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followed by a poll in ‘The Engineer’ magazine, asking if the
great Victorian engineers should be regarded as role models
for today’s infrastructure builders.
I had already been thinking about Brunel in this light, having
recently read LTC Rolt’s excellent biography [1]. I have also
found examples of asset management in other areas, which
led me to think that there is another dimension that we need to
develop.
I believe that the genre of business management literature
provides us with a way forward. It is amply served by
popular general works; I propose that asset management
would be well served by publishing similar material that
provides the ‘hooks’ to amplify basic truths – that asset
management is everybody’s business and it’s about how you
put it all together. Now that the IAM is coming of age, we
need to explore the human dimension through real stories
which relate to well-known people and well-known
endeavours, things that people will know something about
through general, rather than specialised, knowledge. In this
way, we can create some of our own role models, heroes and
case studies and provide something to which Top Managers
and Leaders can relate.
2 Heroes, Role Models and Case Studies
It would be futile to speculate on how Brunel and others
might have made their mark today. They were creatures of
the Victorian era, when rampant entrepreneurs coupled
radical technological innovations with seemingly limitless
opportunities in a high risk, high reward environment.
George Bernard Shaw said, “The reasonable man adapts
himself to the world: the unreasonable one persists in trying
to adapt the world to himself. Therefore all progress depends
on the unreasonable man.” I came across this quote many
years ago, and it rings true for me in many walks of life. If we
apply this to the Victorians, we can see that they certainly
made a lot of progress. While we stand on their shoulders, we
hopefully continue to learn hard-won lessons from their
successes and failures.
Which brings me to my title – one way to look at asset
management is that it describes a way in which we can make
progress (i.e. be ‘unreasonable’) in a ‘reasonable’ way. We
may be required to be revolutionary, but by taking the holistic
view of the situation we can consider the full range of issues
which must be dealt with in order to achieve an acceptable (or
even ‘least worst’) outcome.
3 Aspects of asset management
I have selected several examples that I believe can illustrate
asset management in a more general and high-level context
which may in turn help to spread the message.
These examples are past, present and future, featuring high
technology, a tunnel and an art gallery.
3.1 Stakeholder needs and expectations – big programmes
There seems to be a tendency to reach for ever-larger
numbers to create attention-seeking headlines. This year, for
instance, we have been told that London will require an
estimated £1,324bn capital investment on infrastructure up to
2050 [2]. News of other big infrastructure projects, like the
proposed Atlantic-Pacific canal link through Nicaragua
(estimated cost £23bn) might seem minor in comparison.
Faced with these headlines, it is important to keep a sense of
perspective, to identify important messages and engage in
sensible dialogue. For instance, in UK Government, the
House of Commons Committee of Public Accounts recently
published a report which observes that around £250billion of
planned investment in economic infrastructure in the UK is
expected to be financed and delivered by private companies,
but paid for by consumers (through bills and fares). This
includes the regulator-approved programmes for energy
networks, water and wastewater and rail infrastructure, each
of which have been separately developed and scrutinised in
great detail. In each case, the regulator for the industry in
question has announced that it has acted on behalf of the
customer to challenge efficient spending plans and it has
taken firm measures to limit the impact on the customers’
wallets and purses.
The significant contribution of the report is to observe that,
while each specific strand of infrastructure investment is
‘market tested’, there is no overall assessment of whether
consumers will be able to afford to pay.
This reveals an important point which touches on the
requirements and expectations of stakeholders and risk
assessment, among other things, at a national or macro level.
It goes straight to the heart of what society wants and what
society can afford. Such issues are more usually the preserve
of politicians and economists. Whether the asset management
approach is ever intended to reach this far (and I would argue
that it is reasonable to consider such an approach), the
mission of the organization (government) could be
compromised if customers cannot bear the overall cost of the
overall objectives. This is a large and complex subject, and
one which the asset management community should
acknowledge in appropriate terms.
3.2 Asset creation - the Channel Tunnel
The IAM was not the only significant 20th
anniversary this
year; the Channel Tunnel also celebrated the 20th
year of
operation since the first commercial service opened in 1994.
In 1996, The American Society of Civil Engineers honoured
the Channel Tunnel as ‘one of the Seven Wonders of the
Modern World’. In 2013, FIDIC awarded it a Trophy of
Excellence, one of a select group of projects judged to have
made a significant contribution over the last 100 years. It is
unquestionably a great engineering achievement. These days,
it’s perhaps not surprising that we almost take the Tunnel for
granted; after all, over 300 million people have now used it.](https://image.slidesharecdn.com/924154e6-52c2-46d6-b7ff-ca56f164763b-150211100638-conversion-gate02/85/0096-asset-management-Making-the-Unreasonable-reasonable-FINAL-2-320.jpg)
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The 20th
anniversary was marked by one or two articles
reminding us that the creation of this asset was beset by
financial problems. It is difficult to claim that it met the
needs and expectations of its stakeholders; in fact, there is a
publicly-available document, written some 10 years after the
tunnel opened, that states “the cost benefit appraisal of the
Channel Tunnel reveals that overall the economy has lost,
with the total resource cost being greater that the benefits
generated.”[3]
To recap, as traffic between the UK and continental Europe
increased in the postwar years, the need for a fixed transport
link became more pressing. Eventually, the British and
French governments agreed that a tunnel should be built and
this was ratified by The Treaty of Canterbury in 1987.
