]. Further, JKR has also come up with a guide
outlining the principles associated with some aesthetic bridge design in a REAM
publication entitled the JKR Bridge Aesthetic Guidelines [REAM 1999]. These
guidelines do highlight considerations in design that would facilitate bridge inspection
and maintenance.
JKR started the annual mandatory bridge inspection (AMBI) program in 1995 [Yusof
1995]. This program was initiated because of the concern of bridge safety in response
to the collapse of the Songsu Bridge in Seoul [World Highway 1994]. Under this
program, every district inspects its bridges and submits the reports to the HQ (Bridge
Unit) annually. For bridges with poorly rated components engineers or technical
assistants from Bridge Unit (JKR HQ) would conduct a second round of inspection and
come up with a maintenance program. For some bridges, the sites are re-visited for a
detailed inspection. In addition to the inspection exercise under the AMBI Program,
Bridge Unit bridge inspectors would often inspect bridges when requested by the
districts to attend to some bridge problems.
Conclusions
From the above discussions, it is apparent that the National Axle Load Study had
benefited JKR in many ways. Besides fulfilling the studys objectives it has also
triggered a series of other studies. These studies had helped bring JKR Bridge Unit to
the present level of expertise in bridge management. They had also determined the
departments policy in design and other bridge management practices.
Acknowledgments
The authors acknowledge with thanks the kind permission of the Director General of
JKR, Dato Ir. Zaini bin Omar for this paper to be published and presented.
Abstract: The report first provide information of bridge situation today in Vietnam such
as the density, the bridge conditional classification, the percentage of differentiate
structures by materials of bridges, bridge age, bridge construction standards, bridge
construction development and expectations etc. Second on of the Report is the
introduction of road bridge management system in Vietnam such as the organization
system, the role of each responsible organization, the bridge management system
include the inventory, the program, financial etc. Third on of the report is the introduction
of standards system for the inspection, assessment and repair of bridge in Vietnam
today.
General
Locations of major bridges in Vietnam road network are shown in Figure 1. Alone
National Highway No.1 with over 750 bridges, overall length over 35,000m.
Steel Bridges
Long Bien bridge: 1898 - 1902: total length 2,291m; Steel truss length 1,682m; Main
span length 130m; one lane railway and two lane vehicles,
Ham Rong bridge: 1094: Steel Arch; 1963: 2x80m steel truss; 1963: Rebuilt - Steel
truss,
Thang Long bridge: 1974 - 1984; 1,668m; Steel truss 112m and PC girder pre-cast;
two lane railway and four lanes vehicle (two level),
Chuong Duong bridge: 1985; 1,300m; Steel truss 80-90m,
Do Quan bridge: 1996; Steel girder; 42m + 63m + 42m; 1,8m height,
A series of highway bridge with steel I girder, concrete deck in highway network of
Mekong delta,
A series of railway bride on railway network.
My Thuan bridge: 1999: 1,535m, PC girder; main span 350m; tower height 116.5m,
Dakrong bridge: 1999; 190m; steel beam; main span 90m,
Song Han bridge: 2000; main span 60m,
A series of rural bridge; main span from 50m to 70m.
Future bridge:
o Can Tho bridge: 2,625m long; 23m wide, main span 550m,
o Bai Chay bridge: 902.5m long; 25.3m wide; main span 435m; PC beam; Single
face cable stayed (will world record),
o Binh bridge: 1,280m long; 23m wide; main span 260m, steel beam.
Other bridges
Wooden surface onto cable wire: span 100m - 200m, only quickly built during the
war, poor stability, speed 15 - 20 km/h,
Suspension of soft cable: solid girder, span 80 - 200m, only for rural area,
Steel-reinforced concrete, simple girder 12m - 21m,
Stone-arched, reinforced arched.
Technology
Standards
1960-1990
Based on UDSSR,
Geological, hydrological, climate, Vietnam,
Design philosophy; limited stage,
Living Load H30-XB80.
Since 1990: UK, US, Japan, France, Australia, Germany and ISO standard accepted.
Since 2000: Changing standards system to integration; mostly on AASHTO-LRFD.
PC, RC: 70-80%; Concrete B30 MPa-70MPa. P. System: Freyssinet; VSL; Dywidag;
OVM.
Steel: Vietnam product and imported.
