Data Presentation

POLYTECHNIC UNIVERSITY OF THE PHILIPPINES
CHAPTER 1
THE PROBLEM AND ITS BACKGROUND
Introduction
Bridges are a very important type of infrastructure since they are the main
connective parts of the road and railroad systems. With that reason alone,
maintenance of bridges become a major social concern giving way to the
composition of different types of bridge management systems. Bridge
management system occurs because deterioration is undeniably a part of a
bridge’s life. There are different ways for a bridge to deteriorate, it may be
because of aging, fatigue, loading, weather conditions, natural disaster and
corrosion. If a bridge deteriorates repair works will be more expensive compared
to maintenance works, giving another light to the importance of bridge
management system.
There are many studies concerning the management of bridge systems.
Recent studies are developed by basing on previous studies making the study of
bridge management systems continuous and an improved version of every
previous studies. The bridge management system aims to prevent or delay the
deterioration of bridge. It is done by evaluating the output results from a bridge
rating expert system that is currently under development. And by evaluating they
1|Page
compose different types of approach depending on what will be better for the
bridge system as a whole.
Background of the Study
Bridge management system as per define by different authors is a tool
designed to help maximize the use of available information for the inspection,
rehabilitation, and replacement of bridges and optimal time to perform necessary
improvements for any bridge. It is also a decision support tool that supplies
analyses and summary data, uses mathematical models to make predictions and
recommendations, and provides the means by which alternative policies and
programs may be efficiently considered. (Dullah,Jausus, and Ghazali, 2014).
The main function of BMS is to develop strategies to improve bridge
owner’s sustainability in the maintenance and enhancement of its bridge and
culvert infrastructure assets, to reduce exposure to public risk and to satisfy
legislative requirements. BMS is also used to determine the future cash flow
requirements for the replacement and rehabilitation of bridge infrastructure
assets. It is also for the continuous improvement of inventory information
including data on the condition and performance of bridge owner’s bridge assets.
It also functions to adopt appropriate renewal and maintenance programs to
maintain low-life cycle costs for the community. BMS also helps in reviewing
maintenance and rehabilitation strategies to improve the economic life of the
2|Page
infrastructure assets and also for reviewing and improving the bridge
management system used to manage the bridge owner’s bridge assets. It also
functions to effectively manage the level of service and condition for bridge
owner’s bridge assets. (Dullah, et. al,2014).
BMS may sound really reliable but there is a limit to how it really works.
BMS is unreliable when it comes to future predictions for it only assess the
present condition of the bridges. The Influence of defects on the reliability of the
bridge is ignored. Bridge inspections will identify all defect bridges elements-
some bridge elements may be hidden or not accessible during inspection.
The current BMS is limited to the evaluation of the condition of bridge by
just its general elements. The current BMS that the DPWH is using evaluates the
conditions of bridges by its length, width, number of span, number of pier and
number of abutment. The current BMS is not supplying data regarding the aging
of bridges, the environment and the road class. With that, the current BMS is not
supplying sufficient amount of data to really assess the bridge’s current
conditions. This study will focus on the assessment of the current bridge’s
condition with the elements the current BMS is lacking.
Statement of the Problem
 To what extent does the current BMS considered reliable?
3|Page
 What are the problems encountered in the current bridge management
system?
 What bridge elements should be considered in the adaptation of a new
model of bridge management assessment?
 What factors will be considered important in the adaptation of a new
model of bridge management?
General Objective
 To analyze a new model of bridge management.
Specific Objectives
 To assess the conditions of bridges by its causal factors and elements
 To know the extent of the Current BMS’s reliability
 To site the causal factors that will be considered in the new model of
bridge management
 To site the elements that will be considered in the proposed new model of
bridge management system
 To provide a more reliable bridge condition assessment.
Scope and Limitations
This study aims to analyze a new model of bridge management which can
help in providing accurate bridge assessment to the existing BMS. The study will
first evaluate the general function of the current BMS using data collection. The
4|Page
evaluation will be done by gathering datum of the bridge management that the
DPWH used for the past few years. After the evaluation, the researchers then will
proceed on analysis of a new model basing on the datum gathered and with the
help of foreign related study.
This approach is mainly used for general assessment of the bridge
condition and identifying bridges that need maintenance. Qualitative methods
rely on element-level inspection data and are to provide a more objective
assessment of the condition of structural elements by capturing both severity and
extent of damages.
The analysis of the model will then focus on overcoming the constraints
pertaining the current system. The researchers aim to overcome those
constraints to provide another criterion for the current BMS. This study aims to
provide an option which can then be added to the current BMS for a more
sufficient amount of data. The analysis of the model will mainly rely on the
accuracy of the bridge condition assessment by its causal factors and elements.
The study like any other type of BMS is only limited to the evaluation of the
present conditions of bridges. It cannot predict future bridge’s needs.
This approach cannot be used effectively for prioritizing and planning
rehabilitation and maintenance programs because it does not provide a
quantitative scale for ranking bridges in a network.
5|Page
Significance of the Study
Bridges are important links in any national road or rail network, and the
fund required to build them is high. If its carrying capacity is impaired or
collapsed, resulting cost as a result of road closure and rehabilitation could
double. In many developed and developing countries, a bridge management
system has been implemented for the maintenance of bridge structure. The fact
that bridges are susceptible to many defects during their service lives cannot be
denied and because of that bridge management system is really important for it
could prevent such high cost for reparation and rehabilitation. (Dullah, et.
al,2014).
BMS also focuses on ways or methods that can be added or replaced with
outdated processes or procedures in the existing bridge management in order to
improve the system itself. That is primarily the reason why a study on various
bridge management systems in established countries are conducted. It is also to
provide ways to improve the system by comparison of the existing BMS to other
countries to further the improvement of the system.
DEFINITION OF TERMS:
Bridge management system- A bridge management system or BMS is
a means for managing bridges throughout design, construction, operation and
maintenance of the bridges.
6|Page
CHAPTER II
REVIEW OF RELATED LITERATURE AND STUDIES
Introduction
This chapter consists of related literatures and studies relating to the study
“Analysis of the Effectiveness of Bridge Management System in the Urban Areas
of the Philippines”. The following related literatures and studies support every
detail that discusses the study. The following related literatures and studies were
obtained from the internet, previous case studies, journals, blogs etc.
Related Literature
Local Literature
7|Page
There exist different articles pertaining the topic of bridge management.
Many approach have been made in order to improvised the current bridge
management since it is a very important factor in a nation’s innovation. It is
important for it prolong a bridge’s life span. Articles which are a crucial factor in
determining the current status of the bridges in the Philippines have also been
gathered for a more sufficient amount of data.
The first article that the researchers have stumbled upon is the development
of remote bridge-monitoring technology by the Mapúa University.
Mapúa University continues its commitment to the development of Philippine
infrastructure through its recently concluded research, the Smart Bridge project.
Funded by the Department of Science and Technology – Philippine Council for
Industry, Energy, and Emerging Technology Research and Development
(DOSTPCIEERD) and in coordination with the Bureau of Design of the Department
of Public Works and Highways (DPWH), the project developed a wireless sensory
network system to monitor the structural health of bridges, in preparation for the
anticipated 7.8-magnitude earthquake dubbed as the Big One. It is currently
housed in Mapúa’s research building.This Smart Bridge project is really a right
direction as the Philippines braces for the Big One.
The next article that the researchers read is the implementation of a bridge
management system to ensure the bridge sustainability of bridge infrastructure in
the Philippines. This article shows information on how BMS became part of an
8|Page
integrated management system which is designed for the improvisation of all the
operations and functions of the DPWH. It is said in this article that The BMS will
analyze the bridge condition data, determine the ranking and priority of bridge
activities and will evaluate the alternatives of preservation or replacement. It will
provide data for the production of annual work programs and multi-year work
programs to maintain the bridge stock and insure the sustainability of the bridge
stock.
The next article pertains the title of P2-B bridges rehab projects completed
in Southern Leyte. It is said in the article that in Tacloban City the Department of
Public Works and Highway (DPWH) has already invested PHP2 billion to upgrade
102 bridges in Southern Leyte over the past three years, complementing the
massive road widening projects in the countryside.
In a report issued, the DPWH Southern Leyte field office said that of the 102
rehabilitated bridges, 37 were completed in 2015 with a budget of PHP408 million,
47 were implemented in 2016 with PHP1.45 billion outlay, and 18 were
strengthened in 2017 with PHP141 million funding. “Most of these bridges have