Crucially, the tunnel was to be privately financed, constructed
and operated at the owner’s risk – there were to be no public
funds or financial guarantees.
For a variety of reasons, the construction cost reached £9.5bn
when it was completed in 1994, nearly double the original
estimate. This created profound problems for the financing of
the venture, which ultimately led to investors losing their
money on the project. At one stage, the organization was
unable to meet interest payments on its debt of £2M every
day.
In 2006, the organization completed a debt restructure which
has put the business on a more sustainable footing and in
2009 it paid its first dividend. Other significant changes to
the business included the extension of the operating
concession from 2052 to 2086, meaning that, a century after
the Concession Agreement was presented to Parliament,
Eurotunnel is scheduled to hand the fixed link back to the
British and French governments in full working order.
I lived close to the project during the early stages of my
career, when it seemed that the daily business news was a
continuous barrage of the arguments that raged between the
banking consortium, the owner (Eurotunnel) and the
contractor consortium (TML) over delays, cost overruns,
claims and counter claims. At one stage, the business
relationship reached a point where Eurotunnel sought an
injunction to stop TML from continuing to work.
So why should the Channel Tunnel feature in this paper? The
project was, and is, an engineering triumph – but study the
detailed narrative of how it was conceived, structured and
financed and one finds profound learning points on issues
including scope definition, demand forecasting, stakeholder
management, project management, brand and reputation and
period of responsibility.
3.3 Risk management - Raphael’s ‘Deposition’
A couple of years ago, I proposed developing an asset
management example based on art collections, where the
asset types could include paintings, sculptures and ceramics.
However, this was considered to be a bit too abstract at the
time; then I read a news item that suggested that I may have
stumbled upon a good example after all.
In September 2014, under the headline ‘Raphael masterpiece
warped by museum’s faulty air conditioning’, the feature
described how a ‘priceless’ Renaissance masterpiece suffered
the consequences of the failure of the air conditioning system
in Rome’s Galleria Borghese. It went on to report that the
museum’s Director had warned in May that the 17 year-old
air conditioning system had not worked for two months
because it was ‘completely worn out’, adding that ‘lack of
maintenance over a period of years’ had been a factor.
In the heat and humidity of August in Rome, visitors to the
museum complained of stifling conditions. They did not
suffer alone – Raphael’s Deposition, painted in 1507 on a
wooden panel, deformed. The museum reported that
emergency measures had been taken and that placing a
dehumidifier next to the artwork had reduced the
deformation.
Viewed from the outside, this appears to be a potentially good
case study for the asset management approach. For example,
what is the context of the organization and how does it define
its objectives? For reference, the National Gallery in the UK
states its objectives on its website [4], including these which
relate to care for the collection:
• Keep the pictures in the nation's collection safe for
future generations by maintaining a safe and
appropriate environment for them, monitoring their
condition regularly, and undertaking suitable
restoration or conservation
• Do everything possible to secure the pictures from
fire, theft and other hazards
The painting is an irreplaceable asset; its value could be
argued to have an international dimension as well as value to
the owning organization. However, asset management
usually focuses on the building and building services, in this
case the air conditioning system.
The wider concept of asset life is perhaps a subject for
another paper, but it would be interesting to know how the
general concept of ‘end of life’ of 500 year-old artworks is
dealt with. In comparison, determining the end of life of an
air conditioning system is a simple matter.
Risk assessment and risk mitigation are obvious areas for
study, as well as contingency planning.
Again, this demonstrates the potential to apply an asset
management approach on more than one level. An audience
may well ask ‘so what has a 500 year old artwork in Rome
got to do with asset management in my organization?’ More
than anything, this case vividly illustrates the potential
damage to the organization’s brand or reputation that can
flow from a seemingly minor asset management issue.
We don’t always pay enough attention to consequences.
When a single event such as this hits the news, the audience is
usually reminded of other related issues. In this case, the
consequences of the event are far broader than uncomfortable
visitors and a damaged artwork. The international media has
taken the opportunity to remind us of widespread concerns
about deteriorating monuments elsewhere and calls into](https://image.slidesharecdn.com/924154e6-52c2-46d6-b7ff-ca56f164763b-150211100638-conversion-gate02/85/0096-asset-management-Making-the-Unreasonable-reasonable-FINAL-3-320.jpg)
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question a nation’s ability or willingness to look after its
cultural heritage.
3.4 Decommissioning and disposal - the Space Industry
People are very fond of paraphrasing President Kennedy, he
was even invoked at this year’s IAM Conference (“ask not
what the IAM can do for you …”). I want to go back to
another statement, “"I believe that this nation should commit
itself to achieving the goal, before this decade is out, of
landing a man on the moon and returning him safely to the
earth.” I have used this excellent SMART objective in
training sessions, comparing it to the Mars One mission,
which is to send people to Mars and not bring them back!
President Kennedy’s objective was achieved, and the space
industry continues to develop. A growing concern, however,
and possibly something which was not foreseen in the early
days, is the accumulation of debris in earth orbit. 45 years
after the first man set foot on the moon, it is reported that
there are now more than 17,000 trackable objects larger than
a coffee cup in orbit. It is claimed that this is becoming a
serious problem and the industry is proposing a variety of
novel ways to clean it up. Even Hollywood has noticed this;
the potential hazards arising from this orbiting scrapyard and
the potential consequences contributed to the drama in the
film ‘Gravity’.
