ODOT Manual of Bridge Inspection 2014 v8. Element Level (Condition States) Field Manual (Chapters 7 & 9)

Transcription

1 ODOT Manual of Bridge Inspection 2014 v8 Element Level (Condition States) Field Manual (Chapters 7 & 9)

2 Chapter 7: Field Evaluation The importance of keeping public vehicular traffic safe and the inspector team safe in and around the bridge site and the speed of mitigating or reducing unsafe bridge conditions should not be diminished in light of assigning correct condition ratings or element level ratings. The primary and first envelope of ascertaining bridge maintenance needs and condition ratings for the safety of the traveling public is through the inspectors visual assessment. Bridge inspectors who require prescription bifocals for driving or operating machinery shall use bifocals when performing bridge inspections. If an item is buried, hidden or is not visible, the condition shall be assessed based on destructive and nondestructive testing or indicators in the materials covering the surfaces. Allow the indicators to influence a lower condition rating when the unseen item is directly affected. When documenting deficiencies and assigning appropriate condition ratings the inspector must answer three important questions regarding the bridge: Public Safety? Bridge maintenance and repair needs must be effectively identified through early detection in order to safeguard the traveling public and minimize repair costs. What changed? The inspectors role is to provide thorough inspections identifying bridge conditions and defects. Ratings will be downgraded when the item changes from the original as built condition not only since the previous inspection but through the structures history. Rapid degradation will require increased scrutiny. Is the structural capacity affected? Figure 60 Bifocals required The controlling structural elements primarily serve to transfer the bridges self weight and the traffic live load into the earth. The load path must have a safe and predictable route and available redundancy through the entire bridge. When this load path is compromised the condition of the overall item will be downgraded. The fact that a bridge was designed for less than current legal loads and may be posted will have no influence upon condition ratings. For Page 107

3 the purposes of this manual a Redundant load path will have more than three (3) primary beam or truss lines (i.e. four or more primary). Load ratings on file must match field conditions. Figure 61 Redundant Superstructure: 4 load paths Figure 62 Non redundant Superstructure: 2 load paths In some instances the deficiency will occur in a single location. If one deficiency reduces the load carrying capacity or serviceability of the component (Condition Rating inspections) then the element can be considered a weak link in the structure. The entire item may be down rate based on one severe deficiency i.e. a 4 long crack will down rate the entire beam/girder rating. Page 108

4 Portions of bridges that are being supported or strengthened by temporary members will be rated based on their actual condition; that is, the temporary members are not considered in the rating of the item. A temporary measure is an element installed that is generally in place no more than 7 years i.e. an initial temporary member may become permanent retrofit if there are no short term plans of a more thorough replacement. Completed bridges not yet opened to traffic, if rated, will be coded as if open to traffic. Nomenclature Bridges shall be labeled looking upstation from the smallest to largest straight line mileage (SLM). The intent is to monitor, maintain and fix deficiencies and more than likely these task will be peformed by different people. Communication is vitally important to ensure monitoring and repairing remains consistent. As built drawings may supersede these guidelines at the discretion of the Control Authority Program Manager (for example border bridges, major bridge construction labeling etc). 1. Looking North on a North South route a. Rear abutment, or Abutment 1, is the South abutment, or smaller SLM b. Beams/Girders/Fascias/Truss lines are counted from the left to the right looking upstation. In other words the left fascia beam will be beam number 1. Figure 63 Beam Nomenclature 2. Looking East on a East West route a. Rear abutment, or Abutment 1, is the West abutment, or smaller SLM b. Beams/Girders/Fascias/Truss lines are increasing from the left to the right looking upstation. In other words the left fascia beam will be beam number 1. Page 109

5 3. Pier number 1 will be the first pier looking upstation from the rear abutment. 4. Left and Right (parallel) structures will follow the naming convention dictated by the increasing straight line mileage. This includes the noncardinal structure that has traffic flowing against the straight line mileage. Left Right Increasing SLM 5. Lanes should be labeled driving or slow, middle lane(s), and passing or fast lane(s). 6. Span numbering increases with the SLM. In other words, Span 1 will always be supported by the rear abutment. Left Bridge Right Bridge Increasing SLM Figure 64 Cardinal and Non Cardinal Nomenclature Page 110

6 7. For non highway structures (pedestrian, railroads, conveyor belts, etc.) over highways, the south or the west abutment shall be the rear abutment. For example, an overhead over a Northbound Cardinal route would have the following designation: Figure 65 Span Numbering Over Mainline 8. The differences among the three: Substructure Slope Protection, Approach Embankment and Channel Protection a. Slope protection is underneath the shadow of the structure protecting the substructure slope. Page 111

7 b. Channel protection is the protected embankment of the stream both upstream and downstream. c. Approach Embankment is the sloped earth up to the roadway generally behind the wingwall. For culverts it includes the portion of earth above the structure or fill. Inspection Walking Limits The Bridge Inspection includes all items within limits of the bridge and how the surrounding environment influences the structure, the maintenance needs and the safety of the traveling public. Upstation and Downstation Bridges not under fill: The walking limits, at a minimum, include portions of the approach on each end (forward and rear) of from the bridge to the furthest of: Twice the length of the Approach Slab Relief Joint Thirty feet Bridges under Fill i.e. Culverts: Walking limits and Approach ratings shall, at a minimum, include the furthest of the following distances on each side (forward and rear) of the culvert: Length Equivalent to the Clear span or Length Equivalent to the Depth of fill Additional distances may be included, on a case by case basis, at the discretion of the inspector in cases where fill, vaulted or embankment material was added that directly impacts the structure. Page 112

8 Left and Right The minimum walking limits include a distance from a point upstream to a point downstream that shall include the following: Within the influence of the structure (a distance equal to the elevation difference between the stream bed and the roadway) One hundred feet Upstream and Downstream from the bridge centerline where a history of hydraulic concerns (scour, Channel misalignment, debris fields etc) exist Beyond the walking limits, visually sight a reasonable distance upstream and downstream to note any hazards or potential hazards in the maintenance needs and comments accordingly but inspectors need not include them in the numerical rating. Observations during low flow periods, probing for signs of undermining or substructure deterioration or both should be done during all routine inspections. Field Report A completed Bridge Inspection Field Report is a legal document. It may be used by an inspector to complete either an element level inspection or a condition rating inspection. Each bridge, at a minimum, must be inspected in accordance with the procedures in this manual: A qualified Team Leader is at the bridge at all times during each initial, routine, in depth, fracture critical member and underwater inspection Condition codes are correctly assigned All notable bridge deficiencies are identified, and Condition codes are supported by narrative that appropriately justifies and documents the rating or condition state assignment. People, who sign inspection reports or forge SMS approvals without meeting the minimum NBIS qualifications or the minimum qualifications in this manual, may be subject to prosecution for forgery or fraud under section of the Ohio Revised Code or other applicable state or federal laws. Page 113

9 Figure 66 Bridge Inspection Field Report Page 114

10 Figure 67 Field Report Page 115

11 Coding the Field Report The Summary ratings, Safety Features and Operating Status (orange highlights in adjacent figure) must be coded, when the item exists on the bridge, when collecting either Condition Rating or Element Level data. The coding of these orange items are discussed in the following sections. Coding the Summary Items The guidance table on the next page is a succinct guide for the Summary ratings. The worst bold box 1 4 Individual component Condition Rating or Transition rating will influence the 9 0 Summary rating. Generally, in coding the items, start at the top, Excellent, and read down the 9 rows of condition ratings until you have moved down to a rating that is worse than the actual condition item being coded. Choose the rating above that rating. The vertical lines bordering the columns shall be treated as or conditions i.e. choose the lowest or worst column. Severity & Extent: Condition codes are properly used when they provide an overall characterization of the general condition of the entire component being rated as it has degraded since its as built condition. Conversely, they are improperly used if they attempt to describe localized or nominally occurring instances of deterioration or disrepair. An inspector may find materials or guidelines that are not defined during the course of their inspection. The inspector should use discretion and the intent of the 9 0 Guide in order to determine the appropriate condition. Defects that are not visible for inspection shall be assessed based on the available visible surface. Surfaces not visible shall be assessed based on destructive and nondestructive testing or indicators in the materials covering the surfaces. Page 116

