MANUAL FOR CONDITION EVALUATION OF BRIDGES 1994 Prepared by the AASHTO Subcommittee on Bridges and Structures © Copyright 1994 by the American Association of State Highway and Trans- portation Officials. All Rights Reserved. This book, or any part thereof, must not be reproduced in any form without the written permission ofthe publisher. ISBN: 1-56051-067-6 Published by the ‘American Association of State Highway and Transportation Officials ‘444 North Capitol Street, N.W,, Suite 249 Washington, D.C. 20001AASHTO EXECUTIVE COMMITTEE 1992-1993 VOTING MEMBERS Officers President: Wayne Muri, Missouri Vice President: Howard Yerusalim, Pennsylvania Secretary. Clyde E. Pyers, Maryland Regional Representatives Region! Charles O'Leary, New Hampshire Region Hl Wayne Shackelford, Georgia Region IMI Kirk Brown, Ilinois Region IV (vacant) NON-VOTING MEMBERS Immediate Past President: A. Ray Chamberlain, Colorado Executive Director: Francis B. Francois, Washington, D.C.HIGHWAY SUBCOMMITTEE ON BRIDGES AND STRUCTURES 1993 JAMES E. SIEBELS, COLORADO, Chairman G. CHARLES LEWIS, GEORGIA, Vice Chairman STANLEY GORDON, Federal Highway Administration, Secretary ALABAMA, Fred Conway ALASKA. Steve Bradford, Ray Shumway ARIZONA, William R. Brucsch, F. Daniel Davis ARKANSAS, Veral Pinkerton CALIFORNIA, James E. Roberts COLORADO, AJ. Siccardi CONNECTICUT, Gordon Barton DELAWARE, Chao H. Hu D.., Charles F. Williams, Jacob Patnaik FLORIDA, Jerry Potter GEORGIA, Paul Liles HAWAII, Donald C. Omellas IDAHO, Richard Jobes ILLINOIS, Ralph E. Anderson INDIANA, John J. White IOWA, William A. Lundquist KANSAS, Kenneth F, Hurst KENTUCKY, Richard Sutherland LOUISIANA, Norval Knapp MAINE, James Chandler, Theodore Karasopoulos MARYLAND, Earle S. Freedman MASSACHUSETTS, Joseph P. Gill MICHIGAN, Sudhakar Kulkami MINNESOTA, Donald J. Flemming MISSISSIPPI, Wilbur Frank Massey MISSOURI, Allen F. Laffoon MONTANA, James C. Hill NEBRASKA, Lyman D. Freemon NEVADA, Floyd I. Marcucci NEW HAMPSHIRE, James A. Moore NEW JERSEY, Robert Pege NEW MEXICO, Martin A. Gavumnick NEW YORK, Michael J. Cuddy, Arun Shirole NORTH CAROLINA, John L. Smith NORTH DAKOTA, Forest Durow OHIO, B. David Hanhilammi OKLAHOMA, Veldo M. Goins OREGON, Terry J. Shike PENNSYLVANIA, Mahendra G. Patel PUERTO RICO, Jorge L. Melendez, Jorge L. Acevedor, RHODE ISLAND, Kazem Fahhoumand SOUTH CAROLINA, Benjamin A. Meetze SOUTH DAKOTA, Clyde H. Jundt ‘TENNESSEE, Clellon Loveall, Ed Wasserman ‘TEXAS, Luis Ybanez USS. DOT, Stanley Gordon (FHWA), Nick E. Mpars (USCG) UTAH, Dave Christensen VERMONT, Warren B. Tripp VIRGINIA, Malcolm T. Kerley WASHINGTON, Allan H. Walley WEST VIRGINIA, James Sothen WISCONSIN, Stanley W. Woods WYOMING, David Pope ALBERTA, Bob Ramsay MANITOBA, W. Saltzberg MARIANA ISLANDS, Elizabeth H. Salas- Balajadia NEW BRUNSWICK, Garth Rushton NEWFOUNDLAND, Peter Lester NORTHWEST TERRITORIES, Jivko Jivkov NOVA SCOTIA, Stan Nguan ONTARIO, Rajit S. Reel SASKATCHEWAN, Lome J. Hamblin MASS. METRO. DIST. COMM., David Lenhardt NJ. TURNPIKE AUTHORITY, Wallace R. Grant PORT AUTHORITY OF NY & NJ, Joseph K. Kelly NY STATE BRIDGE AUTHORITY, William Moreau BUREAU OF INDIAN AFFAIRS-DIVISION OF ‘TRANSPORTATION, Wade Cosey US, DEPARTMENT OF AGRICULTURE- FOREST SERVICE, Steve L. Bunnell MILITARY TRAFFIC MANAGEMENT COMMAND, Robert D. Franz U.S. ARMY CORPS OF ENGINEERS-DEPT. OF ‘THE ARMY, Paul C.T. TanTABLE OF CONTENTS 1.6.1 Definitions Page ACKNOWLEDGEMENT .... x 1. INTRODUCTION .. 1 LI PURPOSE 1 12 ScOpEI et 1 13. APPLICABILITY z 1 14 QUALITY MEASURES .. 1 1.5 BRIDGE MANAGEMENT SYSTEMS 1 1.6 DEFINITIONS AND IMPORTANT REFERENCES 1 1 2 BRIDGE FILE (RECORDS) 24 22 23 24 1.62 Important References... GENERAL COMPONENTS OF BRIDGE RECORDS a 22.1.1” Construction Plans 2.2.1.2 Shop and Working Drawings 22.13 As-Built Drawings ... 222 Specifications ' 223 Correspondence .. 224 Photographs 225° Materials and Tests no 2.25.1 Material Certfication 22.5.2 Material Test Data .... 2253 Load Test Data 226 Maitnane and Repair Histy 22.7 Coating History 228 Accident Records 229 Posting 22.10 Permit Loads 22.11 Flood Data 22.12 Traffic Data 22.13 Inspection History ... 2.2.14 Inspection Requirements .... 2.2.15 Structure Inventory and Appraisal Sheets . 2.2.16 Inventories and Inspections... 2.2.17 Rating Records .. INVENTORY DATA. 23D General rn 232 _ Revised Inventory Data INSPECTION DATA 24.1 General 24.2 Revised Inspection Data25 26 INSPECTION 31 32 33 34 35 36 BT CONDITION AND LOAD RATING DATA. 28.1 General nnn 2.5.2 Revised Conditions anc LOCAL REQUIREMENTS .... Load Rating Data GENERAL TYPES eos 3.2.1 Initial Inspections 322 Routine Inspections 32.3 Damage Inspections 3.24 In-Depth Inspections 3.25 Special Inspections FREQUENCY recon 35.1 General 35.2 Personnel Safety 353 Public Safety . PLANNING, SCHEDULING AND 36.1 Planning . 3.62 Scheduling 363 Equipment nn 7 3.63.1 Access Methods and Equipment 3.6.3.2 Inspection Methods and Equipment INSPECTION FORMS AND REPORTS oe PROCEDURES ....... : 38.1 General 3812 Cleaning smn emia 381.3 Guidelines for Condition Rating of Bridge Components 38.14 Critical Deficiency Procedures =... - 38.2 Substructure «nnn 382.1 Abutments ... 3.822 Retaining Walls 3823 Piers and Bents 3824 Pile Bent. a 38.25 Bridge Stability and Movements 3.82.6 Dolphins and Fenders... 3.83 Superstrucure 2 ; Steel Beams, Girders and Box Sections . Reinforced Concrete Beams and Girders _ Prestressed Concrete Beams, Girders and Box Sections Timber Systems se Floor Systems .... Trusses. Cables ... Diaphragms and Cross Frames. Lateral Bracing, Portals and Sway Frames Rivets, Bolts and Welded Connections .. Pins and Hangers ..39 3.10 3. 3.12 MATERIAL TESTING 41 42 3.83.12 Bearings 383.13 Paint 383.14 Utilities. 383.15 Arches . BBA DECKS onan 3.84.1 Concrete Decks 3.84.2 Prestressed Concrete Deck Panels 3.843 Steel Decks 3.844 Timber Decks 3.843 Expansion Joints z 3.84.6 Railings, Sidewalks and Curbs 3.8.4.6.1 Railings 3.84.62 Sidewalks and Curbs. 3.84.7 Bridge Drainage 3.848 Lighting 3849 Deck Ove 385 Approaches . 3.85.1 Pavement .. 3.85.2 Drainage ...... 3.85.3 Traffic Safety Features 3.854 Embankment Slopes 3.86 Signs ... oe 387 Waterways. 3.88 Box Culverts as Bridges .... 3.89 Corrugated Metal Plate Structures... 3.8.10 Encroachments . SPECIAL STRUCTURES 39.1 Movable Bridges .. 3.9.2 Suspension Spans 39.3 Cable-Stayed Bridges... 3.9.4 Prestressed Concrete Segmental Bridges UNDERWATER INSPECTIONS i 3.10.1 Routine Underwater Inspections. 3.10.2 In-Depth Underwater Inspections with Divers FATIGUE PRONE DETAILS .... = FRACTURE CRITICAL MEMBERS GENERAL .... FIELD TESTS oon 4.2.1 Concrete Field Tests ‘Strength Methods ‘Sonic Methods Ultrasonic Techniques Magnetic Methods Electrical Methods Nuclear Methods... ‘Thermography Radar Radiography. 42.110 Endoscopes 42.2 Steel Field Tests nn 42.21 Radiography... 42.22 Magnetic Particle Examination4.2.23. Eddy Curent Examination ... 4.2.2.4 Dye Penetrant Examination 4.2.2.5 Ultrasonic Examination 42.3 Timber Field Tests 4.23.1 Penetration Methods 42.32 Electrical Methods 42.3.3 Ultrasonic Techniques 4.3. MATERIAL SAMPLING von 44 LABORATORY TESTS .. 4.5 INTERPRETATION AND EVALUATION OF TEST RESULTS 4.6 TESTING REPORTS NON-DESTRUCTIVE LOAD TESTING LOAD RATING 6.1 GENERAL . 6.1.1 Assumptions 6.12 Substructure Consideration 6.13 Safety Criteria . 6.14 Application of Standard Design Speciation 6.1.5 Nonredundant Structures 6.1.6 Load Rating for Complex Structures. 62 QUALIFICATIONS AND RESPONSIBILITIES 63 RATING LEVELS 6.3.1 Inventory Rating Level 632 Operating Rating Level 64 RATING METHODS ....... 64.1 Allowable Stress (AS) 64.2 Load Factor (LF) 6.5 RATING EQUATION .. 65.1 General in 65.2 Allowable Stress . 65.3 Load Factor 65.4 Condition of Bridge Members 6.5.5 Bridges with Unknown Structural Components 66 NOMINAL CAPACITY (C) . 66.1 General 66.2 Allowable Stress Method 66.2.1 Structural Steel .... 6.6.2.1.1 Combined Stresses 66.2.1.2 Batten Plate Compression Members 6.6.2.2 Wrought Iron .. . 66.2.3 Reinforcing Steel 6.6.24 Concrete i 6624.1 Bending .... 662.42 Columns . ‘ 66.2.4.3 Shear (Diagonal Tension) 6.6.2.5 Prestressed Concrete win 6.6.2.6 Masonry rn 6.6.2.7 Timber 6.6.3 Load Factor Method 6.6.3.1 Structural Stee! 66.3.2 Reinforced Concrete 66.3.3 Prestressed Concrete67 LOADINGS .... 67.1 Dead Load (D) 67.2 Rating Live Load ...... 67.2.1 Wheel Loads (Deck) 67.22 Truck Loads 67.23 Lane Loads 61.24 — Sidewalk Loadings 67.25 _ Live Load Effects (L) 6.1.3 Distribution of Loads 67.4 Impact ) 6.7.5 Deflection .. 67.6 Longitudinal Loads 61.7 Environmental Loads 61.7.1 Wind 67.7.2 Earthquake 6.7.7.3 Thermal Effects . 61.7.4 Stream Flow 6.7.7.5 Ice Pressure .... DOCUMENTATION OF RATING 68 7. ADDITIONAL CONSIDERATIONS ..... _B TL GENERAL ees B 72 CORRELATION OF INSPECTION, TESTING AND LOAD RATING DAT) B 7.3 FATIGUE EVALUATION OF STEEL BRIDGES 74 POSTING OF BRIDGES .. 74.1 General .. 742 Posting Loads 7.4.3 Posting Analysis 7.44 Regulatory Signs .. 74.5 Speed Limits 78 PERMITS 75.1 General 75.2 Routine Permit 7.5.3 Controlled Permits 7.54 — Escorted Permits ou. 7.6 HISTORIC BRIDGES 7.7 SPECIAL CONDITIONS ... APPENDIX A. _7 APPENDIX B 89 APPENDIX C ... 119 COMMENTARY 123 INDEX 13SAcknowledgement ‘This work was sponsored by the American Association of State Highway and Transportation Officials, in cooperation with the Federal Highway Administration, and was conducted in the National Cooperative Highway Research Program which is administered by the Transportation Research Board of the National Research Council. This research ‘was performed under NCHRP Project 12-23 by A. G. Lichtenstein and Associates, Inc, ‘Subconsultants to Lichtenstein on this project were Imbsen & Associates and Dr. Fred Moses of Case Western Reserve University, who made major contributions to Sections 6 and 7.1. INTRODUCTION 1.1 PURPOSE ‘The purpose of this Manual is to serve asa standard and to provide uniformity in the procedures and poli- cies for determining the physical condition, mainte- nance needs and load capacity of our Nation's highway bridges. 1.2 SCOPE ‘This Manual has been developed to assist Bridge Ovners by establishing inspection procedures and load rating practices that meet the National Bridge Inspection Standards (NBIS). The Manual has been divided into seven sections, with each section repre- senting a distinct phase ofan overall bridge inspection and loed rating program. Section 1 contains introductory and background information on the maintenance inspection of bridges as well as definitions of general interest terms. Key components of a comprehensive bridge file are ‘defined in Section 2. The record of each bridge inthe file provides the foundation against which changes in physical condition can be measured. Changes in condition are determined by field inspections. The {ypes and frequency of field inspections are discussed in Sction 3 as weil as specific inspection techniques and requirements. Conditions at a bridge site may Fequite more elaborate material tests, and various testing methods are discussed in Section 4, Field Joad testing is a means of supplementing analytical procedures in determining the live load capacity of & bridge and for improving the confidence in the assumptions used in modeling the bridge. This is described in Section 5. Section 6 discusses the load ‘ating of bridges and includes optional rating meth- 8. The evaluation of fatigue and other special con ditions are discussed in Section 7. The successful application of this Manual is directly related to the organizational structure estab- lished by the Bridge Owner. Such a structure should be both effective and responsive so thatthe unique characteristics and special problems of individual bridges are considered in developing an appropriate inspection plan and load capacity determination, 1.3 APPLICABILITY ‘The provisions of this Manual apply toll highway structures which qualify as bridges in accordance With the AASHTO definition for a bridge (see Article 1.6.1). These provisions may be applied to smaller structures which do not qualify as bridges. 