been existing since 1970s. For the public, these bridges are not defective, but from
the technical point of view, these structures badly need replacement to ensure its
structural integrity,” said DPWH Southern Leyte office chief Ma. Margarita Junia in
a mobile phone interview.
9|Page
The rehabilitation activities included carbon fiber application, stone
masonry, and water proofing. These are intended to strengthen each structure
weakened by decades of daily heavy trucks passage and abnormal weather. In
this article we can conclude that they are denoting the current bridge’s condition
via a technical point of view which then led on them exerting a lot of costs for the
bridges’ rehabilitations.
Another article which came up when the researchers are having a hard time
on properly gathering information regarding bridges is the article which is entitled
“Drones to enhance DPWH road slope, bridge survey operations”. In this article, it
is stated that because of the Build Build Build program of the Duterte
Administration, the Japan International Cooperation Agency (JICA) introduced the
use of drones to minimize time and maximize outputs in road slope and bridge
surveys of the Department of Public Works and Highways (DPWH).
DPWH-Cordillera Regional Director Neri Bueno said that with the current
trend of fast-paced and quality completion of projects, the drone technology, as
compared with the manual survey, is a more efficient data gathering method. Dpwh
really have relied on JICA for the improvisation of the current bridge management
system which greatly support that the idea of this proposition of the JICA will really
help DPWH in improving its data gathering procedure.
After the researchers read the proposition of the usage of drones for bridge
survey operation, there comes another article regarding drones. The article they
10 | P a g e
stumbled upon is entitled “DPWH Taps Drone Technology for Bridge Inspection”.
In this article the The Department of Public Works and Highways in partnership
with Japan International Cooperating Agency (JICA) conducted site inspection of
Magapit Suspension Bridge using drone cameras.The recent demonstration at the
Magapit Bridge in Lallo, Cagayan was observed by representatives from DPWH
Central and Regional Offices nationwide including media members.
DPWH Bureau of Construction Assistant Director Aristarco Doroy explained
that the site inspection activity on special bridge such as Magapit Bridge is part of
the implementation of the project “Improvement on Quality Management for
Highways and Bridge Construction and Maintenance, Phase III or JICA-TCP III).
According to drone controller Joel Cruz, rotary and fixed wing type drones
provides in depth aerial inspection, control point survey, area mapping and close
up image acquisition.
The gathered articles have given the researchers a handful of information
regarding bridges in terms of the improvisation of the current bridge management,
the current status of the bridges and how JICA is continuously supporting DPWH
when it comes to giving them a proper introduction of different technologies which
might help in further innovation of the future through bridge management.
Foreign Literatures
After gathering a handful of articles which can be found locally, the
researchers then proceed on gathering articles of different countries. By doing this
11 | P a g e
so, the researchers gained information on how different approach regarding
bridges is being made all over the world. The information that have been gathered
gave the researches ideas on improvisation of the study pertaining the analysis of
a new model for bridge management.
The first article that the researchers have read is the one entitled
“Development and Practical Application of a Bridge Management System (J-BMS)
in Japan”. The said article gave the researchers information on how Japan came
up with the development and practical application of a bridge management system.
The article stated that Japan’s highway networks are comparatively newer than
those in other advanced nations. Thus, the financial situation regarding
maintenance costs has not yet faced serious problems. However, one report
estimates that by around 2010, the ratio of bridges of 50 years of age will be
approximately 35%. For this reason, comprehensive bridge management systems
are essential. The systems should not only evaluate the serviceability of bridges,
but also make an optimum maintenance plan considering the limited funds
available.
The next article is the implementation of bridge management system on
interurban bridge in Maluku province. In this article it is stated that they
conducted a research for the rough idea of implementation. The research was
conducted by collecting data. The data employed in this study consist of the
primary and secondary data. The primary data was obtained by visually
observing the bridges condition. Then, it was used to determine the bridge
12 | P a g e
condition score. The secondary data, i.e., road map, traffic data report, bridge
inventory report, previous bridge inspection data report, previous unit price in
Maluku Province was obtain.
The researchers have also stumbled upon an article entitled “Indian
Bridge Management System”. In this article, it is stated that IBMS – Indian Bridge
Management Systems developed to create an inventory of all bridge assets on
the National Highways (NH) in India, and apply a technical logic to manage the
bridge assets during its life cycle. It generates detailed inventory data and
condition ratings of assets, ensuring the dynamics of deterioration process are
captured. This dynamism, in the deterioration process guides the inspection and
rehabilitation of bridges. The system allows the users to assign priority to
maintenance activity, based on the present condition of the bridge. The
progressive improvement of all bridge assets is ensured over a period of time, as
worst bridges, are first rehabilitated and then the less damaged bridges.
The next article is entitled “BMS – INDIAN BRIDGE MANAGEMENT
SYSTEM – Streamlining the database of bridges in India”. This article contains
information which stated that IBMS is an end-to-end solution to Bridge
Management. It is an indigenously developed system by an Indian Consultant
based on the guidelines of IRC SP 35. The main requirement of the management
system is the collection of real time data, for this Ministry have divided the
‘National Highways’ into 18 packages. One field consultant for each package has
been appointed to conduct the field part of the work involved. You would be
13 | P a g e
amazed to know that the entire inventory of bridges is done using a hand-held
device, and the data from the field was uploaded online in real-time to IBMS
servers. Once the inventory is completed, the field consultants are assigned
bridges for inspection based on their importance, present status, and structural
condition. A field consultant conducts a complete check of all the structural
components of the bridge. The complete report of the status report of the bridge
is also submitted online via a hand-held device. This process results in an
identification of the weak and dilapidated bridges. All such bridges are then
categorized as, those needing immediate repairs / urgent repairs or needing a
planned repair intervention. Such categorization is based on the application of
Non Destructive testing system to the bridges identified as those in need of
repair. Where such testing system provides confirmation of the status of the
bridge.
The researchers then read an article which is entitled “Bridge
Management Strategy Based on Extreme User Costs for Bridge Network
Condition”. This article contains information on a general information regarding
BMS while having a foreign approach. The article stated that condition
assessment of bridge structures is a key in detecting the degree of deterioration
with respect to the bridge in its original conditions. It is also said that in many
bridge management systems (BMS) the condition state of a specific bridge
element, for this case the bridge deck, is evaluated and assigned a condition
number. To this effect the inspector rates the condition of the bridge deck and
14 | P a g e
assigns condition ratings of the deck. This condition rating consists of mapping of
the level of the observed damage in the structure during visual inspections and
non-destructive evaluation (or predicted using empirical or statistical methods)
onto a discrete 1 to 9 rating scale. The condition state variation with time is then
analyzed on basis of the historical condition data, usually on the basis of a
discrete-time discrete-state assumption, using the Markov chains models . This
analysis leads to the establishment of transition probabilities which can be used
to predict future bridge conditions.
Related Studies
Local Studies
As stated in the section pertaining the local articles, there also exist different
studies pertaining the topic of bridge management. Many studies pertaining
different approaches have been made in order to improvised the current bridge
management since it is a very important factor in a nation’s innovation. It is
important for it prolong a bridge’s life span. Studies which are a crucial factor in
determining the current status of the bridges in the Philippines have also been
gathered for a more sufficient amount of data.
15 | P a g e
The first research study that the researchers read is the one entitled “A
BRIEF HISTORY AND ANALYSIS OF PHILIPPINE BRIDGES (2007-2016)”. This
study gave the researchers a handful amount of information on the history of
Philippine bridges. In the study it is
The Philippines has a huge stock of bridges along local and national road
networks wherein the national road network is under the responsibility of the
national government through the Department of Public Works and Highways
(DPWH). To further improve the quality of roads and bridges nationwide and spur
the economic development from the urban to the rural areas of the country, the
DPWH has developed programs to improve the quality of the national road
network. Part of these programs include the asset preservation and network
development of national bridges. The asset preservation program includes the
routine and major maintenance and rehabilitation/reconstruction of bridges while
the network development program is comprised of the upgrading, replacing and
constructing of new bridges along national roads.
The next study is entitled “THE IMPLEMENTATION OF A BRIDGE
MANAGEMENT SYSTEM TO ENSURE THE SUSTAINABILITY OF BRIDGE
INFRASTRUCTURE IN THE PHILIPPINES”. The study pertains information on
how BMS helped Philippines in terms of the sustainability of different bridges.
The study stated that BMS provides a systematic structure in the process of
managing bridges. They allow a highway authority to synthesize the information
on the current conditions of the bridges in the highway network being considered
16 | P a g e
