Asset Management Guide for Road Infrastructure

ASSET MANAGEMENT
Asset Management
&
HDM-4 Analysis
Dr:Sunil Vasudevan
D.S, M.Tech.(Trans), LL.b (Contracts), MA (Business Economics),
P.G.D.B.A, P.G.D.E.M, P.G.D.C.A. M.I.E, C.Eng(I), M.A.S.C.E., M.I.I.A.M
Laws have been framed in many countries like Australia,
ASSET MANAGEMENT New Zealand, USA, UK etc on road asset management
There are THREE dimensions for Asset management
1. Facility
Pavment, Bridges, Drains, Traffic Control devices,
Signages & Markings
2. Goal
Goals are specified performance levels of the facilities
3. Function
planning, design, construction, system evaluation,
maintenance, and rehabilitation
Dr:Sunil Vasudevan
D.S, M.Tech.(Trans), LL.b (Contracts), MA (Business Economics), 2
ASSET MANAGEMENT Asset management systems
• Pavement Management system
• Bridge Management system
• Maintenance Management
System
• Traffic Management system
• Safety Management system
Dr:Sunil Vasudevan
ASSET MANAGEMENT
Dr:Sunil Vasudevan
ASSET MANAGEMENT
Dr:Sunil Vasudevan
ASSET MANAGEMENT Performance Indicators
•Highway System Preservation – Pavement, Bridges,
Other Structures, Furniture etc
•Operational Efficiency
Costs of construction, Maintenance & Operation
Benefits by increased life, reduction in accidents,
vehicle maintenance cost
•Accessibility by public - % of population, weight
restrictions of bridges, connector roads
•Travel Time reduction
Economic Development of the Region
Dr:Sunil Vasudevan
ASSET MANAGEMENT Challenges in Asset management
• Whole Life Asset management - Asset strategies are developed
on an ad hoc basis, often on the basis of the funding available at
any given point in time.
• Competing priorities - In the public sector, infrastructure assets
compete for funding at a national and local level with other
priorities, such as social provisions. In a capital-constrained
environment, there can be a bias towards selecting solutions
with the lowest initial cost rather than considering the whole-life
total expenditure which includes capital, operational and
decommissioning costs
• Inspection and maintenance - Asset inspection is generally by
visual inspection. This can often be sufficient but there are
inherent risks in it
• The future - Long-term issues facing our assets
Dr:Sunil Vasudevan
The future - Long-term issues facing our assets are:
ASSET MANAGEMENT • Adapting our assets to climate change - extremes of temperature,
rising sea levels, more frequent flood events, etc
• Social change - Population and the way we interact with our
infrastructure
• Economic challenges - difficulty to fund maintenance
• Shortages of critical skills in older technologies, to effectively
maintain older assets Eg: old type of Constructions of structures like
culverts, bridges etc
• Political aspects of infrastructure provision, e.g. failure to recognise
and effectively respond to increasing demand for rail and airport
capacity
• New uses of technology – Non availability or reluctance to change
• Lack of knowledge of our assets through ineffective data capture
Dr:Sunil Vasudevan
ASSET MANAGEMENT
• Development of young asset management