Structural:
o Simple girder of PC, RC, Steel; Simple truss of steel
o Continuous girder PC, Steel
o Cable Stayed
o Etc.
Concrete piles 35 x 35 cm, 40 x 40 cm, 45 x 45 cm, PC tube piles 500 - 1,000 mm,
Drilled piles up to 2,500 mm, dept up to 100m,
Pneumatic caisson, open caisson,
Steel piles.
Receiving and Recording data on bridge situation (under Traffic Management Unit
of the Bureau and of other Road Management Departments),
Being directly responsible for operation of bridges on national highway system,
Announcing capacity of temporary bridges which quality do not meet with
requirements,
Making decisions on technology, costs for regular maintenance, repair,
Making reports to MOT on bridges need replacing, strengthening, repairing
dramatically.
Similar to those of Road Administration Bureau but limited in local road system (such
as: bridges on provincial road, etc.).
Conclusion
There are many old bridges constructed in war time (1945-1956) and (1964-1975), they
are too old and do not meet the requirements on load capacity and clearance. The
demand on repairing or replacement for structures of these bridges is very high. The old
bridge data records are mainly missing; therefore it is very difficult to identify the loading
capacity of them, especially for substructure. On the other hand, updated data records
of bridges are in experiment, so that the management as well as proposal for repairing
or newly construction is insufficient. Loading capacity of bridges only in National
highway 1, 5, 18, etc. is united publicly. In other routes, many old bridges are not
strengthen or replaced, thats why running load capacity is limited section by section.
References
[1] Tong Tran Tung Vietnam Bridge Construction after years of Restoration,
Development and Expectation. Report of Asia and Australia Bridge Forum (AABF)
Kobe Japan September 2000.
[2] Ministry of Transports of Vietnam: Application of Advance Technology and Quality
Management in Transport Sector Transport Publisher House April 1999.
[3] Technical Assistance to Regional Road Management Units of Vietnam Parkinan
- Nedeco Consultance Final Report Hanoi June 2000.
[4] Ministry of Transports of Vietnam: Bridge Testing Procedures 22TCN 170 - 87.
[5] Ministry of Transports of Vietnam: Inspection Procedures of Bridge in carriage way
22TCN 243-98.
N.H 10
N.
N.
H.
H N.H 1
3
2
a
n gH
Tru
Son Tay
N.H Viet Tri
32 Bai Chay
Bac Ninh N.H. 18 Quang Ninh
Duong Pha Lai
Dien Bien Phu Long Bien - Chuong Duong - Thang Long
Lang - Hoa Lac Road HANOI N.H. 5 Binh
N.H. 6 Thanh Tri An Duong HAI PHONG
N.H 10
Xuan Mai (Km 13)
Phu Ly
Ninh Binh Town
Nho Quan Nam Dinh Tan De Thai Binh
Ham Rong
N.H. 47 THANH HOA CITY
N.H. 48
N.H. 7
VINH
N.H. 8
Ben Thuy
Hien DA NANG
(Km886)
N.H. 1A
(Km 1050)
Tra Khuc
Kon Tum N.H. 24
Bong Son
PleiKu N.H. 19 QUI NHON CITY
Ngan Son
N.H. 25 TUY HOA
Da Rang
Buon Me Thuot N.H. 26 NHA TRANG
(c) Cable Stayed Bridge in Rural area (d) Suspension Bridge in Rural area
1/
viet nam national
Vietnam Road vietnam national viet nam inland
railway
7/ provincial transport
departments
Ad. Bureau marintime bureau waterways bureau
(vinamarine) (iwb) (vnr)
(VRA)
2/
mynistry's planning & international personnel & financing- legal & transport science & inspection
office investment department relation labour accounting department technology board
department department department department
3/
transport construction quality viet nam register
control & management bureau (vires)
(Tcqm)
4/
Pmu 1 Pmu 5 Pmu 18 Pmu Pmu 85 Pmu pmu
my thuan thang long bien dong
5/
transport transport science vietnam marintime institute for transport ad. technical training school for transport
development strategy & technology university Management carres (itamc) transport no. 1, 2, 3 college no.1, 2, 3
institute (TDSI) institute (Ritst) (vimaru)
6/
vn. Shipbuilding vn national transport corp. of transport construction no.1, 4, 5 ,6, thang long
industry corp. shipping lines industry corp. 8 construction corp. (tlc)
(vinashin) (vinalines) (transinco) (cienco 1, 4, 5, 6, 8)
corp. of waterway transport engineering vn freight vn sea-river corp. of ex-import, central state-run
projects construction (vinawaco) design inc. forwarding corp. transport co. supply transport co.
