Bridges Management

Association
mondiale
de la Route
LA GESTION DES PONTS DANS

LES PAYS ASIATIQUES ET
AFRICAINS
World Road
Association
MANAGEMENT OF BRIDGES
IN ASIAN AND AFRICAN
COUNTRIES
2005 Comit AIPCR des Ponts et autres Ouvrages routiers (C11)

PIARC Committee on Road Bridges and other Structures (C11)
SOMMAIRE
I. GNRALITS.....................................................................................................................................................4
I.1. INTRODUCTION ................................................................................................................................................4
II. GESTION DES PONTS ROUTIERS DANS LES PAYS AUSTRALASIENS ......................................................6
II.1. FORMATS DE PRSENTATION DES RSULTATS DE LENQUTE .............................................................................6
II.2. TAT DU PATRIMOINE .....................................................................................................................................20
II.3. DFINITION DES PRIORITS DE TRAVAUX .........................................................................................................22
II.4. ORGANISATION ..............................................................................................................................................26
II.5. DONNES GNRALES SUR LES INSPECTIONS ET LES ENQUTES ......................................................................30
II.6. FORMATION ...................................................................................................................................................32
II.7. POLITIQUE DE GESTION ..................................................................................................................................34
II.8. PROBLMES ..................................................................................................................................................36
III. GESTION DES PONTS ROUTIERS DANS LES PAYS AFRICAINS ...............................................................46
III.1. PATRIMOINE ..................................................................................................................................................48
III.2. TAT DU PATRIMOINE .....................................................................................................................................52
III.3. DFINITION DES PRIORITS DE TRAVAUX .........................................................................................................54
III.4. ORGANISATION ..............................................................................................................................................58
III.5. DONNES GNRALES SUR LES INSPECTIONS ET LES ENQUTES ......................................................................62
III.6. FORMATION ...................................................................................................................................................64
III.7. POLITIQUE DE GESTION ..................................................................................................................................66
III.8. PROBLMES ..................................................................................................................................................68
ANNEXES / APPENDICES (PUBLIES DANS LEUR LANGUE ORIGINALE) ..............................................................................72
BRIDGE MANAGEMENT SYSTEM IN THAILAND ..........................................................................................................72
Introduction ..........................................................................................................................................................72
Background..........................................................................................................................................................73
Identification of Problems Related to the Current BMMS....................................................................................74
Proposed Plan to Develop the Bridge Management System ..............................................................................75
Conclusion ...........................................................................................................................................................79
References ..........................................................................................................................................................79
BRIDGE MANAGEMENT IN MALAYSIA .......................................................................................................................80
Introduction ..........................................................................................................................................................80
BRIDGE OWNERS IN MALAYSIA ...............................................................................................................................81
BRIDGE-RELATED STUDIES ....................................................................................................................................82
Bridge inventory (1972-74, 1978)........................................................................................................................83
JKR Bridge Management Practice ......................................................................................................................87
CONCLUSIONS .......................................................................................................................................................88
ACKNOWLEDGMENTS .............................................................................................................................................88
REFERENCES ........................................................................................................................................................89
ROAD BRIDGES MANAGEMENT SYSTEM AND BRIDGE MAINTENANCE IN VIETNAM ......................................................90
General ................................................................................................................................................................90
Road Bridge Management System in Vietnam ...................................................................................................92
Technical System for Bridge Management and Maintenance.............................................................................92
Conclusion ...........................................................................................................................................................93
References ..........................................................................................................................................................93
RAPPORT EXPOSANT LA SITUATION DE MADAGASCAR DANS LE DOMAINE DE LA GESTION DES PONTS ET AUTRES
OUVRAGES. ...................................................................................................................................................97
Introduction ..........................................................................................................................................................97
Contexte national malgache ................................................................................................................................97
Objectif de la politique de gestion des ouvrages routiers Madagascar............................................................98
Besoin en formation des cadres techniques .......................................................................................................98
Produits attendus partir des formations dispenses ........................................................................................99
La politique de gestion des ouvrages dart en vigueur......................................................................................100
Organisation existante.......................................................................................................................................103
Aides internationales .........................................................................................................................................110
Les perspectives dAvenir..................................................................................................................................111
ISBN : 2-84060-181-8 AIPCR . 2 . 11.16.B - 2005

CONTENTS
I. GENERAL............................................................................................................................................................................5
I.1. INTRODUCTION ..............................................................................................................................................................5
II. MANAGEMENT OF ROAD BRIDGES IN AUSTRALASIAN COUNTRIES..............................................................7
II.1. FORMAT OF THE SURVEY RESULTS IN THE PRESENT REPORT......................................................................................7
II.2. CONDITION OF THE STOCK..........................................................................................................................................21
II.3. DEFINITION OF WORK PRIORITY..................................................................................................................................23
II.4. ORGANIZATION ............................................................................................................................................................27
II.5. GENERAL DATA ON INSPECTIONS AND INVESTIGATIONS. ...........................................................................................31
II.6. TRAINING .....................................................................................................................................................................33
II.7. MANAGEMENT POLICY .................................................................................................................................................35
II.8. PROBLEMS...................................................................................................................................................................37
III. MANAGEMENT OF ROAD BRIDGES IN AFRICAN COUNTRIES .........................................................................47
III.1. STOCK .........................................................................................................................................................................49
III.2. CONDITION OF THE STOCK..........................................................................................................................................53
III.3. DEFINITION OF WORK PRIORITY..................................................................................................................................55
III.4. ORGANIZATION ............................................................................................................................................................59
III.5. GENERAL DATA ON INSPECTIONS AND INVESTIGATIONS ............................................................................................63
III.6. TRAINING .....................................................................................................................................................................65
III.7. MANAGEMENT POLICY .................................................................................................................................................67
III.8. PROBLEMS...................................................................................................................................................................69
ANNEXES / APPENDICES (PUBLISHED IN ORIGINAL LANGUAGE) ........................................................................................72
BRIDGE MANAGEMENT SYSTEM IN THAILAND.....................................................................................................................72
Introduction ..........................................................................................................................................................72
Background..........................................................................................................................................................73
Identification of Problems Related to the Current BMMS....................................................................................74
Proposed Plan to Develop the Bridge Management System ..............................................................................75
Conclusion ...........................................................................................................................................................79
References ..........................................................................................................................................................79
BRIDGE MANAGEMENT IN MALAYSIA ...................................................................................................................................80
Introduction ..........................................................................................................................................................80
BRIDGE OWNERS IN MALAYSIA ............................................................................................................................................81
BRIDGE-RELATED STUDIES .................................................................................................................................................82
Bridge inventory (1972-74, 1978)........................................................................................................................83
JKR Bridge Management Practice ......................................................................................................................87
CONCLUSIONS .....................................................................................................................................................................88
ACKNOWLEDGMENTS ...........................................................................................................................................................88
REFERENCES .......................................................................................................................................................................89
ROAD BRIDGES MANAGEMENT SYSTEM AND BRIDGE MAINTENANCE IN VIETNAM............................................................90
General ................................................................................................................................................................90
Road Bridge Management System in Vietnam ...................................................................................................92
Technical System for Bridge Management and Maintenance.............................................................................92
Conclusion ...........................................................................................................................................................93
References ..........................................................................................................................................................93
RAPPORT EXPOSANT LA SITUATION DE MADAGASCAR DANS LE DOMAINE DE LA GESTION DES PONTS ET AUTRES
OUVRAGES...................................................................................................................................................................97
Introduction ..........................................................................................................................................................97
Contexte national malgache ................................................................................................................................97
Objectif de la politique de gestion des ouvrages routiers Madagascar............................................................98
Besoin en formation des cadres techniques .......................................................................................................98
Produits attendus partir des formations dispenses ........................................................................................99
La politique de gestion des ouvrages dart en vigueur......................................................................................100
Organisation existante.......................................................................................................................................103
Aides internationales .........................................................................................................................................110
Les perspectives dAvenir..................................................................................................................................111
PIARC . 3 . 11.16.B - 2005

I. GNRALITS
I.1. Introduction
Ce rapport prsente les rsultats de lenqute ralise par le comit C11 de lAIPCR en
2000, auprs des pays australasiens et des pays africains, dans la perspective des
sminaires prvus.
Lobjectif tait de rassembler des informations afin de mieux apprhender la gestion des
ponts dans ces pays, les difficults rencontres et les besoins.
Les questions poses concernaient les points suivants :
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.
Les rsultats de lenqute et lanalyse des rponses sont prsents ci-dessous.
Chapitre II : pays australasiens ;

Chapitre III : pays africains.
Ce document est complt en annexe par des rapports de Madagascar, de la

Thalande, de la Malaisie et du Vietnam, dcrivant ltat de la gestion des ponts dans
chacun de ces pays.
Le questionnaire et lanalyse ont t fournis par le comit C11, groupe de travail 2,

paralllement ses activits sur la gestion des performances.
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 questions were about:
the stock (bridges, retaining walls); organization (who is doing what?);
the condition of the stock; training;

the definition of work priorities; management policy;
problems encountered.
The results of this questionnaire and the analysis of the answers are presented in the
following report:
Chapter II for Australasian countries;

Chapter III for African countries.
The report is completed in appendices with reports from Madagascar, Thailand,

Malaysia and Vietnam which describe the situation in bridge management in each of
these countries.
The questionnaire and the analysis have been provided by Committee C11 working
group 2, in parallel with its activities on performance management.
Members of topic#2: Toward a performing management of bridges (and other

structures)
France Mr. Grard Delfosse (topic leader)
UK Dr. Brian Hayes
France Mrs. Brigitte Mahut
Slovenia Mr. Ales Znidaric
Australia Mr. Leo Coci
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
Tableau recensant les rponses des pays.
Analyses et commentaires faisant suite aux rsultats
3 Bhoutan Routes gres par la direction des routes 3 6901

4 Brunei Rseau routier 2 351
5 Hong-Kong Ouvrages routiers 2602
6 Japon Routes nationales 53 685
7 Malaisie Routes fdrales 16 775
8 Npal Rseau routier 15 000
9 Nouvelle-Zlande Routes dtat 10 570
10 Pakistan Rseau routier national 8 759
11 Russie Rseau fdral 46 000
12 Sri Lanka Rseau routier national 11 484
13 Taiwan Routes principales Non prcis
14 Thalande Routes nationales 49 378
15 Turquie Direction des routes 61 093
Analyse
La taille du rseau que les autorits doivent grer varie beaucoup dun pays lautre.
Les plus petits rseaux : 260 km Hong-Kong et 2 351 km Brunei.

Les plus grands rseaux : 61 093 km en Turquie et 53 685 km au Japon.
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.
Each question is mentioned ahead with this format.
The table shows the responding countries.
Analysis and comments follow the results
3 Bhutan Department of Roads 3 690 1

4 Brunei Road network 2 351
5 Hong Kong Highways structures 260 2
6 Japan National Highway 53 685
7 Malaysia Federal Roads 16 775
8 Nepal Road network 15 000
9 New Zealand New Zealand State Highway 10 570
10 Pakistan National Highway network 8 759
11 Russia Federal network 46 000
12 Sri Lanka National Highways Network 11 484
13 Taiwan All main roads in Taiwan area Np
14 Thailand National Highway 49 378
15 Turkey Republic of Turkey Highways 61 093
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 ?
Pays Longueur en km Ponts Murs de soutnement

Nombre Densit au km Nombre
3
1 Australie (Queensland) 33 000 2 841 0,09
2 Bangladesh 20 854 9 916 0,48 8 8844
3 Bhoutan 3 690 159 0,04 17 425(3)5
4 Brunei 2 351 756 0,32 Sans objet
5 Hong-Kong 260 8126 3,12
6 Japon 53 685 21 749 0,41 Non pris en compte
7 Malaisie 16 775 7 002 0,42 Non pris en compte
8 Npal 15 000 1 200 0,08 5 000
9 Nouvelle-Zlande 10 570 2 5007 0,24 Nombreux
10 Pakistan 8 759 2 744 0,31
11 Russie 46 000 5 594 0,12
12 Sri Lanka 11 484 3 7448 0,33
9
12 Taiwan Inconnue
13 Thalande 49 378 12 267 0,25 Sans objet
14 Turquie 61 093 4 850 0,08 -
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.
Le rapport entre le nombre de ponts et de kilomtres varie approximativement entre 0,4

au Bangladesh, au Japon, en Malaisie et en Nouvelle-Zlande et 0,1 en Australie
(Queensland), au Npal, en Russie et en Turquie, sauf Hong-Kong o il atteint 3,12 et
au Bhoutan, o il est de 0,04.
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?
Country Length in km Bridges Retaining walls

Number Ratio/km Number
3
1 Australia ( Queensland) 33 000 2 841 0,09
2 Bangladesh 20 854 9 916 0,48 8 884 4
3 Bhutan 3 690 159 0,04 17 425 (3)5
4 Brunei 2 351 756 0,32 Not applicable
5 Hong Kong 260 812 6 3,12
6 Japan 53 685 21 749 0,41 Not registered
7 Malaysia 16 775 7 002 0,42 Not registered
8 Nepal 15 000 1 200 0,08 5 000
9 New Zealand 10 570 2 500 7 0,24 Numerous
10 Pakistan 8 759 2 744 0,31
11 Russia 46 000 5 594 0,12
12 Sri Lanka 11 484 3 7448 0,33
9
12 Taiwan np
13 Thailand 49 378 12 267 0,25 Not applicable
14 Turkey 61 093 4 850 0,08 -
Analysis
All countries have an inventory of their bridges.
Only some of them have an inventory of their retaining walls (Bhutan for example).
These figures must be taken with care:

the definition of bridges can vary from a country to an other;
the minimum span length for the structure to be considered as a bridge;
the type of structure: e.g. culvert included or not;
regarding retaining walls, the minimum height to be registered is not precise.
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 ?
Nombre total Bton arm Bton Acier Mixte Maonnerie Bois

de ponts prcontraint
1 Australie 2 841 190 1 905 3 231 0 512
(Queensland) (67 %) (18 %)
2 Bangladesh 9 916 7 89510 6711 1 17212 35613 426 0
(80 %)
3 Bhoutan 159 44 4 86 2014 0 15
(54 %)
4 Brunei 756 425 45 68 32 0 186
(56 %) (25 %)
5 Hong-Kong 812 332 426 28 9 17 0
(52 %)
6 Japon 131 20015 25 500 51 000 54 700 0 0 0
(42 %)
7 Malaisie 2 08416 861 683 239 122 179 0
(41 %)
8 Npal 1 200 960 30 120 40 30 20
(80 %)
9 Nouvelle- 2 50217 1 327 680 471 0 10 7
Zlande (50 %)
10 Pakistan 2 744 2 422 8 49 3 222 4018
(88 %)
11 Russie 5 594 3 000 2 034 100 350 28 62
(54 %)
12 Sri Lanka 3 720(10)19 1 850 793 448 494 135 0
(50 %)
13 Taiwan Oui, distinction en fonction des matriaux.
14 Thalande 12 267 Non, pas de distinction en fonction des matriaux.
15 Turquie 4 850 4 064 306 37 323 120 0