As organizations routinely deal with decommissioning and
disposal of everything from a sheet of paper to an oil rig, they
can perhaps be quietly satisfied that they are ahead of the
space industry! The asset management message from space is
highly pertinent and transferable to many other enterprises.
The asset life cycle includes decommissioning and disposal;
failure to acknowledge this and deal with it will have
consequences ultimately. These consequences may include
increased probability of harm to people or the environment,
unforeseen costs, restricted operations and damage to
reputation or brand value.
3.5 Asset and life cycle - ss ‘Great Britain’
Since I started with Brunel, I offer one example from his
magnificent works, the ss Great Britain. This requires a brief
history, which I shall try to relate in asset management terms.
How was the need for this asset identified and how was it
created? The business context at the time was high risk, high
reward. In the background, the economic regeneration of
Bristol was at stake and competition with other ports was
becoming fierce. The Great Western Steamship Company
(GWSSC) stated that its objective was “to establish regular
lines of steamships between Bristol and those Western ports
to which her geographical positions renders her most eligible,
the first to be directed towards the United States”.
The GWSSC already owned the ‘Great Western’. She was a
Brunel-designed wooden paddle steamer, the largest ship of
her type in Europe at the time. On the basis of her first
successful voyage to New York in 1838, the company
decided to commission another ship – thus the ss Great
Britain was born.
The guiding minds on this project were all innovators.
Possibly what the organization needed was an evolution of
the Great Western – what it got was ss Great Britain, a leap
in scale and technology - built of iron, adopting, combining,
enlarging current techniques, twice the tonnage of anything
that had gone before, and with screw propulsion.
The GWSSC decided to build the ship at Bristol and it also
set up works there to build her engines, despite Brunel’s
warnings about the financial risk of doing this in-house [5].
In addition, even the rigging was non-conventional for the
time, designed for economy of labour, although it seems that
it was not well-received by the operators (ie the seamen). It
was revised after only two voyages.
While the asset creators were literally making history, the
company shareholders were getting concerned about the risks
being taken with their money, causing a revolt in 1841
(halfway through construction).
She made her maiden voyage, from Liverpool to New York,
in July 1845, two years after being ‘floated out’ at Bristol. In
September 1846, en route to New York, she ran aground at
Dundrum Bay in Northern Ireland (with no loss of life) and it
took nearly a year to refloat her. She survived a year aground
only because Brunel himself took charge of the operations to
protect the ship while she lay aground throughout the winter
season (it seems that no one else had the vision or application
required to prevent a total loss). The cost of the salvage and
the loss of business brought about the collapse of the
GWSSC, and the ships were sold.
The Great Britain was then extensively redesigned and
refitted for the Australia route, which she served for over 20
years, carrying some 12,000 passengers. However, by the
1870s, the ground-breaking design and build did not conform
to the standards which had since been agreed for iron ships.
While she was considered to be in excellent condition and
thoroughly seaworthy, Lloyds did not recommend Class A
classification, which affected insurability and use as a
passenger ship, so she changed hands once more.
Her new owners converted her at considerable cost into a
sailing ship for carrying cargo. In this new business purpose,
she made two complete voyages from Liverpool to San
Francisco. Then, in 1886, she was damaged in a storm and
forced into Port Stanley in The Falkland Islands. The cost of
repairs was considered to be too high, so she was sold to the
Corporation of The Falklands Company for use as a storage
hulk. Her Registration was closed in 1887.
So, after 40 years of intermittent use and much expensive re-
purposing, Brunel’s great ship then served as a storage unit
for 50 more years, until she was judged to be in such poor
condition that there was a risk to the access to the harbour at
Port Stanley. She was towed to Sparrow Cove and beached in
1937, where she spent a further 33 years before being rescued
and returned to Bristol in a remarkable salvage operation.](https://image.slidesharecdn.com/924154e6-52c2-46d6-b7ff-ca56f164763b-150211100638-conversion-gate02/85/0096-asset-management-Making-the-Unreasonable-reasonable-FINAL-4-320.jpg)
![5
She is now the focal point of an award-winning museum,
centre of research and visitor attraction, attracting over
175,000 visitors annually. One of the primary Charitable
Objects of the asset owner, the ss Great Britain Trust, is “to
conserve and preserve the ss Great Britain in the Great
Western Dockyard for all time for the benefit of the public as
a ship of historic and scientific interest and to place the same
upon public display as a museum accessible for all.”
So why is this story relevant to discussing asset management
in today’s context? I believe that we should celebrate brilliant
engineering and ‘stand on the shoulders of giants’, but we
must be clear that there are important discussion points for the
present day. While some of these may be outside the
influence of asset managers, they will certainly be within the
grasp of more senior levels. These include:
• Alignment – at the outset, the organization’s
objective was to establish regular services from
Bristol, but their ship sailed from Liverpool. As
such, it did not add value to the local economy.
• Risk assessment and business continuity – a single
high impact event (running aground) effectively
destroyed the organization.
• Contingency planning – it might be argued that the
Supply Chain at the time was not matched to the
asset, since there was no salvage capability in place
until Brunel himself got involved.
• Life cycle – AM requires us to consider the period of
responsibility of the organization when using or
managing an asset. While ss Great Britain
functioned as a ship for 30 years in total, she
fulfilled her original purpose, that of fast luxury
transatlantic liner, for only 2 years.
