MANUAL 1 : Technical Manual on Inspection and

Diagnosis of Bridge
Technical Cooperation Project for Capacity Development
in Construction and Maintenance of Bridges
in the Kingdom of Bhutan

Technical Manual on
Inspection and Diagnosis
of Bridge

April 2022

Department of Road
Ministry of Works & Human Settlement
Royal Government of Bhutan

Japan International Cooperation Agency

 Table of Contents

1. Periodic inspection of the bridge ················································· 1

1.1 Scope ···················································································· 1
1.2 Purpose of periodic inspection ················································ 1
1.3 Type of inspection ······································································ 3
1.4 Frequency of inspection ······························································· 3
1.5 Plan of inspection ······································································· 5
1.6 Detection of damage status···························································· 6
1.7 Determination of measures category················································· 7
1.8 Record of periodic inspection results ················································ 7

2. Basic information of the bridge ························································ 8

2.1 Scope ····················································································· 8
2.2 Purpose of collecting basic information ············································· 8
2.3 Composition of bridge inventory ····················································· 8
2.4 Establish timeframe of the bridge inventory ········································ 9

Appendix-1 Periodic Inspection Record ····································· Appendix-1-1

Appendix-2 Evaluation Criteria of Damage································· Appendix-2-1
Appendix-3 Guideline for determination of measures category ········· Appendix-3-1
Appendix-4 Basics of bridge ·················································· Appendix-4-1
Appendix-5 Bridge Lists ······················································· Appendix-5-1
Appendix-6 Sample of Bridges ··············································· Appendix-6-1
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1. Periodic inspection of bridge

1.1 Scope
The scope of this manual is limited to the periodic inspection of the bridges managed by DoR /
MoWHS.
This manual prescribes general contents and its considerations with present knowledge of periodic
inspection.

1.2 Purpose of periodic inspection

Periodic inspection shall be carried out in order to obtain the required information for securing safe
and smooth traffic and execution of efficient operation and maintenance. Understanding of the
damage status, determination of measures category and recording of the inspection results shall be
conducted.

Figure 1.1 shows the standard procedure for operation and maintenance in periodic inspection.

Periodic inspection shall be carried out in order to obtain the basic data to develop plans for
maintenance, repair and reinforcement by grasping of damage status and evaluating of damage
degree.

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Centralized
Feedback
management
Inspection of records

Periodic inspection
Emergency
response
Routine inspection
Visual inspection etc

Inspection at the time Record

of abnormality
Record of damage
status Bridge
Re-determination
of measures management
category System
Evaluation of
damage degree

Record
Selection

Feedback
Maintenance Plan

Monitoring Repair Reinforcement

Selection
Record

Re-determination of measures category

Process of record management

Process of inspection and maintenance

Figure1.1 Operation and maintenance flow in periodic inspection

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1.3 Type of inspection
The types of inspections are categorized into three inspections as follows;
Routine inspection
Routine inspection is a visual inspection conducted during a regular patrol of roads for early
damage detection.

Periodic inspection
Periodic inspection is a detailed visual inspection conducted on a regular basis for the bridge
maintenance.

Inspection at the time of abnormality (After monsoon season inspection)

Inspection at the time of abnormality is conducted to ensure the bridge safe when a disaster such
as heavy intensive rainfall occur or is likely to occur, or an abnormality is found on the bridge.
Especially, it is necessary to be conducted immediately after monsoon season.

1.4 Frequency of inspection

Routine inspection
Routine inspection shall be conducted once a week by site engineer during their regular patrol.
Periodic inspection
Initial inspection shall be conducted by 2 years after in service.
Initial inspection is aimed to detect initial conditions of the bridges at the early stage. Defects
which were not apparent at the completion of the bridge shall be detected by the initial inspection
and the result shall be initial parameter for subsequent process of development of damages.
The following examples are some of the typical initial defects;

Examples: Peeling and swelling of coating, loosening of bolts

The low construction quality may result change in the state of bridges.
Examples: The vibration of members by wind and damage due to it, occurrence of traffic
vibration, crack of concrete in slab etc.
Unexpected phenomenon or multiple factors may result change in the state.

Procedure of Periodic inspection is shown in Figure1.2. Basically, periodic inspection shall be

conducted by close-eye inspection. However, depends upon the bridge situation, there are several
cases that close-eye inspection is difficult. Only that case, distance-eye inspection shall be
conducted instead of close-eye inspection. The frequency of inspection shall be shorter than
close-eye inspection in that case.

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Figure1.2 Flow chart for periodic inspection

Inspection at the time of abnormality (After monsoon season inspection)

“After monsoon season inspection” shall be conducted every year immediately after monsoon
season. In the “After monsoon season inspection”, especially substructure and its surrounding
area shall be cleaned before the inspection to check scouring situation clearly. Cleaning work
shall include as follows;
<Superstructure>
Removing sediment on bridge surface
Removing clogging on drainage facility
Removing sediment around bearing
<Substructure>
Cutting plants substructure and around wing wall affected by river
Brushing on substructure and around wing wall affected by river

Picture1.3 Cleaning situation (Left: before, Right: after)

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1.5 Plan of inspection
1.5.1 Purpose of inspection plan
Prior to the inspection, inspection plan shall be prepared in order to conduct an adequate inspection.
Inspection plan includes all plans relating to the inspection such as survey of existing data, items
and methods, system and schedule for undertaking the inspection work.

1.5.2 Items and methods

Upon execution of periodic inspection, inspection plan shall be prepared in order to conduct an
adequate periodic inspection corresponding to the bridge situation.
Table 1.1 shows the standard items of periodic inspection.

Table1.1 Standard items of inspection

Subject items (type of damage)
Part / Member
Steel Concrete Others
Superstructure Main girder Corrosion Crack Deformation /
Deformation / Peeling / Damage
Cross beam Damage Exposure of rebar
Vertical girder Looseness / Water leakage /
Omission Free lime
Deck slab Fracture Crack on slab
Cross frame Deterioration of Deformation /
painting Damage
Lateral bracing Honeycomb
Substructure Abutment Crack Deformation /
Peeling / Damage
Exposure of rebar Scouring
Water leakage /
Free lime
Pier Deformation /
Damage
Scouring
Honeycomb
Deck Surface Wheel guard Corrosion Crack Deformation /
Deformation / Peeling / Damage
Damage Exposure of rebar
Water leakage /
Free lime
Deformation /
Damage
Pavement Uneven road
surface
Sediment
deposition
Bearing Corrosion Deformation / Sediment
Noise Damage clogging
Railing Deformation / Sediment Uneven road
Expansion joint Damage deposition surface
Drainage facility
Periodic inspection shall be conducted in an appropriate manner depending on items.

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Table 1.2 shows the standard methods of periodic inspection.

Table1.2 Standard methods of inspection

Material Type of damage Standard method of inspection
Corrosion Visual inspection, Photograph
Steel
Looseness / omission Visual inspection, Photograph
Crack Visual inspection, Crack gauge, Photograph
Peeling / Exposure of rebar Visual inspection, Photograph
Concrete
Water leakage / Free lime Visual inspection, Photograph
Crack on slab Visual inspection, Crack gauge, Photograph
Uneven road surface Visual inspection, Convex rule, Photograph
Others
Sediment clogging Visual inspection, Photograph
Deformation / damage Visual inspection, Convex rule, Photograph
Common
Scouring Visual inspection, Pole, Photograph

1.6 Detection of damage status

1.6.1 Detection of damage status
Inspection sheet shall be used on the site. If any damage is found during the inspection, the damage
status shall be examined for each type of damage according to the inspection sheet. The damage
degree shall be recorded b y following ways;
The damage degree shall be evaluated by “Damage evaluation criterion” on the Inspection
sheet.
The damage status which cannot be indicated in inspection sheet shall be recorded in
damage figure as sketch.

[Examples of record by sketch]

Status of the crack in concrete member
Location and area of the deformation such as peeling in concrete member
Location and status of the crack in steel member
Location and status of the deformation in steel member
Location and status of other defects, such as water leakage

1.6.2 Evaluation of damage degree

The damage degree shall be evaluated based on appendix-2 “evaluation criteria of damage”.
Those records shall be compiled as the most basic data that indicates the bridge status and be used
to consider maintenance plans. Therefore, the evaluation of damage degree shall be conducted
accurately to the extent possible.

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1.7 Determination of measures category
In periodic inspection, measures category for each member on the structure or each part and each
damage type shall be determined by table 1.3 (determination category) referring to appendix-3
“Guideline for determination of measures category” on understanding damage status of the bridge.

Table1.3 Determination category of measures category

Determination category Contents of determination
A Damage is not observed, or repair is not required since damage is slight.
B Repair is required according to the situation.
C Repairs are required immediately.
E1 Emergency response is required from the view of safety of the bridge structure.
E2 Emergency response is required.
M Maintenance work is required.

The basic concepts of determination of measures category prescribed in this manual are as follows;
Category A
In the range seen in the periodic inspection, damage is not observed, or repair is not required
since damage is slight.
Category B
Damage that requires repair, but emergency repair is not required since the cause and scale of
damage is clearly understood. It is confirmed that the safety is not compromised significantly
before the next periodic inspection.
Category C
It is confirmed that the repairs are required before the next periodic inspection since the
damage has progressed considerably and significant decreased in the function of the member
and safety is in stake.
Category E1
It is confirmed that the emergency measures are required since the safety of bridge structure has
been severely impaired.
Category E2
It is determined that emergency measures are required since bicycle, pedestrian traffic failure
and fear of damage to third parties are concerned.
Category M
Damage is observed, and immediate measures are required in the daily maintenance work in
order to keep functionality of the member in good condition.
In the case of determination with C or E1, it is necessary to determine repair or replacement.

1.8 Record of periodic inspection results

Inspection results for damage in the periodic inspection shall be recorded and compiled
appropriately.

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2. Basic information of the bridge
2.1 Scope
Collecting the basic information of the bridge shall assist to centralize the records relating to
bridge maintenance managed by DoR / MoWHS.

2.2 Purpose of collecting basic information

The purpose of collecting basic information is to maintain the bridges appropriately and efficiently.
Therefore results of data collection shall be clearly recorded as inventory.

2.3 Composition of bridge inventory

Basic information of the bridge shall be collected. Its information shall be visually and
quantitatively clarify the location, scale and traffic volume, etc. Inventory sheet attached in
Appindix-2 shall be used for data collection. The composition of the bridge inventory is as follows;

1 General Data
General data such as a name, date of data collection and bridge number allocated by each RO shall
be recorded.

2 Geographic Data
Name of road, regional office and sub-regional office in charge and location such as coordinate and
distance from main town shall be recorded.

3 Bridge Data
Basic information about the bridge shall be recorded. Items to be collected are;
Structure type
Number of span and length
Bridge length
Bridge width (Total and effective width)
Height (Abutment and Pier)
Type of Deck, Pavement, Wheel guard, Abutment and Pier
Loading capacity
Construction year (Completion year)
Repair record
Traffic volume

4 Photograph
Photograph shall be taken to identify the bridge type and surrounding conditions.

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2.4 Establish timeframe of the bridge inventory
Establish and update timeframe of the bridge inventory of a bridge inventory shall follow in Table
2.1.

Table2.1 Establish timeframe of the bridge inventory

Establish timeframe Modification Update
If bridge number is
1. General Data Immediately As required
changed.
When the bridge is hand
over from responsible
2. Geographic Data Immediately As required
regional office to another
regional office, etc.
Immediately
Immediately for existing bridge As required
If there is a change such
3. Bridge Data Immediately after completion Once every five
as height of abutment and
for new bridge years is desirable
pier and traffic volume.
Immediately for existing bridge Immediately As required
4. Photograph Immediately after completion If surrounding situation Once every five
for new bridge of bridge is changed. years is desirable

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Appendix-1 Periodic Inspection Record

1. Bridge Inventory Sheet ················································ Appendix-1-2

2. Periodic Inspection Sheet ·············································· Appendix-1-4
3. Type of typical damage ················································ Appendix-1-7
4. Evaluation of damage degree ········································ Appendix-1-7
5. Determination of measures category ······························ Appendix-1-7
6. Total Condition ··························································· Appendix-1-8
7. Elision Mark for Regional Office of DoR ······················ Appendix-1-8

Appendix-1-1
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1. Bridge Inventory Sheet

Appendix-1-2
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Appendix-1-3
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2. Periodic Inspection Sheet

Appendix-1-4
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Appendix-1-5
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Appendix-1-6
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3. Type of typical damage
Material Type of damage
Corrosion
Steel
Looseness / omission
Crack
Peeling / Exposure of rebar
Concrete
Water leakage / Free lime
Crack in slab
Uneven road surface
Others
Sediment clogging
Deformation / damage
Common
Scouring

4. Evaluation of damage degree

Good Mild Severe
a b c d e

5. Determination of measures category

Determination category Contents of determination

Damage is not observed or repair is not required since damage is

A
slight.
B Repair is required according to the situation.

C Repairs are required immediately.

Emergency response is required from the view of safety of the
E1
bridge structure.
E2 Emergency response is required.

M Maintenance work is required.

Appendix-1-7
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6. Total Condition
Total rating of Bridges are classified into 5 categories in consideration of factors affecting
collapsing of bridges and ultimate load carrying capacity.

Determination category Contents of determination

A (Very good) The structure is not damaged.

B (Good) The structure is damaged but not dangerous for users.

The structure is damaged and getting dangerous for users in near
C (Fair)
future.
D (Poor) The structure is severely damaged and dangerous for users.

E (Bad) The structure is completely destroyed and unusable.

7. Elision Mark for the Regional Office of DoR

Location of the Office Elision Mark
Thimphu Th
Lobeysa Lo
Phuntsholing Pl
Sarpang Sa
Trongsa Tr
Tingtibi Ti
Lingmethang Li
Trashigang Tg
Samdrup Jongkhar Sj

Appendix-1-8
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Appendix-2 Evaluation Criteria of Damage

1. Corrosion···································································· Appendix-2-2
2. Crack ········································································· Appendix-2-4
3. Peeling / Rebar exposure ·············································· Appendix-2-6
4. Water leakage / Free lime ············································ Appendix-2-7
5. Crack on slab (Partial loss of concrete) ························· Appendix-2-8
6. Uneven road surface ···················································· Appendix-2-10
7. Sediment clogging ······················································· Appendix-2-11
8. Deformation / damage ·················································· Appendix-2-12
9. Scouring ····································································· Appendix-2-13
10. Looseness / omission·················································· Appendix-2-14
11. Honeycomb ······························································· Appendix-2-15

Appendix-2-1
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1. Corrosion
It refers to the state that rust has occurred intensively, or reduction in cross section or corrosion has
occurred due to rust proceeds extremely in ordinary steel (protected against corrosion by plating or
coating), and the state that abnormal rust has occurred without the formation of stable rust, or
reduction in cross section is remarkable due to the extreme progress of rust in weathering steel.

[Evaluation of the damage degree]

The evaluation of the damage degree shall be categorized as follows;

The category shall be determined by combining of large and small scale judged from their general
condition to each following factor about damage.

1.1 Category of evaluation of the damage degree

General condition
Category
The depth of damage The area of damage
a No damage
b Small Small
c Small Large
d Large Small
e Large Large

1.2 General condition of each factor

1 The depth of damage
Category General condition
Significant expansion has occurred in the steel surface or apparent
Large
decrease in thickness is visible.
Small Rust is superficial, and significant reduction in thickness is not visible.

2 The area of damage

Category General condition
A gap has occurred in focused part all over, or there are more than one
Large
of occurrence of spread damage in focused part.
Small The area of damage is small and local.

Appendix-2-2
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1.3 Case of evaluation of the damage degree

Category : b Category : c

Category : d Category : e

Appendix-2-3
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2. Crack
It refers to the state that cracks have occurred on the surface of the concrete member. About the
crack occurred on the slab; refer to “[Link] in slab”.

[Evaluation of the damage degree]

The evaluation of the damage degree shall be categorized as follows;

The category shall be determined by combining of large and small scale judged from their general
condition to each following factor about damage.

2.1 Category of evaluation of the damage degree

Damage degree focused on the Damage degree focused on the

Category
maximum crack width minimum crack spacing
a No damage
b Small Small
Small Large
c
Middle Small
Middle Large
d
Large Small
e Large Large

2.2 General condition of each factor

1 Damage degree focused on the maximum crack width
Category General condition
Large Crack width is large. (1.0 mm or more)
Medium Crack width is medium. (over 0.2 mm less than 1.0 mm)
Small Crack width is small. (less than 0.2 mm)

2 Damage degree focused on the minimum crack spacing

Category General condition
Large Crack spacing is small. (approximately less than 0.5 m)
Small Crack spacing is large. (approximately 0.5 m or more)

Appendix-2-4
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2.3 Case of evaluation of the damage degree

Category : c Category : d

Category : e Category :

Appendix-2-5
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3. Peeling/ Rebar exposure
It refers to the state that concrete surface has been peeled off. Rebar exposure refers to the case that
the rebar in the peeling part is exposed.

[Evaluation of the damage degree]

The evaluation of the damage degree shall be categorized as follows;

Category General condition

a No damage
b
c Only peeling has occurred
d Although rebar is exposed, but the corrosion of rebar is slight.
e Rebar is exposed, and the rebar has corroded significantly.

3.1 Case of evaluation of the damage degree

Category : c Category : d

Category : e

Appendix-2-6
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4. Water leakage / Free lime
It is refers to the state that leakage or exudation of water or lime has occurred from the concrete
joint or crack.

[Evaluation of the damage degree]

The evaluation of the damage degree shall be categorized as follows;

Category General condition

a No damage
b
c Water leakage or free lime has occurred, but rust fluid is hardly seen.
d
Water leakage or free lime from crack has occurred significantly, or
e
significant contamination of mud or rust fluid in water leakage is observed.

4.1 Case of evaluation of the damage degree

Category : c Category : e

Appendix-2-7
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5. Crack on slab (Partial loss of concrete)
It is cracks occurred in slab, and refers to the state that crack has occurred in one or two direction
on the lower surface of slab.

[Evaluation of the damage degree]

The evaluation of the damage degree shall be categorized as follows;

Damage degree focused on the Damage degree focused on the

Category
maximum crack width minimum crack spacing

Cracks are seen mostly in only one

direction. The minimum crack
a spacing is approximately 1.0 m or
more. The maximum crack width is
less than 0.05 mm.

The crack spacing is m. Crack

is mainly in one direction and not a
b lattice pattern. The crack width is
mainly less than 0.1 mm and some
are 0.1 mm or more.

The crack spacing is approximately

0.5 m. Crack is just before becoming
c lattice pattern. The crack width is
mainly less than 0.2 mm and some
are 0.2 mm or more.

The crack spacing is m.

Cracks occur in a lattice pattern. The
d cracks wider than 0.2 mm are quite
noticeable and partial falling of corner
is also seen.

The crack spacing is less than 0.2 m.

Cracks occur in a lattice pattern. The
e cracks wider than 0.2 mm are
noticeable and continuous fallings of
corner are also seen.

Appendix-2-8
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5.1 Case of evaluation of the damage degree

Category : b Category : c

Category : d Category : e

Appendix-2-9
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6. Uneven road surface
It refers to the irregularities in the horizontal axis and the differences in level occur on the road
surface that result the increase of the impact force.

[Evaluation of the damage degree]

The evaluation of the damage degree shall be categorized as follows;

Category General condition

a No damage
b
The irregularities in the horizontal axis have occurred, but the difference in
c
level is small. (less than 20 mm)
d
The irregularities in the horizontal axis have occurred, and the difference in
e
level is large. (20 mm or more)

6.1 Case of evaluation of the damage degree

Category : c Category : e

Appendix-2-10
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7. Sediment clogging
It refers to the state that the sediment clogged in catch basin or drainage pipe, or the sediment is
deposited around bearing.

[Evaluation of the damage degree]

The evaluation of the damage degree shall be categorized as follows;

Category General condition

a No damage
b
c
d
e There is the sediment clogging in catch basin and around bearing.

7.1 Case of evaluation of the damage degree

Category : e Category :

Appendix-2-11
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8. Deformation/damage
It refers to the state that the local deformation of the member has occurred or parts of member
lacked regardless of the cause such as collision of the vehicle, scratch during construction and
influence of the earthquake.

[Evaluation of the damage degree]

The evaluation of the damage degree shall be categorized as follows;

Category General condition

a No damage
b
c The member is deformed [Link] of member lacked.
d
The member is significantly deformed locally. Parts of member lacked
e
significantly.

8.1 Case of evaluation of the damage degree

Category : c Category : e

Appendix-2-12
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9. Scouring
It is refers to the state that the foundation body is carved by running water and lacked.

[Evaluation of the damage degree]

The evaluation of the damage degree shall be categorized as follows;

Category General condition

a No damage
b
c The foundation of substructure or wing wall is scoured by running water.
d
e The foundation of substructure is significantly scoured by running water.

9.1 Case of evaluation of the damage degree

Category : c Category : e

Appendix-2-13
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10. Looseness/omission
It is refers to the state that looseness of the bolt occurs or nuts and bolts is missing. Include
those that bolts are broken.

[Evaluation of the damage degree]

The evaluation of the damage degree shall be categorized as follows;

Category General condition

a No damage
b
The looseness or omission of bolts has occurred, but the number is small.
c
(less than 5% of number per group)
d
The looseness or omission of bolts has occurred, and the number is
e
large.(more than 5% of number per group)

10.1 Case of evaluation of the damage degree

Category : c Category : e

Appendix-2-14
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11. Honeycomb
It is refers to the state of honeycomb by initial defect.

[Evaluation of the damage degree]

The evaluation of the damage degree shall be categorized as follows;

Category General condition

a No damage
b Honeycomb is slightly seen.
c Honeycomb is slightly seen and aggregates are partly peeling off.
d Honeycomb is extensively seen and aggregates are easily peeling off
Honeycomb is extensively seen and aggregates are easily peeling off
e
besides rebar is exposed and rusted.

11.1 Case of evaluation of the damage degree

Category : b Category : c

Category : d Category : e

Appendix-2-15
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Appendix-3 Guideline for determination of measures

category

1. Basic of determination of measures category ················· Appendix-3-2

1.1 General ·································································· Appendix-3-2
1.2 Flow of determination of measures category ·············· Appendix-3-2
1.3 Observation ···························································· Appendix-3-2

2. Determination of measures category ······························ Appendix-3-3

2.1 Corrosion ······························································· Appendix-3-3
2.2 Crack ····································································· Appendix-3-4
2.3 Peeling / Exposure of rebar ······································ Appendix-3-5
2.4 Water leakage / Free lime ········································ Appendix-3-6
2.5 Crack in slab ·························································· Appendix-3-6
2.6 Uneven road surface ················································ Appendix-3-7
2.7 Sediment clogging ··················································· Appendix-3-7
2.8 Deformation / damage ············································· Appendix-3-8
2.9 Scour ····································································· Appendix-3-8
2.10 Looseness / omission ············································· Appendix-3-9

Appendix-3-1
 - Technical Manual on Inspection and Diagnosis of Bridge -
1. Basic of determination of measures category
1.1 General
The determination of damage status shall be conducted by comprehensive evaluation of various
factors such as the progress of damage of member and environmental condition.

1.2 Flow of determination of measures category

The basic flow of determination of measures category is as follows;

R ecord of dam age status

D eterm ination of
m easures category
E m ergency response is Y es
required?
E1 E2

No

Y es M aintenance w ork is Y es
R epair is required?
required? M
No No

R epair is required before Y es

A the next inspection? C
No

1.3 Observation
It describes the view of the surveyor on damage status.

Appendix-3-2
 - Technical Manual on Inspection and Diagnosis of Bridge -
2. Determination of measures category
2.1 Corrosion
[Category E1: Emergency response is required from the view of safety of the bridge structure]
The significant reduced cross-sectional area has occurred in the main members, emergency
response may be reasonable in the situation that the structural safety has been compromised
significantly due to the loss of load bearing capacity of member.

[Category E2: Emergency response is required]

[Category M: Maintenance work is required]

There is no overall damage, but the corrosion caused by small scratches can be seen partially.
Maintenance work may be reasonable in the situation that damage is small in a scale and in a
convenient location for measures.

[Category B, C: Repairs are required]

[Reference on describing the observations]

Example of concerned effects on the

Place of damage Typical example of cause of damage
structure

Water leakage from cracks in slab

Non-installation of waterproof layer Excess stress due to reduced
General steel Water leakage from the installation part cross sectional area
member of drainage equipment Development to the crack due to
Water leakage from the damaged part concentration of stress
of the expansion joint

Appendix-3-3
 - Technical Manual on Inspection and Diagnosis of Bridge -
2.2 Crack
[Category E1: Emergency response is required from the view of safety of the bridge structure]

[Category E2: Emergency response is required]

[Category M: Maintenance work is required]

[Category B, C: Repairs are required]

[Reference on describing the observations]

Example of concerned effects on the

Place of damage Typical example of cause of damage
structure
Lack of designed strength
Freezing and thawing
Progress of crack and decrease in
Lack of compaction
load bearing ability due to excess
Poor curing
Whole concrete stress
Temperature stress
member Corrosion of rebar due to crack
Drying shrinkage
Occurrence of water leakage/free
Poor quality of concrete
lime
Cold joint
Uneven settlement

Appendix-3-4
 - Technical Manual on Inspection and Diagnosis of Bridge -
2.3 Peeling / Exposure of rebar
[Category E1: Emergency response is required from the view of safety of the bridge structure]
Emergency response may be reasonable in the situation that the third-party damage is a concern
because the risk is very high resulting in peeling off.

[Category E2: Emergency response is required]

[Category M: Maintenance work is required]

There is no overall damage, but peeling can be seen partially. Maintenance work may be
reasonable in the situation that damage is small in a scale and in a convenient location for
measures.

[Category B, C: Repairs are required]

[Reference on describing the observations]

Example of concerned effects on the

Place of damage Typical example of cause of damage
structure

Lack of covering, poor finishing of

construction joint
Decrease in load bearing ability
Freezing and thawing
due to reduced cross
Whole concrete Lack of compaction
area
member Concentration of local stress
Decrease in load bearing ability
Collision or contact
due to corrosion of steel
Volume expansion due to corrosion of
steel

Appendix-3-5
 - Technical Manual on Inspection and Diagnosis of Bridge -
2.4 Water leakage / Free lime
[Category E1: Emergency response is required from the view of safety of the bridge structure]

[Category E2: Emergency response is required]

[Category M: Maintenance work is required]

[Category B, C: Repairs are required]

[Reference on describing the observations]

Example of concerned effects on the

Place of damage Typical example of cause of damage
structure
Progress of water leakage
Progress of crack
Whole concrete Corrosion of steel due to crack
Lack of compaction
member Concrete degradation
Poor finishing of construction joint
Poor method of placing

2.5 Crack in slab

[Category E1: Emergency response is required from the view of safety of the bridge structure]
The significant cracks can be seen. Emergency response may be reasonable in the situation that
structural safety has been compromised significantly due to reduction of stiffness of the entire
superstructure.

[Category E2: Emergency response is required]

Cracks just on the verge of falling in slab have occurred. Emergency response may be reasonable in
the situation that the third-party damage due to peeling fall is a concern.

[Category M: Maintenance work is required]

[Category B, C: Repairs are required]

[Reference on describing the observations]

Example of concerned effects on the

Place of damage Typical example of cause of damage
structure

Lack of designed strength

Drying shrinkage Progress of water leakage and
Concrete slab
Lack of distribution reinforcement free lime
Uneven settlement of support girder

Appendix-3-6
 - Technical Manual on Inspection and Diagnosis of Bridge -
2.6 Uneven road surface
[Category E1: Emergency response is required from the view of safety of the bridge structure]

[Category E2: Emergency response is required]

Emergency response may be reasonable in the situation that the obstruction to traffic of bicycles
due to significant unevenness on the road is a concern.

[Category M: Maintenance work is required]

Maintenance work such as partial overlay of the pavement may be reasonable in the situation that
the unevenness on the road is small and damage is partial, and its area is small.

[Category B, C: Repairs are required]

[Reference on describing the observations]

Example of concerned effects on the

Place of damage Typical example of cause of damage
structure

Expansion Subsidence of bearing, uplift due to Effect of impact force to the main
device damage of bolt set structure, traffic obstacles

2.7 Sediment clogging

[Category E1: Emergency response is required from the view of safety of the bridge structure]

[Category E2: Emergency response is required]

[Category M: Maintenance work is required]

The sediment clogging has occurred only in catch basin. Maintenance work may be reasonable in
the situation that its scale is small.

[Category B, C: Repairs are required]

In case that the maintenance work cannot deal for a scale because the sediment clogging has
occurred over the entire length of drainage pipe.

[Reference on describing the observations]

Example of concerned effects on the

Place of damage Typical example of cause of damage
structure

Drainage Corrosion of main structure

Sediment clogging
facilities, bearing Degradation of slab

Appendix-3-7
 - Technical Manual on Inspection and Diagnosis of Bridge -
2.8 Deformation / damage
[Category E1: Emergency response is required from the view of safety of the bridge structure]

[Category E2: Emergency response is required]

Emergency response may be reasonable in the situation that the obstruction to the third party such
as pedestrians and vehicles due to significant deformation of the bridge railing is a concern.

[Category M: Maintenance work is required]

Maintenance work may be reasonable in the situation that the small deformation has occurred
locally on the bridge railing.

[Category B, C: Repairs are required]

In case that the maintenance work cannot deal for a scale because the damage due to collision of
the vehicle has occurred to the overhanging slab.

[Reference on describing the observations]

Example of concerned effects on the

Place of damage Typical example of cause of damage
structure
Secondary disaster
Lack of covering Decrease in load bearing ability
Whole member Concentration of local stress due to reduced cross
Collision or contact area
C i f l

2.9 Scour
[Category E1: Emergency response is required from the view of safety of the bridge structure]

[Category E2: Emergency response is required]

[Category M: Maintenance work is required]

[Category B, C: Repairs are required]

[Reference on describing the observations]

Example of concerned effects on the

Place of damage Typical example of cause of damage
structure
Change in the running water due to Progress of scour may cause the
Foundation
driftwood slope in the substructure

Appendix-3-8
 - Technical Manual on Inspection and Diagnosis of Bridge -
2.10 Looseness/omission
[Category E1: Emergency response is required from the view of safety of the bridge structure]
Emergency response may be reasonable in the situation that damaging the structure stability for
bonding strength shortage due to a number of bolts is missing at the junction.

[Category E2: Emergency response is required]

[Category M: Maintenance work is required]

Maintenance work may be reasonable in the situation that scale of damage is small such as
looseness occurs in the ordinary bolt of parapet and attachment.

[Category B, C: Repairs are required]

[Reference on describing the observations]

Example of concerned effects on the

Place of damage Typical example of cause of damage
structure

Main girder
Breakage due to delayed fracture
Cross beam Sway Omission of bolts at splice
may occur.
frame Lateral

Appendix-3-9
 - Technical Manual on Inspection and Diagnosis of Bridge -

Appendix-4 Basics of bridge

1. Basic structure of bridge ·············································· Appendix-4-2

2. Bridge type ································································· Appendix-4-4

3. Names and Functions of the structural member ·············· Appendix-4-7

Appendix-4-1
 - Technical Manual on Inspection and Diagnosis of Bridge -
1. Basic structure of bridge
1.1 Name of the bridge structure
Bridge Superstructure Body
Appendages Bearing, Expansion device etc.
Substructure Frame Abutment, Pier
Foundation Pile foundation etc.

Bridge fall Superstructure Body Superstructure

prevention device
Expansion device

Bearing

Frame
Frame
Abutment
Pile foundation
Pier Substructure
Abutment

1.2 Length of the bridge

Bridge length length between the front parapet of the bridge at both ends
Girder length length of main girder
Span length length between bearings
Span length between abutments (piers) of substructure

Front of Parapet Bridge length Front of Parapet

Girder length Girder length

Span length Span length
Parapet Wall Parapet Wall

Girder Girder

Span Span Bearing

Bearing

Abutment Abutment
Pier

Appendix-4-2
 - Technical Manual on Inspection and Diagnosis of Bridge -
1.3 Width of the bridge

Bridge width

Footway width Carriage width Carriage width Footway width

Kerb width Median width Kerb width

1.4 Bridge surface

Guard
fence Kerb stone Guard
fence
Kerb
Footway
Carriage way
Catch basin
Pavement

Kerb
Slab

Appendix-4-3
 - Technical Manual on Inspection and Diagnosis of Bridge -
2. Bridge type
2.1 Girder bridge

I-Girder Bridge Steel Bridge T-Girder Bridge Concrete Bridge

Box Girder Bridge Steel Bridge Box Girder Bridge Concrete Bridge

Under the girder

I-Girder Bridge T-Girder Bridge

Box-Girder Bridge

Appendix-4-4
 - Technical Manual on Inspection and Diagnosis of Bridge -
2.2 Slab bridge * No girder

Hollow Slab Bridge

2.3 Truss bridge

Bridges in Bhutan

Slab Bridge Steel Truss Bridge

NgashayZam in Wangdue Isuna in Paro

Appendix-4-5
 - Technical Manual on Inspection and Diagnosis of Bridge -
2.4 Arch bridge

2.5 Rigid frame bridge

Bridges in Bhutan and Japan

Steel Langer Arch Bridge

Rigid Frame Bridge
Wakleytar in Wangdue

Appendix-4-6
 - Technical Manual on Inspection and Diagnosis of Bridge -
3. Names and Functions of the structural member
3.1 Superstructure

Pavement
Slab

Pier

Main girder
It is passed between the piers and abutments which support the loads such as passing vehicles on
the slab and transmitted the loads to the piers and abutments.

Cross beam
It is a member that connects the main girders that support the loads.
Cross frame
It is a member that connects main girders vertically in order to resist the lateral loads such
as earthquakes and wind loads. (It is not in concrete bridge)
Lateral bracing
It is a member that connects main girders horizontally in order to resist the lateral loads such as
earthquakes and wind loads. (It is not in concrete bridge)

Bearing
Which support the superstructure and transmits the load from the superstructure to the
substructure (abutment or pier).
Expansion device
It is a device to absorb the expansion and contraction of the girder due to the influence of
temperature or the like.
Bridge fall prevention device
It is a device that is installed in order to prevent the superstructure to fall from substructure
(abutment or pier) by superstructure is moved due to earthquakes.

Appendix-4-7
 - Technical Manual on Inspection and Diagnosis of Bridge -
3.2 Substructure
3.2.1 Abutment
It is located at both ends of the bridge, connects the bridge and roads, which supports the sediment
on the back and the load from the superstructure.

