Operation and Maintenance of Bridges

Session 1 - Asset Management

Dr J W W Chan

October 2018
Asset management is a strategic and systematic process of
maintaining, upgrading, and operating physical assets effectively
throughout their life cycle. It focuses on business and engineering
practices for resource allocation and utilization, with the objective
of better decision making based on quality information and well-
defined objectives. It reflects a comprehensive view of system
management and performance. The core principles of asset
management are the following:-

• Policy driven.
• Performance based.
• Analysis of options and trade-offs.
• Decisions based on quality information.
• Monitoring to provide clear accountability and feedback.
Bridge Asset Management

Achieving excellence – what gives best value?

The key thrust of achieving excellence is the delivery of best value for money.
This is not the lowest cost, but the best balance of quality and whole life cost to
meet user requirements.

Achieving Excellence in Construction

The Office of Government and Commerce, London
What is ISO 55000?
The ISO 55000 series comprises three standards:

• ISO 55000 provides an overview of the subject of asset

management and the standard terms and definitions.

• ISO 55001 is the requirements specification for an integrated,

effective management system for asset management.

• ISO 55002 provides guidance for the implementation of such a

management system.
The principles are outlined in ISO 55000 and 55001:-
• 1st principle is that assets exist to provide value to the organization and its
stakeholders. Asset management focuses on assets and the value they can
provide to the organization.
• 2nd principle is that asset management transforms strategic intent into technical
and financial decisions, plans and activities. Asset management decisions –
technical, financial and operational – collectively enable the achievement of the
organization’s strategic objectives.
• 3rd principle is that leadership and workplace culture help determine value
realisation. Leadership and commitment from all levels of management are
essential for establishing, operating and improvement asset management within
the organization.
• 4th principle is that asset management provides assurance that assets fulfil their
required function. This need arises from the governance process of an
organization. Its origin is in the stewardship relationship between the top
management of an organization and its stakeholders.
Bridge Asset Management

• The Importance of the Bridge Stock and Asset

Management Principles

• The main aims are to prevent the following:-

United Kingdom
United Kingdom
China
Taiwan
Portugal
USA
USA
USA
Canada
Expectations for:

• safe
• reliable and
• comfortable travel.
Interpretation of Asset Management
An interpretation of asset management for highway
infrastructure may be based on consideration of the following:

• A strategic approach over the long term;

• Meeting stakeholders’ needs;
• A systematic approach;
• Optimal allocation of resources;
• Managing expenditure over the asset lifecycle;
• Meeting performance requirements in the most efficient way;
• Managing risk; and
• Operational delivery.
Bridge Asset Management
The four prime objectives of bridge management are:

1. Performance – to maintain the structures in service with minimum

disruption, and to the standards required by the local society
2. Prediction – to understand and monitor the stock of structures in sufficient
detail to enable effective planning
3. Funding – to ensure that funds society provides produce maximum value
4. Social – to ensure safety and sustainability
Bridge Asset Management

Bridge Asset Management Philosophy

Bridge Asset Management Philosophy

Good Management Practice:

• Based on a customer focus asset management approach

• Delivery of service that is required and expected
• Minimize whole life cost of the asset
• Makes optimum use of resources
• Provides a sustainable programme of work
• It will assist in achieving Government and stakeholders long
term policies
Bridge Asset Management Philosophy

• Fortunately Highway Structures are generally long-life assets with

slow rates of deterioration
• Deterioration is caused by:
– Durability problems
– Vehicle / Ship impact
– Vehicle Fires
– Overstressing
– Vandalism/Terrorism
– Scouring
 Maintenance of Structures Limit of
serviceability
Deterioration Acceptable level
1 of deterioration

1) Do nothing repair philosophy

Time
Deterioration

2 2) Regular holding repairs

Time
Deterioration

3
3) One off, full refurbishment

Time
Durability Problems - UK
Durability Problems - UK
Durability Problems - UK
Durability Problems - UK
Durability Problems - USA
Durability Problems - USA
Durability Problems - USA

The May-mid Bridge

 Durability Problems - USA

Broken wires

Variation in
grout pH
Durability Problems - USA

Over 70,000 bridges structurally deficient

Durability Problems - USA
Durability Problems - USA
Durability Problems - USA
Maintenance funds in EU may meet “half” of need
(compare to US where only 10 to 20%)

Source: The State of Our Nation’s Bridge, Transportation for America, 2011
 (2.1%) (265) (12,355)

Data from the 2017 National Bridge Inventory ASCII files, released in January 2018 by FHWA.
 Asset Management
What is it?