such that programs of further inspections, maintenance and rehabilitation works,
enhancement works and bridge replacements can each be prioritised. In the
context of the present project, preparation of these programs is to be the primary
output with the focus on providing computerized systems to manage these
functions efficiently and effectively.
Another study is the one entitled “Project on Improvement of Quality
Management for Road and Bridge Construction and Maintenance Phase III”. It is
stated that The Philippine Development Plan (2011-2016) sets “development of
road and bridge infrastructure” as one of prioritized areas since it will reduce
transportation costs and revitalize economic activities. In addition, the Medium-
Term Program (2011-2016) prepared by DPWH pledged that remaining unpaved
roads shall be paved, all temporary bridges shall be replaced by permanent ones
and strengthening of the maintenance management of the roads and bridges as
to the highest priority.
The researchers have also stumbled upon a study pertaining information
on “Project for Improvement of Quality Management for Highway and Bridge
Construction and Maintenance Phase II (TCP-2)”. The study stated that
Improving the quality of road and bridge construction is one of the challenges
that the Department of Public Works and Highways (DPWH) needs to address.
DPWH’s sixteen (16) regional offices (ROs) are in charge of construction and
maintenance of roads and bridges, while the Central Office in Manila focuses on
policy planning, budgeting, technical standards and research. From 2007 to
17 | P a g e
2010, the Project on Improvement of Quality Management for Highway and
Bridge Construction and Maintenance Phase I was implemented under JICA’s
technical cooperation to enhance the capacity of regional office engineers by
creating a pool of technical trainers at three regional offices (Baguio, Cebu and
Davao).
Another study that the researchers have read is entitled “Cost Overruns
and the Proposed Panay-Guimaras-Negros Inter-Island Bridge Project,
Philippines”. In this study it is stated that a database of transportation projects
from the Philippines was assembled to look into the distribution of cost forecast
inaccuracies.An ambitious project in the Western Visayas Region is assessed.
The Panay-Guimaras-Negros (PGN) Bridge Project intends to connect Panay,
Guimaras, and Negros islands via inter-island bridges that span approximately
23 km.In this study, the PGN project is contrasted against previously completed
projects and lessons drawn from their experience. Moreover, the Reference
Class Forecasting (RCF), as devised by Flyvbjerg, is tackled to improve risk
assessment in transportation infrastructure project proposals. If the proposed
PGN proposal were placed in the distribution of completed projects based on the
databases established, 23% to 55% cost escalation is to be expected when
considering 20% risk of cost overrun.This translates to 25% to approximately
33% allotment from the total national public works budget to the proposal. Since
the Philippines does not have the recipe for success for this kind of project,
caution should be exercised in handling this proposal.
18 | P a g e
Foreign Studies
Aside from having gathered studies locally, the researchers also gathered
studies from different countries. The studies gave the researchers an overview
on how different countries handled their bridge management. These studies
helped the researchers on further analyzation of the new model of bridge
management to confirm its adaptation to the current BMS.
The first foreign studies that the researchers have read is entitled
“Assessment of Bridge Management in Iran”. This study stated that the road and
railroad networks are the most important elements of the infrastructure system
and bridges are the main connective parts. Moreover, bridges are considered as
important points in critical arteries. If the bridges deteriorate, because of aging,
fatigue, loading, weather conditions, natural disaster and etc. repair works will be
more expensive than maintenance works.
The next foreign study that the researchers read is a study entitled
“Integration Research and Design of the Bridge Maintenance Management
System”. This study states that the bridge management is to coordinate and
control the whole process about bridge, aiming at making sure that the bridge
management department can make use of the limited resources reasonably and
provide services for the users as good as possible. The bridge maintenance
management system, developed on the basis of the bridge structural
19 | P a g e
engineering, mechanism of disease detection and geographic information
systems, offers economic and technical convenience for the supervision and
maintenance of the bridge.
Another foreign study that came up while the researchers are researching
is a study about “Intelligent Bridge Assessment Maintenance and Management
System”. The study is about how Europe need to come together and proactively
meet the challenge of creating a climate resilient infrastructure system. The
study’s project objectives are to document the structure history (status, problems,
maintenance, construction works), developing a new methodology and approach
which will use innovative ICT technologies, computer models and monitoring
equipment. It also involves conceptualization, creation and optimization of a
decision support system (software) and also to provide appropriate information
for management, decision making, maintenance and mitigation in one place and
at any time and any place.
The researchers also found a study about the development of various
bridges condition indices for Taiwan bridge management system. The study aims
at developing a mechanism for fast and automatic evaluation of bridges’ abilities
to resist possible damages caused by the natural disasters as well as by traffic
loads. Four individual condition indices, in the term of “degree of resistance” are
defined first for floods, mudflows, earthquakes, and for traffic loads. A final
evaluation of the bridge’s overall ability of resistance is determined accordingly.
20 | P a g e
A study about “Recent Development of Bridge Management Systems in
Canada” have also been a source of information for the researchers. The study is
about how Canada came up with an idea of developing bridge management for
the reason that Canada is facing a critical problem to deal with the complex and
fragmental issues existing in current infrastructure management.
The gathered foreign studies gave the researchers information on how
different countries conducted study regarding on how they developed different
bridge management and the reasons why these different studies are conducted.
The overview of different bridge information from foreign studies supplied the a
handful amount of sufficient information that helped them in the analysis of the
new model for the bridge management.
Synthesis
The information obtained from the above cited related literature and studies
from different journals, blogs, books, websites and previous studies gave an
essential contribution to support every point that this study aims to attain.
Since bridge is a very important link for the success of transportation,
many developing and developed countries have different approach in
21 | P a g e
preservation of bridges. There exists different bridge management system
depending on every country. By basing on the articles and studies gathered the
researchers can denote the effectiveness of BMS depending on different
countries’ situations. By comparing the different BMS we can then analyze new
model of bridge management which will lead to the proposition of ideas which will
be ideal in the Philippines for a better system of bridge management. The datum
stated on the articles will surely be effective in providing solution for the existing
problems in the current bridge management system in the Philippines.
CHAPTER III
Research Methodology
22 | P a g e
This chapter contains the research design that was used to conduct the
study, the data gathering procedure, the instrumentation, and the analysis of the
data gathered.
Research Design
The bridge condition component is based on historical data combined
with the latest inspection information, which is then assigned a priority rating that
identifies its importance at network and/or the project levels.
The researchers used research to analyze a foreign related study which
can be proposed to be a new model of bridge management for the current BMS.
The datum given by the DPWH will be use to further analyze the effectiveness of
the new model if it will be applied here in the Philippines.
Data Gathering Procedure
The researchers conducted data gathering by going to the DPWH to
obtain a set amount of needed data as to know how the current BMS works. The
obtained data have been used as basis for the proposal of the new BMS.
The researchers formulated essential datum as a basis for the actual
bridge assessment. The researchers used the datum obtained from the DPWH to
analyze a new model of bridge management evaluation which used a foreign
23 | P a g e
related study focusing on the evaluation of bridge by its causal factors and
elements since the current BMS is just a general evaluation of the bridge’s
condition.
Instrumentation
In this study,the researchers used the data that the DPWH gave on how
they conduct bridge condition assessment. The researchers then used pure
research for the analysis of the new model which leads to a usage of
mathematical equation and matrices. The two separate bridge condition
assessment is then combined to form a more elaborate type of bridge
management using another criteria from the new model of bridge management.
24 | P a g e
Bridge Inspection of DPWH
Condition Rating Card
Determination of Bridge Attribute Condition State
Procedure in Determining Attribute Condition State
1. Identify type of damage for each element of span, pier and abutment
2. Measure and sketch damage and take photographs
3. For each damage, determine severity of defect based on the Condition Rating
Criteria and compute % of affected area
4. Using the Condition Rating Card, determine the Damage Rating
25 | P a g e
5. Adopt the worst damage rating as condition state of the attribute
26 | P a g e
27 | P a g e
28 | P a g e
29 | P a g e
30 | P a g e
31 | P a g e
CHAPTER IV
PRESENTATION, ANALYSIS AND INTERPRETATION OF DATA
The data below is the general condition assessment of the bridges in
Metro Manila. The data above have been evaluated using the process that the
DPWH have given the researchers which is found in the previous chapter. The
conditioning criteria that have been involved in the evaluation is reflected.
Data of Bridges in Metro Manila from DPWH
Bridge_id Bridge_name Bridge_type Length Width Span Pier Abutment Condition Action
Major Maint-Protective
B02267LZ Algeciras Br. Concrete 21.13 7.54 2 1 2 Fair Measure
Major Maint - Repair