1.4 QUALITY MEASURES In order to maintain the accuracy and consistency of inspections and load ratings, bridge owners should. implement appropriate quality control and quality assurance measures. Typical quality control proce~ dures include the use of checklists to ensure unifor- ity and completeness and the review of reports and Computations by a person other than the originating individual. Quality assurance measures may include the periodic field review of inspection teams and their work. 1.5 BRIDGE MANAGEMENT. SYSTEMS (BMS) Bridge Management Systems may be used as a tool in allocating limited resources to the inspection, ‘maintenance, rehabilitation and replacement of brid. aes. The integrity of BMS is directly related to the quality and accuracy of the bridge inventory and physical condition data obtained through field inspec- tions. A good data base is the foundation ofan effec tive BMS. 1.6 DEFINITIONS AND IMPORTANT REFERENCES 1.6.1 Definitions AASHTO: American Association of State High- ‘way and Transportation Officials, 444 North Capitol ‘Street, N.W., Suite 249, Washington, D.C. 20001. Bridge: A structure including supports erected over a depression or an obstruction, such as water, ‘highway, or railway, and having a track or passage”2 MANUAL FOR CONDITION EVALUATION OF BRIDGES 16 way for carrying traffic or other moving loads, and hhaving an opening measured along the center ofthe roadway of more than 20 feet between undercopings of abutments or spring lines of arches, or extreme ends of openings for multiple boxes; it may also include multiple pipes, where the clear distance between openings is less than half of the smaller contiguous opening (from the AASHTO Transporta tion glossary). Bridge Management System (BMS): A system designed to optimize the use of available resources for the inspection, maintenance, rehabilitation and replacement of bridges. Bridge Owner: An organization or agency responsible forthe inspection and load rating ofhigh- way bridges. Condition Rating: The resuit ofthe determination ofthe functional capability andthe physical condition of bridge components including the extent of deterio- ration and other defects, FIIWA: Federal Highway Administration, U.S. Department of Transporation. Load Rating; The determination of the live load carrying capacity of an existing bridge using existing bridge plans supplemented by information gathered from a field inspection. MUTCD: The Manual of Uniform Traffic Con- trol Devices. National Bridge Inspection Standards (NBIS): Federal regulations establishing requirements for inspection procedures, frequency of inspections, qualifications of personnel, inspection reports. and Preparation and maintenance of bridge inventory records. The NBIS apply to all structures defined as bridges located on or over all public roads. NICET: National Instiute for Cenitication in Engineering Technologies. ‘Quality Control: Procedures that are intended to ‘maintain the quality of a bridge inspection and load rating at or above a specified level. ‘Quality Assurance: The use of sampling to verify ‘or measure the level of the entire bridge inspection and load rating program. Structure Inventory and Appraisal Sheet (SI& A):A summary sheet of bridge data required by NBIS. A copy of the SI&A sheet is contained as Appendix ALL 1.62 Important References AASHTO, Standard Specifications for Highway Bridges, Washington, D.C. 1989" with annual interim updated specifications, AASHTO, Manual for Bridge Maintenance, Wash- ington, D.C, 1988. AASHTO, Guide Specifications for Strength Evalua- tion of Existing Steel and Concrete Bridges, Wash- ington, D.C., 1989, AASHTO, Transporsation Glossary, Washington, DC, 1983, AASHTO, Guide Specifications for Fatigue Evalua- tion of Existing Steel Bridges, Washington, D.C., 1990. AASHTO, Guide Specifications for Strengih Design of Truss Bridges (Load Factor Design), Washing ton, D.C, 1985. AASHTO, Guide Specifications for Fatigue Design of Steel Bridges, Washington, D.C., 1989, ‘AASHTO, Guide Specifications for Fracture Critical ‘Non-Redundant Stee! Bridge Members, Washing ton, D.C, 1986, AASHTO, Standard Specifications for Movable Highway Bridges, Washington, D.C., 1988. Federal Highway Administration, U.S. Department Of Transportation, Inspection of Fracture Critical Bridge Members, Washington, D.C., 1986, Federal Highway Administration, U.S, Department of Transportation, Bridge Inspector's Training Manual 90, Washington, D.C., 1990. Federal Highway Administration, U.S. Department of Transportation, Bridge Inspector's Manual for Movable Bridges, Washington, D.C., 1977. Federal Highway Administration, U.S. Department of Transportation, Culvert Inspection Manual, ‘Washington, D.C., 1986, Federal Highway Administration, U.S, Department of Transportation, Non-Destructive Testing Meth- ‘ods for Steel Bridges, Washington, D.C., 1986. Federal Highway Administration, U.S. Department of Transportation, Recording and Coding Guide ‘for the Structure Inventory and Appraisal of the Nation's Bridges, Washington, D.C., Dec. 1988. Federal Highway Administration, U.S. Department ‘of Transportation, Technical Advisory—Revisions 10 the National Bridge Inspection Standards (NBIS), T5140.21, Washington, D.C., Sept. 1988. Federal Highway Administration, U.S. Department ‘of Transportation, Techaical Advisory Evaluating Scour at Bridges, T5140.23, Washington, D.C, Federal Highway Administration, U.S. Department of Transportation, Manual of Uniform Traffic Con- trol Devices, Washington, D.C., 1988.16. Federal Highway Administration, U.S, Department of Transportation, Underwater Inspection of Brid- es, Washington, D.C., 1989, Minor, J. K., et. al., Condition Surveys of Concrete Bridge Components, NCHRP Report 312, Trans- portation Research Board, National Research Council, Washington, D.C., Dec, 1988. MANUAL FOR CONDITION EVALUATION OF BRIDGES Ritter, Michael A., Timber Bridges-Design Construc- tion, Inspection, and Maintenance, EM 7700-8, Forest Service, U.S. Department of Agriculture, Washington, D.C., June 1990. US. Government, National Bridge Inspection Sian- dards, Code of Federal Regulations, Title 23, Part 650, Subpart C, Oct. 1988.2. BRIDGE FILE (RECORDS) 2.1 GENERAL Bridge Owners should maintain a complete, aceu- rate and current record of each bridge under their Jurisdiction, Complete information, in good usable form, is vita tothe effective management of bridges Furthermore, such information provides @ record which may be important in legal action ‘A bridge record contains the cumulative inform: tion about an individual bridge. It should provide a full history of the structure including damages and all strengthening and repairs made tothe bridge. The bridge record should provide data on the capacity of the structure, including the computations substantiat- ing reduced load limits, if applicable ‘A bridge file describes all of the bridges under the jurisdiction of the Bridge Owner. It contains one bridge record for each bridge and other general information which applies to more than one bridge. Items which should be assembled as part of the bridge record are discussed in Article 2.2, Informa. tion about a bridge may be subdivided into three categories: base data which is normally not subject to change; data which is updated by field inspection; and data which is derived from the base and inspec. tion data. General requirements for these three cate- gories of bridge data are presented in Anicles 2.3, 24, and 25, respectively 2.2 COMPONENTS OF BRIDGE RECORDS Some of the components of good bridge records are described below. It is recognized that, in many cases (particularly for older bridges), only a portion of this information may be available. The components of data entered in a bridge record should be dated and include the signature ofthe individual responsible for the data presented. 22.1 Plans 22.1.1 Construction Plans Each bridge record should include one full-size or clear and readable reduced-size set of all drawings used to construct or repair the bridge. 2.2412 Shop and Working Drawings Each bridge record should include one set of all shop and working drawings approved for the con- struction or repair of the bridge. 2213 As-Built Drawings Each bridge record shoutd include one set of final drawings showing the “as-built” condition of the bridge complete with signature of the individual responsible for recording the as-built conditions. 2.2.2 Specifications Each bridge record should contain one complete copy of the technical specifications under which the bridge was built. Where a general technical specifica: tion was used, only the special technical provisions need be incorporated in the bridge record. The edition ‘and date ofthe general technical specification should bbe noted in the bridge record. 22.3, Correspondence Include all pertinent letters, memorandums, notices of project completion, daily logs during con- struction, telephone memos and all other related information directly concerning the bridge in chrono- logical order in the bridge record. 2.2.4 Photographs Each bridge record should contain at least two Photographs, one showing a top view of the roadway ‘across and one a side elevation view of the bridge. Other photos necessary to show major defects, or other important features, such as utilities on the bridge, should also be included. 22.5 Materials and Tests 2.2.5.1 Material Certification All pertinent certificates for the type. grade and uality of materials incorporated in the construction Of the bridge such as steel mill certificates, concrete delivery slips and other manufacturer's certifications should be included in the bridge record. Material6 MANUAL FOR CONDITION EVALUATION OF BRIDGES 22 Cenifications should be retained in accordance with the policies of the Bridge Owner and the applicable statute of limitations, 2.2.5.2 Material Test Data Reports of non-destructive and laboratory tests of ‘materials incorporated in the bridge during construc- tion or subsequently should be included in the bridge record. 2.253 Load Test Data Reports on any field load testing of the bridge should be included in the bridge record. 2.2.6 Maintenance and Repair History Each bridge record should include a chronological ‘record documenting the maintenance and repairs that have occurred since the initial construction of the bridge. Include details such as date, description of project, contractor, cost, contract number and related data for in-house projects. 22.7 Coating History Each bridge record should document the surface protective coatings used including surface prepara- tion, application methods, dry-film thickness, and {types of paint, concrete and timber sealants and other protective membranes, 22.8 Accident Records Details of accident or damage occurrences includ- ing date, description of accident, member damage id repairs, and investigative reports should be included in the bridge record 2.2.9 Posting Each bridge record should include a summary of all posting actions taken for the bridge including load capacity calculations, date of posting and description of signing used, 22.10 Permit Loads A record of the most significant special single- tip permits issued for use of the bridge along with supporting documentation and computations should bbe included in the bridge record. 22.11 Flood Data For those structures over waterways, a chronologi- cal history of major flooding events including high water marks at the bridge site and scour activity should be included in the bridge record, where avait. able. 22.12 Traffic Data Each bridge record should include the frequency and ype of vehicles using the bridge and their histor cal variations, when available. Average Daily Traffic (ADT) and Average Daily Truck Traffic (ADTT) are {wo important parameters in fatigue life determina. tion which should be routinely monitored for each bridge and each traffic lane on the bridge. Weights ‘of vehicles using the bridge, if available, should also be included in the bridge record 2.2.13 Inspection History Each bridge record should include a chronological record of all inspections performed on the bridge including the date and type of inspection. The original Of the report for each inspection should be included in the bridge record. When available, scour evaluation studies, earthquake data, fracture critical information, ‘deck evaluations and corrosion studies should be part of the bridge record. 22.14 Inspection Requirements ‘To assist in planning and conducting the field inspection ofthe bridge, alist of specialized tools and equipment as well as descriptions of unique bridge details or features requiring. non-routine inspection Procedures or access should be provided. Special fequirements to ensure the safety of the inspection Personnel and/or the public should be noted, inelind. ing a traffic management plan, 22.18 Structure Inventory and Appraisal Sheets ‘The bridge record should include a chronological record of Inventory and Appraisal Sheets used by the Bridge Owner. A’ sample Structure Inventory and ‘Appraisal Sheet is shown in Appendix Al. 2.2.16 Inventories and Inspections ‘The bridge record should include reports and results of all inventories and bridge inspections such 5 construction and repair inspections.22 MANUAL FOR CONDITION EVALUATION OF BRIDGES 7 2.2.17 Rating Records The bridge record should include a complete record of the determinations of the bridge's load- carrying capacity. 