Wing
Retaining wall

Vertical wall
Abutment

Parapet Wall

Footing
(Foundation)

Pile Foundation

3.2.2 Pier
It is located at middle of the bridge, supports the load from the superstructure.

3.2.3 Foundation
It is located under abutment and pier, transmits the load to the ground.

Pillar section
Wall
Beam section

Footing
(Foundation)

Pile Foundation

Appendix-4-8
 - Technical Manual on Inspection and Diagnosis of Bridge -
3.2.4 Substructure Type

Abutment Pier

Gravity type T-type

Reversed T-type
Wall type

Buttressed

Rigid frame
Rigid-framed

Box type Column type

Appendix-4-9
 - Technical Manual on Inspection and Diagnosis of Bridge -

Appendix-5 Bridge List

1. Bridge List ································································· Appendix-5-2

1.1 Thimphu ································································· Appendix-5-2
1.2 Lobeysa·································································· Appendix-5-3
1.3 Phuntsholing··························································· Appendix-5-4
1.4 Sarpang ·································································· Appendix-5-5
1.5 Trongsa ·································································· Appendix-5-6
1.6 Tingtibi ·································································· Appendix-5-7
1.7 Lingmethang ··························································· Appendix-5-8
1.8 Trashigang ····························································· Appendix-5-9
1.9 Samdrup Jongkhar ··················································· Appendix-5-10

Appendix-5-1
 - Technical Manual on Inspection and Diagnosis of Bridge -
1. Bridge List

1.1 Thimphu
B rid ge s u n d e r R e gio n a l O ffic e , D o R , T h im p h u
N a m e o f B rid ge B rid ge N o . R oad S e c tio n S u b D iv isio n D zo n gkh a g
K hasadrapchu Z am T h-1 K hasadrapchu-B jem ina S N H T him phu T him phu
T him phu
S im tokha F ly over B ridge T h-2 S im tokha-D ochula H ighw ay (S ub-1) (S ub-2)
D hop S hari B ridge T h-3 J angsa - R im pung D zong
H ungrel B ridge T h-4 J angsa - H ungrel G ew og O ffice
J angsa B ridge T h-5 J angsa_R im pung R oad P aro
P aro P aro
N IE B ridge T h-6 T ow n to B ondey R oad (S ub-3)
T aktsang B ridge T h-7 D rukgyel junction to T aktsang R oad
T shendona B ridge T h-8 T ow n to L am gong G ew og office
B alam na B ridge T h-9 H aa-S am tse S N H H aa
H aa H aa
H aa C hu B ridge T h-10 Y angthang, T alung, T shenkhar R oad. (S ub-4)

Appendix-5-2
 - Technical Manual on Inspection and Diagnosis of Bridge -
1.2 Lobeysa
B rid ge s u n d e r R e gio n a l O ffic e , D o R , L o b e sa
N a m e o f B rid ge B rid ge N o . L oad S e c tio n S u b D iv isio n D zo n gkh a g
Z am eyc hu Z am L o-1 P unakha -G asa S N H
G ayza Z am L o-2 P unakha -G asa S N H
G athana Z am L o-3 P unakha -G asa S N H
G asa
Y em ina Z am L o-4 P unakha -G asa S N H
K ukuna Z am L o-5 P unakha -G asa S N H
T ingtha Z am L o-6 P unakha -G asa S N H D am ji G asa
R ableyth ang Z am L o-7 P unakha -G asa S N H
T shorim Z am L o-8 P unakha -G asa S N H
R im chu Z am L o-9 P unakha -G asa S N H T sodelm o
S erigang Z am L o-10 P unakha -G asa S N H
T eoporo ngchu Z am L o-11 P unakha -G asa S N H
C hangyu l Z am pa L o-12 D zongch ung R oad
K huru K uenphen Z am L o-13 B ajo-K h uru S N H P hochu P unakha
S am dingkha Z am L o-14 C hubu G C roads
W angdue Z am (arch brid ge L o-15 D ochula - W angdue P N H
L obeysa
R uebesa Z am L o-16 R ubesa G ew og center R oad
L obeysa
R akey Z am L o-17 S am ten gang D z.R oad
C habjha Z am -I L o-18 B aylangdra D z.R oad
C habjha Z am -II L o-19 B aylangdra D z.R oad R abuna
C huzom sa Z am L o-20 W angdue -C huserbu P N H
W achey Z am (N ew ) L o-21 W angdue -C huserbu P N H
N obding shongZ am L o-22 J angchu bcholing-T ashid ingkha D zongkh ag R oad
R idha sh ong Z am L o-23 J angchu bcholing-T ashid ingkha D zongkh ag R oad
R idha sh ong Z am II L o-24 J angchu bcholing-T ashid ingkha D zongkh ag R oad N obding
S ham oshong Z am L o-25 J angchu bcholing-T ashid ingkha D zongkh ag R oad
D angchu Z am L o-26 J angchu bcholing-T ashid ingkha D zongkh ag R oad
N ikachu Z am L o-27 W angdue -C huserbu P N H N obding
W angdue
L ongm ey Z am L o-28 W angdue -C huserbu P N H
R ukubji
P henchim eri zam L o-29 W angdi - T rongsa H ighw a y
P hojikha Z am L o-30 G angtay P hobjikha G C road
G em zina Z am L o-31 W angdi - T rongsa H ighw a y
N obding
W achey Z am L o-32 W angdue -C huserbu P N H
H esotha ngkha Z am L o-33 W angdue -T sirang P N H
L aw akha Z am L o-34 W angdue -T sirang P N H
B asochu Z am L o-35 W angdue -T sirang P N H P etekarp
R urichu Z am L o-36 W angdue -T sirang P N H
P insa
B aychu Z am L o-37 W angdue -T sirang P N H
K am ichu Z am L o-38 W angdue -T sirang P N H
N yarach u Z am L o-39 W angdue -T sirang P N H kam ichu
D ickchu Z am L o-40 A thang G C R oad

Appendix-5-3
 - Technical Manual on Inspection and Diagnosis of Bridge -
1.3 Phuntsholing
B rid ge s u n d e r R e gio n a l O ffic e , D o R , P h u e n tsh o lin g
N a m e o f B rid ge B rid ge N o . L oad S e c tio n S u b D iv isio n D zo n gkh a g
D am dum B ailey bridge P l-1 S am tse-S ipsu S N H (0-49)km
B udhuney B ailey bridge -1 P l-2 S am tse-S ipsu S N H (0-49)km
B udhuney B ailey bridge -2 P l-3 S am tse-S ipsu S N H (0-49)km
D ram zam P l-4 S am tse-S ipsu S N H (0-49)km
K uenphen Z am P l-5 S am tse-S ipsu S N H (0-49)km
C hungpathang B ridge P l-6 S am tse-S ipsu S N H (0-49)km
K uchiD iana B ridge P l-7 S am tse-S ipsu S N H (0-49)km
S am tse
L engthey B ridge P l-8 S am tse-S ipsu S N H (0-49)km
G athia B ridge P l-9 S am tse-S ipsu S N H (0-49)km S am tse S am tse
J itti A P l-10 S am tse-S ipsu S N H (0-49)km
J itti B P l-11 S am tse-S ipsu S N H (0-49)km
J itti C P l-12 S am tse-S ipsu S N H (0-49)km
J itti D P l-13 S am tse-S ipsu S N H (0-49)km
T ashicholing B ridge P l-14 S am tse-S ipsu S N H (0-49)km
B iru P l-15 S am tse-S ipsu S N H (0-49)km
P akpey B ridge P l-16 S am tse-S ipsu S N H (0-49)km S ipsu
B indu B ridge P l-17 S am tse-S ipsu S N H (0-49)km
B halujhora bridge P l-18 R inchending-P asakha P N H
P adazekha S teel bridge P l-19 R inchending-P asakha P N H R inchending
S hingkhola Z am P l-20 P asakha-M anitar P N H
A dem chhu Z am P l-21 G anglakha-D ungna G C R oad
T om ichu Z am P l-22 G anglakha-D ungna G C R oad D ungna
M ailum chu Z am P l-23 G anglakha-D ungna G C R oad
W angchu B ailey bridge P l-24 G edu-J ungley D zongkhag R oad
H objelum B ailey bridge P l-25 G edu-J ungley D zongkhag R oad M irchim D arla C hukha
S atholum pa steel bridge(1) P l-26 G educhu D zongkhag R oad
R aidak bridge P l-27 M anitar-R aidak P N H D arla
O utsholum pa B ridge(1) P l-28 G educhu D zongkhag R oad
O utsholum pa B ridge(2) P l-29 G educhu D zongkhag R oad
M irchim
S atholum pa steel B ridge(2) P l-30 G educhu D zongkhag R oad
G educhu S teel bridge P l-31 G educhu D zongkhag R oad
K alikhola bridge P l-32 R aidak-L ham oizingkha P N H D arla

Appendix-5-4
 - Technical Manual on Inspection and Diagnosis of Bridge -
1.4 Sarpang
B rid g e s u n d e r R e g io n a l O ffic e , D o R , S a rp a n g
N a m e o f B rid ge B rid ge N o . L oad S e c tio n S u b D iv is io n D z o n gk h a g
S a-1 G e lep hu - T ron gsa P N H
S a-2 G e lep hu - T ron gsa P N H
S a-3 G e lep hu - T ron gsa P N H L u n gsay gan g
S a m kha ra Z a m S a-4 G e lep hu - T ron gsa P N H
L u n gsay gan g
B e ten i Z am S a-5 G e lep hu - T ron gsa P N H
P a ssa ng Z a m S a-6 G e lep hu - T ron gsa P N H
G e leg Z a m S a-7 G e lep hu - T ron gsa P N H P e lrith an g
B a rso ng Z a m S a-8 G e w o g C on ne ctivity R oa d
P a ith a ch u B ridge S a-9 G e lep hu - S a rp an g P N H (2.9 5km to 3 0km )
G o iko lch e B rid ge S a - 10 G e lep hu - S a rp an g P N H (2.9 5km to 3 0km )
K o p ch e B ridge S a - 11 G e lep hu - S a rp an g P N H (2.9 5km to 3 0km )
D o lkh o la B ridge S a - 12 G e lep hu - S a rp an g P N H (2.9 5km to 3 0km )
P a n ditch u B ridge S a - 13 G e lep hu - S a rp an g P N H (2.9 5km to 3 0km ) S a rpa ng
B hur
L e u kh ola B rid ge S a - 14 G e lep hu - S a rp an g P N H (2.9 5km to 3 0km )
L a m p ath ey B rid ge S a - 15 G e lep hu - S a rp an g P N H (2.9 5km to 3 0km )
J igm e lin g S a - 16 G e lep hu - S a rp an g P N H (2.9 5km to 3 0km )
J igm e lin g 2 S a - 17 G e lep hu - S a rp an g P N H (2.9 5km to 3 0km ) S a rpa ng
C h oko rlin g B ridge S a - 18 G e lep hu - S a rp an g P N H (2.9 5km to 3 0km )
K a m i K h ola B rid ge S a - 19 S a rpa ng-D ara ch u P N H (30 -6 7 km )
B u tab ari 1 Z a m S a - 20 S a rpa ng-D ara ch u P N H (30 -6 7 km )
B u tab ari 2 Z a m S a - 21 S a rpa ng-D ara ch u P N H (30 -6 7 km )
K h a re y Z am 1 S a - 22 S a rpa ng-D ara ch u P N H (30 -6 7 km ) R a n ib aga n
K h a re y Z am 2 S a - 23 S a rpa ng-D ara ch u P N H (30 -6 7 km )
S h o m pa n gkha B ridge S a - 24 S a rpa ng-D ara ch u P N H (30 -6 7 km )
L o ring B rid ge S a - 25 S a rpa ng-D ara ch u P N H (30 -6 7 km )
B u d hich u Z am S a - 26 S u n ko sh -D aga na S N H
Y o u ngsib i
D a gac hu Z a m . S a - 27 S u n ko sh -D aga na S N H
A m pic hu Z a m S a - 28 S u n ko sh -D aga na S N H
P a n ac hu Z a m S a - 29 S u n ko sh -D aga na S N H
T sh en da ga n g
S a m a rch u Z a m S a - 30 D o ron a G C R o ad
N im to lac hu Z a m S a - 31 D o ron a G C R o ad
G o shich u Z am S a - 32 S u n ko sh -D aga na S N H T sh en da ga n g D a gan a
B id ulu ng Z a m S a - 33 S u n ko sh -D aga na S N H
B a ley gan gc hu Z a m S a - 34 S u n ko sh -D aga na S N H
Z h a rin ga yc hu Z a m S a - 35 S u n ko sh -D aga na S N H K h a go ch en
L e m ic hu Z a m S a - 36 S u n ko sh -D aga na S N H
T a n grac h u Z a m S a - 37 S u n ko sh -D aga na S N H
D a rac hu Z a m S a - 38 S u n ko sh -D aga na S N H
C h an c he y B a iley B rid ge S a - 39 S e m jo ng G C C R oa d
D a m p hu
R a tey kh ola B a ile y B rid ge S a - 40 T siran gto eh G C C R oa d
B u ric h hu B aile y B ridge S a - 41 S e rgitha ng G C C R o ad
L h a ri Z a m S a - 42 S e rgitha ng G C C R o ad
S u n ko sh B ridge S a - 43 D a gan a- S u nko sh S N H T siran g T srian g
C h an gch ey B ridge S a - 44 W a kle yta r- C h an gch ey P N H W a kla yta r
B u ric h u B ridge S a - 45 W a kle yta r- C h an gch ey P N H
M e ch ich u B rid ge S a - 46 W a kle yta r- C h an gch ey P N H
W a kle yta r B rid ge S a - 47 W a kle yta r- C h an gch ey P N H

Appendix-5-5
 - Technical Manual on Inspection and Diagnosis of Bridge -
1.5 Trongsa
B rid ge s u n d e r R e gio n a l O ffic e , D o R , T ro n gsa
N a m e o f B rid ge B rid ge N o . R oad S e c tio n S u b D iv isio n D zo n gkh a g
T yelegangchu B ridge T r-1 T rongsa - G elegphu P N H
C ham dhegang B ailey B ridge T r-2 B jeezam to B em ji G C R oad
C hela R C C B ridge T r-3 B jeezam to B em ji G C R oad
T rongsa
K aba D aba B ailey B ridge T r-4 B jeezam to B em ji G C R oad
B jee zam T r-5 T rongsa to T him phu
Y esheygangchu B ridge T r-6 T rongsa - G elegphu P N H T rongsa T rongsa
C huserbu Z am T r-7 C huserbu - T rongsa P N H
C hendebji Z am T r-8 C huserbu - T rongsa P N H
N yala Z am T r-9 C huserbu - T rongsa P N H T shangkha
N agina Z am T r-10 C huserbu - T rongsa P N H
T ashiling Z am T r-11 C huserbu - T rongsa P N H
G azam che T r-12 S erpang -T ang P N H
L eri Z am T r-13 S erpang -T ang P N H U ra U ra
G aktong Z am T r-14 N angar-U ra P N H
C ham khar Z am T r-15 N angar-U ra P N H
T angchhu Z am T r-16 J akar-U ra P N H
B abzur R C C B ridge T r-17 T ang G C R oad P N H
P angshing B ailey B ridge T r-18 T ang G C R oad P N H
T azam bi B ridge T r-19 T ang D zongkhag R oad B um thang
B ongzam T r-20 y/la-J akar
J akar J akar
G aytsha T r-21 y/la-J akar
D om khar T r-22 y/la-J akar
H urjee T r-23 y/la-J akar
R ubee T r-24 y/la-J akar
Y am thrak T r-25 y/la-J akar
R abteen T r-26 y/la-J akar
R eotala T r-27 W angdigang- N abji G C R oad
W angdigang Z am T r-28 W angdigang- N abji G C R oad
K hosela K hosela T rongsa
K artigang Z am T r-29 G elephu-T rongsa P N H
D angdung Z am T r-30 G elephu-T rongsa P N H

Appendix-5-6
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1.6 Tingtibi
B rid ge s u n d e r R e g io n a l O ffic e , D o R , T in gtib i
N a m e o f B rid ge B rid ge N o . L oad S e c tio n S u b D iv isio n D zo n gk h a g
R ingdigan g Z am T i-1
T ikirin g Z am T i-2
P an ta ng Z am T i-3
M orongang Z am T i-4 P an ta ng
G om p hu- P anb ang H ighw ay
G ram langgan g Z am T i-5
D aran gan g Z am T i-6 P an ban g
J ira nga ng Z a m T i-7
P an ban g Z am T i-8
T shasapa ni B ridge T i-9
M athan gguri-P anba ng- G alab e F eed er ro ad
N an gch u B ridge T i-1 0 P an ban g
M arangdutt B rid ge T i-1 1
B joka G C road
C ha kch aw a B rid ge T i-1 2 Z h em ga ng
M an gdi Z am T i-1 3
M an gdich u
W an gdiga ngc hu Z a m T i-1 4
W an gdiga ng Z a m T i-1 5 G elep hu- T ro ngsa H ighw a y Z h em ga ng
C ha blech u bridge T i-1 6
T am a
G olipon g brid ge T i-1 7 M an gdich u
K ikh ar B ailey bridge T i-1 8
D ha kph el-B u li fe ede r roa d B uli
B om d ellin g bailey brid ge T i-1 9
A nd higa ngc hu Z am T i-2 0
Y e bigan gch u Z am T i-2 1 T ingtibi-P raling H igh w ay G oling
C he ndiga ngc hu Z a m T i-2 2
C ha m kha rch u B ailey B rid ge T i-2 3 N im sh ong-T he ra ng G C roa d N im sh ong N im sh ong

Appendix-5-7
 - Technical Manual on Inspection and Diagnosis of Bridge -
1.7 Lingmethang
B rid ge s u n d e r R e gio n a l O ffic e , D o R , L in gm e ta n g
N a m e o f B rid ge B rid ge N o . R oad S e c tio n S u b D iv isio n D zo n gkh a g
G angola B ridge L i-1 G angola-L huntse S N H
H orong B ridge L i-2 G angola-L huntse S N H
C hali
D orjilung B ridg L i-3 G angola-L huntse S N H
R ew anchu B ridge L i-4 G angola-L huntse S N H
P haw anchu B ridge L i-5 G angola-L huntse S N H
K arm a S hangshong B ridge L i-6 G angola-L huntse S N H
A utsho-I
R ongm anchu B ridge L i-7 G angola-L huntse S N H
T angm achu B ridge L i-8 G angola-L huntse S N H
C hhum edang B ridge L i-9 L huntse-D ungkar G C R oad A utsho M ongar
K elung B ridge L i-10 L huntse-D ungkar G C R oad
L ingabi B ridge L i-11 L huntse-D ungkar G C R oad L huntshe
C hudeygangchu B ridge L i-12 L huntse-D ungkar G C R oad
K hom a Z am L i-13 K hom a G C R oad
G organ B ridge L i-14 S hingkhar-G organ R oad
S ilibi B ridge L i-15 S hingkhar-G organ R oad
A utsho-II
Z hongm ey Z am L i-16 S ilibi-G orsum R oad
J aray B ridge L i-17 A utsho-J aray R oad
K erong Z am L i-18 N ganglam -G yelposhing H ighw ay
K urung Z am L i-19 N ganglam -G yelposhing H ighw ay
K hakhari Z am L i-20 N ganglam -G yelposhing H ighw ay
S hum ari Z am L i-21 N ganglam -G yelposhing H ighw ay N ganglam N ganglam P em agatshel
S okporong Z am L i-22 N ganglam -G yelposhing H ighw ay
B rongri Z am L i-23 N ganglam -G yelposhing H ighw ay
W angchuk Z am L i-24 D aksa G C R oad
G yelposhing Z am L i-25 G yelposhing-N ganglam H ighw ay
Y ongri Z am L i-26 G yelposhing-N ganglam H ighw ay
Z im zorong Z am L i-27 G yelposhing-N ganglam H ighw ay G yelposhing S ide G yelposhing P em agatshel
S angpoyhai Z am L i-28 G yelposhing-N ganglam H ighw ay
D esum a Z am L i-29 G yelposhing-N ganglam H ighw ay
K uri Z am L i-30 Y adi-S erpang P N H
P ow erhouse Z am L i-31 G yelposhing-N ganglam H ighw ay L ingm ethang
Z im zorong Z am L i-32 Z im zorong-kengkhar G C road
B rizingdang Z am L i-33 Y adi-S ershong G C R oad L ingm ethang M ongar
K aphu Z am L i-34 K aphu-B alam G C road
N ingala
M arungdang Z am L i-35 K aphu-B alam G C road
Y auri B ridge L i-36 K aphu-B alam G C road
M orichu zam (M anchugang) L i-37 S ilam bi G C R oad
S ilam R oad
D rogsar B ridge L i-38 S ilam bi G C R oad
S ilam bi M ongar
N am ling Z am L i-39 Y adi-S erpang P N H S engor
T sam ang B ridge L i-40 Y adi-S erpang P N H S elshithang

Appendix-5-8
 - Technical Manual on Inspection and Diagnosis of Bridge -
1.8 Trashigang
B rid ge s u n d e r R e gio n a l O ffic e , D o R , T ra sh iga n g
N a m e o f B rid ge B rid ge N o . R oad S e c tio n S u b D iv isio n D zo n gkh a g
J ohari bd ge T g- 1
J abrakhey bd ge T g- 2 Y adi-C ha skhar G C C ha skh ar R ollong S D M o ngar
G ud hari B ailey B ridge T g- 3
T sh aling R C C T g- 4
T sh erzam B ridge T g- 5
T yangtse
B uya ng R C C T g- 6
D oksum -T rashiy angtse S N H
C hu m du bridge T g- 7
W a ngrim o B ridge T g- 8 R am jar D uksum S D T rash iyangtse
D uksum bridge T g- 9
G om kora R C C T g- 10
C ha zam -D uksu m
T se rgo m b ridge T g- 11 C ha zam -D uksu m S N H
J am kha rd hang R C C T g- 12
R eju bridge T g- 13 B arth sam G C B artsh am
T hungda ri brid ge T g- 14
T ga ng-R angjung D z R o ad R angju ng
R angju ng B ridge T g- 15
C ho ngdhiri B rid ge T g- 16 R adh i- P h ongm ey G C M e ra k
G am rich u b ridge T g- 17 B idung G C B artsh am
Y am kha rd ran g bridge T g- 18
R angju ng S D T rash iga ng
M injiri B ridge T g- 19
T hongrong B rid ge T g- 20
K ubrangc hu B ridge T g- 21 S akteng G C S akteng
S erth erongch u B ridge T g- 22
D hak B rid ge T g- 23
S ona D ra ng B ridge T g- 24
S herporon gchu B ridge T g- 25
Z achh u B rid ge T g- 26 K harungla -K angpa r G C
T sa ngpo T sa ngpo S D T rash iga ng
N yera A m a B ridge T g- 27
P hekp ari B ridge T g- 28 T hrim shing G C

Appendix-5-9
 - Technical Manual on Inspection and Diagnosis of Bridge -
1.9 Samdrup Jongkhar
B rid ge s u n d e r R e g io n a l O ffic e , D o R , S a m d ru p jo n g kh a r
N a m e o f B rid g e B rid ge N o . R oad S e c tio n S u b D iv isio n D z o n gk h a g
R e c ha nglu S j- 1 M a rtsha la G C ro ad
W a ron gkho la S j- 2 S a m ra ng S N H
K a thu bd ran g 1 S j- 3 S a m ra ng S N H
K a thu bd ran g 2 S j- 4 S a m ra ng S N H P e m a tha ng
K a thu bd ran g 3 S j- 5 S a m ra ng S N H
N e u li S j- 6 S a m ra ng S N H
S a m ra ng S j- 7 S a m ra ng S N H D e w a tha ng S a m d rup J o ngkh a r
T sh an gc hilo S j- 8 N a rph un g- G o m d ar G C roa d N a rph un g
S a n gu ri S j- 9 D e w a tha ng-S am dru pc ho elin g S N H
M a rta ng S j- 10 D e w a tha ng-S am dru pc ho elin g S N H
D e m o la S j- 11 D e w a tha ng-S am dru pc ho elin g S N H D e w a tha ng
T sh an gc hu tha m a 1 S j- 12 D e w a tha ng-S am dru pc ho elin g S N H
T sh an gc hu tha m a 2 S j- 13 D e w a tha ng-S am dru pc ho elin g S N H
T sh ala ri S j- 14 K h e rigon pa -Y elc he n (N a no n g) G C roa d K h e rigon pa
D e n ch i S j- 15 Y u run g G C ro ad
N a gph eld ra ng S j- 16 K h a r- K h ota kp a- T seb a r- Y u ru n g D R Y u run g P e m a ga tsh el P e m a ga tsh el
M a run g S j- 17 K h a r- K h ota kp a- T seb a r- Y u ru n g D R
Y u ri S j- 18 T se ba r- M ikure -D u run gre e S N H
C h um o D hu r S j- 19 L a u ri G C roa d M in je y w o on g
J o m o tsh an gkh a S a m d rup J o ngkh a r
C h uka rp o S j- 20 L a n gc he np h u G C roa d J o m o tsh an gkh a
L in zin S j- 21 L in zin - T sh en gkha ri P N H
N ga nglam S j- 22 L in zin - T sh en gkha ri P N H
M e nc h u S j- 23 L in zin - T sh en gkha ri P N H N ga nglam
N ga nglam P e m a ga tsh el
D hop S j- 24 L in zin - T sh en gkha ri P N H
D e zam a S j- 25 C h ho e kh orling G C roa d
K u run gd ran g S j- 26 D e c he lin g G C ro ad M e ku ri

Appendix-5-10
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Appendix-6 Sample of Bridges

1. Sample of Steel Bridge ················································ Appendix-6-2

2. Sample of Concrete Bridge ··········································· Appendix-6-3
3. Sample of Bailey Bridge ·············································· Appendix-6-4

Appendix-6-1
 - Technical Manual on Inspection and Diagnosis of Bridge -
1. Sample of Steel Bridge

Photograph
No.1 From the right No.2 From the left

No.3 From the right downstream No.4 From the left downstream

No.5 From the right upstream No.6 From the left upstream

No.7 From the center to downstream No.8 From the center to upstream

Appendix-6-2
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2. Sample of Concrete Bridge

Photograph
No.1 From the right No.2 From the left

No.3 From the right downstream No.4 From the left downstream

No.5 From the right upstream No.6 From the left upstream

No.7 From the center to downstream No.8 From the center to upstream

Appendix-6-3
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3. Sample of Bailey Bridge

Photograph
No.1 From the right No.2 From the left

No.3 From the right downstream No.4 From the left downstream

No.5 From the right upstream No.6 From the left upstream

No.7 From the center to downstream No.8 From the center to upstream

Appendix-6-4
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1. Periodic inspection of bridge

1.1 Scope
The scope of this manual is limited to the periodic inspection of the bridges managed by DoR /
MoWHS.
This manual prescribes general contents and its considerations with present knowledge of periodic
inspection.

1.2 Purpose of periodic inspection

Periodic inspection shall be carried out in order to obtain the required information for securing safe
and smooth traffic and execution of efficient operation and maintenance. Understanding of the
damage status, determination of measures category and recording of the inspection results shall be
conducted.

Figure 1.1 shows the standard procedure for operation and maintenance in periodic inspection.

Periodic inspection shall be carried out in order to obtain the basic data to develop plans for
maintenance, repair and reinforcement by grasping of damage status and evaluating of damage
degree.

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Centralized
Feedback
management
Inspection of records

Periodic inspection
Emergency
response
Routine inspection
Visual inspection etc

Inspection at the time Record

of abnormality
Record of damage
status Bridge
Re-determination
of measures management
category System
Evaluation of
damage degree

Record
Selection

Feedback
Maintenance Plan

Monitoring Repair Reinforcement

Selection
Record

Re-determination of measures category

Process of record management

Process of inspection and maintenance

Figure1.1 Operation and maintenance flow in periodic inspection

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1.3 Type of inspection
The types of inspections are categorized into three inspections as follows;
Routine inspection
Routine inspection is a visual inspection conducted during a regular patrol of roads for early
damage detection.

Periodic inspection
Periodic inspection is a detailed visual inspection conducted on a regular basis for the bridge
maintenance.

Inspection at the time of abnormality (After monsoon season inspection)

Inspection at the time of abnormality is conducted to ensure the bridge safe when a disaster such
as heavy intensive rainfall occur or is likely to occur, or an abnormality is found on the bridge.
Especially, it is necessary to be conducted immediately after monsoon season.

1.4 Frequency of inspection

Routine inspection
Routine inspection shall be conducted once a week by site engineer during their regular patrol.
Periodic inspection
Initial inspection shall be conducted by 2 years after in service.
Initial inspection is aimed to detect initial conditions of the bridges at the early stage. Defects
which were not apparent at the completion of the bridge shall be detected by the initial inspection
and the result shall be initial parameter for subsequent process of development of damages.
The following examples are some of the typical initial defects;

Examples: Peeling and swelling of coating, loosening of bolts

The low construction quality may result change in the state of bridges.
Examples: The vibration of members by wind and damage due to it, occurrence of traffic
vibration, crack of concrete in slab etc.
Unexpected phenomenon or multiple factors may result change in the state.

Procedure of Periodic inspection is shown in Figure1.2. Basically, periodic inspection shall be

conducted by close-eye inspection. However, depends upon the bridge situation, there are several
cases that close-eye inspection is difficult. Only that case, distance-eye inspection shall be
conducted instead of close-eye inspection. The frequency of inspection shall be shorter than
close-eye inspection in that case.

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Figure1.2 Flow chart for periodic inspection

Inspection at the time of abnormality (After monsoon season inspection)

“After monsoon season inspection” shall be conducted every year immediately after monsoon
season. In the “After monsoon season inspection”, especially substructure and its surrounding
area shall be cleaned before the inspection to check scouring situation clearly. Cleaning work
shall include as follows;
<Superstructure>
Removing sediment on bridge surface
Removing clogging on drainage facility
Removing sediment around bearing
<Substructure>
Cutting plants substructure and around wing wall affected by river
Brushing on substructure and around wing wall affected by river

Picture1.3 Cleaning situation (Left: before, Right: after)

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1.5 Plan of inspection
1.5.1 Purpose of inspection plan
Prior to the inspection, inspection plan shall be prepared in order to conduct an adequate inspection.
Inspection plan includes all plans relating to the inspection such as survey of existing data, items
and methods, system and schedule for undertaking the inspection work.

1.5.2 Items and methods

Upon execution of periodic inspection, inspection plan shall be prepared in order to conduct an
adequate periodic inspection corresponding to the bridge situation.
Table 1.1 shows the standard items of periodic inspection.

Table1.1 Standard items of inspection

Subject items (type of damage)
Part / Member
Steel Concrete Others
Superstructure Main girder Corrosion Crack Deformation /
Deformation / Peeling / Damage
Cross beam Damage Exposure of rebar
Vertical girder Looseness / Water leakage /
Omission Free lime
Deck slab Fracture Crack on slab
Cross frame Deterioration of Deformation /
painting Damage
Lateral bracing Honeycomb
Substructure Abutment Crack Deformation /
Peeling / Damage
Exposure of rebar Scouring
Water leakage /
Free lime
Pier Deformation /
Damage
Scouring
Honeycomb
Deck Surface Wheel guard Corrosion Crack Deformation /
Deformation / Peeling / Damage
Damage Exposure of rebar
Water leakage /
Free lime
Deformation /
Damage
Pavement Uneven road
surface
Sediment
deposition
Bearing Corrosion Deformation / Sediment
Noise Damage clogging
Railing Deformation / Sediment Uneven road
Expansion joint Damage deposition surface
Drainage facility
Periodic inspection shall be conducted in an appropriate manner depending on items.

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Table 1.2 shows the standard methods of periodic inspection.

Table1.2 Standard methods of inspection

Material Type of damage Standard method of inspection
Corrosion Visual inspection, Photograph
Steel
Looseness / omission Visual inspection, Photograph
Crack Visual inspection, Crack gauge, Photograph
Peeling / Exposure of rebar Visual inspection, Photograph
Concrete
Water leakage / Free lime Visual inspection, Photograph
Crack on slab Visual inspection, Crack gauge, Photograph
Uneven road surface Visual inspection, Convex rule, Photograph
Others
Sediment clogging Visual inspection, Photograph
Deformation / damage Visual inspection, Convex rule, Photograph
Common
Scouring Visual inspection, Pole, Photograph

1.6 Detection of damage status

1.6.1 Detection of damage status
Inspection sheet shall be used on the site. If any damage is found during the inspection, the damage
status shall be examined for each type of damage according to the inspection sheet. The damage
degree shall be recorded b y following ways;
The damage degree shall be evaluated by “Damage evaluation criterion” on the Inspection
sheet.
The damage status which cannot be indicated in inspection sheet shall be recorded in
damage figure as sketch.

[Examples of record by sketch]

Status of the crack in concrete member
Location and area of the deformation such as peeling in concrete member
Location and status of the crack in steel member
Location and status of the deformation in steel member
Location and status of other defects, such as water leakage

1.6.2 Evaluation of damage degree

The damage degree shall be evaluated based on appendix-2 “evaluation criteria of damage”.
Those records shall be compiled as the most basic data that indicates the bridge status and be used
to consider maintenance plans. Therefore, the evaluation of damage degree shall be conducted
accurately to the extent possible.

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1.7 Determination of measures category
In periodic inspection, measures category for each member on the structure or each part and each
damage type shall be determined by table 1.3 (determination category) referring to appendix-3
“Guideline for determination of measures category” on understanding damage status of the bridge.

Table1.3 Determination category of measures category

Determination category Contents of determination
A Damage is not observed, or repair is not required since damage is slight.
B Repair is required according to the situation.
C Repairs are required immediately.
E1 Emergency response is required from the view of safety of the bridge structure.
E2 Emergency response is required.
M Maintenance work is required.

The basic concepts of determination of measures category prescribed in this manual are as follows;
Category A
In the range seen in the periodic inspection, damage is not observed, or repair is not required
since damage is slight.
Category B
Damage that requires repair, but emergency repair is not required since the cause and scale of
damage is clearly understood. It is confirmed that the safety is not compromised significantly
before the next periodic inspection.
Category C
It is confirmed that the repairs are required before the next periodic inspection since the
damage has progressed considerably and significant decreased in the function of the member
and safety is in stake.
Category E1
It is confirmed that the emergency measures are required since the safety of bridge structure has
been severely impaired.
Category E2
It is determined that emergency measures are required since bicycle, pedestrian traffic failure
and fear of damage to third parties are concerned.
Category M
Damage is observed, and immediate measures are required in the daily maintenance work in
order to keep functionality of the member in good condition.
In the case of determination with C or E1, it is necessary to determine repair or replacement.

1.8 Record of periodic inspection results

Inspection results for damage in the periodic inspection shall be recorded and compiled
appropriately.

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2. Basic information of the bridge
2.1 Scope
Collecting the basic information of the bridge shall assist to centralize the records relating to
bridge maintenance managed by DoR / MoWHS.