(tedi) (vietfracht) (viseritrans) material, equip.
Introduction
Le prsent rapport concerne la politique de gestion des ouvrages dart ou autres
structures en vigueur et les perspectives davenir moyen et long terme
Madagascar.
des travaux dentretien de ponts ont t excuts sans toutefois tre satisfaisants
100 % quant la fiabilit des solutions adoptes ainsi qu la qualit de certaines
interventions ;
seules 2 directions rgionales ont pu tenter un premier essai de recensement de
leurs ouvrages ;
toutes activits de surveillance des ouvrages nont pas encore dmarr ; la
programmation des interventions au titre de lanne 1999 stablit ainsi difficilement.
Lanalyse des faits a permis de conclure que cette inertie est lie aux problmes ci-
dessous :
la faible technicit des agents intervenir dans la mise en uvre de la politique, les
entranant quelquefois des hsitations suivies parfois par des actions trs timides ;
la non motivation et la non sensibilisation desdits agents ;
le manque de documentation technique standard pouvant servir de guide ou de
manuel dintervention sur les ouvrages dart, laissant ainsi linstruction technique
de 1988, relative la surveillance et lentretien des ouvrages dart, ouverte des
interprtations diffrentes dun utilisateur un autre.
A cet gard, il savre donc ncessaire dapporter des appuis aux intervenants,
notamment aux directions rgionales des travaux publics, aux entreprises et bureaux
dtudes, aux collectivits et lus.
PIARC . 97 . 11.16.B - 2005
Rien que pour le programme national dentretien des ouvrages dart, le ministre des
travaux publics a envisag dans sa programmation budgtaire de consacrer 9,5
milliards de francs malagasy au titre de lanne 1999 et 12,5 milliards de francs
malagasy par an jusqu lhorizon 2004 pur la ralisation des tudes et travaux relatifs
la surveillance et lentretien des ouvrages dart (1FF = 1 000Fmg).
soit dtre utiliss des solutions inadquates aux problmes rels des ouvrages
dart et, cet effet ;
les solutions pourront tre des solutions CACHE MISERE ;
les travaux, mme sils sont bien conus pourront tre mal superviss ;
tout effort dinvestissement ne servira rien car on revient toujours la case de
dpart aprs avoir gaspill une somme considrable.
soit dtre sous utiliss par faute de programmation et resteront toujours exposs
annuellement au zro budgeting.
Par ailleurs, il convient de signaler que le Ministre des travaux publics auront grer
un patrimoine important estim au moins 3 000 ouvrages dart (ouvrages de
franchissement de plus de 5 m douverture). Le cot de construction dun mtre linaire
de pont en bton et double voie slve actuellement 100 millions de francs malagasy
(1FF = 1000Fmg).
Objectif global
Objectifs spcifiques
Il est signaler que cest le Ministre des Travaux Publics qui propose les thmes de
rflexions aux fins dtre analyss, dbattus et moduls au cours du Cycle. Les thmes
retenus devenus par la suite des projets professionnels et sont affects des quipes
de travail constitues par les participants aux cycles.
Identification plus ou moins exhaustive des autres thmes traiter au cours du cycle /
Projet FED. Ces thmes seront focaliss sur des rubriques lies la formation, la
documentation technique, la motivation et la sensibilisation ;
Les produits relatifs aux documentations techniques seront recommands pour tre
utiliss dans les organismes de formation acadmique cits au paragraphe 3.3. Ceci
dans loptique dinstaurer, chez les futurs cadres, la culture dentretien bien avant leur
sortie de lcole. Lobjectif tant de convaincre les responsables universitaires dinsrer
dans le programme de lESPA la matire gestion, surveillance et entretien des
ouvrages dart .
La politique a t tablie par un groupe de travail nomm par dcision du ministre des
Travaux Publics. Cette quipe est constitue par 8 Ingnieurs des travaux publics,
fonctionnaires travaillant au Ministre des travaux Publics :
Contexte et justifications
A cet effet, le MINISTERE DES TRAVAUX PUBLICS sest attach mettre en uvre
une politique de gestion de cet important patrimoine national que reprsentent les
ouvrages dart dont le nombre est estim trois mille (3 000) sur le rseau de quinze
mille (15 000) kilomtres du document Cadre de la politique conomique Malagasy.