12 1 4 Individ ual Compon ent 1 GOOD 2 FAIR 3 POOR 4 CRITICAL Condition Rating Guide 9 0 NBIS Summary 9 Excellent No problems noted: no section loss, 8 Very Good general deterioration. Some minor problems (ex. extent of 7 Good concrete deterioration is up to 1% spalling or up to 5% saturation) Structural elements show some minor deterioration ( ex. extent of 6 Satisfactory concrete deterioration is up to 5% spalling or up to 10% saturation) Structural elements show deterioration but are sound (ex. 5 Fair extent of concrete deterioration is up to 10% spalling or up to 20% saturation ) Advanced* (ex. extent of concrete deterioration is more than 10% spalling or more than 20% saturation). Usually the load path 4 Poor appears to be affected for primary members or there are obvious structural changes since the as built condition that are advanced. 3 Serious 4 Poor... And local failures possible. 2 Critical 1 Imminent Failure 0 Failed 3 Serious... And Unless closely monitored it may be necessary to close the bridge until corrective action is taken. 2 Critical... And Major deterioration is affecting stability. Bridge or lane(s) shall be closed to traffic but corrective action may put bridge back into light service. 1 Imm Failure... And Out of service beyond corrective action. Inspector Guidelines (Quantitative comments include the Location, Extent & Severity of the deficiency) Make brief comments as necessary. Communicate the predominant deficiency. Document deficiencies quantitatively. Consider taking photos or making sketches. Candidate to establish monitoring benchmarks to track the rate of change. Take photos, make sketches and document quantitatively in order to determine if a re load rating is possible. Include in service conditions to verify capacity Above... And discuss the deficiency immediately with Control Authority. Above... And the bridge is a candidate to dispatch road closure and/or immediate repairs and/or increased monitoring (Interim Inspections). Confirm in writing, critical finding. Above... And Dispatch immediate lane or bridge closure. Contact the Control Authority. Stay at the bridge until the safety of the traveling public is achieved. Confirm in writing. * Advanced widespread deficiencies or a likely reduction to capacity (more examples on following page). ** Structurally Deficient (SD) Bridge Deck, Superstructure, or Substructure Summary rated 4 Poor or below. A bridge can also be classified as structurally deficient if its load carrying capacity is significantly below current design standards or if a waterway below frequently overtops the bridge during floods. Table 34 Condition Page 117 Poor Structurally Deficient**

13 Common Advanced Deficiencies Settlement Exceeds tolerable limits depending on component, activity and if it is measurable or unstable change. Examples include: continued unrepaired settlement, More than 1 vertical for approach slab ends for high speed routes. Scour Exceeds tolerable limits, for example unprotected sides of spread footing, loss of bearing capacity, undermining, 1/3 or more of the front row of piling exposed piling. Distortion Exceeds tolerable limits, for example distortion or buckling that is localized and warranting a structural review. Section Loss Flexure or Bending Members Steel Web In the shear zone: Corrosion hole (in any interior beam OR fascia beam if the bridge is horizontally curved or if the fascia beam is one of 2 or 3 beams total). Corrosion holes behind a web stiffener or behind the bearing are not considered advanced In the shear zone: Deep section loss more than 50% of web depth for an area above the bearing 8 high and 18 X the web thickness wide (in any interior beam OR fascia beam if the superstructure is non redundant or horizontally curved) Steel Flange Section loss of the flange cross section more than 1/4 of flange in the maximum negative or positive flexure zone (for zone longitudinal length use 1/3 of span length) Steel Axial Members Truss Members Corrosion holes OR section loss reducing any one cross section by more than 10% average Steel Bents (including bents with steel columns without reinforcing cages) Corrosion holes in 3 piles OR Missing steel sheath around ½ of one pile OR Overall thin metal in 3 consecutive piles Corrugated Metal Pipe Perforations or overall thin metal which allows for an easy puncture with chipping hammer throughout invert with roughly 20% of structure affected For Reinforced Concrete Exposed steel with more than 10% reduction in cross section or 360 exposure in at least four adjacent primary reinforcing bars in any maximum flexure zone. For Noncomposite Prestressed Concrete Box Beam More than ¼ prestressing strands exposed in one transverse plane (including strands not visible but adjacent to deteriorated concrete such as saturated, delaminated or cracked) in one box with the neighboring beam in similar condition. Page 118

14 Inspection Comments The inspector must utilize sound judgment in assigning the appropriate numerical rating. The rating an inspector assigns should be related to the actions required. Quantitative Comments, sketches or photos are required and must be made available for future inspections for items coded with a Condition Rating of 5 Fair or worse. A different inspector in subsequent inspections should be able to successfully find, quantify, rate and determine obvious change in degradation based on the inspection comments provided by the previous inspector. Naturally expect the amount of comments, photos, documentation and inspection time to increase as the structure degrades. All comments must be free of hearsay and generalities outside of objective justification for the numerical ratings Coding the Safety Features Approach Safety Features If any one corner is not standard then the rating shall be not standard or 0. Item Safety Feature Type N36B) Transition, N36C) Guardrail, N36D) Termination Code each of the three items with a 0, 1 or N appraisal item as it compares to current acceptable standards as established by ODOT or the most recent crash worthy standards. See Appendix. Coding Safety Features (36.A, B, C & D) for additional guidance. 0 Inspected feature does not meet current acceptable standards or a safety feature is required and none is provided. 1 Inspected feature meets current acceptable standards (ODOT). N Not applicable or a safety feature is not required. 36A 36B 36C 36D Page 119

15 36B: Transition The transition is required to change the safety feature from the relatively flexible guardrail system to the rigid bridge rail. Methods to stiffen a transition include increased post spacing, nesting of guardrail, and embedding the post base in concrete. Figure 68 Safety Feature Approach Rail and Transition 36C: Guardrail The guardrail system is designed to screen motorists from hazards beneath the bridge and hazardous roadside features on the approach to the bridge. These hazards include the approach to the bridge if they are steeper than 4:1, trees larger than 4 inches in diameter, large signs and other permanent structures. Note that wood blocks are no longer allowed to meet the TL3 requirement and the height to the top of the guardrail is very important. 36D: Termination The end treatment protects and shields the motorists from the guardrail itself. Most guardrail end treatments are designed to gate, meaning they will allow a vehicle to pass through if struck at an excessive angle. Others include impact attenuators, sand filled barrels and non gating impact attenuators. Figure 69 Safety Features Approach Rail and Termination Page 120

16 Deck Safety Feature If any rail is not standard then the rating is not standard or 0. Item Safety Feature Type 36A) Bridge Rail Code this item with a 0, 1 or N appraisal item as it compares to current acceptable standards. All approved rails are tested in accordance with the Manual of Assessing Safety Hardware (MASH) and meet one of six Test Levels (TL) base on the speed and type of facility carried by the bridge. NHS routes are typically required to have a TL3 bridge barrier at minimum. See Appendix. Coding Safety Features (36.A, B, C & D) for additional guidance Code Description 0 Inspected feature does not meet current acceptable standards or a safety feature is required and none is provided 1 Inspected feature meets current acceptable standards (ODOT) N Not applicable or a safety feature is not required (i.e. culverts) Page 121

17 Coding the Operational Status Item 41. Operational Status The operational status of the bridge should be coded using the following: "A" Open, no restriction "B" Open, posting recommended but not legally implemented (all signs not in place) Inspectors shall verify that the restriction signing is clear at the bridge site and correctly represented in the inventory. When the necessary signs are not in place or the posting recommended in the inventory by the load rating engineer is less than the actual field conditions i.e., no signs exist when a posting is recommended or the posting in the field does not match with the inventory (a B shall not be used if the sign is non compliant with the OMUTCD), the inspector shall ensure proper action is taken as soon as possible. Inspectors shall code the Operational Status B and the weight restriction signs shall be remedied at the bridge site no later than 90 days from the date of discovery. It will be the responsibility of the Program Manager to verify that posting signs are in place and the inspector will update the Operational Status at the next regularly scheduled inspection. C "D" "E" "G" "K" "P" "R" "X" Under construction with portions of the bridge open to traffic (ex. half width construction) Open, would be posted or closed except for temporary shoring, etc. to allow for unrestricted traffic Open, temporary structure in place to carry legal loads while original structure is closed and awaiting replacement or rehabilitation. New structure not yet open to traffic Bridge closed to all traffic Posted for load carrying capacity restriction (may include other restrictions) Load Posting Signs: Verify that the Load Rating Sign matches the posted signage. Bridges on State Routes are posted based any of the four Ohio Legal Loads Operating Rating is less than 100% (after rounding). Inspectors are to compare with the inventory with the field conditions and ensure the inventory is the same as the field condition. Posted for other load carrying capacity restriction (ex.no TRUCKS, Signage indicates a Speed reductions or the number of vehicles on the bridge to reduce impact to the structure). Bridge closed for reasons other than condition or load carrying capacity. Page 122