• Asset Management is a formal discipline that provides a rational

approach for managing assets
• As a formal discipline it has:
– Rules and principles
– Processes and procedures
– Standards and guidance documents
Asset Management
Asset Management – What is it?

Definition of Asset Management:

• Asset management is a strategic approach that identifies the optimal

allocation of resources for the management, operation, preservation
and enhancement of the highway infrastructure to meet the needs of
current and future customers.
Asset Management – What is it?
Strategic Approach
• A planned and considered approach that takes a long term view of
service requirements and business objectives
Optimum Allocation
• Identifies needs, justifies work and makes best use of resources
Management, operation, preservation and enhancement
• Covers all aspects work and brings them together
Current and Future Customers
• Focused on delivering customer aspirations and requirements in the
long and short term
Asset Management – What is it?
Provides a framework for management

• Covers Strategic, Tactical and Operational levels

• Aligns and integrates structures management with other
highway assets
• Provides commonality between activities
• Covers processes, data and systems, people, standards and
policy
Asset Management – The Benefits
• Provides an integrated approach linked to strategic goals and
objectives
• Aligns short and long term management planning
• Requires programming maintenance funding in a logical manor
• Justifies maintenance funding
• Demonstrates the impact of different levels of funding
Asset Management – What is it?
The Hierarchy of Management Process:

• Strategic – Where are we going and why

• Tactical – What is worth doing and when

• Operational – How to do the right things

Asset Management

Idealised management hierarchy

 Asset Management
Strategic – Where are we going and why
• Overall Asset Management Policy:
– Direction of Transport Policy
– Stakeholders Views
– Government Policy

Tactical – What is worth doing and when

• Asset Management Plan
– Asset managers translate the Strategic Policy into goals and
specific plans for individual asset types
– Performance targets are set in the Asset Management Plan

Operational – How to do the right things

• Develop and implement detailed work plan:
– Detailed work plans
– Schedules
• Take account of the priorities identified in the Asset Management Plan
Asset Management

Asset Management
Framework Flowchart
Illustrates the connection
between the Strategic,
Tactical and Operational
management levels

Transport Asset Management Framework

Asset Management
Operational Processes:

• Asset inventory, condition and performance data

• Bridge Management Database
Asset Management

Tactical and Operational

Maintenance Plan
Asset Management
Bridge Management Database

• Comprehensive Asset Records

•Inspection Management
•Works Management
•Financial Planning
•Maintenance Optimisation
•Reporting Tools
•GIS
•Document Management
Bridge Management System

• A BMS is a major feature of a Bridge Management Office

• The more sophisticated BMS provide the following facilities:
– Asset inventory records
– Inspection, condition records and performance data
– Structural assessment records and results
– Maintenance data – Work bank, works ordering, maintenance
scheduling, lifecycle plans, access, TM etc
– Cost data – project out turn costs
 Bridge Management System (BMS)
• 1st generation of BMS was basically data storage of a
simple inventory, e.g. bridge structure, data collected during
an inspection, etc.

• 2nd generation BMS had distinct and defined features such

as a facility to systematically prioritize maintenance work.

• 3rd generation BMS is designed to incorporate a range of

comprehensive multi-dimensional approaches to bridge
manager, e.g. handle structural safety, deterioration or
multi-criteria decision-making, etc.
Bridge Maintenance Database
Bridge Maintenance Database
 Japan: NEXCO-Bridge Maintenance System
(NEXCO-BMS)

Inspection Data
Bridge Structure Data (Bridge Health Assessment)
Aim of NEXCO-BMS :-

1. Forecasting deterioration
Future deterioration for each member is predicted by studying the health data
collected at inspections, estimated deterioration mechanism, member
specifications and the environment which it is placed.