(84 %)
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?
Total number Reinforced Prestressed Steel Composite Masonry Timber

of bridges Concrete Concrete
1 Australia 2 841 190 1905 3 231 0 512
(Queensland) (67%) (18 %)
2 Bangladesh 9 916 7 895 10 6711 1 172 12 356 13 426 0
(80%)
3 Bhutan 159 44 4 86 20 14 0 15
(54%)
4 Brunei 756 425 45 68 32 0 186
(56 %) (25%)
5 Hong Kong 812 332 426 28 9 17 0
(52%)
6 Japan 131 200 15 25 500 51 000 54 700 0 0 0
(42%)
16
7 Malaysia 2 084 861 683 239 122 179 0
(41%)
8 Nepal 1 200 960 30 120 40 30 20
(80%)
17
9 New 2 502 1 327 680 471 0 10 7
Zealand (50%)
10 Pakistan 2 744 2 422 8 49 3 222 40 18
(88%)
11 Russia 5 594 3 000 2 034 100 350 28 62
(54%)
12 Sri Lanka 3 720(10)19 1 850 793 448 494 135 0
(50%)
13 Taiwan Yes for the differentiation by material
14 Thailand 12 267 No differentiation by material
15 Turkey 4 850 4064 306 37 323 120 0

(84%)
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:
Australia-Queensland and Hong Kong: prestressed concrete in majority;

Bhutan and Japan: steel in majority.
It is also interesting to notice the relatively important ratio of timber bridges in Brunei
(25%) and in Australia (18%).
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%
29% Bton arm

34% Bton prcontraint
Acier
Mixte
Maonnerie
Bois
34%
Figure 1 Rpartition des ponts par matriau en Asie
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 %).
Si oui, indiquez la part de chaque type douvrage.
La plupart des pays ont pu prciser la part de chaque type douvrage.
Lanalyse suivante est ralise pays par pays.
Australie (Queensland) Nombre de ponts < 1959 60 - 69 70 - 79 80 - 89 90 - 2000

Bton arm 190 70 33 33 33 21
Bton prcontraint 1 905 21 300 478 546 560
Acier 3 3 0 0 0 0
Mixte (acier + bton) 231 89 109 20 8 5
Maonnerie 0 0 0 0 0 0
Bois 512 454 54 3 1 0
Total 2 841 637 496 534 588 586
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.
Bangladesh Nombre de ponts < 1959 60 - 69 70 - 79 80 - 89 90 - 2000

Total 9 916 653 866 1 112 1 493 1 905
Analyse
Au Bangladesh, le nombre de ponts construits augmente chaque dcennie de manire
spectaculaire.
AIPCR . 12 . 11.16.B - 2005

Bridges material distribution in Asia
1% 1% 1%
29%
Reinf.Concrete
34%
Prestr.Concrete
Steel
Composite
Masonry
Timber
34%
Figure 1 - Bridges material distribution in Asia
Analysis:
Three materials: reinforced concrete, presstressed concrete and steel are quite equal
and represents the large majority of material employed in Asia (97%).
If yes, indicate the share of each kind of structures.
Most countries have been able to precise the share of each kind of structures.
The following analysis is done country by country.
Australia, Queensland Nb of Bridges < 1959 60 - 69 70 - 79 80 89 90 - 2000

Reinforced concrete 190 70 33 33 33 21
Prestressed concrete 1905 21 300 478 546 560
Steel 3 3 0 0 0 0
Composite (steel+ concrete) 231 89 109 20 8 5
Masonry 0 0 0 0 0 0
Timber 512 454 54 3 1 0
Total 2841 637 496 534 588 586
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.
Bangladesh Nb of Bridges < 1959 60 - 69 70 - 79 80 89 90 - 2000

Total 9 916 653 866 1 112 1 493 1 905
Analysis
In Bangladesh, the number of bridges constructed is increasing dramatically each
decade.
PIARC . 13 . 11.16.B - 2005

Bhoutan Nombre de ponts < 1959 60 - 69 70 - 79 80 - 89 90 - 2000
Bton arm 44 11 17 7
Bton prcontraint 4 2 2
Acier 11 1 10
Mixte (acier + bton) 20 14 2 1 1
Maonnerie 0
Bois 15 5 7
Pont Bailey 61 6 4 17 34
Pont Bailey suspendu 4 3 1
Total 159 31 7 45 62
Analyse
Au Bhoutan, le nombre de ponts construits augmente de manire trs importante
depuis 1970-1979.
Hong-Kong Nombre de ponts < 1959 60 - 69 70 - 79 80 - 89 90 - 2000

Bton arm 332 11 73 67 43 138
Bton prcontraint 426 6 91 159 170
Acier 28 1 24 3
Mixte (acier + bton) 9 1 1 2 3 2
Maonnerie 17 3 2 12
Bois
Total 812 15 83 172 229 313
Analyse
Hong-Kong, le nombre de ponts construits a augment considrablement.
Japon Nombre de ponts < 1959 60 - 69 70 - 79 80 - 89 90 - 2000

Bton arm 25 500 7 400 6 800 4 900 4 300 2 100
Bton prcontraint 51 000 2 000 8 000 13 400 16 800 10 800
Acier 54 700 3 100 12 000 22 200 11 900 5 500
Mixte (acier + bton)
Maonnerie
Bois
Total 131 200 12 500 26 800 40 500 33 000 18 400
Analyse
Au Japon, le nombre de ponts construits chaque anne est trs lev. Le plus grand
nombre a t atteint entre 1970 et 1979.
Malaisie Nombre de ponts < 1959 60 - 69 70 - 79 80 - 89 90 - 2000

Bton arm 861 278 350 113 49 71
Bton prcontraint 683 8 70 220 181 204
Acier 239 230 7
Mixte (acier + bton) 122 66 20 1 4 31
Maonnerie 179 159 26
Bois
Total 2 084 741 473 334 234 306
Analyse
En Malaisie, le nombre de ponts construits a diminu rgulirement entre 1960 et 1990,
puis a augment entre 1990 et 2000.
AIPCR . 14 . 11.16.B - 2005

Bhutan Nb of Bridges < 1959 60 - 69 70 - 79 80 89 90 - 2000
Reinforced concrete 44 11 17 7
Prestressed concrete 4 2 2
Steel 11 1 10
Composite (steel+ concrete) 20 14 2 1 1
Masonry 0
Timber 15 5 7
Bailey bridge 61 6 4 17 34
Bailey suspension 4 3 1
Total 159 31 7 45 62
Analysis
In Bhutan, the number of bridges constructed has considerably increased since 1970-
79.
Hong Kong Nb of Bridges < 1959 60 - 69 70 - 79 80 89 90 - 2000

Prestressed concrete 426 6 91 159 170
Steel 28 1 24 3
Masonry 17 3 2 12
Timber
Total 812 15 83 172 229 313
Analysis
In Hong Kong, the number of bridges constructed has increased considerably.
Japan Nb of Bridges < 1959 60 - 69 70 - 79 80 89 90 - 2000

Reinforced concrete 25 500 7 400 6 800 4 900 4 300 2 100
Prestressed concrete 51 000 2 000 8 000 13 400 16 800 10800
Steel 54 700 3 100 12 000 22 200 11 900 5 500
Composite (steel+ concrete)
Masonry
Timber
Total 131 200 12 500 26 800 40 500 33 000 18400
Analysis
In Japan, the number of bridges constructed each year is very high. The highest
number was reached in 1970-79.
Malaysia Nb of Bridges < 1959 60 - 69 70 - 79 80 89 90 - 2000

Prestressed concrete 683 8 70 220 181 204
Steel 239 230 7
Masonry 179 159 26
Timber
Total 2 084 741 473 334 234 306
Analysis
In Malaysia, the number of bridges constructed has regularly decreased from 1960 to
1990, followed by an increase in 1990-2000
PIARC . 15 . 11.16.B - 2005

Npal Nombre de ponts < 1959 60 - 69 70 - 79 80 - 89 90 - 2000
Bton arm 960 10 50 600 200 100
Bton prcontraint 30 1 20 9
Acier 120
Mixte (acier + bton) 40
Maonnerie 30
Bois 20
Total 10 50 601 220 109
Analyse
Au Npal, le plus grand nombre de ponts a t construit entre 1970 et 1979.
Russie Nombre de ponts < 1959 60 - 69 70 - 79 80 - 89 90 - 2000

Total 15 % 23 % 52 % 10 % 15 %
Analyse
En Russie, le plus grand nombre de ponts a t construit entre 1960 et 1989.
Turquie Nombre de ponts < 1959 60 - 69 70 - 79 80 - 89 90 - 2000

Bton arm 4 064 589 1 316 1 116 754 289
Bton prcontraint 306 3 11 24 268
Acier 37 7 6 12 3 9
Mixte (acier + bton) 323 71 172 60 15 5
Maonnerie 120 115 5
Bois
Total 4 850 782 1 502 1 199 796 571
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.
ge du patrimoine des ponts en Asie
50000
45000
40000
35000
30000
25000
20000
15000
10000
5000
0
<59 60-69 70-79 80-89 90-00
Figure 2 Chiffres synthtiques pour lAsie
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
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
Russia Nb of Bridges < 1959 60 - 69 70 - 79 80 89 90 - 2000

Total 15% 23% 52% 10% 15%
Analysis
In Russia, the highest number of bridges were constructed between 1960 to 1989
Turkey Nb of Bridges < 1959 60 - 69 70 - 79 80 89 90 - 2000

Prestressed concrete 306 3 11 24 268
Steel 37 7 6 12 3 9
Masonry 120 115 5
Timber
Total 4850 782 1502 1199 796 571
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.
Bridges stock age in Asia
50000
40000
30000
20000
10000
0
<59 60-69 70-79 80-89 90-00
Figure 2 - General synthetic figures for Asia
General analysis:
Regular and significant increase of building until the 1970s, then a significant decrease,
probably because major road equipments are completed.
PIARC . 17 . 11.16.B - 2005

Quelles sont les principales caractristiques prises en compte ?
Dans la majorit des pays, toutes les caractristiques mentionnes ci-dessus

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
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 ?
Avez-vous un systme dvaluation chiffre ?
valuation
des ponts
chiffre
Pays tat Commentaires
1 Australie Oui Oui valuations de l'tat de 1 5 (classes dfinies dans le manuel

(Queensland) dinspection des ponts).
2 Bangladesh Oui Oui
3 Bhoutan Oui Non
4 Brunei Oui Non
5 Hong-Kong Oui Oui
6 Japon Oui Oui
7 Malaisie Oui Oui Classes de 1 5, appliques :
lvaluation de ltat des performances des lments (en fonction de
la rduction en % de la capacit de llment)
lvaluation de ltat des matriaux des lments (en fonction de la
perte en % de la surface ou de la longueur transversales de llment)
(en faisant une distinction entre lments primaires et secondaires)
(voir pices jointes).
Combinaison des estimations dlments ?
8 Npal Oui Oui valuations de ltat de 0 4, selon des critres pour chaque lment de
pont et en fonction des matriaux dfinis dans le manuel sur lvaluation
de ltat des ouvrages.
Combinaison des estimations dlments ?
9 Nouvelle- Oui Non Politiques concernant la frquence des inspections et des rapports sur
Zlande les ponts et codes de bonnes pratiques pour lentretien et lvaluation de
la conception et de la structure.
10 Pakistan Non Oui Un inventaire et une valuation de ltat des ponts ont t raliss en
1990, puis en 1993-94. Un inventaire des ponts du rseau routier
national a t effectu. Seules les donnes sur ltat des ponts pour n-5
ont t obtenues.
valuations de ltat de 0 5.
11 Russie Oui Oui
12 Sri Lanka Oui Oui valuations de ltat de 1 4.
13 Taiwan Oui Oui
14 Thalande Non Non
15 Turquie Oui Non
Outre les rponses au questionnaire, des documents concernant lvaluation de ltat

des ponts ont t fournis par lAustralie, le Bangladesh, la Malaisie, le Npal, la
Nouvelle-Zlande et le Sri Lanka.
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).
AIPCR . 20 . 11.16.B - 2005

II.2. Condition of the Stock
Do you have any information on the condition of the bridges?
Do you have a numerical rating system?
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.
Combination of the elements evaluation?

9 New Zealand Yes No Policy exits for frequency of bridge inspection and reporting and codes
of practices for maintenance and design and structural evaluation.
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
In addition to the questionnaire, documents regarding the assessment of bridge

condition have been provided by Australia, Bangladesh, Malaysia, Nepal, New Zealand,
and Sri Lanka.
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.
PIARC . 21 . 11.16.B - 2005

II.3. Dfinition des priorits de travaux
Avez-vous un classement hirarchis des lments suivants ?
rseau routier : selon limportance des routes dans lensemble du rseau pour
lconomie du pays ;
ponts : selon leur importance.
Classement hirarchis Classement

Pays du rseau routier hirarchis Commentaires
des ponts
1 Australie Oui Non Importance du pont lie
(Queensland) limportance de la route (conomie,
aspects sociaux, trafic).
2 Bangladesh Oui Non
3 Bhoutan Oui Oui
4 Brunei Oui Non
5 Hong-Kong Oui Oui
6 Japon Oui Oui
7 Malaisie Oui Non
8 Npal Oui Oui
9 Nouvelle-Zlande Oui Oui Importance du pont dtermine par
le TMJA.
10 Pakistan Oui Non
11 Russie Oui Oui
12 Sri Lanka Oui Non
13 Taiwan Oui Non
14 Thalande Oui Non prcis
15 Turquie Oui Non
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 ?
priorit donne aux ponts en cas de risques pour les usagers ;

priorit donne aux ponts situs sur les routes principales ;
priorit donne aux familles douvrages qui risquent dtre les plus dgrades ;
autre critre (veuillez prciser).
Au stade de la planification, comment estimez-vous le cot de ces travaux ?
en fonction du cot unitaire des diffrents types de travaux de rparation ;

en fonction dtudes spcifiques sur chaque pont ;
autre mthode (veuillez prciser).
AIPCR . 22 . 11.16.B - 2005

II.3. Definition of work priority
Do you have you any hierarchy classification:
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?
prioritise the bridges where there is a risk for road users;

prioritise the bridges located on the main roads;
prioritise the families likely to be the most degraded structures;
other (please specify).
At the planning stage, how do you estimate the cost of these works?
on the basis of unit cost by type of repair works;

on the basis of specific studies for each bridge;
other (please specify).
PIARC . 23 . 11.16.B - 2005

Pays Dfinition des priorits de travaux Estimation du cot
Risque Emplacement Famille Autres Cots tudes Autres
pour sur route probablement la critres unitaires spcifiques mthodes
lusager principale plus dgrade
1 Australie Oui Oui Oui Oui23 Oui24
(Queensland)
3 Bhoutan Oui Oui Oui
4 Brunei Oui Oui Oui
5 Hong-Kong Oui25 Oui26
6 Japon Oui Oui Oui Oui
7 Malaisie Oui Oui Oui Oui
8 Npal Oui Oui
9 Nlle-Zlande Oui Oui27 Oui Oui28
10 Pakistan Oui Oui
11 Russie Oui Oui
12 Sri Lanka Oui Oui Oui
13 Taiwan Oui Oui
14 Thalande Oui Oui
15 Turquie Oui Oui Oui
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.
PIARC . 25 . 11.16.B - 2005