professionals - It is important to ensure that
young engineers are given the skills and tools
Dr:Sunil Vasudevan
ASSET MANAGEMENT Whom to Act
• The Owner - With Government, Local Authority and public/quasi-
public sector bodies being the typical clients who procure, deliver,
operate and maintain major assets, asset management solutions are
especially important during a period of reduced spending where value
for money is extremely important.
• The client should have an organisation with an asset management
culture
– Should have strategy procedures
– Should have asset management skill, capability & Performance
levels in operation, maintenance, renewal and disposal
– It should have adequate information and data on operations
available to influence future decision-making and apply risk-based
techniques for prioritisation and decision-support
• It should also be able to share the asset data with important
stakeholders.
Dr:Sunil Vasudevan
ASSET MANAGEMENT
Best practice
Principles
AND
Asset Management
Standards
Dr:Sunil Vasudevan
ASSET MANAGEMENT Best Practice - To create an optimum balance between the
performance, risk and cost of assets over their entire lifecycle.
Key aspects of best practice include;
• Clear line-of-sight from organisational strategy to activity “on the
ground”
• Whole-organisation alignment with asset management
• Active and visible sponsorship from senior executives
• Defining the levels of performance provided by the assets to
customers
• Recognising the lifecycle and associated risks of the assets
• Turning data into useful information
• Understanding the true costs of ownership
• Understanding the implications of deferred interventions
• Evidence-based decision making
Dr:Sunil Vasudevan
ASSET MANAGEMENT Principles
• Asset creation focus
• Commissioning Principles
• Asset life extension
• Asset Lifecycle Considerations
• Cross-system flexibility
Dr:Sunil Vasudevan
ASSET MANAGEMENT Asset creation focus
Asset creation or procurement is defined by the Government
Construction Strategy as:
• “Part of a system that commences at the inception stage of a project,
and is concluded only when the facility has been brought into use with
proper arrangements made for asset management”
• Many of the assets currently in operation will – at some point – need
to be partially, progressively or completely replaced in order to ensure
the service they provide is not lost.
• An infrastructure Lifecycle Management Plan can enable the lifecycle
expectations to be defined. This allows designers to include facilities
for accessing and monitoring the most critical sub-systems and assets
through an asset management based design.
• This, along with increased use of technology can allow maintenance
issues to be recognised and addressed before catastrophic failures
occur.
Dr:Sunil Vasudevan
ASSET MANAGEMENT Commissioning principles
Setting out important principles at the commissioning stage of a project can
create an environment in which all potential benefits are recognised from the
outset and realised throughout the project
These can include:
• Documenting lifecycle-based Considerations to justify materials and
equipment selection based on service life requirements, in-service climatic
conditions and forms of construction
• Identifying critical construction steps which have potential to put long-term
performance at risk
• Network / systems design involving multiple stakeholders with a
complementary range of knowledge and expertise
• Providing “infrastructure Lifecycle” Management Plans as part of design
output
• Favouring output/performance-based principles when procuring
maintenance
Dr:Sunil Vasudevan
ASSET MANAGEMENT Asset life extension
Assets are normally designed and built for increased capacity over
the time (e.g. traffic flows, load cases on structures etc.)
The asset manager’s role is to ensure that capacity continues to
meet demand, with an appropriate additional contingency to
mitigate a level of risk
This gives rise to the following outcomes:
• Restricting demand, e.g. by placing weight limits on bridges
• Restoring existing capacity, e.g. by local repairs to deterioration
• Adding local capacity, e.g. plate-bonding to strengthen bridge
deck beams
• Adding network capacity, e.g. widening a motorway by
providing hard shoulders
Dr:Sunil Vasudevan
System-wide and whole asset lifecycle considerations
ASSET MANAGEMENT
• At the system/network level, decisions on the
prioritisation and timing of expenditure on
maintenance, repair or replacement will have to be
made across sizeable asset portfolios.
• This requires evaluation of not only the likelihood,
timing and costs of the interventions being required,
but also the consequences of delaying the
intervention.
An example of this could be postponing a road
resurfacing operation into the next year. Consequence-
based risk evaluation techniques can then be used
Dr:Sunil Vasudevan
ASSET MANAGEMENT Cross-system flexibility and beyond
• When applying the above techniques we must also
consider how nearby systems are affected by each
other.
For example, how does the flooding of a river affect
roads, bridges and the telecommunication networks
embedded within them.
• The interconnected nature of infrastructure requires
greater clarity on how budgets are allocated and spent.
This is especially important to ensure essential assets,
with societal benefits, are recognised as such and
funded appropriately
Dr:Sunil Vasudevan
ASSET MANAGEMENT
TEA BREAK
1
Dr:Sunil Vasudevan
9 D.S, M.Tech.(Trans), LL.b (Contracts), MA (Business Economics),
ASSET MANAGEMENT Common Road Asset Management Operations
• Road Maintenance
– Slurry Seal, Crack Seal etc
– Patch Repairs
– Shoulder Repairs
– Drainage Improvement (Longitudinal & Cross)
– Sub grade drainage improvement (Drainage Gallery,
Sand/stone column, vertical drains)
– Side Protection (Retaining/Breast/Toe Walls)
– Over lays
– Performance Based Maintenance
Dr:Sunil Vasudevan
ASSET MANAGEMENT Performance Based Maintenance
•It is a particular type of contract wherein the
asset (Road) is handed over to a contractor for
maintenance for a predetermined duration
•He has to maintain it so that, the level of service
does not fall below from the time it was handed
over to him
•Equated (pro-rata) Payment is made at regular
intervals (monthly) during the entire duration
•Regular (monthly) inspections are done before
payment is made
Dr:Sunil Vasudevan
Performance Based Maintenance
ASSET MANAGEMENT How the Payment is linked to his Performance
•All items are grouped according to its relevance to the asset, like,
pavement, road side, drainage, road safety (traffic) etc. These are
inspected monthly for compliance/non compliance and noted in
the inspection check sheet.
•The % compliance/non compliance for each of these is identified
during the monthly inspection for a defined road section. Say
5Km. Weightage is given for non compliance each item. The final
non compliance for each section is calculated and applied as a %
of deduction from the contractor’s monthly payments. This is a
permanent deduction. He will never get it
•Thus the payment is directly linked to the performance of the
contractor and he is forced to keep the road in good condition
Dr:Sunil Vasudevan
Most Important – The asset has to be transferred to PBMM
contractor ONLY after bringing it to an acceptable service standard.
This means it can either be transferred immediately after the
defects liability period of the original contractor
OR after executing a thorough maintenance work on an existing
road.
Care should be taken to avoid future litigations by the PBMM
contractor that the deterioration, if any, during his period is due to
the improper service level of the asset at the time of hand over.
Proper legal clauses has to be incorporated in the contract to avoid
these issues
Dr:Sunil Vasudevan
•The benefits are;
–Asset is well maintained all the time
–Considerable time, money and energy is saved
–Hassles of frequent tender process for maintenance
is eliminated
–Easy monitoring and thereby more time is available
to the officers for other important matters
–There will always be a contractor available for pre-
agreed rates in case of emergency works
Dr:Sunil Vasudevan
Typical PBMMS criteria