2.2 Purpose of collecting basic information

The purpose of collecting basic information is to maintain the bridges appropriately and efficiently.
Therefore results of data collection shall be clearly recorded as inventory.

2.3 Composition of bridge inventory

Basic information of the bridge shall be collected. Its information shall be visually and
quantitatively clarify the location, scale and traffic volume, etc. Inventory sheet attached in
Appindix-2 shall be used for data collection. The composition of the bridge inventory is as follows;

1 General Data
General data such as a name, date of data collection and bridge number allocated by each RO shall
be recorded.

2 Geographic Data
Name of road, regional office and sub-regional office in charge and location such as coordinate and
distance from main town shall be recorded.

3 Bridge Data
Basic information about the bridge shall be recorded. Items to be collected are;
Structure type
Number of span and length
Bridge length
Bridge width (Total and effective width)
Height (Abutment and Pier)
Type of Deck, Pavement, Wheel guard, Abutment and Pier
Loading capacity
Construction year (Completion year)
Repair record
Traffic volume

4 Photograph
Photograph shall be taken to identify the bridge type and surrounding conditions.

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2.4 Establish timeframe of the bridge inventory
Establish and update timeframe of the bridge inventory of a bridge inventory shall follow in Table
2.1.

Table2.1 Establish timeframe of the bridge inventory

Establish timeframe Modification Update
If bridge number is
1. General Data Immediately As required
changed.
When the bridge is hand
over from responsible
2. Geographic Data Immediately As required
regional office to another
regional office, etc.
Immediately
Immediately for existing bridge As required
If there is a change such
3. Bridge Data Immediately after completion Once every five
as height of abutment and
for new bridge years is desirable
pier and traffic volume.
Immediately for existing bridge Immediately As required
4. Photograph Immediately after completion If surrounding situation Once every five
for new bridge of bridge is changed. years is desirable

9
- Technical Manual on Inspection and Diagnosis of Bridge -

10
 - Technical Manual on Inspection and Diagnosis of Bridge -

Appendix-1 Periodic Inspection Record

1. Bridge Inventory Sheet ················································ Appendix-1-2

2. Periodic Inspection Sheet ·············································· Appendix-1-4
3. Type of typical damage ················································ Appendix-1-7
4. Evaluation of damage degree ········································ Appendix-1-7
5. Determination of measures category ······························ Appendix-1-7
6. Total Condition ··························································· Appendix-1-8
7. Elision Mark for Regional Office of DoR ······················ Appendix-1-8

Appendix-1-1
 - Technical Manual on Inspection and Diagnosis of Bridge -
1. Bridge Inventory Sheet

Appendix-1-2
- Technical Manual on Inspection and Diagnosis of Bridge -

Appendix-1-3
 - Technical Manual on Inspection and Diagnosis of Bridge -
2. Periodic Inspection Sheet

Appendix-1-4
- Technical Manual on Inspection and Diagnosis of Bridge -

Appendix-1-5
- Technical Manual on Inspection and Diagnosis of Bridge -

Appendix-1-6
 - Technical Manual on Inspection and Diagnosis of Bridge -
3. Type of typical damage
Material Type of damage
Corrosion
Steel
Looseness / omission
Crack
Peeling / Exposure of rebar
Concrete
Water leakage / Free lime
Crack in slab
Uneven road surface
Others
Sediment clogging
Deformation / damage
Common
Scouring

4. Evaluation of damage degree

Good Mild Severe
a b c d e

5. Determination of measures category

Determination category Contents of determination

Damage is not observed or repair is not required since damage is

A
slight.
B Repair is required according to the situation.

C Repairs are required immediately.

Emergency response is required from the view of safety of the
E1
bridge structure.
E2 Emergency response is required.

M Maintenance work is required.

Appendix-1-7
 - Technical Manual on Inspection and Diagnosis of Bridge -
6. Total Condition
Total rating of Bridges are classified into 5 categories in consideration of factors affecting
collapsing of bridges and ultimate load carrying capacity.

Determination category Contents of determination

A (Very good) The structure is not damaged.

B (Good) The structure is damaged but not dangerous for users.

The structure is damaged and getting dangerous for users in near
C (Fair)
future.
D (Poor) The structure is severely damaged and dangerous for users.

E (Bad) The structure is completely destroyed and unusable.

7. Elision Mark for the Regional Office of DoR

Location of the Office Elision Mark
Thimphu Th
Lobeysa Lo
Phuntsholing Pl
Sarpang Sa
Trongsa Tr
Tingtibi Ti
Lingmethang Li
Trashigang Tg
Samdrup Jongkhar Sj

Appendix-1-8
 - Technical Manual on Inspection and Diagnosis of Bridge -

Appendix-2 Evaluation Criteria of Damage

1. Corrosion···································································· Appendix-2-2
2. Crack ········································································· Appendix-2-4
3. Peeling / Rebar exposure ·············································· Appendix-2-6
4. Water leakage / Free lime ············································ Appendix-2-7
5. Crack on slab (Partial loss of concrete) ························· Appendix-2-8
6. Uneven road surface ···················································· Appendix-2-10
7. Sediment clogging ······················································· Appendix-2-11
8. Deformation / damage ·················································· Appendix-2-12
9. Scouring ····································································· Appendix-2-13
10. Looseness / omission·················································· Appendix-2-14
11. Honeycomb ······························································· Appendix-2-15

Appendix-2-1
 - Technical Manual on Inspection and Diagnosis of Bridge -
1. Corrosion
It refers to the state that rust has occurred intensively, or reduction in cross section or corrosion has
occurred due to rust proceeds extremely in ordinary steel (protected against corrosion by plating or
coating), and the state that abnormal rust has occurred without the formation of stable rust, or
reduction in cross section is remarkable due to the extreme progress of rust in weathering steel.

[Evaluation of the damage degree]

The evaluation of the damage degree shall be categorized as follows;

The category shall be determined by combining of large and small scale judged from their general
condition to each following factor about damage.

1.1 Category of evaluation of the damage degree

General condition
Category
The depth of damage The area of damage
a No damage
b Small Small
c Small Large
d Large Small
e Large Large

1.2 General condition of each factor

1 The depth of damage
Category General condition
Significant expansion has occurred in the steel surface or apparent
Large
decrease in thickness is visible.
Small Rust is superficial, and significant reduction in thickness is not visible.

2 The area of damage

Category General condition
A gap has occurred in focused part all over, or there are more than one
Large
of occurrence of spread damage in focused part.
Small The area of damage is small and local.

Appendix-2-2
 - Technical Manual on Inspection and Diagnosis of Bridge -
1.3 Case of evaluation of the damage degree

Category : b Category : c

Category : d Category : e

Appendix-2-3
 - Technical Manual on Inspection and Diagnosis of Bridge -
2. Crack
It refers to the state that cracks have occurred on the surface of the concrete member. About the
crack occurred on the slab; refer to “[Link] in slab”.

[Evaluation of the damage degree]

The evaluation of the damage degree shall be categorized as follows;

The category shall be determined by combining of large and small scale judged from their general
condition to each following factor about damage.

2.1 Category of evaluation of the damage degree

Damage degree focused on the Damage degree focused on the

Category
maximum crack width minimum crack spacing
a No damage
b Small Small
Small Large
c
Middle Small
Middle Large
d
Large Small
e Large Large

2.2 General condition of each factor

1 Damage degree focused on the maximum crack width
Category General condition
Large Crack width is large. (1.0 mm or more)
Medium Crack width is medium. (over 0.2 mm less than 1.0 mm)
Small Crack width is small. (less than 0.2 mm)

2 Damage degree focused on the minimum crack spacing

Category General condition
Large Crack spacing is small. (approximately less than 0.5 m)
Small Crack spacing is large. (approximately 0.5 m or more)

Appendix-2-4
 - Technical Manual on Inspection and Diagnosis of Bridge -
2.3 Case of evaluation of the damage degree

Category : c Category : d

Category : e Category :

Appendix-2-5
 - Technical Manual on Inspection and Diagnosis of Bridge -
3. Peeling/ Rebar exposure
It refers to the state that concrete surface has been peeled off. Rebar exposure refers to the case that
the rebar in the peeling part is exposed.

[Evaluation of the damage degree]

The evaluation of the damage degree shall be categorized as follows;

Category General condition

a No damage
b
c Only peeling has occurred
d Although rebar is exposed, but the corrosion of rebar is slight.
e Rebar is exposed, and the rebar has corroded significantly.

3.1 Case of evaluation of the damage degree

Category : c Category : d

Category : e

Appendix-2-6
 - Technical Manual on Inspection and Diagnosis of Bridge -
4. Water leakage / Free lime
It is refers to the state that leakage or exudation of water or lime has occurred from the concrete
joint or crack.

[Evaluation of the damage degree]

The evaluation of the damage degree shall be categorized as follows;

Category General condition

a No damage
b
c Water leakage or free lime has occurred, but rust fluid is hardly seen.
d
Water leakage or free lime from crack has occurred significantly, or
e
significant contamination of mud or rust fluid in water leakage is observed.

4.1 Case of evaluation of the damage degree

Category : c Category : e

Appendix-2-7
 - Technical Manual on Inspection and Diagnosis of Bridge -
5. Crack on slab (Partial loss of concrete)
It is cracks occurred in slab, and refers to the state that crack has occurred in one or two direction
on the lower surface of slab.

[Evaluation of the damage degree]

The evaluation of the damage degree shall be categorized as follows;

Damage degree focused on the Damage degree focused on the

Category
maximum crack width minimum crack spacing

Cracks are seen mostly in only one

direction. The minimum crack
a spacing is approximately 1.0 m or
more. The maximum crack width is
less than 0.05 mm.

The crack spacing is m. Crack

is mainly in one direction and not a
b lattice pattern. The crack width is
mainly less than 0.1 mm and some
are 0.1 mm or more.

The crack spacing is approximately

0.5 m. Crack is just before becoming
c lattice pattern. The crack width is
mainly less than 0.2 mm and some
are 0.2 mm or more.

The crack spacing is m.

Cracks occur in a lattice pattern. The
d cracks wider than 0.2 mm are quite
noticeable and partial falling of corner
is also seen.

The crack spacing is less than 0.2 m.

Cracks occur in a lattice pattern. The
e cracks wider than 0.2 mm are
noticeable and continuous fallings of
corner are also seen.

Appendix-2-8
 - Technical Manual on Inspection and Diagnosis of Bridge -
5.1 Case of evaluation of the damage degree

Category : b Category : c

Category : d Category : e

Appendix-2-9
 - Technical Manual on Inspection and Diagnosis of Bridge -
6. Uneven road surface
It refers to the irregularities in the horizontal axis and the differences in level occur on the road
surface that result the increase of the impact force.

[Evaluation of the damage degree]

The evaluation of the damage degree shall be categorized as follows;

Category General condition

a No damage
b
The irregularities in the horizontal axis have occurred, but the difference in
c
level is small. (less than 20 mm)
d
The irregularities in the horizontal axis have occurred, and the difference in
e
level is large. (20 mm or more)

6.1 Case of evaluation of the damage degree

Category : c Category : e

Appendix-2-10
 - Technical Manual on Inspection and Diagnosis of Bridge -
7. Sediment clogging
It refers to the state that the sediment clogged in catch basin or drainage pipe, or the sediment is
deposited around bearing.

[Evaluation of the damage degree]

The evaluation of the damage degree shall be categorized as follows;

Category General condition

a No damage
b
c
d
e There is the sediment clogging in catch basin and around bearing.

7.1 Case of evaluation of the damage degree

Category : e Category :

Appendix-2-11
 - Technical Manual on Inspection and Diagnosis of Bridge -
8. Deformation/damage
It refers to the state that the local deformation of the member has occurred or parts of member
lacked regardless of the cause such as collision of the vehicle, scratch during construction and
influence of the earthquake.

[Evaluation of the damage degree]

The evaluation of the damage degree shall be categorized as follows;

Category General condition

a No damage
b
c The member is deformed [Link] of member lacked.
d
The member is significantly deformed locally. Parts of member lacked
e
significantly.

8.1 Case of evaluation of the damage degree

Category : c Category : e

Appendix-2-12
 - Technical Manual on Inspection and Diagnosis of Bridge -
9. Scouring
It is refers to the state that the foundation body is carved by running water and lacked.

[Evaluation of the damage degree]

The evaluation of the damage degree shall be categorized as follows;

Category General condition

a No damage
b
c The foundation of substructure or wing wall is scoured by running water.
d
e The foundation of substructure is significantly scoured by running water.

9.1 Case of evaluation of the damage degree

Category : c Category : e

Appendix-2-13
 - Technical Manual on Inspection and Diagnosis of Bridge -
10. Looseness/omission
It is refers to the state that looseness of the bolt occurs or nuts and bolts is missing. Include
those that bolts are broken.

[Evaluation of the damage degree]

The evaluation of the damage degree shall be categorized as follows;

Category General condition

a No damage
b
The looseness or omission of bolts has occurred, but the number is small.
c
(less than 5% of number per group)
d
The looseness or omission of bolts has occurred, and the number is
e
large.(more than 5% of number per group)

10.1 Case of evaluation of the damage degree

Category : c Category : e

Appendix-2-14
 - Technical Manual on Inspection and Diagnosis of Bridge -
11. Honeycomb
It is refers to the state of honeycomb by initial defect.

[Evaluation of the damage degree]

The evaluation of the damage degree shall be categorized as follows;

Category General condition

a No damage
b Honeycomb is slightly seen.
c Honeycomb is slightly seen and aggregates are partly peeling off.
d Honeycomb is extensively seen and aggregates are easily peeling off
Honeycomb is extensively seen and aggregates are easily peeling off
e
besides rebar is exposed and rusted.

11.1 Case of evaluation of the damage degree

Category : b Category : c

Category : d Category : e

Appendix-2-15
 - Technical Manual on Inspection and Diagnosis of Bridge -

Appendix-3 Guideline for determination of measures

category

1. Basic of determination of measures category ················· Appendix-3-2

1.1 General ·································································· Appendix-3-2
1.2 Flow of determination of measures category ·············· Appendix-3-2
1.3 Observation ···························································· Appendix-3-2

2. Determination of measures category ······························ Appendix-3-3

2.1 Corrosion ······························································· Appendix-3-3
2.2 Crack ····································································· Appendix-3-4
2.3 Peeling / Exposure of rebar ······································ Appendix-3-5
2.4 Water leakage / Free lime ········································ Appendix-3-6
2.5 Crack in slab ·························································· Appendix-3-6
2.6 Uneven road surface ················································ Appendix-3-7
2.7 Sediment clogging ··················································· Appendix-3-7
2.8 Deformation / damage ············································· Appendix-3-8
2.9 Scour ····································································· Appendix-3-8
2.10 Looseness / omission ············································· Appendix-3-9

Appendix-3-1
 - Technical Manual on Inspection and Diagnosis of Bridge -
1. Basic of determination of measures category
1.1 General
The determination of damage status shall be conducted by comprehensive evaluation of various
factors such as the progress of damage of member and environmental condition.

1.2 Flow of determination of measures category

The basic flow of determination of measures category is as follows;

R ecord of dam age status

D eterm ination of
m easures category
E m ergency response is Y es
required?
E1 E2

No

Y es M aintenance w ork is Y es
R epair is required?
required? M
No No

R epair is required before Y es

A the next inspection? C
No

1.3 Observation
It describes the view of the surveyor on damage status.

Appendix-3-2
 - Technical Manual on Inspection and Diagnosis of Bridge -
2. Determination of measures category
2.1 Corrosion
[Category E1: Emergency response is required from the view of safety of the bridge structure]
The significant reduced cross-sectional area has occurred in the main members, emergency
response may be reasonable in the situation that the structural safety has been compromised
significantly due to the loss of load bearing capacity of member.

[Category E2: Emergency response is required]

[Category M: Maintenance work is required]

There is no overall damage, but the corrosion caused by small scratches can be seen partially.
Maintenance work may be reasonable in the situation that damage is small in a scale and in a
convenient location for measures.

[Category B, C: Repairs are required]

[Reference on describing the observations]

Example of concerned effects on the

Place of damage Typical example of cause of damage
structure

Water leakage from cracks in slab

Non-installation of waterproof layer Excess stress due to reduced
General steel Water leakage from the installation part cross sectional area
member of drainage equipment Development to the crack due to
Water leakage from the damaged part concentration of stress
of the expansion joint

Appendix-3-3
 - Technical Manual on Inspection and Diagnosis of Bridge -
2.2 Crack
[Category E1: Emergency response is required from the view of safety of the bridge structure]

[Category E2: Emergency response is required]

[Category M: Maintenance work is required]

[Category B, C: Repairs are required]

[Reference on describing the observations]

Example of concerned effects on the

Place of damage Typical example of cause of damage
structure
Lack of designed strength
Freezing and thawing
Progress of crack and decrease in
Lack of compaction
load bearing ability due to excess
Poor curing
Whole concrete stress
Temperature stress
member Corrosion of rebar due to crack
Drying shrinkage
Occurrence of water leakage/free
Poor quality of concrete
lime
Cold joint
Uneven settlement

Appendix-3-4
 - Technical Manual on Inspection and Diagnosis of Bridge -
2.3 Peeling / Exposure of rebar
[Category E1: Emergency response is required from the view of safety of the bridge structure]
Emergency response may be reasonable in the situation that the third-party damage is a concern
because the risk is very high resulting in peeling off.

[Category E2: Emergency response is required]

[Category M: Maintenance work is required]

There is no overall damage, but peeling can be seen partially. Maintenance work may be
reasonable in the situation that damage is small in a scale and in a convenient location for
measures.

[Category B, C: Repairs are required]

[Reference on describing the observations]

Example of concerned effects on the

Place of damage Typical example of cause of damage
structure

Lack of covering, poor finishing of

construction joint
Decrease in load bearing ability
Freezing and thawing
due to reduced cross
Whole concrete Lack of compaction
area
member Concentration of local stress
Decrease in load bearing ability
Collision or contact
due to corrosion of steel
Volume expansion due to corrosion of
steel

Appendix-3-5
 - Technical Manual on Inspection and Diagnosis of Bridge -
2.4 Water leakage / Free lime
[Category E1: Emergency response is required from the view of safety of the bridge structure]

[Category E2: Emergency response is required]

[Category M: Maintenance work is required]

[Category B, C: Repairs are required]

[Reference on describing the observations]

Example of concerned effects on the

Place of damage Typical example of cause of damage
structure
Progress of water leakage
Progress of crack
Whole concrete Corrosion of steel due to crack
Lack of compaction
member Concrete degradation
Poor finishing of construction joint
Poor method of placing

2.5 Crack in slab

[Category E1: Emergency response is required from the view of safety of the bridge structure]
The significant cracks can be seen. Emergency response may be reasonable in the situation that
structural safety has been compromised significantly due to reduction of stiffness of the entire
superstructure.

[Category E2: Emergency response is required]

Cracks just on the verge of falling in slab have occurred. Emergency response may be reasonable in
the situation that the third-party damage due to peeling fall is a concern.

[Category M: Maintenance work is required]

[Category B, C: Repairs are required]

[Reference on describing the observations]

Example of concerned effects on the

Place of damage Typical example of cause of damage
structure

Lack of designed strength

Drying shrinkage Progress of water leakage and
Concrete slab
Lack of distribution reinforcement free lime
Uneven settlement of support girder

Appendix-3-6
 - Technical Manual on Inspection and Diagnosis of Bridge -
2.6 Uneven road surface
[Category E1: Emergency response is required from the view of safety of the bridge structure]

[Category E2: Emergency response is required]

Emergency response may be reasonable in the situation that the obstruction to traffic of bicycles
due to significant unevenness on the road is a concern.

[Category M: Maintenance work is required]

Maintenance work such as partial overlay of the pavement may be reasonable in the situation that
the unevenness on the road is small and damage is partial, and its area is small.

[Category B, C: Repairs are required]

[Reference on describing the observations]

Example of concerned effects on the

Place of damage Typical example of cause of damage
structure

Expansion Subsidence of bearing, uplift due to Effect of impact force to the main
device damage of bolt set structure, traffic obstacles

2.7 Sediment clogging

[Category E1: Emergency response is required from the view of safety of the bridge structure]

[Category E2: Emergency response is required]

[Category M: Maintenance work is required]

The sediment clogging has occurred only in catch basin. Maintenance work may be reasonable in
the situation that its scale is small.

[Category B, C: Repairs are required]

In case that the maintenance work cannot deal for a scale because the sediment clogging has
occurred over the entire length of drainage pipe.

[Reference on describing the observations]

Example of concerned effects on the

Place of damage Typical example of cause of damage
structure

Drainage Corrosion of main structure

Sediment clogging
facilities, bearing Degradation of slab

Appendix-3-7
 - Technical Manual on Inspection and Diagnosis of Bridge -
2.8 Deformation / damage
[Category E1: Emergency response is required from the view of safety of the bridge structure]

[Category E2: Emergency response is required]

Emergency response may be reasonable in the situation that the obstruction to the third party such
as pedestrians and vehicles due to significant deformation of the bridge railing is a concern.

[Category M: Maintenance work is required]

Maintenance work may be reasonable in the situation that the small deformation has occurred
locally on the bridge railing.

[Category B, C: Repairs are required]

In case that the maintenance work cannot deal for a scale because the damage due to collision of
the vehicle has occurred to the overhanging slab.

[Reference on describing the observations]

Example of concerned effects on the

Place of damage Typical example of cause of damage
structure
Secondary disaster
Lack of covering Decrease in load bearing ability
Whole member Concentration of local stress due to reduced cross
Collision or contact area
C i f l

2.9 Scour
[Category E1: Emergency response is required from the view of safety of the bridge structure]

[Category E2: Emergency response is required]

[Category M: Maintenance work is required]

[Category B, C: Repairs are required]

[Reference on describing the observations]

Example of concerned effects on the

Place of damage Typical example of cause of damage
structure
Change in the running water due to Progress of scour may cause the
Foundation
driftwood slope in the substructure

Appendix-3-8
 - Technical Manual on Inspection and Diagnosis of Bridge -
2.10 Looseness/omission
[Category E1: Emergency response is required from the view of safety of the bridge structure]
Emergency response may be reasonable in the situation that damaging the structure stability for
bonding strength shortage due to a number of bolts is missing at the junction.

[Category E2: Emergency response is required]

[Category M: Maintenance work is required]

Maintenance work may be reasonable in the situation that scale of damage is small such as
looseness occurs in the ordinary bolt of parapet and attachment.

[Category B, C: Repairs are required]

[Reference on describing the observations]

Example of concerned effects on the

Place of damage Typical example of cause of damage
structure

Main girder
Breakage due to delayed fracture
Cross beam Sway Omission of bolts at splice
may occur.
frame Lateral

Appendix-3-9
 - Technical Manual on Inspection and Diagnosis of Bridge -

Appendix-4 Basics of bridge

1. Basic structure of bridge ·············································· Appendix-4-2

2. Bridge type ································································· Appendix-4-4

3. Names and Functions of the structural member ·············· Appendix-4-7

Appendix-4-1
 - Technical Manual on Inspection and Diagnosis of Bridge -
1. Basic structure of bridge
1.1 Name of the bridge structure
Bridge Superstructure Body
Appendages Bearing, Expansion device etc.
Substructure Frame Abutment, Pier
Foundation Pile foundation etc.

Bridge fall Superstructure Body Superstructure

prevention device
Expansion device

Bearing

Frame
Frame
Abutment
Pile foundation
Pier Substructure
Abutment

1.2 Length of the bridge

Bridge length length between the front parapet of the bridge at both ends
Girder length length of main girder
Span length length between bearings
Span length between abutments (piers) of substructure

Front of Parapet Bridge length Front of Parapet

Girder length Girder length

Span length Span length
Parapet Wall Parapet Wall

Girder Girder

Span Span Bearing

Bearing

Abutment Abutment
Pier

Appendix-4-2
 - Technical Manual on Inspection and Diagnosis of Bridge -
1.3 Width of the bridge

Bridge width

Footway width Carriage width Carriage width Footway width

Kerb width Median width Kerb width

1.4 Bridge surface

Guard
fence Kerb stone Guard
fence
Kerb
Footway
Carriage way
Catch basin
Pavement

Kerb
Slab

Appendix-4-3
 - Technical Manual on Inspection and Diagnosis of Bridge -
2. Bridge type
2.1 Girder bridge

I-Girder Bridge Steel Bridge T-Girder Bridge Concrete Bridge

Box Girder Bridge Steel Bridge Box Girder Bridge Concrete Bridge

Under the girder

I-Girder Bridge T-Girder Bridge

Box-Girder Bridge

Appendix-4-4
 - Technical Manual on Inspection and Diagnosis of Bridge -
2.2 Slab bridge * No girder

Hollow Slab Bridge

2.3 Truss bridge

Bridges in Bhutan

Slab Bridge Steel Truss Bridge

NgashayZam in Wangdue Isuna in Paro

Appendix-4-5
 - Technical Manual on Inspection and Diagnosis of Bridge -
2.4 Arch bridge

2.5 Rigid frame bridge

Bridges in Bhutan and Japan

Steel Langer Arch Bridge

Rigid Frame Bridge
Wakleytar in Wangdue

Appendix-4-6
 - Technical Manual on Inspection and Diagnosis of Bridge -
3. Names and Functions of the structural member
3.1 Superstructure

Pavement
Slab

Pier

Main girder
It is passed between the piers and abutments which support the loads such as passing vehicles on
the slab and transmitted the loads to the piers and abutments.

Cross beam
It is a member that connects the main girders that support the loads.
Cross frame
It is a member that connects main girders vertically in order to resist the lateral loads such
as earthquakes and wind loads. (It is not in concrete bridge)
Lateral bracing
It is a member that connects main girders horizontally in order to resist the lateral loads such as
earthquakes and wind loads. (It is not in concrete bridge)

Bearing
Which support the superstructure and transmits the load from the superstructure to the
substructure (abutment or pier).
Expansion device
It is a device to absorb the expansion and contraction of the girder due to the influence of
temperature or the like.
Bridge fall prevention device
It is a device that is installed in order to prevent the superstructure to fall from substructure
(abutment or pier) by superstructure is moved due to earthquakes.

Appendix-4-7
 - Technical Manual on Inspection and Diagnosis of Bridge -
3.2 Substructure
3.2.1 Abutment
It is located at both ends of the bridge, connects the bridge and roads, which supports the sediment
on the back and the load from the superstructure.

Wing
Retaining wall

Vertical wall
Abutment

Parapet Wall

Footing
(Foundation)

Pile Foundation

3.2.2 Pier
It is located at middle of the bridge, supports the load from the superstructure.

3.2.3 Foundation
It is located under abutment and pier, transmits the load to the ground.

Pillar section
Wall
Beam section

Footing
(Foundation)

Pile Foundation

Appendix-4-8
 - Technical Manual on Inspection and Diagnosis of Bridge -
3.2.4 Substructure Type

Abutment Pier

Gravity type T-type

Reversed T-type
Wall type

Buttressed

Rigid frame
Rigid-framed

Box type Column type

Appendix-4-9
 - Technical Manual on Inspection and Diagnosis of Bridge -

Appendix-5 Bridge List

1. Bridge List ································································· Appendix-5-2

1.1 Thimphu ································································· Appendix-5-2
1.2 Lobeysa·································································· Appendix-5-3
1.3 Phuntsholing··························································· Appendix-5-4
1.4 Sarpang ·································································· Appendix-5-5
1.5 Trongsa ·································································· Appendix-5-6
1.6 Tingtibi ·································································· Appendix-5-7
1.7 Lingmethang ··························································· Appendix-5-8
1.8 Trashigang ····························································· Appendix-5-9
1.9 Samdrup Jongkhar ··················································· Appendix-5-10

Appendix-5-1
 - Technical Manual on Inspection and Diagnosis of Bridge -
1. Bridge List

1.1 Thimphu
B rid ge s u n d e r R e gio n a l O ffic e , D o R , T h im p h u
N a m e o f B rid ge B rid ge N o . R oad S e c tio n S u b D iv isio n D zo n gkh a g
K hasadrapchu Z am T h-1 K hasadrapchu-B jem ina S N H T him phu T him phu
T him phu
S im tokha F ly over B ridge T h-2 S im tokha-D ochula H ighw ay (S ub-1) (S ub-2)
D hop S hari B ridge T h-3 J angsa - R im pung D zong
H ungrel B ridge T h-4 J angsa - H ungrel G ew og O ffice
J angsa B ridge T h-5 J angsa_R im pung R oad P aro
P aro P aro
N IE B ridge T h-6 T ow n to B ondey R oad (S ub-3)
T aktsang B ridge T h-7 D rukgyel junction to T aktsang R oad
T shendona B ridge T h-8 T ow n to L am gong G ew og office
B alam na B ridge T h-9 H aa-S am tse S N H H aa
H aa H aa
H aa C hu B ridge T h-10 Y angthang, T alung, T shenkhar R oad. (S ub-4)

Appendix-5-2
 - Technical Manual on Inspection and Diagnosis of Bridge -
1.2 Lobeysa
B rid ge s u n d e r R e gio n a l O ffic e , D o R , L o b e sa
N a m e o f B rid ge B rid ge N o . L oad S e c tio n S u b D iv isio n D zo n gkh a g
Z am eyc hu Z am L o-1 P unakha -G asa S N H
G ayza Z am L o-2 P unakha -G asa S N H
G athana Z am L o-3 P unakha -G asa S N H
G asa
Y em ina Z am L o-4 P unakha -G asa S N H
K ukuna Z am L o-5 P unakha -G asa S N H
T ingtha Z am L o-6 P unakha -G asa S N H D am ji G asa
R ableyth ang Z am L o-7 P unakha -G asa S N H
T shorim Z am L o-8 P unakha -G asa S N H
R im chu Z am L o-9 P unakha -G asa S N H T sodelm o
S erigang Z am L o-10 P unakha -G asa S N H
T eoporo ngchu Z am L o-11 P unakha -G asa S N H
C hangyu l Z am pa L o-12 D zongch ung R oad
K huru K uenphen Z am L o-13 B ajo-K h uru S N H P hochu P unakha
S am dingkha Z am L o-14 C hubu G C roads
W angdue Z am (arch brid ge L o-15 D ochula - W angdue P N H
L obeysa
R uebesa Z am L o-16 R ubesa G ew og center R oad
L obeysa
R akey Z am L o-17 S am ten gang D z.R oad
C habjha Z am -I L o-18 B aylangdra D z.R oad
C habjha Z am -II L o-19 B aylangdra D z.R oad R abuna
C huzom sa Z am L o-20 W angdue -C huserbu P N H
W achey Z am (N ew ) L o-21 W angdue -C huserbu P N H
N obding shongZ am L o-22 J angchu bcholing-T ashid ingkha D zongkh ag R oad
R idha sh ong Z am L o-23 J angchu bcholing-T ashid ingkha D zongkh ag R oad
R idha sh ong Z am II L o-24 J angchu bcholing-T ashid ingkha D zongkh ag R oad N obding
S ham oshong Z am L o-25 J angchu bcholing-T ashid ingkha D zongkh ag R oad
D angchu Z am L o-26 J angchu bcholing-T ashid ingkha D zongkh ag R oad
N ikachu Z am L o-27 W angdue -C huserbu P N H N obding
W angdue
L ongm ey Z am L o-28 W angdue -C huserbu P N H
R ukubji
P henchim eri zam L o-29 W angdi - T rongsa H ighw a y
P hojikha Z am L o-30 G angtay P hobjikha G C road
G em zina Z am L o-31 W angdi - T rongsa H ighw a y
N obding
W achey Z am L o-32 W angdue -C huserbu P N H
H esotha ngkha Z am L o-33 W angdue -T sirang P N H
L aw akha Z am L o-34 W angdue -T sirang P N H
B asochu Z am L o-35 W angdue -T sirang P N H P etekarp
R urichu Z am L o-36 W angdue -T sirang P N H
P insa
B aychu Z am L o-37 W angdue -T sirang P N H
K am ichu Z am L o-38 W angdue -T sirang P N H
N yarach u Z am L o-39 W angdue -T sirang P N H kam ichu
D ickchu Z am L o-40 A thang G C R oad

Appendix-5-3
 - Technical Manual on Inspection and Diagnosis of Bridge -
1.3 Phuntsholing
B rid ge s u n d e r R e gio n a l O ffic e , D o R , P h u e n tsh o lin g
N a m e o f B rid ge B rid ge N o . L oad S e c tio n S u b D iv isio n D zo n gkh a g
D am dum B ailey bridge P l-1 S am tse-S ipsu S N H (0-49)km
B udhuney B ailey bridge -1 P l-2 S am tse-S ipsu S N H (0-49)km
B udhuney B ailey bridge -2 P l-3 S am tse-S ipsu S N H (0-49)km
D ram zam P l-4 S am tse-S ipsu S N H (0-49)km
K uenphen Z am P l-5 S am tse-S ipsu S N H (0-49)km
C hungpathang B ridge P l-6 S am tse-S ipsu S N H (0-49)km
K uchiD iana B ridge P l-7 S am tse-S ipsu S N H (0-49)km
S am tse
L engthey B ridge P l-8 S am tse-S ipsu S N H (0-49)km
G athia B ridge P l-9 S am tse-S ipsu S N H (0-49)km S am tse S am tse
J itti A P l-10 S am tse-S ipsu S N H (0-49)km
J itti B P l-11 S am tse-S ipsu S N H (0-49)km
J itti C P l-12 S am tse-S ipsu S N H (0-49)km
J itti D P l-13 S am tse-S ipsu S N H (0-49)km
T ashicholing B ridge P l-14 S am tse-S ipsu S N H (0-49)km
B iru P l-15 S am tse-S ipsu S N H (0-49)km
P akpey B ridge P l-16 S am tse-S ipsu S N H (0-49)km S ipsu
B indu B ridge P l-17 S am tse-S ipsu S N H (0-49)km
B halujhora bridge P l-18 R inchending-P asakha P N H
P adazekha S teel bridge P l-19 R inchending-P asakha P N H R inchending
S hingkhola Z am P l-20 P asakha-M anitar P N H
A dem chhu Z am P l-21 G anglakha-D ungna G C R oad
T om ichu Z am P l-22 G anglakha-D ungna G C R oad D ungna
M ailum chu Z am P l-23 G anglakha-D ungna G C R oad
W angchu B ailey bridge P l-24 G edu-J ungley D zongkhag R oad
H objelum B ailey bridge P l-25 G edu-J ungley D zongkhag R oad M irchim D arla C hukha
S atholum pa steel bridge(1) P l-26 G educhu D zongkhag R oad
R aidak bridge P l-27 M anitar-R aidak P N H D arla
O utsholum pa B ridge(1) P l-28 G educhu D zongkhag R oad
O utsholum pa B ridge(2) P l-29 G educhu D zongkhag R oad
M irchim
S atholum pa steel B ridge(2) P l-30 G educhu D zongkhag R oad
G educhu S teel bridge P l-31 G educhu D zongkhag R oad
K alikhola bridge P l-32 R aidak-L ham oizingkha P N H D arla