B02793LZ Antipolo Br. Concrete 18.84 8.23 1 0 2 Good Damage
RM - Bridge Deck Sweep,

B01777LZ Arlegui Br. 1 Concrete 11.2 14.78 1 0 2 Fair Clean
Major Maintenance -
B02622LZ Arlegui Br. 2 Concrete 11.75 13.56 1 0 2 Fair Strengthen

B02621LZ C. Aguila Br. Concrete 11.6 9.5 1 0 2 Fair Damage

B02271LZ C. Palanca Br. Concrete 14.15 13.5 1 0 2 Fair Damage

B01790LZ Capulong Br. Concrete 36.6 15.15 3 2 2 Fair Damage
Claro M. Recto Routine Maintenance -

B01770LZ Br. 1 Concrete 12 29.6 1 0 2 Good Other


B01771LZ Br. 2 Concrete 12.6 33 1 0 2 Good Other
Claro M. Recto Routine Maintenance –

B01771LZ Br. 2 Concrete 12.6 33 1 0 2 Good Other
32 | P a g e
Claro M. Recto Major Maint - Repair

B03345LZ Br. 3 Concrete 16 29.8 1 0 2 Fair Damage
Routine Maintenance –
B02624LZ Dasmariñas Br. Concrete 12.4 13.2 1 0 2 Fair Other
Major Maintenance –
B02291LZ Delpan Br. Concrete 150 33.14 5 4 2 Fair Strengthen