• Decommissioning and disposal – the great ship
experienced several variations of this important life
cycle phase. In the 1930s, there was an option to
tow her out to sea and sink her, but there was an
understanding of her historic significance and some
attempts were made to preserve her at the time.
While these were unsuccessful, at least the result
was that she was beached rather than sunk, thus
keeping options open for the later retrieval and
restoration.
4 Conclusions
I set out to show that there are asset management stories to be
derived from general or popular knowledge. To illustrate the
point, I have referenced a diverse range of examples from the
Space Race to a 500 year-old painting and Brunel to the
Channel Tunnel.
In each case, I have tried to draw indicative learning points
about the application of an asset management approach.
These are not detailed points – the intent is not to provide
conclusive evidence, but to stimulate discussion and thinking
about how the asset management approach, properly applied,
should bring seemingly disparate specialisms together to form
a cohesive picture.
Three of my chosen examples – space, the Channel Tunnel
and ss Great Britain – are iconic engineering achievements.
The surface impression is of great and heroic engineering
triumphs. There may be some passing reference to turbulence
or difficulty, but it generally does not serve the public image
to dwell on negatives. However, I believe that this is where
we need to pay attention, so that the ‘language of business’
becomes as familiar to engineers and asset managers as their
more technical specialisms. The strong emphasis on
alignment, reinforced in ISO 55000, requires that asset
managers should know that they are contributing directly to
managing the business risks arising from the assets employed
in their organizations.
There was a brief discussion in the IAM media[6] about
whether asset management can ever help to justify politically-
driven investment decisions such as major sporting events and
large-scale building projects – and if so, how? It was
proposed that AM isn’t ever likely to influence or justify the
decision itself, but it can certainly provide support for the
justification, by showing that risk and uncertainty are
managed and that cost control, effective planning and a
sustainable solution can be achieved. The Space and Channel
Tunnel examples fit this model quite well – one could add
many others.
To just repeat what is said above - this is not to say that asset
managers should expect to change every asset-related aspect
of the business they work in, but they should be able to apply
the asset management approach to develop holistic views with
the help of their network of colleagues, and thus become a
respected source of compelling expert advice.
Looking ahead, the AM community should be thinking about
the headline strategic projects as well as applying itself to the
main business of improving business-scale enterprises. Why
not have a view on HS2, the proposed new Nicaragua canal,
commercialised space flight and all of the other big ideas
which fill our media?
I think asset management will prove to be the philosophy and
practice that puts the ‘reasonable’ into ‘unreasonable’, that
shows how progress can be made in our constrained and
crowded world in the ‘least worst’ manner.
As psychologist Barry Schwartz said, “The good news is you
don’t need to be brilliant to be wise. The bad news is that
without wisdom, brilliance isn’t enough.” [7]
FOOTNOTE: 43 per cent of the respondents to The Engineer
Poll on Victorian Role Models said that the current crop of
infrastructure engineers are every bit as talented as their
fabled Victorian forebears while 36 per cent thought that the
Victorians’ boldness, ambition and skill was missing in the
modern world. Of the remaining options, 8 per cent thought
that we had forgotten that many 19th century engineering
projects were financial and logistical failures; while 6 per cent
thought that we had a misleading view of Victorian
engineering prowess because only their successful structures
survive. [8]](https://image.slidesharecdn.com/924154e6-52c2-46d6-b7ff-ca56f164763b-150211100638-conversion-gate02/85/0096-asset-management-Making-the-Unreasonable-reasonable-FINAL-5-320.jpg)
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Acknowledgements
I am grateful to the ss Great Britain Trust, for permission to
use reference material and for checking my brief account of
Brunel’s great ship.
I am also grateful to The Engineer for permission to use the
results of their poll.
References
[1] LTC Rolt. “Isambard Kingdom Brunel”, (2000).
[2] Arup. “The Cost of London’s long-term
infrastructure”,[2014]
[3] “The Channel Tunnel ? an Ex-post Economic
Evaluation”, published by Association for European
Transport (2005).
[4] http://www.nationalgallery.org.uk/about-
us/organization/constitution/constitution/*/viewPage/3
(2014).
[5] ss Great Britain Downloadable Documents,
“Conservation Plan Vol 2”, p.70.
[6] Assets magazine, March 2011, pp.16-17.
[7] Barry Schwartz. “Using our Practical Wisdom”, TED,
TEDSalon NY2011.