2. Calculating costs of repair/reinforcement

Cost calculations are made after selecting the best time and method to carry
out maintenance based on maintenance management scenarios worked out
applying deterioration predictions estimated for each member. The
maintenance costs needed for each member throughout its service years are
added up per unit (i.e., bridge, route, and jurisdiction) to forecast maintenance
costs needed in the future.
Aim of NEXCO-BMS: -

3. Utilizing BMS in maintenance

As an example of maintenance plans created using BMS, comparisons of Life-
Cycle-Cost (LCC) between existing interchanges are also possible. In this way,
preventive and breakdown maintenance scenarios may be worked out by
comparing LCC, or by incorporating maintenance schedules and methods
calculated by BMS.

4. Optimization of maintenance and repair methods

Preventive maintenance is needed to guard against future damages. If
inspections find lowered structural functions or deterioration that may inflict
damages to third parties, emergency measures will be taken, if needed, or
monitoring and detailed inspections will be carried out. And after that, at an
appropriate time, the structure will be repaired and reinforced to improve the
function using effective methods.

Source: The Current Situation and Maintenance of Expressways in Japan, Nippon Expressway Research Institute Co., Ltd. , 2013
How does Building Information Modeling (BIM) technology
translate from theoretical construction models to the real world
of operating and maintaining facilities?
Bridge Asset Management
Key factor affecting the performance of bridge database system:-

1. Performance – to maintain the structures in service with minimum

disruption, and to the standards required by the local society
2. Prediction – to understand and monitor the stock of structures in
sufficient detail to enable effective planning
3. Funding – to ensure that funds society provides produce maximum value
4. Social – to ensure safety and sustainability

- Sorting ?
 Asset Management

General Conclusions
• Improved stewardship and accountability
• Improved communication and relationships with service users
• Improved risk management
• Improved financial efficiency:
– Improved decision-making based on costs and benefits of
alternatives
– Justification for forward works programme and funding requirements
– Recognition of all costs over the life of the asset
Asset Management

General Conclusions

• Asset management does not replace existing good practice

• Instead it provides a Framework within which good practice may be:
– more effectively implemented
– managed
– complemented
by other processes and actions
But how to truly launch the “Operation & Maintenance System” ?

Programming of inspection and maintenance

Inspection & Maintenance Specification (IMS)

Inspection & Maintenance Procedure (IMP)

Asset Management

Design Maintenance of New Bridge

• Design for Inspectability

– access to inspect components
– applicability of test methods

• Design for Maintainability

– ability to be replaced

• Life Cycle Costing Analysis / Plan

Preventive Action to
Pre-stressed Bridges in Germany
• In Germany, the Federal Ministry of Transport,
Construction and Housing banned the use of grouted
tendons within the webs of cellular structures.

• Combination of unbonded internal tendons with external

tendons

• A future trend in Germany might be full unbonded post-

tensioning

Remark: France has relevant applications to the pre-stressed bridges

The Shigenobu River Bridge
is an externally prestressed segmental bridge
constructed in Japan, which is completed in 1977
Post-tensioned Bridges in Japan
• The Japan Highway Public Corporation (it is
changed to three highways companies at
present), which governed most of the highway
bridges in Japan, has actively adopted the
concept of fully external tendons for box girder
bridges since 1999 due to the improved durability
performance compared to that of internally
grouted tendons.

Sourced from Saitama University,

Japan, H Mutsuyoshi
Pre-grouted Prestressing Tendon
Pre-grouted Prestressing Internal Tendon
It is made by coating prestressing strands with
unhardened epoxy resin and a polyethylene protective
tube and is embedded directly into concrete with the
polyethylene protective tube as a tendon for post-
tensioning. Time of hardening is set for the epoxy resin
filled in the polyethylene protective sheath so that post-
tensioning process can be completed before hardening
of the epoxy resin.
 Transparent Sheath used in
External Prestressing Tendon
Deficiency of Transparent Sheath

• Big dead weight;

• Easy crack due to the shrinkage in grouting
material;
• Before inserting the strands, dew condense takes
place on the transparent sheath. This makes the
contact portion of the strands to be easily
corroded.
Pre-grouted tendon is often used in Japan for external
tendon, so without sheath and grouting on site.
Alternative Application in Japan
• Use of corrugated steel web instead of concrete web

Ginzanmiyuki Bridge with corrugated web using

atmospheric corrosion resisting steel
Camel Viaduct – externally prestressed
1993
• Replaceable, restressable tendons
• New design rules for redundancy