Appendix-5-4
 - Technical Manual on Inspection and Diagnosis of Bridge -
1.4 Sarpang
B rid g e s u n d e r R e g io n a l O ffic e , D o R , S a rp a n g
N a m e o f B rid ge B rid ge N o . L oad S e c tio n S u b D iv is io n D z o n gk h a g
S a-1 G e lep hu - T ron gsa P N H
S a-2 G e lep hu - T ron gsa P N H
S a-3 G e lep hu - T ron gsa P N H L u n gsay gan g
S a m kha ra Z a m S a-4 G e lep hu - T ron gsa P N H
L u n gsay gan g
B e ten i Z am S a-5 G e lep hu - T ron gsa P N H
P a ssa ng Z a m S a-6 G e lep hu - T ron gsa P N H
G e leg Z a m S a-7 G e lep hu - T ron gsa P N H P e lrith an g
B a rso ng Z a m S a-8 G e w o g C on ne ctivity R oa d
P a ith a ch u B ridge S a-9 G e lep hu - S a rp an g P N H (2.9 5km to 3 0km )
G o iko lch e B rid ge S a - 10 G e lep hu - S a rp an g P N H (2.9 5km to 3 0km )
K o p ch e B ridge S a - 11 G e lep hu - S a rp an g P N H (2.9 5km to 3 0km )
D o lkh o la B ridge S a - 12 G e lep hu - S a rp an g P N H (2.9 5km to 3 0km )
P a n ditch u B ridge S a - 13 G e lep hu - S a rp an g P N H (2.9 5km to 3 0km ) S a rpa ng
B hur
L e u kh ola B rid ge S a - 14 G e lep hu - S a rp an g P N H (2.9 5km to 3 0km )
L a m p ath ey B rid ge S a - 15 G e lep hu - S a rp an g P N H (2.9 5km to 3 0km )
J igm e lin g S a - 16 G e lep hu - S a rp an g P N H (2.9 5km to 3 0km )
J igm e lin g 2 S a - 17 G e lep hu - S a rp an g P N H (2.9 5km to 3 0km ) S a rpa ng
C h oko rlin g B ridge S a - 18 G e lep hu - S a rp an g P N H (2.9 5km to 3 0km )
K a m i K h ola B rid ge S a - 19 S a rpa ng-D ara ch u P N H (30 -6 7 km )
B u tab ari 1 Z a m S a - 20 S a rpa ng-D ara ch u P N H (30 -6 7 km )
B u tab ari 2 Z a m S a - 21 S a rpa ng-D ara ch u P N H (30 -6 7 km )
K h a re y Z am 1 S a - 22 S a rpa ng-D ara ch u P N H (30 -6 7 km ) R a n ib aga n
K h a re y Z am 2 S a - 23 S a rpa ng-D ara ch u P N H (30 -6 7 km )
S h o m pa n gkha B ridge S a - 24 S a rpa ng-D ara ch u P N H (30 -6 7 km )
L o ring B rid ge S a - 25 S a rpa ng-D ara ch u P N H (30 -6 7 km )
B u d hich u Z am S a - 26 S u n ko sh -D aga na S N H
Y o u ngsib i
D a gac hu Z a m . S a - 27 S u n ko sh -D aga na S N H
A m pic hu Z a m S a - 28 S u n ko sh -D aga na S N H
P a n ac hu Z a m S a - 29 S u n ko sh -D aga na S N H
T sh en da ga n g
S a m a rch u Z a m S a - 30 D o ron a G C R o ad
N im to lac hu Z a m S a - 31 D o ron a G C R o ad
G o shich u Z am S a - 32 S u n ko sh -D aga na S N H T sh en da ga n g D a gan a
B id ulu ng Z a m S a - 33 S u n ko sh -D aga na S N H
B a ley gan gc hu Z a m S a - 34 S u n ko sh -D aga na S N H
Z h a rin ga yc hu Z a m S a - 35 S u n ko sh -D aga na S N H K h a go ch en
L e m ic hu Z a m S a - 36 S u n ko sh -D aga na S N H
T a n grac h u Z a m S a - 37 S u n ko sh -D aga na S N H
D a rac hu Z a m S a - 38 S u n ko sh -D aga na S N H
C h an c he y B a iley B rid ge S a - 39 S e m jo ng G C C R oa d
D a m p hu
R a tey kh ola B a ile y B rid ge S a - 40 T siran gto eh G C C R oa d
B u ric h hu B aile y B ridge S a - 41 S e rgitha ng G C C R o ad
L h a ri Z a m S a - 42 S e rgitha ng G C C R o ad
S u n ko sh B ridge S a - 43 D a gan a- S u nko sh S N H T siran g T srian g
C h an gch ey B ridge S a - 44 W a kle yta r- C h an gch ey P N H W a kla yta r
B u ric h u B ridge S a - 45 W a kle yta r- C h an gch ey P N H
M e ch ich u B rid ge S a - 46 W a kle yta r- C h an gch ey P N H
W a kle yta r B rid ge S a - 47 W a kle yta r- C h an gch ey P N H

Appendix-5-5
 - Technical Manual on Inspection and Diagnosis of Bridge -
1.5 Trongsa
B rid ge s u n d e r R e gio n a l O ffic e , D o R , T ro n gsa
N a m e o f B rid ge B rid ge N o . R oad S e c tio n S u b D iv isio n D zo n gkh a g
T yelegangchu B ridge T r-1 T rongsa - G elegphu P N H
C ham dhegang B ailey B ridge T r-2 B jeezam to B em ji G C R oad
C hela R C C B ridge T r-3 B jeezam to B em ji G C R oad
T rongsa
K aba D aba B ailey B ridge T r-4 B jeezam to B em ji G C R oad
B jee zam T r-5 T rongsa to T him phu
Y esheygangchu B ridge T r-6 T rongsa - G elegphu P N H T rongsa T rongsa
C huserbu Z am T r-7 C huserbu - T rongsa P N H
C hendebji Z am T r-8 C huserbu - T rongsa P N H
N yala Z am T r-9 C huserbu - T rongsa P N H T shangkha
N agina Z am T r-10 C huserbu - T rongsa P N H
T ashiling Z am T r-11 C huserbu - T rongsa P N H
G azam che T r-12 S erpang -T ang P N H
L eri Z am T r-13 S erpang -T ang P N H U ra U ra
G aktong Z am T r-14 N angar-U ra P N H
C ham khar Z am T r-15 N angar-U ra P N H
T angchhu Z am T r-16 J akar-U ra P N H
B abzur R C C B ridge T r-17 T ang G C R oad P N H
P angshing B ailey B ridge T r-18 T ang G C R oad P N H
T azam bi B ridge T r-19 T ang D zongkhag R oad B um thang
B ongzam T r-20 y/la-J akar
J akar J akar
G aytsha T r-21 y/la-J akar
D om khar T r-22 y/la-J akar
H urjee T r-23 y/la-J akar
R ubee T r-24 y/la-J akar
Y am thrak T r-25 y/la-J akar
R abteen T r-26 y/la-J akar
R eotala T r-27 W angdigang- N abji G C R oad
W angdigang Z am T r-28 W angdigang- N abji G C R oad
K hosela K hosela T rongsa
K artigang Z am T r-29 G elephu-T rongsa P N H
D angdung Z am T r-30 G elephu-T rongsa P N H

Appendix-5-6
 - Technical Manual on Inspection and Diagnosis of Bridge -
1.6 Tingtibi
B rid ge s u n d e r R e g io n a l O ffic e , D o R , T in gtib i
N a m e o f B rid ge B rid ge N o . L oad S e c tio n S u b D iv isio n D zo n gk h a g
R ingdigan g Z am T i-1
T ikirin g Z am T i-2
P an ta ng Z am T i-3
M orongang Z am T i-4 P an ta ng
G om p hu- P anb ang H ighw ay
G ram langgan g Z am T i-5
D aran gan g Z am T i-6 P an ban g
J ira nga ng Z a m T i-7
P an ban g Z am T i-8
T shasapa ni B ridge T i-9
M athan gguri-P anba ng- G alab e F eed er ro ad
N an gch u B ridge T i-1 0 P an ban g
M arangdutt B rid ge T i-1 1
B joka G C road
C ha kch aw a B rid ge T i-1 2 Z h em ga ng
M an gdi Z am T i-1 3
M an gdich u
W an gdiga ngc hu Z a m T i-1 4
W an gdiga ng Z a m T i-1 5 G elep hu- T ro ngsa H ighw a y Z h em ga ng
C ha blech u bridge T i-1 6
T am a
G olipon g brid ge T i-1 7 M an gdich u
K ikh ar B ailey bridge T i-1 8
D ha kph el-B u li fe ede r roa d B uli
B om d ellin g bailey brid ge T i-1 9
A nd higa ngc hu Z am T i-2 0
Y e bigan gch u Z am T i-2 1 T ingtibi-P raling H igh w ay G oling
C he ndiga ngc hu Z a m T i-2 2
C ha m kha rch u B ailey B rid ge T i-2 3 N im sh ong-T he ra ng G C roa d N im sh ong N im sh ong

Appendix-5-7
 - Technical Manual on Inspection and Diagnosis of Bridge -
1.7 Lingmethang
B rid ge s u n d e r R e gio n a l O ffic e , D o R , L in gm e ta n g
N a m e o f B rid ge B rid ge N o . R oad S e c tio n S u b D iv isio n D zo n gkh a g
G angola B ridge L i-1 G angola-L huntse S N H
H orong B ridge L i-2 G angola-L huntse S N H
C hali
D orjilung B ridg L i-3 G angola-L huntse S N H
R ew anchu B ridge L i-4 G angola-L huntse S N H
P haw anchu B ridge L i-5 G angola-L huntse S N H
K arm a S hangshong B ridge L i-6 G angola-L huntse S N H
A utsho-I
R ongm anchu B ridge L i-7 G angola-L huntse S N H
T angm achu B ridge L i-8 G angola-L huntse S N H
C hhum edang B ridge L i-9 L huntse-D ungkar G C R oad A utsho M ongar
K elung B ridge L i-10 L huntse-D ungkar G C R oad
L ingabi B ridge L i-11 L huntse-D ungkar G C R oad L huntshe
C hudeygangchu B ridge L i-12 L huntse-D ungkar G C R oad
K hom a Z am L i-13 K hom a G C R oad
G organ B ridge L i-14 S hingkhar-G organ R oad
S ilibi B ridge L i-15 S hingkhar-G organ R oad
A utsho-II
Z hongm ey Z am L i-16 S ilibi-G orsum R oad
J aray B ridge L i-17 A utsho-J aray R oad
K erong Z am L i-18 N ganglam -G yelposhing H ighw ay
K urung Z am L i-19 N ganglam -G yelposhing H ighw ay
K hakhari Z am L i-20 N ganglam -G yelposhing H ighw ay
S hum ari Z am L i-21 N ganglam -G yelposhing H ighw ay N ganglam N ganglam P em agatshel
S okporong Z am L i-22 N ganglam -G yelposhing H ighw ay
B rongri Z am L i-23 N ganglam -G yelposhing H ighw ay
W angchuk Z am L i-24 D aksa G C R oad
G yelposhing Z am L i-25 G yelposhing-N ganglam H ighw ay
Y ongri Z am L i-26 G yelposhing-N ganglam H ighw ay
Z im zorong Z am L i-27 G yelposhing-N ganglam H ighw ay G yelposhing S ide G yelposhing P em agatshel
S angpoyhai Z am L i-28 G yelposhing-N ganglam H ighw ay
D esum a Z am L i-29 G yelposhing-N ganglam H ighw ay
K uri Z am L i-30 Y adi-S erpang P N H
P ow erhouse Z am L i-31 G yelposhing-N ganglam H ighw ay L ingm ethang
Z im zorong Z am L i-32 Z im zorong-kengkhar G C road
B rizingdang Z am L i-33 Y adi-S ershong G C R oad L ingm ethang M ongar
K aphu Z am L i-34 K aphu-B alam G C road
N ingala
M arungdang Z am L i-35 K aphu-B alam G C road
Y auri B ridge L i-36 K aphu-B alam G C road
M orichu zam (M anchugang) L i-37 S ilam bi G C R oad
S ilam R oad
D rogsar B ridge L i-38 S ilam bi G C R oad
S ilam bi M ongar
N am ling Z am L i-39 Y adi-S erpang P N H S engor
T sam ang B ridge L i-40 Y adi-S erpang P N H S elshithang

Appendix-5-8
 - Technical Manual on Inspection and Diagnosis of Bridge -
1.8 Trashigang
B rid ge s u n d e r R e gio n a l O ffic e , D o R , T ra sh iga n g
N a m e o f B rid ge B rid ge N o . R oad S e c tio n S u b D iv isio n D zo n gkh a g
J ohari bd ge T g- 1
J abrakhey bd ge T g- 2 Y adi-C ha skhar G C C ha skh ar R ollong S D M o ngar
G ud hari B ailey B ridge T g- 3
T sh aling R C C T g- 4
T sh erzam B ridge T g- 5
T yangtse
B uya ng R C C T g- 6
D oksum -T rashiy angtse S N H
C hu m du bridge T g- 7
W a ngrim o B ridge T g- 8 R am jar D uksum S D T rash iyangtse
D uksum bridge T g- 9
G om kora R C C T g- 10
C ha zam -D uksu m
T se rgo m b ridge T g- 11 C ha zam -D uksu m S N H
J am kha rd hang R C C T g- 12
R eju bridge T g- 13 B arth sam G C B artsh am
T hungda ri brid ge T g- 14
T ga ng-R angjung D z R o ad R angju ng
R angju ng B ridge T g- 15
C ho ngdhiri B rid ge T g- 16 R adh i- P h ongm ey G C M e ra k
G am rich u b ridge T g- 17 B idung G C B artsh am
Y am kha rd ran g bridge T g- 18
R angju ng S D T rash iga ng
M injiri B ridge T g- 19
T hongrong B rid ge T g- 20
K ubrangc hu B ridge T g- 21 S akteng G C S akteng
S erth erongch u B ridge T g- 22
D hak B rid ge T g- 23
S ona D ra ng B ridge T g- 24
S herporon gchu B ridge T g- 25
Z achh u B rid ge T g- 26 K harungla -K angpa r G C
T sa ngpo T sa ngpo S D T rash iga ng
N yera A m a B ridge T g- 27
P hekp ari B ridge T g- 28 T hrim shing G C

Appendix-5-9
 - Technical Manual on Inspection and Diagnosis of Bridge -
1.9 Samdrup Jongkhar
B rid ge s u n d e r R e g io n a l O ffic e , D o R , S a m d ru p jo n g kh a r
N a m e o f B rid g e B rid ge N o . R oad S e c tio n S u b D iv isio n D z o n gk h a g
R e c ha nglu S j- 1 M a rtsha la G C ro ad
W a ron gkho la S j- 2 S a m ra ng S N H
K a thu bd ran g 1 S j- 3 S a m ra ng S N H
K a thu bd ran g 2 S j- 4 S a m ra ng S N H P e m a tha ng
K a thu bd ran g 3 S j- 5 S a m ra ng S N H
N e u li S j- 6 S a m ra ng S N H
S a m ra ng S j- 7 S a m ra ng S N H D e w a tha ng S a m d rup J o ngkh a r
T sh an gc hilo S j- 8 N a rph un g- G o m d ar G C roa d N a rph un g
S a n gu ri S j- 9 D e w a tha ng-S am dru pc ho elin g S N H
M a rta ng S j- 10 D e w a tha ng-S am dru pc ho elin g S N H
D e m o la S j- 11 D e w a tha ng-S am dru pc ho elin g S N H D e w a tha ng
T sh an gc hu tha m a 1 S j- 12 D e w a tha ng-S am dru pc ho elin g S N H
T sh an gc hu tha m a 2 S j- 13 D e w a tha ng-S am dru pc ho elin g S N H
T sh ala ri S j- 14 K h e rigon pa -Y elc he n (N a no n g) G C roa d K h e rigon pa
D e n ch i S j- 15 Y u run g G C ro ad
N a gph eld ra ng S j- 16 K h a r- K h ota kp a- T seb a r- Y u ru n g D R Y u run g P e m a ga tsh el P e m a ga tsh el
M a run g S j- 17 K h a r- K h ota kp a- T seb a r- Y u ru n g D R
Y u ri S j- 18 T se ba r- M ikure -D u run gre e S N H
C h um o D hu r S j- 19 L a u ri G C roa d M in je y w o on g
J o m o tsh an gkh a S a m d rup J o ngkh a r
C h uka rp o S j- 20 L a n gc he np h u G C roa d J o m o tsh an gkh a
L in zin S j- 21 L in zin - T sh en gkha ri P N H
N ga nglam S j- 22 L in zin - T sh en gkha ri P N H
M e nc h u S j- 23 L in zin - T sh en gkha ri P N H N ga nglam
N ga nglam P e m a ga tsh el
D hop S j- 24 L in zin - T sh en gkha ri P N H
D e zam a S j- 25 C h ho e kh orling G C roa d
K u run gd ran g S j- 26 D e c he lin g G C ro ad M e ku ri

Appendix-5-10
 - Technical Manual on Inspection and Diagnosis of Bridge -

Appendix-6 Sample of Bridges

1. Sample of Steel Bridge ················································ Appendix-6-2

2. Sample of Concrete Bridge ··········································· Appendix-6-3
3. Sample of Bailey Bridge ·············································· Appendix-6-4

Appendix-6-1
 - Technical Manual on Inspection and Diagnosis of Bridge -
1. Sample of Steel Bridge

Photograph
No.1 From the right No.2 From the left

No.3 From the right downstream No.4 From the left downstream

No.5 From the right upstream No.6 From the left upstream

No.7 From the center to downstream No.8 From the center to upstream

Appendix-6-2
 - Technical Manual on Inspection and Diagnosis of Bridge -
2. Sample of Concrete Bridge

Photograph
No.1 From the right No.2 From the left

No.3 From the right downstream No.4 From the left downstream

No.5 From the right upstream No.6 From the left upstream

No.7 From the center to downstream No.8 From the center to upstream

Appendix-6-3
 - Technical Manual on Inspection and Diagnosis of Bridge -
3. Sample of Bailey Bridge

Photograph
No.1 From the right No.2 From the left

No.3 From the right downstream No.4 From the left downstream

No.5 From the right upstream No.6 From the left upstream

No.7 From the center to downstream No.8 From the center to upstream

Appendix-6-4
MANUAL 2 : Technical Manual on Repair and
Strengthening of Bridge
Technical Cooperation Project for Capacity Development
in Construction and Maintenance of Bridges
in the Kingdom of Bhutan

Technical Manual on
Repair and Strengthening
of Bridge

April 2022

Department of Road
Ministry of Works & Human Settlement
Royal Government of Bhutan

Japan International Cooperation Agency

 TABLE OF CONTENTS
1. Introduction .....................................................................................................................................1
1.1. Purpose......................................................................................................................................1
1.2. Scope .........................................................................................................................................1
1.3. Target ........................................................................................................................................1
1.4. Structure ...................................................................................................................................2
1.5. Definition ..................................................................................................................................2
2. Maintenance of Bridges ...................................................................................................................5
2.1. Purpose......................................................................................................................................5
2.2. Scope .........................................................................................................................................5
2.3. Target ........................................................................................................................................5
2.4. Maintenance Cycle ...................................................................................................................6
2.4.1. Inventory............................................................................................................................8
2.4.2. Inspection ...........................................................................................................................8
2.4.3. Evaluation..........................................................................................................................8
2.4.4. Diagnosis............................................................................................................................9
2.4.5. Planning .............................................................................................................................9
2.4.6. Maintenance Works ...........................................................................................................9
2.4.7. Design ................................................................................................................................9
2.4.8. Repair Works ...................................................................................................................10
2.4.9. Strengthening Works ......................................................................................................10
2.4.10. Recording and Updating ..............................................................................................10
2.5. Policy .......................................................................................................................................10
3. Repair and Strengthening ............................................................................................................. 11
3.1. Repair ...................................................................................................................................... 11
3.1.1. Purpose ............................................................................................................................ 11
3.1.2. Scope ................................................................................................................................ 11
3.1.3. Target ............................................................................................................................... 11
3.1.4. Policy ................................................................................................................................12
3.1.5. Applied Codes ..................................................................................................................12
3.2. Strengthening .........................................................................................................................12
3.2.1. Purpose ............................................................................................................................12
3.2.2. Scope ................................................................................................................................13
3.2.3. Target ...............................................................................................................................13
3.2.4. Policy ................................................................................................................................13
3.2.5. Applied Codes ..................................................................................................................14
4. Maintenance Works .......................................................................................................................15
4.1. Purpose....................................................................................................................................15

i
 4.2. Planning ..................................................................................................................................15
4.3. Maintenance Works ................................................................................................................15
4.3.1. Drainage Facilities ..........................................................................................................15
4.3.2. Sedimentation Deposition (Debris and Soil) ..................................................................17
4.3.3. Plantation, Obstacles on the Bridge Surface .................................................................18
4.3.4. Road Facilities .................................................................................................................18
4.3.5. Wearing Course, Pavement .............................................................................................19
5. Repair Works..................................................................................................................................22
5.1. Planning ..................................................................................................................................22
5.2. Detailed Observation ..............................................................................................................25
5.2.1. Whole Bridge ...................................................................................................................25
5.2.2. Common method for all the members of bridge .............................................................28
5.2.3. Superstructure.................................................................................................................29
5.2.4. Substructure ....................................................................................................................42
5.2.5. Miscellaneous Members ..................................................................................................44
5.3. Detailed Design ......................................................................................................................47
5.3.1. Whole Bridge ...................................................................................................................47
5.3.2. Superstructure.................................................................................................................50
5.3.3. Substructure ....................................................................................................................62
5.3.4. Miscellaneous Members ..................................................................................................64
5.4. Repair Works ..........................................................................................................................70
5.4.1. Whole Bridge ...................................................................................................................70
5.4.2. Superstructure.................................................................................................................72
5.4.3. Substructure ....................................................................................................................95
5.4.4. Miscellaneous Members ................................................................................................100
6. Strengthening Works ...................................................................................................................109
6.1. Planning ................................................................................................................................109
6.1.1. Mid-term Strengthening Plan.......................................................................................109
6.1.2. Strengthening Plan of Individual Bridges ................................................................... 110
6.2. Design ................................................................................................................................... 113
6.2.1. Strengthening against Live Load Increase .................................................................. 113
6.2.2. Strengthening against Seismic Load Increase ............................................................. 116
6.2.3. Strengthening against Flood Discharge Increase ........................................................ 118
6.2.4. Waterproofing ................................................................................................................ 119
6.3. Strengthening Works ............................................................................................................121
6.3.1. Strengthening against Live Load Increase ..................................................................121
6.3.2. Strengthening against Seismic Load Increase .............................................................130
6.3.3. Strengthening against Flood Discharge .......................................................................140
6.3.4. Waterproofing ................................................................................................................141

ii
APPNDIX
1. Introduction of New Technologies ........................................................................................ App. - 1
1.1. Repair ............................................................................................................................. App. - 1
1.1.1. Example of Repair Works of Steel Girder Bridge ................................................. App. - 1
1.1.2. Example of Repair Works of Concrete Girder Bridge ......................................... App. - 16
1.1.3. Example of Repair Works of RCC Slab ................................................................ App. - 25
1.1.4. Example of Repair Works of RCC Substructure ................................................. App. - 29
1.1.5. Example of Repair Works of Miscellaneous Members ........................................ App. - 37
1.2. Strengthening .............................................................................................................. App. - 43
1.2.1. Example of Strengthening Works of Steel Girder Bridge ................................... App. - 43
1.2.2. Example of Strengthening Works of Concrete Girder Bridge ............................ App. - 49
1.2.3. Example of Strengthening Works of RCC Slab ................................................... App. - 54
1.2.4. Example of Strengthening Works of RCC Substructure .................................... App. - 59
1.2.5. Example of Strengthening Works of Miscellaneous Members ........................... App. - 62

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 - Technical Manual on Repair and Strengthening of Bridge -

1. Introduction
1.1. Purpose
There are over 300 bridges on National and Dzongkhag highways and some of them are in
dangerous condition due to the damages by natural disaster, overloaded vehicles, and serious
deterioration. Maintaining the condition of the bridge is indispensable to maintain the highway network
nationwide and to sustain the regional economic development. Since Bhutan faces heavy rain caused by
monsoon every summer, bridges in Bhutan tends to deteriorate more rapidly than in other mild climate
and environment. Therefore, the bridges in Bhutan requires very careful observation and treatments to
maintain its soundness so that the road users, such as vehicle drivers, pedestrians, as well as those who
are deeply depend upon the transportation of goods by roads.
This manual follows the policy, technical standard, technical skills of bridge repair and
strengthening and aims to improve current and future level of Bhutanese bridge management on
highways. It covers the planning of repair and strengthening based on the inspection results, detailed
design and construction work on repair and strengthening. It also covers some of the maintenance works
which are important to secure the safety of the road users.
This manual guides the personnel and engineers who are involved in operation and maintenance
of the highway bridges, how to deal with and recover the damages efficiently and effectively which are
occurred on the bridge members and also the entire bridge.
This manual targets to improve the current Bhutanese operation and maintenance of the highway
bridges not only technically but also in procedure so that the damages would be repaired more rapidly
than current procedure. It can be referred to the situation for other bridges in minor/local roads and
would improve the technical and administration level of local governmental organization for operation
and maintenance of bridges.

1.2. Scope
This manual treats bridge with more than 5m of length on national and dzongkhag highways. It
treats concrete slab, concrete girder, steel girder, steel truss and single and multi-span bailey bridges. It
does not treat bridges with other superstructure types, such as suspension bridge, cable stayed bridge,
extra dozed bridge, composite girder bridge, and other bridges which requires special treatment to
execute repair and strengthening.
This manual treats repair and strengthening methods of limited types of damages. There are other
damages of bridge and bridge members which are not explained in this manual. If responsible personnel
or engineer faces the requirement of repairing and strengthening such damages, they shall refer to other
documents or advises from experienced experts from other organization to solve the issues.

1.3. Target
This manual targets to improve the level of repair and strengthening of national and dzongkhag
highways to secure the safety for road users including immediate action to the damages. It also targets

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to demonstrate the preventive methods to have a further target for future.

1.4. Structure
Chapter 2 explains the overall maintenance of bridges. It explains the cycle of maintenance to
improve the knowledge of the responsible personnel and engineers. It also emphasizes that maintenance
is continuous work to maintain the soundness and safety of bridges. Ad-hoc treatment shall not be
executed to the remarkable damages which are found on the members of bridges.
Chapter 3 notes the definition of repair and strengthening.
Chapter 4 demonstrates the details of maintenance works which are important to prevent the rapid
deterioration of the bridge members.
Chapter 5 demonstrates the details of repair works by materials and members.
Chapter 6 demonstrates the details of strengthening works by materials and members.
And appendix introduces some samples of new technologies of repair and maintenance from
Japan s experiences.

1.5. Definition
Technical terms mentioned in this manual is defined as follows,
[Repair]: Recovery of structural/functional damage of bridge member(s) up to its
original condition which meets original design condition.
[Strengthening]: Making the existing bridge member stronger than its original
design/construction in terms of strength and durability. It could be better-
known as Retrofitting in Bhutan or well-known as Reinforcement
worldwide. The term Strengthening is applied in this manual.
[Maintenance Work]: Activity which keeps bridge member strong, durable, and functional or
retard the deterioration.
[Inspection]: Recognizing the status and condition of the bridge and its members to
collect the data/information for check/definition of its current condition
and soundness of the bridge. It is divided into three phases. The most
frequent is [Routine Inspection] which shall be done once a week, less
frequent is [Periodic Inspection] which shall be done once in every 2 to
5 years. The last one is [Inspection at the time of abnormality] which shall
be done just after when the bridge is heavily damaged. It is more well-
known as Emergency Inspection to check whether the bridge is in safe
condition for traffic, has enough soundness to bear the internal/external
loads.
[Inventory]: Record the initial and current status of the bridge
[Evaluation]: Based on the results of inspection, the bridge members are
checked/defined its current condition and soundness. Each member
would be evaluated and defined the damage degree following the
Technical Manual on Inspection and Diagnosis of Bridge.

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 - Technical Manual on Repair and Strengthening of Bridge -

[Diagnosis]: Based on the result of evaluation, each damage shall be judged and
decided how to treat the damage for the safety of the traffic. Diagnosis
clarify the cause of the damage and forecast the near future deterioration
roughly to judge whether the emergent/immediate treatment is necessary
or not.
[Bailey Bridge]: Bailey bridge is a segmental steel superstructure which was originally
developed for the military troops to cross the water flow without
constructing abutments at the both ends of it. It is applied as semi-
permanent bridge in many developing countries as well as Bhutan placed
on the abutments at the both ends.

Figure 1.1 Bailey Bridge

[Damage]: Condition of members with insufficient specification, such as scale,
strength, durability, and function. It is the generic term of
structure/members with functional decline, including time deterioration,
defect, and fatigue
[Deterioration]: Functional decline of members related over time
[Defect]: Lack of quality which structure/members shall maintain from initial
condition by exceeding the permissible limit.
[Fatigue Crack]: Damage of steel members caused by repeated load. It often occurs at the
connecting section and sudden change of cross section as a crack.
[Durability]: Quality which shows how long the member could bear expected load and
external environment. It depends on the initial specification of the
member. However, it can be prolonged by appropriate and sufficient
maintenance.
[Strength]: Quality which shows how strong the member could bear stress and
sectional force.
[Service Life Prolongation]: Concept of prolonging service life of bridge/members by executing
appropriate and sufficient maintenance. It is considered that it could
prolong the durability and reduce life cycle cost. It is also expected to
average the maintenance cost to maintain sufficient service level of the
bridge.

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 - Technical Manual on Repair and Strengthening of Bridge -

[Maintenance]: Cycle of activities which maintain traffic safety, durability, strength, of

bridge and prevent the 3rd party from injury, such as inventory, inspection,
investigation, evaluation, diagnosis, repair, and strengthening.
[Site Reconnaissance]: Field activity which confirm the site condition, method to access the
bridge members, construction planning of repair/strengthening
[Detailed Observation]: Close investigation of damaged/deformed members which could not be
clearly inspected in the periodic inspection. It often requires non-
destructive inspection to investigate the internal condition of the member.
[Non-destructive inspection]: Method of inspection to investigate the internal condition of the members
without direct observation. It includes methods utilizing ultrasonic wave,
radiation, electromagnetic induction, and etc.
[Emergency Measures]: Measures to be taken when damage(s) which threaten safety of traffic
and/or stability of bridge are found. It includes temporary treatment to
prevent the collapse of the bridge, traffic regulation, traffic closure, and
etc.
[Follow-up Monitoring]: Treatment for damages which are not serious and diagnosed that the
repair/strengthening is not necessary until next periodic inspection. The
road operator shall observe these damages regularly and monitor the
condition. If there is a considerable change of the damages, it shall be
reported and countermeasures shall be executed.
[Aseismic Strengthening]: Measure of strengthening of bridge/members to gain the capacity to resist
against expected earthquake. It is often applied to old bridges which are
designed with outdated design standard.
[Superstructure]: Bridge member above bearings, such as girder, slab, and other
miscellaneous members. This manual treats RCC girders, RCC slabs,
Steel girder, and Bailey bridge superstructure.
[Substructure]: Bridge members below bearings, such as piers and abutments. This
manual treats substructure which are made of RCC or Masonry.
[Steel structure]: This manual treats steel girder bridge and Bailey bridge as steel structure.
[Concrete structure]: This manual treats members made of RCC, PSC, and plain concrete as
concrete structure.
[Masonry]: This manual treats masonry which forms abutments, piers, and
revetments.

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 - Technical Manual on Repair and Strengthening of Bridge -

2. Maintenance of Bridges
2.1. Purpose
No matter what material the bridge is made of, all the members start to deteriorate by the traffic
and external environment right after it is constructed. The bridge shall be taken care of by its operator
from the beginning of its service life till its closure. However, the period of the service life could be
different not only by the quality of design and construction but also the quality of operation and
maintenance. This chapter s purpose is to define the cycle of maintenance activities for installing and
improving the maintenance system and structure of bridges on Bhutanese national and dzongkhag
highway network.

2.2. Scope
Maintenance of bridge is required to be executed during the entire service life. It is divided into
4 categories, such as [Routine], [Periodic], [Corrective], and [Emergency] maintenance. [Routine]
maintenance is a set of relatively small works, such as patrol, removing obstacles of traffic (animal
carcass, fallen freight, fallen branch, etc.) and etc. [Periodic] maintenance is a set of the activities which
are executed periodically such as periodic inspection, evaluation, diagnosis, design, repair, recording
and updating the inventory. Periodic replacement of certain equipment such as light bulbs is included.
[Corrective] is treatment which is done to repair the damage found in inspection or patrol. Repair of the
damages based on the periodic maintenance is also a type of [Periodic] maintenance, and based on the
routine patrol is also a part of [Routine] Maintenance. The last is [Emergency] maintenance which are
done after very severe damage is found at any time of the service life. It is often found after the natural
disaster, such as flood, land slide, earthquake, storm, lightning, and etc. Vehicle or vessel accident is
another cause of necessary [Emergency] maintenance.
There is new concept of maintenance which are called [Preventive] maintenance. This is a concept
of repair and maintenance works which applies repair methods and materials that retard the deterioration.
It leads to the condition with less repair works and prolong the service life. It is expected to reduce life
cycle cost of the bridge.
This manual focuses on the [Routine], [Periodic], and [Corrective] maintenance and describe the
procedure and details of the maintenance and repair methods. It also introduces [Preventive]
maintenance methods for future improvement.

2.3. Target
Considering the bridge maintenance level, the target for near future is to complete the
maintenance cycle to realize [Routine], [Periodic] maintenance by installing BMS and several manuals
for maintenance.
By realizing the [Routine], [Periodic] maintenance, [Corrective] and [Emergency] maintenance
can be executed by applying similar procedures and details.
Methods of [Preventive] maintenance is for long-span future improvement which can be applied
gradually judging the necessity of each method.

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2.4. Maintenance Cycle

Maintenance shall be executed in several cycles. [Routine] maintenance is started basically by
patrolling the bridge and checking its condition from the surface. If severe damage which requires
[immediate] treatment, it will be done by appropriate methods. If the damage requires continuous
[follow-up monitoring], it will be monitored in routine patrols since then. [Immediate] treatments are
such as refilling the pot-hole of the surface, removing obstacles of traffic, or installing alert signs to keep
away the road users from danger until the sufficient treatment is done. [Emergency] treatment, such as
traffic control or tentative repair works, are done to secure the safety of traffic and the basic soundness
of the bridge when the recognized damage is severe and dangerous. It would be followed by appropriate
repair works to recover the strength/durability of the member(s). (Refer to Figure 2.1)

There are 4 options for necessary treatment in routine maintenance, one is to execute [immediate]
treatment, next is to execute continuous [follow-up monitoring], next is to execute [emergency]
treatment, and the last is to [repair immediately]. Any damages recognized and treatment executed shall
be recorded with the results to database.

