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FUNDAMENTALS OF BRIDGE INSPECTION

Introduction

Bridge inspection plays important role in providing a safe infrastructure for the nation. As the
nation’s bridges continue to age and deteriorate, an accurate and thorough assessment of each
bridge’s condition is critical in maintaining a dependable highway system. This section presents
the duties of the bridge inspection team. It also describes how the inspection team can prepare
for the inspection and some of the major inspection procedures. There are five basic types of
inspection:

a) Initial (inventory)
b) Routine (periodic)

c) Damage

d) In-depth

e) Special (interim)

a) Initial (Inventory)

An initial inspection is the first inspection of a bridge as it becomes a part of a bridge file, but the
elements of an initial inspection may also apply when there has been a change in configuration of
the structure (e.g., widening, lengthening, supplemental bents, etc.) or a change in bridge
ownership. The initial inspection is a fully documented investigation and is accompanied by load
capacity ratings. First, this inspection provides all

Structure Inventory and Appraisal (SI&A) data. Second, it provides baseline structural conditions
and identification of existing problems.

b) Routine (Periodic)

Routine inspections are regularly scheduled inspections consisting of observations and/or

measurements needed to determine the physical and functional condition of the bridge, to
identify any changes from “initial” or previously recorded conditions, and to ensure that the
structure continues to satisfy present service conditions. Inspection of underwater portions of the
substructure is limited to observations during low-flow periods and/or probing for signs of
undermining.

The areas of the structure to be closely monitored are those determined by previous inspections
and/or load rating calculations to be critical to load-carrying capacity. Criteria must be
established to determine inspection frequency and intensity based on such factors as age, traffic
characteristics, and known deficiencies. past inspection findings and analysis may too justify the
increased inspection interval.

Underwater structural elements are to be inspected at regular intervals not to exceed sixty
months. However, certain underwater structural elements require inspection at less than the sixty
month cycle. Criteria must be established to determine inspection frequency and intensity based
on such factors as construction material, environment, age, scour characteristics, condition rating
from past inspections and known deficiencies.

Certain underwater structural elements may also be inspected at greater then the sixty month
interval, not to exceed seventy two month. This may be appropriate when past inspection
findings and analysis justifies the increased inspection interval. Fracture critical members
(FCMs) are to be inspected at regular intervals not to exceed twenty-four months. However,
certain FCMs require inspection at less than the twenty-four month cycle.

Criteria must be established to determine inspection frequency and intensity based on such
factors as age, traffic characteristics, and known deficiencies.

c) Damage

A damage inspection is an unscheduled inspection to assess structural damage resulting from

environmental factors or human actions. The scope of inspection 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 to effect a repair. d) In-Depth An in-depth inspection is a
close-up, inspection of one or more members above or below the water level to identify any
deficiencies not readily detectable using routine inspection procedures. Hands-on inspection may
be necessary at some locations.

When appropriate or necessary to fully ascertain the existence of or the extent of any
deficiencies, nondestructive field tests may need to be performed. 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 damage. For small bridges, the in-depth inspection should include all critical
members 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. Criteria must be established to determine the level and frequency of this type of
inspection.

e) Special (Interim) 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, fatigue damage, or the public’s use of a load posted bridge.
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.

These inspections are not usually comprehensive enough to meet requirements for periodic
inspections. Criteria must be established to determine the level and frequency of this type of
inspection.

DUTIES OF THE BRIDGE INSPECTION TEAM

There are five basic duties of the bridge inspection team: The duties of the inspector are simply
the tasks that must be performed in order to fulfill the responsibilities that come with the job.

1. Planning the inspection

2. Preparing for the inspection

3. Performing the inspection

4. Preparing the report

5. Identifying items for repairs and maintenance

1. Planning the Inspection

In order to make the inspection orderly and systematic, the lead inspector should make plans in
advance. Planning the inspection is necessary for an efficient, cost effective effort which will
also result in a thorough and complete inspection.