Source: Concrete Bridge Development Group July 2011

 The Second Severn Bridge
(open in 1996, 4.2 km long in viaduct section)

•This is the first bridge in the UK where external and internal

tendons have been protected by wax. This is filled ducts for
durability and ease of replacement. This is because the
Government’s requirements stipulated that prestressing
tendons used in segmental construction should be replaceable.
 Precast Segmental Span
External unbonded tendon
Precast Pier
Internal unbonded vertical tendon

Source: Paper 11442 (1997), Proceedings of Civil Engineering, ICE, UK

Access Facilities in Second Severn Bridge
CLACKMANNANSHIRE BRIDGE
Upper Forth Crossing
at Kincardine, UK (completed in 2009)
All the post-tensioning was comprised of external replaceable tendons formed from
bare strands within a grout-filled HDPE sheath. The durability of the prestressing
tendons would be compromised because they were external.
The UK Highways Agency further relaxed design restrictions by
publication of IAN 124/11(5), Annex C1 (see section General Design/BD
57/BA 57) which states:

Segmental bridges incorporating continuous external post-tensioned

duct systems, and non-segmental construction with either external or
internal continuous duct systems, may be constructed providing that
post-tensioned structures using external systems or un-bonded tendons
are detailed such that inspection of all individual tendons, and their
eventual replacement, is possible without restricting traffic.

The design must provide for the capacity and practical considerations of
cable replacement.

but also says:

Segmental post-tensioned concrete bridges with an internally grouted

system must not be used.

Source: Interim Advice Note 124/11,

Use of Eurocodes for the design of highway structures,
UK
To date the project that has set the highest standards for achieving optimal
maintenance and lowest life cycle cost is the Messina Bridge Project, a
suspension bridge with a world record 3,300 m main span connecting
Calabria with Sicily in southern Italy.
The main features of the maintenance design include:

• 120 year design life

• 100% close hand access to all bridge elements without traffic disruption
achieved by pathways and permanent access equipment
• Continuous preparation through all design and construction phases of an
Operation and Maintenance Manual including RBI and RCM and an
Emergency Operation Manual and incorporating these aspects in the
bridge design
• Complete LCC analysis for all details and the bridge as a whole and
incorporation of the results in the design
• Maintenance review of all structural drawings by an internal panel of
experts and incorporating the findings in the bridge design
• Preparation of an IT based bridge maintenance system for planning,
ordering, recording and following up
• An extensive bridge monitoring system encompassing structural and
systems monitoring
Source: BM.L. Bloomstine, COWI AS, Denmark
Bridge Maintenance, Safety, Management, Resilience and Sustainability – Biondini & Frangopol (Eds) 2012
Reliability Based Inspection (RBI) is a relatively new trend in
bridge inspection that optimizes inspections and the results from
inspections. Utilizing RBI ensures that the scope of each
inspection is minimized and still achieves the same level of
reliability as a complete inspection. RBI ensures that bridge
inspections are carried out in a systematic and consistent manner
that will ensure bridge availability and meet levels of reliability that
are defined by the owner/operator or other serviceability limits.

RBI addresses elements and systems of the bridge with

predictable failure patterns, where the degradation rate can be
effectively measured and monitored to prevent failure. Inspection
based updating of the degradation model for the element or
system in question allows for prediction of safe maintenance
intervals.

Reliability Centered Maintenance (RCM) is as RBI a relatively new

trend for optimizing maintenance and is based on the same
principles and methods as RBI.
General Bridges Essential Bridges

Inspection Interval

I = 12 months
II = 24 months
III = 48 months
IV = 72 months
V = 96 months
Based on:
- bridge profile
- damage
What is the basic principle for the design of inspectability & maintainability?