18 Coding the General Appraisal Item General Appraisal The GA is the lowest rating of either the SUPERSTRUCTURE SUMMARY SUBSTRUCTURE SUMMARY SUPPLEMENTAL SUMMARY OR CULVERT SUMMARY The general appraisal will be based on the existing condition of the bridge as compared to its as built condition. The load carrying capacity will not be used in evaluating condition items. Portions of bridges that are being supported or strengthened by temporary members will be rated based on their actual condition, i.e. the temporary members are not considered in the rating of the item. The fact a bridge was designed for less than current legal loads and may be posted will have no influence upon ratings. Team Leaders: At least one NBIS Team Leader must be at the bridge for the duration of every field inspection and only qualified NBIS Team Leaders may sign an inspection form. Inspections shall be performed on each bridge on an annual basis with the time between inspections no greater than 18 months. If the inspector is a registered professional engineer a review by another P.E. will not be necessary if the Inspector has a P.E. license and satisfies the definition of an NBIS Team Leader. The inspector is to fill in the date of the inspection as the last day they were in the field. It is imperative for the Team Leader to communicate findings that threaten the safety of the traveling public to the public entity who is responsible for maintaining the structure. This may include communication above and beyond the normal inspection report review process. Reviewers: Only qualified NBIS Program Managers with a PE (Reviewers) may sign an inspection report as a reviewer. Reports must be approved into SMS within 90 days after the field inspection for NHS and state structures, and within 180 days (except for NBIS NHS bridges) for county, municipal and local structures. A reviewer must be a professional engineer registered in the State of Ohio and satisfy the minimum NBIS Program Manager qualifications. The reviewed date must always be after the inspection date. At a minimum reviews serve to: Maximize uniformity Establish items to monitor Delegate maintenance needs Ensure compliance Communicate programming needs Perform Quality Control Page 123

19 Chapter 9: Assigning Element Level Condition States to the 1 4 Items Section 1111 of the Moving Ahead for Progress in the 21st Century Act (MAP 21) modified 23 U.S.C. 144, requires Ohio to report bridge element level data for NBIS bridges on the National Highway System (NHS) to FHWA. Element Level data collection shall commence no later than October 1, 2014 and be part of the annual NBI submission starting in April Data for NBIS bridges on the NHS shall be submitted within 90 days of the field inspection, including those under the jurisdiction of local authorities. The condition rating of a bridge component is coded with a rating of 4 (worst) through 1 (best). The lowest controlling item is then converted to a 9 0 NBIS summary rating. This provides an overall indication of the general condition of the bridge being rated. Element level inspections like condition rating inspections, quantify the entire element into four condition states with 4 being the worst and 1 being the best. The difference is bridge elements are rated in quantitative units or percentages for each condition state. The summary item 9 0 rating is coded the same way as in a Condition Rating inspection; the worst bold box item will influence the summary rating. Element level condition states are weighted to create a Transition Rating (TR). The intent of the TR is to communicate to inspectors, planners and stakeholders the correlation from an Element Level rating to a condition rating. The intent of the TR is not to force inspectors to miscode condition states. ODOT OSE refine the TR based on CR definitions. The condition of each element is determined by performing a field inspection and recording quantities of the element that have identified defects. The evaluation of the item is complete when the sum of all four condition states equals 100%. Inspectors should expect a coding tolerance of 10% for the items in condition state 4. Ratings shall be rounded up to the nearest integer. The following chart provides a general guideline on how to collect and quantify the element. Page 157

20 Generic Item Condition States (CS) GOOD Defect Condition State 1 Adjective Maintenance Response > Quantity that is Good Monitor Protect Repair Rehab Replace Table 64 Element Level Generic Rating FAIR Condition State 2 Quantity that is Fair Monitor Protect Repair Rehab Replace There are three major divisions of bridge elements: POOR Condition State 3 Quantity that is Poor, does not warrant a structural review Monitor Protect Repair Rehab Replace SEVERE Condition State 4 Warrants Structural Review OR the defect impacts the strength or serviceability of the element Monitor Protect Repair Rehab Replace National Bridge Elements (NBE) Represent the primary structural components and are denoted in the inspection report with bold black boxes, with the exception of bridge rail and bearings. The NBE s are a refinement of the Deck, Superstructure, Substructure and Culvert items from the FHWA Recording and Coding Guide and are intended to be consistent nationwide. Bridge Management Elements (BME) Include components that are not bold boxes on the inspection report and are typically managed in order to preserve and maintain bridges. Examples include joints, wearing surfaces and protective coating systems. Agency Developed Elements (ADE) Include elements collected by ODOT that are important to the current inspection program to maintain consistency and match legacy BR 86 data. This information does not get transferred to FHWA. An inspector may find materials or guidelines that are not defined during the course of their inspection. In these cases the inspector should use discretion and determine the appropriate condition. Surfaces or element defects that are not visible for inspection shall be assessed based on the available visible surface. Surfaces not visible shall be assessed based on destructive and nondestructive testing or indicators in the materials covering the surfaces. Severity: The worst portion of the 3 Dimensional elemental unit governs the entire quantity (ex. Square footage is calculated using square areas, Figure 72 SF quantity Page 158

21 linear footage of a beam includes a one foot section of both the web and flanges). Inspectors are given the option to code either percentage (%) or Quantity. Condition State 4 Warrants a structural review OR a Structural Review was performed and the defect impacts strength or serviceability. This is reserved for critical conditions that are beyond the specific defects defined in Condition States 1 through 3. Quantities in CS4 may often have implications that affect public safety OR reduction in load capacity. If the inspector determines that there is an impact on the load capacity or a direct impact on safety then the 4 is the appropriate rating. All Quantities in CS4 must be accounted for with quantitative descriptions in the comments. Typical examples are given in the charted guidelines but should not limit the inspector. Total Quantity A good bridge database and a functional bridge program are entirely dependent on good bridge inspection data. A bridge inspector needs to be familiar with the concept of breaking a bridge down into its component elements and assigning a condition state to each element based mostly on visual observations and plan information. The quantities for the elements are established and are categorized into one of the three units: Area of Square Feet (SF), Length or Linear Feet (LF) or Count (EA). The Bridge Inspection Field Report has the Quantity cells highlighted. Figure 74 Bridge Inspection Field Report Quantities Page 159

22 APPROACH ITEMS Quantity Description c1. Approach Wearing Surface (EA) The quantity of this element is each Approach Wearing Surface immediately leading up to and off of the Approach Slab or, when no slab exists, up to and off of the bridge. Most structures will have 2 however divided highways with medians will have 4 when one bridge carries both directions. c2. Slab (SF) The quantity of this element is the surface area of both approach slabs. Note the slabs often do not extend to the edge of pavement and inspectors must field verify or plan verify. c3. Relief Joint (LF) The quantity of this element is the total length of the relief joints. c4. Embankment (EA) ded The quantity of this element is each embankment behind each wingwall, above the clear span of each inlet and outlet or each retaining wall supporting the approach slab and approach wearing surface. c5. Guardrail (EA) The quantity of this element is each guardrail assembly on each corner (4) of the bridge. Table 65 Approach Item Quantities Figure 75 Approach Wearing Surface and Slab Quantities Page 160

23 Figure 76 Approach embankment 1 of 2 Approach Slab Approach Wearing Surface Figure 77 Quantity Example: Embankment 1 of 2 1 Embankment 2 Embankment Figure 78 Culvert Embankment Page 161