Par ailleurs, il est noter que cette politique sest impose en raison de ltat de
dlabrement gnral dans lequel se trouvent nos Ouvrages dart .En effet, le processus
de leur dgradation sest acclr de faon vertigineuse au cours de ces deux
dernires dcennies.
Ainsi, le programme National dentretien des ouvrages dart (PNEOA a t cre en
1997 aux fins de pouvoir stopper dans un premier temps ces dgradations et deffectuer
llaboration de la prsente politique de gestion des ouvrages).
Objectifs
Lobjectif global de cette politique est dassurer la continuit des itinraires routiers
principaux de Madagascar afin damliorer les conditions de circulation, de garantir le
dsenclavement des rgions et essentiellement pour contribuer au redressement de
lconomie nationale ( la route tant le principal VECTEUR de dveloppement du pays).
Pour se faire, le MINISTERE DES TRAVAUX PUBLICS sest fix un objectif spcifique
qui consiste garantir le maintien des ouvrages des rseaux routiers principaux de
Madagascar en BON ETAT DE SERVICE.
Stratgie
Pour chaque rseau considr dans le temps, les tapes suivantes seront entreprises :
Mesures daccompagnement
Aux fins de rationaliser cette politique les mesures daccompagnement suivantes sont
prises en parallle :
Organisation existante
La structure
Il est noter que les directions rgionales se trouvent dans les Chefs lieux des
Provinces Autonomes de :
Lgislation et contentieux
Secrtariat
gnral
CELLULE PNEOA
DIRECTION DIRECTIONS
5 CENTRALE 6 REGIONALES
RESSOURCES
Technique
Formation
45 SUBDIVISIONS
Administratif
CORRESPONDANTS
PROGRAMMATION OUVRAGES DART (COA)
INFRASTRUCTURES
Routes
Ouvrage dArt
ENTRETIEN ROUTIER
Routes
Il sagit de linstruction tablie en 1988 par les services des Ouvrages dArt avec deux
Experts en Ouvrages dArt franais et canadien. Elle a t mise en place par Note
Circulaire ministrielle N 241 MTP/DGE/DR/SOA/88 du Fvrier 1988.
Depuis sa mise en place, elle na t applique que pour des essais dinventaire sur
une centaine de ponts. Toujours est-il que le diagnostic de 1997 a signal que les
instructions sont bonnes et applicables moyennant la restructuration ci-dessus et la
dotation des moyens appropris (personnel, matriel et financier).
BITUME : 4 933 Km
En TERRE : 3 720 Km
Desserte : 6 288 Km
Ouvrages de franchissement :
- Ponts
- Ponceaux
- Dalots
Dfinitifs ou provisoires
Ouverture>= 5mtre
1. LE RECENSEMENT
2. LA SURVEILLANCE CONTINUE
3. LA SURVEILLANCE
PERIODIQUE
9 Visite annuelle
9 Inspection
dtailles :
- ID1
- IDP
- IDE
4. LENTRETIEN ET LA
REPARATION
9 Entretien courant
9 Entretien spcialis
9 Rparation
ENTRETIEN/
RPARATION SURVEILLANCE
I.D EXCEPTIONNELLE
ENTRETIEN
SPCIALISE NON
OUI
?
FINANCEMENT
REPARATION
I.D
EXCEPTIONNELLE
OUI NON
?
REPARATION FINANCEMENT I.D PRIODIQUE
LENTRETIEN
LENTRETIEN SPCIALIS
LA RPARATION
LENTRETIEN COURANT
Il sagit des travaux destins maintenir louvrage dans son tat denvironnement
souhaitable. Il consiste pour lessentiel en des travaux de nettoyage. Lentretien courant
ne demande aucune tude pralable et nexige aucun moyen particulier en matriel non
courant. Ces travaux peuvent tre :
LENTRETIEN SPECIALISE
Il sagit des travaux destins maintenir louvrage dans son tat de service et/ ou la
prserver de toute volution de dgradations estimes un stade non dangereux pour
le maintien en service de louvrage. Ces travaux peuvent tre :
LA REPARATION
Il sagit des travaux destins remettre tout ou partie douvrage dans son tat de
service initial.