2.3 INVENTORY DATA 23.1 General The bridge inventory data provides information about a bridge which is generally not subject to change. As a minimum, the following information should be recorded for each bridge: (1) Structure Number. The official number assigned to the structure by the Bridge Owner, 2) Name. The full name of the bridge. Other common names by which itis known may be placed in parentheses following the official name. Ga) Year Built. Year of original construction. Gb) Year Reconstructed. The year(s) during ‘hich major reconstruction or widening occurred. (4) Highway System. State whether of not the bridge is located on the Federal Aid System, Describe the type of Federal aid system and show the Route Number where applicable, (8) Location. Location of the bridge must be sufficiently described so that it can be readily spotted ‘on a map or found in the field, Normally, the bridge should be located by Route number, County, and log mile. (6) Description of Structure. Briefly give all pertinent data conceming the type of structure Include the type of superstructure for both main and approach spans, the type of piers and type of abut- ‘ments along with their foundations. If the bridge is ‘on piles, the type of piles should be stated. If it is ‘unknown whether piles exis, this should be so stated. {If data is available, indicate type of soil upon which footings are founded, maximum bearing pressures, and pile capacities () Skew. The skew angle is the angle between the centerline of a pier and a line normal to the roadway centerline. Normally the skew angle will be taken from the plans and itis to be recorded to the nearest degree. If no plans are available, the angle should be measured, computed or estimated. If the skew angle is 0°, it should be so stated. (8) Spans. ‘The number of spans and the span lengths are to be listed. These shall be listed in the same direction as the log mile, Spans erossing State highways will be normally listed from left to right {ooking in the same direction as the log mile for the route under the bridge. Span lengths shall be recorded. to the nearest foot and it shall be noted whether the ‘measurement is center to center (c/c) or clear open distance (clr) between piers, bents, ot abutments ‘Measurements shall be along the centerline of the bridge. (9) Structure Length. This shall be the overall length to the nearest foot and shall be the length of roadway which is supported on the bridge structure, ‘This will normally be the length from paving notch to paving notch or between back faces of backwalls measured along centerline, (10) Bridge Roadway Width. This shall be the ‘most restrictive of the clear width(s) between curbs, railings, or other restrictions for the roadway on the bridge. On divided roadways, the roadway width will be taken as the traveled way between shoulders; but, also, the shoulders and median width will be given, (1) Deck Width. The out-io-out width of the bridge to the nearest tenth of a foot (12) Clearances. A vertical and horizontal clearance diagram should be made for each structure which restricts the vertical clearance over the high- ‘ay, such as overcrossings, underpasses, and through truss bridges. ‘The minimum number of vertical measurements shown on the diagram will be at each edge of the traveled way and the minimum vertical clearance within the traveled way. ‘The report will state the minimum roadway clear- ance. This will include each roadway on a divided highway. When a structure is of a deck or pony truss {ype so that no vertical obstruction is present, the vertical clearance shall be noted on the report as “Unimpaired”, ‘Vertical measurements are to be made in feet and inches and any fractions of an inch will be truncated to the nearest inch, ie., a field measurement of 15'- 73/4” will be recorded as 15'-7." Horizontal measurements are to be recorded to the ‘nearest one-tenth of a foot, (13) Wearing Surface and Deck Protective Sys- tem. The type and thickness of wearing surface and the type of deck protective system should be noted (14) Curb or Sidewalk Widths, The widths of the left and right curbs or sidewalks to the nearest tenth of a foot. If only one is present, the sidewalk should be noted thus: "[email protected]" (east)" Sidewalks8 MANUAL FOR CONDITION EVALUATION OF BRIDGES: 23 fn both sides are noted thus: “[email protected]' no sidewalks, note “None.” (U5) Railing and Parapets. List the type and material of the railing and/or parapet, The dimen- sions of the railing and/or parapet should also be recorded. (16) Bridge Approach Alignment. Note whether the bridge is tangent or on a curve. If the bridge is fn a curve, state the radius of the curve if plans are available for this information. On the older roads and bridges, a comparison of the alignment with the general alignment of the road should be made. Note if there are any posted speed restrictions. (17) Lanes On and Under the Structure. State the number of traffic lanes carried by the structure and being crossed by the structure. (18) Average Daily Trafic and Average Daily Truck Traffic. State the ADT and the ADTT, if known, along with the date of record, This informa: tion should be updated at intervals of approximately 5 years, (19) Design Load The live loading for which the bridge was designed should be stated if it is known. A structure widened or otherwise altered so that different portions have different live load designs is to have each live loading specified. If the design live loading is not knowa, this should beso indicated 20) Features Intersected. List facilities over which the structure erosses in addition to the main obstacle, For example, a bridge with the name “Wet. water River” obviously carries traffic over the river; it may also cross over a railroad, other roads, etc. (21) Plans and Dimensions. State what plans are available, where they are filed, and if they are as-built. When plans are available, dimensions and size of structural components should be field checked. When plans are not on file, sufficient draw- ings should be prepared during field investigations to permit an adequate structural analysis of the entire structure, where practical (22) Critical Features. Special structural details or situations, such as scour critical locations, fracture critical members, fatigue-prone details, pins and hangers, cathodic protection, and weathering steels should be emphasized and highlighted for special attention during field inspections. It there are 2.3.2, Revised Inventory Data ‘When a bridge is significantly altered by widening, lengthening. or by some other manner which exten. sively modifies the structure, the bridge inventory data should be updated to reflect the changes made to the bridge. The bridge inventory data should also be updated to reflect changes in wearing surface, railings and other similar items. 2.4 INSPECTION DATA 241 General Inspection data may be subject to change with each inspection cycle. In addition to the results of the physical condition inspections conducted in accordance with Section 3, each Bridge record should contain the following inspection information, 3s a ‘minimum: (1) Waterway. The adequacy of the waterway ‘opening should be classed as “Not a Factor,” "Exces- sive,” "Sufficient," "Barely Sufficient," of “Insuffi- cient.” The velocity of the stream should be classed with reference to its scouring probabilities, such as “Normally High Velocity,” "Normally “Medium Velocity.” A statement also should be made describ ing the material making up the stream bed ‘An assessment of the scour vulnerability of the substructure should be included, If a bridge has been evaluated as scour critical and is being monitored, or if it has experienced severe scour, or if for other easons its structural stability is in question for higher discharges, the inspection personnel should coordi- nate with hydraulics and maintenance personnel in placing a painted line on the piling or abutment which ‘would indicate a water surface at which concem and extra precaution should be exercised. This type of indicator could serve as the wigger for closing a bridge. ‘When substructures are located within the water- way, indicate the type and location of substructure protection devices, If none are provided, this should be so stated. If the waterway is navigational, the type and place- ‘ment of navigation lights should be noted and a clear- ance diagram of the navigable portion of the waterway should be made. Bridges may be designed to allow or may experi- ence the overtopping by floods. A statement should be made describing floods that have occurred or that ‘may be possible. (2) Channel Profile. A sheet showing the chan- nel profile atthe upstream side of a bridge over @24 ____MANUAL FOR CONDITION EVALUATION OF BRIDGES 9 waterway should be @ part of the bridge report, The sketch should show the foundation of the structure and, where available, a description of material upon Which footings are founded, the elevation of the pite tips, and/or the footings of piers and abutments, This information is valuable for reference in anticipating possible scour problems through yearly observation and is especially useful to detect serious conditions during periods of heavy flow. ‘Channel cross sections from the current and past inspections should be plotted on a common plot to observe scouring or stream instability, Vertical measurements should be made or refer- enced 10 a part of the structure such as the top of curb or top of railing which is readily accessible during high water. ‘Soundings in addition to the single line channel profile are necessary at some river piers to provide adequate information on scour conditions and how the piers may be affected. Such requirements will vary with stream velocity and general channel stabil- ity. The necessity of additional soundings must be determined by the Engineer. These soundings will ‘normally be limited to an area within a radius of 100 feet from a pier. @) Restrictions on Structure, Note any load, speed ot traffic restrictions in foree on the bridge and if known, record date of establishment and iden- tification of agency who put the restrictions in force. (A) Utility Antachments. An attachment sheet should be submitted when there is one or more utilit- ies on the structure. A utility in the immediate area, though not fastened to the bridge, should also be included, such as a sewer line crossing the ROW and buried in the channel beneath the bridge. (5) Environmental Conditions. Any unusual environmental conditions which may have an effect fon the structure such as salt spray, industrial gases, et, should be noted in the report. (6) Miscellaneous. Include information on high-water marks, unusual loadings or conditions, and such general statements as cannot be readily incorporated into the other headings. Identify the ‘requirements for miscellaneous structural inspections such as those for sign structures, catwalks and other special features 24.2 Revised Inspection Data ‘The bridge record should reflect the information in the current bridge inspection report. The date ‘upon which the field investigation was made should bbe noted. All work that has been done to the bridge since the last inspection should be listed, When main: tenance or improvement work has altered the dimen- sions of the structure and/or channel, the new dimensions should be recorded. 2.58 CONDITION AND LOAD RATING DATA 2.5.1 General This data defines the overall condition and load ‘capacity of the bridge and is based on the Inventory and Inspection data. As a minimum, the following, information should be included: (1) Bridge Condition Rating. Document the bridge condition inspection results including ‘observed conditions and recommended maintenance ‘operations or restrictions regarding the deck, super- structure, substructure, and if applicable, channel 2) Inventory and Operating Ratings. A record should be kept of the calculations to determine the ‘operating and inventory ratings of abridge and where necessary the load limits for posting. A general state- ‘ment of the results ofthe analysis with note of which ‘members were found to be weak, what rating methods were used, and any other modifying factors which were assumed in the analysis, should be given. See Section 6 for the load rating procedures, 25.2 Revised Condition and Load Rating Data When maintenance or improvement work or cchange in strength of members or dead load has altered the condition o¢ capacity of the structure, the Inventory and Operating ratings should be recaleul- ated 2.6 LOCAL REQUIREMENTS Bridge Owners may have unique requirements for collecting and recording bridge data mandated by local conditions and/or legislative actions. These Fequirements should be considered in establishing the database and updating procedures for the bridge file3. 3.1 GENERAL Bridge inspections are conducted to determine the physical and functional condition of the bridge, to form the basis for the evaluation and load rating of the bridge, as well as analysis of overload permit applications, to initiate maintenance actions, to pro vide a continuous record of bridge condition and rate of deterioration, and to establish priorities for repair and rehabilitation programs. Cooperation between individuals in those departments responsible for bridge inspection, load rating, permits, and mainte nance is essential to the overall effectiveness of such programs Successful bridge inspection is dependent on proper planning and techniques, adequate equipment, and the experience and reliability of the personnel performing the inspection, Inspections should not be confined to searching for defects which may exist, but should include anticipating incipient problems. ‘Thus inspections are performed in order to develop both preventive as well as corrective maintenance programs. The inspection plan and techniques should censure that + Unique structural characteristics and special problems of individual bridges are considered in developing an inspection plan. + Curent technology and practice are applied during the inspection. + The intensity and frequency of inspection is consistent with the type of structure and details, and the potential for failure + Inspection personnel are assigned in accor- dance with their qualifications, as determined by the Bridge Owner Each of the these items is discussed in detail in the following articles, 32 TYPES The type of inspection may vary over the useful life of a bridge in order to reflect the intensity of inspection required at the time of inspection, The five types of inspections listed below will allow a INSPECTION Bridge Owner to establish appropriate inspection lev- cls consistent with the inspection frequency and the {ype of structure and details Each type of inspection requires different levels of intensity. Such items as the extent of access to structural clements, the level of detail required for the physical inspection and the degree of testing will vvary considerably for each type of inspection, 3.2.1 Initial Inspections An