24 DECK ITEMS Quantity Description c7.1 Floor/Slab (SF) The quantity of this element is the area of the deck/slab EXCLUDING deck edges including structures carrying divided highways. The area does account for any flares, gores or ramps present. Integral Floors (PSBB s, T beams, Rigid Frames etc.) shall be rated and quantified in Square Feet in this item and in LINEAR FEET (LF) for Beams/Girders. c7.2 Edge of Floor/Slab (LF) The quantity of this element is the two foot wide deck edges at each exposed fascia including divided highways. This element should not be rated for Prestressed Box Beams. c8. Wearing Surface (SF) The quantity of this element is the area of the exposed surface of the wearing surface (from curb to curb, toe to toe or edge to edge) including paved shoulders and accounting for any flares, gores or ramps present. c9. Curbs/Sidewalk (LF) The quantity of this element is the total length of all the curbs or all of the sidewalks on the bridge deck. c10. Median (LF) The quantity of this element is the total length of the median on the bridge deck. For closed medians the quantity will be the overall structure length and for open medians the quantity will be twice the overall structure length to include both sides. c11. Railing (LF) The quantity of this element is the total length of the railings on the bridge excluding median railings and additional pedestrian railing. c12. Drainage (EA) ded The quantity of this element is the sum of each scupper/grating in the deck; for over the side or off the end drainage each side or end is equivalent to one (1). c13. Expansion Joint (LF) ded Total linear feet of structural expansion joints. Table 66 Deck Items Quantities Railing: LINEAR FEET (LF) 2 of 2 Railing: LINEAR FEET (LF) 1 of 2 Figure 79 Quantity Example: Railing, Expansion Joint, Wearing Surface Page 162

25 Figure 80 Quantity: Edge of Floor/Slab Drainage: EACH (EA) Four Scuppers shown Figure 81 Quantity Example: Drainage Page 163

26 SUPERSTRUCTURE ITEMS Quantity Description c14. Alignment (EA) ded The quantity of this element is the sum of all spans. c15.1 Beams/Girders (LF) The quantity of this element is the sum of all longitudinal (excluding stringers) beam and girder lengths. Each linear foot includes the web and flanges. C15.2 Slab (SF) The quantity of this element is for Slab Type Superstructures and is the area of the Slab EXCLUDING deck edges. The area does account for any flares, gores or ramps present. c16. Diaphragm/X Frames (EA) The quantity of this element is the sum of the number of diaphragms and cross frames. c17. Stringers (LF) The quantity of this element is the sum of all of the lengths of each stringer. Each linear foot includes the web and flanges. c18. Floorbeams (LF) The quantity of this element is the sum of all of the lengths of each floorbeam and includes cantilever sections. Each linear foot includes the web and flanges. c19. Truss Verticals (EA) The quantity of this element is the sum of the number of truss vertical members. One member is from panel point to panel point c20. Truss Diagonals (EA) The quantity of this element is the sum of the number of truss diagonal members. One member is from panel point to panel point. c21. Truss Upper Chord (EA) The quantity of this element is the sum of the number of truss upper chord members including end posts. One member is from panel point to panel point. c22. Truss Lower Chord (EA) c23. Truss Gusset Plate (EA) ded EACH (EA) The quantity of this element is the sum of the number of truss lower chord members. One member is from panel point to panel point. The quantity of this element is the sum of each plate, two per panel point (interior/inboard and exterior/outboard); include gusset plates that intersect between chords or at midpoints. c24. Lateral Bracing (EA) The quantity of this element is the sum of the number of upper lateral and lower lateral bracing members. c25. Sway Bracing (EA) The quantity of this element is the sum of the number of sway and portal bracing struts. These general stabilize truss bridges and are attached between the left and right verticals and the left and right endposts. c26. Bearing Devices (EA) ded The quantity of this element is the sum of each movable and fixed bearing c27. Arch (LF) The quantity of this element is the sum of all of the lengths of each arch panel measured longitudinal to the travel way and (not along the radius of the barrel or rib). c28. Arch Column/Hanger (EA) The quantity of this element is the sum of the number of arch columns or hangers. One member is from panel point to panel point. c29. Arch Spandrel Walls (LF) The quantity of this element is the sum of all of the lengths of each spandrel wall panel measured longitudinal to the travel way (not along the radius of the barrel or rib). Page 164

27 SUPERSTRUCTURE ITEMS Quantity Description c30. Prot. Coating System (LF) ded Protective Coating System: LINEAR FEET (LF) The quantity of this element is the total linear feet of all primary steel superstructure elements (ex. beams, girders, floorbeams, stringers). Steel truss lines and steel arch lines: the quantity is the sum of all truss panels measured along the roadway from bearing to bearing for each truss or arch line (often it is the length of the lowerchord) and any additional elements (ex. beams, girders, floorbeams, stringers). c31. Pins/Hangers/Hinges (EA) ded The quantity of this element is the sum of each hanger or hinge assembly. c32. Fatigue (LF) ded The quantity of this element is the length of all primary steel members. See c30. Protective Coating System Table 67 Superstructure Item Quantities Beams/Girders: LINEAR FEET (LF) Figure 82 Quantity Example: Prestressed Box Beams Page 165

28 Truss Members: EACH (EA) Lowerchord: 4 X 2 Truss lines = 8 Diagonals: 8 X 2 Truss lines = 16 Verticals: 3 X 2 Truss lines = 6 Upperchord: 6 X 2 Truss Lines = Figure 83 Quantity Example: Truss Members Truss Gusset Plates: EACH (EA) Interior: 12 X 2 Truss Lines = 24 Exterior: 12 X 2 Truss Lines = Figure 84 Quantity Example: Truss Gusset Plates Page 166

29 Diaphragm/Cross Frames: EACH (EA) The quantity of this element is the sum of the number of diaphragms and cross frames. 35 shown Figure 85 Quantity Example: Crossframes, Steel Beams, PCS, Fatigue Pin/Hanger/Hinge Each (EA): 1 hinge X 5 beam lines = 5 Figure 86 Quantity Example: Pins/Hangers/Hinges Page 167

30 Arch and Arch Spandrel Walls: LINEAR FEET (LF) The quantity of this element is the sum of all of the lengths of each spandrel wall panel measured longitudinal to the travel way (not along the radius of the barrel or rib). For filled arches there are two spandrel wall lengths (one on each side) and one arch length per span. Figure 87 Quantity Example: Arch and Spandrel Wall Floorbeams: LINEAR FEET (LF) Figure 88 Quantity Example: Floorbeams and Stringers Page 168

31 Stringers: LINEAR FEET (LF) Figure 89 Quantity Example: Stringers Page 169

32 Figure 90 Protective Coating System for Truss Bridges Protective Coating System: LINEAR FEET (LF) Truss Lines 1 Span = 168.9LF X 2 Truss Lines = LF/Span X 5 Spans = 1,689 LF Truss Lines Stringers 10 Stringers/Bay X 14 LF = 140 LF 140LF X 9 Bays X 5 Spans = 6,300 LF Stringers Floorbeams (including under sidewalk) 10 Floorbeams/Span X 40 LF/each = 400 LF 5 Spans X 400 LF/Span = 2,000 LF Floorbeam 1,689 LF Truss + 6,300 LF Stringer + 2,000 LF Floorbeam = 9,989 LF Page 170

33 Manual of Bridge Inspection 2014 SUBSTRUCTURE ITEMS Quantity Description c33. Abutment Walls (LF) The quantity of this element is the sum of the length (i.e. bridge width along the skew) of each Abutment Wall. c34. Abutment Caps (LF) The quantity of this element is the sum of the length (i.e. bridge width along the skew) of each Abutment Cap. c35. Abut. Colmns/Bents The quantity of this element is the sum of all columns and bents at each (EA) Abutment. c36. Pier Walls (LF) The quantity of this element is the sum of the length (i.e. bridge width along the skew) of each Pier Wall. For hammerhead piers the wall is the small bottom portion below the cap. c37. Pier Caps (LF) The quantity of this element is the sum of the length (i.e. bridge width along the skew) of each Pier Cap. c38. Pier Columns/Bents The sum of the number of pier columns and bents. (EA) c39. Backwalls (LF) The quantity of this element is the sum of the length (i.e. bridge width along the skew) of each Backwall. c40. Wingwalls (EA) The quantity of this element is the sum of the length of each Wingwall c42. Scour (EA) ded The quantity of this element is the sum of each substructure unit when a waterway exists underneath a structure. c43. Slope Protection This quantity is each protected slope underneath the superstructure (EA) ded Table 68 Substructure Item Quantities Pier Cap Linear Feet (LF) Pier Wall Linear Feet (LF) Pier Column EACH (EA) Figure 91 Quantity Example: Pier Caps, Pier Columns and Pier Walls Page 171