First cast iron bridge ever constructed, Telford, UK. Metal joints made using woodwork techniques
(carpentry). Cast: 1775 Open:1781, crosses the River Severn
 Whole Life Costing
(Life-cycle Costing)

Review of all the available options should be

undertaken, with the aim of identifying those
options that represented the best value for
money over the projected life of the structure
(i.e. bridge).
The four components of life-cycle costs
are:
•Construction (Owner’s cost)
•Maintenance (Owner’s cost)
•Traffic Management (Owner’s cost)
•Traffic delay costs (Users’ costs)
Whole Life Costing to Waterproofing and
Resurfacing of the M5 Avonmouth Bridge
(concrete deck and steel deck)

• A whole life costing spreadsheet should been

populated with the derived costs at appropriate
intervals according to their proposed replacement
cycle. This has enabled a cost for each option to be
calculated over an 80 year period.
Options for Resurfacing
Concrete Deck
Option C1 – Hot Rolled Asphalt Surfacing

•The replacement cycle for this surfacing option on the concrete deck is
12 years, with full depth construction consisting of the following materials:-

- High friction surface layer: Pre-coated chippings

- Surfacing layer: Single layer modified HRA 55mm
- Waterproof membrane: Sprayed waterproof membrane

•This option has been costed based upon a 12 week duration for the
works.
Concrete Deck

Option C2 – Gussasphalt Surfacing

•The replacement cycle for this surfacing option on the concrete deck is 20
years, with full depth construction consisting of the following materials:-

- High friction surface layer: Pre-coated chippings

- Surfacing layer: Single layer Gussasphalt 55mm
- Waterproof membrane: Sprayed waterproof membrane

•This option has been costed based upon a 12 week duration for the works.
Steel Deck

Option S1A – Gussasphalt Surfacing with Pre-coated chippings

•The replacement cycle for this surfacing option on the steel deck is 20
years, with full depth construction consisting of the following materials:-

- High friction surface layer: Pre-coated chippings

- Surfacing layer: Single layer 35mm Gussasphalt
- Waterproof membrane: Sprayed Waterproof membrane

•This option has been costed based upon a 12 week duration for the
works.
Steel Deck
Option S1B – Gussasphalt surfacing with high friction surface dressing

•The replacement cycle for this surfacing option, with high friction surface
dressing on the steel deck is 20 years, with full depth construction
consisting of the following materials:-

- High friction surface layer: High friction surface dressing

- Surfacing layer: Single layer 35mm Gussasphalt
- Waterproof membrane: Sprayed waterproof membrane

•This option has been costed based upon a 17 week duration for the works.
Steel Deck
Option S2 – Epoxy Asphalt Surfacing

•The replacement cycle for the epoxy asphalt surfacing option with
high friction surface dressing on the steel deck is 20 years, with full
depth construction consisting of the following materials:-

- High friction surface layer: High friction surface dressing

- Surfacing layer: Single layer 35mm Epoxy Asphalt
- Waterproof membrane: Epoxy slurry waterproofing

•This option has been costed based upon a 17 week duration for the
works in the first instance, and a 19 week duration thereafter.
During the calculation of this whole life cost exercise
the following assumptions have been made:-

•C1 option: Major resurfacing (full depth reconstruction) to take place every
12 years.
•C2, S1A, S1B, S2 options: Major resurfacing (full depth reconstruction) to
take place every 20 years.
•Costs are provided for 80 years which has been considered to be the useful
life of the bridge. No resurfacing to take place in the 80th year due to
decommission of the bridge.
•During full depth reconstruction, repairs to concrete and steel deck areas
are assumed to be 5% of the total area.
•Preliminaries at 10% have been added to each of the options.
•The traffic management cost has been calculated and allocated to each
option on a pro rata basis according to deck area.
•The road user delay costs calculated by the QUADRO analysis have been
allocated to each option on a pro rata basis according to deck area.
QUADRO (QUeues And Delays at ROadworks)
Department of Transport, UK
Product description:

QUADRO is a Department of Transport computer program maintained

and distributed by Transport Research Laboratory. The purpose of the
program is to provide a method of assessing the total cost of major
road maintenance works. This can include direct costs such as
resurfacing and reconstruction but also the cost imposed on road users
while the roadworks are being carried out. QUADRO can be used to
compare the full costs of alternative maintenance options and to assess
the maintenance implications of different options.
Life Cycle Costing

• Life-cycle costing takes into account cost or cash flows i.e.

relevant costs (and income and externalities if included in the
agreed scope) arising from acquisition through operation to
disposal.