[8] The Engineer. Poll – Victorian Role Models, September
2014
http://www.theengineer.co.uk/opinion/poll-victorian-
role-models](https://image.slidesharecdn.com/924154e6-52c2-46d6-b7ff-ca56f164763b-150211100638-conversion-gate02/85/0096-asset-management-Making-the-Unreasonable-reasonable-FINAL-6-320.jpg)
0096 asset management Making the Unreasonable reasonable FINAL
- 1. 1 Asset Management – making the “Unreasonable” Reasonable? M.R. Dixon, Principal Consultant, The Woodhouse Partnership Ltd, Kingsclere, UK. Mike.Dixon@twpl.com Keywords: Asset Management, ISO55000. Abstract Asset management (AM) discussions frequently come around to how to prepare compelling investment cases to Top Management in a language that they understand. The objective of this paper is to propose a way in which the AM concept itself may be made more compelling to Top Management and Leadership. The paper argues that a macro representation of asset management in a general organizational context may be beneficial approach. The paper refers to high-profile historic examples to illustrate how an AM approach might have influenced outcomes. The paper is the author’s personal view and is intended as a discussion of the potential power of asset management. One way to look at AM and ISO55000 is that it describes what we should do in today’s constrained and crowded world in order to make progress in a ‘reasonable’ way. The ‘commissioning organization’ may need to achieve revolutionary outcomes, but, through AM, we can take the holistic view of the situation and identify, then treat, the full range of related issues. Informed leadership is critical in this regard. Whilst asset managers can individually and collectively strive to develop the multi-skilled, multi-agency, multi-layered networking culture and approaches that will enable us to prepare compelling investment cases to Top Management (and that will also enable Top Management to respond to them), we must continue to lobby for representation at the most senior levels of organizations. This is because one of the hardest skills is Influencing - there is only so much ‘pushing’ that can be done from below. Asset managers, just like anyone else in business, commerce, government or NGOs, need ‘pull’ from above. A useful way to ‘sell’ the concept and value of asset management to the Leaders of Today (and, perhaps more importantly, the Leaders of Tomorrow) could be to create compelling stories that interpret iconic achievements and events in AM terms. Several examples will illustrate the key learning points, that the ‘commissioning organization’ was strongly motivated and very powerful, and that progress was made but important areas of ‘reasonableness’ appear to have been overlooked. These are areas that an AM Framework could have picked up. In summary, there is huge potential to further develop a series of illustrative studies to highlight the power of the AM approach in a way which should appeal to a general business readership and thus engage existing and developing Leaders across a wide range of enterprises. 1 Introduction There is growing evidence that those who ‘get’ asset management can demonstrate how it meets their own particular business needs. As the asset management community grows in size and maturity, part of the development is that it continues to challenge itself about how to articulate the concept of asset management and its potential benefits to a wider audience. In my own work, I have frequently encountered the observation “but that’s not asset management, that’s just good practice financial control / demand forecasting / project handover / risk management / investment appraisal / contingency planning” (the reader may add more techniques as required – and/or delete as appropriate). Of course, the observation is correct; but the discussion that follows then shows that the Unique Selling Point of asset management is that it provides a framework in which all of the necessary tools and techniques can interact. We are all working hard to find new and different ways to articulate the concept and the benefits. There are good examples of clearly-won savings expressed in ‘hard numbers’ including lower costs, more efficient inventories and increased production, as well as the ‘soft’ benefits. The message and the application are spreading. An interesting feature of this growing maturity is that people are now starting to look for parallels with familiar or cultural references. Ian Miller wrote a piece in the May 2014 issue of ‘Assets’ magazine, invoking the memory of Isambard Kingdom Brunel and reminding us all that we should never forget on whose shoulders we aspire to stand. This was
- 2. 2 followed by a poll in ‘The Engineer’ magazine, asking if the great Victorian engineers should be regarded as role models for today’s infrastructure builders. I had already been thinking about Brunel in this light, having recently read LTC Rolt’s excellent biography [1]. I have also found examples of asset management in other areas, which led me to think that there is another dimension that we need to develop. I believe that the genre of business management literature provides us with a way forward. It is amply served by popular general works; I propose that asset management would be well served by publishing similar material that provides the ‘hooks’ to amplify basic truths – that asset management is everybody’s business and it’s about how you put it all together. Now that the IAM is coming of age, we need to explore the human dimension through real stories which relate to well-known people and well-known endeavours, things that people will know something about through general, rather than specialised, knowledge. In this way, we can create some of our own role models, heroes and case studies and provide something to which Top Managers and Leaders can relate. 2 Heroes, Role Models and Case Studies It would be futile to speculate on how Brunel and others might have made their mark today. They were creatures of the Victorian era, when rampant entrepreneurs coupled radical technological innovations with seemingly limitless opportunities in a high risk, high reward environment. George Bernard Shaw said, “The reasonable man adapts himself to the world: the unreasonable one persists in trying to adapt the world to himself. Therefore all progress depends on the unreasonable man.” I came across this quote many years ago, and it rings true for me in many walks of life. If we apply this to the Victorians, we can see that they certainly made a lot of progress. While we stand on their shoulders, we hopefully continue to learn hard-won lessons from their successes and failures. Which brings me to my title – one way to look at asset management is that it describes a way in which we can make progress (i.e. be ‘unreasonable’) in a ‘reasonable’ way. We may be required to be revolutionary, but by taking the holistic view of the situation we can consider the full range of issues which must be dealt with in order to achieve an acceptable (or even ‘least worst’) outcome. 3 Aspects of asset management I have selected several examples that I believe can illustrate asset management in a more general and high-level context which may in turn help to spread the message. These examples are past, present and future, featuring high technology, a tunnel and an art gallery. 