34 Pier Wall: LINEAR FEET (LF) Abutment Wall: LINEAR FEET (LF) Figure 92 Quantity Example: Pier Walls, Abutment Walls Pier Wall: LINEAR FEET (LF Figure 93 Quantity Example: Pier Wall and Pier Cap Page 172

35 Pier Columns/Bents: EACH (EA) 3 Span Continuous Slab 10 shown X 2 Piers = 20 Pier Bents Total Scour: EACH (EA) 3 Span Continuous Slab = 4 Figure 94 Quantity Example: Pier Bents, Scour 1 Pier Columns/Bents: EACH (EA) 4 shown Figure 95 Quantity Example: Pier Columns Page 173

36 Pier Cap: LINEAR FEET (LF) 1 1 Pier Columns/Bents: EACH (EA) 2 shown Figure 96 Quantity Example: Pier Columns and Pier Caps Figure 97 Quantity Example Abutment Wall Page 174

37 Slope Protection: EACH (EA) 1 shown Figure 98 Quantity Example: Slope Protection Page 175

38 CULVERT ITEMS Quantity Description c44. General (LF) The quantity of this element is the sum of each circumferential linear foot along the culvert length measured from inlet to outlet c45. Alignment (LF) ded See c.44 General c46. Shape (LF) ded See c.44 General c47. Seams (EA) ded The quantity of this element is each circumferential seam and each longitudinal (along the length of the conduit) seam. For multi plate corrugated metal pipes one longitudinal seam may be as long as the entire conduit. c48. Headwall/Endwall (EA) The quantity of this element is the sum of each headwall and endwall panel length measured longitudinal to the travel way c49. Scour (EA) ded For closed cell conduits and four sided boxes the sum of each inlet and outlet opening. For conduits with open bottoms, three sided boxes and culverts with abutments the sum is each substructure unit, within each barrel or span. c50. Abutment Walls (LF) LINEAR FEET (LF) The quantity of this element is the sum of the width of each abutment wall. Table 69 Culvert Item Quantities 1 2 Scour: EACH (EA) 4 shown 3 4 Figure 99 Quantity Example: Scour Page 176

39 Figure 100 Quantity Example: Culvert General, Alignment and Shape Page 177

40 CHANNEL ITEMS Quantity Description c51. Alignment (LF) ded The quantity of this element is the length from a point upstream to a point downstream based on what will affect the condition of the structure. c52. Protection (LF) ded See c51.alignment. c53. Hydraulic Opening (EA) ded The quantity of this element is the sum of each Abutment and Pier or Conduit/Culvert when a waterway exists c54. Navigation Lights (EA) ded The quantity of this element is the sum of each Navigation light Table 70 Channel Item Quantities Hydraulic Opening (EA) ded EACH (EA) The quantity of this element is the sum of each Abutment and Pier or conduit when a waterway exists 3 Substructure Units Shown (2 Piers and 1 Abutment) 4 Total Figure 101 Quantity Example: Hydraulic Opening Page 178

41 Channel Alignment and Protection: LINEAR FEET (LF) The quantity of this element is the upstream and downstream length of channel that influences the structure. Figure 102 Quantity Example: Channel Alignment and Protection Channel Alignment and Protection: LINEAR FEET (LF) The quantity of this element is the upstream and downstream length of channel that influences the structure. Figure 103 Quantity Example: Channel Alignment and Protection Page 179

42 SIGN/UTILITY ITEMS Quantity Description c55. Signs (EA) ded The quantity of this element is the sum of each sign attached to the bridge or restriction or regulatory sign specific to the bridge (ex. advanced warning load posting, chevrons, vertical clearance). c56. Sign Supports (EA) ded The quantity of this element is the sum of each attachment, on above or under the bridge, affixing the sign support to the bridge. c57. Utilities (LF) ded The quantity of this element is the sum of each utility length attached to the bridge; including water, electrical, gas, sewer etc. Table 71 Sign/Utilities Quantities Utilities: LINEAR FEET (LF) The quantity of this element is the sum of each utility length attached to the bridge; including water, electrical, gas, sewer etc. Figure 104 Quantity Example: Utilities Page 180

43 Inspection Comments with Element Level The rating an inspector assigns should be related to the actions required. All comments must be free of hearsay and generalities outside of objective justification for the numerical ratings. All quantities in CS3 and CS4 must be communicated (comments, photos, sketches etc.) for the next inspector to find, quantify, rate and determine obvious degradation. These comments must also account for and define the predominant deficiency. Expect comments, photos, and documentation and inspection time to increase as the structure degrades. Field Report with Element Level A completed Bridge Inspection Field Report is a legal document. It may be used by an inspector to complete either an element level inspection or a condition rating inspection. The Quantities are populated from the inventory items. Each bridge, at a minimum, must be inspected in Figure 105 1/8" Wide Crack in Concrete with 1/16" Offset accordance with the procedures in this manual: A qualified Team Leader is at the bridge at all times during each initial, routine, in depth, fracture critical member and underwater inspection Condition codes are correctly assigned All notable bridge deficiencies are identified, and Condition codes are supported by narrative, sketches or photos that appropriately justify and document the rating assignment. Supportive documentation must be made available for the next inspector. The following Bridge Inspection Field Report has the Element Level Condition State Cells highlighted. These cells shall be populated if the item exists on the structure, along with the NBIS items, when completing an Element Level inspection. The Bridge Inspection Field Report is a document that may be used to complete either an element level inspection or a condition rating inspection. The following report has the Element Level Condition State boxes highlighted blue. All ratings in orange are required, Page 181

44 when the item exists on the bridge, for both an element level and condition rating inspection. The difference between Condition and Element Level is in coding the individual 1 4 components. Page 182

45 Element Level Materials Most deficiencies are material based and these tables will be beneficial. Those components with nonmaterial deficiencies or more specific guidance are denoted with a ded on the field report. The charted guidance for these items follows the material guidance. The seven material types include: Reinforced Concrete, Wearing Surface, Structural Steel, Prestressed Concrete, Timber, Masonry & Mechanically Stabilized Earth. CONCRETE MATERIAL General Commentary: o This rating will include all reinforced concrete and concrete and exclude prestressed and post tensioned concrete. Defects/Tolerable Limits: o Concrete Cracking: Any working structural cracks or unsealed 1/16 wide structural cracks or any associated with buckling, torsion, settlement or change in load path shall be CS4. Crack densities should be quantified using an area that is repeatable and quantifiable: For Figure 107 Concrete Structural Cracking wearing surfaces use 12 wide (lane width) and 12 long section of bridge deck; for floors use plywood sheet indentations (4 x8 ) or beam spacing with equidistant length. Sealed cracks are those that have been filled or covered with epoxy, tar or sealant to arrest the chloride intrusion usually applied on the surfaces exposed to drainage and runoff. Knowing the extent of cracking gives an indication of how much water and chlorides are able to penetrate into the concrete. On tined concrete decks or overlays, it may be difficult to see cracks. The best time to see cracks on tined decks is soon after a rain (though this is not always practical). As a deck dries out, cracks will remain wet longer than the deck Page 183

46 o surface and thus appear as dark lines against the lighter colored, dry deck. Consideration may be used for raising a rating when a crack is retrofitted or dormant. Structural cracks often go through the entire member or tension zone and are not superficial. Any one crack, no matter how wide, may reduce the capacity of the entire load path which would result in a CS4 rating. It is up to the discretion of the inspector to code concrete cracking correctly based on location, orientation and activity (dormant or working ). Types of cracks commonly encountered include the following: o o o o o o o Transverse flexural cracks (structural) due to bending will most likely appear over the piers of continuous superstructures (or positive bending or near mid span for slabs). Shear Cracks (structural) will most likely be adjacent to supports. Longitudinal flexural cracks (structural). These are caused by negative bending of the deck over the girders or beams or positive bending between girders or beams. Longitudinal reflective cracks (non structural) may appear along the joints of adjacent prestressed box beams. This cracking is caused by differential beam deflection. Radial cracks (non structural) at the acute corner of skewed bridge decks. Temperature and shrinkage cracks (non structural). These will be apparent on most concrete. RC Crack Width (in) / / /16 Hairline / /64 Transverse reflective cracks (non structural) may appear adjacent to an expansion joint. These cracks suggest that the joint anchorage hardware is beginning to fail. Concrete Cracking References: According to the Unpublished Draft Guidelines for NCHRP Project 12 82,Developing Reliability Based Bridge Inspection Practices, "engineering judgment [is] exercised in determining whether any present flexural cracking is moderate to severe. Crack widths in reinforced concrete bridges exceeding inches to inches reflect the lower bound of moderate cracking. The Page 184