II.4. Organisation
Comment les tches sont-elles rparties ?
Rle de chaque organisation responsable
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.
Administration Administration locale Organismes extrieurs

centrale (laboratoires, consultants,
socits)
Planification Aus : dans chaque Aus : dans chacun des Jap : laboratoires
des tat 14 districts locaux NZ, Pak
inspections Ban, Bru, Jap, Mal : Ban, Hon, Jap :
ingnieurs partiellement
Np, NZ : pour projets Np, NZ, Pak, Rus, Sri
spcifiques Tai, Tha, Tur
Rus, Sri, Tai
Tha
Inspections Inspections Bru, Tai Aus, Ban, Bho, Hon, Jap : concepteurs
rgulires Jap, Mal : techniciens indpendants
Np, Pak, Rus, Sri, Tai, NZ, Pak
Tha, Tur
Inspections Bru, Mal : ingnieurs Aus : inspecteurs Ban
dtailles Np, Pak, Sri, Tha forms et accrdits, Jap : concepteurs
rapports indpendants
photographiques NZ, Pak, Rus, Tai
Ban, Bho, Hon, Jap
Tha, Tur
Inspections Aus : si ncessaire, en Aus : facilite laccs Ban
spcifiques29 cas de problmes Ban, Bho, Hon, Jap Hon : selon le cas
importants Pak Jap : concepteurs
Mal : ingnieurs indpendants
Np, Pak, Sri, Tha NZ, Pak, Rus, Tai, Tha
Tur
Recherches, Aus, Ban, Bho, Bru Aus, Hon, Jap, Np, NZ, Ban
si ncessaire Mal : ingnieurs Sri Jap : concepteurs
Np, Pak, Sri, Tha, indpendants
Tur NZ, Pak, Rus, Tai
Diagnostics Aus, Ban, Bho, Bru Hon, Jap Ban
et valuations Mal : ingnieurs Jap : concepteurs
Np, Pak, Sri, Tha, indpendants
Conception Aus, Ban, Bho, Bru Hon Ban
des Mal : ingnieurs Jap Jap : concepteurs
rparations Np, Pak, Sri, Tha, Sri indpendants
Dfinition Aus : fournit des Aus : district rgional NZ
des priorits conseils Ban, Bho, Hon, Jap, Pak
et planification Ban, Bho, Bru, Jap Np, NZ, Pak, Rus, Sri
des travaux Mal : ingnieurs Tai
dentretien NZ
Pak, Rus, Sri, Tai,
Tha, Tur
29
Fondations immerges, zones difficiles daccs
AIPCR . 26 . 11.16.B - 2005
II.4. Organization
Who is doing what?
Role of each responsible organization
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.
Central Local Administration External agencies

Administration (laboratories, consultants,
companies.)
Planning of Aus : state wide Aus : in each of the 14 Jap : laboratories
inspection Ban / Bru / Jap districts for the local NeZ / Pak
Mal : engineer area;
Nep / NeZ : for special Ban / Hon / Jap :
projects / Rus / Sri / partially
Tai Nep / NeZ / Pak / Rus /
Tha Sri
Tai / Tha / Tur
Inspection Routine Bru / Tai Aus / Ban / Bhu / Hon / Jap : design consultants
inspection Jap / Mal : technician NeZ / Pak
Nep / Pak / Rus / Sri /
Tai Tha / Tur
Detailed Bru / Mal : engineer Aus : with trained and Ban
inspection Nep / Pak / Sri / Tha accredited inspectors Jap : design consultants
report with photos NeZ / Pak / Rus / Tai
Ban / Bhu / Hon / Jap
Tha / Tur
Specific Aus : when necessary, Aus : provide access Ban

29
inspection major problems Ban / Bhu / Hon / Jap Hon : as appropriate
Mal : engineer Pak Jap : design consultants
Nep / Pak / Sri / Tha NeZ / Pak / Rus / Tai / Tha
Tur
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.
AIPCR . 28 . 11.16.B - 2005

Implementation Routine Bru / Tai Aus / Ban / Bhu / Mal Ban / Hon
maintenance /Nep / Pak / Rus / Sri / Jap : design consultants
Tai / Tha /Tur NeZ / Pak / Tai
Central Local Administration External agencies (laboratories,
Administration consultants, companies)
Maintenance Aus: provide advice Aus / Ban / Bhu / Jap / Ban / Hon
of structure Bru / Tai Mal / Nep / Pak / Sri / Jap : design consultants
Tai / Tha / Tur NeZ / Rus / Tai
Repair or Aus : provide advice Aus / Ban / Bhu / Jap / Ban / Hon / Jap : builders / NeZ
replacement Bru / Nep / Pak / Tai / Mal / Nep / Pak / Sri / / Pak / Rus / Tai / Tha / Tur
works Tha Tai
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.
PIARC . 29 . 11.16.B - 2005

II.5. Donnes gnrales sur les inspections et les enqutes
Administration Administration Organismes
centrale locale extrieurs
Rpartition des rponses (laboratoires,
consultants,
socits)
Planification 11 12 3
des inspections
Inspections Inspections rgulires 2 13 3
Inspections dtailles 6 7 6
Inspections spcifiques30 7 6 8
Recherches, si ncessaire 10 6 6
Diagnostics et valuations 10 2 6
Conception des rparations 10 3 5
Dfinition des priorits et planification des travaux
11 11 2
dentretien
Mise en uvre Entretien courant 2 11 5
Entretien de la structure 3 11 6
Travaux de rparation
6 9 9
ou de remplacement
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.
AIPCR . 30 . 11.16.B - 2005

II.5. General data on inspections and investigations
Central Local External
Administration Administration agencies
Distribution of the answers (laboratories,
consultants,
companies...)
Planning of 11 12 3
inspection
Inspection Routine inspection 2 13 3
Detailed inspection 6 7 6
Specific inspection 30 7 6 8
Investigation if necessary 10 6 6
Diagnosis and assessment 10 2 6
Repair design 10 3 5
Prioritisation and planning of maintenance
11 11 2
work
Implementation Routine maintenance 2 11 5
Maintenance of structure 3 11 6
Repair or replacement
6 9 9
works
Analysis
Planning of inspection is equally done by central and local administrations.
Routine inspection in great majority is made by local administration.
Specific inspection is made by local administration with external agencies.
Investigation, diagnosis, assessment and repair design are made by central

administration in most cases.
Prioritisation and planning of maintenance work are equally done by central and local
administrations.
Implementation of maintenance is done by local administration, in most cases, with
external agencies.
For major works (repair or replacement), external agencies are used.
30
PIARC . 31 . 11.16.B - 2005

II.6. Formation
Pour quel niveau de fonctions grez-vous un programme de formation ?
Envisagez-vous de nouveaux programmes de formation ?
Pays Programmes de formation : Nouveaux

niveau de fonctions concern programmes
de formation
Administration
Administration
inspections et
charges des
de lentretien
Personnes
centrale
locale
Aucun Autres Oui/non
1 Australie (Queensland) Oui Oui Oui Oui

3 Bhoutan Oui Oui
4 Brunei Oui Oui Non
5 Hong-Kong Oui Oui Non
6 Japon Oui Oui Oui Oui
7 Malaisie Oui Non
8 Npal Oui Oui Oui Non
9 Nouvelle-Zlande Oui Oui
10 Pakistan Oui Non
11 Russie Oui Oui Oui
12 Sri Lanka Oui Non
13 Taiwan Oui Oui Oui Oui
14 Thalande Oui Non
15 Turquie Oui Non
TOTAL 4 6 7 8 Oui : 7
Non : 8
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
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.
Diffusion des pratiques existantes
Russie
Systmes de suivi et dinspection de ltat des ponts
valuation des priorits et planification
AIPCR . 32 . 11.16.B - 2005

II.6. Training
For which level of functions do you manage a training program?
Do you have a plan of new training programs?
Country Training program : Level of function concerned New training

program
administration
administration
maintenance
in charge of
inspection
Central
People
Local
none others Yes/no
1 Australia ( Queensland) Yes Yes Yes Yes

2 Bangladesh yes Yes
3 Bhutan yes Yes
4 Brunei yes yes no
5 Hong Kong yes yes no
6 Japan yes yes yes Yes
7 Malaysia yes no
8 Nepal yes yes yes no
9 New Zealand yes Yes
10 Pakistan yes No
11 Russia yes yes Yes
12 Sri Lanka yes No
13 Taiwan yes yes yes Yes
14 Thailand yes No
15 Turkey yes No
TOTAL 4 6 7 8 Yes : 7
No : 8
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
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.

Support existing practices
Russia
Systems for survey and inspection of the condition
Assessment of priorities and planning
PIARC . 33 . 11.16.B - 2005

Analyse
Au vu du tableau et des prcisions donnes en commentaire, la plupart des pays grent
des programmes de formation.
En fait, seuls trois pays (Bhoutan, Pakistan, Thalande) nont pas de programme de
formation, mais le Bhoutan en prvoit un lavenir.
II.7. Politique de gestion
Avez-vous une politique de gestion des ponts et autres ouvrages ?
Si oui, est-elle lie la gestion des routes ?
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.
AIPCR . 34 . 11.16.B - 2005

Analysis
Considering the table and the additional precisions given to the table, most countries
manage training programs.
Three countries (Bhutan, Pakistan, Thailand) have actually no training program but
Bhutan has planned one in the future.
II.7. Management policy

Do you have any management policy on bridges and other structures?
If yes, does it have relevance to the management of roads?
Country Existing management of bridges Relevance to the management of

roads
1 Australia yes Road Asset maintenance policy and yes Principles are similar. In
(Queensland) strategy is the overarching document. practice, systems are quite
different.
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.
PIARC . 35 . 11.16.B - 2005

II.8. Problmes
Quels sont les principaux problmes rencontrs dans la mise en uvre de votre
politique de gestion ?
Australie
Ressources ncessaires pour raliser les inspections :

manque de personnel qualifi ;
manque de temps disponible, face dautres priorits, au sein dune organisation
qui dpense entre 70 et 80 % de ses ressources dans de nouvelles constructions ;
insuffisance des budgets.
La phase dorganisation dans laquelle le systme de gestion du patrimoine

routier serait le principal facteur pris en compte pour tablir les budgets annuels
na pas encore t atteinte :
budgets de rparation des ponts au sein du rseau ;
priorits de travaux au sein du rseau ;
priorits de travaux au sein dun district.
Actuellement, les budgets dentretien annuels sont tablis en fonction de ceux de

lanne prcdente + A % et les priorits sont fixes au niveau du district, en fonction
des chiffres relatifs aux ponts.
Bangladesh
lorganisation nest pas conue pour la gestion des ponts ;

les budgets appropris ne sont pas allous.
Hong-Kong
affectation de ressources la surveillance des travaux dentretien ;

les travaux dentretien ont des consquences sur le trafic.
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.
AIPCR . 36 . 11.16.B - 2005

II.8. Problems
For the implementation of your management policy what are the main problems
confronted?
Australia
Resources to do the required inspections:

not enough trained staff;
not enough time available with other competing priorities in an organization that
spends 70 - 80% of resources on new constructions;
not enough resources in the appropriate budgets.
Still have not reached the organizational maturity where the bridge asset
management system is the prime system for determining annual budgets:
budget for bridge repair system wide;

priority of work across the system;
priority of work within a district.
Currently, the annual maintenance budget is set from last years budget + A % and
priorities are set at district level, using the bridge records.
Bangladesh
Organization not designed for bridge management;

Adequate budgets not allocated.
Hong Kong
Resources allocation on supervision of maintenance works;

Maintenance works affecting public traffic.
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.
PIARC . 37 . 11.16.B - 2005

Inspection des ponts
Les rsultats des inspections varient en fonction de lexprience et des
comptences des inspecteurs. Il faut donc laborer une mthode dinspection plus
efficace et de meilleure qualit permettant une valuation quantitative de ltat des
ponts.
Des inspections dtailles ont t menes 10 ans dintervalle. Dans la pratique,
ces inspections ne permettent pas de dceler correctement les dgradations. Il faut
donc laborer lavenir des mthodes plus efficaces et moins exigeantes en main
duvre, pour amliorer la frquence des inspections. Pour prparer un programme
de rparation appropri des ponts, il faut recueillir des donnes suffisantes pendant
les oprations dinspection, afin de prdire avec prcision lampleur des travaux de
rparation et de modification ncessaires.
Technologies innovantes pour linspection et le diagnostic

Nous avons poursuivi le dveloppement technique dinstallations dessai non
destructives afin quelles soient dun usage pratique. Leur prcision et leur fiabilit
doivent tre tudies.
Ainsi, un essai non destructif par imagerie infrarouge a t mis au point pour
utilisation sur les ouvrages en bton des routes nationales.
Systme de gestion des ponts

Pour permettre un entretien systmatique du patrimoine routier qui puisse prendre
en compte tout le cycle de vie, cest--dire la construction, lentretien rentable des
ponts comprenant les inspections, les valuations et les rparations, il faut tablir un
systme de gestion global, bas sur un concept commun pour les ponts, les tunnels
et les chausses.
Bien que ce systme de gestion des ponts soit utilis titre exprimental par
plusieurs services du ministre du Territoire, des Infrastructures et des Transports, il
prsente encore quelques problmes qui doivent tre rsolus avant son adoption
grande chelle. Les rsultats de lutilisation exprimentale montrent que le systme
peut valuer ltat des ponts avec une prcision acceptable.
Les recherches sur ce systme de gestion doivent t entreprises en priorit.
Pour pouvoir slectionner la meilleure stratgie de rparation, il est essentiel
dentreprendre rapidement une mise en uvre permettant de stocker, dans une
base de donnes des rparations, les informations concernant les prcdents
travaux de rparation, les analyser et les prendre en compte dans les calendriers de
rparation.
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).
AIPCR . 38 . 11.16.B - 2005

Inspection of bridge structure
Since inspection results vary depending on the experience and skills of inspectors, it
is necessary to develop more a effective and high-grade inspection method that
allows quantitative evaluation of the soundness of bridge structure.
Detailed inspection has been conducted at 10-year intervals. It does not meet the
practical inspection that can detect deterioration correctly. It is therefore necessary
in the future to develop labour-saving and more effective methods considering the
increase of frequency of inspection. And in order to prepare an appropriate repair
plan for bridge, it is necessary to collect sufficient data during inspection work so
that the amount of necessary repair and modification works of bridges can be
accurately predicted.
Innovative technology for inspection and diagnosis

The technical development of non-destructive test facility has been proceeded to
make them fit for practical use. Accuracy and reliability should be examined.
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.
Bridge management system

In order to enable a systematic maintenance of road assets which can take into
consideration the entire life cycle including construction, cost-effective bridge
maintenance with inspection, evaluation and repair, it is necessary to establish a
comprehensive management system based on a common concept for bridges,
tunnels, and pavement.
Although the BMS is used on experimental basis at several offices of MLIT, it still
has problems to be solved before the full-fledged introduction. The results of
experimental use showed that it can evaluate the soundness of bridges with a
reasonable accuracy.
Research into of this management system has to be developed in priority.