Initial Inspection is the first inspection of a bridge as it becomes a part of the bridge file, but the c’elements of an Initial Inspection may also apply when there has been a change in the configuration of the structure (e.g, widenings, lengthenings, supplemen- tal bents, ete.) or a change in bridge ownership. The Initial Inspection is a fully documented investigation performed by persons meeting the required qualifica- tions for inspection personnel and it must be accom- panied by an analytical determination of load capacity. The purpose of this inspection is twofold, First, it should be used to provide all Structure Inven- tory and Appraisal (ST&A) data required by Federal and State regulations, and all other relevant informa tion normally collected by the Bridge Owner. The second important aspect of the Initial Inspection is the determination of baseline structural conditions and the identification and listing of any existing prob- lems or locations inthe structure that may have poten- tial problems. Aided by a prior detailed review of plans, it is during this inspection that any fracture Critical members or details are noted, and assessments are made of other conditions that may later warrant special attention, Ifthe bridge subjected to an Initial Inspection is anything other than a newly constructed structure, it may be necessary to inelude some or all Of the elements of an In-Depth Inspection, 32.2 Routine Inspections Routine inspections are regularly scheduled inspections consisting of observations and/or mea- ‘surements needed to determine the physical and fune- ‘ional condition of the bridge, to identify any changes from “Initial” or previously recorded conditions, and2 MANUAL FOR CONDITION EVALUATION OF BRIDGES 32 to ensure tha the structure continues to satisfy present service requirements, ‘The Routine Inspection must fully satisfy the requirements of the National Bridge Inspection Stan- dards with respect to maximum inspection frequency, the updating of Structure Inventory and Appraisal data and the qualifications of the inspection person- nel. These inspections are generally conducted from the deck; ground and/or water levels, and from per- ‘manent work platforms and walkways, if present. Inspection of underwater portions of the substructure is limited 10 observations during low-flow periods and/or probing for signs of undermining. Speciat equipment, such as under-bridge inspection equip- ‘ment, rigging or staging, is necessary for Routine Inspection in circumstances where its use provides for the only practical means of access to areas of the structure being monitored. The areas of the structure to be closely monitored are those determined by previous inspections end/or load rating calculations to be critical to load-carrying capacity. In-depth inspection of the areas being moni- {ored should be performed in accordance with Article 3.2.4. If additional close-up, hands-on inspection of other areas is found necessary during the inspection, then an in-depth inspection of those areas should also be performed in accordance with Article 3.2.4, ‘The results of a Routine Inspection should be fully documented with appropriate photographs and a writ- ten report that includes any recommendations for maintenance or repair and for scheduling of follow-up In-Depth Inspections if necessary. The load capacity should be re-evaluated to the extent that changed structural conditions would affect any previously recorded ratings. 32.3 Damage Inspections ‘A damage inspection is an unscheduled inspection to assess structural damage resulting from environ- ‘mental factors or human actions. The scope of inspec- tion should be sufficient to determine the need for ‘emergency load restrictions or closure of the bridge to traffic, and to assess the level of effort necessary (o effect a repair. The amount of effort expended on this type of inspection may vary significantly depending upon the extent of the damage. If major damage has occurred, inspectors must evaluate frac- tured members, determine the extent of section loss, make measurements for misalignment of members ‘and check for any loss of foundation support. A capa- bility to make on-site calculations to establish emer- gency load restrictions may be desirable. This inspection may be supplemented by atimely In-Depth Inspection as described below to document more fully the extent of damage and the urgency and magnitude of repairs, Proper documentation, verification of field ‘Measurements and calculations and perhaps a more refined analysis to establish or adjust interim load restrictions are required follow-up procedures, A par- ticular awareness of the potential for litigation must be exercised in the documentation of Damage Inspec tions 3.2.4 In-Depth Inspections An In-Depth Inspection is a close-up, hands-on inspection of one or more members above or below the water level to identify any deficiency(ies) not readily detectable using Routine Inspection proce- ores. Traffic control and special equipment, such as under-bridge inspection equipment, staging and workboats, should be provided to obtain access, if needed. Personnel with special skills such as divers and riggers may be required. When appropriate or Necessary to fully ascertain the existence of or the extent of any deficiency(ies), nondestructive field tests and/or other material tests may need to be per- formed, ‘The inspection may include a load rating to assess the residual capacity of the member or members, ‘depending on the extent of the deterioration or dam- age. Non-destructive load tests may be conducted to assist in determining a safe bridge load-carrying ‘capacity. This type of inspection can be scheduled indepen- dently of a Routine Inspection, though generally at a longer interval, or it may be a follow-up for Damage (oF Initial Inspections, On small bridges, the In-Depth Inspection, if war- ranted, should include all critical elements of the structure. For large and complex structures, these inspections may be scheduled separately for defined segments of the bridge or for designated groups of ‘elements, connections or details that can be efficiently addressed by the same or similar inspection tech- niques. If the latter option is chosen, each defined bridge segment and/or each designated group of ele- ‘ments, connections or details should be clearly identi- fied as a matter of record and each should be assigned frequency for re-inspection, To an even greater ‘extent than is necessary for Initial and Routine32 MANUAL FOR CONDITION EVALUATION OF BRIDGES 3B Inspections, the activites, procedures and findings of In-Depth Inspections should be completely and carefully documented. 3.2.5. Special Inspections ‘A Special Inspection is an inspection scheduled at the discretion of the Bridge Owner. It is used to monitor a particular known or suspected deficiency, such as foundation settlement or scour, member con- dition, and the public’s use of a load-posted bridge, and can be performed by any qualified person familiar with the bridge and available to accommodate the assigned frequency of investigation. The individual performing a Special Inspection should be carefully instructed regarding the nature of the known defi- ciency and its functional relationship to satisfactory bridge performance. In this circumstance, guidelines ‘and procedures on what to observe and/or measure ‘must be provided, and a timely process to interpret the field results should be in place. ‘The determination of an appropriate Special Inspection frequency should consider the severity of the known deficiency. Special inspections usually are not sufficiently comprehensive to meet NBIS require- ments for biennial inspections. 3.3 FREQUENCY Each bridge should be inspected at regular inter- vals not (0 exceed two years or at longer intervals, for certain bridges where such action is justified by past reports and performance history and analysis, If the Bridge Owner proposes to inspect some bridges at greater than the specified two-year interval, a detailed plan which includes supporting rationale ‘must be developed and submitted to Federal and State agencies for approval. Such a plan should include the criteria for classifying structures by inspection intervals and the intended intensity of inspections at each interval. It should consider such factors as age, traffic volume, size, susceptibility to collision, extent of deterioration, performance history of the bridge type, load rating, location, national defense designa- tion, detour length, and social and economic impacts due tothe bridge being out of service. The plan should also outline the details of the types and intensity of inspection to be applied. The evaluation of these factors should be the responsibility of the person in charge of the overall inspection program. ‘Underwater inspection frequencies are described in Articles 3.10.1 and 3.10.2. 3.4 QUALIFICATIONS AND RESPONSIBILITIES OF INSPECTION PERSONNEL 34.1 General Qualified personnel should be used in conducting bridge inspections. Minimum qualifications for the top two levels of responsibility are described below. 3.42 Inspection Program Manager At the highest level, the individual in charge of the organizational unit that has been delegated the responsibilities for bridge inspection, reporting, and inventory shall possess the following minimum quali- fications: (1) Be a registered professional engineer; or (2) Be qualified for registration as a professional engineer under the laws of the State; or (3) Have a minimum of 10 years experience in bridge inspection assignments in a responsi- ble capacity and have completed a compre hensive training course based on the Bridge Inspector's Training Manual. ‘The inspection program manager provides overall supervision and is available to team leaders to evalu- ate problems. Ideally, the position requires a general understanding of all aspects of bridge engineering including design, load rating, new construction, reba- bilitation, and “maintenance. Good judgment is important to determine the urgency of problems and to implement the nevessary short-term remedial actions to protect the safety of the public. When appropriate, the specialized knowledge and skills of associate engineers in such fields as structural design, construction, materials, maintenance, electrical equipment, machinery, hydrodynamics, soils, or ‘emergency repairs should be utilized, 34.3 Inspection Team Leader The second level of esponsibility isthe Inspection ‘Team Leader. The minimum qualifications of a Team Leader shail be: (1) Have the qualifications specified for the ‘organizational Unit Leader, or4 MANUAL FOR CONDITION EVALUATION OF BRIDGES 34 2) Have a minimum of 5 years experience in bridge inspection assignments in a responsi ble capacity and have completed a compre- hensive training course based on the Bridge Inspector's Training Manual, ot (3) NICET Level lif or IV centfication in Bridge Safety Inspection, The Inspection Team Leader is responsible for planning, preparing and performing the field inspec- tion of a bridge. There should be at least one team leader at the bridge at all times during each inspec- tion, 3.5 SAFETY 35.1 General Safety of both the inspection team members and the public is paramount. Bridge Owners should develop a safety program to provide inspection per- sonnel with information concerning their safety and. health including the proper operation of inspection (ools and equipment. This program should embody applicable State and Federal legislation governing safety and health in the bridge inspection work envi- ronment, 3.5.2 Personnel Safety Personal protective clothing should be wor at all times including hard hats, vests, safety glasses (where needed), and appropriate footwear. Proper hearing, ight, and face protection methods should be prac: ticed whenever using manual and power tools. All equipment, safety devices, and machinery should be kept in the best possible operating condition Inspection vehicles should be operated in accor- dance with the operating manuals provided by the ‘manufacturer. Personnel should be tained inthe safe Use of the vehicles and emergency procedures in the ‘event of equipment failure. Belts, lanyards, harnesses, and other personal safety equipment should be used in accordance with applicable standards, All lifelines, belts, lanyards and ‘ther equipment should be maintained in good repair Wom or damaged equipment should be discarded In addition, inspection personnel should be cautioned tokeep safety equipment clean and away from poten- tially harmful chemicals such as gasoline, dye pene- trant and/or oi Proper safety precautions should be employed when entering confined spaces such as the interior of a box girder. Air testing, air changes and/or the use of air packs may be required. Safety programs provide a guide to inspection per- sonnel but do not substitute for good judgment and ‘common sense. It should be recognized that each bridge site is unique. In situations where unusual ‘conditions may exist, specialized safety pre- cautions may be required, "Inspection personnel should have first aid training. 353° Public Safety In the interest of public safety, Bridge Owners should employ proper procedures for traffic control ‘and work zone protection during the inspection of a bridge. The Manual of Uniform Traffic Controt Devices as supplemented by state and local authori ties should be used as a guide for such procedures. 