# Performance-Based Ranking of Existing Road Bridges
## 2 Assessment Procedure
### Overall Performance Assessment for Priority Repair Ranking
\begin{table}
\begin{tabular}{l c c c c c c c c} \hline \hline \multirow{2}{*}{
\begin{tabular}{c} **Road** \\ **Category** **(1)** \\ \end{tabular} } & \multirow{2}{*}{\(G_{RC}\)} & \multicolumn{2}{c}{**Annual**} & \multirow{2}{*}{\(G_{AADT}\)} & \multirow{2}{*}{\(G_{DD}\)} & \multirow{2}{*}{\(G_{DS}\)} & \multirow{2}{*}{\(G_{LS}\)} & \multirow{2}{*}{\(G_{LS}\)} & \multirow{2}{*}{\(G_{TL}\)} \\  & & & **Traffic** (2) & & & **Distance** (3) \\  & & & **(N Vehicles)** & & **(km)** & & **(m)** \\ \hline unknown & \multirow{2}{*}{\(1\)} & \multirow{2}{*}{\(<\)500} & \multirow{2}{*}{\(1\)} & adjacent & \multirow{2}{*}{\(1\)} & \multirow{2}{*}{\(<\)5} & \multirow{2}{*}{\(1\)} & \multirow{2}{*}{\(<\)20} & \multirow{2}{*}{\(1\)} \\ road & & & & traffic lane & & & & \\ \hline local road & 2 & 500–15.000 & 2 & \(<\)5 km & 2 & 5–20 & 2 & 20–80 & 2 \\ \hline inter–state & \multirow{2}{*}{\(3\)} & \multirow{2}{*}{\(15\),000–50.000} & \multirow{2}{*}{\(3\)} & \multirow{2}{*}{\(5\)–20 km} & \multirow{2}{*}{\(3\)} & \multirow{2}{*}{\(20\)–50} & \multirow{2}{*}{\(3\)} & \multirow{2}{*}{\(80\)–200} & \multirow{2}{*}{\(3\)} \\ road & & & & & & & \\ \hline state road & 4 & 50,000–500.000 & 4 & 20–60 km & 4 & 50–100 & 4 & 200–500 & 4 \\ \hline highway & 5 & \(>\)500.000 & 5 & \(>\)60 km & 5 & \(>\)100 & 5 & \(>\)500 & 5 \\ \hline \hline \end{tabular}  
* \({}^{(1,2,3)}\) It should be noted that the gradation of road category, annual average daily traffic volume, and detour distance should be adjusted to the size of the road network under consideration. \({}^{(2)}\) In Croatia, for example, more than 50,000 vehicles would be expected only on the detour route of the capital. Looking at the total Croatian traffic intensity, the gradations 1 to 5 could be used for AADT \(<\) 500; 500–3000; 3000–10.000, 10.000–30.000, and 30.000–50.000, respectively. \({}^{(3)}\) The detour route is graded according to the time lost due to (i) slowing down in adjacent traffic line, (ii) time lost of up to 10 min, (iii) up to half of the hour, (iv) up to one hour and (v) more than one hour, respectively.
* The gradation of the longest span depends on the type of bridge structure, the material used, and the complexity of the structure. Bridges with spans up to 5 m are small crossings made of reinforced concrete. Spans up to 20 m are often overcome with simple reinforced concrete girders or slabs. Above the span range of 20 to 50 m, bridges can be considered as medium-sized bridges where prestressed concrete and composite structures can be used, but even less sophisticated construction methods are possible. Above the 50 m span range, more complex construction types (e.g., arch bridges), more complex cross-sections (beam-type sections, variable height sections), and more sophisticated construction methods (longitudinal launching, cantilever methods). Above the span range of 100 m, it is justified to consider the bridge as a structure of high importance. \({}^{(5)}\) The total length of the bridge affects maintenance and management costs. Therefore, an appropriate gradation is proposed in terms of span gradation and the most common bridge layouts. The first group represents a small bridge with one or two spans and the second group will include overpasses over the local road to overpasses over the highway. Continuing with medium-sized continuous bridges in the third group. The fourth group includes either more complex structural types of the main bridge with multiple approach spans or long bridges with numerous similar spans. Finally, grade 5 belongs to the main bridges with large spans that have multiple approach spans or to the particularly long bridges.  
\begin{tabular}{l|l|l|l|l|l} \hline \hline \multirow{2}{*}{\begin{tabular}{c} **Indiv.** \\ **Parts** \\ \end{tabular} } & \multirow{2}{*}{\(\mathbf{KPI_{SS,IP}}\)} & \multirow{2}{*}{\(\mathbf{KPI_{TS,IF}}\)} & \multirow{2}{*}{\(\mathbf{KPI_{D,IF}}\)} & \multirow{2}{*}{\(\mathbf{KPI_{BCA,IP}}\)} \\ \cline{1-1} \cline{5-5}  & & & & & \\ \hline Sidewalk & 2.00 & **2.25** & **3.00** & 2.33 \\ \hline \multirow{2}{*}{\begin{tabular}{c} **Pavement** \\ **Girder** \\ **structure** \\ \end{tabular} } & \multirow{2}{*}{0.69} & \multirow{2}{*}{2.08} & \multirow{2}{*}{2.08} & \multirow{2}{*}{1.72} \\ \cline{1-1} \cline{5-5}  & & & & & \\ \hline \hline \begin{tabular}{l} **Girder** \\ **structure** \\ \end{tabular} & \multirow{2}{*}{2.00} & \multirow{2}{*}{2.00} & \multirow{2}{*}{1.00} & \multirow{2}{*}{2.00} \\ \cline{1-1} \cline{5-5}  & & & & & \\ \hline \hline \begin{tabular}{l} **Arch** \\ **structure** \\ \end{tabular} & \multirow{2}{*}{3.00} & \multirow{2}{*}{0.75} & \multirow{2}{*}{1.50} & \multirow{2}{*}{2.33} \\ \cline{1-1} \cline{5-5}  & & & & & \\ \hline \hline \begin{tabular}{l} **Abt** \\ **office condition assessment** \\ \end{tabular} & \multirow{2}{*}{0.00} & \multirow{2}{*}{0.00} & \multirow{2}{*}{0.00} & \multirow{2}{*}{0.00} \\ \cline{1-1} \cline{5-5}  & & & & & \\ \hline \hline \
\begin{tabular}{l} **Pillar** \\ **D**,**** **S**Y** \\ \end{tabular} & \multirow{2}{*}{0.67} & \multirow{2}{*}{1.50} & \multirow{2}{*}{2.00} & \multirow{2}{*}{1.50} \\ \cline{1-1} \cline{5-5}  & & & & & \\ \hline \hline
\begin{tabular}{l} **System** \\ **Bridge** \\ \end{tabular} & \multirow{2}{*}{**3.45**} & \multirow{2}{*}{**2.25**} & \multirow{2}{*}{**3.00**} & \multirow{2}{*}{**2.68**} \\ \hline \hline \end{tabular}  
\end{table}