In order to allow the optimum repair method to be selected, the early implementation
is essential to store data on previous repair works in the repair record database,
analyze them, and reflect them in the repair schedule.
Malaysia
No.
Nepal
appropriation of lesser budget for bridge maintenance and allocation of budget in an

ad-hoc basis,
lack of bridge maintenance skills.
New Zealand
Justification of proposals to retrofit old bridges to comply with current standards (e.g.:
narrow bridges, one lane bridges).
PIARC . 39 . 11.16.B - 2005

Pakistan
absence dun service spcialis dans les ponts, au sein de lorganisation ;

absence dun personnel qualifi pouvant assurer les activits de gestion des ponts ;
manque de ressources humaines pouvant assurer les tches de soutien ;

manque dquipements appropris et de vhicules dinspection assez prcis pour
les ponts.
Sri Lanka
difficults pour les acquisitions foncires et le relogement des personnes touches ;

difficults pour faire respecter la rglementation en matire de voirie ;
absence dune politique gnrale damnagement du territoire ;
manque de financement.
Taiwan
les inspections ncessitent des budgets plus levs ;

la main duvre constitue aussi un problme important.
Thalande
Problmes de gestion de la base de donnes

Le systme de gestion de lentretien des ponts quutilise la direction des routes a
t labor avant 1989. Il ne bnficie donc pas de toutes les technologies
informatiques actuelles (systme dexploitation et logiciels courants, nouvelles
interfaces graphiques et conversions de donnes). Cet tat de fait entrane les
problmes suivants :
Les oprations de mise jour, denregistrement, de stockage, dextraction et de
gnration de rapports sont longues et requirent des comptences informatiques
leves.
Ce systme est isol et ncessite une grande quantit de donnes connexes.
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.
AIPCR . 40 . 11.16.B - 2005

Pakistan
absence of bridge unit within the organization;

absence of trained personnel who could carry out the activities of bridge
management;
lack of human resources who could carry out the supporting tasks;
lack of proper equipment and survey vehicles that could be detailed for bridge
inspection.
Sri Lanka
difficulties in land acquisition and resettlement of affected people;

difficulty in enforcing thoroughfare ordinance;
lack of overall land use policy;
lack of funds.
Taiwan
the inspection needs more budget;

manpower is also an important problem.
Thailand
Database management problem

The BMMS computer program of the Department of Highways, Thailand was
developed prior to 1989. It therefore does not the current computer technology as it
could be, e.g. widely used operating system and application programs, new graphic
user interface, and data conversions. This aspect leads to the following problems:
Updating, recording, storage, retrieval, and reporting systems are tedious tasks and
require intensive computer skills.
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.
Lack of budgeting support from government to the Department of Highways.
PIARC . 41 . 11.16.B - 2005

Turquie
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.
Il convient dlaborer de bons indicateurs afin dvaluer lutilisation des fonds et

lefficacit des stratgies dfinies pour atteindre les objectifs dordre politique.
Ces indicateurs doivent prendre en compte les lments suivants :
aspects techniques : maintenir ou amliorer le niveau de service, la durabilit, la

possibilit dadapter les caractristiques de louvrage aux besoins fonctionnels
futurs ;
aspects socio-conomiques : scurit routire, cots pour lusager, etc.
Laugmentation continue et le vieillissement du patrimoine rendent la gestion des

ouvrages toujours plus difficile.
Il faut galement prendre en compte la croissance du trafic en volume et en

nombre (hausse considrable des charges et augmentation du poids total
autoris, de la charge maximale par essieu autorise et de la fatigue).
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)
AIPCR . 42 . 11.16.B - 2005

Turkey
Not enough personnel;

salary not sufficient;
the part of money of national budget to do this job not sufficient.
Analysis and comments:

The different problems mentioned can be distributed in the following categories.
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:
technical aspects: maintain or improve the level of service, durability, possibility to

adapt the characteristics of the structure to future functional needs;
socioeconomic aspects: traffic safety, user costs, etc.
The continuous increase of the structure stock and its ageing make asset
management more and more difficult.
In addition, traffic growth both in volume and in number (heavy loads

aggressively, increase of maximum authorized load, maximum axle authorized
load, fatigue).
Organization and personnel:

Organization
Human resources dedicated to existing bridges / new bridges
Number and skills of personnel at the different levels
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)
PIARC . 43 . 11.16.B - 2005

Commentaires
Il est clair que sans un minimum dquipements ou de moyens financiers pour faire
appel des consultants, il est impossible dassurer le contrle minimum dun ouvrage.
Dans ces circonstances, on ne peut pas parler dune politique de surveillance. Or, il
existe une demande importante de moyens de recherche non destructifs, faciles
utiliser et tablissant des paramtres destimation fiables pour valuer ltat dun pont.
Autres problmes techniques :

travaux sans fermeture de voie ;
justification des ponts existants par rapport aux normes en vigueur.
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.
Outils de gestion des ponts

Logiciels
Liens avec la gestion des routes (SIG, par exemple)
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.
AIPCR . 44 . 11.16.B - 2005

Comments
It is clear that without a minimum of equipment or financial means for calling
consultants, it is impossible to ensure the minimum control on the structure. In this case,
it is not possible to speak about survey policy. Now, there is a major demand in non
destructive investigation means, easy to use, and giving reliable estimation parameters
to appreciate the condition of the bridge.
Other technical problems:

works under traffic;
justification of existing bridges vs. current standards.
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.
Bridges management tools

Software
Link with road management (e.g.: GIS)
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.
PIARC . 45 . 11.16.B - 2005

III. GESTION DES PONTS ROUTIERS DANS LES
PAYS AFRICAINS
Dans la perspective du sminaire Gestion des ponts routiers dans les pays
africains , prvu Madagascar les 26 et 27 fvrier 2003, mais malheureusement
annul, le comit 11 de lAIPCR a envoy un questionnaire aux pays africains.
Sept pays ont rpondu ce questionnaire.

Leur coopration a t trs apprcie.
Les organisations qui ont rpondu au questionnaire sont indiques dans le tableau ci-
dessous.
Pays Organisation
1 Afrique du Sud SA National Roads Agency Ltd

2 Burkina Direction des routes
3 Madagascar Programme national dentretien des ouvrages dart (PNEOA)
Ministre des Travaux publics
Direction rgionale des Travaux publics
Ministre des Travaux publics
4 Maroc Direction des routes et de la circulation routire
5 Namibie Administration routire
6 Tanzanie Ministre des Travaux publics
7 Tchad Direction des routes
Quel est le nom et la taille du rseau routier ?
Pays Rseau routier

Nom Longueur en km
1 Afrique du Sud Rseau routier national 7 200
2 Burkina Rseau routier national 15 271
3 Madagascar Rseau routier national (primaire, secondaire et tertiaire) 5 737 compts sur
une estimation de
15 000
4 Maroc Direction des routes et de la circulation routire 16 775
5 Namibie Routes nationales, principales et locales 46 000
6 Tanzanie Routes nationales et rgionales (rurales) 35 000
7 Tchad Routes prioritaires 6 200
Analyse
Les tailles de rseau mentionnes varient approximativement entre 6 000 km et 46 000
km, dun pays lautre.
AIPCR . 46 . 11.16.B - 2005

III. MANAGEMENT OF ROAD BRIDGES IN
AFRICAN COUNTRIES
In view of the seminar Management of Road Bridges in African Countries that was
scheduled in Madagascar on 26-27th February 2003 but had been unfortunately
cancelled, the PIARC - Committee 11 has sent a questionnaire to African countries.
Seven countries have answered to the questionnaire.

Their cooperation has been much appreciated.
Identification of the organization that has answered the questionnaire.
Country Organization
1 South Africa SA National Roads Agency Ltd

2 Burkina Faso Road Directorate
3 Madagascar Programme National dentretien des Ouvrages dART (PNEOA)
Ministre des Travaux Publics
Direction rgionale des Travaux Publics
Ministre des Travaux Publics
4 Morocco Direction des Routes et de la circulation routire
5 Namibia Roads Authority
6 Tanzania Ministry of Work
7 Chad Road Directorate
What is the name and size of the road network?
Country Road Network

Name Length in km
1 South Africa National Road Network 7 200
2 Burkina Faso National Road Network 15 271
3 Madagascar National (primarily, secondary and tertiary) road network 5 737
already registries on
15 000 estimated
4 Morocco Direction des Routes et de la circulation routire 16 775
5 Namibia Trunk, main and district Roads 46 000
6 Tanzania Trunk and Regional (Rural) Roads 35 000
7 Chad Priority Roads 6 200
Analysis
The size of the network referred to varies from approximately 6 000 km to 46 000 km
from a country to another.
PIARC . 47 . 11.16.B - 2005

III.1. Patrimoine
Avez-vous un inventaire des ouvrages routiers ?
Pays Longueur en km Ponts Murs de soutnement

Nombre Densit au km Nombre
1 Afrique du Sud 7 200 2 050 0,28 Inconnu
2 Burkina 15 271 25131
32
3 Madagascar 5 735 975 0,17
33
4 Maroc 57 147 5 600 0,10
5 Namibie 46 000 600 0,01
6 Tanzanie 35 000 4 00034 0,11 Pas dinventaire
7 Tchad 6 200 67 0,01
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 ?
Nombre Bton Bton Acier Mixte Maonnerie Bois Autres

total de arm prcontraint
ponts
1 Afrique du 2 050 Oui, mais consultation impossible sur la
Sud version actuelle du systme de gestion des
ponts ; sera possible sur une prochaine
version.
2 Burkina 251 245 2 2 2
(98 %)
3 Madagascar 975 643 43 181 19 43 43 3
(66 %) Ponts
provisoires
4 Maroc 5 600 4 844 336 168 224 28
(87 %)
5 Namibie 600 550 50 120 40 30 20
(92 %)
6 Tanzanie 4 000 1 582 5 1 293 916 55 149
(40 %)
7 Tchad 67 20 0 46 1
(69 %)
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?
Country Length in km Bridges Retaining walls

number Ratio/km number
1 South Africa 7 200 2 050 0,28 unknown
2 Burkina Faso 15 271 251 31
3 Madagascar 5 735 32 975 0,17
4 Morocco 57 147 33 5 600 0,10
5 Namibia 46 000 600 0,01
6 Tanzania 35 000 4 000 34 0,11 No inventory
7 Chad 6 200 67 0,01
Analysis
All the countries have an inventory of their bridges, but none of them has an inventory of
the retaining walls.
Does this inventory differentiate structures by materials?
Total Reinforced Prestressed Steel Composite Masonry Timber Other

number concrete concrete
of bridges
1 South 2 050 Yes, but not extractible from present version
Africa of BMS, will be possible in an updated
version.
2 Burkina 251 245 2 2 2

Faso (98%)
3 Mada- 975 643 43 181 19 43 43 3
sgascar (66%) temporary
bridges
4 Morocco 5 600 4844 336 168 224 28
(87%)
5 Namibia 600 550 50 120 40 30 20
(92%)
6 Tanzania 4 000 1 582 5 1293 916 55 149
(40%)
7 Chad 67 20 0 46 1
(69%)
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 ?
Avez-vous un systme dvaluation chiffre ?
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
Outre les rponses au questionnaire, des documents concernant lvaluation de ltat

des ponts ont t fournis par lAfrique du Sud, le Burkina et la Tanzanie.
Analyse
Tous les pays possdent des informations sur ltat de leurs ponts.
Plus de la moiti dentre eux nont pas de systme dvaluation.
AIPCR . 52 . 11.16.B - 2005

III.2. Condition of the Stock
Do you have any information on the condition of the bridges?
Do you have a numerical rating system?
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
In addition to the questionnaire, documents regarding the assessment of bridge

condition have been provided by South Africa, Burkina Faso and Tanzania.
Analysis
All the countries have information on the condition of their bridge.
More than half of them have no rating system.
PIARC . 53 . 11.16.B - 2005

III.3. Dfinition des priorits de travaux
Avez-vous un classement hirarchis des lments suivants ?
rseau routier : selon limportance des routes dans lensemble du rseau pour
lconomie du pays ;
ponts : selon leur importance.
Classement hirarchis Classement hirarchis

Pays Commentaires
du rseau routier des ponts
1 Afrique Oui (1) Oui (2) Selon limportance des routes
du Sud dans lensemble du rseau pour
lconomie du pays ; selon
limportance du pont lie
limportance de la route
(conomie, aspects sociaux,
trafic).
Cet aspect sera intgr dans les
prochaines versions du systme
de gestion des ponts. Les volumes
de trafic sont nanmoins mesurs
et utiliss titre indicatif.
2 Burkina Oui
3 Madagascar Oui Oui
4 Maroc Oui Oui
5 Namibie Oui Non
6 Tanzanie Oui Non Les ponts doivent de toute faon
tre indiqus pour lentretien du
rseau, car ils dterminent la
valeur des routes.
7 Tchad Oui Oui
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 ?
priorit donne aux ponts en cas de risques pour les usagers ;

priorit donne aux ponts situs sur les routes principales ;
priorit donne aux familles douvrages qui risquent dtre les plus dgrades ;
autre critre (veuillez prciser).
Au stade de la planification, comment estimez-vous le cot de ces travaux ?
en fonction du cot unitaire des diffrents types de travaux de rparation ;

en fonction dtudes spcifiques sur chaque pont ;
autre mthode (veuillez prciser).
AIPCR . 54 . 11.16.B - 2005

III.3. Definition of Work priority
Have you any hierarchy classification:
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 classification Hierarchy classification

Country Comments
of the road network of the bridges
1 South Africa Yes (1) Yes (2) based on importance of roads
in the whole network regarding
the economy of the country
bridge importance linked to road
importance (economic, social,
traffic)
this aspect will be incorporated in

future BMS updates. Traffic
volumes are however measured
and used as a guide
2 Burkina Faso Yes

3 Madagascar Yes Yes
4 Morocco Yes Yes
5 Namibia Yes No
6 Tanzania Yes No Bridges must be there anyway
for system conservation in order
for roads value to exist
7 Chad Yes Yes
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?
prioritize the bridges where there is a risk for road users;

prioritize the bridges located on the main roads;
prioritize the families likely to be the most degraded structures;
other (state).
At the planning stage, how do you estimate the cost of these works?
on the basis of unit cost by type of repair works;

on the basis of specific studies for each bridge;
other (state).
PIARC . 55 . 11.16.B - 2005

Pays Dfinition des priorits de travaux Estimation du cot
Risque Emplacement Famille Autres Cots tudes Autres
pour sur route probablement critres unitaires spcifiques mthodes
lusager principale la plus
dgrade
1 Afrique du Oui Oui40
Sud
2 Burkina Oui Oui Oui41
3 Madagascar Oui Oui Oui42 Oui43 Oui
4 Maroc Oui Oui Oui
5 Namibie Oui Oui Oui Oui
6 Tanzanie Oui Oui Oui Oui44 Oui Oui
7 Tchad Oui Oui Oui
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
1 South Africa Yes Yes 40

41
2 Burkina Faso Yes Yes Yes
42
3 Madagascar Yes Yes Yes Yes 43 Yes
4 Morocco Yes Yes Yes
5 Namibia Yes Yes Yes Yes
6 Tanzania Yes Yes Yes Yes 44 Yes Yes
7 Chad Yes Yes Yes
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.
Administration Administration locale Organismes extrieurs

centrale (laboratoires, consultants,
socits)
AfS : personnel
travaillant au sige
Bur
Mad : PNEOA Mad : CROA
Planification Mar Mar
des
inspections Tan : labore les Tan : propose les
directives et les programmes
budgets dinspection
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
Tan : peuvent tre sollicits