3.6 PLANNING, SCHEDULING AND EQUIPMENT 3.6.1 Planning ‘The key to the effective, safe performance of any bridge inspection is proper advance planning and Preparation. The inspection plan should be developed based on a review of the Bridge Record (see Section 2), and may require a pre-inspection site visit. The following items should be considered: (@) Determine the type of inspection required, (b) Determine the number of personnel and type of equipment and tools necessary to perform the inspection, (©) Determine which members ot locations are ‘noted in previous inspections or maintenance records to have existing defects or areas of ‘concerns. (@) Estimate the duration of the inspection and the scheduled work hours. (©) Establish coordination with or notification of ‘ther agencies or the public, as needed. (Assemble field recording forms and prepare appropriate pre-drafted sketches of typical details, (@) Determine the extent of underwater inspec tion required and the vulnerability to scour.36, MANUAL FOR CONDITION EVALUATION OF BRIDGES 15 Special needs such as diving or scour studies should be identified (h) Decide whether non-destructive or other spe- cialized testing is appropriate. (Determine whether the structure contains ‘members or details requiring special atten- tion, such as fracture critical -members, fatigue-prone details and non-redundant members. @ Determine whether there are_ structures nearby which are also scheduled for inspec- tion which require a similar crew with similar tools and equipment. Itis advisable for the individoal making the inspec- tions to confer with the local highway maintenance superintendent or foreman regarding the bridges to be inspected. The local maintenance person sees the bridges at all times of the year under all types of conditions and may point out peculiarities which may ‘not be apparent at the time of the investigation Stream action during periods of high water and posi- ‘ion of expansion joints at times of very high and low ambient temperatures are examples of conditions ‘observed by local maintenance personnel which may not be seen by the inspector. 362. Scheduling ‘So far as is practicable, bridge inspections should be scheduled in those periods of the year which offer ‘the most desirable conditions for thorough inspec- tions, Substructures of bridges over streams or rivers ‘can best be inspected at times of low water, and structures requiring high climbing should be inspected during those seasons when high winds or extremes of temperature are not prevalent. Inspec- tions during temperature extremes should be made at bearings, joints, etc., where trouble from thermal movement is suspected. These examples illustrate the importance of proper scheduling. 3.6.3 Equipment Bridge inspection equipment consists of those ftems used for access, and those used to perform actual inspection tasks. Once the equipment require- ‘ments are established for a bridge, it should become part of the bridge record (see Article 2.2.14), 36.3.1 Access Methods and Equipment ‘The variation in types of structures to be inspected requires that a broad range of techniques and equip- ‘ment be used by the bridge inspectors to gain access {o the structural elements to perform the inspection. ‘The methods and equipment used to gain access to bridge members include ladders, power lift vehicles, Power lift staging, rigging and scaffolds, boats, assisted free climbing, and diving equipment. In selecting the use of such eq ing items must be considered: (2) Theability ofthe ground, pavement, or bridge structure to safely support the access equip- ment; (©) The need for traffic control and/or lane clo- sure, depending on the location of the equip- ment. The MUTCD and/or State and local requirements should be used as a guide in planning such measures; (©) The presence of uiltes. If uilities ae pres- ent, special care may be required 10 pre- vent accidents; (@ The need for permits, flagmen and other spe- cial considerations for bridges over railroads. Experienced personnel should be responsible for planning the use of inspection equipment. 3.63.2 Inspection Methods and Equipment ‘The inspection methods and equipment to be employed will depend on the type of inspection as described in Article 3.2. In planning the inspection, a pre-inspection site visit by the Team Leader may be helpful. If plans are available, the pre-inspection should be done plans-in-hand to allow pretiminary verification of structure configuration and detail ‘The pre-inspection should determine means of access, disclose areas of potential eoncem which will require close attention during subsequent inspections ‘and form the basis for decisions on timing, weather conditions, traffic controls, and utility de-energiz- ations. 3.7 INSPECTION FORMS AND. REPORTS: Inspection forms and reports prepared for field use should be organized in a systematic manner and. contain sketches and room for notes. The completed Teport should be clear and detailed to the extent that notes and sketches can be fully interpreted at a later date. Photographs should be taken in the field to16 MANUAL FOR CONDITION EVALUATION OF BRIDGES, 37 illustrate defects and cross referenced in the forms and reports where the various defects are noted. ‘Sketches and photographs should be used to supple- ‘ment written notes concerning the location and physi- cal characteristics of deficiencies. The use of simple elevation and section sketches of deteriorated mem- bers permits the drawing and dimensioning of defects clearly, without resorting to lengthy written notes. ‘The sources of all information contained in areport ‘should be clearly evident, and the date of the inspec- tion or other sources of data should be noted. A report should be made for each bridge inspection even though it may be only a Special Inspection. All signs of distress and deterioration should be noted with sulficient accuracy so that future inspec- tors can readily make a comparison of condition, If conditions warrant, recommendations for repair and ‘maintenance should be included. Bridge Owners should develop and use standard- ized abbreviations, legends and methodologies for systematic numbering of bridge components to facili- tate note taking and produce uniform results which are easily understood by all inspection teams and office personnel, The use of photographs and sketches to define areas and extent of deterioration should be encouraged. Nomenclature used to describe bridge components should be consistent, Basic highway bridge nomenclature is shown in Appendix A2. 3.8 PROCEDURES 8.1 General The field investigation of a bridge should be con- ducted in a systematic and organized manner that will be efficient and minimize the possibility of any bridge item being overlooked. To achieve this objec- tive, consideration should be given to standardizing the sequence for inspection of a bridge. Defects found in various portions of the structure will require thorough investigation to determine and evaluate their cause. The cause of most defects will be readily evident; however, it may take considerable ‘time and effort to determine the cause of some defects and to fully assess their seriousness. If possible, bridges should be observed during passage of heavy loads to determine if there is any excessive noise, vibration or deflection, If detected, further investigation should be made until the cause is determined. Careful measurement of line, grade, and length may be required for this evaluation. Seri- ‘ousness of the condition can then be appraised and corrective action taken as required. Possible fire hazards should be identified includ- ing accumulations of debris such as drift, weeds, brush, and garbage. The storage of combustible mate rial under or near a bridge, in control houses on movable bridges, or in storage sheds in the vicinity of the bridge should be reported ‘The procedures should include, but not necessarily be limited to, observations described in Articles 3.8.2 through 3.8.10. Unusual or unique bridges or portions of bridges may require special considerations and these should be defined in the inspection plan for the bridge. Items common to these procedures are discussed below. 3.8.1.1 Field Measurements Field measurements are made to provide baseline data on the existing bridge components and to track changes such as crack width and length, which may occur over time, Measurements may be required on bridges for which no plans are available and to verify data shown ‘on plans. Measurements are to be made only with sufficient precision to serve the purpose for which they are intended. Unnecessarily precise measure- ‘ments lead to a waste of time and a false sense of value of the derived results. The following limits of accuracy are generally ample for field measurement ‘Timber Members Nearest 1/4" Concrete Members Nearest 1/2" Asphalt Surfacing Nearest 1/2" Steel Rolled Sections Necessary accuracy to identify section Span Lengths Nearest 0.1 foot ‘When plans are available for a bridge which is to be load rated, dimensions and member types and sizes will normally be taken from the plans. How- ever, many of the plans for older structures are not as-built plans, nor do they reflect all changes made to the bridge. Sufficient checking must be done dur- ing field inspections to insure that the plans truly represent the structure before they are used in struc- tural calculations. Special attention should be given to checking for possible changes in dead load, such ‘as a change in the type of decking, additional over- lays, and/or new utilities38 MANUAL FOR CONDITION EVALUATION OF BRIDGES 7 Measurements sufficient to track changes in joint ‘opening, crack size or rocker position may need to bbe made and recorded. Measurements to monitor sus- pected or observed substructure tilting or movement may be required. In these cases it is necessary that permanent markings be made on the structure and recorded in field notes by the inspector to serve as a datum for future readings. A log of the readings should be kept in the inspection file, and updated with the readings after each inspection cyele. Direct measurement ofthe surface area, depth and location of defects and deterioration is preferred to visual estimates of “percentage loss.” 3.8.12 Cleaning Ic is a good inspection practice to clean selected areas to allow close “hands on” inspection for corro- sion, deterioration or other hidden defects. Debris, vegetation, fungus, marine growth, vines, liter, and ‘numerous other obscuring coverings can accumulate and hide problem areas. (On metal structures, particularly on fracture eriti- ‘cal members, it may be necessary to remove alliga- {ored, cracked and peeling paint for proper inspection. Metal structures with heavy plate corrosion will require chipping with a hammer or other means to remove corrosion down to the base metal in order to ‘measure the remaining section, Provisions should be ‘made to recoat such areas exposed during the inspec tion which are critical to the structural integrity of the bridge. ‘On concrete structures, leaching, lime enerustation and debris may cover heavily corroded reinforcing, ‘eracks or other deterioration. Debris on piles can ‘obscure heavy spalling or salt deterioration and vege- tation (particularly vines) can obscure large defects such as cracks or spalls ‘Timber structures are particularly susceptible to termites and decay in areas where debris causes a ‘wetldry condition. Inspectors should give particular attention to cleaning and carefully inspecting such ‘areas, especially when they are present near end grain, 3. 3 Guidelines for Condition Rating of Bridge Components Guidelines for evaluating the condition of bridge components should be developed to pfomote unifor mity in the inspections performed by differen teams and at different times. Coding systems, similar tothe 0-9 numeric system used by the FHWA, have proven to be effective in establishing such uniformity in condition evaluation. 38.14 Critical Deficiency Procedures Critical structural and safety-related deficiencies found during the field inspection and/or evaluation of a bridge should be brought to the attention of the Bridge Owner immediately, if a safety hazard is present. Bridge Owners should implement standard procedures for addressing such deficiencies, including: + Immediate critical deficiency reporting steps + Emergency notification to police and the public ‘+ Rapid evaluation of the deficiencies found ‘+ Rapid implementation of corrective or protec- tive actions + A tracking system to ensure adequate follow- vp actions + Provisions for identifying other bridges with similar structural details with follow-up inspec- tions. 382 Substructure ‘An inspection of the substructure of a bridge is generally comprised of an examination and recording of signs of damage, deterioration, movement and, if in water, evidence of scour. 