Routine
Patrol

Evaluation
Necessary
of
Treatment
Damages

Diagnosis
of
Damages

Figure 2.1 Maintenance Cycle of Routine Maintenance

[Periodic] maintenance is started by checking the most of the members of the bridge, theoretically
and ideally it shall be checking all the members of the bridge directly/indirectly, in periodic inspection.
The collected data/information of the periodic inspection is the very basic data/information. The
collected data/information are recorded as the results of periodic inspection and evaluated and diagnosed
to plan the maintenance implementation plan till next periodic inspection. Based on the result of
diagnosis, every damage is planned to be treated necessarily, whether it would monitored in routine
inspection, continuously monitored specifically, or repaid including replacement. (Refer to Figure 2.2)

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 - Technical Manual on Repair and Strengthening of Bridge -

Pericodic
Inspaection
(Recording)

Evaluation
Necessary
of
Treatment
Inspection

Diagnosis of
Damages

Figure 2.2 Maintenance Cycle of Periodic Maintenance

If the damage requires repair, it shall be planned to be repaired and executed as it is planned. The
repair shall include removing the cause of deterioration/damage. Therefore, in planning and designing
of the repair works, the cause shall be carefully investigated and defined.

Not only the technical aspect, but also the financial procurement shall be considered to realize the
actual repair works, including the detailed design. After the repair works are completed and the damages
are recovered, the details of repair works and its result shall be recorded to the inventory of the bridge.
(Refer to Figure 2.3) If the damage is judged that it does not require the repair until the next periodic
inspection, it will be continuously monitored as follow-up of the inspection results till next periodic
inspection. The condition of these damages shall be carefully checked specifically after the natural
disaster, such as flood, land slide, earth quake, storm, lightning, and etc. It shall be checked by site after
a monsoon season.

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 - Technical Manual on Repair and Strengthening of Bridge -

Assumption of Cause of Damage

Selecting Observation Method

Detailed Observation

Evaluation of Detailed Observation

Detailed Design

Repair Works

Recording the Results to Database (Inventory)

Figure 2.3 Procedure of Necessary Treatment (Repair)

[Emergency] maintenance is done after the sudden occurrence of damages which aggravate the
safety of traffic or soundness of the members of bridge. Basic procedure of the cycle is similar to that
of the [Periodic] maintenance. However, it shall be done much more rapidly to execute the emergency
measures.

2.4.1. Inventory
Inventory is the data/information of bridge including bridge ledger, periodic inspection result,
replace/repair/strengthening history of the members, and other important remarks related to the bridge.
It is the very basic record of the bridge from its opening to the present. Since repair works targets the
initial condition of the member/bridge, it is very important to archive the history of the member/bridge,
such as the initial condition, details of inspection results, and details of replace/repair/strengthening
history of the members.

2.4.2. Inspection
Inspection is divided into 3 phases, [Routine Inspection], [Periodic Inspection], and [Inspection
at the time of abnormality] ( Emergency Inspection ). Chapter 1 of the Technical Manual on Inspection
and Diagnosis of Bridge prepared by CAMBRIDGE, JICA shall be referred to for the details of each
phase and overall inspection. Any damage or change from the initial condition shall be recorded in
drawings and in texts, which describes the details of the damage/deformation. There are Inspection
Sheet prepared by CAMBRIDGE, JICA for recording the inspection. However, if other documents are
necessary to record the details of damage/deformation, it shall be prepared.

2.4.3. Evaluation
Each damage/deformation of the members of the bridge shall be evaluated to define the degree of

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 - Technical Manual on Repair and Strengthening of Bridge -

damage. The details of the evaluation standard are described in apeendix-2 of the Technical Manual on
Inspection and Diagnosis of Bridge prepared by CAMBRIDGE, JICA. The degree is divided into from
2 to 4 categories for each damage/deformation. Result of the evaluation is the basis of the following
diagnosis of each members with damage/deformation.

2.4.4. Diagnosis
The results of each damage/deformation shall be diagnosed to define the policy of treatment.
Study and definition of the cause of each damage/deformation is very important in diagnosis. If the
damage/deformation is severe and obligating the users to face the danger, or the soundness of the bridge
is in critical condition, it would need emergency measures . If the deterioration progress is rapid, it also
requires emergency measures . Therefore, not only the degree of damage/deformation is important but
also the speed of deterioration progress is very important in diagnosis.
The details of the diagnosis standard are described in apeendix-3 of the Technical Manual on
Inspection and Diagnosis of Bridge prepared by CAMBRIDGE, JICA.

2.4.5. Planning
The most important result in planning the maintenance is whether the treatment to each
replace/repair/strengthening works be executed before next periodic inspection or not. If the results of
diagnosis of each damage/deformation indicates the necessity of treatment, it shall be planned to execute
the treatment before next periodic inspection.
In planning the treatment in detail, it shall be defined that what kind of works shall be required
for each damage/deformation and how important to execute the works. If the details of works is
relatively simple and easy to execute, and also it is on very important bridge, one of the top priority shall
be given to procure the financial resource for the works. Rough prioritization process is performed in
BMS which is installed to DOH, MoWHS by CAMBRIDGE, JICA, and the policy is described in the
final report of the CAMBRIDGE project.

2.4.6. Maintenance Works

Maintenance works are relatively small in quantity and easy to execute. Therefore, it shall be
executed relatively quickly. This manual focuses on cleaning and pruning around the bridge. The details
are shown in Chapter 4 in this manual.

2.4.7. Design
Designing the repair works, the member shall regain its initial strength and function. Therefore
first step of the design is to define the initial strength of the members which will be repaired. This is
setting the target of repair works of members which will be repaired.
The next step is to define the current condition of the members which will be repaired. The
data/information collected in periodic inspection is not sufficient for definition of the current status in
detail. Detailed observation is required in this case. This is setting the beginning point of repair works
of members which will be repaired.
Selecting repair method is shown in Chapter 5 in this manual.

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Moreover, if the cause of damage/deformation is aggravating the damaged/deformed member

severely, it shall be removed before the replace/repair/strengthening works are executed. If this process
is ignored or depreciated, repaired member would be re-deteriorated rapidly after the completion of the
repair works.
In designing the strengthening works, the target strength and durability shall be defined to set the
target of the strengthening works. Other procedure would be similar to that of repair works.

2.4.8. Repair Works

Repair works are relatively with larger quantity and require more and larger equipment to execute
than maintenance works. It also require more budget than maintenance works. This manual focuses on
repair works of each damage/deformation which are recorded in periodic inspection. The details are
shown in Chapter 5 in this manual.

2.4.9. Strengthening Works

Strengthening works are relatively with larger quantity, require specific materials, and more and
larger equipment to execute than repair works. It also require more budget than maintenance works. This
manual focuses on strengthening works utilizing PC strand/cable, CFRP, and aseismic strengthening.
The details are shown in Chapter 6 in this manual.

2.4.10. Recording and Updating

Results and details of periodic inspection, Detailed observation,
maintenance/repair/strengthening works shall be recorded the bridge database utilizing the Bridge
Ledger and BMS installed by CAMBRIDGE, JICA, to upgrade the inventory of the bridge. This upgrade
is very important and indispensable to start the next maintenance cycle of the bridge.

2.5. Policy
It is very important to set the policy of bridge management/maintenance to execute the
maintenance cycle of the bridge effectively and efficiently. If there is not any specific policy the
treatment would be ad-hoc and severe damage/deformation would remain on bridges in same route with
the bridge that the treatment works has been executed. This would cut the road network very easily and
leave negative impact to reginal economy.
Moreover, designing extraordinary level in repair works would spent wasteful budget which could
be spent on repair works for other bridges. This could leave similar unintended condition of the road
network with the condition mentioned in previous paragraph.
It is required to set a certain service level as a minimum level of maintenance. It means that if the
bridge/member is below this minimum service level, all the damage shall be repaired or replaced by
new bridge/member. Ideally speaking, all the damage below this minimum service level shall be repaired
immediately. However, it is not easy for any road operator due to their budget constraints. Therefore
prioritization of the repair works is very important in actual implementation of maintenance projects,
including maintenance works, repair works, strengthening works, and replacement.

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3. Repair and Strengthening

3.1. Repair

3.1.1. Purpose
Is it true that all the damages found on the members of bridge shall be repaired? To be honest, it is not
true. Damages which needs to be repaired shall be selected by the road operator s maintenance policy and
also repair policy. For instance, the damage with low level of damage and hardly any progress of deterioration,
it does not need any physical treatment. However, it is necessary to plan how to execute all the repair works
which is beyond the service level of the bridge which are shown in the road operator s maintenance policy.
This subchapter 3.1 aims to instruct the necessity of setting repair policy based on the maintenance policy.

3.1.2. Scope
Repair as its definition in Chapter 1, it is a recovery of structural/functional damage of bridge
member(s) up to its original design condition. However, it is not possible to recover all the necessary damages
up to its original design condition due to limitation of time, budget, and technical skills. Therefore,
[Emergency] repair is executed as emergency measure to prevent fatal collapse of the bridge. On the other
hand, repair methods which recover to the original design condition, is regular repair methods.
In the repair woks, there are [Corrective] and [Preventive] methods. The former is the most simple
repair method for any members of the bridge. Frankly speaking, it does not consider after the completion of
repair works and it often does not remove the cause of the deterioration. Therefore, the same damage tends
to occur again in short period. The latter is the repair method which has function of retarding the deterioration.
It usually removes the cause of deterioration to the maximum. It often have stronger materials to external
environment and bear the strong load, repetition of load, severe environment condition.
Bridge is a complex structure formed by numerous members made by different materials. Damages
are often composed of several damages at the same location/member. This makes the selection of the repair
methods very difficult and complicated.
This manual treats the repair methods which recover the damage to the original design condition, and
mainly [corrective] repair method referring the cause of the deterioration. And it also deals with the single
damage, not complicated damages composed of several damages. To repair the complex damages, all the
types of damages must be repaired. If the repair method become too complicated and expensive, the member
shall be replaced by new members with removing the cause of the deterioration. [Preventive] methods are
also treated in this manual, however it is demonstrated as methods which shall be considered as an alternative
in selecting the repair method. [Preventive] methods are provided as a reference which are realized in special
occasions with sufficient budget and well experienced engineers involved in the project.

3.1.3. Target
Target for repair works is always its initial design condition. Therefore, it is extremely important to
define the original condition. Defining the original condition incorrectly misleads the design and construction
of repair to inappropriate result. The responsible engineer of designing the repair works shall put all his effort
to define original condition correctly with scarce difference. The alternative methods to define the original

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condition are described in Chapter 5.

However, in case of [Emergency] repair or the road operator s maintenance policy permits lower
service level temporarily or permanently than its initial condition to prevent the collapse of the bridge, the
target shall be set individually.

3.1.4. Policy
Policy of repair shall be recovering the damage to its initial design condition of repaired member
ideally. If the top priority to sustain the soundness of the bridge to keep the basic safety of the traffic, the
target level is lower than the initial design condition. If the road operator s operation policy is to minimize
the disconnection of road network, the target level is also lower than the initial design condition. Therefore,
operation & maintenance policy for road network, the entire route, crossing of the major rivers, and individual
bridge affects the target of repair works. The policy shall be set considering the financial and technical
condition of the road operator. When the policy is made, it is not difficult to fix the target to fulfil the policy.

3.1.5. Applied Codes

Design Code of India published by IRC is equivalent to Design Code of Bhutanese Highway Bridges.
It shall be applied to set the initial design condition. If the bridge s initial design condition does not satisfy
the conditions which are mentioned in this code. The bridge shall be strengthened to satisfy this code.

3.2. Strengthening

3.2.1. Purpose
What is the difference between Strengthening and Repair? As the definition of the term in Chapter 1,
Strengthening requires improvement of strength/durability. On the other hand, repair just recover the damage
to original condition mainly in strength and function. Therefore, the needs of repair depends on the current
condition of members of the bridge, and the needs of the strengthening depends on the original condition of
members of the bridge.
Based on this fact mentioned in the paragraph above, the necessity of the strengthening is dependent
on the existence of the bridge which has members with insufficient strength/function. Bridge with this
condition shall be immediately strengthened ideally. The reasons are that members with insufficient strength
would easily be deteriorated/damaged if it is left as it is, and also could make dangerous situation for road
users, such as collapse of superstructure, invert of substructure, big gap on the bridge surface, or etc.
On the other hand, the needs of road users including inhabitants of areas around the bridge grow
gradually, for instance the needs of heavier trucks and buses, strong resistance to natural disaster (flood,
earthquake, land slide, etc.). This growth of needs affects the design policy and force, also upgrades the
design code. In completion of upgrading the code, all the existing bridges become the bridges which has
members with insufficient strength/function.
Therefore, strengthening have 2 aspects, one is to improve the condition of bridge, specifically old
bridges, to satisfy current design code, and the other is to improve the condition of all the existing bridge to
meet the latest needs of road users. This subchapter aims to instruct the importance of strengthening works
and prioritization of execution by setting the strengthening policy.

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3.2.2. Scope
Scope of strengthening is very simple. It is to improve the strength/durability of members of bridge
up to the level to satisfy the current design code. If the superstructure does not have capacity to bear the
design live load, it shall be strengthened. If the substructure does not have capacity to bear the design
earthquake, it shall be improved to bear the maximum seismic load defined in the design code. If the opening
of the river flow is not sufficient, it shall be increased whether by adding extra span(s) or raising the elevation
of superstructure.
In selecting the strengthening method and its materials, there are [Corrective] and [Preventive]
methods similar to the scope of repair.
Bridge is a complex structure formed by numerous members made by different materials.
Strengthening a member could involve several smaller members which forms the member to be strengthened.
This makes the selection of the strengthening methods very difficult and complicated.
This manual treats the strengthening of single unit of members, such as girders, superstructure,
substructure, the entire bridge, for instance. The methods are basically [Corrective] methods which satisfy
the minimum requirement. [Preventive] methods are demonstrated as a reference which are realized in special
occasions with sufficient budget and well experienced engineers involved in the project.

3.2.3. Target
Target for the strengthening works is always the current design code. Since strengthening shall be done
to the members with insufficient strength/durability, the design engineer shall define the extent of
improvement. To define the extent of improvement, it is very important to define the current condition of the
member, which identify the capacity of the current member which is to be strengthened. The responsible
engineer of designing the strengthening works shall put all his effort to define the capacity of current member
correctly with scarce difference. The alternative methods to define the capacity of current members are
described in Chapter 5.
Moreover, strengthening works are done to all the members without sufficient strength/durability and
it does not matter how sound the members are. If the member is sufficiently sound, the strengthening work
can be executed immediately. However, if the member is damaged or deteriorated above certain level, it shall
be repaired to recover the soundness prior to execution of strengthening works. Therefore, the responsible
engineer of designing the strengthening works shall consider carefully the soundness of the member and the
repair work shall be added if the soundness is defined as below the sufficient level.

3.2.4. Policy
Policy of Strengthening shall be improving the strength/durability of the member of the bridge from
its original to upgraded level. Ideally all the bridges shall be strengthened if the design code is upgraded with
new design condition which existing bridges does not have the capacity to bear it. If the design seismic load
is increased due to the occurrence of historical record breaking earthquake in the region, all the bridges shall
be strengthened if the road operator s strengthening policy is to make all the bridge bearable to the historical
largest earthquake.
However, there would require considerable amount of budget and period of time to realize this policy.

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Therefore, there shall be prioritization of execution by importance of the bridge, judged by traffic volume,
importance of the route, existence of detour route, or etc. Road operator could decide not to strengthen the
bridge of feeder route of main axis/arterial routes until all the bridges of arterial routes are strengthen due to
budget constraints, for instance. If the strengthening is due to increase of live load, road operator could give
up the strengthening of feeder road and execute the traffic control and regulate the maximum weight of the
vehicles. Since upgrading the design code require so much budget to fulfil the new code, it can be executed
gradually by setting the policy as is mentioned above.
On the other hand, there are needs of strengthening of old bridges which does not satisfy current design
code to satisfy the design condition of current code. This situation can be solved by setting the prioritization
to the bridges by importance of the bridge when there are various number of bridge to be strengthened.
The policy reflects to prioritization procedure. It shall be set considering the financial and technical
condition of the road operator. When the policy is made, it is not difficult to prioritize the bridge to be
strengthened and plan the execution.

3.2.5. Applied Codes

There are no new upgraded design code for road bridges recently in Bhutan. Therefore, there are no
needs to strengthene all the bridges which are operated by DOR in this moment. However, there are many
bridges which does not satisfy current design code. Design Code of Bhutanese Highway Bridges shall be
applied to set the target in designing the strengthening work.

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4. Maintenance Works
4.1. Purpose
Maintenance works are applied to the damage which are repaired relatively easily and occurred to
small equipment. It is also done to improve the condition of the bridge to keep bridge member strong, durable,
and functional or retard the deterioration. Moreover, it is executed to maintain the safety of the traffic.
The works described in this chapter are as follows, cleaning the clogging of the drainage basin, pipes,
expansion joint, and bearings, removing obstacles on surface, cutting the plants extending over the bridge,
removing debris flown by flood, replacing the small facilities on the bridge, and patching the asphalt
pavement on the surface.

4.2. Planning
There are 3 patterns of planning the maintenance works. One is [Regular] maintenance works, next is
[Prior] and the last is [Subsequent]. [Regular] maintenance work is to be done in the period set by the works,
replacing the light bulbs every 5 year for lighting, for instance. [Prior] maintenance works are done irregularly
but before the damage/situation gets severe. [Subsequent] maintenance works are done irregularly and after
the damage/situation is in serious condition. Either of them can be applied for 1 maintenance work. For
instance, cleaning the clogging of the drainage basin can be done regularly, provided once in every 6 months,
the period can be shorten when the drainage basin is clogged more than 80% of its cross section and clean it
immediately. The former is [Regular] and the latter is [Prior]. It can be executed after the heavy rain with its
cross section totally clogged. This case is [Subsequent]

4.3. Maintenance Works

In this subchapter, the points to be checked in the Routine Patrol, emergency treatment and
maintenance works which shall be made after recognition of the damage is described. The damages are of
drainage facilities , sediment deposition (debris and soil) , plantation, obstacles on the bridge surface ,
road facilities , and wearing course, pavement .

4.3.1. Drainage Facilities

Check points of drainage facilities is clogging of the drainage basin and pipes and water leakage from
the drainage system. If there is puddle on the surface after the rain for long period of time, it shall be recorded.
Clogging of drainage basin and pipes leaves rain water on the surface of the bridge as puddles or
concentration of drainage to the lower side of the superstructure (girder/slab). Puddles can supply water into
the slab and infiltrated water deteriorates the rebar inside the slab. This would produce cracks on the slab,
peeling off and rebar exposure, and end up with partial loss of the slab (Hole(s) fully pass through the slab).
Concentration of the drained water to the lower end of the superstructure produce clogging at the
expansion joint and sediment deposition around the bearings. It would accelerate the corrosion and
deterioration of the expansion joint and bearings and end up with a considerable amount of superstructures
drop and leaves gap on the surface. It would make the traffic to face the danger in crossing the bridge.
The following figures shows the examples of the damages of drainage basin. It sometimes has plants
growing from the dirt clogging the basin.

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Figure 4.1 Example of clogging of drainage basin

The following figures shows the examples of water leakage due to the missing drainage pipes. It will
wet the girder and other members and accelerates the deterioration.

Figure 4.2 Example of Water Leakage (missing drainage pipes)

Maintenance work for clogging can be executed on the surface of the bridge. If it can be removed by
hand, the dirt can be removed immediately. If the dirt is well compacted, special equipment like water jet
cleaner shall be prepared for cleaning. Both examples above requires water jet cleaner for maintenance works.

Waterjet Cleaner

Nozzle for Pipe Cleaning

Foot Valve

Figure 4.3 Example of Cleaning Drainage Pipes by Waterjet Cleaner

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Water leakage from the drainage system requires replacement or reinstallation. Both example above
require reinstallation of the drainage pipes. This work is beyond maintenance works and shall be considered
as repair works, which require scaffoldings for the workers to access. Cleaning of the drainage basin and
pipes of upstream shall be done prior to the reinstallation works. The bottom end of the drainage pipe, which
is the flow end of the drainage system, shall be placed where the drainage flow does not wet bridge structures,
such as substructures, revetment. If the pipe is short with wind blowing from bottom of the valley, the flow
would be blown up to wet the superstructure. In this case, sufficient length shall be secured in reinstallation.
The figure below shows the standard scale of placing the drainage pipe by the outer girder in the middle of
spans. If the drainage pie is near the substructure, the end of drainage pipe shall be extended to the height
which does not wet the substructure.

Drainage Pipe Bottom End

Cut shape to face Centerline

Figure 4.4 Example of Bottom End of Drainage Pipe

4.3.2. Sedimentation Deposition (Debris and Soil)

Sedimentation of debris and soil can be happened on the surface of the bridge, on the bridge seat of
abutment and/or pier, and around the pier. It shall be cleaned as early as possible to prevent the member from
touching the sedimentation for preventive treatment to retard deterioration. Figure below shows the example
of sedimentation. Sedimentation on the bridge seat is most difficult and some of the sedimentation cannot be
removed without scaffoldings. However, the section which is accessible from the bridge surface using water
jet cleaner shall be removed as early as possible. The section cannot be removed from the bridge surface shall
be removed in periodic inspection, detailed observation for design of repair work, or during the execution of
repair works. Sedimentation around the pier often occurs with other damage, such as scour, inclination,
settlement.

(on Surface) (on Bride Seat) (around Pier)

Figure 4.5 Example of Sediment Deposition

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Clogging Water Leakage

Can it be removed Severe, wetting

manually? other member?

No Yes No Yes

Remove during Replacement/

Cleaning Monitoring
Routine Patrol Reinstalment

Figure 4.6 Flowchart of selecting Repair Method of Drainage Facilities

Waterjet Cleaner

Figure 4.7 Example of Cleaning Sediment Deposition by Waterjet Cleaner

4.3.3. Plantation, Obstacles on the Bridge Surface

If the branches of the plant around the bridge grow and invades the clearance for traffic including the
pedestrians, it shall be removed by pruning them immediately after it is found.
If the obstacles are left on the surface of carriageway or foot path of the bridge, it shall be removed
immediately after it is found. The obstacles could be fallen rocks, cut branches, dead animals, and fallen
packages. Leaving these could cause traffic accident which the road operators to be blamed.

4.3.4. Road Facilities

Road facilities which shall be checked in the routine patrol are lighting (bulbs, poles), bridge name
plate, traffic sign boards, road markings, and etc. If the light bulbs are out, it shall be reinstalled immediately.
If it is old enough and could be out any time, it can be replaced in routine patrol. It the lighting or sign board
post are damaged/corroded and in dangerous condition, emergency treatment shall be done to secure the
safety of the traffic. If the road sign or road markings are dirty and cannot be seen by the road users, it shall
be cleaned immediately. Other broken facilities which are not bothering the traffic safety, can be left and

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repaired when other repair works are executed.

4.3.5. Wearing Course, Pavement

Check points of the wearing course, pavement for the routine patrol is crack, and pot holes. It shall be
checked whether sand is coming out from crack of not. The following figure shows the image of the check
point of wearing course for routine patrol.

Crack with sand coming out Spider net shape Crack Pothole

Figure 4.8 Example of Damages of Wearing Course, Pavement

Both abnormity and unevenness shall be repaired by repavement. Before the repavement, the cause of
the damage shall be observed by removing the pavement and check the condition of the slab. It shall be
checked whether the waterproof layer is installed and still stays in sound condition or not. If the concrete is
cracked or the cement is washed away, RCC slab shall be repaired before the repavement. After the RCC slab
is repaired, it shall be made sure that the waterproof layer is installed covering the RCC slab, in other words
between RCC slab and wearing course.
If the abnormity is just the cracks, and unevenness is less than 2cm, it shall be observed in detail
whether the damage is enlarging rapidly or not. If the damage is enlarging rapidly, the cause shall quickly be
removed and the wearing course be repaved. If it is not enlarging so much, it can be monitored in routine
patrol.
If the crack is not spread in the spider net form and the RCC slab condition is sound with waterproof
layer installed, crack can be patched by inserting asphalt emulsion. The figure below shows the example of
the treatment. Repairing the crack as early as possible could prevent or retard the deterioration of deck slab
and girder which are located underneath the deck surface. It is better to treat it as early as possible and recover
the soundness of the wearing course in terms of preventive maintenance.

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Figure 4.9 Example of Crack Patching of Wearing Course

Abnormity Unevenness Sedimentation Deposition

Is it Pothole? Larger then 2cm?

No, Cracks Only Yes No Yes

Detailed Detailed
Repavement Repavement Cleaning
Observation Observation

Figure 4.10 Flowchart of selecting Repair Method of Wearing Course, Pavement

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The workflow of repavement is shown in the figure below.

Preparation Regulate the traffic during the construction

Install the temporary bridge if necessary

Remove Existing Remove the existing wearing course, waterproofing layer

Wearing Course Clean remaining stains on the RCC deck slab surface

Remove the Cause Remove the cause of the damage

Repair RCC deck slab if it is damaged

Waterproof RCC Waterproof RCC deck slab by sheet type or coating type
Deck Slab Waterproof carefully the corner with curb and expansion joint
Refer to the following clause 6.3.4. (1) RCC Deck Slab for details

Repaving Repave the waring course (base course and surface course)
Cure the waring course till it is hardened and cooled down

Finishing Mark the road marking

Open bridge to the traffic

Figure 4.11 Workflow of Repavement

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5. Repair Works
5.1. Planning
Based on the characteristic of each bridge and its damage, selecting appropriate repair method and
timing shall be considered in planning the mid-term plan of repair works of the bridges after getting the
results of periodic inspection. Justification evidence with top priority shall be the measures category which
is defined in diagnosis of periodic inspection. If the damages defined as E1 , those damages shall be in the
group at the top of the list of damages/bridges to be repaired. The next important measures category is E2
followed by C then B . Details are described in Appendix 2, Technical Manual on Inspection and Diagnosis
of Bridge, which is prepared by CAMBRIDGE, JICA
Moreover, damages which affects to large volume of traffic, on the bridge without any detour, damage
with rapid deterioration progress, and etc. shall be given priority for the planning the repair works plan of
group of the bridges with damages. It shall view for at least 5 years or more ahead to level up the soundness
of bridges and service level of the highway network. The prioritization shall follow the maintenance policy
of bridges on highways.
Not only the technical issues to be solved, but also financial procurement shall be obtained to realize
the plan. If the plan is very difficult to be realized with the budget possibly procured, policy shall be revised
to the realistic level. The original policy can be developed as a spring board and modified to realistic policy
for establishing mid-term repair plan. This solution could be an alternative to face the budget shortage
problem.
On the other hand, in planning the repair works of individual bridge/damage, the plan of repair project
shall be established based on the mid-term maintenance plan. The procedure is described in the figure below.

Result of Periodic Inspection

Planing the Repair Project

Seleting the Method of Detailed Observation

Detailed Observation

Detailed Design

Execution of Repair Works (Construction)

Figure 5.1 Procedure of Repair Works (Individual Bridge/Damage)

In planning the repair project, the following item shall be assumed additional to the results of the

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periodic inspection. i) to v) shall be done in detail with accuracy and vi) to ix) could be in tentative level.
i) Scale of Damaged Member and Bridge
ii) Cause of the Damage
iii) Rapidness of the Deterioration Progress
iv) Method of Detailed Observation
v) Quantity and Cost of Detailed Observation
vi) Quantity and Cost of Detailed Design
vii) Alternatives of Repair Method
viii) Quantity and Cost of Repair works
ix) Overall Schedule of Repair Project
The contents of determining each step of the planning the repair project is as follows,
i) Scale of Damaged Member and Bridge
Scale of damaged member and bridge shall be well-known to the road operator to plan the repair
project. The best material to define this item is As-built drawing of initial construction, and
repair/strengthening works if it has been executed. If there is not any as-built drawing preserved,
the design drawing could give the clue of the scale of the member/bridge. However, there often
are major/minor amendments in construction stage, therefore the responsible engineer of road
operator shall not believe that the design drawing reflects the current condition of the
member/bridge. If there is not any drawing available, the detailed topographic survey shall be
executed to collect necessary data of scale of damaged member/bridge in detailed observation. It
will be very basic data to set the quantity of detailed observation, perform detailed design in
sufficient technical level. Missing this data, it is impossible to complete the repair works to
recover the strength/durability of the member.

ii) Cause of the Damage

This is done by result of periodic inspection basically. If the evidence of the cause is not
mentioned in the result, it shall be checked directly by sight and approved by responsible engineer
of road operator. The details of the causes of damage is described in subchapter 5.3.

iii) Rapidness of the Deterioration Progress

To define the rapidness of deterioration progress, the inspection shall be executed at least twice
before planning the repair project. If there is only 1 results of inspection which represent the
damage, additional inspection is required to compare the damage level of 2 points of time to
define the rapidness (speed) of deterioration progress. Ideally it is better to have the results of 3
points of time. If there are results of 3 points of time, it can be defined that the deterioration
progress is accelerating or decelerating.

iv) Method of Detailed Observation

Method of detailed observation depends on the type, location, cause of damage, and material of
damage. The details is explained in subchapter 5.2.

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v) Quantity and Cost of Detailed Observation

Based on the results of periodic inspection data and scale of damaged member, the quantity of
detailed observation by specific method is defined. To complete the quantity calculation, the
results of periodic inspection shall include the scale of damage. If there is not any scale data, it
shall be checked directly by sight to collect necessary scale data and approved by responsible
engineer of highway operator. However, if there are rough scale data from reliable source, the
detailed observation can be started with rough quantity, and amended during the execution of
observation.

vi) Quantity and Cost of Detailed Design

This estimate is made based on assumption made by the results of periodic inspection, and shall
be amended by the quantity of detailed observation. If the result of detailed observation indicates
the revision of quantity of detailed design, it shall be amended during the contract since detailed
design is usually contracted together with detailed observation. If it is contracted separately, it
could be adjusted before the contract.

vii) Alternatives of Repair Method

This assumption is made to assume the repair works quantity and cost. However, the repair
method would be defined based on the result of detailed observation. Therefore, several
alternatives of repair method shall be prepared for planning the repair works. If the results of
periodic inspection is so detailed that it is so obvious to define the repair method, single specific
repair method is sufficient for this assumption.

viii) Quantity and Cost of Repair works

This assumption is just to grasp the project scale in terms of material and budget. It is done based
on the other assumptions which would be fixed after this assumption is made. Since the damages
of members of bridge are mostly invisible, there would be revision of assumption made in this
stage. Bridge operator shall be ready to revise the initial plan of repair project by new findings
which are going to be defined during the project. It is important for fulfilling the necessary
recovery of member/bridge in terms of strength/durability. If there is difficulty of additional
budget in short term, schedule of project shall be amended to satisfy the technical requirements
of repair works.

ix) Overall Schedule of Repair Project

This is also to grasp the scale of the project, and it is also facing the high possibility of revision.
However, revising the schedule shall be done flexibly if the procuring the additional budget is
difficult as is mentioned in the previous paragraph. Technical level of the repair works shall not
be degraded since re-deterioration would happen very rapidly. It would end up wasting the cost
of the repair works with low technical level which does not satisfy technical requirements.

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5.2. Detailed Observation

Each damage with different cause shall be observed with appropriate observation method. In this
subchapter, the details of detailed observation method is explained by type, category, and cause of damage.
All the inspection within accessible distance with scaffolding could be considered detailed observation.
However, the methods of inspection with very simple equipment, such as Crack Gauge and Steel Tape, to
measure the external surface of damages are basically excluded from the contents of this subchapter.
Detailed Observation is basically executed for the damages which are deteriorated/broken including
the internal section of the member. Therefore, there are basically 2 types of methods, one is non-destructive
test, and the other is direct testing of actual member or sample parts which requires collecting sample from
the member. Both methods basically require special equipment. These tests would reveal the area, category,
cause of the damage much more clearly than periodic inspection. In case the data/information of full picture
of the damage is not collected enough and was not reflected sufficiently to the result of the periodic inspection,
appropriate detailed observation shall be executed to the damages to be repaired for providing the
data/information for detailed design.
If the detailed observation is execute for more than twice in mid-term, rapidness of the deterioration
progress can be assumed and could be referred to planning the mid and long-term maintenance plan. The
damage with rapid deterioration progress shall be given higher priority to repair then the bridge with slower
progress.

5.2.1. Whole Bridge

If there is not any general view as-built drawings or design drawings of the bridge, it shall be
reproduced by executing topographic survey. It could be done by using simple total station but it is
recommended to utilize 3D laser scanner for quick implementation. There is mobile 3D laser scanner which
can be carried at the back of human and would not have to be placed at the level condition as ordinary scanner.
This reproduced general view is the very basic information to define the category of damage for whole bridge.
To realize the status of completion of construction, necessary adjustment shall be done in reproducing
the general view. Abnormal gaps, inline, position, deflection, and etc. is the damage which shall be adjusted.
Reproducing the general view could find the damage of whole bridge which could not be recognized by sight
observation.

Figure 5.2 Example of Mobile 3D Laser Scanner

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Figure 5.3 Example of Collected Data of Mobile 3D Laser Scanner

(1) Extraordinary Deflection

Girder and slab bridges are normally designed and constructed without deflection sagging
downwards. However, if the deflection is observed, it shall be surveyed with equipment to define the
scale of deflection. If it exceed the acceptable limit of design code, it shall be immediately repaired or
treated in emergency. If deflection is enlarging, observation shall be executed twice to recognize the
rapidness of enlarging deflection.
The cause of extraordinary deflection could be damaged superstructure/bearings by heavy vehicle
or other reason, or settlement, displacement, or inclination of substructure. Therefore, not only the
condition of deflection shall be observed but also the condition of superstructure, substructure, and
bearing shall be observed and drawn to drawings and recorded as observation report.

(2) Settlement, Movement, Inclination

Reproducing the general view is the most effective detailed observation of the damage. Survey
by equipment of topographic survey indicate the settlement, movement, inclination by comparing with
the general view. Therefore, surveying the suspicious member/bridge is recommended to clarify the
details of damage.
If the foundation is suspected to be damaged and cannot be observed by sight, it shall be observed
by excavating or drain the water covering the foundation. If the damaged substructure has pile
foundation, direct observation of very top section of piles shall be done by excavating the cover soil of
the substructure.
If the bridge has pile bent substructure(s) with damage, and causing the settlement, movement,
and inclination, it shall be observed in detail by its material. If the piles and/or pile cap is RCC, refer to
clause [Link], (1) Concrete, and if the piles and/or pile cap is made of steel, clause [Link], (2) Steel
shall be referred to.