• Life-cycle costing typical includes a comparison between

options or an estimate of future costs at portfolio, project or
component level. Life-cycle costing is performed over an
agreed period of analysis. It is advisable to make clear
whether the analysis is for only part or for the entire life cycle
of the construction asset.
WLC and LCC elements
Example: Krk Bridge, Croatia (built on July 1980, total length 1310m)

During more than 25 years of

service the bridge was exposed to
very aggressive environment which
caused corrosion problems.
Krk Bridge – Summary of Repair Costs
Life-cycle Costs for the Krk Bridge
 Example for the selection of repair strategy

Source: fib Bulletin 44 - Concrete structure management Guide to ownership and good practice, 2008
A management system should help to prevent unforeseen service
disruptions and functional / safety failures.

Thus an asset management system will typically provide a basis for

the measurement of performance and need.

It should provide a rational way of gathering and collating data,

providing processes to assess this and of using the resulting
information to rationalise and facilitate decision making.

These processes may utilise some form of life cycle cost (LCC)
analysis to promote the efficient and effective use of the available
financial resources between competing demands associated with
different structures.
 Energy use Energy use

Data of concretes Unit Non-renewable energy Renewable energy Unit Non-renewable energy Renewable energy

Nuclear

Water

Nuclear

Water
Fossil energy

Biomass

Biomass

Calcualtion factor

Fossil energy

Biomass

Biomass
Wind, solar, geothermic

Wind, solar, geothermic

Cumulative Energy Demand ETSI
Cumulative Energy Demand
Ecoinvent
Material Quality
1. Concrete 1.1 C25/30 XC2; CEM II/A-M(S-LL) 42,5 N MJ/m3 1079.162 289.2183 0.003517 9.139604 0.983826 70.47217 1 m3 1079.162 289.2183 0.003517 9.139604 0.983826 70.47217