Basic activities include:

- Determination of the type of inspection

- Selection of the inspection team which must include a qualified team leader on site for all
initial, routine, indepth, fracture critical member or underwater inspections
 - Evaluation of required activities (e.g., nondestructive testing and underwater inspection)

- Development of an inspection sequence

- Establishment of a schedule

2. Preparing for the Inspection

Preparation measures needed prior to the inspection include organizing the proper tools and
equipment, reviewing the bridge structure files, and locating plans for the structure. The success
of the on-site field inspection is largely dependent on the effort spent in preparing for the
inspection. The major preparation activities include:

i. Reviewing the bridge structure file

ii. Identifying the components and elements
iii. Developing an inspection sequence
iv. Preparing and organizing notes, forms, and sketches
v. Arranging for traffic control
vi. Making arrangements for required methods of access
vii. Reviewing safety precautions
viii. Organizing tools and equipment
ix. Arranging for subcontract special activities
x. Accounting for other special considerations
xi.

i. Review Bridge Structure File

The first step in preparing for a bridge inspection is to review the many available sources of
information about the bridge, such as:

- “Design” and “As-built” bridge plans

- Previous inspection reports

- Maintenance and repair records

- Rehabilitation/Retrofit plans

- Geotechnical data
- Hydrologic data

- Roadway plans

Bridge Plans

The bridge plans contain information about the bridge type, the number of spans, the use of
simple or continuous spans, and the materials of construction. They also contain information
about the presence of composite action between the deck and girders, the use of framing action at
the substructure members, and the kind of connection details used. The year of construction and
the design loading are also usually contained in the bridge plans.

Previous Inspection Reports

Previous inspection reports provide valuable information about the history of the bridge,
documenting its condition in previous years. This information can be used to determine which
components and elements of the bridge warrant special attention. It also allows the inspector to
compare the current levels of deterioration with those noted during previous inspections to help
determine the rate of deterioration.

Maintenance and Repair Records

Maintenance and repair records allow the inspector to report all subsequent repairs during the
inspection phase, noting the types, extent, and dates of the repairs. Rehabilitation Plans
Rehabilitation plans show modifications and replacements performed on the structure. Just as
with the design plans, “As-Built (or record) drawings are preferable.

Geotechnical Data

Geotechnical data provides information about the foundation material below the structure. Sand,
silt, or clay is more susceptible to settlement and scour problems than is rock. Therefore,
structures founded on these materials should generally be given more attention with respect to
foundation and scour issues than those founded on rock.

Hydrologic Data

Hydrologic data provides information about the shape and location of the channel, the presence
of protection devices, flood frequencies, and water elevations for various flood intervals. This
information is needed for scour evaluation, expected flood flows, and water velocity. Roadway
Plans Roadway

plans may provide some information if the structure plans are not available.

ii. Identify Components and Elements

Another important activity in preparing for the inspection is to establish the structure orientation,
as well as a system for identifying the various components and elements of the bridge (see Figure
below). If drawings or previous inspection reports are available, the identification system used
during the inspection should be the same as that used in these sources. If no previous records are
available, then the inspector should establish an identification system.

Sample Bridge Numbering Sequence

iii. Develop Inspection Sequence

An inspection normally begins with the deck and superstructure elements and proceeds to the
substructure. However, there are many factors that must be considered when planning a sequence
of inspection for a bridge, including:

- Type of bridge

- Condition of the bridge components

- Overall condition
- Inspection agency requirements

- Size and complexity of the bridge

- Traffic conditions

- special conditions
A sample inspection sequence for a bridge of average length and complexity is presented in
Table below. While developing an inspection sequence is important, it is of value only if
following it ensures a complete and thorough inspection of the bridge.