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Figure 5.4 Example of Settlement/Inclination of Substructure which requires Detailed Observation

(Steel Pier) (RCC Pier)

Figure 5.5 Example of Damaged Piers with Pile Bent Structure

(3) Scouring
Reproducing the general view and surveying the substructure by equipment of topographic
survey is also the most effective detailed observation. If the scouring is under the water level, the water
shall be drained and observed to recognize the full picture of the scouring. If the scouring expands
underneath the footing, the area of the scoured soil under the footing shall be surveyed,
The condition of the surface soil of the scoured riverbed shall be checked. If the soil is soft with
small resistance compared to the surrounding soil, the depth of soil with limited resistance shall be
observed and recorded. This lot of soil shall be removed and replaced by selected material in repair.

Figure 5.6 Example of Scouring which requires Detailed Observation

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5.2.2. Common method for all the members of bridge

Addition to the reproduction of general view, actual and exact scale and the current situation of the
member which would be repaired shall be defined to design and draw design drawings for repair works. The
former is Shape and Scale Survey and the latter is Deformation Survey

(1) Shape and Scale Survey

Actual measurement of member(s) shall be executed at the site. Not only the member(s) to be
repaired but also the surrounding members and adjacent objects shall be measured in this survey.
If there is as-built drawings or design drawings of the member which demonstrate the situation
of the member including the surrounding members and adjacent objects, this survey shall be omitted.
However, whatever necessary information is missing, it shall be collected by executing the survey.
Data/information collected by this survey is very basic data/information to understand the
condition of damage precisely. It also indicates the clew to find out the cause of the damage and selecting
appropriate repair method. Therefore it shall be executed as accurate as possible.

(2) Deformation Survey

Details of the damage shall be measured in this survey and recorded as drawings. Explanation to
the drawings shall be noted on the drawings, depth of the crack to the drawings which show the location,
shape, and scale of the crack for instance. To secure the accuracy, it shall be executed within accessible
distance.
Not only the data/information of shape and scale but also other information of the damage shall
be recorded as the result of the survey, such as colour of damage, details of adhered substance, and etc.
If there are settlement, movement, and inclination, the amount of those damage shall be surveyed.
3D scanner and laser range finder as well as total station can be used to measure the amount of these
damages as well as distance and dimensional position with the surrounding members and adjacent
objects. Not only the high-tech equipment but also analogue equipment is also useful in the survey.

(3D laser Scanner) (Laser Range Finder) (Total Station)

Figure 5.7 Examples of Equipment for Shape and Scale Survey and Deformation Survey

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(Measuring Inclination by Plumb-bob and Steel Ruler) (Measuring Scale with Steel Tape)
Figure 5.8 Examples of Measuring Members with Analogue Equipment

5.2.3. Superstructure
Detailed observation of the superstructure is divided by its member and material. The former is divided
to 2 members, such as deck slab and main girder, and the latter is also divided to 2 materials, such as Concrete
(including RCC and PSC) and Steel.

[Link]. Deck Slab

(1) Concrete
Method of detailed observation of Concrete Deck Slab is divided by types of damage and cause
of damage. The former is divided into 5 types of damage, such as crack, peeling/rebar exposure, water
leakage/free lime, partial loss of concrete, and honeycomb which are the types of damage written in
periodic inspection sheet (refer to Appendix 1, Technical Manual on Inspection and Diagnosis of Bridge,
which is prepared by CAMBRIDGE, JICA), and the latter depends on the types of damages. It could be
neutralization, chloride, alkali silica reaction, malconstruction (separation of cement and aggregate), bad
drainage, physical external impact, overloaded vehicles, and etc.

1) Crack
Basic and common methods of detailed observation of concrete structure are as follows,
i) Compressive Strength Test
ii) Rebound Hardness Test
iii) Modulus of Static Elasticity Test
iv) Actual Rebar Arrangement Survey
v) Rebar Corrosion Survey
Details of these methods above is mentioned as follows,

i) Compressive Strength Test

Compressive Strength Test is executed in the laboratory with the compressive test
equipment. The test piece is core sample collected from the actual RCC members of bridge.
Diameter of the core sample shall be larger than 3 times of largest aggregate. It is set as 100mm
for substructure since actual distance of the rebar of substructure is generally large. Diameter
of the core from superstructure could be reduced to 3 times of aggregates. The height of the
core sample shall be taller than twice of its diameter.

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The special care shall be taken not to cut or harm rebar. Before collecting the sample,
Actual Rebar Arrangement Survey shall be executed to confirm the location of the rebar.
The hole after the core sample is collected shall be refilled by mortar, such as polymer
cement mortar.

Figure 5.9 Examples of Collecting Core Sample from Substructure

Figure 5.10 Examples of Refilling the Hole after Collecting the Core Sample

The appropriate section to collect core sample shall be set where the damage or
deterioration is found. To check the condition of concrete, the standard section of collecting the
core sample is as follows,

Figure 5.11 Standard Location of the Sections of Collecting Core Sample

ii) Rebound Hardness Test

This test is very simple and easy to execute at site, also the equipment is handy and cheap
to procure. The equipment is well known as Schmitt Hammer . Therefore it is executed very
often. However, the accuracy is not as high as Compressive Strength Test in laboratory. The

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results of both test shall be compared to define the current compressive strength of the RCC
member.
Since the result is not so accurate, the test shall be done at various points and the average
value excluding the extreme values. Figure below show the example of Rebound Hardness Test
by Schmitt Hammer. The grid is drawn on the surface of concrete to indicate the points of test.

Figure 5.12 Example of Rebound Hardness Test by Schmitt Hammer

Since it is very easily executed, it could be utilized to specify the deteriorated section and
fix the location of collecting core sample. The following figure demonstrates the standard
location of Rebound Hardness Test.

Core Sample, Rebound Hardness Test

Figure 5.13 Standard Location of the Sections of Rebound Hardness Test

iii) Modulus of Static Elasticity Test

When RCC member is deteriorated severely, specifically by chloride and ASR, the
modulus of static elasticity also becomes weak and accelerates the deterioration, deformation,
and deflection. The results is utilized to define the cause of the deterioration and also grasp the
rapidness of the deterioration. It is useful to plan the repair schedule of the damage.
This test is executed simultaneously with compressive strength test. Strain gauge is
attached on the side surface of the core sample. Modulus of Static Elasticity is calculated by the
value set of actual amount of load and strain.

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(Strain Gauge attached on the Side Surface of the Core Sample) (Completion of the test)
Figure 5.14 Examples of Modulus of Static Elasticity Test

iv) Actual Rebar Arrangement Survey

There are 2 methods of surveying the actual rebar arrangement in the RCC member. One
is Electromagnetic Wave Radar Method and the other is Electromagnetic Induction Method.
Electromagnetic Wave Radar Method can survey not only the depth of cover and rebar
arrangement, but also the void and honeycomb in the RCC member.

Figure 5.15 Examples of Electromagnetic Wave Radar Method

Electromagnetic Induction Method can survey the diameter of the rebar as well as the
depth of cover and rebar arrangement. However, the accuracy decreased as the depth increases.
It is more appropriate to survey the members with thin cover, such as superstructure.
Horizontal Direction

Vertical Direction

Figure 5.16 Examples of Electromagnetic Induction Method

Both method loses the accuracy when the rebar is arranged more densely and cover is
thicker. It is also impossible to survey the lower layer of double layer rebar arrangement. To
survey the double rebar arrangement, direct observation by chipping the cover is required.

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v) Rebar Corrosion Survey

There are 2 methods of surveying Rebar Corrosion level and area. One is direct
observation by chipping cover and the other is Spontaneous Electric Potential Method.
Direct observation by chipping cover can directly check the corrosion level and area.
However, chipping area shall be carefully defined not to affect the stability of the member. If
the area of corrosion is estimated considerably large, the only severe deteriorated area of
concrete shall be chipped to prevent negative effect to the member.
Area of the chipping cover shall not be smaller than 20cm by 20cm. Depth of chipping
shall be 10mm greater than the inner surface of the rebar.
This method can survey the area of void and honeycomb simultaneously.

Figure 5.17 Example of Direct Observation by Chipping Cover

Spontaneous Electric Potential Method can survey the level of condition which the rebar
is easily corroded of concrete around the rebar. It is appropriate to apply when the area of
corrosion is estimated relatively large.
The survey area shall include the damage of concrete and the size shall be around 2m by
2m.
The equipment records the difference of electric potential between the rebar and reference
electrode. The results shall be compared with the actual corrosion level which is surveyed
directly.

Measuring Equipment

Reference Electrode
Sponge

Lead Wire

Rebar Direct connection of Lead Wire and Rebar

Figure 5.18 Example of Spontaneous Electric Potential Method

Based on the result of the periodic inspection, shape and scale survey, and deformation
survey from accessible distance, the cause of the crack shall be assumed. The cause can be

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assumed how the crack is occurred.

Table 5.1 Major Cause of Crack

Fatigue Heat,
Alkali-Silica
Type of Damage/Crack Neutralization Chloride Temperature,
Reaction Slab Girder Frozen
At cover near the rebar High High High
Honeycomb shape High
Hair crack High
Grid shape High High
By bending moment & Shear High High
Deep & even distance High

Table 5.2 Detailed Observation Method by Cause of Crack

Cause Name Details of Method Remarks
Neutralization Phenolphthalein Method i) Direct Testing i) Chipping concrete required
ii) Collecting core sample ii) Core Sample of member required
iii) Drilling a small holes iii) Test powder when drilling 3 holes
iv) Minimal destructive iv) Stick Scanner is required
Chloride Chloride Ion contained i) Collecting core sample i) Core Sample of member required
Amount Test ii) Drilling a small hole ii) Test powder when drilling 3 holes
Alkali-Silica i) Mortar-Bar Method i) Direct testing of Mortar Bar i) Refer to ASTM 227
Reaction ii) Chemical Method ii) Aggregate test ii) Refer to ASTM C 289
iii) Petrographic Examination iii) Examination by Microscope iii) Refer to ASTM C 295
iv) Rapid Mortar-Bar Test iv) Direct testing of Mortar Bar iv) Refer to ASTM C 1260
v) Concrete Prism Test v) Direct testing of Concrete Prism v) Refer to ASTM C 1293
vi) Scanning Electron vi) Examination by Electron vi) Require Electron Microscope
Microscope Method Microscope
vii) Energy dispersive X-ray vii) Examination by Electron vii) Require Electron Microscope
spectrometry Microscope

(Direct Testing) (Collecting core sample)

Figure 5.19 Examples of Phenolphthalein Method (1)

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Sensor

(Drilling a small holes) (Stick Scanner)

Figure 5.20 Examples of Phenolphthalein Method (2)

Samples for Chloride Ion contained Amount Test shall be taken from the section where the
drained water from the surface comes down, such as bridge seat under the expansion joint on
pier and abutment, surroundings of drainage pipe outlet, which are shown in the figure below.
These sections are prone to get soaked by drained water with snow melting agent which are
calcium chloride. Despite that it is not common to use snow melting agent in Bhutan yet, there
are fundamental needs of it considering the weather of winter which could freeze the surface of
the bridge and endanger the traffic. It shall be kept in the engineers of road operators mind that
these section is very easily deteriorated by chloride in future.

Outlet of Abutment
Abutment Pier
Drainage pipe

Figure 5.21 Sections where the Core shall be collected

Alkali-Silica Reaction (ASR) has not become one of major issues for the construction
industry in Bhutan yet. However, using aggregate including rock which contains considerable
amount of silicon dioxide (SiO2), such as Chert (one of the sedimentary rocks), could cause
serious damage. If the entire surface is filled with large crack with free lime, ASR shall be
suspected to be a cause of the damage. Not only it leaves enormous amount of cracks, but also
it could even tear the rebar in RCC members. Examples of the damage is shown in the figures
below.

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(Crack caused by ASR) (Rebar torn by ASR)

Figure 5.22 Example of Damage caused by ASR

REFERENCE: Direct Observation of interior condition of RCC damage by Fiberscope

It is useful to observe directly the condition of concrete and rebar inside the RCC members. If the
crack is large, it can be observed by micro fiberscope. There are industrial endoscope with very
small diameter, such as less than 1mm.
Moreover, it is also useful to check the condition of members which is difficult to chip large area,
such as PSC girder. Drilling holes of very small diameter and observe the interior condition directly
by inserting the fiberscope to the drilled hole. It could be utilized for checking the condition of PC
cable, sheath duct, grouted material.

( : 5.5mm) ( : 0.64mm)
Figure 5.23 Examples of Industrial Fiberscope

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2) Peeling/Rebar Exposure
First observation which shall be executed for the damage is defining the area of peeling
cover. This could be done by Hammering Test. When the tone is high and clear, it could be judged
that the concrete has no peeling. On the other hand, when the tone is low and dull, it shall be
considered that there are crack spreading in parallel to the surface and cover is peeling. The area
must be clearly demonstrated by marking by chalk and recorded. If the cover peeling is very
loose, it shall be stroked and removed. The rebar exposed newly by this stroke shall be treated by
rustproof spray so as not to be rusted before the repair work is executed.

(Hammering Test) (Marking the area by Chalk) (Rust proof treatment)

Figure 5.24 Example of Hammering Test

After defining the area of peeling, the condition of the concrete and rebar shall be
investigated by appropriate detailed observation methods described in the clause above, 1) Crack
and the cause of the damage shall also be identified. For the details of the observation methods,
pervious clause 1) Crack shall be referred to.

Table 5.3 Hammering Test

Sound Condition
High and Clear Sound without crack and peeling
Low and Dull Damaged with crack and cover peeling

Table 5.4 Major Cause of Peeling/Rebar Exposure

Fatigue Heat,
Alkali-Silica
Type of Damage/Crack Neutralization Chloride Temperature,
Reaction Slab Girder
Frozen
In very bad
Peeling/Rebar Exposure High High Possible
condition

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3) Water Leakage/Free Lime

Water leakage and Free Lime usually appears from cracks of the RCC members. Therefore,
the detailed observation is basically as same as those of crack. For the details of the observation
methods, pervious clause 1) Crack shall be referred to. Major cause of water leakage and free
lime is described in the table below.
The important point of the observation is whether the leaking water is with rust or not. If
it contains the rust, it indicates that there is corroded rebar inside the RCC member. The cracks
would grow and spread wider in near future and it could be happened rapidly in some cases if the
cause is not quickly removed.

Table 5.5 Major Cause of Water Leakage/Free Lime

Fatigue Heat,
Alkali-Silica
Type of Damage/Crack Neutralization Chloride Temperature,
Reaction Slab Girder
Frozen
Water Leakage w Rust High High Possible Possible
Free Lime Possible Possible Possible Possible

4) Partial Loss of Concrete

Partial Loss of Concrete of RCC Deck is also appears with other damages, such as crack,
peeling off, and etc. It is rare that it happens alone. Therefore, for the details of the observation
methods, pervious clause 1) Crack shall be referred to.
However, if the damage is caused by physical impact, such as overloaded vehicles bump
on the deck, falling rock crashes on the surface, and etc. it could appear without other major
damages. If the loss is on the bridge surface within carriage way, it leaves the traffic in very
dangerous condition. The emergency treatment shall be executed immediately, such as installing
the alert sign. The damage could grow from the damaged section if it is left without any treatment.
Therefore, it shall be planned to be repaired as quickly as possible

5) Honeycomb
Cause of honeycomb is mostly malconstruction. The large size aggregate sank to the
bottom and cement did not reach to the surface. However, if the cement is washed away by rain,
river flow, drained water from the bridge surface, or etc., it could grow and the area would enlarge.
It could also accelerate the deterioration by neutralization and rebar corrosion since the water
would infiltrate through the gaps between the large aggregate. If the deterioration proceeds, it
would cause other major damages of concrete such as crack, peeling off, and etc. Therefore,
existence of other major damages of concrete in and around the honeycomb area shall be carefully
observed by direct sight and recorded in detail if any. It shall be planned to be repaired as quickly
as possible if the damage is enlarging.

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(2) Steel
Method of detailed observation of Steel Deck Slab is divided by types of damage and cause of
damage. It is divided into 5 types of damage, such as corrosion, crack, looseness/omission, fracture, and
deterioration of painting, which are the types of damage written in periodic inspection sheet (refer to
Appendix 1, Technical Manual on Inspection and Diagnosis of Bridge, which is prepared by
CAMBRIDGE, JICA), and the latter is divided into 4 causes of damages, such as neutralization,
malconstruction (separation of cement and aggregate), bad drainage, and overloaded vehicles.
Detailed observation of steel structure is basically executed by direct sight observation. However,
hair crack of the steel members under the paint or rust is very difficult to be recognized only by sight.
Therefore, many detailed observation methods for hair cracks are developed to recognize the current
condition of the members.
On the other hand, the cause of damage/deterioration to steel members are mainly the unexpected
stress concentration, fatigue or/and chloride which accelerates the corrosion. If the chloride is not
supplied from external environment, including scattering snow melting agent on the surface, the cause
could be found in structural character or overloaded vehicles.

1) Corrosion
Detailed observation method of corrosion is to find out the thickness of member lost by
corrosion. The current thickness of the member is measured directly/indirectly and compared
with the initial thickness. Direct measurement is executed by special gauging tools, such as
Vernier Calliper, Micrometre, or Dial Calliper Gauge. Thickness of web or steel pipe which
cannot be measured directly by above mentioned tools, it is measured indirectly by ultrasonic
wave. There are specific tool for this measurement.
Adhering substances including loose rust shall be removed before both measurement. It
would increase the result and overvalue the strength of the member. Measurement by ultrasonic
wave require adjustment by measuring plural points and calculating average for the result of the
measurement. It has less accuracy than direct measurement. Thickness of paint and surface
asperity shall be considered in calculating/adjusting the measuring result as result of the
observation.

(Direct Measurement by Vernier Calliper) (Indirect Measurement by Ultrasonic Wave)

Figure 5.25 Example of Measuring Thickness of Steel Members

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Chipping of concrete covering the steel member shall be done to measure the steel
members berried to RCC members. Moreover, if it is caused by chloride, the source shall be
measured. However, Bhutan being land locked mountainous country, natural chloride does not
fly/income naturally. It must be because of human activities providing the chloride and it shall be
controlled that the steel member are not exposed to the chloride from the activities.

2) Crack
Cracks of steel members are not like the cracks of RCC members that can be left as it is if
there is no progress of enlarging. Even the hair cracks or invisibly thin cracks can be a cause of
severe damage due to the appearance of stress concentration.
Visible crack is already in very dangerous condition which shall be treated rapidly. It shall
be measured and precisely recorded to a drawings with scales and necessary notes. This can be
done manually by vernier calliper, depth gauge, steel tape, and etc. Photos shall be taken for
immediate preparation of the treatment. If the crack is growing, stop whole shall be drilled to stop
the enlarging of the crack as an emergency maintenance method.
Finding invisible or very thin crack shall be executed in detailed observation. First method
is direct sight observation after cleaning the adhering substances and loose rust. However, the
thin/invisible crack are usually under the paint layers and it requires special methods in
recognizing the existence and location of them. However there are sections which are prone to
have cracks on the steel member. Welding section with discontinuous weld bead, sudden change
of cross section, joint section of multiple members. It shall also be kept in mind that there could
be inviable cracks around the visible crack. The special methods are as follows,

Table 5.6 Detailed Observation Methods of Crack of Steel Members

Name Details of Method Remarks
Magnetic Particle Magnetic particles stick to the crack when Invisible cracks in shallow location can be visualized
Test artificial magnetic field is set to the member. Useful to investigate suspicious sections or
Require trained skill and special equipment surrounding of visible crack in detail
Ultrasonic Test Receiving reflection of artificial ultrasonic wave. Invisible cracks and crack depth can be visualized
Require trained skill and special equipment Useful to investigate suspicious sections or
surrounding of visible crack in detail
Penetrant Test Hair cracks are enlarged in visualization with Very simple method
specific chemical Can test very wide area
Cannot visualize the invisible cracks
Useful for primary testing
Eddy Current Test Measuring the electric current s ampere Very simple method
induced by artificial magnetic field. Existence of crack is defined but cannot specify the
Require special equipment location.
Useful for primary testing
Cutting and Remove necessary parts of the member to Necessary when the crack is invisible but found by
Drilling observe the crack directly by cutting or/and the tests mentioned above.
drilling Temporary support member shall be installed before
execution.

If the inviable crack is found by test mentioned above, it shall be observe directly and
confirm the shape, scale (length, width, and depth), and corrosion (area, thickness of the member).

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All the data/information shall be drawn in drawings and described in report.

3) Looseness/omission
Looseness is observed by direct sight observation, and observation of touch by fingers.
Hammering test is also useful to find the looseness which is not found by sight or fingers. Similar
to hammering test of concrete high and clear tone represent good condition and low and dull tone
indicates the looseness or other damage. If the tone is low and dull, it shall be overserved carefully
and judge the necessity of special methods which are mentioned in 2) Crack above.
Loosen bolts are often rusted and the size is decreased. Therefore the observation of
corrosion shall be also executed when the rust is found. When the current size is smaller more
than 4mm compared to the initial size, the bearable tension force is reduced to 75%. Replacing
the bolts shall be considered.
Omission is easily observed by sight. It basically requires immediate reinstallation.
However, when the member including splice plate is heavily damaged and requires
repair/replacement, necessity of reinstallation of bolts before repair/replacement shall be studied.

4) Fracture
If there is a member with facture, the bridge could be in very dangerous condition. It shall
be observed by close sight and confirm which member is fractured. There could be other
surrounding members fractured due to the change of stress condition. The details of all fractured
member shall be recorded and drawn to drawings.
It shall be immediately studied whether the bridge is in safe condition to bear the load of
traffic. If the road operator cannot be sure for its safety, the bridge shall be temporarily stopped
for traffic.
To prevent the fracture from happening for the next time, the cause shall be defined and
removed with the replacement of the fractured member. The data/information shall be collected
in close observation of the fractured member.

5) Deterioration of Painting
Deterioration of Painting is observed by direct sight observation, and observation of touch
by fingers. Hammering test is also useful to find the looseness which is not found by sight or
fingers. Colour change and pilling would appear in the damaged section.
Hammering test is useful for the pilling which is difficult to recognize by sight. Low and
dull tone indicates the damage.
When there is pilling of the painting, there is often corrosion on the steel member
underneath the primer coting layer. Therefore, the damaged painting shall be removed partially
to observe the condition of the steel member. If the steel member is corroded, the detailed
observation of the corrosion shall be executed at the same time.
Damage of the painting could be a crack as well. The crack of the painting indicates the
damages of the steel members in most of the cases. The damage of the steel members could be

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crack or corrosion, or both. Therefore, if the inspector finds the crack on the paintings, it shall be
suspected that there are damage on the steel member and the detailed observation is required.
Specifically if there is not any rust at the crack, detailed observation test of crack shall be executed
to identify the existence of the crack. Crack shall be treated rapidly so as not to enlarge and also
become dangerous condition.

[Link]. Main Girder

(1) Concrete
The observation of concrete girders is basically the same with the observation of RCC deck slab
(Refer to clause [Link]. (1) Concrete ). Direct observation by fiberscope is useful to confirm the
damage of the PSC girders/members since core samples are difficult to obtain from PSC
girders/members (Refer to Figure 5.23)
In case there is a necessity of collecting core sample, the location near to the PC cable and sheath
shall be avoided. It is because damaging PC cable or its sheath could be the cause of girder collapse.
Special care is required to collect core sample of PSC girder or voided slab.

(2) Steel
The observation of steel girders is basically the same with the observation of steel deck slab
(Refer to clause [Link]. (2) Steel ).

5.2.4. Substructure
Detailed observation of the substructure is divided by its material. It is divided to 2 materials, such as
Concrete (including RCC) and Masonry.

[Link]. Concrete
The observation of concrete substructure are basically the same with the observation of RCC deck slab
(Refer to clause [Link]. (1) Concrete ).

1) Crack
Detailed observation method of crack on concrete substructure is basically same with the
methods of crack on concrete deck slab (Refer to clause [Link]. (1) 1) Crack ).
2) Peeling/Exposure of rebar
Detailed observation method of peeling/rebar exposure on concrete substructure is basically
same with the methods of crack on concrete deck slab (Refer to clause [Link]. (1) 2) Peeling/Rebar
Exposure ).
3) Water leakage/Free lime
Detailed observation method of water leakage/free lime on concrete substructure is basically
same with the methods of crack on concrete deck slab (Refer to clause [Link]. (1) 3) Water
leakage/Free lime ).

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4) Honeycomb
Detailed observation method of honeycomb on concrete substructure is basically same with the
methods of crack on concrete deck slab (Refer to clause [Link]. (1) 5) Honeycomb ).

[Link]. Masonry
Masonry substructures shall be replaced by RCC substructures considering the flood discharge and
earthquake of Bhutan in long term. However, it is not realistic to plan all the masonry substructures be
replaced in short period since the numbers of masonry substructure is large. Although it does not have
sufficient strength and durability, it shall be observed in detail and repaired as emergency maintenance.
1) Damage/Deformation
Detailed observation of the damages of masonry substructures is crack of horizontal
direction, crack of vertical or diagonal direction, horizontal displacement, uneven settlement,
heaving, inclination, and partial loss. All of these damage shall be recorded to report and drawn
to drawings for designing and preparing for temporary repair works. Shape, scale (length, width,
and depth) shall be measured and other remarkable findings shall be recorded. Image of types of
damage are shown in the table below.

Table 5.7 Types of Damage of Masonry Substructure

Type of Damage Image

crack of horizontal direction

crack of vertical or diagonal

direction

Horizontal displacement

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uneven settlement

heaving

inclination

partial loss

5.2.5. Miscellaneous Members

Miscellaneous members which is explained in this subchapter are bearings, railings, wearing course,
and expansion joint.

[Link]. Bearing
(1) Bearing
Detailed observation of the bearing is divided to 2 material, such as steel and rubber. The basic
observation method is close direct sight observation and observation by touch of fingers.

1) Defect
Detailed observation of steel bearings is basically the same with the observation of steel
deck slab (Refer to clause [Link] (2) Steel ).
Detailed observation of rubber bearings is by sight and fingers. Crack, Partial loss,
softened and easily broken into pieces, change of colour, and etc. to collect the information for
making judgement that the rubber bearing still contains the sufficient elasticity.

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2) Noise
If the bearing is making noise, it shall be observed to hear the actual sound and confirm
the movement of bearing and surrounding members to find out that where the noise is coming
from. This does not depend on the material of the bearings. The cause could be passing heavy
vehicles, strong wind, and etc. The cause shall be identified and removed. Observing the
phenomenon when heavy vehicle actually passes the bridge is very useful to identify the cause.
If the noise does not sound in heavy vehicle passing, other cause shall be suspected and found.
Interview to frequent user of the bridge or local residents living nearby could assist in identifying
the cause.
If the steel bearing is making sound, it shall be observed by the observation method which
is explained in clause [Link]. (2) Steel

(2) Base Mortar (Bearing Sheet)

Detailed observation of the base mortar is divided to 2 phenomenon, one is sediment deposition
of debris and/or dirt, and the other is deformation/loss

1) Sediment Deposition
Sediment Deposition shall be removed as much as possible in detailed observation as much as
possible to the level that the sediments would not deteriorate the base mortar. If it is not possible to
remove totally by hand in detailed observation, the data/information for selecting cleaning equipment,
such as water jet cleaner, metal brush, or etc., shall be collected and recorded.

2) Deformation/Loss
Detailed observation of deformation/loss of base mortar is basically the same with the
observation of concrete deck slab (Refer to clause 5.2. 3.1. (1) Concrete ).

[Link]. Ancillary Facilities

(1) Railing
1) Deformation/Damage
Detailed observation of RCC railings is basically the same with the observation of concrete
deck slab (Refer to clause 5.2. 3.1. (1) Concrete ).
Detailed observation of steel railings is basically the same with the observation of steel
deck slab (Refer to clause 5.2. 3.1. (2) Steel ).

[Link]. Deck Surface

(1) Wearing Course
Refer to 4.3.5 Wearing Course, Pavement for details.
(2) Expansion Joint
1) Abnormity
If the abnormity of the expansion joint is clogged gap, refer to subchapter 4.3.1 Drainage
Facilities for details.

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Detailed observation points of expansion joints when it is broken are how it is broken
(cracked, partial loss, bended, etc.), the scale of damage (length, width), and etc. However, broken
expansion joints shall be replaced. Therefore, if the current expansion joint is separated into
blocks and could be replaced by blocks, the type, location, length, and the numbers of block of
current expansion joint shall be collected and recorded. If it has to be replaced the entire width
of bridge, type, location and length (width of bridge) shall be collected and recorded.
2) Unevenness
Detailed observation points of expansion joints with unevenness of expansion joint are the
depth of gap at the both end of the gap, length and width of the gap. And the information to
indicate the direction of displacement shall be collected and recorded. Most of the cases, the
abutment is moved and the gap is shortened/enlarged, the condition of the substructures,
especially the abutments shall be carefully observed.

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5.3. Detailed Design

Detailed design shall be executed based on the results of detailed observation explained in the previous
subchapter 5.2 Detailed Observation. There shall be two types of works which shall be designed, one is the
actual repair (including replacement) of the damaged member, and the other is the works which remove the
causes of the damage, such as stress concentration, bad drainage, or other external factors. There are
occasions which require considerable amount of treatments to other/surrounding members than/of the
objected member of repair works so that the cause of damage is removed sufficiently. For instance, if the
cause of the crack of RCC deck slab is infiltration of water from bridge surface, not only the RCC slab itself
has to be repaired but also the waterproof layer and asperity of waring course shall be repaired to remove the
cause. If the drainage basin is clogged, it shall be cleaned as well.
In this subchapter, the actual method of damaged member is described as the mainstream and of
removing cause is explained briefly with typical preventive method to prolong the service life of the
member/bridge by slowing down the deterioration progress.

5.3.1. Whole Bridge

Designing of repair method which can prevent whole bridge from being in dangerous condition are
described in this subchapter. The methods are defined in the discussion among the members of DOR,
MoWTHS and CAMBRIDGE, JICA. If the maintenance policy are updated to satisfy the increasing need of
road users, then the repair method would be modified or other method shall be selected.

(1) Extraordinary Deflection

Deflection cannot be removed by removing deflection itself. It shall be removed by repairing the
damage which is causing the deflection.
If the cause is damage of superstructure, the damage of the superstructure shall be repaired. If the
extraordinary deflection is caused by superstructure, it shall be judged that the superstructure is in very bad
condition and the traffic shall be regulated for crossing immediately. It could be unexpected release of
prestress of the PSC cables or rebar fracture of the rebar of RCC superstructure.
If the cause is by collapse of bearings of middle of multi-span superstructure, it shall be replaced
immediately. It is also considered that the superstructure is in very bad condition and the traffic shall be
regulated for crossing immediately. It could be collapsed by the load of heavy vehicle, collision of debris,
fatigue of the material, or defective product.
If the cause is by settlement, movement, or inclination of the substructure, the substructure shall be
repaired. It shall be considered that the bridge is in very dangerous condition and the traffic shall be regulated
for crossing immediately. The cause is normally the scour or the yield of foundation or body of the
substructure.
These are the typical causes of extraordinary deflection and there are some other causes with minor
possibility. However, all the cause cannot be defined just by surveying the condition of deflection itself. The
detailed observation of suspicious member shall be executed and treated immediately. Most of the cases
requires emergency treatment before the fundamental repair works are executed. In this case, selecting where
to observe and planning of the detailed observation is equivalent to designing.

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(2) Settlement, Movement, Inclination

If the substructure is settled, displaced and inclined, more likely that the bridge (or damaged spans)
shall be replaced or construction of new bridge in adjacent area shall be considered. It is not easy to jack up
the superstructure and shift substructure to initial position and repair to have the sufficient strength and
durability.
However, if either of these damage is scarce and has possibility to be repaired, it shall be studied to
judge and select the maintenance method whether to repair or replace the bridge. For this judgement, detailed
observation is necessary. Since the foundation shall have the sufficient bearing capacity after the repair,
countermeasure for the repair is constructing additional piles to pile foundation, enlarging footing area or/and
soil improvement under and surroundings of footing. Consultation of well-experienced bridge engineer shall
be necessary to select, design and construct these type of repair method due to its complicity.
If the bridge has pile bent structures and the damaged member is limited, only damaged section could
be replaced ideally. However, it requires huge support facilities to sustain the superstructure while repairing.
It shall be consulted by well-experienced bridge engineer for the judgement.
Replacing short span bridge with box-culvert is one of the alternative if the cross section of the flood
flow can be secured with small numbers of diaphragm without disrupting the flood flow.

(3) Scouring
If the scouring is with the level which is not decreasing the bearing capacity of the foundation, it can
be repaired by covering the foundation of the substructure and the surrounding riverbed surface. If the river
flood velocity and discharge is rather small, it can be covered up by rip rap, gabion for riverbed and rip rap,
gabion for revetment. If the flood velocity and discharge is large, riverbed shall be protected with larger
protection materials such as large scale of precast concrete blocks, and revetment shall be RCC retaining wall.

Scouring

Is Bearing Capacity of NO
substructure is sufficient? Refill of Soil + Soil Improvement

YES
YES Concrete Block: Riverbed
Is Flood Velocity & Discharge Large?
RCC Retaining Wall: Revetment
NO

Riprap, Gabion: Riverbed

Stone Pitching, Gabion: Revetment

Figure 5.26 Flowchart of selecting Repair Method of Scouring

Leaning Retaining Wall Concrete Block

Riverbed Protection

Apron Protection by Concrete Block

Figure 5.27 Examples of Repair Method of Scouring (with large flood velocity & discharge)

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Riprap Gabion

Protection by Riprap Protection by Gabion

Figure 5.28 Examples of Repair Method of Scouring (with small flood velocity & discharge)

The area for protection shall be as shown in the following figure. The length L1 is the
length of the area which vortex is produced during flood. The length L2 is from 3 to 5 times of
flood depth. It is installed for reducing the scouring effect due to riverbed and revetment
material. L2 shall be installed at the upstream of the bridge as well for the same purpose.

Abutment *Top of revetment shall

be higher than HWL

L2
Flow Direction

Vortex
L2 Pier

L2 L1 L2

Abutment

Revetment Riverbed Protection

Figure 5.29 Area of Revetment and Riverbed Protection

If the scouring is with the level which decreases the bearing capacity, such as the soil underneath the
footing or around the pile is washed away, just covering the foundation of the substructure is not enough to
recover its bearing capacity. The soil shall be refilled with sufficient level of compaction to secure the bearing
capacity of the soil layer. It requires injecting special materials with pressure so that there would not be any
void in the bearing layer. Material could be cement based materials which hardens after injecting or urethane
based material which hardens and inflates after injecting. The former require the condition that the water
surroundings shall not flow, but the latter can be injected with the water leaking out considerably.