3.1 Stakeholder needs and expectations – big programmes There seems to be a tendency to reach for ever-larger numbers to create attention-seeking headlines. This year, for instance, we have been told that London will require an estimated £1,324bn capital investment on infrastructure up to 2050 [2]. News of other big infrastructure projects, like the proposed Atlantic-Pacific canal link through Nicaragua (estimated cost £23bn) might seem minor in comparison. Faced with these headlines, it is important to keep a sense of perspective, to identify important messages and engage in sensible dialogue. For instance, in UK Government, the House of Commons Committee of Public Accounts recently published a report which observes that around £250billion of planned investment in economic infrastructure in the UK is expected to be financed and delivered by private companies, but paid for by consumers (through bills and fares). This includes the regulator-approved programmes for energy networks, water and wastewater and rail infrastructure, each of which have been separately developed and scrutinised in great detail. In each case, the regulator for the industry in question has announced that it has acted on behalf of the customer to challenge efficient spending plans and it has taken firm measures to limit the impact on the customers’ wallets and purses. The significant contribution of the report is to observe that, while each specific strand of infrastructure investment is ‘market tested’, there is no overall assessment of whether consumers will be able to afford to pay. This reveals an important point which touches on the requirements and expectations of stakeholders and risk assessment, among other things, at a national or macro level. It goes straight to the heart of what society wants and what society can afford. Such issues are more usually the preserve of politicians and economists. Whether the asset management approach is ever intended to reach this far (and I would argue that it is reasonable to consider such an approach), the mission of the organization (government) could be compromised if customers cannot bear the overall cost of the overall objectives. This is a large and complex subject, and one which the asset management community should acknowledge in appropriate terms. 3.2 Asset creation - the Channel Tunnel The IAM was not the only significant 20th anniversary this year; the Channel Tunnel also celebrated the 20th year of operation since the first commercial service opened in 1994. In 1996, The American Society of Civil Engineers honoured the Channel Tunnel as ‘one of the Seven Wonders of the Modern World’. In 2013, FIDIC awarded it a Trophy of Excellence, one of a select group of projects judged to have made a significant contribution over the last 100 years. It is unquestionably a great engineering achievement. These days, it’s perhaps not surprising that we almost take the Tunnel for granted; after all, over 300 million people have now used it.
- 3. 3 The 20th anniversary was marked by one or two articles reminding us that the creation of this asset was beset by financial problems. It is difficult to claim that it met the needs and expectations of its stakeholders; in fact, there is a publicly-available document, written some 10 years after the tunnel opened, that states “the cost benefit appraisal of the Channel Tunnel reveals that overall the economy has lost, with the total resource cost being greater that the benefits generated.”[3] To recap, as traffic between the UK and continental Europe increased in the postwar years, the need for a fixed transport link became more pressing. Eventually, the British and French governments agreed that a tunnel should be built and this was ratified by The Treaty of Canterbury in 1987. Crucially, the tunnel was to be privately financed, constructed and operated at the owner’s risk – there were to be no public funds or financial guarantees. For a variety of reasons, the construction cost reached £9.5bn when it was completed in 1994, nearly double the original estimate. This created profound problems for the financing of the venture, which ultimately led to investors losing their money on the project. At one stage, the organization was unable to meet interest payments on its debt of £2M every day. In 2006, the organization completed a debt restructure which has put the business on a more sustainable footing and in 2009 it paid its first dividend. Other significant changes to the business included the extension of the operating concession from 2052 to 2086, meaning that, a century after the Concession Agreement was presented to Parliament, Eurotunnel is scheduled to hand the fixed link back to the British and French governments in full working order. I lived close to the project during the early stages of my career, when it seemed that the daily business news was a continuous barrage of the arguments that raged between the banking consortium, the owner (Eurotunnel) and the contractor consortium (TML) over delays, cost overruns, claims and counter claims. At one stage, the business relationship reached a point where Eurotunnel sought an injunction to stop TML from continuing to work. So why should the Channel Tunnel feature in this paper? The project was, and is, an engineering triumph – but study the detailed narrative of how it was conceived, structured and financed and one finds profound learning points on issues including scope definition, demand forecasting, stakeholder management, project management, brand and reputation and period of responsibility. 3.3 Risk management - Raphael’s ‘Deposition’ A couple of years ago, I proposed developing an asset management example based on art collections, where the asset types could include paintings, sculptures and ceramics. However, this was considered to be a bit too abstract at the time; then I read a news item that suggested that I may have stumbled upon a good example after all. In September 2014, under the headline ‘Raphael masterpiece warped by museum’s faulty air conditioning’, the feature described how a ‘priceless’ Renaissance masterpiece suffered the consequences of the failure of the air conditioning system in Rome’s Galleria Borghese. It went on to report that the museum’s Director had warned in May that the 17 year-old air conditioning system had not worked for two months because it was ‘completely worn out’, adding that ‘lack of maintenance over a period of years’ had been a factor. In the heat and humidity of August in Rome, visitors to the museum complained of stifling conditions. They did not suffer alone – Raphael’s Deposition, painted in 1507 on a wooden panel, deformed. The museum reported that emergency measures had been taken and that placing a dehumidifier next to the artwork had reduced the deformation. Viewed from the outside, this appears to be a potentially good case study for the asset management approach. For example, what is the context of the organization and how does it define its objectives? For reference, the National Gallery in the UK states its objectives on its website [4], including these which relate to care for the collection: • Keep the pictures in the nation's collection safe for future generations by maintaining a safe and appropriate environment for them, monitoring their condition regularly, and undertaking suitable restoration or conservation • Do everything possible to secure the pictures from fire, theft and other hazards The painting is an irreplaceable asset; its value could be argued to have an international dimension as well as value to the owning organization. However, asset management usually focuses on the building and building services, in this case the air conditioning system. The wider concept of asset life is perhaps a subject for another paper, but it would be interesting to know how the general concept of ‘end of life’ of 500 year-old artworks is dealt with. In comparison, determining the end of life of an air conditioning system is a simple matter. Risk assessment and risk mitigation are obvious areas for study, as well as contingency planning. Again, this demonstrates the potential to apply an asset management approach on more than one level. An audience may well ask ‘so what has a 500 year old artwork in Rome got to do with asset management in my organization?’ More than anything, this case vividly illustrates the potential damage to the organization’s brand or reputation that can flow from a seemingly minor asset management issue. We don’t always pay enough attention to consequences. When a single event such as this hits the news, the audience is usually reminded of other related issues. In this case, the consequences of the event are far broader than uncomfortable visitors and a damaged artwork. The international media has taken the opportunity to remind us of widespread concerns about deteriorating monuments elsewhere and calls into
- 4. 4 question a nation’s ability or willingness to look after its cultural heritage. 3.4 Decommissioning and disposal - the Space Industry People are very fond of paraphrasing President Kennedy, he was even invoked at this year’s IAM Conference (“ask not what the IAM can do for you …”). I want to go back to another statement, “"I believe that this nation should commit itself to achieving the goal, before this decade is out, of landing a man on the moon and returning him safely to the earth.” I have used this excellent SMART objective in training sessions, comparing it to the Mars One mission, which is to send people to Mars and not bring them back! President Kennedy’s objective was achieved, and the space industry continues to develop. A growing concern, however, and possibly something which was not foreseen in the early days, is the accumulation of debris in earth orbit. 45 years after the first man set foot on the moon, it is reported that there are now more than 17,000 trackable objects larger than a coffee cup in orbit. It is claimed that this is becoming a serious problem and the industry is proposing a variety of novel ways to clean it up. Even Hollywood has noticed this; the potential hazards arising from this orbiting scrapyard and the potential consequences contributed to the drama in the film ‘Gravity’. As organizations routinely deal with decommissioning and disposal of everything from a sheet of paper to an oil rig, they can perhaps be quietly satisfied that they are ahead of the space industry! The asset management message from space is highly pertinent and transferable to many other enterprises. The asset life cycle includes decommissioning and disposal; failure to acknowledge this and deal with it will have consequences ultimately. These consequences may include increased probability of harm to people or the environment, unforeseen costs, restricted operations and damage to reputation or brand value. 3.5 Asset and life cycle - ss ‘Great Britain’ Since I started with Brunel, I offer one example from his magnificent works, the ss Great Britain. This requires a brief history, which I shall try to relate in asset management terms. How was the need for this asset identified and how was it created? The business context at the time was high risk, high reward. In the background, the economic regeneration of Bristol was at stake and competition with other ports was becoming fierce. The Great Western Steamship Company (GWSSC) stated that its objective was “to establish regular lines of steamships between Bristol and those Western ports to which her geographical positions renders her most eligible, the first to be directed towards the United States”. The GWSSC already owned the ‘Great Western’. She was a Brunel-designed wooden paddle steamer, the largest ship of her type in Europe at the time. On the basis of her first successful voyage to New York in 1838, the company decided to commission another ship – thus the ss Great Britain was born. The guiding minds on this project were all innovators. Possibly what the organization needed was an evolution of the Great Western – what it got was ss Great Britain, a leap in scale and technology - built of iron, adopting, combining, enlarging current techniques, twice the tonnage of anything that had gone before, and with screw propulsion. The GWSSC decided to build the ship at Bristol and it also set up works there to build her engines, despite Brunel’s warnings about the financial risk of doing this in-house [5]. In addition, even the rigging was non-conventional for the time, designed for economy of labour, although it seems that it was not well-received by the operators (ie the seamen). It was revised after only two voyages. While the asset creators were literally making history, the company shareholders were getting concerned about the risks being taken with their money, causing a revolt in 1841 (halfway through construction). She made her maiden voyage, from Liverpool to New York, in July 1845, two years after being ‘floated out’ at Bristol. In September 1846, en route to New York, she ran aground at Dundrum Bay in Northern Ireland (with no loss of life) and it took nearly a year to refloat her. She survived a year aground only because Brunel himself took charge of the operations to protect the ship while she lay aground throughout the winter season (it seems that no one else had the vision or application required to prevent a total loss). The cost of the salvage and the loss of business brought about the collapse of the GWSSC, and the ships were sold. The Great Britain was then extensively redesigned and refitted for the Australia route, which she served for over 20 years, carrying some 12,000 passengers. However, by the 1870s, the ground-breaking design and build did not conform to the standards which had since been agreed for iron ships. While she was considered to be in excellent condition and thoroughly seaworthy, Lloyds did not recommend Class A classification, which affected insurability and use as a passenger ship, so she changed hands once more. Her new owners converted her at considerable cost into a sailing ship for carrying cargo. In this new business purpose, she made two complete voyages from Liverpool to San Francisco. Then, in 1886, she was damaged in a storm and forced into Port Stanley in The Falkland Islands. The cost of repairs was considered to be too high, so she was sold to the Corporation of The Falklands Company for use as a storage hulk. Her Registration was closed in 1887. So, after 40 years of intermittent use and much expensive re- purposing, Brunel’s great ship then served as a storage unit for 50 more years, until she was judged to be in such poor condition that there was a risk to the access to the harbour at Port Stanley. She was towed to Sparrow Cove and beached in 1937, where she spent a further 33 years before being rescued and returned to Bristol in a remarkable salvage operation.