Tan : donne son Tan : recueille les Tchad
approbation et assure donnes
le financement
Tchad
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.
Central Local administration External agencies

administration (laboratories, consultants,
companies)
S Afr : head office
Burk Mad : CROA

Mad : PNEOA Mor
Mar
Planning
of inspection
Tanz : issue Tanz : propose
guidelines and inspection programs
budgets
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
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
Tanz : can be commissioned

Tanz : approve and Tanz : collect data Chad
provide funding
Chad
45
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
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
AIPCR . 60 . 11.16.B - 2005

S Afr : ad hoc by NRA S Afr : consultants
staff
Burk
Burk Mad
Investigation
Mor
if necessary
Nam
Tanz
Tanz : provide funding Tanz Chad
Chad Chad
S Afr : consultants
Burk Burk
Diagnosis and
Mar Mar
assessment
Nam
Tanz : provide funding Tanz Tanz
Chad
S Afr : consultants
Burk Burk
Mor
Repair design Nam
Tanz : approve design Tanz Tanz : undertake if
if major commissioned
Chad
Chad Chad
S Afr : head office
Burk
Burk
Prioritization
Mor Mor
and planning of
Nam
maintenance
Tanz : approval and Tanz
work
budgets
Chad
PIARC . 61 . 11.16.B - 2005

Entretien AfS : agence rgionale
rgulier
Bur
Mad
Mar
Nam
Tan : formule la Tan : supervise Tan : excutent les travaux
demande et assure le
financement Tchad Tchad
Tchad
Entretien de la AfS : matres duvre
structure Bur
Mad
Mar
Mise en uvre Nam
demande et assure le
financement Tchad Tchad
Tchad
Travaux de AfS : matres duvre
rparation ou Bur
de Mad
remplacement Mar
Nam
demande, assure le
financement et les
travaux Tchad Tchad
Tchad
III.5. Donnes gnrales sur les inspections et les enqutes

Administration Administration Organismes extrieurs
Rpartition des rponses centrale locale (laboratoires, consultants,
socits)
Planification 6 4
des inspections
Inspections Inspections rgulires 3 5 4
Inspections dtailles 5 5 5
Inspections spcifiques 4 3 6
Recherches, si ncessaire 4 2 7
Diagnostics et valuations 4 2 6
Conception des rparations 4 3 7
Dfinition des priorits et planification des
travaux dentretien 7 3 1
Mise en uvre Entretien courant 3 5 3
Entretien de la structure 3 2 6
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
provide funding
Chad
Chad Chad
Repair or S Afr : contractors
replacement Burk
works Mad
Mor
Nam
provide funding and
monitor works
Chad
Chad Chad
III.5. General data on inspections and investigations

Central Local External agencies
Distribution of the answers
administration administration (laboratories, consultants,
in number
companies)
Planning of inspection 6 4
Inspection Routine inspection 3 5 4

Detailed inspection 5 5 5
Specific inspection 4 3 6
Investigation if necessary 4 2 7
Diagnosis and assessment 4 2 6
Repair design 4 3 7
Prioritization and planning of maintenance 7 3 1
work
Implementation Routine maintenance 3 5 3
Maintenance of 3 2 6
structure
Repair or replacement 2 2 7
works
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.
PIARC . 63 . 11.16.B - 2005

III.6. Formation
Pour quel niveau de fonctions grez-vous un programme de formation ?
Envisagez-vous de nouveaux programmes de formation ?
Pays Programmes de formation : niveau de fonctions concern Nouveaux

programmes
de formation
Administration
Administration
inspections et
charges des
de lentretien
Personnes
Aucun Autres Oui/non
centrale
locale
1 Afrique du Sud Oui Oui Oui Oui : consultants Oui

2 Burkina Oui Oui
3 Madagascar Oui Oui Oui Oui
4 Maroc Oui Oui Oui Oui
5 Namibie Oui Oui Non
6 Tanzanie Oui Oui Oui : matres duvre et autres Oui
organismes
7 Tchad Oui Non
8 TOTAL 2 4 4 5 Oui : 5
Non : 2
Commentaires compltant ce tableau
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
AIPCR . 64 . 11.16.B - 2005

III.6. Training
For which level of functions do you manage a training program?
Do you have a plan for new training programs?
Country Training program : Level of function concerned New training program
administration
administration
maintenance
inspection
People in
charge of
None Others Yes/no
Central
Local
1 South Africa Yes Yes Yes Yes : consultants yes

2 Burkina Faso Yes yes
3 Madagascar Yes Yes Yes yes
4 Morocco Yes Yes Yes yes
5 Namibia Yes Yes No
6 Tanzania Yes Yes Yes : yes
Contractors and other agencies
7 Chad Yes no
8 TOTAL 2 4 4 5 Yes : 5
No : 2
Comments in addition to the table
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.
PIARC . 65 . 11.16.B - 2005

diagnostic ( suivre) ;
conception ;
excution des travaux de rparation ;
contrle et surveillance.
Maroc
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.
III.7. Politique de gestion
Avez-vous une politique de gestion des ponts et autres ouvrages ?
Si oui, est-elle lie la gestion des routes ?
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.
AIPCR . 66 . 11.16.B - 2005

diagnosis (to be continued);
design;
repair works execution;
control and survey.
Morocco
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.
III.7. Management policy
Do you have any management policy on bridges and other structures?
If yes, does it have relevance to the management of roads?
Country Existing management of bridges Relevance to the management of roads

1 South Africa Yes Yes
2 Burkina Faso Yes
3 Madagascar Yes Since 1997 Yes In ministry of Public works, the maintenance
programs for roads and bridges are
coordinated under an appropriate budget.
4 Morocco Yes Yes

5 Namibia Yes To protect the huge investment and the road
users.
6 Tanzania Yes Through a BMS called Tan- Yes
Bridgeman
7 Chad Yes Yes
Analysis
All the countries have defined a management policy of bridges, relevant to road
management.
PIARC . 67 . 11.16.B - 2005

III.8. Problmes
Quels sont les principaux problmes rencontrs dans la mise en uvre de la politique
de gestion ?
Afrique du Sud
Le principal problme rencontr est lincertitude des allocations budgtaires de ltat,

pour assurer correctement lentretien du rseau de routes et de ponts.
Burkina
Moyens logistiques et financiers insuffisants. Le service charg de linventaire et de

linspection des ponts ne possde pas de vhicule dinspection et ne dispose que dun
seul ordinateur. En raison de ces difficults, il na pas pu terminer les travaux ou les
raliser dans les dlais impartis.
Absence de formation pour les personnes charges des nouvelles oprations que sont
linventaire et linspection des ponts.
Absence de normes et de rgles claires et dtailles, applicables au Burkina.

Absence de dossier de projet pour quelques ponts (anciens).
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
Manque de consultants forms ou de matres duvre spcialiss dans les ponts.

Patrimoine de ponts trop diversifi et ancien.
Manque de financement.
Problmes exprims au niveau du CROA (direction rgionale) :
Manque de ressources humaines, matrielles et financires.

Manque de personnel form et qualifi.
Manque de vhicules dinspection et dappareils de recherche.
Maroc
Les principaux problmes sont lis aux aspects suivants :
Spcialisation des personnes charges des inspections.

Organisation territoriale.
Importance et volume des donnes enregistres et traites.
Difficults darchivage.
AIPCR . 68 . 11.16.B - 2005

III.8. Problems
For the implementation of your management policy what are the main problems
confronted?
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
Lack of trained consultants or contractors specialized in bridges.

Stock of bridges too diversified and too old.
Lack of funding.
Expressed at the level of a CROA (regional office):
Lack of human, material and financial resources.

Lack of trained and skilled people.
Lack of survey vehicle and devices for investigations.
Morocco
Main problems are linked to:
Specialization of people in charge of inspection.

Territorial organization.
Importance and the volume of data registered and treated.
Difficulties of archiving.
PIARC . 69 . 11.16.B - 2005

Namibie
La taille du pays ne permet pas une gestion efficace.

Le nombre de ponts est important.
Les ponts sont conus pour des charges infrieures aux charges de calcul actuelles.
Certains ponts prsentent des problmes lis des dfauts de conception.
Tanzanie
Inadquation du financement ncessaire pour amliorer ltat des ponts jusqu un

niveau acceptable.
Changement dattitude des dcideurs : ils ne considrent plus que les ponts sont
construits pour durer et que, par consquent, il nest pas ncessaire de les
entretenir ; ils rclament maintenant des fonds pour lentretien.
La capacit rsiduelle du patrimoine de ponts nest pas facile obtenir.
Problmes de surcharges.
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.
AIPCR . 70 . 11.16.B - 2005

Namibia
The size of the country hinders efficient management.

There is a large number of bridges.
Design to loads lower than the current design loads.
Some bridges have deficiencies due to design defects.
Tanzania
Inadequacy of funding required to bring bridge condition to manageable

maintenance levels.
change of attitude of decision makers of the notion that bridges are built to stay and
therefore they do not require regular maintenance, hence struggle in allocation of
maintenance funding.
residual capacity of the bridges in the stock is not readily available.
overloading problems.
Analysis
The different problems mentioned can be distributed in the following categories:
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.
PIARC . 71 . 11.16.B - 2005

ANNEXES / APPENDICES
Bridge Management System in Thailand
Nopadol Prapaitrakul, Vanchak Chayakul,
Sanchai Mitaim, and Danai Ruengsorn
Department of Highways, Si Ayutthaya Rd., Ratchathevi, Bangkok 10400, THAILAND.
Tel: +66-2-354-1042, Fax: +66-2-354-1043, E-mail: nopadolp@doh.motc.thaigov.net
Abstract: The Department of Highways (DOH), responding approximately fifty

thousand kilometers of national highways and twelve thousand bridges throughout the
country, has realized the significance of the bridge management system. In 1988, the
system, namely Bridge Maintenance and Management System (BMMS), was
established in DOH by a contract among DOH, Danish Road Directorate (DRD), and a
consultant company. At that time, the BMMS was proved to be an effective
management system for DOH bridges. Unfortunately, performance of the BMMS has
declined since the termination of contract in 1992. According to a rapidly increase in a
number of newly constructed and severe deteriorated bridges on the highway network,
the DOH has attempted to revive the BMMS in order to maintain reliable services to
highway users. To re-establish the BMMS, all hindrances retrieved from results of the
past experiences are elaborated and the development plan is proposed. The
development plan composes of two themes: Short-term Development and Long-term
Information Development. The first theme is to recover and adopt the existing BMMS,
corresponding to customized usage and current technologies. Another aims to establish
a sustainable highway information system, which is included not only the Bridge
Management System, but also other related highway management systems. This paper
proposed a centralized Highway Information System as a model to be used for
implementation of sustainable Highway Information System.
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.
AIPCR . 72 . 11.16.B - 2005

Background
The Department of Highways has 15 Regional Highway Administrations, as depicted in
Figure 1, in charge of maintenance work through out the country. Recently, national
highway network of Thailand has grown rapidly, corresponding to the development of
infrastructure system and construction technology to serve travel demands resulting
from economic prosperity [[1]]. Consequently, there has been a considerable increase in
newly constructed bridges with complicated structural components while serviceability
of existing bridges has been deteriorated due to their age and structural usage.
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
Prachuap Khiri Kha
Nakhon Si Thammara

Songkhla
Figure 1 - National Highway Network and

Locations of Regional Highway Administrations
Source: Highway Database Map;
Department of Highways, Thailand
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
Special Priority Maintenance

Budgeting
Inspection Ranking Strategies
Load
Capacity Corrective Maintenance
Rating
Figure 3: Conceptual View of the BMMS

Source: Bridge Maintenance and Management System, 1992 [[3]]
Identification of Problems Related to the Current BMMS

After the termination of consulting contract among the DOH, COWI, and DRD, the DOH
has been operating the BMMS in the same manner. At present, many problems have
AIPCR . 74 . 11.16.B - 2005
occurred since other related components have been dynamically changed while the
BMMS has not been updated to meet the current situation. The problems could be
summarized as follows:
1. Database management related problemsthe BMMS is a computerized

database programming, which was developed in 1989. It cannot take some
advantages of the current computer technologies, e.g., widely used operating
systems and application programs, new graphic user interface, data conversion,
Global Positioning System (GPS), and Geographic Information System (GIS).
Weakness of database management system leads the following problems:
* Updating, recording, storage, retrieval, and reporting systems are of tedious tasks
and require intensive computer skills. For instance, road inventory and other
relevant data in BMMS road database has not been updated to the existing
conditions due to lacking of human resources, e.g., updating existing road
properties and events, adding new constructed roads, updating and adding
responsible highway sectors.
* The BMMS is an isolated system, which require a large amount of other related
data. To input the data into BMMS, it is clumsy and duplicated tasks. The isolated
Inventory Recording System is likely to process with inconsistent 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, e.g., truck route and
best route query.
2. Human resources related problemswell-trained officers have been rotated to
other divisions without proper knowledge-transfer that leads to shortage of BMMS
experts to operate, develop, and train the professional skills to following batches.
Proposed Plan to Develop the Bridge Management System

To maintain reliable services to road users, the BMMS is needed to revive. It should be
developed corresponding to both conceptual design and current computer technology.
According to problems related to the current BMMS, DOH has a plan to develop the
Bridge Management System. The developed plan can be divided into 2 themes. The
first theme is a short-term remedy, which aims to recover the existing BMMS. The
second theme is a long-term information development, which attempts to integrate all
highway information into a unique system. Details of each theme are elaborated in the
following subsections.
Short-term Development Plan
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.
PIARC . 75 . 11.16.B - 2005

Long-term Information Development Plan: Highway Information System
The purpose of long-term information development plan is to set up a sustainable

system for highway information. According to this plan, the Bridge Management System
will be a subsystem of highway information system. In general, an ideal system of
bridge management should meet the following objectives.
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.
Proposed Methodology Used to Implement the Highway Information 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.
Generally, most organizations pay more attention on gathering information to

accomplish a specific purpose rather than conducting design of database system. This
is one of major causes of failure in development of information system. From the past
experiences, the DOH has been suffering from operating highway information using
many independent systems, as depicted in Figure 4, which are insufficient to fulfill
requirements of applications and difficult to operate, update, and maintain those
systems. To make sustainable management system, a well-designed database
management system should be established in the framework of the Relational Highway
Database Management System. The system is based on distributing responsibilities to
concerned divisions and systematic sharing information to all users. Conceptual view of
the Integrated Highway Database Management System is depicted in Figure 5.
Figure 5 shows centralized database management of the highway activities. Each

authorized division takes direct responsibility to its own highway activities. Specialists
are assigned to all activities to manage the database and set up sharing access criteria
to other divisions for retrieving qualified information to implement their applications. It is
expected that the proposed concept will provide reliable data and effective operation.
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
Figure 4 - Simplification of the Current Highway Information System
PIARC . 77 . 11.16.B - 2005

Highway Information System
BMMS Interface
Road inventory
Interface
network TPMS
Assets
Bridges
Pavements Interface
Safety
Accidents
Human resources
.............
Human resources Interface
System Controller Interface

Training
Updating, Recording,
Storage, Retrieving,
Processing, Security,
and Reporting Systems
.............. Interface
Figure 5 - Simplification of the Centralized Highway Information System
Centralized
Database
System A System B System .....
Integrated Sharing Integrated Sharing