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5.3.2. Superstructure
Design of repair works of the superstructure shall be based on the results of the detailed observation
which are executed previously. The repair method and area/quantity of repair works shall be determined
including the removal of the cause. Otherwise the deterioration would occur again after the completion of
the repair works. The details of the design of repair works are explained in the following subchapters. The
procedure of the section of the repair method is given priority in the explanation. Procedure during the works
is described in the subchapter 5.4 Repair Works.

[Link]. Deck Slab

Detailed design of the repair works of deck slab is explained by following the structure of clauses of
subchapter [Link] Deck Slab . It is divided by materials, such as concrete and steel. Both material is divided
into smaller clauses by the types of damages.

(1) Concrete
Design of repair method of concrete deck slab is divided into 5 types of damages, such as crack,
peeling/rebar exposure, water leakage/free lime, partial loss of concrete, and honeycomb

1) Crack
Repair methods of concrete crack is selected by the maximum width of the crack which would
be repaired. The damage categories corresponds to the width of crack. Category c which has the
width up to 0.2mm, d to width from more than 0.2mm to 1.0mm, and e to width more than 1.0mm.
The flowchart of selecting repair method of crack of RCC members is shown on the figure below.

Crack

Is rebar corroded or
water leakage with rust?
No
Yes
Crack Repair Method

Width of Crack

c: w<=0.2mm d: 0.2<w<=1.0mm e: 1.0mm<w

Coating Injecting Cross Section

Filling method
method method Recovery method

Figure 5.30 Flowchart of selecting Repair Method of Crack of RCC Members

If the crack is with its width up to 0.2mm and enlarging, it shall be coated by special coating
materials, such as inorganic cement, epoxy putty, or etc. It is called coating method. If it is confirmed

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that it is not enlarging and the width remains less than 0.2mm, it doesn t need to be repaired.
If the crack is with it width from more than 0.2mm to 1.0mm, injecting material, such as micro
particle cement epoxy/acrylic resin and etc., shall be injected with pressure to fill the crack till the
fond. It is called injecting method.
If the crack is with it width from more than 1.0mm, filling method shall be applied. The filling
material is elastic epoxy resin, polymer cement mortar, or etc. It is called filling method.
If the crack has corroded rebar inside visible or water leaking with rust, there are rebar inside
corroded and the rust on those rebar shall be removed before the repair methods of crack are executed.
The cover concrete shall be removed and repair method would be the one for the damage that is
peeling/rebar exposure, such as cross section recovery method. It would be explained in the next clause
2) Peeling/Rebar Exposure .
Outline of 3 repair methods such as coating method, injected method, and filling method, are
described in the table below.

Table 5.8 Outline of Repair Methods of Crack

Name Coating method Injecting method Filling method

Crack Coat
Injector

Injection
Image Filler

Crack

width W<=0.2m 0.2mm<w<=1.0mm 1.0<w

Growth Small/slow Small/slow Big/fast

Micro particle cement, Elastic epoxy resin,

Material Inorganic cement, Epoxy putty
Epoxy/acrylic resin Polymer cement mortar

i) Coating method
Coating method is applied when the crack is still thin and the maximum width is up to
0.2mm and enlarging. It coats the set of cracks with coating materials and prevents water and
moisture from infiltrating inside RCC member. If the thin cracks like this are left as it is and
ignored, it would accelerates the corrosion of the rebar inside and grow of the crack of RCC
member.
The area of the coating method applied shall cover all the visible cracks from the surface
and it shall have margin of 30 to 50cm from the end of the cracks.
For selecting the main material of coating method, the characteristics of the material shall
be studied to fit the external environment of the bridge and the member. Factors such as water,
moisture, temperature, physical contact, animal excrement, and etc. which could affect the

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surface shall be checked and resist capacity shall be higher than to resist the environment with
specific factors.

ii) Injecting method

Injecting method is applied for the crack with its maximum width from more than 0.2mm
to 1.0mm. The injection shall cover the set of the cracks because the injection material is
injected with pressure. The crack requires sealing before the injection.
The area of the coating method applied shall cover all the gap between the cracks
continuously together inside the RCC member. It cannot be applied partially. Therefore, in
applying this method, it shall cover all the crack of continuous section of concrete.
For selecting the material, the deflection of the member shall be studied. The injecting
material shall follow the deflection of the member, otherwise it would not be adhered rapidly.
For member with deflection, such as superstructure, pier column, cantilever pier head, and etc.
material with high elasticity shall be applied.

iii) Filling method

Filling method is applied for the crack with its maximum width exceeding 1.0mm. Unlike
the other methods, this method can be applied to partial section with large crack width. After
executing the filling method, the remaining cracks of adjacent area could be repaired by
injecting method or coating methods depending the maximum width.
The area of the filling method depends on the width of crack. It shall cover total stretch of
cracks with its width more than 1.0mm. If there are 2 sections with its width more than 1.0mm
in relatively near distance. The section of applying filling method shall be connected and the
crack in between these 2 section shall be repaired by filling method.

If the cause of the crack is whether neutralization, ASR, or chloride, the specific repair method
shall be done. For neutralization there is Re-alkalization Method, for ASR there is Lithium-ion
Injection Method. For chloride there are Electric Rustproof Method and De-chlorination Method. All
of these method requires specific equipment and trained skill workers.

2) Peeling/Rebar Exposure
Repair methods of concrete peeling/rebar exposure is selected by the area of damaged section
which would be repaired. If the concrete surface is at the bottom surface, shotcrete is usually applied.
If the damaged area is up to 0.5m2 including the chipping section around the visible damaged
area, the damage will be covered by mortar by plastering. It is called plastering method. Mortar would
be plastered by hand and does not require special equipment.
If the damaged area is larger than 0.5m2 including the chipping section around the visible
damaged area, the damage will be covered by mortar by grouting. It is called grouting method. Mortar
would be grouted into the form by grout pump.

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Peeling/Rebar Exposure Crack with corroded Rebar

Cross Section Recovery

Area of Damaged Section Mainly for side and

bottom surface and
A<=0.5m2 A>0.5 m2 massive area

Plastering method Grouting method Shotcrete method

Figure 5.31 Flowchart of selecting Repair Method of Peeling/Rebar Exposure

If the surface is side or bottom surface, the cross section is recovered by spraying shotcrete.
Shotcrete material is usually mortar. However, applying shotcrete allows easier handling in repair
works because the form and support are not required.

Table 5.9 Outline of Repair Methods of Peeling/Rebar Exposure, Cross Section Recovery Method
Name Plastering method Grouting method Shotcrete method

Rebar

Air hole
Form
Image
Trowel

Inlet

Shotcrete machine

A>0.5m2 and on the side

Area A<=0.5m2 A>0.5m2
and bottom surface

Materia Polymer Cement Mortar Polymer Cement Mortar

Non-shrinkage Mortar
l Resin Mortar Special Cement Mortar

i) Plastering method
Plastering method is applied to the small peeling/rebar exposure which has smaller area
than 0.5m2 including the chipping area of deteriorated concrete or corroded rebar. Surrounding
area of peeling/rebar exposure normally has deteriorated cover concrete or corroded rebar.
These damaged material shall be removed before plastering method is executed. Including all
the damaged material, the applied area shall be smaller than 0.5m2.
Plastering would be execute manually using trowel. This work seems easy, however
finishing with high quality requires experience. Unskilled workers leave air holes and would be
the cause of deterioration after the completion of repair works. Stilled worker and experienced

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supervisor shall be assigned to secure the high quality.

ii) Grouting method

Grouting method is applied to the small peeling/rebar exposure which has larger area than
0.5m2 including the chipping area of deteriorated concrete or corroded rebar. Surrounding area
of peeling/rebar exposure normally has deteriorated cover concrete or corroded rebar. These
damaged material shall be removed before plastering method is executed. Including all the
damaged material, if the applied area exceeds 0.5m2 this method is appropriate.
It requires rather large equipment, forms, grout pump and etc. Controlling the air discharge
requires careful preparation and supervision.

iii) Shotcrete method

Shotcrete method is applied to the damage on side or bottom surface with large are of
damage. It requires shotcrete machine but it does not require form and support. It has advantage
for damages of members high off the ground level.

3) Water Leakage/Free Lime

Repair methods of concrete water leakage/Free lime is selected by the existence of free lime
and rust fluid with the leaking water. If the water leakage is the only damage which is recognized in
not only in periodic inspection but also in the detailed observation, the repair method would be crack
repair method. If the leaking water contains free lime or rust fluid, the deteriorated concrete and
corroded rebar shall be repaired simultaneously and it would be cross section recovery method.

Water Leakage

Is there Free Lime with No

Leaking Water? Crack Repair Method
Yes
Is there Rust Fluid with No Cross Section Recovery Method
Leaking Water? (Plastering Method)
Yes

Cross Section Recovery Method

(Grouting Method)

Figure 5.32 Flowchart of selecting Repair Method of Peeling/Rebar Exposure

If the damage inspected is only the crack with leaking water, it shall be repaired with crack
repair method. However, the water supply shall be removed or sealed so that there would be no more
water infiltrating into the damaged RCC member anymore. If the water supply is cut, the actual repair
method is selected dependent on the width of the crack. Previous clause 1) Crack shall be referred to
for the details.
If the free lime is coming out of the crack, it indicates that the cement of RCC is running out

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from the member. It decreases the capacity against compression. Therefore, the area which the cement
is washed away shall be defined and removed before the repair method is executed. It can be estimated
that if there is only free lime and no rust fluid the damaged area is limited. In this case plastering
method would be the most appropriate. However, if the amount of free lime is large and the wide area
of concrete shall be removed, grouting method shall be applied. If the leakage is at the bottom surface
of the superstructure with large amount of free lime, shotcrete method is an alternative as well. Refer
to previous clause 2) Peeling/Rebar Exposure for details. Moreover, the water supply shall be ceased
before the execution of the repair method.
If there is rust fluid with leaking water, it indicates that there is corroded rebar inside the
damaged RCC member. All rust shall be found and removed before the execution of the repair method.
The method would be cross section recovery method. It is likely to be a repair works for large area in
this case with existence of rust fluid. Therefore, grouting method is appropriate to by applied. If the
leakage is at the bottom or side surface of the superstructure with large amount of chipping of the
concrete, shotcrete method is an alternative as well. In designing the area of repair works in this case,
not only the area of corroded rebar, but also the area of cement washed away shall be defined. Both
shall be removed before the mortar is placed. Refer to previous clause 2) Peeling/Rebar Exposure
for details. Moreover, the water supply shall be ceased before the execution of the repair method.

4) Partial Loss of Concrete

Repair method of partial loss of concrete is cross section recovery method. Rebar of the RCC
deck is usually exposed when the concrete is lost partially. And the depth of repair is equal to the
thickness of the deck slab. Therefore, even the area is smaller than 0.5m2, grouting method shall be
applied to repair the damage. Refer to previous clause 2) Peeling/Rebar Exposure for details.
If the area is considerably large, recasting of RC deck shall be considered. In this case, cutting
heavily corroded rebar and rearranging new rebar is necessary. In this case, the support, form, and
scaffolding is necessary to be installed.
When the repair method is completed, the repaired RCC deck slab shall be waterproofed to
prevent the re-deterioration. Waterproofing shall cover wider area than the repaired area. Extra 1m in
4 direction shall be added to prevent the infiltration of water into RCC deck slab again. Moreover, the
repavement of wearing course shall be included in the design.

5) Honeycomb
Honeycomb is a damage which usually exists from initial construction period. It is basically
due to malconstruction. However, it shall be repaired because it allows the water, moisture, and other
deteriorating substance, such as chloride, chemical, and etc. infiltrate into the concrete and reach to
rebar. It would accelerates the corrosion of rebar and enlarge crack width and length. It would end up
the pilling of cover concrete, rebar exposure, and partial loss of RCC cross section.
Repair method is basically the cross section recovery method after removing the cement and
aggregate which are left in the member. Therefore, if the area of honeycomb is small and shallow (area
less than 0.5m2, depth less than 5cm), it can be repaired by plastering method. If the area is large and

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deep (area 0.5m2 and more, depth 5cm and more), grouting method shall be applied. If the honeycomb
is shown on the bottom surface and the area is large, shotcrete method would be an alternative. Refer
to previous clause 2) Peeling/Rebar Exposure for details.

Table 5.10 Repair Method of Honeycomb by damage category

Category Repair Method Remarks
c Plastering Method A < 0.5m2 and d < 5cm

d, e Grouting Method (or Shotcrete Method) A >= 0.5m2 or d >= 5cm

=Preventive Repair Method=

REFERENCE: Surface Coating by Skelton Materials
Surface Coating of RCC concrete after the corrective repair works is completed would prevent re-
deterioration of the RCC member. There are skeleton materials which covers the RCC member which secures
the direct vision from outside and is able to observe the condition after the coating. These materials shuts
down the cause substance including water and retard the deterioration. It would prolong the life span of the
member and the entire bridge. It also contributes to reduce the life cycle cost of the bridge.
One of these coating materials have glassfibre sheet as a layer in the method. Not only prevents the re-
deterioration, but it also prevents the peeling off and drop of concrete piece and strengthen the capacity against
the bending moment and shear. It increases the strength of the member.

(Before Coating) (Glassfibre Sheet Adhered) (After Coating)

Figure 5.33 Examples of Skelton Coating of RCC Members

(Pier Coated after Repairing Crack) (Bottom Surface of Pier in Left Picture)
Figure 5.34 Examples of Bridge Members Coated by Skelton Coating Material

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(2) Steel
Design of repair method of steel deck slab is divided into 5 types of damages, such as corrosion, crack,
looseness/omission, fracture, and deterioration of painting. This clause focuses the steel plate deck for Bailey
Bridges which are frequently applied in the rural area of Bhutan.

1) Corrosion
Repair method for corrosion is selected by how much of the steel member is corroded. If the
reduction of thickness is scarce, it would be repaired. If it is reduced considerably, it shall be replaced
by new steel members. The flowchart of selecting repair method of corrosion of steel members is
shown on the figure below.

Corrosion

b Damage e

Main or Sub Sub

Monitoring
c, d member?

YES Main
Caused by Water

NO

Stiffening Plate
Waterproofing Repainting Replacement
Patching Method

Note) b, c, d, e above represents the category of damage degree which are described in apeendix-2 of the Technical Manual on
Inspection and Diagnosis of Bridge prepared by CAMBRIDGE, JICA.

Figure 5.35 Flowchart of selecting Repair Method of Corrosion of Steel Members

If it is only on the surface without scarce reduction of the thickness and the corroded area is
very limited (corresponds to Category b ), it shall be monitored in routine patrol that the corrosion is
not developing. If the development of the corrosion is found in routine maintenance (Category turns
to c ), it would be listed in the repair list. If the development is rapid, the cause shall be determined
and rapidly removed, and the corrosion shall be repaired.
If the reduction of the steel member s thickness is scarce but in wide area (corresponds to
Category c ), or the reduction of thickness is slightly recognized (corresponds to Category d ), the
rust shall be removed carefully and newly covered by repainting. The details of repainting is described
in the following clause 5) Deterioration of Painting .
If the corrosion is widely spread and some area has recognizable reduction of the thickness
(corresponds to Category e ), the member is considered that it no longer has initial strength anymore.

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This member shall be replaced to new member partially or totally. If the corroded member is one of
the main member of the deck, which sustain dead load of the bridge, it cannot be replaced by new
member without installing large support beneath the superstructure. Therefore, additional stiffening
plate would be patched on the corroded member after removing rust on it. If the corroded member is
one of the sub members of the deck, it would be replaced by new member.
However, the steel plate deck of Bailey bridge is one of the main member but it can be replaced
without much equipment and facilities. Therefore replacement could be an alternative of repair method
of steel deck of Bailey bridge.
In calculating the quantity of the repair works, the area of the member to be repaired shall be
wider than the actual area of corrosion. Scraping the old paint and rust on the member shall be done
with margin. If the rust is continuing to different surface direction, it shall be all scraped.
Thickness of the stiffening plate shall be thicker than the initial steel plate. The dead load of
additional stiffening plate shall be considered in stress calculation of the member.
The cause of the corrosion shall be removed totally before the repair works execution. There
are organic waste left on the members of the bridge frequently in Bhutan due to religious practice.
However, leaving organic waste on the steel member accelerates the corrosion progress. If the practice
could not be banned for local people, it shall be removed immediately after it is found in routine patrol.

2) Crack
Unlike the crack on the RCC member, crack on the steel member is one of the critical damages
which influence to the soundness of the member/bridge. Leaving even the one of the hair crack without
any treatment could end up in fracture of the member, and moreover collapse of the superstructure.
Crack on the steel members shall be treated immediately if the length of the crack exceeds 3mm. The
width of the crack is not very important with steel member like with RCC members.
If the repair works cannot be execute immediately, emergency treatment of controlling the
traffic, attaching supportive members shall be done immediately to secure the safety of the
superstructure.
Any crack found in the inspection or in detailed observation shall not be left as it is. It is very
difficult to predict when the member fractures apart. It could also grow any time, therefore, the growth
shall be terminated by drilling stop hole at the ends of the crack.
If the length is less than 3mm, it shall be repaired by patching stiffening plate. Patching method
is whether by welding or bolts. If the welding method is applied, the movement of the member shall
be restricted as much as possible. The traffic shall be stopped during the welding and curing.

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Crack

Requires Urgent Yes

Stop-hole Method
Treatment?

No

Is the length less Yes Main or Sub Sub

than 3mm? member?
No Main

Stiffening Plate Stiffening Plate

Replacement
Patching Method Patching Method

Figure 5.36 Flowchart of selecting Repair Method of Crack of Steel Members

If the length of the crack is 3mm or more and the member is one of the sub members of the
deck, it would be replaced by new member. If the member with crack(s) is one of the main members
of the deck, which sustain dead load of the bridge, it cannot be replaced by new member without
installing large support beneath the superstructure. Therefore, additional stiffening plate would be
patched on the cracked member after removing rust on it.
However, the steel plate deck of Bailey bridge is one of the main member but it can be replaced
without much equipment and facilities. Therefore replacement could be an alternative of repair method
of steel deck of Bailey bridge.
All rust shall be removed before patching the stiffening plate. Quantity of scraping and
repainting shall be considered in designing the repair works of crack of steel members.
Thickness of the stiffening plate shall be thicker than the initial steel plate. The dead load of
additional stiffening plate shall be considered in stress calculation of the member.
The cause of the corrosion shall be removed totally before the repair works execution. Organic
waste shall be removed. Refer to the previous clause 1) Corrosion for details.

3) Looseness/omission
They are three types of connecting steel members. One is by fastening bolts, second is by
fastening by rivets, and the last is by welding. This clause explains the repair methods of looseness
and omission of bolts mainly. The reason that the rivets are excluded is that rivets are not usually used
in recent years due to its difficulty in replacing. If the looseness/omission of rivets are to be repaired,
it shall be replaced by bolts.
Both loose bolts and omitted bolts shall be fastened by new bolts. Refastening loose bolts cannot
secure the designed strength. All the loosen bolts shall be replaced by new bolts.

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Looseness Omission

Is there crossing traffic No

underneath the bridge?

Yes

Covering loose bolts Refastening by new

Replacement
and Replacement bolts

Figure 5.37 Flowchart of selecting Repair Method of Looseness/Omission of Steel Members

If the loosen bolts are fastened at the over bridge over crossing traffic, loosen bolts can drop
and harm the traffic passing under the bridge. In this case, these loosen bolts shall be covered to prevent
them from not falling off.
Most of the cases with loosen or omitted bolts are corroded together with spliced plates or the
steel members. When the loosen bolts are replaced or before new bolts are set to fasten at the holes of
omitted bolts, the rust of the steel members, including splice plates, shall be scraped and rust proof
treatment shall be done. The area shall cover all the surface which 2 steel members have contact
together.

4) Fracture
Fractured steel member does not have any strength and contribute to the structure system of the
bridge at all. It shall be immediately treated and the traffic shall be stopped or at least regulated to
pedestrians and light vehicles, such as motor cycles and bicycles. To open the traffic rapidly the
temporary support structure shall be installed.

Fracture

Sub
Main or Sub member?

Main

Stiffening plate patching

Replacement
method

Figure 5.38 Flowchart of selecting Repair Method of Fracture of Steel Members

If the fractured member is one of the sub members of the deck, it would be replaced by new
member. If the fractured member is one of the main member of the deck, which sustain dead load of

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the bridge, it cannot be replaced by new member without installing large support beneath the
superstructure. Therefore, additional stiffening plate would be patched on the fractured member after
removing rust on it.
Patching method is whether by welding or bolts. If the welding method is applied, the
movement of the member shall be restricted as much as possible. The traffic shall be stopped during
the welding and curing.
Thickness of the stiffening plate shall be thicker than the initial steel plate. The dead load of
additional stiffening plate shall be considered in stress calculation of the member.
The cause of the fracture, it is usually the stress concentration, shall be removed totally before
the repair works execution. Or the stiffening plate for the replacement of fractured member shall be
capable to bear the stress concentration.

5) Deterioration of Painting
Before repainting the section of steel members with deterioration of painting, scraping the old
paint and rust shall be executed. If the level of corrosion is heavy and spread to wide area, it shall be
scraped by blasting method. Blasting is a method of scraping the old paint and rust by crushing tiny
iron balls to the steel member by special equipment. Iron balls are very tiny that the diameter is 15 to
70 m (micrometre).
If the level of corrosion is mild and not spread widely, scraping shall be done by scraping
machine, such as disc sanding machine, bristle blaster and manual scraping tools, such as scraper and
wire brush, etc.
These scraping works shall be included in design and calculation of cost estimates.

Deterioration of Painting

Yes Repainting
Is Paint Peeled and Rusted?
(with Removal of Rust)

No
Yes
Is Paint Peeled?
Repainting
(NOT Rusted)

No

Monitoring

Figure 5.39 Flowchart of selecting Repair Method of Deterioration of Painting of Steel Members

If the old paint is peeled and the steel inside is rusted, the rust shall be scraped well and repainted.
The scraping shall be done by blasting method ideally but careful work by handling scraping machine

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and manual scraping tools could be accepted for now until the facility and material supplying
environment is prepared.
If the old paint is peeled and there is no recognizable rust on the steel member, old paint shall
be scraped by handling scraping machine and manual scraping tools and repainted.
If the paint has colour change or short cracks of small numbers, it shall be monitored to
recognize the worsening of the damage. If the deterioration of the paint progresses rapidly, it shall be
scraped and repainted before it is corroded.

[Link]. Main Girder

(1) Concrete
The design of repair works (specifically the selection of repair method) of concrete girders is
basically the same with the design of RCC deck slab (Refer to clause [Link]. (1) Concrete ). In case
the PSC girder requires to be repaired, review of the stress would be different due to the existence of
prestress force. Moreover, chipping could not be applied to the section where the compressive force is
loaded by prestress force.
PC inner cable cannot be replaced. If the PC cable are found deteriorated and the prestress tension
force doesn t exist anymore, it shall be loaded by outer cable ore equivalent reinforcing method.
Subchapter 6.3.1 shall be referred to for the details.

(2) Steel
The design or repair works of steel girders is basically the same with the design of steel deck slab
(Refer to clause [Link]. (2) Steel ).

5.3.3. Substructure
Design of repair works of the substructure is divided by its material. It is divided to 2 materials, such
as Concrete (including RCC) and Masonry.

[Link]. Concrete
The design of repair works (specifically the selection of repair method) of concrete girders is basically
the same with the design of RCC deck slab (Refer to clause [Link]. (1) Concrete ).

1) Crack
Detailed design of repair works (specifically the selection of repair method) of crack on
concrete substructure is basically same with the methods of crack on concrete deck slab (Refer to
clause [Link]. (1) 1) Crack ).

2) Peeling/Rebar Exposure
Detailed design of repair works (specifically the selection of repair method) of peeling/rebar
exposure on concrete substructure is basically same with the methods of crack on concrete deck slab
(Refer to clause [Link]. (1) 2) Peeling/Rebar Exposure ).

3) Water Leakage/Free Lime

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Detailed design of repair works (specifically the selection of repair method) of water
leakage/free lime on concrete substructure is basically same with the methods of crack on concrete
deck slab (Refer to clause [Link]. (1) 3) Water Leakage/Free Lime ).

4) Honeycomb
Detailed design of repair works (specifically the selection of repair method) of honeycomb on
concrete substructure is basically same with the methods of crack on concrete deck slab (Refer to
clause [Link]. (1) 5) Honeycomb ).

[Link]. Masonry
Masonry substructures shall be replaced by RCC substructures considering the flood discharge and
earthquake of Bhutan as it is already mentioned in the detailed observation. However, the repair methods of
masonry substructure shall be explained considering the numbers constructed along the national and
Dzongkhag highways in Bhutan. In this subchapter, it is described how to select the repair method of masonry
substructure. It shall be kept in mind that the result of the repair methods explained in this subchapter does
not last for long period since masonry substructure does not have equivalent durability as RCC substructure.

1) Damage/Deformation
The repair methods of masonry substructure are basically 2 methods, one is partial replacement
of RCC retaining wall and the other is re-patching of the masonry.

Damage/Deformation

Yes Replacement with

Is Substructure Deformed?
RCC Retaining Wall

No
Deeper than Re-patching with
Depth of Damage
Masonry Material Back-filling Mortar

Shallower than
Masonry Material

Re-patching

Figure 5.40 Flowchart of selecting Repair Method of Damage on Masonry Substructure

If the damage of masonry substructure is deformed, such as partial settlement, heaving, and
inclination, it indicates that the backfill soil pressure is pushing the masonry structure, the foundation
of the masonry structure is losing the bearing capacity, or exceeding the sustaining capacity of the
masonry structure. Therefore, it shall be considered that the deformed section to be replaced by RCC
retaining wall. The supporting capacity of substructure to support superstructure would increace

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significantly in replacing the masonry structure with RCC retaining wall. The temporary support
structure is necessary to be installed and it shall be included in the design.
If the damage is only the crack or partial loss, masonry structure shall be re-patched by
equivalent masonry material. It shall cover the all damaged section with surrounding sections. If the
backfill is washed away and the loss is deeper than the depth of masonry material, back fill shall be
refilled by mortar and then masonry material shall be re-patched. If the damage is only loss of the
patching material of masonry substructure, only re-patching is required for the repair method.

5.3.4. Miscellaneous Members

Miscellaneous members which is explained in this subchapter are bearings, railings, wearing course,
and expansion joint.

[Link]. Bearing
Design of repair method of both rubber and steel bearing is explained in this subchapter.

(1) Bearing
1) Defect
If the defect of bearing is minor and is not effecting to other members of bridge, this damage
could be monitored through routine patrol. If the defect is severe, replacement of the bearing by rubber
bearing shall be considered. It is because that multi-layered rubber bearing has advantage in resisting
against the 3-dimentional force which earthquake loads to bridge structure, specifically for bridges
with long spans. Also even for the bridges with short span, the durability of the rubber has become
high and reliable. It shall be more cost benefit than steel in recent years.
If the damage is mostly due to corrosion or deterioration by leaking water from bridge surface,
waterproofing of deck slab and expansion joint shall be considered and executed with the bearing
replacement.

2) Noise
If the noise of bearing is minor and is not effecting to other members of bridge, this damage
could be monitored through routine patrol. If the noise is remarkably loud but the defect is not severe,
it shall be observed in detail to find out the cause of the noise. Noise is often produced by crossing
traffic and repeating movement of particular member of the bridge. Not only finding the member(s)
making the noise, but the cause making the noise shall also be determined and removed.

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Defect/Noise

Yes
Is Defect and Noise Minor? Monitoring

No
Yes
Is Damage Severe? Replacement

No, noise is severe

with minor defect

Detailed
Observation

Figure 5.41 Flowchart of selecting Repair Method of Bearings

Replacing the bearings require jack-up and temporary support device for superstructure. The
majority of cost is for this work item and requires high cost for temporary works.

(2) Base Mortar (Bearing Sheet)

Base mortar is cement based member, it requires repair works when the bearing is still usable. In
case bearing is also damaged severely and requires replacement. Base mortar shall also be reinstalled
adjusting new bearing which would be installed newly.

Sedimentation Deposition Deformation/Loss

Is Deformation/Loss Minor?

No, Severe Yes

Detailed Plastering
Cleaning
Observation method

Figure 5.42 Flowchart of selecting Repair Method of Base Mortar of Bearings

1) Sediment Deposition
For sediment deposition, subchapter 4.3.2. Sediment Deposition shall be referred to for the
details. Basic method is cleaning.

2) Deformation/Loss
If the deformation/loss is minor, it shall be repair by plastering method and recover the initial

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shape of the base mortar. Clause [Link]. (1) 2) Peeling/Rebar Exposure shall be referred to for the
details.
If the deformation/loss is severe, it shall be observed in detail to find out the cause of the damage.
It could cause the settlement of the superstructure and produce big gap on the bridge surface. It often
requires other repair work to be executed simultaneously with repair of the base mortar. Moreover, the
bearing shall be damaged severely as well. Therefore, the basic repair method is reinstalling the new
base mortar adjusting newly installed bearing. Designing the repair works shall be executed including
repair works of other damaged members.

[Link]. Ancillary Facilities

Design of repair method of ancillary facility, such as railing is explained in this subchapter.

(1) Railing
Railing shall have the strength to secure the safety of crossing traffic, such as vehicles and
pedestrians, so as not to fall down from the bridge surface. It shall be installed in sound condition with
sufficient strength. Although it is not the member of main structure of the bridge, it shall be kept in
sound condition for the better service level of the bridge, specifically in the urban area.
If there is sufficient width of the bridge to have side walk(s), the guardrail for vehicle shall be
installed at the border of side walk and carriageway. If the guardrail is installed, the railing at both edge
of the bridge shall not have to resist the crash by vehicles.

Deformation and
Broken Part Risk of Bridge Users

Ratio of Damaged Less than 50% No, minor

Severe?
Railing (in length)

50% and more Yes

Replacement Grouting Method Replacement Grouting Method

Figure 5.43 Flowchart of selecting Repair Method of Railing

1) Deformation or Broken Part

If the cross section of the railing is damaged more than 50%, the remaining railing shall be
removed and the new railing shall be installed. It is better to install the standard type of railing so as
not to design the details for every bridge which requires the new installation. Standard drawings and
bill of quantity as well as unit cost for installation shall be prepared. It is cheaper to construct RCC
railing in general, however standard of steel railing shall be considered for the bridges which cannot
bear the dead load of RCC railing.
If the damage of cross section of the railing is less than 50%, it would be repaired by grouting
method of cross section recovery method. Clause [Link]. (1) 2) Peeling/Rebar Exposure shall be

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referred to for the details.

The special care is required to define the joint section of new railing and the existing
superstructure. If it is necessary, new installation of curb shall be considered.

2) Risk of Bridge Users

If the railing loses its strength to secure the safety of bridge users, it shall be removed and
replaced as well. It shall resist against the crash of vehicles so that the vehicles do not fall down off
the bridge. If the column of railing is broken/deteriorated severely, the section with severe damage is
dangerous for the bridge users, specifically for pedestrians. The existing railing of these sections shall
be replaced by new railing.
If the damage is not severe and the strength could be recovered, it would be repaired by grouting
method of cross section recovery method. Clause [Link]. (1) 2) Peeling/Rebar Exposure shall be
referred to for the details.

[Link]. Deck Surface

Design of repair methods of deck surface, such as wearing course and expansion joint are explained
in this subchapter.

(1) Wearing Course

Damage of wearing course could be found in routine patrol and as long as it is not severe, it could be
repaired in maintenance works. The details shall be referred to subchapter 4.3.5 Wearing Course, Pavement
for details.

(2) Expansion Joint

Expansion joint shall join parapet of abutment and deck or 2 decks next to each other and secure the
gap in between because superstructure actually moves and the gap enlarges/shrinks due to earthquake,
temperature change, and etc. If the gap is clogged by dirt or abutment is inclined, the gap will no longer exist
and the movement of the superstructure pushes directly the abutment or superstructure next to it.

Abnormity Unevenness

Yes
Is it clogged? Cleaning

No 2cm or more?

Is it separated Yes Replacement

or squeezed? No Yes
(and Removal of Cause)
No, broken,
deformation

Replacement Detailed Observation Repavement

Figure 5.44 Flowchart of selecting Repair Method of Expansion Joint

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On the contrary, the gap can be enlarged in some cases. This damage would put the traffic into
dangerous condition, specifically the pedestrians and bicycle users. Also it would enlarge the impact to the
bridge by heavy vehicles and be the cause of damage of other members.
In replacing the expansion joint, waterproofing function shall be included in new sets of the expansion
joint. It stop the surface water at the expansion joint and let it drain to the side edge of the bridge and into the
drainage basin and pipes. It does not let the surface water drain down to the bridge seat through the gap of
expansion joint. It also does not wet the bearing nor let the dirt deposit on the bridge seat. It prevents rapid
deterioration of bearings, bridge seat, and substructure. This type of expansion joint is often called expansion
joint with waterproofing structure. This could retard the time period of replacing or repair of bearings or
substructure and save the maintenance cost.

Dust Blocking Layer

Waterproofing Layer
Supporting Post

Gutter
Dumper Layer

Figure 5.45 Example of Expansion Joint with waterproofing Structure

Moreover, uneven settlement of superstructure mainly caused by damages of bearings, severe

deterioration of slab under the expansion joint, or fracture of the expansion joint itself could be a cause of
vertical gap between parapet of abutment and deck or 2 decks next to each other. Bridge surface would be in
the same situation with gap enlarged. It would put the traffic into dangerous condition, specifically the
pedestrians and bicycle users. Also it would enlarge the impact to the bridge by heavy vehicles and be the
cause of damage of other members.

1) Abnormity
If the gap is clogged, it shall be cleaned as early as possible. If it could be cleaned manually
without special equipment, it shall be cleaned immediately when it is found. However, most of the
time it is compacted and difficult to remove all the dirt out of the gap. Therefore, water jet shall be
used for cleaning it sufficiently.
If the gap is enlarged (separated) or shrunken (squeezed), the expansion joint shall be replaced
by new set. However, the movement of superstructure or parapet of abutment shall be repaired before
the replacement. The initial distance of gap shall be secured in replacement.
If the damage is only on the expansion joint itself, such as bent, crack, missing parts, shall also
be replaced.

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Expansion joint is usually made by single member for the entire width of bridge. However,
selecting units of expansion joint narrower, such as 1m or 2m for instance, could reduce the quantity
of the repair work since the damage is often limited to small section.