47 American Concrete Institute Committee Report 224R 01 presents guidance for what could be considered reasonable or tolerable crack widths at the tensile face of reinforced concrete structures for typical conditions. These range from inches for marine or seawater spray environments to inches for structures exposed to deicing chemicals, to inches for structures in a humid, moist environment. The location of crack is important. Deck cracking of 0.05 or greater may not be as concerning as cracking of this magnitude in a reinforced concrete girder or beam. Likewise a shrinkage crack 0.05 wide in a reinforced concrete girder that does not move might be viewed differently than a 0.05 crack working under live load. Concrete Spalls and Delaminations: Delamination or spalling of the concrete is not necessarily an indication of poor concrete quality or of structural issues. It usually indicates that chlorides and moisture have migrated through the concrete and attacked the reinforcing steel. As the reinforcing steel corrodes, it increases in volume which tends to push the concrete away from the steel. When the corrosion forces caused by this steel expansion exceed the tensile strengths of the concrete, the concrete starts to delaminate or separate from the surface. A hollow sounding surface when tapped with a hammer or steel rod indicates a delamination which often results in a spall. The amount of time for this to occur depends on the porosity or permeability of the concrete, the depth of resteel and the prevalence of moisture and chlorides. Settlement: Signs of continuing unrepaired settlement shall be coded CS3. Extreme settlement or settlement that affects safety or load capacity shall be coded CS4. Any quantity may be coded worse if the deficiency changed unexpectedly or rapidly. Section Loss: Any 4 adjacent bars with 360 degree exposure OR any 4 adjacent bars with more than 10% reduction in diameter will be CS4. Scour: CS3 is Exposed vertical face of spread footing and CS4 is undermining. Deep foundations CS3 is one or two exposed piling less than 1 ft of the piling depth. CS4 is any piling exposed more than 1 ft. Any quantity may be coded worse if the deficiency changed unexpectedly or rapidly. Specific Elements: Beam/Floor Separation: The area unseen above the top flange shall be downgraded when evidence of movement and separation exists at the interface to CS2 and downgraded to CS3 when active movement under liveload is obvious. Page 185

48 REINFORCED CONCRETE Condition StateDefinitions (CS) Defect CS1 CS2 CS3 CS4 Delam/ Spall/ Patched Area Exposed Rebar Cracking* Efflorescenc e/ Rust Staining/ Saturated Abrasion/ Wear Distortion Settlement Scour Any sealed OR less than in. wide or spacing greater than 3.0 ft. Delaminated. Spall 1 in. or less deep OR 6 in. or less in diameter. Patched area that is sound Present without measurable section loss Unsealed Width in. or spacing of ft. Surface white without build up or leaching without rust staining. Arrested leaching or saturation Exposed coarse aggregate but the aggregate remains secure in the concrete Exists but does not require mitigation. Distortion that has been mitigated. Exists within tolerable limits or arrested with no observed structural distress Exists within tolerable limits or has been arrested with effective countermeasures Has impact but Damage N/A repaired or minor Table 72 Element Level Material: Reinforced Concrete Spall greater than 1 in. deep or greater than 6 in. diameter. Patched area that is unsound or showing distress. Does not warrant structural review. Present with measurable section loss, but does not warrant a structural review Unsealed cracks greater than 0.05 in. wide or spacing of less than 1 ft. Heavy build up. Rust staining Coarse aggregate is loose or has popped out of the concrete matrix due to abrasion or wear Distortion that requires mitigation that has not been addressed but does not warrant a structural review. Exceeds tolerable limits but does not warrant a structural review. Exceeds tolerable limits but is less than the critical limits determined by scour evaluation and does not warrant a structural review. Has impact but does not warrant a structural review. Safety: Requires immediate action to ensure safety of public traffic Serviceability: The condition is beyond the limits established in condition state three (3), warrants a structural review to determine the strength or serviceability of the element or bridge, or both *Cracking the width and spacing dimensions represent 1) structural cracks OR 2) any crack that is in a corrosive environment. Inspector must use engineering judgment when nonstructural cracks are not exposed to corrosive chemicals, in other words inspectors should move the condition state up or improve the rating. Working cracks or those likely reducing the capacity shall be CS4. Page 186

49 WEARING SURFACE General Commentary: o This rating will include all wearing surfaces including asphalt and bituminous wearing surfaces and relief joints. o Inspector for sags, dips, impact and rideability. Defects/Tolerable Limits: o Crack density should be quantified using an area that is repeatable and quantifiable: For wearing surfaces use 12 wide (lane width) and 12 long section of bridge deck. o Effectiveness: CS4 When the WS is obviously not protecting the structural portions underneath or the top surface is causing a rough ride, need to swerve or bounce for vehicular traffic. Specific Elements: o Approach Wearing surface extends past the approach slab or, when no slab exists, past the end of the bridge. The wearing course(s) on top of the approach slab shall be rated within the approach slab element. Approach Slab Expansion Joint Header Expansion Joint Bridge Wearing Surface Backwall Figure 108 Approach o Integral or Semi Integral: Pay careful attention to the transverse sections at the end of the approach slab. Inspect for openings or distress from expansion. Page 187 Figure 109 Wearing Surface CS4

50 WEARING SURFACE Condition State Definitions (CS) Defect CS1 CS2 CS3 CS4 Cracking* Any sealed OR width less than in. or spacing greater than 3.0 ft. Unsealed Width in. or spacing of ft. Unsealed Width greater than 0.05 in. or spacing of less than 1 ft. Rutting Rutting less than 1" deep Rutting more than 1"deep Patched Area/ Pothole Effectiveness / Protecting Structural Elements/ Delam/ Traffic Safety Damage Fully effective. No evidence of leakage or further deterioration of the deck N/A Patched area that is sound. Partial depth pothole Substantially effective: Deterioration of the deck has slowed. Delamination less than 6 in. in diameter Impact Damage within tolerable limits Table 73 Element Level Material: Asphalt Patched area that is unsound or showing distress. Full depth pothole Traffic is slightly bouncing but not swerving due to a pothole. Limited effectiveness. Deterioration of the deck has progressed Delamination greater than 6 in. in diameter Impact damage does not warrant structural review Wearing Surface is no longer effective *Cracking the width and spacing dimensions represent 1) structural cracks OR 2) any crack that is in a corrosive environment where no water proofing membrane exists. Inspector must use engineering judgment when nonstructural cracks are not exposed to corrosive chemicals, in other words inspectors should move the condition state up or improve the rating. Page 188

51 PRESTRESSED CONCRETE o o General Commentary: Defects/Tolerable Limits: o Cracks in the concrete should be carefully measured and their location and length documented. Any working structural cracks or unsealed 1/16 wide structural cracks or any associated with buckling, torsion, settlement or change in load path. Hairline 0.004" Narrow 0.004" 0.009" Medium 0.010" 0.030" o Wide > o Strand Exposure discount all strands visible AND those strands not visible located: o Above a longitudinal cracks located in the bottom flange o Above a delamination o Above a spall with unsound or mottled concrete. o Consideration should also be given to those strands neighboring and above a corroded stirrup. Specific Elements: Wide Longitudinal cracks in WS above combined with Strand exposure indicates independent beam action which warrants a structural review. Figure 111 PSBB Top Side Cracking Between Keys Figure 112 PSBB underside, loss of strand capacity (same bridge) Page 189