Data Data Data
& & &
Data Structure Data Structure Data Structure
Applications Applications Applications

& & Internal &
Internal Internal Feedback
Development Development Development
Feedback Feedback
External feedback External feedback
Figure 6 - Parallel Development of the Highway Information System
AIPCR . 78 . 11.16.B - 2005

The implementation plan will include the following items.
1. Set up a conceptual design of the Integrated Highway Database Management

System,
2. Implement the Highway Network Information System up to physical level,
3. Implement the Bridge Management System up to logical level.
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 since all internal sub-systems have to be adjusted several times
in order to optimize the services corresponding to users requirements. The system
efficiency based on this concept versus other methods for a short period should not be
compared since the aims of this concept are focused on preparation of information for
future development and sustainable Bridge Management System.
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)
PIARC . 79 . 11.16.B - 2005

Bridge Management in Malaysia
Mohamad Razali bin Othmana Chin Wei Choongb Leow Choon Hengc
a
Director of Roads Branch,PWD Malaysia Hq.,Malaysia.
Tel: +60-3-26985323, Fax: +60-3-26936662, E-mail : mrazali@jkr.gov.my
b
Senior Superintending Engineer, Bridge Unit, PWD Malaysia Hq. ,Malaysia.
Tel: +60-3-40407830, Fax: +60-3-26918160, E-mail : cwc@jkr.gov.my
c
Assistant Director, Bridge Unit, PWD Malaysia Hq., Malaysia.
Tel: +60-3-40407844, Fax: +60-3-26918160, E-mail : chleow@jkr.gov.my
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:
planning, design and construction of new bridges,

inspection and assessment of current bridge performance level,
maintenance, repair and rehabilitation of bridges,
operation and control of bridges.
Bridge management system
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].
Bridge owners in Malaysia

In Malaysia, the Public Works Department of Malaysia (PWD or JKR as locally known)
is the custodian of majority of the nations road bridges. Based on recent bridge
inspection the total number of JKR bridges along the Federal roads is over 7,000. A
complete inventory of state bridges is yet to be compiled by JKR. It is estimated that
there are about the same quantity of bridges along the state roads in Peninsular
Malaysia. Some bridges in Malaysia are operated and maintained by private
concessionaires of tolled highways and regulated by Malaysian Highway Authority
Board (MHA) or PWD. In the capital city of Kuala Lumpur, the City Hall has about 211
bridges. JKR bridges constitute more than 90% of the nations bridge stock. It is
deemed appropriate, therefore, that discussions in this paper will focus mainly on JKR
bridges although the title calls for Malaysian bridges.
PIARC . 81 . 11.16.B - 2005

JKR Bridges
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.
Table 1 - Bridge Types (JKR bridges) Table 2 - Construction materials of

Structural system types Frequency Percentage superstructure
Simple girder 1,813 25.89%
Continuous girder 98 1.40% Material Types Frequency Percentage
Cantilever 27 0.39% Concrete 6176 80.19%
Arch 167 2.38% Steel 651 9.30%
Bailey 2 0.03% Masonry/stone 175 2.50%
Frame 59 0.84% 7002
Trusses 3 0.04%
Box culverts 1,388 19.82%
Pipe culverts 3,426 48.93%
Suspension 1 0.01%
Others 22 0.31%
7,002
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:
Bridge inventory (1972-74, 1978)

National Axle Load Study (1985-88)
Japan International Cooperative Agency (JICA) Study on Bridge Maintenance &
Rehabilitation
(1990-92)
Study on the Determination of the Structural Capacity of Existing Bridges in
Peninsular Malaysia (1993-95)
AIPCR . 82 . 11.16.B - 2005
JICA Study on the Standardization of Bridge Design in Malaysia (1994-96)
Asset Management Study for Major State Roads (1998-2000)
Public Works Department (JKR)
Etc.
Roads Branch Structure Branch Water Supply

Branch
Etc.
Road Design Unit Bridge Unit
Bridge Design Bridge Rehabilitation

Section Section
Figure 3 - JKR Organization
Bridge inventory (1972-74, 1978)

In 1972-74, Kamsax A/C of Denmark, in association with a local consulting firm SSP,
Kuala Lumpur, was engaged to prepare an inventory for Malaysias Federal bridges.
This inventory was partially updated around 1978. The inventory was more a register of
existing structures and was somewhat limited for the purpose of bridge management
decision-making. As such, there was no effort to update the inventory.
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.
National Axle Load Study (1985-88)
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
PIARC . 83 . 11.16.B - 2005

NALS was conducted by British firm Rendel Palmer & Tritton Ltd. in association with
local firm Minconsult Sdn. Bhd., Kuala Lumpur [Government 1988]. The main objective
of the study was to establish the optimal axle load limit to be implemented as a national
policy. The study involved investigations on the capacities of existing infrastructure and
traffic survey. In the study a total of 2,500 bridges along Federal roads were inspected
and inventorized. The study had revealed that the existing infrastructure, especially the
bridges, is a physical constraint to the intended increase in legal axle load limits. Three
axle load policies were recommended for implementation in phases: the Short Term
Axle Load (STAL) Policy, the Medium Term Axle Load (MTAL) Policy and the Long
Term Axle Load (LTAL) Policy. In order to implement the STAL policy approximately
20% of the inspected bridges need to be replaced or strengthened. In the interim, the
Weight Restriction Order 1987 covering all Federal roads in the country, was revised
and gazetted in 1989 [Government 1989] and later an amendment issued [Government
1991].
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:
A new load intensity curve based on UK Department of Transportations bridge

document BD21/84 [DoT 1984] was introduced in place of the curve in BS 5400 Part 2
[BSI 1978]. This loading standard would conform to the futuristic LTAL policy,
Use of a fixed 2.5m lane instead of variable lane width,
Introduction of a more realistic local abnormal vehicle called Special Vehicle or SV to
replace the UKs HB loading as specified in BS 5400 Part 2 and earlier bridge codes.
An equivalence of UKs bridge document known as DJ 1/89 was produced to formalize

the implementation of the new specification. This specification was in use for JKR
projects until the adoption of UKs bridge document BD 37/88 [DoT 1988] in 1999.
JICA Study on Bridge Maintenance & Rehabilitation of Bridges in Malaysia (1990-

92)
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:
AIPCR . 84 . 11.16.B - 2005

to develop a systematic maintenance and rehabilitation program for the bridges in
Peninsular Malaysia,
to establish a manual of inspection, maintenance and rehabilitation work covering all
the typical bridges in Malaysia.
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:
need to eliminate design and construction deficiencies in new bridges,

need to strictly control overload vehicles,
need to establish an organization for systematic inspection and maintenance.
JKR has responded to the recommendations by the approval of a special bridge

maintenance fund and the creation of a Bridge Rehabilitation Section within the Bridge
Unit in 1993. The study has also led to another JICA study: JICA Study on the
Standardization of Bridge Design in Malaysia [JICA 1996].

The study on the Determination of the Structural Capacity of Existing Bridges in

Peninsular Malaysia [Government 1995] was carried out by Canadian firm Dessau
International Ltd., in association with local firm Ranhill Bersekutu Kuala Lumpur. This
study was funded under the World Bank loan. The main objective of the study was to
derive an assessment methodology for the calculation of theoretical safe bridge
capacity of existing bridges in Malaysia. The study was proposed for two reasons:
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.
PIARC . 85 . 11.16.B - 2005

The procedures were automated in two window-based software called BRASS and
RESIST. Also, the load capacity of 203 bridges was determined and became a major
output of the study. In general, about 28% of the bridges under study has a load rating
below the STAL standard; and about 60% of them has a rating below the LTAL
standard. The high percentage of bridges with capacity below the STAL standard was
largely due to the conservative assumptions made to compensate for the lack of
information.
JICA Study on the Standardization of Bridge Design in Malaysia (1994-96)
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:
preparation of standard bridge design and drawings,

development of computer-aided design and drafting (cadd) system for standard
bridge design,
preparation of manuals for bridge planning, design, construction and cost
estimations.
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:
computer-aided design for superstructure,

computer-aided drawings,
quantity calculations,
substructure design.
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.
AIPCR . 86 . 11.16.B - 2005

JKR Bridge Management Practice
The Bridge Unit of JKR is directly responsible for the management of the nations
Federal bridges by way of controlling the Annual Federal Operating Budget for bridge
maintenance. Although not in charge of the state funds, Bridge Unit does advise the
States on bridge problems involving State bridges. Bridge Unit has now a
comprehensive bridge management system consisting a team of bridge experts, a set
of bridge manuals and the BMS software. The bridge management system is now
discussed.
JKR Bridge management systems (JKR BMS)
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:
ranking of bridges for actions,

selection of best treatment options,
bridge data management,
project data management,
cost data management,
preparation of annual budget.
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.
The basic modules of Win JKR BMS are:
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
Manuals constitute an indispensable part of the JKR bridge management system.

These manuals were mainly developed from the studies discussed above.
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.
Bridge inspection program
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.
AIPCR . 88 . 11.16.B - 2005

References
[1] Bridge Unit (2001), Annual Bridge Inspection Manual, Ibu Pejabat JKR K.L., April 2001.
[2] British Standards Institution (1978), BS 5400, Steel, Concrete and Composite Bridges, Part 2:
Specification for loads.
[3] Department of Transportation (1984), Departmental Standard BD 21/84 The Assessment of
Concrete Highway Bridges and Structures.
[4] Department of Transportation (1988), Departmental Standard BD 37/88 Loads for Highway
Bridges.
[5] Government of Malaysia (1988), The Axle Load Study Final Report, 1988.
[6] Government of Malaysia (1995), The Study on the Determination of the Structural Capacity of
Existing Bridges in Peninsular Malaysia Executive Summary Report, Volume I, June. 1995.
[7] Government of Malaysia (1989), Weight Restrictions (Federal Roads) Order 1989 - P.U.(A) 478.
[8] Government of Malaysia (1991), Weight Restrictions (Federal Roads) (Amendment) Order 1991 -
P.U.(A) 199.
[9] Government of Malaysia (1995), The Study on the Determination of the Structural Capacity of
Existing Bridges in Peninsular Malaysia Executive Summary Report, Volume I, June. 1995.
[10] Hudson, S. W. and Moser, L. O. (1991), Consultancy Review of Prototype JKR BMS, Final Report
prepared for JKR, Roads Branch, July, 1991.
[11] JICA (1992), The Study on the Maintenance and Rehabilitation of Bridges in Malaysia Final Report,
Volume II, Main Report, Oct. 1992.
[12] JICA (1996), The Study on the Standardization of Bridge Design in Malaysia Final Report, Volume
II, Main Report, Aug. 1996.
[13] JKR, Bridges of Malaysia, Bridge Unit, Roads Branch, 1997.
[14] Mansfield, R. & Ng, S. K. (1984), The Need for Systematic Bridge Inspection and Strength
Assessment, Indian Road Congress, India, 1984.
[15] Ng, S. K., Yasin, M. H. and Lim, C. C., (1990), JKR Standard Specification for Bridge Loading,
Proceedings of the 6th Regional Conference of Road Engineering Association of Asia and
Australasia, Kuala Lumpur, 4-10, Mar., 1990.
[16] Ng, S. K., Leow, C. H. and Ku Mahmud, K.M.S.,(2000), A National Guide to Bridge Inspection,
Paper presented at the 4th Malaysian Road Congress, Kuala Lumpur, 30th October 1 November
2000.
[17] Ng, See King, (2000), Key Issues in Bridge Management, Special Issue of IEM Journal on Bridge
Engineering, 2000.
[18] OECD (1992), Bridge Management, Paris: Road Transport Research.
[19] Omar, W., Razak, R. A., Ng, S. K. and Arshad, A. A., (1992), Improvement Decision in the JKR
Bridge Management System, Proceedings of IRF/ARF Asia Pacific Regional Road Conference,
Gold Coast, Australia, 22-27, Mar., 1992.
[20] Razak, A., Rohani and Ng, See King, (1999) Bridge Management in Malaysia, Paper accepted for
presentation in the 4th International Seminar on Bridges and Aqueducts 2000 in Mumbai, India, 7-9,
February 1998.
[21] REAM, (1999), Guidelines on Bridge Aesthetics, 1999.
[22] Royal Commission (1988), Report of the Royal Commission into the Collapse of Part of the
Platform of the Passenger Waiting Area of the Sultan Abdul Halim Ferry Terminal at Butterworth on
31 July 1988.
[23] Tham, K. W (1987), Establishing a Bridge Inspection and Maintenance System for JKR, Working
paper presented to PWD Senior Officers Conference, 1987.
[24] Tham, K. W., Khoo, C. L. and Ng, S. K. (1990), Towards Evolving a Bridge Management System
for JKR, Proceedings of the 6th Regional Conference of Road Engineering Association of Asia and
Australasia, Kuala Lumpur, 4-10, Mar., 1990.
[25] Tham, K. W., Ng, S. K., Mohd. Hashim, S. and Jasmani, Z. (1991), The JKR Bridge Management
System (JKR BMS), Proceedings of the 2nd Regional Conference on Computer Application in Civil
Engineering, UTM, Johor Bahru, Malaysia, 12-13, Nov., 1991.
[26] World Highway (1994), News: Sudden death in Seoul, World Highway, Dec., 1994.
[27] Yusof, N. M. (1996), Annual Bridge Inspection - Results and Findings, Proceedings for the
International Seminar on Bridge Engineering & Management in Asian Countries, Jakarta,
Indonesia, Sept. 10-13, 1996.
[28] Ng, S. K., Leow, C. H. and Ku Mahmud, K.M.S.,(2000), A National Guide to Bridge Inspection,
Paper presented at the 4th Malaysian Road Congress, Kuala Lumpur, 30th October 1 November
2000.
PIARC . 89 . 11.16.B - 2005

Road Bridges Management System and
Bridge Maintenance in Vietnam
Tong Tran Tung Dr.-Ing
a
Professor and Acting Director, Department of Science and Technology,
Ministry of Transport and Communication, VIETNAM
Tel: +84-4-942 0150, Fax: +84-4-822 2433, E-mail: tongtung2001@yahoo.com
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
Major Bridges in Vietnam Road Network
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.
General Bridge Situation
In general, situation of bridge in Vietnam can be listed as follows:
Density: (15m-80m) of bridge per 1 km road,

Bridge of over 100m long: low percentage,
Bridge of over 1,000m long: only cross Red river, Mekong river or near Sea,
The old existing bridges (about 30%) 3m-6m wide, suitable for vehicle of 8 tons to
13 tons only,
Bridges in southern part were constructed during war time with temporary steel
substructure so it is needed to be replaced.
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.
AIPCR . 90 . 11.16.B - 2005

Reinforced Concrete and Pre-stressed Concrete Bridge
70% of other structures,

Span 20m - 40m, simple girder of PC,
Cantilever pre-cast segment; Rao (1980), An Duong (1981), Niem (1984). However,
Rao bridge collapsed in 1998,
Cantilever casting for PC box girder, span 65m - 130m since 1995 prior using.
Cable Stayed Bridge
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.
Material and Structural System
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.
PIARC . 91 . 11.16.B - 2005

Foundation and Pier
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.
Other technical matters
Using of software to serve the survey, design, material test, management

New material: carbon fiber, glass fiber, polymer concrete, highly compressive
concrete, composites etc.
Road Bridge Management System in Vietnam

Organization System of the Ministry of Transports
Organization System of the Ministry of Transports is shown in Figure 3.
Organization System of the Vietnam Road Administration Bureau
Organization System of the Vietnam Road Administration Bureau is illustrated Figure 4.
Tasks of Road Administration Bureau in Bridge Management
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.
Tasks of Provincial Transport Departments in Bridge Management
Similar to those of Road Administration Bureau but limited in local road system (such
as: bridges on provincial road, etc.).
Technical System for Bridge Management and Maintenance
Standards and Manuals
Inspection Standards for Bridge.