Asset Group Asset Item Service Quality Measurement Tolerances/Criteria
Traffic and Road Reserve Meet full requirements of Visual Inspection Less than full compliance must be corrected within two
Environmental relevant specifications and (2) days.
regulations.
Pavement
Paved lanes 1. No pothole allowed. Visual inspection. Pothole causing a threat to safety* will be responded
immediately, others within two (2) days of being
detected.
2..no rutting in wheel tracks Visual inspection More than 20mm under one meter straight edge. To
be responded within one month.
Unpaved 1. No lane-shoulder drop- Visual inspection and Less than 10% of the total length of the shoulder with
shoulders off. measurement with a scale drop-off > 40 mm. Repairs must be done within seven
in mm. (7) days of being detected.
2. No water to drain back Visual inspection. water standing between road/shoulder must be
onto the pavement. drained within a day.
Drainage Cross pipes 1. Inside surface area of Visual inspection. Less than 10% of the inside surface area can be
each cross pipe must not be deteriorated. Repairs must be done within seven (7)
deteriorated. days of being detected.
2. Diameter open. 1. Measure the inside More than 90% of the diameter open.
diameter of the actual Obstructions must be cleared within seven (3) days of
pipe. being detected.
2. Measure the vertical
distance from the top of
the obstruction (sand, silt,
etc.) to the top of the pipe
opening.
3. Calculate the ratio of the
unobstructed diameter to
the actual diameter.
3. All of the visible joints of Joints are to be inspected Repairs must be done within two (2) weeks of being
pipes have to be intact and from each end of the pipe. detected.
sealed.
4. No erosion at either end Visual inspection. No erosion deeper than 15 cm allowed. Repairs must
of the pipe that affect the be done within two (2) weeks of being detected.
structural integrity of the
pipe.
Dr:Sunil Vasudevan
HDM-4
HDM-4 Analysis
Dr:Sunil Vasudevan
HDM-4
The Highway Development and Management (HDM-4) system is a
software tool that is used to appraise the technical and economic
aspects of road investment projects. It provides facilities for storing
characteristics of road networks, vehicle types, and road works.
HDM-4
For the analysis using the HDM-4 model it is necessary to collect a

large number of input data such as inventory and current condition
of the network data, vehicle characteristics and traffic loading,
climatic conditions, etc. The distress types to be identified and
recorded are the longitudinal and transverse cracks, fatigue
cracking, potholes and patches, rutting, raveling, bleeding, edge
break, and surface deformations. In addition, International
Roughness Index (IRI), is one of the most important parameters
Dr:Sunil Vasudevan
For the analysis using the HDM-4 model it is necessary to collect a
large number of input data such as;
•Inventory
•Current condition
•Vehicle characteristics
HDM-4
•Traffic loading
•Climatic conditions, etc.
The distress types to be identified and recorded are the

longitudinal and transverse cracks, fatigue cracking, potholes and
patches, rutting, raveling, bleeding, edge break, and surface
deformations. In addition, International Roughness Index (IRI), is
one of the most important parameters
Dr:Sunil Vasudevan
The available analysis types are:
• Project analysis - The economic evaluation of
individual road projects or investment options.
• Programme analysis - The preparation of
HDM-4
prioritised work programmes in which

investment alternatives are defined, and
selected subject to resource constraints.
• Strategy analysis - The analysis of a whole road
network
Dr:Sunil Vasudevan
PROJECT ANALYSIS
An HDM-4 Project contains information about existing Road
Sections, new Road Sections, Vehicle Types, traffic (normal,
diverted and generated), and investment alternatives. An
alternative is a combination of maintenance and/or
Improvement Standards that is applied to a Section. You can
HDM-4
analyse the Project using several different alternatives, allowing

you to determine which is the most cost effective.
Steps
• Define Project Details – General, sections. Vehicles, traffic
• Specify Alternatives –Diverted/generated Traffic, cost &
benefits, different sections
• Run the Analysis
• Generate Report
Dr:Sunil Vasudevan
PROGRAM ANALYSIS
An HDM-4 Programme Analysis allows you to generate a short to
medium term programme of works for a selected set of Sections
which maximises the economic return subject to budgetary
constraints. The investment alternatives defined depend on the
mode of analysis selected
HDM-4
• Multi-year Forward Programming or Life Cycle Analysis.