Sample Inspection Item List

iv. Prepare and Organize Notes

Preparing notes, forms, and sketches prior to the on-site inspection eliminates unnecessary work
in the field. Copies of the agency’s standard inspection form should be obtained for use in
recordkeeping and as a checklist to ensure that the condition of all elements is noted. Photocopy
sketches from previous inspection reports so that defects previously documented can simply be
updated. Preparing extra copies provides a contingency for sheets that may be lost or damaged in
the field. If previous sketches are not available, then pre-made, generic sketches may be used for
repetitive features or members. Possible applications of this timesaving procedure include deck
sections, floor systems, bracing members, abutments, piers, and retaining walls. Numbered,
premade sketches and forms can also provide a quality control check on work completed.

v. Traffic Control

Bridge inspection, like construction and maintenance activities on bridges, often presents
motorists with unexpected and unusual situations. Principles and procedures, which enhance the
safety of motorists and bridge inspectors in work areas, include the following:
- Traffic safety should be a high priority element on every bridge inspection project where
the inspectors' activities are exposed to traffic or likely to affect normal traffic movements.
- Traffic should be routed through work areas with geometrics and traffic control devices.
- Traffic movement should be inhibited as little as practicable.
- Approaching motorists should be guided in a clear and positive manner throughout the
bridge inspection site.
- - All persons responsible for the performance of traffic control operations should be
adequately trained.

vi. Special Considerations

• Time Requirements
The inspection report or the bridge record file should state the amount of time required for the
inspection. The inspection time requirements should be broken down into office preparation,
travel time, field time, and report preparation. The overall condition of the bridge will play a
major role in determining how long an inspection will take. Previous inspection reports
provide an indication of the bridge's overall condition. It generally takes more time to inspect
and document a deteriorated element (e.g., measuring, sketching, and photographing) than it
does to simply observe and document that an element is in good condition.
• Peak Travel Times
In populated areas, an inspection requiring traffic restrictions may be limited to certain hours of
the day, such as 10:00 AM to 2:00 PM. Some days may be banned for inspection work altogether.
Actual inspection time may be less than a 40-hour work week in these situations, and schedules
should be adjusted accordingly.
• Set-up Time
Set-up time must be considered both before and during the inspection. For example, rigging
efforts may require several days before the inspectors arrive on the site. Also, other equipment,
such as compressors and cleaning equipment may require daily set-up time. Adequate time
should be provided in the schedule for setup and take-down time requirements. The time to
install and remove traffic control devices must also be considered.

• Access
Access requirements must also be considered when preparing for an inspection. Bridge members
may be very similar to each other, but they may require different amounts of time to gain access
to them. For example, it may take longer to maneuver a lift device to gain access to a floor
system near utility lines than for one that is free of obstructions. On some structures, access
hatches may need to be opened to gain access to a portion of the bridge.
• Weather
Adverse weather conditions may not halt an inspection entirely, but may play a significant role
in the inspection process. During adverse weather conditions, climbing should generally be
avoided. There must be an increased awareness of safety hazards, and keeping notes dry can be
difficult. During seasons of poor weather, a less aggressive schedule should be adopted than
during the good weather months.  Safety Precautions
While completing the inspection in a timely and efficient manner, the importance of taking
safety precautions cannot be overlooked. The inspection team must follow the general guidelines
for safe inspections.
• Permits
When inspecting a bridge owned by or crossing a railroad, an access permit generally must be
obtained before proceeding with the field inspection. A permit must also be obtained when
inspecting bridges passing over navigable waterways. Environmental permits and permits to
work around endangered species may be required for some bridges and bridge sites.
• Tools
To perform a complete and accurate inspection, the proper tools and equipment must be used.
Bridge location and type are two main factors in determining required tools and equipment. 
Subcontract Special Activities
Consideration must be given to time requirements when special activities must be scheduled.
These activities may include one or more of the following:
- Maintenance and protection of traffic
- Access, including rigging, inspection vehicle(s), or a combination there of
-
3. Performing the Inspection

This duty is the on-site work of accessing and examining bridge components and waterway, if
present. Basic activities include:
- Visual examination of bridge components
Physical examination of bridge components

- Evaluation of bridge components

- Examination and evaluation of the waterway beneath the structure, if any, and approach
roadway geometry