Standards of Loading Test for Bridge.
Bridgeman Software Management System (applied experimentally in Road
Administration Division No.2 since 2000 and to be applied in entire Road
Administration Bureau in 2002).
Management and Regular Maintenance Procedures prepared for specific bridge (ex:
Chuong Duong, My Thuan, Thang Long Bridges, etc.) which issued right from the
start of the bridge operation.
AIPCR . 92 . 11.16.B - 2005

Facilities for Bridge Inspection and Maintenance.
Facilities installed to super and sub-structure (Automatic and fixed Maintenance
Trolley); Bridge Inspection Truck.
Test instrument in many laboratories.
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.
Figure 4 - Organization System of the Vietnam Road Administration Bureau
PIARC . 93 . 11.16.B - 2005

Lao Cai N.H. 4 Cao Bang Lang Son N.H. 4 Mong Cai
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
Huong Khe N.H. 15A Ha Tinh

Ron
P.R. 2
Gianh
P.R. 4 Dong Hoi
Khe Sanh Km16-N.H.9 Dong Ha

DaKRong (Km 50 - N.H. 9)
N.H. 49 HUE CITY

A Tep
Supporting Route for Hai Van Pass Hai Van Tunnel
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
N.H. 28 Phan Thiet
Chon Thanh (Km 1609) N.H. 55

Binh Loi
Ben Cat Dong Nai
Sai Gon (Km 1676)
Tay Ninh N.H. 22 Hochiminh City N.H. 51 VUNG TAU
E My Thuan
My Tho N.H. 53 Rach Mieu Ben Tre
Figure 1 - Location of Major Bridges in Vietnam Road Network
AIPCR . 94 . 11.16.B - 2005

(a) Bridge of Cantilever Casting PC Box (b) Steel Truss Bridge
Girder
(c) Cable Stayed Bridge in Rural area (d) Suspension Bridge in Rural area
(e) Cable Stayed Bridge (f) Stone Arch Bridge
Figure 2 - Typical Bridges in Vietnam
PIARC . 95 . 11.16.B - 2005

Ministry of Transport
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.
Figure 3 - Organization System of the Ministry of Transports
PIARC . 96 . 11.16.B - 2005

Rapport exposant la situation de madagascar dans le domaine de la gestion
des ponts et autres ouvrages.
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.
Contexte national malgache

Le projet sinscrit dans le cadre de la politique de gestion des ouvrages dart
Madagascar, relativement aux mesures daccompagnement entreprendre pour une
meilleur mise en uvre de ladite politique travers le PNEOA. Cette politique a t
valide en dcembre 1997. Depuis janvier 1998, Le ministre des travaux publics de
Madagascar procde la mise en uvre de cette politique, conformment au
calendrier prvu.
Le rseau ouvrage dart a t constitu :
1 cellule PNEOA au ministre central ;

6 cellules rgionales des ouvrages dart (CROA) dans les six provinces autonomes ;
45 correspondants ouvrages dart (COA) dans les 45 subdivisions des 6 directions
rgionales des travaux publics.
Par ailleurs, le financement requis pour lanne 1998 a t mise en place.

Nanmoins, le dmarrage savrait difficile :
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.
Bref, le rseau nest pas encore totalement oprationnel.
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).
Si aucune action nest entreprise court terme quant la rationalisation de lutilisation

de ces crdits, tous ces milliards risquent :
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 de la politique de gestion des ouvrages routiers Madagascar
Objectif global
Rationaliser la mise en uvre de la politique de gestion des ouvrages dart

Madagascar.
Objectifs spcifiques
encadrer et dynamiser le rseau ouvrages dart du Ministre des travaux Publics ;

laborer et mettre en place des documents techniques requis pour la gestion ; la
surveillance et lentretien des ouvrages dart ;
sensibiliser les autres entits concernes par la gestion et lexploitation des
ouvrages dart (usagers, collectivits, lus, service dordre).
Besoin en formation des cadres techniques

Pour les formations court terme (1 an)
Depuis 1996, des projets combinant formation au management et actions dapplications

ont t mens Madagascar afin de crer un dynamique durable pour amliorer la
gestion de lentretien routier.
AIPCR . 98 . 11.16.B - 2005

CADRE DU FINANCEMENT POPULATION CIBLE DESCRIPTION SITUATION
PROJET SOMMAIRE Novembre 98
Appui Coopration Cadre du MTP Cycle de Cycle1 : termin
lorganisation de franaise (FAC) (Rgionaux et management de Cycle2 : Projets
lentretien routier centraux) : Vivier lentretien routier professionnels en
(AOER) denviron 30 cours de ralisation
ingnieurs par cycles soutenance en mi-Mai
1999
Cycle3 : Thme de
projets professionnels
en cours
didentification
Appui la Union europenne Cadres techniques Cycle de formation En cours de montage
restructuration (FED) (publics et privs) : action en vue et la ralisation est
institutionnelle du Vivier de 30 50 dvelopper la prvue pour 1999
secteur routier ingnieurs comptence
(projet FED) spcifique des cadres
techniques appels
intervenir dans la
gestion, la
surveillance et
lentretien des
ouvrages dart
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.
Pour les formations professionnelles moyen terme (3 ans).
Un organisme pouvant assurer la formation continue existe Madagascar : linstitut

national de lInfrastructure (ININFRA), organisme rattach au Ministre des Travaux
Publics.
Pour les formations acadmiques long terme (>3 ans).
Deux organismes de formation en matire de Travaux publics existent Madagascar :

lcole Suprieure Polytechnique dAntananarivo : Pour les ingnieurs (ESPA) ; lInstitut
suprieur de Technologie dAntananarivo : Pour les techniciens suprieurs (IST).
Produits attendus partir des formations dispenses

A court terme (1 an)
Proposition de thmes de projets professionnels au cycle 3 / Projet AOER, relativement

au besoin dj identifis la gestion, de la surveillance et de lentretien des ouvrages
dart Madagascar.
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 ;
Encadrement et animation des participants au cycle / Projet FED : Cours en salle et

Chantiers Ecoles ;
PIARC . 99 . 11.16.B - 2005

Mise en place des produits issus du cycle / projet AOER et Projet FED, en oprant dans
un premier temps au sein dune ou de deux directions rgionales pilotes.
En moyen terme (3 ans) : pour les formations professionnelles.
En ce qui concerne la vulgarisation des produits des cycles, linstitut national de

lInfrastructure (ININFRA) servira dappui pdagogique et logistique. Des formations
continues bases sur ces produits y seront dispenses priodiquement selon la
demande des units rgionales, des entreprises, des bureaux dtudes ou dautres
entits. A ce propos, des descentes sur terrains peuvent tre envisages (Formation
ambulant).
A long terme (> 3 ans) : pour les formations acadmiques
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 de gestion des ouvrages dart en vigueur.

Les fondateurs
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 :
1. Un ingnieur responsable de projet la direction des infrastructures (chef de

mission). Cest le chef de la cellule programme national dentretien des ouvrages
dart (PNEOA) actuel ;
2. Le chef du service des ouvrages dart ;
3. Un ancien directeur de lentretien routier ;
4. Le chef du service technique de la direction rgionale des travaux publics
dAntananarivo ;
5. Le chef du service technique de la direction rgionale des travaux publics de
Toamasina ;
6. Le chef de service territorial des travaux publics de Fianarantsoa , actuellement chef
de la cellule rgionale des ouvrages darts de Fianarantsoa, direction rgionale de
Fianarantsoa ;
7. Le chef du service territoriale des travaux publics de Maevatanana, Direction
rgionale de Mahajanga ;
8. Un ingnieur spcialis ouvrages darts du service des ouvrages dart, actuellement
en service la cellule PNEOA.
Le choix des membres de lquipe a t orient vers lexprience de chaque membre

dans le domaine de lentretien routier et /ou dans le domaine des ouvrages dart. il a t
aussi conditionn par lloignement gographique de lindividu aux fins de mieux
organiser les runions et les ateliers de travail.
AIPCR . 100 . 11.16.B - 2005

Mise jour de la politique de gestion des ouvrages dart
La politique de gestion des ouvrages dart en vigueur Madagascar a t mise jour

en suivant deux phases de travail :
la phase DIAGNOSTIC : diagnostic du systme existant avant 1997 auprs du

Ministre central, auprs de toutes les directions rgionales et auprs du secteur
priv oprant dans le domaine du gnie civil.
la phase IDENTIFICATION et FORMATION de la politique.
Politique de gestion des ouvrages dart valide en dcembre 1997 Madagascar
Contexte et justifications
Le gouvernement a engag une politique de gestion du patrimoine routier dans le

secteur du transport. Lactualisation de la loi 88-013 portant organisation de la charte
routire est en cours afin de dfinir les modalits de gestion rationnelle du patrimoine
routier national et de dterminer les niveaux de responsabilit de ltat et des
collectivits territoriales dcentralises en matire de construction, de rhabilitation et
dentretien des routes et en relation troite la protection de lenvironnement. Pour
lexcution de cette charte routire, le Fonds dEntretien Routier (FER) a t cre en
1999.
A ce propos, il convient de signaler que la sauvegarde du patrimoine routier comprend

des actions entreprendre sur litinraire en terme dentretien des chausses et en
terme dentretien des ouvrages dart. Les enjeux respectifs sont en fait trs importants,
mais la valeur ouvrage ne doit pas tre sous-estime car leffondrement dun seul
ouvrage d au manque dentretien annihilerait tous les efforts dploys pour la route.
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.
PIARC . 101 . 11.16.B - 2005

Dans cette politique, les rsultats prconiss sont essentiellement : lentretien rgulier
des ouvrages, le respect des charges rglementaires, la rduction des actes de
vandalisme, puis le respect de conception et de la ralisation des ouvrages dart
inadaptes aux contextes de fonctionnement.
Stratgie
Le MINISTRE DES TRAVAUX PUBLICS envisage une dmarche rationnelle et

progressive. Le rseau structurant (RN2, 4 ,6 Nord et 7) reliant la capitale aux chefs
lieux de FARITANY, totalisant 2 244 Km et 420 ouvrages dart, sera trait dans un
premier temps. Le rseau du groupe de travail interministriel du Transport (GTIT)
totalisant 4 840 Km de route Nationale et 1 000 ouvrages dart, sera trait en second
lieu, et les actions staleront progressivement sur la totalit des 8 500 Km de routes
Nationales, et enfin, termes sur le rseau de 15 000 Km du DCPE.
Pour chaque rseau considr dans le temps, les tapes suivantes seront entreprises :
le recensement systmatique des ouvrages effectu paralllement une inspection

dfinissant leur tat la date du recensement ;
linstauration dun systme de surveillance trois niveaux de priodicit, donnant
limage permanente de ltat de chaque ouvrage : la surveillance continue, la visite
annuelle et linspection dtaille priodique, conformment linstruction Technique
de 1988 mettre jour en fonction de lorganisation prvue dans le paragraphe
5.3.4.1 ;
la programmation des tudes et travaux dentretien courant et spcialis
entreprendre, suivi de ralisations en fonction des priorits et du crdit allou ;
lidentification des ouvrages dart rhabiliter ou reconstruire dont la liste sera
remise la direction comptente en vue de la ralisation.
Il convient de signaler que pour prenniser cette programmation du PNEOA, le

MINISTRE DES TRAVAUX PUBLICS doit dployer une action continue de
rhabilitation et/ou de reconstruction des ouvrages dart les plus endommags.
Mesures daccompagnement
Aux fins de rationaliser cette politique les mesures daccompagnement suivantes sont
prises en parallle :
9. La mise en place dune organisation rationnelle et efficace :
o au niveau du ministre des travaux publics : la cration progressive dun

rseau ouvrages dart tous les chelons :
o chelon central : dpartement ouvrages dart, au rang de direction ,
o chelon rgional : dpartement ouvrages dart, au rang de service ,
o chelon subdivision : correspondant ouvrages dart (interlocuteur),
o et la dotation de ce rseau en moyens matriels personnels et financiers,
o au niveau national.
La cration dun comit de suivi interministriel pour la mise en uvre de la politique.

Ce comit est dot dune cellule technique soccupant en particulier des normes et
textes techniques.
AIPCR . 102 . 11.16.B - 2005

10. La motivation et la formation solide du personnel appel intervenir pour la mise en
uvre de la politique,
11. La sensibilisation des usagers et la responsabilisation des collectivits territoriales
dcentralises quant au respect des charges rglementaires et aux actes de
vandalisme,
12. La mise en service des brigades de scurit routire pour les contrles des charges
et lapplication des textes en vigueur et rgissant lexploitation des ouvrages dart.
Programmation physique et budgtaire horizon 2004
Intervention 1998 1999 2000 2001 2002 2003 2004

A. REALISATION : Etudes et travaux
A.1 RECENCEMENT
Nombre OA trait 1000 700
Cot (Moi Fmg) 1000 1000
A.2 ENTRETIEN COURANT
Nombre OA trait
Cot (Moi Fmg) 420 1000 1700 1700 1700 1700 1700
300 300 510 510 510 510 510
A.3 ENTRETIEN SPECIALISE
Nombre OA trait
Cot (Mio Fmg) 60 102 143 143 143 143 143
5 000 8 500 12 000 12 000 12 000 12 000 12 000
Cot TOTAL (MioFmg) 6 300 9 500 12 510 12 510 12 500 12 500 12 510
B. FONCTIONNEMENT LIE : Personnel, Equipements, Bureau
B.1 COUT FONCTIONNEMENT 629 720 000 Fmg/an
B.2 COUT INVESTISSEMENT 3 331 000 000 Fmg pour un cycle de travail de 7 ans
LE RECENCEMENT PEUT ETRE EFFECTUE PAR LE MINISTERE DES TRAVAUX

PUBLICS ou par des Bureaux dtudes spcialiss en Ouvrages dArt.
LEntretien Courant et lEntretien Spcialis seront confis aux Petites et Moyennes

Entreprises.
NOTA : Ce programme ne tient pas compte des travaux de rhabilitation et de reconstruction.
Organisation existante
La structure
Avant la mise en uvre de la politique prcite, la structure gnrale du Ministre des