1.2 C30/37 XC3, XC4, XF2, XD1; CEM II/A-M(S-LL) 42,5 N; P30 MJ/m3 1229.19 320.3072 0.003718 10.13101 1.178222 77.26916 1 m3 1229.19 320.3072 0.003718 10.13101 1.178222 77.26916
1.3 C45/55 XC3, XC4, XF4; CEM II/A-M(S-LL) 42,5 N; P50 MJ/ m3 1229.19 320.3072 0.003718 10.13101 1.178222 77.26916 1 m3 1229.19 320.3072 0.003718 10.13101 1.178222 77.26916
1.4 C55/67 XC4, XS3, XF4; CEM II/A-M(S-LL) 42,5 N; P70 MJ/m3 1229.19 320.3072 0.003718 10.13101 1.178222 77.26916 1 m3 1229.19 320.3072 0.003718 10.13101 1.178222 77.26916
1.5 C55/67 "Element Concrete" XC3, XC4, XF4; CEM II/A-LL 42,5 R; P50 MJ/m3 1229.19 320.3072 0.003718 10.13101 1.178222 77.26916 1 m3 1229.19 320.3072 0.003718 10.13101 1.178222 77.26916
1.6 Self Compacting Concrete SCC C55/67 XC4, XS3, XF4; CEM II/A-LL 42,5 R; P70 MJ/m3 1229.19 320.3072 0.003718 10.13101 1.178222 77.26916 1 m3 1229.19 320.3072 0.003718 10.13101 1.178222 77.26916
1.7 Reinforced concrete pile C40/50 XC2; CEM II/A-LL 42,5 R MJ/m3 2844.159 507.658 0.004689 22.7183 4.60292 108.0041 1 m3 2844.159 507.658 0.004689 22.7183 4.60292 108.0041
(values in EU area; no significant difference between
2. Construction Steel 2.1 S355NL different S355NL and S420ML) MJ/ton 25832.38 2008.306 0.012295 171.7856 36.38847 396.2159 1 ton 25832.38 2008.306 0.012295 171.7856 36.38847 396.2159
2.2 1.4404 MJ/ton 58820.46 8949.99 0.060919 633.0727 164.8988 9944.28 1 ton 58820.46 8949.99 0.060919 633.0727 164.8988 9944.28
2.3 1.4301 MJ/ton 58820.46 8949.99 0.060919 633.0727 164.8988 9944.28 1 ton 58820.46 8949.99 0.060919 633.0727 164.8988 9944.28
2.4 S355K2W (weathering steel) MJ/ton 25832.38 2008.306 0.012295 171.7856 36.38847 396.2159 1 ton 25832.38 2008.306 0.012295 171.7856 36.38847 396.2159
3. Reinforcement steel 3.1 A500HW MJ/ton 20187.12 2341.886 0.012137 157.3412 42.80872 384.1868 1 ton 20187.12 2341.886 0.012137 157.3412 42.80872 384.1868
3.2 B600KX (1.4301) Cold-rolled MJ/ton 58820.46 8949.99 0.060919 633.0727 164.8988 9944.28 1 ton 58820.46 8949.99 0.060919 633.0727 164.8988 9944.28
3.3 B600KX (1.4301) Hot-rolled MJ/ton 58820.46 8949.99 0.060919 633.0727 164.8988 9944.28 1 ton 58820.46 8949.99 0.060919 633.0727 164.8988 9944.28
4. Prestressing steel 4.1 St 1640/1860 MJ/ton 20187.12 2341.886 0.012137 157.3412 42.80872 384.1868 1 ton 20187.12 2341.886 0.012137 157.3412 42.80872 384.1868
4.2 Cables (Cable stayed and Suspension bridges) MJ/ton 20187.12 2341.886 0.012137 157.3412 42.80872 384.1868 1 ton 20187.12 2341.886 0.012137 157.3412 42.80872 384.1868
5. Timber 5.1 Sawn timber MJ/m3 1190.483 345.455 0.004941 9224.738 6.089339 43.83594 1 m3 1190.483 345.455 0.004941 9224.738 6.089339 43.83594
5.2 Glue laminated timber MJ/m3 3316.167 980.2521 0.00776 12132.5 16.44064 125.8059 1 m3 3316.167 980.2521 0.00776 12132.5 16.44064 125.8059
6. Asphalt 6.1 Asphalt concrete [AC 16/120] MJ/kg 6.563938 0.338679 1.77E-05 0.068946 0.001959 0.076604 2400 m3 15753.45 812.8285 0.042592 165.4695 4.701053 183.8485
6.2 Stone Mastic Asphalt [SMA 16/20] MJ/kg 6.563938 0.338679 1.77E-05 0.068946 0.001959 0.076604 2400 m3 15753.45 812.8285 0.042592 165.4695 4.701053 183.8485
6.3 Polymer Modified Mastic Asphalt [PMMA 16/80] MJ/kg 6.563938 0.338679 1.77E-05 0.068946 0.001959 0.076604 2400 m3 15753.45 812.8285 0.042592 165.4695 4.701053 183.8485
7. Waterproofing 7.1 Asphalt membrane (double) (thickness 20 mm) MJ/kg 47.47701 5.174768 6.57E-05 0.322478 0.170758 0.511661 43.32 m2 2056.704 224.1709 0.002845 13.96976 7.397226 22.16514
7.2 Epoxy (thickness 6 mm) MJ/kg 48.90015 5.053234 1.28E-06 0.088614 0.000933 0.533064 14.4 m2 704.1621 72.76657 1.85E-05 1.276042 0.01344 7.676115
7.3 Rubberized bitumen lotion (0,2 kg/m2) MJ/kg 25.94281 0.967786 2.57E-05 0.042545 0.015313 0.110623 0.2 m2 5.188562 0.193557 5.14E-06 0.008509 0.003063 0.022125
7.4 Asphalt Mastic (thickness 20 mm) MJ/kg 6.563938 0.338679 1.77E-05 0.068946 0.001959 0.076604 0.4 m2 2.625575 0.135471 7.1E-06 0.027578 0.000784 0.030641