38.2.1 Abutments ‘The footing ofthe abutment should be investigated for evidence of significant scour or undercuting. Probing is normally performed if all or part of the abutment is located in water. Those underwater situa ions which require diving to establish the structural integrity are described in Article 3.10. Typical evi- dence of abutment scour for spill-through abutments is an observable instability of the slope protection due to removal of material atthe toe of slope. Particular atention should be given to foundations on spread footings where seour oF erosion is more critical than for a foundation on piles. However, be aware that scour and undercutting ofa foundation on piles can also occur. Any exposed piling should be inspected in accordance with the applicable proce- ‘dues listed in Anticle 3.82.4. The vertical support capacity ofthe piles normally should not be greatly affected unless the scour is excessively severe, but the horizontal stability may be jeopardized.18 MANUAL FOR CONDITION EVALUATION OF BRIDGES 38 ‘When erosion has occurred on one face of the sbutment only, leaving solid material on the opposite face, horizontal instability may result. Horizontal instability may also result from earth or rock fills piled against abutments or on the slopes retained by wingwalls All exposed concrete should be examined for the existence of deterioration and cracks. The horizontal surfaces of the tops of abutments are particularly vulnerable to attack from deicing salts In some areas, corrosion of reinforcing steel near the surface can result in cracking, spalling and discoloration of the concrete. Devices installed to protect the structure against earthquakes should be examined for evidence of cor- rosion, broken strands, missing bolts, nuts or cable clamps, and proper adjustment. Check for evidence of horizontal or vertical movement of the superstructure relative to the abutment. Structural steel partially encased in substructure concrete should be inspected at the face of the con- crete for deterioration and for movement relative to the concrete surface. ‘Stone masonry should be checked for cracking in the mortar joints and to see that the pointing isin ‘good condition. Check the stone masonry for erosion, cavities, cracking, and ther signs of deterioration of the stones. ‘Abutments should be checked for evidence of rota- tion of walls lateral or longitudinal shifting, or setle- ‘ment of foundations as compared to previous records. Such movement i usually evidenced by the opening ‘or closing of cracks or joints, by bearings being off center or at a changed angle, or by changes in mea- sured clearances between ends of girders and the abutment backwall. This type of inspection should be performed after an earthquake has occurred in the vicinity Examine the abutment drains and weep holes to seeif they are functioning properly. Seepage of watet at cracks or joints away from the weep holes may indicate an accumulation of water and improper func- tioning of the weep holes. Mounds of earth adjacent to drains indicate the probable presence of bur- rowing animals. 3.8.2.2 Retaining Walls If the retaining wall is adjacent to water, the foot- ings should be examined for scour as described for abutments in Article 3.8.2.1. The toes of all retaining. walls should be examined for sol settlement as well as for erosion and scour. Loss of full bearing atthe toe can bring about failure of the wal Exposed concrete and stone masonry should be examined for the existence and severily of cracks and any deterioration of the concrete, masonry or mortar. The exposed ends of headers of concrete crib walls should be closely examined for eracks which ‘could indicate possible future loss ofthe interlocking feature and failure of the wall Wall faces, tops and joints should be checked for ‘bulging or settlement since the last inspection. Cracks inthe slope behind a wall can indicate settlement of the toe and rotation of the wall. Bulges in the faces of sheet pile walls or mechanically stabilized earth walls can indicate failure of individual anchors Any exposed pling, whether exposed as a feature of the wall (sheet pile and soldier pile walls) or by adverse action (scour, erosion or settlement), should be inspected as described in the applicable portions of Amticle 3.8.2.4 3.8.2.3. Piers and Bents Piers and bents located in or adjacent to water should be inspected for evidence of scour as described in Article 3.8.2.1 for abutments. Footings in some locations should also be examined for undercutting caused by soil setlement or wind erosion. Exposed Piling should be inspected as described in applicable portions of Article 3.8.2.4, Riprap that has been placed as a countermeasure ‘against pier scour should be evaluated for stability. It should be verified that the material being observed as riprap is actualy riprap. It may be larger material deposited at the pier by the stream and may not be providing adequate protection. The key to making the evaluation is the shape of the material. Angular rock is typically specified for riprap while material deposited by a stream is usually rounded. Examine all exposed conerete and stone masonry for the existence and severity of cracks and any dete- Fioration of the concrete, masonry or mortar. Areas ‘of special vulnerability are the water line and splash zones, the ground line, and locations where the con- crete is exposed to roadway drainage, including the tops of piers or bents. Bearing seats, grout pads and Pedestals should be examined for cracks, spalls or ‘other deterioration. Steel piers and bents should be checked for coro- sion, especially at joints and splices. Cable connec-38 MANUAL FOR CONDITION EVALUATION OF BRIDGES: 19 tions, bolts and rivets are especially vulnerable to rust Article 3.8.3 contains a more complete discussion on ‘examinations of structural steel members ‘All bents and piers should be checked for lateral movement, tilt or settlement, particularly after peri- ‘ods of high water, storm oF earthquakes. Observe bent members, rockers, pins and bearings during pas- sage of heavy loads to determine whether movements are unusual or as expected. ‘Any material deposited against a bent or pier Which was not provided for in the original design should be noted. Horizontal instability could result from such loads, 38.2.4 Pile Bents This article covers those bridge supports which are composed of concrete, steel or timber piles extending to a cap which may be separate from the bridge superstructure or integral with it, ‘Timber piles should be checked for decay, espe- cially in areas where they are alternately wet and dry. ‘The most likely place for this condition to be found is at the ground line or tidal zone in coastal areas Often, the earth has to be removed from around the pile toa depth of afoot or so and the timber probed or bored. Holes made for testing which might promote decay should be filled with treated wooden plugs. ‘The timing of such borings will vary greatly from area to area because of climatic variations, specie of ‘wood used for piting, and the preservative weatment that has been given the timber. Although piles may appear sound on the outer surface, some may contain advanced interior decay. Creosoted piles, for exam- ple, may become decayed in the core area where the ‘treatment has not penetrated, even though the outside surface shows no evidence of deterioration, Sound- ing with a hammer may reveal an unsound pile. ‘Timber piles in salt water should be checked for damage by marine organisms which will attack tim- ber in the area at and below tide line down to mud line, Footing piles which have been exposed by scour below the mud line are highly vulnerable to attack, ‘Attack may also occur in treated piles where checks in the wood, bolt holes, daps, or other connections provide an entrance to the untreated heartwood area Jn addition to the above, special attention should be given to the following, (1) contact surfaces of timber when exploring for decay: (2) areas where earth or debris may have accu- mulated; (3) areas such as the top of piles where the cap bears; (4) areas where the bracing members are fas- tened; and (5) checked or split areas, Caps must be examined for decay, cracks, check- ing, and any evidence of overstress. Further informa- tion on the inspection of timber members is found in Article 3.8.3.4 Examine steel and concrete ples both in the splash zone and below the water surface for corrosion and deterioration. Inspect all submerged piles for deterioration and loss of section. Special attention should be given to exposed piles in or near salt water. Corrosion of exposed steel piles may be more active atthe terminus of conerete encasements on partially encased struc- tural steel members, at the waterline or tide affected zone, and at the mudline, When subjected to a corrosive environment, struc tural steel substructure elements should be inspected below the waterline and in the splash zone by manned or unmanned underwater surveillance. Coastal streams may be brackish due to tidal effects for sev- eral miles upstream and should be considered a poten- tially corrosive environment until confirmed otherwise. Additional information on underwater inspections is given in Article 3.10, Observe the caps under heavy loads 10 detect unusual movement or any excessive deflection, Steel, {and timber caps should be observed for any rotational movement resulting from eccentric connections. Bracing members must be checked to se that they are adequate, sound, and that they are securely fastened. Bearings are designed (© move freely about their Pins or bearings and, if feasible, should be inspected. carefully under passage of heavy loads to confirm that their movement is not being restrained (see Arti- cle 3:8.3.12), 3.8.2.5 Bridge Stability and Movements ‘The baseline condition of the structure should be established during the Initial Inspection and should be the basis for the future determination of movement. Check for transverse movement by sighting along the top of railing, edge of deck or along 2 girder, Similarly, one can check for differential vertical movements by sighting along the top of railing or20 MANUAL FOR CONDITION EVALUATION OF BRIDGES 38 edge of deck, On large structures of structures on complex alignment, it may be necessary o use a level or transit to detect movement. Differential setlement between one side of a bridge and the other may also require checking with a level. Use of a transit is suggested for checking bents, piers, and faces of abutments and retaining walls for rotational movements or tilt. A plumb bob may be used where heights are not great or where only a Preliminary determination is desired. Vertical movement in the superstructure is usually evidence of foundation settlement ot rotation of the ‘abutments or piers. Lateral or longitudinal sliding is caused by high water, ice pressure, earthquake, or other application of horizontal forces. Small, rela- tively equal movements should be noted, but usually are of litle consequence. Large or differential move- ‘ments should be investigated further to determine the probable cause with a view toward corrective measures being taken, Examine rockers, rollers and hanger elements for Movements or inclinations not consistent with the temperature. Compare with notes from previous inspections to see if movements or inclinations are signs of settlement or shifting of foundations. Inspect joints at abutments, bents, piers and at hinges. Jamming, unusually large openings and ele- vation differentials on opposite sides of the joint are evidences of substructure movement (ot bearing failure). ‘Check abutment backwalls and ends of beams for cracking, spalling or improper clearances. Causes could be rotation or sliding of the abutment or pres. sure from the roadway pavement against the back of the abutment, Examine abutments, wingwalls, and retaining walls for distortion, unusual cracking, or changes in Joint widths or inclination. This damage could have bbeen caused by settlement or a change in pressure against the walls. Look for cracks, slipouts or seepage in the earth slopes in front of or behind the walls as well as for unbalanced, post-construction embank- ‘ment exerting pressure against these walls, 3.8.2.6 Dolphins and Fenders Dolphins and fenders are used to protect substruc- ture units from impacts by floating debris or maneu- vering vessels, The term “dolphin” refers tothe stand alone unit placed upstream or dowastream from the Pier. The term “fender” refers to the protective unit (or cover placed around the pier or abutment face and which is frequently attached to the substructure. Pites used in dolphins or fenders are to be inspected as described in Articles 3.8.2.4, “Pile Bents.” Steel piles, frame members, fasteners, and cables should be inspected for rust damage, particularly in the “splash zone.” Since both dolphins and fenders may suffer frequent hits and abrasion, the inspection must include @ close examination for the results of these actions. ‘Timber piles and other timber members should be ‘examined for decay, insect damage, marine organ- isms, abrasion and structural damage. Check at the Waterline for weathering of material. (See Article 3.834.) Note whether protective treatment needs Patching or replacement. Cable ties and bolts should be examined for rust. Catwalks and their fastenings should also be examined for decay and other damage Concrete members should be examined for spall- ing, cracking, rusting of the reinforcing steet and damage from abrasion or collisions. For concrete surfaces which have a protective treatment, indicate the condition ofthe treatment and the need for patch- ing or replacement, Rubber elements should be examined for missing Parts, deterioration, cracking and other damage 10 elements or fastening devices. Pheumatic and hydrau- lic elements should be examined for damage and to see if they are functioning properly under impact. Lighting devices on dolphins or fenders should be checked for rust, broken or missing lenses, and to see ‘whether the lights are functioning correctly. Wiring, conduits, and fastening devices should be examined for rust, breaks or loose connections. 