Aides internationales
Il existe deux projets importants oprant chacun dans lamlioration du secteur routier.
Projet AOER
Il sagit dun projet dappui lorganisation de lentretien routier au Ministre des travaux
publics de Madagascar, projet financ par la Coopration franaise sur le fonds daide
et de coopration (FAC) dans le cadre de projet, des cycles de formation aux pratiques
du management sont dispenss aux cadres suprieurs du ministre des travaux
publics.
Au cours de chaque cycle, les stagiaires auront traiter par groupe de 4 7 (selon
limportance du sujet) un projet dnomm FIL ROUGE . Les sujets sont choisis
parmi ceux proposs par chaque stagiaire lors de sa candidature aprs passage une
grille de choix prdfini par les formateurs du cycle. La dsignation des membres de
chaque groupe ainsi que le sujet affect chaque sont imposs par ces derniers.
Le projet doit tre soutenu devant un groupe de jury la fin du cycle. Le produit qualifi
servira par la suite au Ministre des Travaux publics pour lamlioration de lentretien
routier. Trois cycles ont t dispenss jusqu maintenant.
Projet FED
Dans le cadre du projet, des appuis petite chelle sont des dispenss des ralisations
en cours ou projeter, notamment : la dotation en moyen matriels (petits vhicules de
liaison, quipement de bureau quipements informatiques,) et en moyens financiers
pour le fonctionnement dun projet (frais de subsistance et dhbergement, carburant,
prime de motivation)
Lappui seffectue travers des petits contrats type CONTRAT PROGRAMME. Entre
les groupes de travail du projet et le MINISTRE DES TRAVAUX PUBLICS, contrats
viss par les Rgisseurs du projet FED.
Les deux projets ci-dessus sont trs mieux placs pour faciliter toute collaboration avec
lquipe de la DDE de la Runion. La cellule Dpartementale des ouvrages dart
(CDOA) de la Runion dispose des Ingnieurs et techniciens ayant beaucoup
dexpriences dans le domaine dinspection, de lentretien et de rparation dOuvrages
La formation
Une esquisse de formation triennale est tablie avant fin dcembre 1999. Toutefois, on
peut dj envisager que ce programme est bas sur les actions suivantes :
Lanimation
les inscrire toutes les formations continues prvues sur les Ouvrages dArt ;
dvelopper les processus interactif avec eux en veillant ce que les infirmations se
passent dans les deux sens : feed-back (PNEOA>CROA>COA ET
COA>CROA>PNEOA) ;
les attribuer des cadres de travail compatibles avec leur niveau ;
promouvoir le systme de compagnonnages avec les pays trangers afin de
contribuer louverture du Rseau Ouvrages Dart ;
concevoir une perspective de BONUS dans leur carrire professionnelle en
respectant la lgalisation en vigueur ;
promouvoir les bourses de stages lextrieur de Madagascar ;
saisir les opportunits sur des projets motivants tout en expliquant que cest un
systme alternatif mais pas un droit acquis et dont lexistence est lie lefficacit.
La sensibilisation
Cet objectif na pas t trait court terme de par le fait que lieux ntait pas encore
matris. En effet, les thmes de sensibilisation traiter devrait tre compatibles aux
ralits sur les Ouvrages dart afin dviter de se tromper de cibles. Ces ralits ne
seront connues quaprs ralisation des contrats de performance des stagiaires issus
des actions 00, 01, et 02 o 425 ouvrages dArt rpartis sur 05 direction Rgionales
auront des images de leur qualit.
Pour la sensibilisation des usagers et des services dordre : ces images de qualit
permettront de dfinir le thme quil faut insister le plus pour une rgion bien cible.
A titre dexemple, si dans une rgion bien localise, le vandalisme envers les pices
mtalliques des ponts est trs frquent, la sensibilisation dans cette rgion doit tre
focalise sur cette ralit. En revanche, cette sensibilisation ne devrait pas tre
reproduite dans une autre rgion o le mme phnomne ne se produit pas, sinon elle
va donner des ides aux usagers de cette rgion et y dvelopper lacte de vandalisme.
Pour les dcideurs (collectivits, les lus,) : le systme audiovisuel sera le mieux
plac pour servir de pices conviction en mettant en relief ltat des lieux prcit.
CONCLUSION
ISBN : 2-84060-181-8