B01820LZ Dimasalang Br. Concrete 57 15 3 2 2 Good Clean
Domingo Major Maintenance –

B01722LZ Santiago Br. Concrete 6 14 2 1 2 Fair Other

B03355LZ J. Fajardo Br. Concrete 20 10.65 2 1 2 Poor Damage
RM - Concrete, Deck
B02273LZ J. P. Laurel Br. 3 Concrete 8.15 13.96 1 0 2 Fair Repair

B03346LZ Jones Br. (NB) Steel 114.83 16.7 3 2 2 Fair Damage
RM - Concrete Component
B03347LZ JP Laurel Br.1 Concrete 10 18.95 1 0 2 Fair Repair

B03348LZ JP Laurel Br.2 Concrete 6 14.35 1 0 2 Fair Damage

B01789LZ Juan Luna Br. 1 Concrete 14 10.7 1 0 2 Good Clean
Major Maintenance -
B03349LZ Juan Luna Br. 2 Concrete 12 21.36 3 2 2 Fair Other
B01741LZ Juan Luna Br. 3 Concrete 16 15 1 0 2 Fair Repair

B01778LZ Legarda Br. Concrete 10 19.5 1 0 2 Fair Clean

B01778LZ Legarda Br. Concrete 10 19.5 1 0 2 Fair Clean
Legarda Fly- Major Maint - Repair

B03350LZ Over Concrete 205 15.12 13 12 2 Good Damage
RM - Bridge Component
B03353LZ M Roxas Jr. Br. Concrete 202 33.14 5 4 2 Good Painting
Mabini Br. Major Maint - Repair

B01733LZ (Nagtahan Br.) Concrete 150 26.4 2 1 2 Good Damage
Maligaya Creek RM - Bridge Deck Sweep,

B01735LZ Br. Concrete 7 25.55 1 0 2 Good Clean
Routine Maintenance -
B02293LZ Mc Arthur Br. Steel 116 17.85 3 2 2 Fair Other
33 | P a g e

B01772LZ Mendiola Br. Concrete 11 20.92 1 0 2 Good Clean

B01772LZ Mendiola Br. Concrete 11 20.92 1 0 2 Good Clean
B01794LZ Moriones Br. Concrete 25.6 11.15 1 0 2 Fair Other
Muelle del
Banco Nacional RM - Bridge Deck Sweep,
B02791LZ Br. Concrete 19.3 10.65 1 0 2 Fair Clean
Muelle dela Major Maint - Repair

B02625LZ Industria Br. Concrete 18 9.8 3 2 2 Fair Damage
Nagtahan Fly- Major Maint - Repair

B03338LZ Over Concrete 201 26.4 17 16 2 Fair Damage
Old Sta. Mesa Major Maint - Repair

B03360LZ Br. Concrete 37.7 11.55 3 2 2 Poor Damage
B02272LZ P. Casal Br. Concrete 39 17.4 3 2 2 Fair Upgrading - Strengthening
P. Florentino RM - Bridge Deck Sweep,

B02266LZ Br. Concrete 15.1 13.6 1 0 2 Good Clean

B02269LZ Quiricada Br. Concrete 7 13.5 2 1 2 Good Clean
R. Magsaysay Major Maintenance -

B01782LZ Br. 2 Concrete 39 29.42 3 2 2 Fair Other

B01745LZ R-10 Br. 2 Concrete 69.9 18.3 3 2 2 Good Clean
Ramon
Magsaysay Br. RM - Concrete, Deck
B01781LZ 1 Concrete 11 27.6 1 0 2 Fair Repair
Reina Regente RM - Bridge Deck Sweep,

B01788LZ Br. Concrete 23.7 15.54 1 0 2 Good Clean
B01793LZ Rodriguez Br. Concrete 131 11.2 3 2 2 Good Other
San Fernando RM - Bridge Deck Sweep,

B01795LZ Br. Concrete 20 14.75 2 1 2 Fair Clean

B01792LZ Sunog-Apog Br. Concrete 59 11.6 3 2 2 Good Clean

B01791LZ Vitas Br. Concrete 67 18.18 3 2 2 Fair Clean
Major Maintenance -
B02290LZ Adriatico Br. Concrete 10.9 25.4 1 0 2 Fair Replace
B02275LZ Ayala Br. Steel 142 23.5 2 1 2 Good Other
34 | P a g e
Buendia Fly- Major Maint - Repair

Buendia Fly- Major Maint - Repair

B01860LZ Cementina Br. Concrete 26 15.5 1 0 2 Good Other
B01831LZ Cut-cut Br.(NB) Concrete 16 29.75 1 0 2 Fair Other
EDSA Flyover Major Maintenance -

B03378LZ (SB) Concrete 135 14.8 4 5 2 Poor Strengthen
Edsa-Tramo Major Maint - Repair

B01040LZ Fly-Over Concrete 568 7.5 21 20 2 Good Damage

B02283LZ Estrada Br. Concrete 11 9 2 1 2 Fair Clean

B02297LZ Havana Br. Concrete 4 6.4 1 0 2 Fair Damage
B02287LZ Jesus Br. Concrete 13 9.4 1 0 2 Good Other

B01321LZ Lagusnilad Br. Concrete 19.2 11.4 1 0 2 Fair Damage
Major Maintenance -
B02295LZ Lambingan Br. Concrete 98.4 23.55 3 2 2 Fair Strengthen
B01328LZ Laura Br. Concrete 7 8 1 0 2 Fair Repair
Liwasang
Bonifacio East
Overpass RM - Concrete Component
B03377LZ (Flyover) Concrete 127 6.8 11 10 2 Fair Repair
Liwasang
Bonifacio West
Overpass Major Maintenance -
B01348LZ (Flyover) Concrete 132 6.8 12 11 2 Fair Other
Major Maintenance -
B02282LZ M. Roxas Br. Concrete 8 13 1 0 2 Fair Strengthen
B02284LZ Mabini Br. Concrete 16 9 1 0 2 Fair Repair
Malibay Br. Routine Maintenance -

B02794LZ (NB) Concrete 18.6 18 1 0 2 Good Other
Malibay Br. Routine Maintenance -

B01859LZ (SB) Concrete 20 17.4 1 0 2 Fair Other
35 | P a g e
Nagtahan Link
B00570LZ Br. 1 Concrete 410 7.1 14 13 2 Fair Upgrading - Retrofitting
Nagtahan Link Routine Maintenance -

Nagtahan Link Routine Maintenance -

Nagtahan Link Major Maintenance -

B01871LZ Br. 4 Concrete 663 6.3 22 21 2 Fair Strengthen
Nagtahan Link RM - Concrete Component