- 5. 5 She is now the focal point of an award-winning museum, centre of research and visitor attraction, attracting over 175,000 visitors annually. One of the primary Charitable Objects of the asset owner, the ss Great Britain Trust, is “to conserve and preserve the ss Great Britain in the Great Western Dockyard for all time for the benefit of the public as a ship of historic and scientific interest and to place the same upon public display as a museum accessible for all.” So why is this story relevant to discussing asset management in today’s context? I believe that we should celebrate brilliant engineering and ‘stand on the shoulders of giants’, but we must be clear that there are important discussion points for the present day. While some of these may be outside the influence of asset managers, they will certainly be within the grasp of more senior levels. These include: • Alignment – at the outset, the organization’s objective was to establish regular services from Bristol, but their ship sailed from Liverpool. As such, it did not add value to the local economy. • Risk assessment and business continuity – a single high impact event (running aground) effectively destroyed the organization. • Contingency planning – it might be argued that the Supply Chain at the time was not matched to the asset, since there was no salvage capability in place until Brunel himself got involved. • Life cycle – AM requires us to consider the period of responsibility of the organization when using or managing an asset. While ss Great Britain functioned as a ship for 30 years in total, she fulfilled her original purpose, that of fast luxury transatlantic liner, for only 2 years. • Decommissioning and disposal – the great ship experienced several variations of this important life cycle phase. In the 1930s, there was an option to tow her out to sea and sink her, but there was an understanding of her historic significance and some attempts were made to preserve her at the time. While these were unsuccessful, at least the result was that she was beached rather than sunk, thus keeping options open for the later retrieval and restoration. 4 Conclusions I set out to show that there are asset management stories to be derived from general or popular knowledge. To illustrate the point, I have referenced a diverse range of examples from the Space Race to a 500 year-old painting and Brunel to the Channel Tunnel. In each case, I have tried to draw indicative learning points about the application of an asset management approach. These are not detailed points – the intent is not to provide conclusive evidence, but to stimulate discussion and thinking about how the asset management approach, properly applied, should bring seemingly disparate specialisms together to form a cohesive picture. Three of my chosen examples – space, the Channel Tunnel and ss Great Britain – are iconic engineering achievements. The surface impression is of great and heroic engineering triumphs. There may be some passing reference to turbulence or difficulty, but it generally does not serve the public image to dwell on negatives. However, I believe that this is where we need to pay attention, so that the ‘language of business’ becomes as familiar to engineers and asset managers as their more technical specialisms. The strong emphasis on alignment, reinforced in ISO 55000, requires that asset managers should know that they are contributing directly to managing the business risks arising from the assets employed in their organizations. There was a brief discussion in the IAM media[6] about whether asset management can ever help to justify politically- driven investment decisions such as major sporting events and large-scale building projects – and if so, how? It was proposed that AM isn’t ever likely to influence or justify the decision itself, but it can certainly provide support for the justification, by showing that risk and uncertainty are managed and that cost control, effective planning and a sustainable solution can be achieved. The Space and Channel Tunnel examples fit this model quite well – one could add many others. To just repeat what is said above - this is not to say that asset managers should expect to change every asset-related aspect of the business they work in, but they should be able to apply the asset management approach to develop holistic views with the help of their network of colleagues, and thus become a respected source of compelling expert advice. Looking ahead, the AM community should be thinking about the headline strategic projects as well as applying itself to the main business of improving business-scale enterprises. Why not have a view on HS2, the proposed new Nicaragua canal, commercialised space flight and all of the other big ideas which fill our media? I think asset management will prove to be the philosophy and practice that puts the ‘reasonable’ into ‘unreasonable’, that shows how progress can be made in our constrained and crowded world in the ‘least worst’ manner. As psychologist Barry Schwartz said, “The good news is you don’t need to be brilliant to be wise. The bad news is that without wisdom, brilliance isn’t enough.” [7] FOOTNOTE: 43 per cent of the respondents to The Engineer Poll on Victorian Role Models said that the current crop of infrastructure engineers are every bit as talented as their fabled Victorian forebears while 36 per cent thought that the Victorians’ boldness, ambition and skill was missing in the modern world. Of the remaining options, 8 per cent thought that we had forgotten that many 19th century engineering projects were financial and logistical failures; while 6 per cent thought that we had a misleading view of Victorian engineering prowess because only their successful structures survive. [8]
- 6. 6 Acknowledgements I am grateful to the ss Great Britain Trust, for permission to use reference material and for checking my brief account of Brunel’s great ship. I am also grateful to The Engineer for permission to use the results of their poll. References [1] LTC Rolt. “Isambard Kingdom Brunel”, (2000). [2] Arup. “The Cost of London’s long-term infrastructure”,[2014] [3] “The Channel Tunnel ? an Ex-post Economic Evaluation”, published by Association for European Transport (2005). [4] http://www.nationalgallery.org.uk/about- us/organization/constitution/constitution/*/viewPage/3 (2014). [5] ss Great Britain Downloadable Documents, “Conservation Plan Vol 2”, p.70. [6] Assets magazine, March 2011, pp.16-17. [7] Barry Schwartz. “Using our Practical Wisdom”, TED, TEDSalon NY2011. [8] The Engineer. Poll – Victorian Role Models, September 2014 http://www.theengineer.co.uk/opinion/poll-victorian- role-models