52 Prestressed Concrete Condition State Definitions (CS) Defect CS1 CS2 CS3 CS4 Exposed* Prestressing One strand exposed* Exposed strands* less than 25% of the beam width Efflorescence / Leaking Shear Keys (discount the QTY in both beams) Cracking Dry or none Wide spaced more than 3 feet Light, evidence of leaking, no rust stains wide or any spaced 1 3 feet no rust staining Obvious active leaking, efflorescence buildup, or rust stains Wider than 0.009, or any spaced within 1 foot, any with rust staining Safety: Requires immediate action to ensure safety of public traffic Serviceability: The condition is beyond the limits established in condition state three (3), warrants a structural review to determine the strength or serviceability of the element or bridge, or both Movement Damage N/A Minor misalignment but no movement under live load Impact Damage within tolerable limits Table 74 Element Level Material: Prestressed Concrete Minor Independent Beam Movement under truck traffic only Impact damage does not warrant structural review *Exposed Prestressing discount all strands visible AND those strands not visible located: 1) Above a longitudinal cracks located in the bottom flange 2) Above a delamination 3) Above a spall with unsound or saturated concrete. 4) Consideration should also be given to those strands neighboring and above a corroded stirrup. Page 190

53 STEEL MATERIAL This rating will include all elements that are metal. o o General Commentary: o The worst portion of the 3 dimensional element governs the quantity. o Cracks in steel should be carefully measured and their location and length documented. o Severity: Include the total linear feet of a component when a localized deficiency is severe enough to affect the whole member at the discretion of the Team Leader. Defects/Tolerable Limits: o Settlement: Dormant repaired settlement shall be CS2. Signs of continuing unrepaired settlement shall be coded CS3. Extreme settlement that affects safety or load capacity shall be coded CS4. o Section Loss: CS4 is any corrosion hole or section loss more than 10% loss of the flange in the tension zone or more than 10% loss in the web near the supports warrants a structural review. o Pack Rust: CS4 is Distortion is more than the plate thickness o Cracking: CS4 is any crack in a FCM, any crack in the tension zone or a crack generally longer than 2 in a compression zone. o Settlement: Signs of continuing unrepaired settlement shall be coded CS3. Extreme settlement or settlement that affects safety or load capacity shall be coded CS4. Any quantity may be coded Figure 113 corrosion holes worse if the deficiency changed unexpectedly or rapidly. o o Scour: CS4 is loss of bearing capacity Specific Elements: o Bridge Railing: Include the total linear feet of bridge rail supported by a post when the anchorage or support is deficient, debonded or exposed. Figure 114 Steel CS4 o Crossframes/Diaphragms: for highly skewed or horizontally curved bridges diaphragms and crossframes shall be considered primary bridge elements. o Pier Bents: Sheathed bents without a reinforcing cage shall follow the steel element level chart. The bents with reinforcement shall be rated using the concrete element level chart. Page 191

54 Steel Condition States (CS) Defect CS1 CS2 CS3 CS4 Section loss Minor, surface pitting, up to 1/16 at worst Any pitting between 1/16 and 10% deep loss of section Corrosion, Pack Rust/ Connection Cracking/ Fatigue Distortion Settlement Scour Damage N/A Freckled rust. Corrosion has initiated. Pack rust without distortion. Repaired or arrested* cracks Exists but does not require mitigation. Distortion that has been mitigated within tolerable limits or arrested with no observed structural distress Exists within tolerable limits or has been arrested with effective countermeasures Has impact but repaired or minor Table 75 Element Level Material: Steel Missing bolt, rivet, broken weld, fasteners or pack rust with distortion but does not warrant a structural review. Any initiated or propagated crack in the compression zone that does not warrant structural review Distortion that requires mitigation that has not been addressed but does not warrant a structural review Exceeds tolerable limits does not warrant a structural review. Exceeds tolerable limits but is less than the critical limits determined by scour evaluation and does not warrant a structural review. Has impact but does not warrant a structural review. *Arrested self arrested, effective arrest holes or doubling plates o Safety: Requires immediate action to ensure safety of public traffic Serviceability: The condition is beyond the limits established in condition state three (3), warrants a structural review to determine the strength or serviceability of the element or bridge, or both Safety: Requires immediate action to ensure safety of public traffic Serviceability: The condition is beyond the limits established in condition state three (3), warrants a structural review to determine the strength or serviceability of the element or bridge, or both Figure 115 CS 4 Axial Member Buckled Page 192

55 TIMBER MATERIAL This rating will include all elements that are timber. General Commentary: Defects/Tolerable Limits: o Settlement: Signs of continuing unrepaired settlement shall be coded CS3. Extreme settlement that affects safety or load capacity shall be coded CS4. o Scour: CS4 is loss of bearing capacity Specific Elements: o Wearing Surfaces: Areas of traffic bouncing, loose boards and rutting shall be coded in CS 3 at best. o Timber quantities in CS4 include: Figure 116 Timber: Loss of Cap Capacity, CS4 Figure 117 Timber: Splitting of Piles reduced capacity, CS4 Page 193

56 Timber Condition State Definitions (CS) Defect CS1 CS2 CS3 CS4 Decay/ Affects 10% or Less than 10% of Section more of the member thickness Loss member Checks/ Shakes Surface level and does not penetrate more than 5% of the member thickness regardless of location Defect does not penetrate more than 50% of the thickness of the member and not in a tension zone Cracks Arrested crack Splits/ Delaminati ons Abrasion Distortion Settlement Scour Damage or no measurable N/A Table 76 Element Level Material: Timber Length of the split is less than the member depth or arrested with effective actions taken to mitigate Surface level up to 10% of member thickness Exists but does not require mitigation. Distortion that has been mitigated. within tolerable limits or arrested with no observed structural distress Exists within tolerable limits or has been arrested with effective countermeasures Has impact but repaired or minor Defect penetrating more than 50% of the thickness of the member, or more than 5% of the member thickness in a tension zone. Identified crack that is not arrested Length equal to or greater than the member depth Section loss not less than 10% of the thickness of the member Distortion that requires mitigation that has not been addressed Exceeds tolerable limits Exceeds tolerable limits but is less than the critical limits determined by scour evaluation Has impact but does not warrant a structural review. Safety: Requires immediate action to ensure safety of public traffic Serviceability: The condition is beyond the limits established in condition state three (3), warrants a structural review to determine the strength or serviceability of the element or bridge, or both Page 194

57 MASONRY MATERIAL General Commentary: o This rating will include all elements that are stone, brick and masonry. o Severity: Include the total linear feet of a component when a localized deficiency is severe enough to affect the whole member at the discretion of the Team Leader (ex. one support eliminates an entire length of arch ring). Defects/Tolerable Limits: o Settlement: Signs of continuing unrepaired settlement shall be coded CS3. Extreme settlement that affects safety or load capacity shall be coded CS4. o Scour: CS4 is loss of bearing capacity o Warrants Structural Review: Missing Keystone, any hinged ring displacement, global shift/distortion Specific Elements: Missing Stones Missing Stones Abrasion of Stone Face at water level Global Crack Figure 118 Masonry Deficiencies that have reduced capacity in CS4 Page 195

58 Masonry Condition States (CS) Defect CS1 CS2 CS3 CS4 Mortar Breakdown Cracking or isolated voids in less than 10% of joints Cracking or voids in 10% or more of joints Patched Area Sound patch Unsound patch Split/ Spall Masonry Displacement Efflorescence Distortion Settlement Scour Damage Cracks are present but have not allowed the block or stone to shift N/A Table 77 Element Level Material: Masonry Block or stone has split or spalled with no shifting Block or stone has shifted slightly out of alignment Surface is white without buildup, leaching or rust staining, signs of leaking carrying fill Exists but does not require mitigation. Distortion that has been mitigated. within tolerable limits or arrested with no observed structural distress Exists within tolerable limits or has been arrested with effective countermeasures Has impact but repaired or minor Block or stone is split or spalled with shifting, block or stone are loose, but do not warrant structural review (SR) Block or stone has shifted significantly out of alignment or is missing but does not warrant SR Heavy build up with rust staining, active leaking carrying fill Distortion that requires mitigation that has not been addressed Exceeds tolerable limits but does not warrant a structural review Exceeds tolerable limits but is less than the critical limits determined by scour evaluation Has impact but does not warrant a SR Safety: Requires immediate action to ensure safety of public traffic Serviceability: The condition is beyond the limits established in condition state three (3), warrants a structural review to determine the strength or serviceability of the element or bridge, or both Page 196