B01872LZ Br. 5 Concrete 12.2 7.4 1 0 2 Fair Repair
New Panaderos Major Maintenance -

B02294LZ Br. Concrete 14.2 13 1 0 2 Poor Strengthen
Nichols Field RM - Bridge Waterways

B01805LZ Br. Concrete 15 20.7 1 0 2 Good Cleaning
Nichols Field Routine Maintenance -

B01813LZ Interchange Br. Steel 79 14.7 3 2 2 Good Other
Major Maintenance -
B02296LZ Onyx Br. Concrete 15 16.45 1 0 2 Fair Other
Replace - Bridge
B02299LZ Otis Br. Concrete 18 12 1 0 2 Bad Construction
RM - Bridge Component
B02304LZ P. Quirino Br. 1 Concrete 27.9 28.16 3 2 2 Fair Painting
Major Maintenance -
B02303LZ P. Quirino Br. 2 Steel 21.5 14 1 0 2 Poor Replace
B02301LZ Pedro Gil Br. 1 Concrete 21 14.6 1 0 2 Fair Other
Major Maintenance -
B02300LZ Pedro Gil Br. 2 Concrete 7.7 14.2 1 0 2 Fair Strengthen
Pres. Quirino Major Maintenance -

B02305LZ Br. 2 Steel 21.5 13.5 1 0 2 Poor Replace
Pres. Quirino RM - Bridge Deck Sweep,

B02277LZ Br. 3 Concrete 15.2 23.58 3 2 2 Good Clean
B03195LZ Quezon Br. Steel 224 19.4 9 8 2 Fair Other
B03195LZ Quezon Br. Steel 224 19.4 9 8 2 Fair Other
B02279LZ R. del Pan Br. Concrete 6 8.4 2 1 2 Fair Repair
B02281LZ Romualdez Br. Concrete 10 13 1 0 2 Fair Other
36 | P a g e
B02307LZ San Andres Br. Concrete 10 9 1 0 2 Fair Repair
San Gregorio RM - Bridge Component

B02308LZ Br. Concrete 30 13 1 0 2 Fair Painting
San Marcelino RM - Concrete Component

B02309LZ Br. Concrete 18 13.7 1 0 2 Fair Repair
South
Superhighway Routine Maintenance -
South
Superhighway RM - Concrete Component
B02312LZ Br. 1 Concrete 28 15 3 2 2 Good Repair
South
Superhighway RM - Bridge Component
B02310LZ Br. 2 Concrete 23.5 10.6 3 2 2 Fair Painting
South
Superhighway RM - Bridge Deck Sweep,
B02313LZ Br. 2 Concrete 23.5 16.6 3 2 2 Fair Clean
B01840LZ Tramo Br. Concrete 34 24.7 2 1 2 Good Other
Tripa de Gallina RM - Bridge Waterways

B01855LZ Br. (NB) Concrete 14.5 18.3 1 0 2 Good Cleaning
Tripa de Gallina Major Maint - Repair

B01854LZ Br. (SB) Concrete 11 18.9 1 0 2 Poor Damage
United Nation RM - Bridge Deck Sweep,

B02314LZ Br. 1 Concrete 27 14 1 0 2 Fair Clean
B01335LZ Vito Cruz Br. 1 Concrete 5.7 18.5 1 0 2 Fair Repair
B01336LZ Vito Cruz Br. 2 Concrete 10.5 15.56 1 0 2 Fair Other

B02315LZ Zamora Br. Concrete 20 15 1 0 2 Fair Damage
DPWH also gave the researchers the following data regarding the evaluation of
Nagtahan Bridge’s condition per elements. The data gathered below is from the
actual bridge inspection conducted by the DPWH
37 | P a g e
Span Attribute Type of Type of Severity of Rating
Material Damage Defect
1 Deck Concrete None 0 Good
Slab
Main None 0 Good
Member RC Girder
None 0 Good
Left Railing Concrete

None 0 Good
Right Railing Concrete
Slab
Main None 0 Good
Member RC Girder
None 0 Good

None 0 Good
Slab
Main None 0 Good
Member RC Girder
None 0 Good

None 0 Good
Slab
Main None 0 Good
Member RC Girder
None 0 Good
38 | P a g e
Left Railing Concrete None 0 Good
Slab
Main None 0 Good
Member RC Girder
None 0 Good

None 0 Good
Slab
Main None 0 Good
Member RC Girder
None 0 Good

None 0 Good
Slab
Main None 0 Good
Member RC Girder
None 0 Good

None 0 Good
Slab
Main None 0 Good
Member RC Girder
None 0 Good
39 | P a g e
Slab
Main None 0 Good
Member RC Girder
None 0 Good

None 0 Good
Slab
Main None 0 Good
Member RC Girder
None 0 Good

None 0 Good
Slab
Main None 0 Good
Member RC Girder
None 0 Good

None 0 Good
Slab
Main None 0 Good
Member RC Girder
None 0 Good
40 | P a g e
Slab
Main None 0 Good
Member RC Girder
None 0 Good

None 0 Good
Slab
Main None 0 Good
Member RC Girder
None 0 Good

None 0 Good
Slab
Main None 0 Good
Member RC Girder
None 0 Good

None 0 Good
Slab
Main None 0 Good
Member RC Girder
None 0 Good
41 | P a g e
Slab
Main None 0 Good
Member RC Girder
None 0 Good

None 0 Good
18 Deck Steel Corrosion 1 Fair
Main RC Girder None 0 Good
Member
Concrete None 0 Good
Left Railing
Right Railing
Member
Left Railing
Right Railing
Member
42 | P a g e
Right Railing
Slab
Main None 0 Good
Member RC Girder
None 0 Good

None 0 Good
Slab
Main None 0 Good
Member RC Girder
None 0 Good

None 0 Good
Slab
Main None 0 Good
Member RC Girder
None 0 Good

None 0 Good
Slab
Main None 0 Good
Member RC Girder
None 0 Good
43 | P a g e
Slab
Main None 0 Good
Member RC Girder
None 0 Good