1. General Inspection Procedures

Duties associated with the inspection include maintaining the proper structure orientation and
member numbering system, and following proper inspection procedures. The procedures used to
inspect a bridge depend largely on the bridge type, the materials used, and the general condition
of the bridge. Therefore, the inspector must be familiar with the basic inspection procedures for a
wide variety of bridges. A first step in the inspection procedure is to establish the orientation of
the site and of the bridge. The orientation should include the compass directions, the direction of
waterway flow, and the direction of the inventory route. Also record inspection team, air
temperature, weather conditions, and time. After the site orientation has been established, the
inspector is ready to begin the on-site inspection. The inspector must be careful and attentive to
the work at hand, and no portion of the bridge should be overlooked. Those portions that are
most critical to the structural integrity of the bridge should be given special attention. The
prudence used during the inspection must be combined with thorough and complete
recordkeeping. Observations should be careful and attentive, and every defect should be
recorded. A very careful inspection is worth no more than the records kept during that inspection.
Numbers or letters should be crayoned or painted on the bridge to identify and code components
and elements of the structure. The purpose of these marks is to keep track of the inspector’s
location and to guard against overlooking any portion of the structure. The inspector should note
the general approach roadway alignment, and sight along the railing and edge of the deck or
girder to detect any misalignment or settlement.
➢ Approach Slabs and Decks
The inspector should check the approach pavement for unevenness, settlement, or roughness.
Also check the condition of the shoulders, slopes, drainage, and approach guardrail. The deck
and any sidewalks should be examined for various defects, noting size, type, extent, and location
of each defect. The location should be referenced using the centerline or curb line, the span
number, and the distance from a specific pier or joint. Examine the expansion joints for sufficient
clearance and for adequate seal. Record the width of the joint opening at both curb lines, noting
the air temperature and the general weather conditions at the time of the inspection. Finally, check
that safety features, signs, and lighting are present, and note their condition.
➢ Superstructures
The superstructure must be inspected thoroughly, since the failure of a main supporting
member could result in the collapse of the bridge. The most common forms of main supporting
members are:
- Beams and girders
- Floorbeams and stringers
- Trusses
- Suspender cables
➢ Bearings
The bearings must also be inspected thoroughly, since they provide the critical link between the
superstructure and the substructure. Record the difference between the tilt and a fixed reference
line, noting the direction of tilt, the air or bearing material temperature, and the general weather
conditions at the time of the inspection.
➢ Substructures
The substructure, which supports the superstructure, is made up of abutments, piers, and bents. If
“as-built” plans are available, the dimensions of the substructure units should be compared with
those presented on the plans. Since the primary method of bridge inspection is visual, all dirt,
leaves, animal waste, and debris should be removed to allow close observation and evaluation.
Substructure units should be checked for settlement by sighting along the superstructure and
noting any tilting of vertical faces. In conjunction with the scour inspection of the waterway, the
substructure units should be checked for undermining, noting both its extent and location.
➢ Waterways
Waterways are dynamic in nature, with their volume of flow and their path continually changing.
Therefore, bridges passing over them must be carefully inspected for the effects of these
changes. A record should be maintained of the channel profile and alignment, noting any
meandering of the channel both upstream and downstream. Report any skew or improper
location of the piers or abutments relative to the stream flow. Scour, the erosion of a riverbed
area caused by stream flow, is the primary concern when evaluating the effects of waterways on
bridges (see Figure below). The existence and extent of scour must be determined using a grid
system and noting the depth of the channel bottom at each grid point.

Inspection for Scour and Undermining

Embankment erosion should be noted both upstream and downstream of the bridge, as should
debris and excessive vegetation. Record their type, size, extent, and location. Note also the high
water mark, referencing it to a fixed elevation such as the bottom of the superstructure.
2. Inspection of Bridge Elements

The inspector must be familiar with several general terms used to describe bridge defects:
- Corrosion – rusting
- Cracking - breaking away without separating into parts
- Splitting - separating into parts
- Connection slippage – relative movement of connected parts
- Overstress - deformation due to overload
- Collision damage - damage caused when a bridge is struck by vehicles or vessels