59 MECHANICALLY STABILIZED EARTH (MSE) MATERIAL This rating will include all elements that are MSE walls. General Commentary: o Inspect closely for runoff infiltration. Defects/Tolerable Limits: o Settlement: Signs of continuing unrepaired settlement shall be coded CS3. Extreme settlement that affects safety or load capacity shall be coded CS4. Specific Elements: o Wingwalls and Embankment: Mechanically Stabilized Earth (MSE) walls may be found as components of the substructure or approach depending upon the geometry. o Abutments vs. Slope Protection: They shall be coded as Abutment Walls when the foundation type is spread footing within the MSE wall. They shall be coded as Slope Protection when the Abutment foundation type is deep foundations (piles, drilled shafts, spread footing on rock). The inventory or plans will need to be verified for proper coding. Examples of MSE wall quantities in CS4: Figure 119 MSE CS4 Page 197

60 Mechanically Stabilized Earth (MSE) Wall Condition State Definitions (CS) Defect CS1 CS2 CS3 CS4 Panels Superficial cracking Minor Cracking, any less than ¼ wide and not global through multiple panels Panel Joints Aligned Exposed fabric at close inspection Erosion Erosion channel less than 2 ft wide or deep Bowing Bowing exists but dormant or no change since as built Damage N/A Has impact but repaired or minor Table 78 Element Level Material: MSE Global cracking or any wider than ¼, no exposed backfill Minor sand in joints, plant growth in joint, obvious fabric exposure Exposed top corner of leveling pad that is on rock Minor change since asbuilt condition, horizontal bowing is within 10% of vertical height Has impact but does not warrant a structural review. Safety: Requires immediate action to ensure safety of public traffic Serviceability: The condition is beyond the limits established in condition state three (3), warrants a structural review to determine the strength or serviceability of the element or bridge, or both Page 198

61 Element Level Condition State Items with Dedicated Guidance Approach Embankment ded ELEMENT LEVEL Item 4. Embankment CS1 CS2 CS3 CS4 Moderate rutting from drainage. Minor bare soil exposed. Erosion caused by drainage or channel; Erosion to embankment impacting guardrail performance or encroaching on shoulder. Evidence of minor or stable foundation settlement. Table 79 Element Level Approach Embankment Deck Drainage ded ELEMENT LEVEL Major erosion caused by drainage or channel; Erosion to embankment impacting guardrail (up to 6 of guardrail post exposed) performance or encroaching on shoulder. Evidence of foundation settlement. Tension cracks in asphalt due to embankment movement. Vertical face of guardrail is behind the vertical plane of the edge of pavement. Significant movement or tilt of the wingwall or headwall has occurred, the stability of the slope is compromised Item 12. Drainage Defect CS1 CS2 CS3 CS4 Broken or missing Broken or missing grating or grating or Intact and Intact and assembly but assembly may Grating functioning functioning, minor does NOT pose a pose a hazard to properly problems hazard to vehicular or vehicular or pedestrian traffic pedestrian traffic Scuppers, Downspouts Open, no ponding Table 80 Element Level Deck Drainage Partially Clogged but no signs of ponding on deck or Downspout is inadequately terminated Clogged, there are signs of ponding on deck but it does not extend into the striped or normal traffic lane Clogged, there are signs of ponding in the striped or normal traffic lane. o Drainage problems are most easily identified during or immediately after a rain event. Unless repaired, deficiencies discovered during a rain events should remain coded. Page 199

62 Deck Expansion Joint ded ELEMENT LEVEL Item 13 Expansion Joint Defect CS 1 CS 2 CS 3 CS 4 Leakage. Minimal. Minor dripping through the joint. Moderate. More than a drip and less than free flow of water. Free flow of water through the joint. Seal Adhesion Fully Adhered. Adhered for more than 50% of the joint height. Table 81 Element Level Deck Expansion Joint Adhered 50% or less of joint height but still some adhesion. Seal Cracking. Surface crack. Crack that partially penetrates the seal. Seal Damage. Seal abrasion Punctured or ripped without punctures. or partially pulled out. Debris Impaction Adjacent Deck or Header Metal Deterioration or Damage No debris to a shallow cover of loose debris may be evident but does not affect the performance of the joint. Sound. No spall, delamination or unsound patch.. Partially filled with hard packed material, but still allowing free movement. Edge delamination or spall 1 in. or less deep or 6 in. or less in diameter. No exposed rebar. Patched Area that is sound. Freckled rust, metal has no cracks, or impact damage. Connection may be loose but functioning as intended. Damage Not applicable. The element has impact damage not impeding traffic Completely filled and impacts joint movement. Spall greater than 1 in. deep or greater than 6 in. diameter. Exposed rebar. Delamination or unsound patched Area that makes the joint loose. Section loss, missing or broken fasteners, cracking of the metal or impact damage but joint still functioning. The element has impact damage. Subtle clanking under traffic Complete loss of adhesion. Crack that fully penetrates the seal. Punctured completely through, pulled out, or missing. Completely filled and prevents joint movement. Spall, delamination, unsound patched Area or loose joint anchor that prevents the joint from functioning as intended. Metal cracking, section loss, damage or connection failure that prevents the joint from functioning as intended. The element has impact damage, LOUD clanking under traffic Page 200

63 Superstructure Truss Gusset Plates ded ELEMENT LEVEL Item 23. Truss Gusset Plates Type Steel Defect CS1 CS2 CS3 CS4 Corrosion, Section loss Bowing Freckled rust, Minor, surface pitting, loss up to 10% depth Minor misalignment due to pack rust or inadequate fill plates up to the thickness of the plate Large areas of corrosion, Between 10 25% loss of depth Misalignment due to pack rust or inadequate fill plates more than the thickness of the plate OR Table 82 Superstructure Gusset Plates Element Level Minor Free edge bowing behind a tension member up to the thickness of the plate Safety Deficiency: Requires immediate action to ensure safety of public traffic (ex. Buckling, tearing, crack in tension zone, long crack in compression zone) Serviceability Deficiency: The condition is beyond the limits established in condition state three (3), warrants a structural review to determine the strength or serviceability of the element or bridge, or both (ex. Free edge bowing behind a compression member, Any worsening of free edge bowing, plastic deformation) Special attention shall be placed on gusset plates with corrosion holes or widespread loss of section 1/3 the plate thickness in the primary load path. Special attention shall be placed on gusset plates with bowing at the free edge. Special attention shall be placed on gusset plates with loose, cracked or missing connections. The procedures for measuring bowing in gusset plates shall be clearly documented and quantitatively repeatable at future inspections by different inspectors in order to monitor bowing change within a tolerance of 1/16. Page 201

64 Bearings ded ELEMENT LEVEL Condition State Definitions Defect CS 1 CS 2 CS 3 CS 4 Corrosion. Freckled Rust. Corrosion of the steel has initiated. Connection Connection is in place and functioning as intended. Loose fasteners or pack rust without distortion is present but the connection is in place and functioning as intended. Section loss is evident or pack rust is present but does not warrant structural review. Missing bolts, rivets, broken welds, fasteners or pack rust with distortion but does not warrant a structural review. Movement Free to move. Minor restriction. Restricted but not warranting structural review. Alignment Bulging, Splitting or Tearing Lateral and vertical alignment is as expected for the temperature conditions.. Tolerable lateral or vertical alignment that is inconsistent with the temperature conditions. Bulging less than 15% of the thickness. Approaching the limits of lateral or vertical alignment for the bearing but does not warrant a structural review. Bulging 15% or more of the thickness. Splitting or tearing. Bearing's surfaces are not parallel. Does not warrant structural review. Loss of Bearing Area. Less than 10%. 10% or more but does not warrant structural review. Damage Not applicable. The element has minor impact damage. The element has impact damage but does not warrant a structural review The condition warrants a structural review to determine the effect on strength or serviceability of the element or bridge; OR a structural review has been completed and the defects impact strength or serviceability of the element or bridge. The element has severe impact damage. Table 83 Element Level Superstructure Bearing Devices Page 202

65 Superstructure Protective Coating System ded ELEMENT LEVEL Item 30. Protective Coating System (PCS) Type All Defect CS1 CS2 CS3 CS4 Chalking Surface dulling Loss of pigment Initiated, cracking Top coat peeling Exposure of bare metal Peeling/ Curling Dark brown coloring. Or flaking less than ¼ pieces Black or flaking more than ¼ pieces Weathering Steel Light brown Yellow orange, localized flaking Light and initiated, freckled rust Light, large areas of corrosion Heavy, laminating Corrosion Effectiveness Fully Substantially Limited Comments shall include the existence of obvious workmanship Issues Failed, no protection of metal Table 84 Element Level Superstructure Protective Coating System Page 203