7.5 Polyurethane (thickness 8 mm) MJ/kg 88.21515 11.81622 4.41E-06 1.724806 0.038059 0.799572 19.2 m2 1693.731 226.8713 8.47E-05 33.11627 0.730726 15.35179
8. Others 8.1 Zinc coating (100 µm) MJ/m2 82.10588 12.93689 0.00012 0.494894 0.119401 8.063625 1 m2 82.10588 12.93689 0.00012 0.494894 0.119401 8.063625
8.2 Paint EPZn(R)EPPUR320/5-FeSa 2(1/2) (thickness 320 µm) MJ/kg 121.0191 12.45897 2.11E-07 0.215818 0.000152 1.306065 0.768 m2 92.94265 9.56849 1.62E-07 0.165748 0.000117 1.003058
8.3 Glass MJ/kg 11.57312 0.829932 3.26E-05 0.174128 0.01407 0.153484 1 kg 11.57312 0.829932 3.26E-05 0.174128 0.01407 0.153484
8.4 Creosite impregnation (60 kg/m3) MJ/kg 53.21678 5.81226 1.81E-05 0.431235 0.108409 0.692287 60 m3 3193.007 348.7356 0.001086 25.87412 6.504547 41.53722
8.5 Salt impregnation (10kg/m3) MJ/kg 55.92504 13.34872 4.16E-05 0.71233 0.238726 1.8921 10 m3 559.2504 133.4872 0.000416 7.1233 2.387259 18.921
8.6 Acryl (Plexiglass) MJ/kg 131.4274 12.43895 4.86E-07 0.492163 0.001018 0.83769 1180 m3 155084.3 14677.97 0.000573 580.7521 1.201034 988.4739
8.7 Polycarbonate (Plexiglass) MJ/kg 99.89886 7.139971 2.77E-07 0.142694 0.000506 0.330726 1210 m3 120877.6 8639.365 0.000336 172.6597 0.612284 400.1779
8.8 Plastic (PEH) MJ/kg 71.57722 4.828709 9.61E-08 0.313276 0.000193 0.585327 1 kg 71.57722 4.828709 9.61E-08 0.313276 0.000193 0.585327
8.X ... MJ/xx 0 0 0 0 0 0 0 xx 0 0 0 0 0 0
9. Energy 9.1 Diesel MJ 1.349952 0.02688 1.79E-06 0.00115 0.000498 0.003616 36.12 l 48.76025 0.970914 6.45E-05 0.041527 0.017999 0.130624
9.2 Electricity kWh 2.037902 3.313317 9.66E-07 1.008296 0.083182 1.874127 1 kwh 2.037902 3.313317 9.66E-07 1.008296 0.083182 1.874127
9.x
10. Blasting 10.1 Blasting kg 22.74466 3.395876 9.86E-05 1.139512 0.024272 2.160188 1 kg 22.74466 3.395876 9.86E-05 1.139512 0.024272 2.160188
11 Transportation 11.1 Material transportation ship tkm 0.152905 0.01436 1.87E-07 0.000502 0.000269 0.001643 1 tkm 0.152905 0.01436 1.87E-07 0.000502 0.000269 0.001643
11.2 Material transportation truck tkm 2.59774 0.160519 8.21E-06 0.005139 0.001256 0.028969 1 tkm 2.59774 0.160519 8.21E-06 0.005139 0.001256 0.028969
11.3 Material transportation train tkm 0.503176 0.208551 4.8E-07 0.007671 0.003459 0.027872 1 tkm 0.503176 0.208551 4.8E-07 0.007671 0.003459 0.027872
11.4 Transportation car pkm 2.645272 0.373508 7.41E-06 0.008332 0.002579 0.067799 1 pkm 2.645272 0.373508 7.41E-06 0.008332 0.002579 0.067799
11.5 Petrol fuel, unleaded @regional storage kg 55.9126 0.791405 6.5E-05 0.030218 0.014378 0.092268 1 kg 55.9126 0.791405 6.5E-05 0.030218 0.014378 0.092268
11.6 Diesel fuel, low-sulphur @reginal storage kg 56.6216 0.91269 7.47E-05 0.037316 0.016561 0.107132 1 kg 56.6216 0.91269 7.47E-05 0.037316 0.016561 0.107132

Method: Cumulative Energy Demand V1.08 / Cumulative energy demand

Example of a life cycle plan
service-life estimation using
the factor method
Mechanistic Methods for Estimating Life Expectancy

Mechanistic methods generally involve the use of field or laboratory tests,

which can be destructive or non-destructive, to measure a physical
property, such as corrosion, stress, or strain of an asset or component
thereof. Theories regarding material behavior are then applied to
extrapolate fatigue or physical life information. For concrete structures, for
example, mechanistic approaches and applications that have been used in
past research for predicting the life of an asset or its structural
components.

Empirical Methods for Estimating Life Expectancy

Empirical modeling techniques for estimating life, either directly or via

deterioration levels can be divided into four categories. Studies that have
used these categories for estimating asset life are as follows:
•Statistical regression
•Markov chains
•Duration models
•Machine learning

Source: Estimating Life Expectancies of Highway Assets, NCHRP REPORT 713, 2012