Travaux Publics a t telle que prsente dans lorganigramme ci-dessous mais sans
les postes indiqus par une croix.
Il est noter que les directions rgionales se trouvent dans les Chefs lieux des
Provinces Autonomes de :
au CENTRE : Antananarivo (Tananarive) et Fianarantsoa ;

lEST : Toamasina (Tamatave) ;
lOUEST : Mahajanga (Majunga) ;
au NORD : Ansiranana.(Diego-Suarez) ;
au SUD : Toliara (Tular) ;
les rsultats des diagnostiques ont permis didentifier la ncessit dinstaller un
rseau Ouvrage dArt tous les niveaux hirarchiques, aussi bien centraux que
rgionaux. En effet, le dpartement Ouvrage dArt napparat explicitement quau
niveau de la Direction centrale soccupant des infrastructures, il sagit du Service
PIARC . 103 . 11.16.B - 2005
des Ouvrages dArt (SOA) qui soccupe des rhabilitations et des constructions
neuves ;
auprs de la Direction centrale soccupant de lEntretien Routier, il est fusionn
dans le dpartement soccupant des routes ;
auprs des directions rgionales, il est fusionn dans le service central soccupant
des Techniques ;
auprs des subdivisions, il disparat compltement.
Do la mise en place de la nouvelle structure incluant les postes indiqus en rouge :
la cellule PNEOA (Programme national dEntretien des Ouvrages dArt), rattache

au Secrtariat gnral ; pour soccuper de tout ce qui est gestion des Ouvrages
dArt (surveillance, entretien et rparation au niveau national) ;
la CROA (Cellule Rgionale des Ouvrages dart) rattache la Direction rgionale ;
le COA (Correspondant Ouvrage dArt) qui est le Chef de la Subdivision.
AIPCR . 104 . 11.16.B - 2005

MTP
Lgislation et contentieux
Secrtariat
gnral
CELLULE PNEOA
DIRECTION DIRECTIONS
5 CENTRALE 6 REGIONALES
CABINET MTP SERVICES SERVICES CELLULE REGIONALE DES

CENTRAUX 22 TERRITORIAUX 6 OUVRAGES DART (CROA)
RESSOURCES
Technique
Formation
45 SUBDIVISIONS
Administratif
CORRESPONDANTS
PROGRAMMATION OUVRAGES DART (COA)
INFRASTRUCTURES
Routes
Ouvrage dArt
ENTRETIEN ROUTIER
Routes
PNEOA = Programme National dentretien des Ouvrages dart
LA STRUCTURE EXISTANTE PIARC . 105 . 11.16.B - 2005

Documents de travail
A lheure actuelle, lInstruction Technique de 1988 reste le document de base disponible

en matire dorganisation affrente la gestion des Ouvrages dart.
Une synthse de son contenu est joint ci-aprs :
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).
A ce propos, il convient de signaler quune mise jour de cette Instruction Technique

conformment la structure existante et la politique actuelle de dcentralisation et de
privatisation savre encore utile avant toute application.
INSTAURE PAR LA NOTE CIRCULAIRE

N 0241 MTP/SG/DGE/ DR/88 du 18 FVRIER 1988
POUR UN RSEAU ROUTIER DE 15.000 KM
BITUME : 4 933 Km
En TERRE : 3 720 Km
Desserte : 6 288 Km
AVEC PATRIMOINE OUVRAGES DART :
Ouvrages de franchissement :
- Ponts
- Ponceaux
- Dalots
Dfinitifs ou provisoires
Ouverture>= 5mtre
Nombre estim 3 000 (1 ouvrage tous les 5 Km)
PIARC . 106 . 11.16.B - 2005

PROGRAMME NATIONAL DENTRETIEN DES OUVRAGES DART (P.N.E.O.A.)
LES QUATRE ACTIONS DE

SURVEILLANCE ET
DENTRETIEN
IT 88
Celui qui prend bien soin de ses affaires a de belles choses
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
RAPPORT DE SURVEILLANCE =DOSSIER

DOUVRAGES
PIARC . 107 . 11.16.B - 2005

ORGANISATION DES ACTIONS
Thorique (IT .88) RECENSEMENT
ENTRETIEN/
RPARATION SURVEILLANCE
ENTRETIEN SURVEILLANCE VISITE PREMIERE

COURANT CONTINUE ANNUELLE I.D
I.D EXCEPTIONNELLE
ENTRETIEN
SPCIALISE NON
OUI
?
FINANCEMENT
REPARATION
Applique avant 1998

SURVEILLANCE
CONTINUE SPCIALE
I.D
EXCEPTIONNELLE
OUI NON
?
REPARATION FINANCEMENT I.D PRIODIQUE
AIPCR . 108 . 11.16.B - 2005

PROGRAMMATION NATIONALE DENTRETIEN DES OUVRAGES DART (P.N.E.O.A.)
LES TROIS NIVEAUX DENTRETIEN
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 :
le nettoyage des accs de visite : la suppression de toute vgtation parasite ;

le nettoyage de la chausse : lenlvement des dpts qui se crent sur les rives de
la chausse et sur les trottoirs ;
le nettoyage des joints de chausse (lorsquil y en a) ;
le nettoyage des dispositifs dcoulement des eaux : gargouilles, barbacanes,
fosss, caniveaux, drains ;
le nettoyage des sommiers dappuis ;
lenlvement des corps flottants dposs au pied des piles et des cules.
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 remise en peinture partielle ou totale de louvrage ;

le changement des parties particulirement corrodes dun ouvrage mtallique
(lorsquelles sont peu nombreuses) ;
le rtablissement des balises dlimitant la partie roulable de louvrage ;
la rfection de la couche de roulement ou du platelage ;
la protection des berges aux abords de louvrage (amont et aval) ;
la rejointoiement dune maonnerie ;
le changement des joints de chausse, garde-corps, etc ;
la ragrage dun bton paufr ;
la protection dune fondation affouille.
LA REPARATION
Il sagit des travaux destins remettre tout ou partie douvrage dans son tat de
service initial.
toute rparation est la consquence dune anomalie du comportement des

matriaux ou de la structure (outre les vnements extrieurs, ex : chocs) dans des
conditions denvironnement parfois particulires ;
la rparation ncessite une inspection dtaille prliminaire ;
PIARC . 109 . 11.16.B - 2005

la rparation est une tche plus difficile que la construction. Elle exige dtre traite
par des spcialistes ;
lestimation des cots de la rparation et celle de lvolution du comportement de
louvrage peuvent quelquefois conduire la solution de remplacement de louvrage.
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.
Un cycle dure un an et mobilise un vivier dune trentaine de cadre suprieurs. Il

comprend sept modules dont six Madagascar et un la Runion.
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
Il sagit dun projet dappui la restructuration institutionnelle du secteur routier au

Ministre des travaux Publics de Madagascar, projet financ par lUnion europenne
sur le Fonds europen de dveloppement (FED-Projet FED6.MAG.121).
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.
Direction Dpartementale de lquipement de la Runion.
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
AIPCR . 110 . 11.16.B - 2005

dart. Par ailleurs, tant donn le rapprochement gographique, et donc climatique de la
Runion Madagascar, ces expriences sont trs bnfiques pour ce dernier.
Les perspectives dAvenir

Llaboration des documents techniques
Le guide dinspection et dentretien des ouvrages darts

Aprs laction 03 dans la direction Rgionale de lEST (TOAMASINA) sur le module
entretien et rparation les actions suivantes sont faire :
reprise du volet ENTRETIEN en fonction des observations et suggestions des

stagiaires et des intervenants privs ;
mise en forme finale, compte tenu des ractions des stagiaires lors des actions
antrieures :
o format de poche pour les hommes de terrain,
o format HTML pour le rseau INTERNET ;
dition dune version en langue Malgache pour les presses locales, les collectivits
rurales et dautres usagers ne parlant que la langue locale ;
acquisition de droit dauteur pour valoriser le produit ;
vulgarisation lors des formations lInstitut National de linfrastructure et par des
systmes audiovisuels.
Les autres documents techniques

Les autres documents techniques seront labors conjointement avec le Rseau
Ouvrages dart lors des modules de formation. A titre dexemple, il a t propos de
faire sortir par les stagiaires du module Entretien et rparation des spcifications
techniques des travaux affrents aux ponts qui seront tudis dans le cadre du module.
Lencadrement et de la dynamisation du rseau ouvrages dart
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 :
continuer sur 45 % de Correspondants Ouvrages darts qui nont pas pu bnficier

des actions antrieurs (Direction Rgionale du SUD et les autre COA) ;
continuer lactions 03 en ralisant le module contrle et surveillance . ce
propos, des ngociations doivent tre anticipes pour que les travaux issus des
tudes faites au Module Entretien et rparation soit financs ;
multiplier le cycle complet dans toutes les autres directions Rgionales : Module
Entretien et Rparation suivi de module Contrle et surveillance ;
intensifier la formation continue linstitut national de linfrastructure (ININFRA), et
lextrieur de Madagascar (Ecole Nationale des Ponts et Chausse,).
Lanimation
Il sagit dofficialiser la tenue priodique de la journe Ouvrages dArt o les chefs de

cellule des Ouvrages dart et les Correspondants Ouvrages dArt puissent changer des
informations, exposer et en cherchant ensemble les solutions en fonction, des
expriences de chacun. A titre dexemple, les frquences peuvent tre :
PIARC . 111 . 11.16.B - 2005

pour le Rseau CROA/COA : mensuelle, lors de leur Runion de comit de
Direction ;
pour le Rseau PNEOA/SOA/CROA : trimestrielle ;
pour le Rseau PNEOA/SOA/CROA/COA : Semestriel.
Les motivations de CROA et COA
Les approches ci-aprs seront exploiter et mettre en uvre dans la limite du

possible :
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
Les divers changes de vue et dinformation avec les experts nationaux et

internationaux ont permis aux responsables malgaches dtablir une politique de
gestion des ouvrages applicable Madagascar et de bien dterminer les recherches
ncessaires pour mieux matriser pendant toutes leurs phases de vie.
AIPCR . 112 . 11.16.B - 2005

LA GESTION DES PONTS DANS LES PAYS AUSTRALASIENS ET AFRICAINS / MANAGEMENT OF BRIDGES IN AUSTRALASIAN AND AFRICAN COUNTRIES
Ce rapport prsente les rsultats de lenqute ralise par le comit C11 de

lAIPCR en 2000, auprs des pays australasiens et des pays africains, dans
la perspective des sminaires prvus. Lobjectif tait de rassembler des
informations afin de mieux apprhender la gestion des ponts dans ces
pays, les difficults rencontres et les besoins. Les questions poses
concernaient les points suivants : le patrimoine (ponts, murs de
soutnement) ; ltat du patrimoine ; la dfinition des priorits de travaux ;
lorganisation (attribution des tches) ; la formation : la politique de
gestion ; les problmes rencontrs. Ce document est complt en annexe
par des rapports de Madagascar, de la Thalande, de la Malaisie et du
Vietnam, dcrivant ltat de la gestion des ponts dans chacun de ces pays.
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 questions were about: the stock (bridges, retaining walls), the
condition of the stock, the definition of work priorities, organization (who is
doing what?), training, management policy, problems encountered. The
report is completed by appendices with reports from Madagascar, Thailand,
Malaysia and Vietnam which describe the situation in bridge management
in each of these countries.
AIPCR - ASSOCIATION MONDIALE DE LA ROUTE

La Grande Arche - Paroi Nord
92055 LA DEFENSE Cedex - FRANCE
Fax : +33 1 49 00 02 02 E-mail : piarc@wanadoo.fr
http://www.piarc.org
PIARC - WORLD ROAD ASSOCIATION
11.16.B
ISBN : 2-84060-181-8

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LA GESTION DES PONTS DANS

2005 Comit AIPCR des Ponts et autres Ouvrages routiers (C11)

ISBN : 2-84060-181-8 AIPCR . 2 . 11.16.B - 2005

PIARC . 3 . 11.16.B - 2005

Les questions poses concernaient les points suivants :

Les rsultats de lenqute et lanalyse des rponses sont prsents ci-dessous.

Chapitre II : pays australasiens ;

Ce document est complt en annexe par des rapports de Madagascar, de la

Le questionnaire et lanalyse ont t fournis par le comit C11, groupe de travail 2,

The questions were about:

the stock (bridges, retaining walls); organization (who is doing what?);

the condition of the stock; training;

Chapter II for Australasian countries;

The report is completed in appendices with reports from Madagascar, Thailand,

Members of topic#2: Toward a performing management of bridges (and other

Tableau recensant les rponses des pays.

Analyses et commentaires faisant suite aux rsultats

3 Bhoutan Routes gres par la direction des routes 3 6901

Les plus petits rseaux : 260 km Hong-Kong et 2 351 km Brunei.

Each question is mentioned ahead with this format.

The table shows the responding countries.

Analysis and comments follow the results

3 Bhutan Department of Roads 3 690 1

Pays Longueur en km Ponts Murs de soutnement

Le rapport entre le nombre de ponts et de kilomtres varie approximativement entre 0,4

Country Length in km Bridges Retaining walls

These figures must be taken with care:

Nombre total Bton arm Bton Acier Mixte Maonnerie Bois

14 Thalande 12 267 Non, pas de distinction en fonction des matriaux.

15 Turquie 4 850 4 064 306 37 323 120 0

Total number Reinforced Prestressed Steel Composite Masonry Timber

14 Thailand 12 267 No differentiation by material

15 Turkey 4 850 4064 306 37 323 120 0

Australia-Queensland and Hong Kong: prestressed concrete in majority;

29% Bton arm

Figure 1 Rpartition des ponts par matriau en Asie

Si oui, indiquez la part de chaque type douvrage.

La plupart des pays ont pu prciser la part de chaque type douvrage.

Lanalyse suivante est ralise pays par pays.

Australie (Queensland) Nombre de ponts < 1959 60 - 69 70 - 79 80 - 89 90 - 2000

Bangladesh Nombre de ponts < 1959 60 - 69 70 - 79 80 - 89 90 - 2000

AIPCR . 12 . 11.16.B - 2005

Figure 1 - Bridges material distribution in Asia

If yes, indicate the share of each kind of structures.

The following analysis is done country by country.

Australia, Queensland Nb of Bridges < 1959 60 - 69 70 - 79 80 89 90 - 2000

Bangladesh Nb of Bridges < 1959 60 - 69 70 - 79 80 89 90 - 2000

PIARC . 13 . 11.16.B - 2005

Hong-Kong Nombre de ponts < 1959 60 - 69 70 - 79 80 - 89 90 - 2000

Japon Nombre de ponts < 1959 60 - 69 70 - 79 80 - 89 90 - 2000

Malaisie Nombre de ponts < 1959 60 - 69 70 - 79 80 - 89 90 - 2000

AIPCR . 14 . 11.16.B - 2005

Hong Kong Nb of Bridges < 1959 60 - 69 70 - 79 80 89 90 - 2000

Japan Nb of Bridges < 1959 60 - 69 70 - 79 80 89 90 - 2000

Malaysia Nb of Bridges < 1959 60 - 69 70 - 79 80 89 90 - 2000

PIARC . 15 . 11.16.B - 2005

Russie Nombre de ponts < 1959 60 - 69 70 - 79 80 - 89 90 - 2000

Turquie Nombre de ponts < 1959 60 - 69 70 - 79 80 - 89 90 - 2000

ge du patrimoine des ponts en Asie

Figure 2 Chiffres synthtiques pour lAsie

Russia Nb of Bridges < 1959 60 - 69 70 - 79 80 89 90 - 2000

Turkey Nb of Bridges < 1959 60 - 69 70 - 79 80 89 90 - 2000

Bridges stock age in Asia