Each material is subject to unique defects. Therefore, the inspector should be familiar with the
different inspection procedures used with each material.
Timber Inspection
When inspecting timber structures, determine the extent and severity of decay, weathering and
wear, being specific about dimensions, depths, and locations. Sound and probe the timber to
detect hidden deterioration due to decay, insects, or marine borers. Note any large cracks, splits,
or crushed areas. While collision or overload damage may cause these defects, the inspector
should be factual, avoiding speculation as to the causes. Note any fire damage, recording the
measurements of the remaining sound material. Document any exposed untreated portions of the
wood, indicating the type, size, and location.
Concrete and Masonry Inspection
When inspecting concrete structures, note all visible cracks, recording their type, width, length,
and location. Any rust or efflorescence stains should also be recorded. Concrete scaling can
occur on any exposed face of the concrete surface, and its area, location, depth, and general
characteristics should be recorded. Inspect concrete surfaces for delamination or hollow zones,
which are areas of incipient spalling, using a hammer or a chain drag. Delamination should be
carefully documented using sketches showing the location and pertinent dimensions. Unlike
delamination, spalling is readily visible. Spalling should also be documented using sketches or
photos, noting the depth of the spalling, the presence of exposed reinforcing steel, and any
deterioration or section loss that may be present on the exposed bars. The examination of stone
masonry and mortar is similar to that of concrete. The joints should be carefully inspected for
cracks and other forms of mortar
deterioration. Inspection techniques are generally the same as for concrete. Masonry arches or
masonry-faced concrete arches should be checked for mortar cracks, vegetation, water seepage
through cracks, loose or missing stones or blocks, weathering, and spalled or split blocks and
stones.
Steel and Iron Inspection
When inspecting steel or iron structures, determine the extent and severity of corrosion, carefully
measuring the amount of cross section remaining. All cracks should be noted, recording their
length, size, and location.
Bent or damaged members should be documented, noting the type of damage and amount of
deflection.
Loose rivets or bolts can be detected by striking them with a hammer while holding a thumb on
the opposite end of the rivet or bolt. Movement will be felt if it is loose. In addition, any missing
rivets or bolts should also be noted. Note any frozen pins, hangers, or expansion devices. One
indication of this is if the hangers or expansion rockers are inclined or rotated in a direction
opposite to that expected for the current temperature.
In cold weather, a rocker bearing should lean towards the fixed end of the bridge, while in hot
weather, it should lean away from the fixed end. A locked bearing is generally caused by heavy
rust on the bearing elements.

4. Preparing the Report

Documentation is essential for any type of inspection. The inspector must gather enough
information to ensure a comprehensive and complete report. Report preparation is a duty, which
reflects the effort that the inspector puts into performing the inspection. Both must be
comprehensive. The report is a record of both the bridge condition and the inspector's work.
Basic activities in preparing the inspection report include:
- Completion of agency forms
- Objective written documentation of all inspection findings
- Providing photo references and sketches
- Objective evaluation of bridge components
- Recommendations and cost estimates
- Summary

5. Identifying Items for Repairs and Maintenance and Follow-up for Critical Findings
The final basic duty is to identify items for repairs and maintenance. The inspector must identify
such items to promote public safety and maximize longevity of the bridge. Most
recommendations concerning repairs will be in the category of programmed repairs (i.e., repairs
that will be incorporated into preprogrammed repair and maintenance schedules). Examples of
maintenance activities include: lubricating the bearings and painting the structure. The inspector
must carefully consider the benefits to be derived from making repairs and the consequences if
such repairs are not made. Also, the inspector should check the previous report recommendations
to see what repairs and/or maintenance was identified and the priority of such items. If the
repairs were to be completed before the next inspection, it is the responsibility of the inspector to
note if the repairs have been completed and appear satisfactory. Critical findings are defined as a
structural or safety related deficiency that requires immediate follow-up inspection or action. It is
the responsibility of Bridge Owners to implement procedures for addressing critical deficiencies
including:
- Immediate critical deficiency reporting steps
- Emergency notification of police and the public
- Rapid evaluation of the deficiencies
- Rapid implementation of corrective or protective actions
A tracking system to ensure adequate follow-up
- Provisions for identifying other bridges with similar structural details for follow-up inspections