None 0 Good
Pier Attribute Type of Type of Severity of Rating
1 Main Structure Concrete None 0 Good
Foundation Concrete None 0 Good
Expansion Joint Steel None 0 Good
Bearing/Restraint Steel None 0 Good
44 | P a g e
8 Main Structure Concrete Cracking 1 Fair
45 | P a g e
46 | P a g e
47 | P a g e
48 | P a g e
Abutment Attribute Type of Type of Severity of Rating
Bearing/ Restraint Steel None 0 Good
Left Wing Wall Concrete None 0 Good
Right Wing Wall Concrete None 0 Good
Scour/Bank Concrete None 0 Good
Protection
Protection
49 | P a g e
Protection
Protection
50 | P a g e
The researchers reevaluate the condition of the Nagtahan bridge using
another type of bridge condition assessment formulated by the Road and Traffic
Authority (RTA) in New South Wales obtaining the following data.
The researchers used the condition criteria below for the assessment of
the Nagtahan Bridge Condition
Condition Description of Defects
State
1 The element shows no deterioration. There may be
discolouration, efflorescence and/or superficial cracking but
without effect on strength and/ or serviceability.
2 Minor cracks and spalls may be present but there is no
evidence of corrosion of non-prestressed concrete
reinforcement or deterioration of the prestress system.
3 Some delamination and/ or spalls may be present. No
evidence of deterioration of the prestressed system.
Corrosion of non-prestressed reinforcement may be present
but loss of section is minor and does not significantly affect
the strength and/ or serviceability of either the element or the
bridge
51 | P a g e
4 Delaminations, spalls and corrosion of non-prestressed
concrete reinforcement are prevalent. There may also be
exposure and deterioration of prestress system (manifested
by loss of bond, broken strands or wire, failed anchorages,
etc.) There is sufficient concern to warrant a analysis to
ascertain the impact on the strength and/ or serviceability of
either the element or bridge.
The researchers used material vulnerability factor for the evaluation of
the bridge’s condition because material factor is an important parameter that
should be considered in structural assessment of bridge elements.
Material Vulnerability Factor
Material of the element Material VulnerabilityFactor, (Mi)
Steel 1
Reinforced Concrete 2
Precast Concrete 3
Pre Stressed Concrete 4
52 | P a g e
Element importance for different bridge elements
Element Structural Significance Factor (Si)
Barrier, Footway, Kerbs, Joints 1
Foundation, Abutment, Wingwall 2
Deck, Bearings 3
Beams, Headstocks, Piers 4
Rating of the current factors
Rating Causal Factors
Age Operation Environment Inspection
Quality
1 Recently Built Local Low Very High
2 New National Medium High
Tertiary
3 Old National High Medium
Secondary
53 | P a g e
4 Very Old National Very High Low
Primary
1-9 Scales for Relative Importance (Saaty 1980)
Importance Intensity Explanation
1 Equal Importance
3 Moderate Importance of one over another
5 Strong importance of one over another
7 Very strong importance of one over another
9 Absolute importance of one over another
2,4,6,8 Intermediate values between the two judgements
Reciprocals Reciprocal for inverse comparison
Pairwise comparison of the causal factors and their finals weights
Age Environment Operation Inspection Weights
Age 1 3 5 1 0.411
Environment 1/3 1 1 1/3 0.120
54 | P a g e
Operation 1/5 1 1 1/3 0.107
Inspection 1 3 3 1 0.362
The Causal Factor (CF) is calculated as follows. It ranges from 1-4:
CF = 0.411A + 0.120E + 0.107O + 0.326I
-A is the age factor
-E is the environmental factor
-O is the Operational factor
-I is the inspection factor
The researchers reevaluate the per element bridge inspection conducted by the
DPWH using the bridge condition assessment that the RTA is using leading to
the following data results.
SPAN
Element Description Total Estimated Quantity in ESCI
Quantity (%) Condition State (Eq1)
1 2 3 4
Deck (Concrete) 100 100 1.12
55 | P a g e
Deck (Steel) 100 100 3.0
Main Member 100 100 1.0
Left Railing 100 100 1.0
Right Railing 100 100 1.0
ABUTMENT
Quantity (%) Condition State (Eq1)
1 2 3 4
Main Structure 100 100 1.0
Foundation 100 100 1.0
Expansion Joint 100 100 1.0
Bearing/Restraint 100 100 1.0
SPAN
Quantity (%) Condition State (%) (Eq1)
56 | P a g e
1 2 3 4
Main Structure 100 95 5 1.05
Expansion Joint 100 100 1.0
Bearing/ Restraint 100 100 1.0
Left Wing Wall 100 100 1.0
Right Wing Wall 100 100 1.0
Scour/Bank Protection 100 100 1.0
Item Element ESCI Si Mi ESCI*Si*Mi
Description (Eq1)
SPAN
1 Deck (Concrete) 1.0 3 2 6
Deck (Steel) 3.0 3 1 9.
2 Main Member 1.0 4 3 12
3 Left Railing 1.0 1 2 2
4 Right Railing 1.0 1 2 2
ABUTMENT
57 | P a g e
5 Main Structure 1.0 2 2 4
6 Foundation 1.0 2 2 4
7 Expansion Joint 1.0 1 1 1
8 Bearing/Restraint 1.0 3 1 3
PIER
9 Main Structure 1.05 4 2 8.4
10 Expansion Joint 1.0 1 1 1
11 Bearing/ Restraint 1.0 3 1 3
12 Left Wing Wall 1.0 2 2 4
13 Right Wing Wall 1.0 2 2 4
14 Scour/Bank 1.0 2 2 4
Protection
∑(ESCI*SI*Mi) 67.4
CF = 0.411A + 0.120E + A=4 E=3 O=4 I=2 3.084
0.107O + 0.326I
58 | P a g e
SHI=CF*∑(ESCI*SI*Mi)/n SHI=(3.084*67.4)/(14) 14.85
OSCI=1 when SHI=1
OSCI=2 when 1<SHI≤16