• Each method allows the user to define a combination of
maintenance and/or improvement standards for a Section.
• Multi-year Forward Programming allows you to enter one set of
standards and analyse the benefit of performing the work when
required or delaying the work until the end of the analysis
period.
• In the case of Life Cycle Analysis, several investment alternatives
can be defined
Dr:Sunil Vasudevan
Key concepts of HDM-4
HDM-4
• Road Network
• Maintenance & Improvement Standards
Dr:Sunil Vasudevan
ROAD NETWORK
An HDM-4 Road Network stores details of the roads that you wish to analyse.
Each Road Network consists of a number of Sections. A Section typically
corresponds to an identifiable length of road, but may also be a ‘representative’
Section created solely for the purpose of analysis.
Road Section Data

HDM-4
HDM-4 uses the concept of ‘homogenous Sections’, where each Section has
uniform strength, geometry, traffic and condition characteristics over its entire
length. When adapting existing Road Network data for use in HDM-4, or when
entering new road data directly into HDM-4, you will have to divide your
network into homogenous Sections.
1. Name of the Road Section
2. Geometry
3. Pavement type - Unpaved/Bituminous/Concrete
4. Pavement condition
Dr:Sunil Vasudevan
Vehicles
Vehicle Fleets are used to store details of the Vehicle
Types to be included in HDM-4 analyses. A Vehicle Fleet
consists of a number of Vehicle Types. Each Vehicle Type
represents a class of vehicles in the traffic mix being
HDM-4
modelled (e.g. small car, large truck, etc.). When creating

a Vehicle Fleet, you should include one Vehicle Type for
each vehicle class in the traffic mix being modelled.
HDM-4 includes 20 default Vehicle Types.
Data Captured are;
– Vehicle Type – Motorised/Non Motorised
– Vehicle Characteristics
– Vehicle Cost
Dr:Sunil Vasudevan
Maintenance & Improvement Standards
In HDM-4, typically you will create a set of Maintenance
and Improvement Standards that can then be assigned
to road sections in many subsequent Projects,
Programmes and Strategies that you create.
HDM-4
Inputs in brief are;

• General Parameters
• Designs
• Intervention Levels
• Costs
• Effects
Dr:Sunil Vasudevan
Maintenance & Improvement Standards
In HDM-4 Maintenance and Improvement Standards are
used to represent the targets or levels of condition and
response that you aim to achieve
Maintenance Standards define the maintenance works
HDM-4
required to maintain the road network at the target

level.
Each Maintenance Standard consists of a set of one or
more Works Items.
Each Works Item is defined in terms of the road surface
class to which it applies, an intervention level, an
operation type (e.g. reseal, overlay, etc.), and the
resultant effect on the pavement
Dr:Sunil Vasudevan
Improvement Standards
It is the road improvement works to be carried out if the
state of the road network fall below a certain level.
Each Improvement Standard is defined in terms of;
•The road surface class
HDM-4
•Intervention level
•Improvement type
•Cost & duration of the works
•The resultant effect on the pavement in terms of its
condition, geometry, strength, etc.
Supported improvement types include: lane addition,
partial widening, reconstruction, and upgrading.
Dr:Sunil Vasudevan
HDM-4
Dr:Sunil Vasudevan
ASSET MANAGEMENT & HDM-4 ASSET MANAGEMENT & HDM-4
THANK YOU VERY MUCH
FOR
NOT SLEEPING ALL THROUGH
Please feel Free to contact me for any clarifications
Cell: 9910056044
Email: 1958.sunil@gmail.com
Dr:Sunil Vasudevan

Asset Management Guide for Road Infrastructure

Caricato da

Informazioni sul documento

Titolo originale

Copyright

Formati disponibili

Condividi questo documento

Condividi o incorpora il documento

Opzioni di condivisione

Hai trovato utile questo documento?

Questo contenuto è inappropriato?

Copyright:

Formati disponibili

Asset Management Guide for Road Infrastructure

Caricato da

Copyright:

Formati disponibili

ASSET MANAGEMENT

• Development of young asset management

Typical PBMMS criteria

For the analysis using the HDM-4 model it is necessary to collect a

The distress types to be identified and recorded are the

prioritised work programmes in which

analyse the Project using several different alternatives, allowing

• Multi-year Forward Programming or Life Cycle Analysis.

Road Section Data

modelled (e.g. small car, large truck, etc.). When creating

Inputs in brief are;

required to maintain the road network at the target

Potrebbero piacerti anche