BRIDGE REHABILITATION

Introduction
In the course of maintaining the State’s highway system to accepted standards, it becomes
necessary to rehabilitate or replace structures that have become either functionally or structurally
obsolete or physically deteriorated to the point that structural capacity is significantly impaired.
If rehabilitation is chosen, the durability of the repaired component shall be at least as durable as
the original member. The Designer shall verify that the existing bridge components are not
adversely affected by the new “global conditions” created from the rehabilitation. The extent of
bridge rehabilitation is based on an assessment of current conditions, estimates of future travel
demands, and anticipated capital and maintenance investments that will be realized through a
specific year. The Bridge Engineer plays a key role in the selection of bridges for replacement or
rehabilitation. Cost estimates should be done to help determine if either replacement or
rehabilitation of a

structure is needed. Inspection reports are a good basis for determining rehabilitation needs.
However, these reports should not be the sole source used by the Designer to develop the
contract plans. Generally, a detailed inspection, by the Designer, is required along with material
testing. This additional inspection work must be sufficient to detail and quantify the necessary
repairs.

Rehabilitation Techniques
The following sections describe various methods for repairing and rehabilitating bridges. These
are in no way meant to limit the Designer to these methods but to give guidance in accepted
procedures. All plans developed for rehabilitation shall include appropriate details to comply
with Standard. The following shall be considered on all rehabilitation projects:
• Structural integrity and general acceptability of design
• Future maintenance considerations
• Hydraulic considerations (waterway opening, backwater effect, etc.)
• Geometric safety (roadway width, guardrail, etc.)
• Right-of-way clearance
• Erosion Control
• Suitability of the sequence of construction required by the design
All material used in any rehabilitation or repair project shall be in accordance with the Standard
Specifications and supplemented by project specific special provisions, as necessary.
1. Steel
Repair of steel members may be necessary to correct deficiencies associated with cracking,
corrosion, and fatigue. This includes cracking of joints and welded connections, partial length
cover plates, and brackets. Fracture-critical members require special assessment because their
failure would be expected to result in bridge collapse. All repairs shall consider the dead load
that exists in original members and the original members shall not be stressed beyond their
original allowable inventory stress level.
 a. Cracks
One method for preventing crack propagation is by drilling holes at the ends of the crack.
Consideration shall also be given to filling the hole with a tightened high strength bolt to aid in
arresting further propagation. Dye penetrant is used to locate and determine the extent of surface
cracks. The center of the drilled hole should be positioned so that the end of the crack is located
within the hole. If the crack is visible on both sides of the plate, the position of the outside
diameter of the hole is at the end of crack that has propagated farthest. Dye penetrant is again
used to ensure that the crack did not propagate through the drilled hole. Welding can be used to
repair typical cracks in flanges and webs of beams or girders. Welding in connection with crack
repair shall be done in accordance with the Governing Specifications. The weldability of the
bridge material must be assessed prior tto the repair procedure to insure a successful weld repair.