1<SHI≤16 OSCI=2
OSCI=4 when
81<SHI≤256
CHAPTER V
SUMMARY OF FINDINGS, CONCLUSIONS AND RECOMMENDATIONS
This chapter discusses the study’s summary of findings from the
gathered information, the researcher’s conclusions based on the findings, as well
as the recommendation reflected through the conclusions.
Summary of Findings
The researchers came up with the following findings through the data
gathered that answered the sub-problems:
59 | P a g e
1. The current BMS in bridge condition assessment only assess the bridge
condition by its length, width, number of span, number of pier and number
of abutment.
2. The current BMS does not provide data regarding the aging of bridges, the
environmental and road class factors
3. The new model for bridge management can assess the bridge condition
with its causal factors and elements.
4. The aging of bridge, environmental factors and road class factors took a
very important part in assessing the present bridge condition.
Conclusions
Based on the summary presented, the researchers conclude that:
60 | P a g e
1. The aging of bridges, environmental and road class factors are important
factors in providing sufficient data regarding the general overview of the
bridge’s condition.
2. The new model of bridge management is more advantageous than the
assessment of the DPWH’s BMS bridge condition assessment in terms of
evaluating the present bridge condition with its causal factors and elements.
3. The new model of the bridge management will help improve the current
BMS that is being used in the DPWH.
Recommendations
Though this study, the researchers recommend the following:
1. In order to improvised the assessment of present bridge’s conditions find a
solution which provides a quantitative scale for ranking bridges in a network
to prioritize planning rehabilitation and maintenance programs to further
provide a solution of delaying a bridge’s deterioration.
2. Researchers must find a way to predict a bridge future needs since BMS is
unreliable in this field of prediction.
3. Study about life cycle cost since it is a very important factor in further
assessment of a bridge’s condition.
61 | P a g e
4. Apply the new model of bridge management to the actual datum of the
bridges in the Philippines.
62 | P a g e
CHAPTER 3
RESEARCH METHODOLOGY
This chapter exhibits the methods that were utilized by the researchers in accumulating
data and information that would respond to the objectives.
Data Gathering Procedure
These data gathering procedure includes all the recent inspection/condition
assessment and information within the area to be studied. The data/information of
condition assessment was gathered from the North Manila District Engineering Office of
the Department of Public Works and Highways (DPWH-NCR). In this procedure, the
researchers also acquired formulas from the research of Maria Rashidi and Peter Gibson
of University of Wollongong, Australia.
Bridge Condition Assessment Preparation
The researchers analyzed all the data that was acquired from DPWH. In this
preparation, the researchers used the recent bridge inspection and assessment of Nagtahan
Bridge. The researchers acquired formula from Rashidi and Gibson to compute the
Element Structural Condition Index with the consideration of the factors of structural
importance and material vulnerability. To come up with the Overall Structural Condition
63 | P a g e
Index we include the causal factors as the representative of age, environment, road
operation and inspection as coefficient. Below are the formulas that were used in order to
get the desired value needed in the study.
Element Structural Condition Index
∑(𝑞𝑖 𝑥 𝑐𝑖 )
𝐸𝑆𝐶𝐼 =
∑𝑞𝑖
where,
qi – is the quantity of elements reported in condition index
ci – is the condition of sub – element
Causal Factors
Factor 1 Factor 2 Factor 3 Factor 4 …… Factor N
Factor 1 1 S12 S13 S14 …… S1N
Factor 2 S21 1 S23 S24 …… S2N
Factor 3 S31 S32 1 S34 …… S3N
Factor 4 S41 S42 S43 1 …… S4N
: : : : : : :
Factor N SN1 SN2 SN2 SN2 …… 1
64 | P a g e
Overall Structural Condition Index
𝐶𝐹 ∑ 𝑆𝑖 𝑥 𝑀𝑖 𝑥 𝐸𝑆𝐶𝐼𝑖
𝑆𝐻𝐼 =
𝑛
where,
CF – is the causal factor
Si – is the structural importance factor
Mi – is the material vulnerability factor
ESCIi – is the Element Structural Condition Index
n- is the number of element types
Finalize Bridge Condition Assessment
The range of SHI is 1-256. Considering the upper limit (4) and lower
limit (1) of all parameters and in order to keep the uniformity of quantity
ranges, the condition of an entire structural element introduced as Overall
Structural Condition Index (OSCI) has been re-rated bases on SHI and
defined as:
OSCI=1 when SHI=1
65 | P a g e
The re-rated rating number for OSCI is applicable for prioritization
and also selecting the major remedial strategies such as repair, strengthening
and replacement.
66 | P a g e
INPUT PROCESS OUTPUT

Data From: Preparation of
Overall Structural
DPWH – NCR
Condition Index
Proposal of a Conclusions and
Finalize the
Methodology for Recommendations
Overall Structural
Bridge Condition
Condition Index
Assessment -
Australia
FEEDBACK
67 | P a g e

Data Presentation

Hochgeladen von

Dokumentinformationen

Originaltitel

Copyright

Verfügbare Formate

Dieses Dokument teilen

Dokument teilen oder einbetten

Freigabeoptionen

Stufen Sie dieses Dokument als nützlich ein?

Sind diese Inhalte unangemessen?

Copyright:

Verfügbare Formate

Data Presentation

Hochgeladen von

Copyright:

Verfügbare Formate

POLYTECHNIC UNIVERSITY OF THE PHILIPPINES

THE PROBLEM AND ITS BACKGROUND

maintenance of bridges become a major social concern giving way to the

composition of different types of bridge management systems. Bridge

management system occurs because deterioration is undeniably a part of a

because of aging, fatigue, loading, weather conditions, natural disaster and

corrosion. If a bridge deteriorates repair works will be more expensive compared

to maintenance works, giving another light to the importance of bridge

There are many studies concerning the management of bridge systems.

bridge management systems continuous and an improved version of every

deterioration of bridge. It is done by evaluating the output results from a bridge

bridge system as a whole.

Background of the Study

Bridge management system as per define by different authors is a tool

rehabilitation, and replacement of bridges and optimal time to perform necessary

recommendations, and provides the means by which alternative policies and

programs may be efficiently considered. (Dullah,Jausus, and Ghazali, 2014).

The main function of BMS is to develop strategies to improve bridge

owner’s sustainability in the maintenance and enhancement of its bridge and

culvert infrastructure assets, to reduce exposure to public risk and to satisfy

requirements for the replacement and rehabilitation of bridge infrastructure

assets. It is also for the continuous improvement of inventory information

It also functions to adopt appropriate renewal and maintenance programs to

maintenance and rehabilitation strategies to improve the economic life of the

owner’s bridge assets. (Dullah, et. al,2014).

some bridge elements may be hidden or not accessible during inspection.

The current BMS is limited to the evaluation of the condition of bridge by

supplying sufficient amount of data to really assess the bridge’s current

condition with the elements the current BMS is lacking.

Statement of the Problem

 To what extent does the current BMS considered reliable?

 What are the problems encountered in the current bridge management

 What bridge elements should be considered in the adaptation of a new

model of bridge management assessment?

 What factors will be considered important in the adaptation of a new

model of bridge management?

 To analyze a new model of bridge management.

 To assess the conditions of bridges by its causal factors and elements

 To know the extent of the Current BMS’s reliability

bridge management system

 To provide a more reliable bridge condition assessment.

Scope and Limitations

help of foreign related study.

This approach is mainly used for general assessment of the bridge

condition and identifying bridges that need maintenance. Qualitative methods

rely on element-level inspection data and are to provide a more objective

assessment of the condition of structural elements by capturing both severity and

pertaining the current system. The researchers aim to overcome those

present conditions of bridges. It cannot predict future bridge’s needs.

This approach cannot be used effectively for prioritizing and planning

rehabilitation and maintenance programs because it does not provide a

quantitative scale for ranking bridges in a network.

Significance of the Study

fund required to build them is high. If its carrying capacity is impaired or

collapsed, resulting cost as a result of road closure and rehabilitation could

double. In many developed and developing countries, a bridge management

outdated processes or procedures in the existing bridge management in order to

bridge management systems in established countries are conducted. It is also to

countries to further the improvement of the system.

Bridge management system- A bridge management system or BMS is

a means for managing bridges throughout design, construction, operation and

maintenance of the bridges.

REVIEW OF RELATED LITERATURE AND STUDIES