3.83 Superstructure This anicle includes discussions covering inspec- tion of all commonly-encountered types of super- structures composed of reinforced concrete, structural steel or timber, including bearings, connection devices and protective coatings. The discussion cov- ring inspection of bridge decks, joints, sidewalks and curbs is included in Anicle 3.8.4. Inspection of the more unusual types of bridges is covered in Article 3.9. Girders over a traveled way should be checked for any damage resulting from being struck by overheight loads passing under the bridge. If feasible, note any ‘excessive vibration or deflection as truck loads move across the superstructure38 MANUAL FOR CONDITION EVALUATION OF BRIDGES. 21 Where the deck obscures the steel top flange or the steel member is totally encased, the inspector may recommend that portions of the covering material be removed at random locations to determine ifsignfi- cant section loss has occurred, ‘The inspector should note if flammable material is stored under o near a bridge and check for the accumulations of debris, weeds, bushes and, if over water, driftwood. 383.1 Steel Beams, Girders and Box Sections Steel beams, girders and box sections should be ‘evaluated as to whether or not they are Fracture Crit cal Members (FCM) or contin fatigue-prone details, as defined in the AASHTO Design Specifications. More information on fatigue prone details and FCMs may be found in Articles 3.11 and 3.12, respectively. ‘The bridge record should contain a complete listing of all FCMs and the type and location of various fatigue-prone details found on the structure. Structural steel members should be inspected for toss of section due to rust. Where a build-up of rust scale is present, a visual observation is usually not sufficient to evaluate section loss. Hand serape areas ‘of rust scale to base metal and measure remaining seation using calipers, ultrasonic thickness meters, ot ‘ther appropriate method. Sufficient measurements should be taken to allow the evaluation of the effect of the losses on member capacity Memlers should be checked for out-of-plane bending in webs or connection plates. Compression flanges should be checked for buckling The tension zone of members should be checked for cracking near erection or “tack” welds and at other fatigue prone details, Box members should be entered and inspected from within where accessible. Check enclosed mem- bers for water intrusion. Access points to enclosed box members should be closed or screened to prevent entry of birds, rodents and other animals. Check for collection of debris, bird/animal excrement and othet deleterious materials. Check for fatigue cracks which typically begin near weld terminations of stiffeners and gusset plates due 10 secondary stresses oF out-of-plane bending. Any evidence of cracking should be carefully docv- mented for evaluation and appropriate follow-up, a5 necessary ‘On FCMs perform periodic inspections ata level of effort sufficient to detect very small eracks, Inspect uncoated weathering steel structures for: (2) Details or conditions which promote continu- ‘ous wetting ofthe uncoated stee! (©) Bridge geometries which result in salt spray (marine or traffic generated) reaching the uncoated steel. (©) Pitting of the surface of the steel indicating unacceptable degradation of the steel, 383.2 Reinforced Concrete Beams and Girders Ail reinforced concrete superstructures should be inspected for cracking. The locations of the cracks and their size should be carefully noted for future reference and comparison. An effort should be made to determine the probable cause of the cracking: shrinkage, oversiess, settlement of substructure, or possible chemical action ‘Stems of members should be checked for abnormal cracking and any disintegration ofthe concrete, espe- Cially over bearings. Diagonal cracks radiating from ‘the bearings toward the center of span indicate coverstress caused by shear. Vertical cracks extending ‘upward from the girder soffit near centerline of span indicate oversuess in tension. High-edge pressure at the bearings may cause spalling inthe girder stems. Examine the soffit ofthe lover slab in box girder structures and the outside face of the girders for significant cracking. Note any offset at the hinges ‘Which might indicate problems with the hinge bear- ing. An abnormal offset may require further explora- tion to determine the cause and severity of the condition. Examine the inside of box girders for ‘racks and to see thatthe drains are open and func tioning properly. Check the diaphragms for cracks. If there are earthquake restrainer mechanisms at abutments, bents, or hinges, the inspection should cover close examination of these elements for damage due to corrosion or stress. Vertical, lateral and longi- tudinal movements relative tothe substructure should be noted 3.83.3 Prestressed Concrete, Beams, Girders and Box Sections Prestressed concrete girders should be examined for alignment, cracking, and deterioration of the con- crete. Check for cracking or spalling in the area around the bearings, and at cast-in-place diaphragms where creep and humping of the girders may have2 MANUAL FOR CONDITION EVALUATION OF BRIDGES 38 had an effect. The location of any cracks and their size should be carefully noted for future reference and comparison. Evidences of rust at cracks can mean possible damage to prestessing steel Pretensioned box sections should be checked dur- ing the passage of heavy loads to see whether any unit is acting independently ofthe others. Such inde- pendent action would indicate spreading of the gird- 8 oF failure of the longitudinal key between girders. On bridges with underpassing traffic the exterior faces and the soffit of all types of prestressed girders should be examined. Spalling, cracking or damage to prestressing steel should be noted. Inspections of earthquake restrainer mechanisms and for earthquake damage should be conducted as outlined in Article 3.8.3.2 3834 Timber Systems Examine timber stringers for splitting, cracking, and excessive deflection. Look for crushing and evi- dence of decay where they bear on the bent caps or abutment seats and at their top edge where the floor is supported. Stringers should be kept clear of dirt ‘accumulations to help prevent decay from starting. ‘and to help prevent its acceleration once it has started. ‘The bridging between the timber stringers should bbe checked to see that it is tight and functioning properly. Timber connections should be checked for loose or missing fasteners. In order to evaluate the capacity of existing timber structures, the following information should be recorded: (a) The beam size, spacing and span length (©) The type of beam: rough sawn, dressed, nai laminated, or glue-laminated; (© Horizontal shear capacity is controlled by ‘beam depth. Have beams been cut or notched atthe bearing and to what extent? (@ Age of timber should be estimat (©) The moisture content ofthe timber should be estimated oF measured; (The species and grade of the lumber should be identified. Original and repair construction records should be checked for material deliv- cy slips. Where no information is available, the inspector must use judgment based upon local experience, visual appearance, odor, cross grain, etc. Where more exact informa tion is required, obtain a sample for testing by a laboratory. The age, moisture content, species and grade of timber are used in establishing values forthe allow able timber stresses 10 be used in the load rating computations. Field grading andor estimates of allowable stresses may be necessary. 3835 Floor Systems Truss and deck girder structures are constructed with asystem of stringers, loor beams and, if present, brackets to transmit the live load from the deck to the main load-carrying members (girders or trusses). The transverse floor beams and/or brackets can be Fracture Critical Members depending on the framing used. A U-bolt floor beam connection to the truss may be an example of a fracture critical detail. The bridge record should clearly indicate whether or not the floor system contains CMs. Inspect stringers, floor beams and overhang brack- ts for cracks and losses due to rust, Floor beams and connections located below deck relief joints fre- quently show severe rust due to leakage through the deck joint. Floor beam overhanging tie plates should be carefully examined for evidence of cracking or section loss. Stringer systems are usually provided with simple expansion devices such as slotted holes at the floor ‘beam connections. These expansion devices should be checked for freedom of movement, uplift or other evidence thatthe floor system is not functioning as esigned The floor beams are frequently subjected to out-of- plane bending due to restraints imposed by stringer, Birder and bracing connections. Check for evidence of fatigue cracks adjacent to the various connec- tion points. On those bridges where the deck does not bear ireelly on the main longitudinal members, there is 2 tendency for the deck and main longitudinal mem- bers not to respond to dynamic loading in synchroni- zation which can cause twisting and out-of-plane bending in the floor beams. Check for evidence of fatigue cracks adjacent to the floor beam/girder con- nections. 383.6 Trusses The examination of any truss will normally begin with sighting along the roadway rail or curb and along the truss chord members to determine any mis- alignment either vertical or horizontal. Check align ‘ment of trusses carefully for any sag which may38 MANUAL FOR CONDITION EVALUATION OF BRIDGES, B indicate partial failure in joins or improper adjust- rents of the stel verticals or counters. Any deviation from the normal alignment should be fully investi- gated to determine its cause, Each ofthe truss mem- bers must be checked Steel compression members should be examined to see if they are straight with no kinks or bows. Also, compression members should be checked to see that their connections are intact. Eccentricity in the connecting detils has a great influence on the strength of the member and, therefore, warrants a close check. Steel tension members in trusses should be identi- fied as to whether or not they are fracture critical members. All fracture critical members should be inspected closely in accordance with the provisions of Anticle 3.12. ‘When a tension member consists of more than one component, each component should be checked to sce that the stresses are being divided equally. Count ‘members should be checked to see that they are in proper adjustment. Counters are sometimes care- lessly tightened in order to prevent vibration of rat- ting, thus throwing abnormal stresses into the counters or other members. Looped rod tension mem- bers found in old trusses should be checked carefully for abnormal cracking where te loop is formed and ceyebar members examined for cracks in the eyes. Examine truss and bracing members for traffic damage, Portal bracing usually i the most restrictive ‘overhead clearance and consequently is most suscep- tible to damage from overheight vehicles Check al upper and lower lateral bracing members for damage and observe if they are properly adjusted and functioning satisfactorily. In old bridges, an appraisal ofthe lateral and sway bracing should be made to determine its adequacy. This appraisal will normally be a judgment of the Engineer based on observation of transverse vibration or movement of the structure under traffic. ‘Check the conditions ofthe pins atthe connections and see that the nuts and Keys are in place. Also, see that spacers on the pins are holding eye-bars’ and Jooped rods in theit proper position. ‘Check rivets and bolts to see that none are loose, wom, or sheared, All timber members should be examined for checks, spits, and decay. Decay is most often found a the joints Where there are contact surfaces, daps in the timbers where moisture can enter, and around holes through which truss rod bolts are fitted. End panel joints are likely areas for decay because of the dirt and debris which tends to accumulate on the bridge seat. Check for any evidence of crushing at the ends ‘of compression chord and diagonal members. All splice points should be checked for soundness in the shear connections. All bolts should be checked to see that they are tight and in good condition. Roof and sides of covered bridges should be inves- tigated for adequacy of protecting the structural mem- bers from the elements, Report any fire hazards which exist and need cor- rection to safeguard the steucture, 383.7 Cables Inspect wire rope cables for breakage, fraying, ‘and surface pitting. Inspect cable terminations for “fretting fatigue” due to flexure, Inspect saddles, socket assemblies and connections for cracking and evidence of internal rusting. Where severe surface deterioration or wire breakage is present, a more detailed inspection of the cable such as spreading with wedges or nondestructive testing techniques should be required to determine the extent of loss. Long runs of cable should be observed for exces- sive vibration due to the passage of trucks or wind, Special attention should be given to cable in the vicinity of saddles and at low points, Cable hangers should be closely examined for cracked wires at the socket attachment. Cable anchorages should be entered, and the wire terminations examined for loss of section and the presence of moisture, 3838 Diaphragms and Cross Frames Diaphragms and cross frames on steel multi-girder bridges should be checked for condition particularly at the points of attachment to the main structural elements. Welded attachments and gusset plates in the tensile zones of girders are fatigue sensitive and ‘may induce out-of-plane bending in girder webs. The inspector should check for cracking or distortion in the diaphragnveross frame and the girder web, Ri ted or bolted connection points should be checked for evidence of prying and soundness of the fasteners. 