b) Painting
Repair work for corrosion may include painting of the structure. This consists of surface
preparation, prime coating, and finish coating.
c) Fatigue
In zones of tension stress, when fatigue critical details exist, action must be taken to improve the
expected fatigue life of the detail unless a cumulative damage fatigue analysis yields adequate
life. In designing a fatigue repair, an examination of the existing connections should be
performed. The repair should be one that attempts to reduce the fatigue category of the existing
connections. The Designer shall consult the Governing Specifications for common connection
details and their fatigue category. Figures 8.1 and 8.2 illustrate two accepted fatigue repairs.
d) Section Loss
Cover plates are an effective means for restoring section loss in a member. The member must be
analyzed to ensure its original capacity can be attained with the addition of cover plates. Details
of repairs are largely up to the Designer’s creativity. The Designer must consider the fatigue
characteristics of the repairs they design. If excessive deterioration exists, then replacement of
the member may be required.
 2. Concrete
The intent of repairing concrete is to restore the structural integrity and function of the concrete.
Typically, concrete repairs consist of removing deteriorated concrete and replacing it with
cement mortar or another suitable material. Restoring proper cover, where existing cover is
inadequate, is important in selecting repair materials. The following factors should be
considered:
• structural compatibility of the material and its expected performance with the original
construction,
• availability, cost and anticipated life, and
• ease of construction and availability of qualified contractors in the area.
Initially, all exterior concrete surfaces should be thoroughly examined by means of soundings
with hammers to determine loose or defective areas that may exist beyond the visual assessment
of deficiencies and deterioration. Defective areas should be removed to a depth necessary to
eliminate any loose and disintegrated materials. All exposed reinforcement should be cleaned,
care being taken to not damage the steel. Loose reinforcement should be tied back into place
and, where necessary, concrete adjacent to loose bars shall be carefully undercut to a depth that
permits a minimum of one inch of new concrete around the reinforcement bars. Sections with
deteriorated bars should be re-evaluated and capacities restored, when necessary. The area of
concrete removal should be large enough to allow for adequate bar splicing. The exposed area of
concrete should be cleaned. Where concrete deterioration requires removal beyond half the depth
of the member, consideration may be given to the replacement of the entire section in the
deteriorated area. A good bond between the repair material and existing concrete surfaces is
essential in concrete repair. An epoxy-bonding coat applied just before the repair material can
help to obtain a good bond. Dowel bars may be required in a section that is subjected to forces
where the bond between the new concrete and the old section is not considered sufficient to
transfer the loads. Dowels may consist of expansion anchors, grouted anchors, power-activated
anchors, and epoxy and polymer grouts and resins. External or internal vibrators may be used for
compaction. Proper curing is essential to ensure that excessive shrinkage will not occur. Cracks
in concrete must be repaired to stop intrusion of water or chemicals into the concrete, and restore
the uniform appearance of the concrete surface. Epoxy grouts are typically used for crack repair.
This involves injection of low viscosity material under pressure with the intent to seal the crack
and restore structural continuity. Where active cracking conditions exists, it must be dealt with
by addressing the cause directly. Grouting can also be used for the repair of concrete
substructures submerged in water. This type of repair may necessitate the use of pile jackets or
formwork. All concrete repairs shall be in accordance with the Governing Specifications.
Concrete Decks
Most repairs needed in bridge decks are associated with increased traffic, heavier vehicles,
deicing chemicals, and geometric deficiencies as a result of the initial construction. Common
problems are cracking, spalling, chloride contamination, potholing, and delaminating. Cracking
in the deck can be repaired as described in the previous section. Minor spalling, potholes, etc.
may be temporarily repaired with patches. Patches cannot be considered a permanent solution.
Eventually, a bridge deck becomes a composition of patches with no end to the repair process.
As the patching process is repeated to repair more damaged areas, an overlay will be needed to
serve as a wearing surface and a moisture barrier. When repairs on a concrete slab become too
costly, partial or complete replacement of the deck is needed.
 3) Timber
Timber members may experience deterioration from decay, insect attacks, and mechanical
damage. Surface treatments or coatings are applied to existing bridge members to protect the
wood. This is most effective when applied before decay begins and is used to treat splits,
delaminations, mechanical damage or areas that were field-fabricated during construction.
Shallow penetration limits its effectiveness against established internal decay. Creosote is the
preferred treatment. The wood surface should be thoroughly saturated with the treatment so that
all cracks and crevices are coated. However, care must be exercised to prevent excessive
amounts from spilling or running off the surface and contaminating water or soil. The
effectiveness of surface treatments depends on the thoroughness of application, wood species,
size, and moisture content at the time of treatment. Mechanical repair methods use steel fasteners
and additional wood or steel components to strengthen or reinforce members. These methods
include splicing and stress laminating. Splicing is used to restore load transfer at a break, split, or
other defect. Stress laminating may be used for the repair of naillaminated decks. Epoxy resins
are used as a bonding agent in timber repairs. Epoxy seals the affected area, preventing water
and other debris from entering. This should be limited to cosmetic repairs involving surface
damage, not internal insect damage.