3.839 Lateral Bracing, Portals and Sway Frames Check lateral bracing and sway frame connection plates for fatigue cracking due to wind or live loadry MANUAL FOR CONDITION EVALUATION OF BRIDGES 38 induced vibrations. Build-up of debris at gussets should be removed to examine for loss of section. Note any lateral brace or sway frame which vibrates excessively due to wind or live load passage ‘Truss portal members should be examined for col- lision damage or misalignment. Measure the vertical clearance to knee braces or other portal connections and record the actual minimum clearance. 3.83.10 Rivets, Bolts and Welded Connections Connections between structural members. are either welded or mechanically fastened using rivets ‘or bolts. Bolted connections are either designed 10 be in bearing Coed transferred through the bolts) or in friction where the bolts clamp the joined pieces together relying on friction to transfer the load. ‘The inspector should be familiar with the types of connee- tions present on each bridge. The details of these connections should normally be a part of the bridge record. Friction type, high-strength bolted connections should be checked to verify that all bolts are fully tightened, Look for signs of rubbing or broken paint or rust around the bolts. For example, the presence of red lead dust and corrosion stains near the connec- tion is an indication of abrasion caused by slipping ‘of the joint. Sound suspect bolt heads with a hammer for audible sounds of distress and observe any move- ment of the bolt when struck. Riveted and bearing type high-strength bolted con- nections in shear should be checked for condition and loose elements, Severe loss to the heads of rivets should be recorded. Rivets and bolts which act in tension should be hammer sounded forthe presence of distress or move- ment, Missing or unsound rivets or bolts in such @ connection should be reported and follow-up repairs should be made to avoid the possibility of a progres- sive failure of the connection. Welded connections should be checked for the development of fatigue cracking which occurs most ‘commonly at weld terminations and returns. Examine the weld for fine cracks which frequently exhibit ‘ust staining. Where such areas are visually detected, microscopic or nondestructive tests can be performed to confirm and define the cracks present (see Section 4), Fracture Critical Members must receive immedi. ate attention when weld cracks are detected, 3.83.11 Pins and Hangers Pin and hanger assemblies are generally provided tallow an increased clear span without an increased ‘member depth on multi-span bridges and to allow for a statically determinant structural system. When Present on trusses or two-girder systems, a pin and. hanger assembly is fracture critical. On mult-girder systems, the hanger may not be fracture critical if sufficient cross-framing is present to redistribute the load to adjacent members without causing progres- sive failure. The hanger connecting the pins is usually 4 cut steel plate on girder bridges. On truss bridges, the hanger is usually constructed similarly to the adjacent chord members. Pin and hanger assemblies can fail in many ways, including fracture of the hanger, fracture or shear in the pin, or by movement of the hanger off the pin. ‘They are usually located next to an open joint and therefore vulnerable to corrosion. Pin and hanger assemblies are frequently used to Provide for thermal movement of adjacent spans. ‘Such movement is provided for by longitudinal trans- lation of the upper pin past the lower pin causing rotation of the hanger. These assemblies often become bound due to rusting of the components ‘which places unanticipated torsional stresses on the pins and bending stresses in the hangers. Inspect these assemblies for evidence of transverse movement at the pins. Fatigue cracking can develop along the entite length of the hanger assembly. Measure the telative position of the pins in both the longitudinal and lateral directions. Record these measurements along with the ambient temperature to establish an ‘on-going record at each inspection. Check the hang ets for evidence of misalignment or bowing. Some pin and hanger assemblies are built with a limited distance between the end of the pin and the ‘hanger plate. The pin retainer plates or nuts should be able to restrain the hangers against the main structural element. Check for rust buildup between the elements ‘and evidence of lateral movement along the pin. Impacted rust build-up between the element can develop enough force to move the hanger laterally to a point where the bearing area is insufficient and the pin shears or the hanger falls off the pin. Cap plates may not be strong enough to restrain this move- ‘ment. The retainer nuts or cap plates must be checked to see that they are adequately secured. All welds on pin and hanger assemblies should be carefully checked.38 MANUAL FOR CONDITION EVALUATION OF BRIDGES 25 ‘The pins are frequently obscured from direct view. heck for evidence of fracture or distress such as displacement of connected elements or leaking abra- sion dust. Where the end of the pin is exposed such ‘as with threaded nuts, ultrasound testing may be used to check for cracks in the pins parallel to the tested face of the pins. On those pins which are covered by cap plates, the Bridge Owner should establish a program to routinely remove the cap plates and test the pins by ultrasound, consistent with the testing program established for matted pins. Pin and hanger assemblies at “fixed” connections usually are provided with a restrainer or thrust plate to prevent longitudinal movement, Check that this restrainer is not subject to flexure or distortion, 383.12 Bearings All bearing devices should be examined to deter- mine that they are functioning properly. Small changes in other portions of the structure, such as pier or abutment settlement, may be reflected i the bearings. Bearings and lateral shear keys are subject to bind- ing and damage from creep in bridges with a rela- tively high skew. Make a careful examination for any such defects. Expansion bearings should be checked to see that they can move freely and are clear of all foreign ‘material, Rollers and rockers should bear evenly for their fll length and should be in the proper position relative 1 the temperature at the time of the inspec tion. Lubricated type bearings should be checked to see that they are being properly lubricated. ‘Check anchor bolts for any damage and to see that ruts are secure. See that anchor bolt nuts are properly Seton the expansion bearings to allow normal move- ment NNote the physical condition of the elastomeric bearing pads and any abnormal flattening, bulging or splitting which may indicate overloading or excessive unevenness of loading. Examine pot, dsc, and spherical bearings and note any instances of extruded or deformed elastomer, polyether urethane or TFE (polytetrafluorethylene), damaged seals or rings, and cracked ste! Examine grout pads and pedestals for cracks, spalls, or deterioration, Bearings, keys, and earthquake restrainer mecha- nisms should be examined carefully after unusual occurrences such as heavy traffic damage, earth- quake, and batterings from debris in flood periods. Examine the concrete for cracks and spalls at abut- ‘ment seats and pier caps. If feasible, check the bear- ings under passage of heavy and rapidly moving loads to detect rattles. Determine and note the probable ‘cause of such “noise.” 383.13 Paint ‘The bridge file should provide a record of the paint system(s) present, the date(s) of application and. the nature of surface preparation used prior to the last application. Most Bridge Owners standardize on one or more paint systems. A copy of the when-installed paint specification should be available to the inspector. On older structures without an identifiable record of coating types, the inspector should identify in the field the approximate number of paint layers present and any identifying paint characteristics which might. assist in identifying the paint system(s) present. ‘The inspector should make an overall judgment sto the condition of the paint based on the condition of the majority of surfaces, not on localized areas of rusting. The painted surfaces should be free of rust pitting, chalking, crazing or generalized rust staining, Report individual areas of more severe rust for touchup painting. Examine the condition of the paint and document the extent of corrosion. Check carefully around bolt and rivet heads. Truss chord and panel point connec tion details are particularly susceptible to corrosion, especially where contaminants from the roadway sur- face such as deicing salts may be deposited on the steel. Iis difficult to inspect many of the areas around connection details for condition of paint and to deter- ‘mine if any corrosion is beginning, However, these areas should not be overlooked as they frequently are the spots where the corrosion will firs stat. Look. for deformation in riveted or bolted multi-plate sec- tions where moisture may have entered and corroded the contact surfaces of the plates causing them to be pushed apart. The inspector should investigate cracks on painted surfaces which may indicate a crack in the underlying, material. This is especially true if rust staining is present. 383.14 Utilities ‘The bridge record should contain a clear descrip- tion of the utilities present on the bridge. the owner Of the utility, the agency responsible for maintaining.26 MANUAL FOR CONDITION EVALUATION OF BRIDGES. 38 the utility, the date of installation or modification of the utility eneroachment and a party to notify both prior to the inspection and in case any defects are uncovered by the inspection ‘The inspector should be familiar with the type of utility present and the nature of hazards which may be present during the inspection Utes are frequently retrofitted on bridges. The ature and type of the retrofitted support system should be inspected for the presence of improper welded connections which may be fatigue sensitive ‘or which may result in overloading secondary bridge elements. Foilurs in the utilities can introduce severat dffer- ent types of problems: Q) Structural deterioration may occur as a result of pipes carrying liquids leaking onto super- structure or substructure elements, They may also cause a build-up of ice during cold weather periods, (2) Utilities on bridges over waterways may ‘cause restriction in the hydraulic capacity of the structure. (3) Leaks in gas or sewer lines can cause asphyx- iation or light-headedness in the inspector, leading to loss of balance. The risk of fire ‘or explosion in an enclosed area, or adjacent toa major structural element, should be eval- uated. (4) Electrical short cireuits can cause any con- struction material to become electrically charged and a danger to the inspector or the generat public. ‘The inspector should immediately report the pres- cence ofa utility deficiency. The bridge inspector will frequently be the first person to detect and report Such a failure, and cannot assume that the utility is aware of the problem. 383.15 Arches This article covers steel, timber, concrete and ‘masonry arch bridge superstructures and long-span ‘concrete arch culverts. Since arches are compression ‘members, any cracking in the arch ring should be carefully noted as indicative of improper loading or ‘movement of supports, Elements of steel and timber arches should be inspected as generally covered for steel and timber ‘members in Articles 3.8,3.1 and 3.8.3.4, respectively. The conerete in the arch rng and in the elements Supporting the deck is to be inspected as generally covered in Anticle 3.8.3.2, and any cracking, spalling orother deterioration noted and compared with previ- ous inspection reports Masonry arches or masonry-faced concrete arches should be checked for mortar cracks, vegetation, water seepage through the cracks, loose ot missing stones or blocks, weathering, and spalled or split blocks and stones Concrete arch culverts should be inspected as described for concrete box culverts in Article 3.8.8 Special attention should be paid wo the footing area for evidences of undermining, settlement or outward movement, and tothe soffit of the arch ring roughly V3 of the distance outward between crown and springing. Longitudinal cracks in this area of the soffit indicate shear or flexure problems 384 Decks ‘This Anicle covers decks constructed of rein- forced concrete, prestressed concrete steel, and tim ber regardless of type of superstructure; expansion Joints; railings, sidewalks and curbs; bridge drainage; and lighting which is affixed to the bridge. Many decks were designed to act compositely under live load with the supporting superstriture members. The inspector should check to see that composite decks are acting as intended by the