Deck Joints

The following sections describe rehabilitation techniques associated with commonly used types
of expansion joints.
a. Open Joints
Finger joints are considered open joints. The major problems associated with finger joints are
poor drainage, closed fingers, and loose attachments. Improper drainage allows deicing
chemicals, roadway grit, and gravel to collect on supporting beams and substructure units,
causing accelerated rusting and concrete deterioration. Poor drainage can be corrected by first
flushing the area to remove debris, then installing sheet metal deflectors to divert drainage and
prevent the accumulation of debris. Future drainage problems can be prevented through frequent
clearing of the drain troughs. Finger joints that have become permanently closed can exert
considerable forces on adjacent structural elements. Closed finger joints are a result of excessive
movements of substructure units or insufficient allowances for roadway expansion. If roadway
expansion is the cause of the joint closure, a pressure relief joint should be installed in the
concrete approach pavement. When joints close due to excessive substructure movements, the
unit that is causing the closure should be shifted to correct the problem. If the substructure unit is
an abutment, the preferred solution, if practical, is to remove the joint and construct a semi-
integral abutment. If the previously stated repairs are not economical, then the suggested means
of relieving the pressure is to trim the expansion fingers or to remove and reinstall the entire
joint system. Structural components that have become loose, as a result of vehicular impact, can
cause the joint to move in unanticipated ways and damage adjacent concrete. Excessive vertical
movement may result in misalignment that can pose a roadway hazard. Finger bars that have
broken loose at the welds should be repositioned and welded. Damaged curb plates, if still
properly attached, should be straightened in place. Damaged concrete adjacent to the finger joint
should be replaced.
b. Closed Joints
Elastomeric expansion devices, compression seals, and strip seals are considered closed joints.
Each type of closed joints has specific problems associated with them. Elastomeric expansion
devices are a sealed, waterproof joint consisting of steel plates and angles molded into a
neoprene covering. Common joint failure occurs in the form of leaking, delamination, loosened
or damaged anchor bolts, and damage caused by snowplows during snow removal. An
elastomeric joint that shows signs of leaking can be repaired by resealing the joint. Where
severe leakage has occurred, the entire section should be replaced. Elastomeric joints that have
become delaminated should be replaced. Proper anchorage can be achieved by replacing loose
or damaged anchor bolts with new bolts. A section of an elastomeric device that has been
damaged by snowplows shall be replaced with a new elastomeric section. First Edition
Compression seals are extruded neoprene shapes that are chemically bonded to the adjacent
structures. One common failure of compression seals is the loss of bond between the joint
material and the adjoining concrete or steel section. The neoprene can also become twisted if the
concrete surrounding the joint armoring is not fully consolidated. An acceptable repair for these
problems is a complete replacement of the compression seal with a two-part silicone sealant.
However, this should only be performed if the concrete headers are found to be in satisfactory
condition. If headers have failed, replace with an elastomeric expansion device. If it is practical,
the desired repair for a compression seal is to replace the joint and convert the abutment into an
integral or semi-integral abutment. Strip seals consist of a heavy duty-neoprene gland,
snaplocked into an extruded steel anchorage. Failures found in strip seals are similar to the ones
associated with those of a compression seal; loss of anchorage and deformation of the
neoprene gland. A common repair is to remove the damaged neoprene gland and spalling
concrete, patch the concrete with an elastomeric concrete, then reinstall the neoprene gland
after the concrete has cured. If it is practical, the desired repair for a strip seal is to replace the
joint and convert the abutment into an integral or semi-integral abutment.
4. Bearings
The following section will briefly discuss problems common to all types of bearings. This
applies to expansion, fixed, pot, sliding and elastomeric bearings. The accumulation of debris on
bridge seats attracts and retains moisture. This, combined with deicing chemicals, will cause
corrosion of any steel member; particularly components subjected to movement and large forces.
The decision to repair or replace should be based on the ability of the device to transfer vertical
loads and to accommodate superstructure movement. Deficiencies that in most cases warrant
repair include the following:
• light rust or surface scaling of non-contact surfaces,
• loss of lubrication,
• debris and dirt accumulation on the bearing seat,
• minor tilting and displacement of bearing components,
• rusted masonry and keeper plates, and • missing nuts or deteriorated anchor bolts.
Bearings requiring replacement are ones that are severely deteriorated, suffered loss of function,
and exhibit signs of imminent structural instability. The following can be used as a guideline in
the choice of bearing replacement:
• the ability of the bearing to provide the same functions as the existing in terms of load
transfer and movement,
• compatibility with the environment,
• dimensions of new bearing, particularly the height, and
• structural compatibility of the bearing with other bridge components.