2) Unevenness
If the gap of expansion joint have 2cm or more of vertical gap, it shall be replaced by new set
as early as possible. However, the cause of gap shall be removed before the replacement. If the cause
is damage of bearings, emergency treatment shall be executed, such as stop of traffic or limited to light
vehicle such as motorcycles and bicycles.
If the vertical gap is less than 2cm, it shall be observed in detail to find out why the gap is
caused. If it is due to the damage of bearing, same treatment shall be done for the gap 2cm or more,
that is explained in the previous paragraph. If it is due to other reason and the bridge is sound, it could
be monitored in routine patrol that the gap is not enlarging.

[Link]. Construction Planning, Cost Estimate

(1) Result of Detailed Design
Whatever the damage or material is, the following items shall be included in the result of detailed
design of repair works.
Repair works (Drawing, Bill of quantity)
Removal Works of Cause of Damage (Drawing, Bill of quantity, Specification)
Temporary Structure (Drawing, Bill of quantity)
General Equipment (Quantity)
Special Equipment (Specification, Quantity)
Construction Planning (General view)
Construction Schedule
Disposal (Quantity)
Traffic Control (Specification)
Labour Cost
Overhead of Contractor

1) Construction Planning
Construction planning of repair works shall be designed considering the condition of each
bridge and member. Not only the drawings and quantity of the materials, but also other items related
to actual construction shall be included in the result of design. The items are listed in the previous
clause, such as temporary structure, (support, scaffolding, form, and etc.), special and general
equipment, traffic control equipment, disposal, traffic control, and construction schedule. Types,
specification, quantity, and timing of these items shall be calculated based on the construction planning.

(2) Cost Estimate

Cost estimate of repair works shall include all the cost of the design results listed in the previous clause.
To execute the repair works it also requires labour cost with overhead of contractor.

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5.4. Repair Works

Actual construction of repair works shall be executed based on the results of detailed design explained
in the previous subchapter 5.3 Detailed Design. Typical procedure and points which close attention shall be
given are demonstrated in this subchapter.
However, repair works is a kind of works that every details cannot be defined in designing stage
because many of the damage is invisible. The many of the actual details are disclosed during the construction
stage. Therefore, every related member of repair works, such as road operator, supervision engineer,
contractor, and even actual workers at site shall be reminded that there would be amendments of the design,
quantity, and specification anytime during construction stage. Anyone finds the new findings of the damage
which are revealed for the first time shall report to responsible personnel of the repair works immediately.
Responsible engineer and managers of road operator shall not be reluctant of amendment if the new findings
which change the condition of the design if they are found during the construction stage.
To secure the designed strength of the member which are repaired, there shall be 3 main items that
shall be controlled in the construction stage, which are quality of the works, accuracy of shape in completion,
and quality control of materials.

5.4.1. Whole Bridge

Typical procedure and the points which require close attention of repair works to repair the damage of
whole bridge are demonstrated below.

(1) Extraordinary Deflection

If the cause of the damage is superstructure, there shall be scaffolding to access the damaged member
from under the superstructure. After installing the scaffoldings, damage shall be observed by appropriate
methods dependent on the materials and damages which are explained in previous subchapter 5.2. Detailed
Observation, and then judge whether to repair or replace the superstructure. If the substructure is not in sound
condition, the entire bridge shall be replaced. If it is judged to be repaired, the design would follow. Previous
subchapter of 5.3 Detailed Design shall be referred to for the details.
If the cause is bearings, scaffolding shall be installed on the side of substructure. The rest of the
procedure is as same as the previous paragraph (in case of damage of superstructure)
If the cause is settlement, movement, or inclination of the substructure, the condition of the foundation
and soil underneath the footing shall be observed in detail. If the substructure is in the river flow, there shall
be coffer dam to remove river flow around the substructure. The rest of the procedure is as same as the
previous paragraph (in case of damage of superstructure)

(2) Settlement, Movement, Inclination

This damage requires replacement of bridge in most of the cases. However, if either of these damage
is scarce and has possibility to be repaired, the condition of the foundation and soil underneath the footing
shall be observed in detail. In case of the soil under the footing is washed away, not only the physical scale
of scour but also the condition of remaining soil shall be observed. There could be sediments of flood which
are very soft and shall be removed in repair works. However, even the repair of small level of these damages

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of substructure, it require massive temporary structure to repair the damage. There shall be a consultation
from well-experienced engineer in judging to execute the repair works, detailed observation, designing the
detailed repair method. Relevant subchapters in 5.2 Detailed Observation and 5.3 Detailed Design shall be
referred to for details.

(3) Scouring
Repair methods of scouring explained in clause 5.3.1 (3) Scouring are riprap, gabion, concrete block,
RCC retaining wall, and refill of soil with soil improvement. All methods except refill of soil with soil
improvement, require similar preparation procedure as follows,

Install Coffer Dam Coffer dam to secure dry and safe condition at the site
Embankment or steel sheet pile

Dry up the Site

Dry up the site by using pumps

Excavation
Excavate the riverbed till bearing layer

Cleaning
Clean the dirt, mad, waist at the surface of excavation

Leveling Level the surface of excavation

Casting of leveling concrete for RCC retaining wall for revetment.

Placing Place the appropriate materials

Casting concrete for RCC retaining wall for revetment.

Finishing Curing for RCC retaining wall for revetment.

Accuracy checking of shape in completion.

Figure 5.46 Workflow of Repair Works for Scouring

(Riverbed Protection by Gabion) (RCC Retaining Wall)

Figure 5.47 Example of Construction of Coating Method
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5.4.2. Superstructure
Typical procedure and the points which require close attention of repair works to repair the damage of
superstructure are demonstrated below.

[Link]. Deck Slab

Actual repair works of deck slab is explained following the structure of clauses of clause [Link]. and
[Link]. Deck Slab . It is divided by materials, such as concrete and steel. Both material is divided into
smaller clauses by the types of damages.

(1) Concrete
Actual repair works of concrete deck slab is divided into 5 types of damages, such as crack,
peeling/rebar exposure, water leakage/free lime, partial loss of concrete, and honeycomb

1) Crack
Repair works explained in the previous clause [Link]. (1) 1) Crack are three methods, such
as coating method, injecting method, and filling method. Typical procedure and the points which
require close attention of these methods are demonstrated as following clauses.

i) Coating Method
The workflow is shown in the figure below.

Inspection of Crack Inspection of condition, width, length, depth

Plan the work flow/procedure

Removal of Cause Waterproofing or water sealing (at the upstream of member)

Remove other cause indicated by the diagnosis of inspection data

Cleaning Brush and clean the crack and surrounding area, better done by water jet
cleaner. Test before using water jet cleaner not to worsen the crack.
Test the adhesiveness after cleaning

Primer Coating
Paint the primer coat which is specified by the coating product

Intermediate Coating Coat the intermediate layer coating material specified by the coating product
Number of the layer is normally 1 or 2.

Finishing Layer Coating Coat the finishing layer with coating material specified by the coating
product

Finishing Coating shall be cured till it is dried to prevent the crack

Temperature control is necessary in winter and summer.

Figure 5.48 Workflow of Coating Method

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Before commencing the repair works, the contractor shall inspect the damage (crack in
this case) in detail and check whether the condition (category and quantity of damage) has not
been changed (worsened, increased) from the last inspection data. If the category of the damage
has worsened or the quantity has increased considerably, contractor shall discuss with project
owner the solution for it. If there is no change at the crack which would be repaired, the
plan/schedule of the repair works shall be prepared by the contractor.
Repair of damage (crack in this case) is not enough just by repairing the damage by
selected repair method (coating method in this case). The cause shall be removed to ensure the
result of the repair works. The contractor shall remove the cause indicated by the diagnosis of
the inspection. If the cause is the water infiltrating into the concrete, the member shall be
waterproofed or the water stream shall be drained to other flow for instance.
Most of the time, cracks are dirty with mud, dust, oil, or other materials. These shall be
completely cleaned before the coating work is executed. It shall be done by water-jet cleaner,
since it cleans inside of the crack as well. After cleaning and drying, the adhesiveness with the
repairing material shall be tested before the coating works.
There shall be multiple layers of coating to protect the concrete cracks from external
environment. This manual shows primer, intermediate, and final layer. Material shall be
procured by set for all the layers.
Each coating layer shall be cured so that any substances shall not be adhered and dried
properly so that is would adhere with the next coating material. While curing the coating
material, the temperature shall be controlled within the range identified in the specification of
the material.

(Test after cleaning the surface) (Finishing Layer Coating)

Figure 5.49 Example of Construction of Coating Method

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ii) Injecting Method

The work flow is shown in the figure below.

Inspection of Crack Inspection of condition, width, length, depth

Plan the work flow/procedure

Removal of Cause Waterproofing or water sealing (at the upstream of member)

Special methods are required for sever damage by neutralization,
Chloride and ASR

Cleaning Brush and clean the damage which is to be treated

Get rid of adhered substances including oil

Installing Washers Coat the injecting washers with sealing material

Set the injecting washers vertically at the center of the crack.

Sealing
Seal the crack firmly so that the injecting resin does not flow out

Injection of Resin Confirm the hardness of sealing material

Set injectors to injecting washers and inject the injecting resin

Removal of Washers Confirm the hardness of injecting resin

and Sealing Remove washers and sealing.

Figure 5.50 Workflow of Injecting Method

Up to the stage of cleaning , the details shall be referred to the previous clause [Link].
(1) 1) i) Coating Method to avoid the duplication.
Washers demonstrated in the table below shall be installed complying the technical
specification of the procured equipment and materials. Injecting resin and the injecting washers
shall be procured as a set to secure the quality of the repair method. Distance shall be set
according the volume of the crack and washer. The volume of the washer shall exceed the
volume of the crack to avoid the gap from remaining in the crack.
After installing the washers, the crack shall be sealed on the surface so that the injected
resin is not pressed out. This sealing work shall be done without a fault because pressed out
injected resin significates that it was not injected into the fond of the crack and left the gap
inside.
Next step is the actual injection of the resin. The pressure shall follow the technical
specification of the product. It shall not be higher or lower. Both error leaves gap in the crack
and cannot secure the quality. If the resin is pressed out from the sealing, the section shall be
inspected in detail after the injection is completed.

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After curing the resin in certain temperature and period indicated in the technical
specification of the product, the hardness of the resin shall be checked whether it is sufficiently
harder than the specification of the product. The washers are removed after checking of the
hardness.

Table 5.11 Examples of Equipment of Injecting Method

Cylinder Method BICS Method Micro Capsule

(Bottom Surface of Voided Slab) (Bottom Surface of RCC Slab)

Figure 5.51 Example of Construction of Injecting Method

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iii) Filling Method

The work flow is shown in the figure below.

Inspection of Crack Inspection of condition, width, length, depth

Plan the work flow/procedure

Removal of Cause Waterproofing or water sealing (at the upstream of member)

Special methods are required for sever damage by neutralization,
Chloride and ASR

Cutting the Ditch Cut the ditch for filling with electric concrete cutter
Ditch shall be with width 10mm and depth 10-15mm along crack

Cleaning Clean the surface of the ditch by wire brush or brush

Remove dust and powder left by cutting the ditch

Primer Coating
Paint the ditch with primer coat which is specified by the coating product

Filling the ditch Fill the ditch with filling material using appropriate equipment.
Surface shall be flattened by trowel

Finishing Filled material shall be cured till it is dried

Rain and dust shall be avoided to touch the filled material in curing

Figure 5.52 Workflow of Filling Method

Up to the stage of removal of cause , the details shall be referred to the previous clause
[Link]. (1) 1) i) Coating Method to avoid the duplication.
In this method, the crack is cut to make small ditch by electric cutter. The ditch shall follow
the alignment of the crack (See the Figure below). The ditch shall have its width of 10mm and
depth from 10 to 15mm. This size of the ditch is to secure the quality of the repair works,
therefore it shall not be smaller size. If the size is bigger than it shall be, it would be waste of
the material.
After cutting the ditch, the surface of the ditch shall be cleaned. There are powder dust
from cutting works, and it shall be removed to secure the adhesiveness of the primer coating.
Primer coating shall be done to the ditch before filling the ditch with the filling material.
Filling material shall fill the ditch using appropriate equipment, such as caulking guns and
etc. The surface shall be flattened by trowel manually. It shall be made sure that the filling
material, usually epoxy resin or non-shrinkage mortar, are sufficiently filled in the ditch.
Filling material shall be covered and cured until it is dried and hardened so that water and
dust, or other adhesive substances would not touch the surface. The length of the period shall
be according to the technical specification of the product.

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RCC Concrete

Crack

(Cutting the Ditch with Electric Cutter) (Cleaning the Ditch)

Figure 5.53 Example of Construction of Filling Method

2) Peeling/Rebar Exposure
Repair works explained in the previous clause [Link]. (1) 2) Peeling/Rebar Exposure are three
methods, such as plastering method, grouting method, and shotcrete method. Typical procedure and
the points which require close attention of these methods are demonstrated as following clauses.

i) Plastering Method
The work flow is shown in the figure below.

Inspection of Inspection of condition, width, length, depth

Peeling/Rebar Exposure Plan the work flow/procedure

Removal of Cause Waterproofing or water sealing (at the upstream of member)

Special methods are required for sever damage by neutralization, Chloride
and ASR

Removing Deteriorated Removing the deteriorated concrete of damaged section

Materials Using Electric concrete cutter/chipper and secure the depth more than 10mm

Scraping the rust of

rebar Scrape the rust of rebar by wired brush/disk sander

Rust Prevention Coat the rebar with rust preventive material

Primer Coating Coat the cut/chipped surface with Primer Coat

This is to improve the adhesive strength with recovery material

Plastering Recover the cross section with recovery material by trowel manually

Finishing Filled material shall be cured till it is dried

Rain and dust shall be avoided to touch the filled material in curing

Figure 5.54 Workflow of Plastering Method

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Up to the stage of removal of cause , the details shall be referred to the previous clause
[Link]. (1) 1) i) Coating Method to avoid the duplication.
The existing concrete around the damage, peeling/rebar exposure are deteriorated and has
lost its strength. Therefore, surrounding section of the concrete shall be removed before the
repair method is executed. Removal shall be done by chipping the existing concrete on the
entire surface of the damage. The depth of the chipping shall be greater than 10mm. This depth
is set adding additional depth to the cover of the RCC concrete.
After the deteriorated concrete is removed, there would be considerable amount of rebar
exposed. This rebar shall be cleaned, especially when it is rusted. The section which rebar is
already exposed before the removal of the deteriorated concrete, there shall be rust covering the
surface. Rust shall be removed by using electric cleaner, such as disk sander and etc.
Cleaned rebar shall be rust prevented by coating the rebar by rust preventive material, such
as epoxy resin, polymer cement paste, and etc.
Chipped surface of the concrete shall be coated by primer coating material to secure the
adhesiveness between the existing concrete and plastering material. It shall be made sure that
all the surface are coated by the primer coating material. It also shall be dried without adhesive
substances attached on the surface of coating material.
Next step is recovering the cross section by plastering using trowel manually. It shall be
made sure that the recovering material is filling all the cross section firmly. However, the
plastering thickness shall not exceed 7mm. If the thickness of the recovering cross section
exceed 7mm, plastering procedure shall be done several times to fill the entire cross section.
This skill require training for quite long period. Unskilled worker shall not execute even it looks
easy to avoid air holes in the plastering material.
Recovering material is usually polymer cement mortar which have sufficient strength and
low shrinkage specification. It also has high workability due to less water-cement ratio because
of the containment of polymer. It also adhere very well to the existing concrete.
Filling material shall be covered and cured until it is dried and hardened so that water and
dust, or other adhesive substances would not touch the surface. The length of the period shall
be according to the technical specification of the product.

(Rustproofing of Rebar, Primer Coating) (Plastering)

Figure 5.55 Example of Construction of Plastering Method

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ii) Grouting Method

The work flow is shown in the figure below.

Inspection of Inspection of condition, width, length, depth

Peeling/Rebar Exposure
Plan the work flow/procedure

Removal of Cause Waterproofing or water sealing (at the upstream of member)

Special methods are required for sever damage by neutralization,
Chloride and ASR

Removing Deteriorated Removing the deteriorated concrete of damaged section

Materials
Using Electric concrete cutter/chipper and secure the depth more than
10mm

Scraping the rust of

rebar Scrape the rust of rebar by wired brush/disk sander

Rust Prevention
Coat the rebar with rust preventive material

Primer Coating Coat the cut/chipped surface with Primer Coat

This is to improve the adhesive strength with recovery material

Setting Form Set the form for grouting mortar

Seal the gap between the form and existing concrete

Grouting Grouting mortar by grouting equipment.

Finishing Grouted material shall be cured till it is dried

Remove the form and check the finishing condition

Figure 5.56 Workflow of Grouting Method

Up to the stage of primer coating , the details shall be referred to the previous clause
[Link]. (1) 2) i) Plastering Method to avoid the duplication.
After primer coating, the form for grouting shall be set firmly which resist the grouting
pressure from inside. Form shall be supported by stiff material such as steel pipe for instance
(See the Figure below). The gap between form and the surface of existing concrete shall be
sealed so that the grouted material would not be pressed out.
Grouting shall be done by appropriate grouting equipment which are specified by the
manufacturer of the grouting material. The pressure, diameter of the grouting tube and other
specification are specified by the manufacturer to secure the quality. Matching of the grouting
material and grouting equipment shall be kept as it is specified in the technical specification.

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Substituting the equipment from other project is not permitted unless same grouting material is
selected.
Grouting material is usually polymer cement mortar or non-shrinkage mortar. However,
both chemical and physical specification differs by the product. The product shall be selected
by the site condition. It shall be consulted by experienced engineer.
Grouting material shall be cured until it is dried and hardened according to the technical
specification of the product. The length of the period shall follow the technical specification of
the product. After it is hardened the form shall be removed.

(Grouting Non-shrinkage Mortar) (Curing)

Figure 5.57 Example of Construction of Grouting Method

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iii) Shotcrete Method

The work flow is shown in the figure below.

Inspection of Inspection of condition, width, length, depth

Peeling/Rebar Exposure
Plan the work flow/procedure

Removal of Cause Waterproofing or water sealing (at the upstream of member)

Special methods are required for sever damage by neutralization,
Chloride and ASR

Removing Deteriorated Removing the deteriorated concrete of damaged section

Materials
Using Electric concrete cutter/chipper and secure the depth more than
10mm

Scraping the rust of

rebar Scrape the rust of rebar by wired brush/disk sander

Rust Prevention
Coat the rebar with rust preventive material

Primer Coating Coat the cut/chipped surface with Primer Coat

This is to improve the adhesive strength with recovery material

Shotcreting Recover the cross section by shotcreting the recovery material using
shotcreting equipment.

Finishing Placed material shall be cured till it is dried

Level the surface by plastering mortar manually, if necessary.

Figure 5.58 Workflow of Shotcrete Method

Up to the stage of primer coating , the details shall be referred to the previous clause
[Link]. (1) 2) i) Plastering Method to avoid the duplication.
Shotcreting material and equipment shall be procured as a set and the method of the
shotcreting depend on the equipment. There are 2 main streams of the shotcreting methods
which are dry-shot type and wet-shot type. The difference is when to mix water before
shotcreting. Dry-shot mixes the water just before the shotcreting at the very end of the nozzle
of the equipment. Wet-shot mixes before inserting material to the nozzle. Dry-shot type exceeds
in transferring capacity due to the viscosity of the transferred material. However, the quality of
dry-shot type depends on the skill of the worker who executes the shotcreting work. In other
hand, wet-shot type does not require so much skilled worker as dry-shot type.
The special care shall be taken in shotcreting the cross section behind the rebar. It often
leaves the gaps due to the existence of rebar. Shotcreting shall be done from multiple direction

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to avoid leaving these gaps.

Shotcreting shall be divided to several times if the thickness of recovering cross section is
thick. Shotcreting to the rebar for first stage, shotcreting to near of the surface, and finishing by
shotcrete for instance (see Figure below).
Material is rapid hardening cement mortar for dry-shot type and polymer cement mortar
for wet-shot type. The admixture differs by product and shall be selected depend on the site
condition and shotcrete method. It shall be consulted by experienced engineer.
Shotcrete material shall be cured until it is dried and hardened according to the technical
specification of the product. The length of the period shall follow the technical specification of
the product. After it is hardened, the surface could be smoothened for better external appearance.

(Beginning Stage) (Intermediate Stage) (Finishing Stage)

Figure 5.59 Example of Construction of Shotcrete Method

3) Water Leakage/Free Lime

Repair works explained in the previous clause [Link]. (1) 3) Water Leakage/Free Lime are
three methods, such as crack repair method, plastering method, and grouting method. Typical
procedure and the points which require close attention of these methods are demonstrated in previous
clauses, such as [Link]. (1) 1) Crack and [Link]. (1) 2) Peeling/Rebar Exposure .

4) Partial Loss of Concrete

Repair works explained in the previous clause [Link]. (1) 4) Partial Loss of Concrete is cross
section recovery method. Typical procedure and the points which require close attention of these
methods are demonstrated in previous clause [Link]. (1) 2) Peeling/Rebar Exposure .

5) Honeycomb
Repair works explained in the previous clause [Link]. (1) 5) Honeycomb is cross section
recovery method. Typical procedure and the points which require close attention of these methods are
demonstrated in previous clause [Link]. (1) 2) Peeling/Rebar Exposure .

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(2) Steel
Actual repair works of steel deck slab is divided into 5 types of damages, such as corrosion, crack,
looseness/omission, fracture, and deterioration of painting

1) Corrosion
Repair works explained in the previous clause [Link]. (2) 1) Corrosion are three methods,
such as stiffening plate patching method, replacement, and repainting. Typical procedure and the
points which require close attention of these methods are demonstrated as following clauses. Patching
stiffening plate shall be done by tightening bolts, and not by welding. It is because the welding would
be executed at the site, so the existing members would deform/vibrate during the welding works are
executed. Therefore, it is very difficult to secure the quality of welding.

i) Stiffening Plate Patching Method

The workflow is shown in the figure below.

Inspection of Corrosion Inspection of condition, width, height, thickness of the steel member
Plan the work flow/procedure

Removal of Cause Waterproofing or water sealing (at the upstream of member)

Remove other cause indicated by the diagnosis of inspection data

Removing Existing Paint Clean the stain on the paint

Scrape the existing paint using handy scraping machine

Drilling Holes Drilling Holes on the Exiting Plate to Patch the Stiffening Plate as is
shown in the shop drawings

Place the Stiffening Place the stiffening plate at the right location and fix it temporarily
Plate Stiffening plate shall be fabricated as the shop drawings previously in the
factory

Fasten Bolts
Fasten Bolts to patch the Stiffening Plate

Painting Paint the stiffening plate and exiting plate including bolts in layers in the
manner specified in specification

Figure 5.60 Workflow of Stiffening Plate Patching Method

Up to the stage of removal of cause , the details shall be referred to the previous clause
[Link]. (1) 1) i) Coating Method to avoid the duplication.
Removing the existing paint shall be executed in good quality which removes deteriorated
paints totally. Only the inner layers, such as primer coating layer, in good condition could be

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left on the steel members after this scraping works. The area of scraping shall cover the entire
stiffening plate. The details of works in removing the existing paint shall be referred to the
following clause [Link]. (2) 1) iii) Repainting .
After the scraping works is finished, the hole to bind the stiffening plate shall be drill to
the steel members of the existing bridge. It shall be carefully scaled at the site to fit the stiffening
plate which is fabricated at the factory separately. If the holes are not drilled in the proper
location, stiffening plated could not be bind firmly to the existing members.
The edge of the drilled holes shall be trimmed so that the entire surface of the stiffening
plate is attached to the existing plate. It secures the friction resistance after the fastening of bolts.
Welding at the site is the other option to bind the stiffening plate with the existing members.
However, welding at site and high of the ground on the scaffolding is very difficult work to
secure the quality. It often end up with unevenness of the quality is the welding section, which
could be the cause of the repeated damage at the same section even the original cause of the
damage is removed. Welding shall be avoided unless it is impossible to patch the stiffening
plate with bolts.
After the holes on the existing steel member is drilled and trimmed, the stiffening plate
shall be placed temporarily at the place of installation. Even the stiffening plate is not a big size
member, it weighs very heavy. The support structure and transferring method shall be carefully
planned so that the stiffening plate would not deform before attaching to the existing members.
Stiffening plate shall be examined whether it is fabricated exactly as it is shown in the shop
drawings. A few millimetres of difference with the shop drawing could end up that the bolts
would not enter for fastening. Lack of bolts could not secure binding force between the existing
member and stiffening plate. The examination shall be executed very strictly since modifying
the fabrication of stiffening plate at site is hardly impossible.
Bolts to bind the stiffening plate shall be HTB (High Tensile Bolts) and fastened firmly in
a method shown in the specification. Every bolts shall be fastened more than it is designed.
There are Torshear Type High Strength Bolt which are easier in quality control. If the torque
is sufficient, the pin-tail would come off from the bolt.
After the bolts are fasten firmly and the splice plate is bound properly, the entire splice
plate, all the bolts with surrounding existing members shall be repainted. The details of the
repainting shall be referred to the following clause [Link]. (2) 1) iii) Repainting .

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Figure 5.61 Example of Construction of Stiffening Plate Patching Method

High Tensile Bolts Torshear Type High Strength Bolt

Figure 5.62 Example of HTB (High Tensile Bolts)

Special Equipment
Pin-tail is torn off with sufficient torque

Torshear Type High

Strength Bolt Torn off

Pin-tail

Figure 5.63 Mechanism of Torshear Type High Strength Bolt

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ii) Replacement
The workflow is shown in the figure below.

Inspection of Corrosion Inspection of condition, width, height, thickness of the steel member
Plan the work flow/procedure

Removal of Cause Waterproofing or water sealing (at the upstream of member)

Remove other cause indicated by the diagnosis of inspection data

Support the existing Support temporarily existing superstructure before removing damaged
Superstructure
member

Removal of Damaged
Member Remove damaged member

Removing Existing Paint Scrape the existing paint and rust of the existing member using handy
scraping machine

Installing New Member

Install new member and fasten the bolts

Painting Paint the splice plate and exiting member including bolts in layers in the
manner specified in specification

Figure 5.64 Workflow of Replacement of Damaged Member

Up to the stage of removal of cause , the details shall be referred to the previous clause
[Link]. (2) 1) i) Stiffening Plate Patching Method to avoid the duplication.
When replacing a member(s) of existing steel bridge, the other surrounding members could
lost their support from the member which would be replaced. Therefore, temporary support
structure shall be installed prior to removing the exiting damaged member. After installing the
temporary support structure, it shall be examined strictly that the existing member would be
supported after removing the damaged member.
Removal of the damaged member shall be done in a step confirming that it is not affecting
the other existing structure. It is better to replace entire member by removing the existing bolts.
However, if it is not possible or not feasible to replace entire member, some section shall be cut
and replaced. In this case, new member shall be bound with the existing members firmly by
stiffening plates. The details of the works shall be referred to the previous clause [Link]. (2) 1)
i) Stiffening Plate Patching Method .
After the stage of removal of damaged member , the details of the works shall be referred
to the previous clause [Link]. (2) 1) i) Stiffening Plate Patching Method to avoid the
duplication.

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Figure 5.65 Example of Construction of Replacement of Damaged Member

iii) Repainting
The workflow is shown in the figure below.

Inspection of Corrosion Inspection of condition, width, height, thickness of the steel member
Plan the work flow/procedure

Removal of Cause
Waterproofing or water sealing (at the upstream of member)

Removing Existing Paint Clean the stain on the paint

Scrape the existing paint using handy scraping machine

Painting Paint the stiffening plate and exiting member including bolts in layers in
the manner specified in specification

Finishing
Paint shall be dried without getting adhered substances.

Figure 5.66 Workflow of Repainting

(Scraping the existing Paint) (Primer Coating)

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(Intermediate Coating) (Final Coating)

Figure 5.67 Example of Construction of Repainting

Up to the stage of removal of cause , the details shall be referred to the previous clause
[Link]. (2) 1) i) Stiffening Plate Patching Method to avoid the duplication.
Removing the existing paint shall be done manually using handy scraping machines such
as disk sander and bristle blaster. The rust of the existing member shall be removed completely
as well. For the bumpy surface, such as bolts or the corner of joints shall be done with different
handy machine with smaller brush, such as cup wire wheel. Wherever the brush of the machine
cannot reach, it shall be scraped by hand using scraping stick or etc. (See Figures below)

(Disk Sander) (Bristle Blaster)

(Cup Wire Wheel) (Scraping Stick)

Figure 5.68 Example of Scraping Works

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There is blasting method to remove the existing paint and rust. It utilizes tiny metal balls
and metal balls are crushed to the existing members. Special equipment to crush the metal balls
is required and the workspace shall be covered so that the iron ball does not spread away in the
air. It also shall be collected not to pollute the drainage.
The surface after removing the exiting layer and scraping would have completely different
colour from the condition before the treatment. The example is shown as the Figure below.

before after
Figure 5.69 Example of Steel Surface after Scraping Grade III

Painting shall be with multiple layers to protect the steel member from corrosion.
Corrosion is the most basic damage of the steel member which shall be avoided. The structure
of the multiple layers of painting differ by member, location. Bolts, the edge of the flange,
lapping section between the existing paint and newly paint for instance, shall be painted with
thicker layers (See Figures below). It is recommended to procure painting materials of all the
layers from same paint manufacture. It secures more firm adhesiveness between layers next
each other.
Paints shall be dried for certain period without adhered substance. The period shall be set
according to the technical specification of the product.

Quantity Thickness Interval

Stage Typical Painting Material Painting Method Period

Final Weak Solvent Fluorocarbon Resin Painting for Final Coating Brush, Roller
1-10 days
Intermediate Weak Solvent Fluorocarbon Resin Painting for Intermediate Coating Brush, Roller
1-10 days
Primer Weak Solvent Modified Epoxy Resin Painting for Primer Coating Brush, Roller
1-10 days
Primer Weak Solvent Modified Epoxy Resin Painting for Primer Coating (Exposed Steel Material) Brush, Roller
Less than 4h
Scraping Scraping Grade III
Corroded Steel Section
Row Steel

Figure 5.70 Example of Coating Layers of Repainting after Scraping (Main Section)

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Quantity Thickness Interval

Stage Typical Painting Material Painting Method Period

Final Weak Solvent Fluorocarbon Resin Painting for Final Coating Brush
1-10 days
Intermediate Weak Solvent Fluorocarbon Resin Painting for Intermediate Coating Brush
1-10 days
Primer Very Thick Epoxy Resin Painting for Primer Coating Brush, Roller
1-10 days
Primer Strong Solvent Modified Epoxy Resin Painting for Primer Coating Brush
1-10 days
Primer Strong Solvent Modified Epoxy Resin Painting for Primer Coating (Exposed Steel Material) Brush
Less than 4h
Scraping Scraping Grade III
Corroded Steel Section
Row Steel

Figure 5.71 Example of Coating Layers of Repainting after Scraping (Splice Plate)

Repainting Section after Scraping Grade III (Main Section)

around 50mm
around 10mm Repainting Surface
after Scraping Grade III
Repainting Surface
after Scraping Grade III

Existing Section
Weak Solvent Fluorocarbon Resin Painting for Final Coating, 140g/m2

Weak Solvent Fluorocarbon Resin Painting for Intermediate Coating, 170g/m2

Weak Solvent Fluorocarbon Resin Painting for Primer Coating, 240g/m2
Weak Solvent Fluorocarbon Resin Painting for Primer Coating, 240g/m2

Figure 5.72 Example of Coating Layers of Repainting at the Border of Sections

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2) Crack
Repair works explained in the previous clause [Link]. (2) 2) Crack are three methods , such
as stop hole method, stiffening plate patching method, and replacement. Typical procedure and the
points which require close attention of these methods are demonstrated as following clauses.

i) Stop Hole Method

The workflow is shown in the figure below.

Inspection of Crack Inspection of crack, location, length of the steel member

Plan the work flow/procedure

Scraping Crack
Scrape rust and paint around the crack

Drilling
Drill the stop hole at the ends of the crack

Primer Coating Primer coating to prevent corrosion till further repair is executed.

Figure 5.73 Workflow of Stop Hole Method

Up to the stage of inspection of crack , the details shall be referred to the previous clause
[Link]. (2) 1) i) Stiffening Plate Patching Method to avoid the duplication.
The details of scraping shall be referred to the previous clause [Link]. (2) 1) iii)
Repainting .
The edge of the crack shall be drilled with diameter 8 to 10mm. This is to prevent the rapid
progress of the crack. It is emergency treatment and shall be repaired completely in near future.
(See figure below)
The crack and the surface of drilled hole shall be coated with primer coating material to
prevent the corrosion until the addition repair works is executed. (See figure below)

Stop Hole

(Stop Hole) (Crack before Emergency Treatment) (After Drilling Stop Hole)
Figure 5.74 Example of Construction of Stop Hole

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ii) Stiffening Plate Patching Method

Typical procedure and the points which require close attention of the stiffening plate
patching method are demonstrated in previous clause, such as [Link]. (2) 1) Corrosion .

iii) Replacement
Typical procedure and the points of require close attention of the replacement are
demonstrated in previous clause, such as [Link]. (2) 1) Corrosion .

3) Looseness/omission
Repair works explained in the previous clause [Link]. (2) 3) Looseness/omission are three
methods, such as replacement, covering, and refastening by new bolts. Typical procedure and the
points which require close attention of these methods are demonstrated as following clauses.

i) Replacing
The workflow is shown in the figure below.

Inspection of Bolts Inspection of bolt by touching by fingers and hammering, location, scale
of bolts shall be recorded.
Plan the work flow/procedure

Remove Loose Bolts

Remove Loose Bolts

Scraping
Scrape rust and paint of all the area of splice plate

Painting Paint the stiffening plate and exiting member including bolts in layers in
the manner specified in specification

Finishing
Paint shall be dried without getting adhered substances.

Figure 5.75 Workflow of Replacement of Loose Bolts

Up to the stage of inspection of bolts , the details shall be referred to the previous clause
[Link]. (2) 1) i) Stiffening Plate Patching Method to avoid the duplication.
It is better to remove the loose bolts by loosening them by torque. However, rusted bolts
are not able to turn the nuts. In this case it shall be removed by cutting the bolts. Special attention
is required not to damage the existing steel member.
The details of the stages after scraping shall be referred to the previous clause [Link].
(2) 1) iii) Repainting .

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(before Replacing Bolts) (After Replacing Bolts with Repainting Splice Plate)
Figure 5.76 Example of Construction of Replacement of Loose Bolts

ii) Covering
The workflow is shown in the figure below.

Inspection of Bolts Inspection of bolt by touching by fingers and hammering, location, scale
of bolts shall be recorded.
Plan the work flow/procedure

Remove Loose Bolts

Remove Loose Bolts which can be replaced by hand

Installing the Cover Install the cover to both bolts and nuts.
Better to cover all the bolts on the splice plate
Replacing shall be planned and executed as early as possible

Figure 5.77 Workflow of Covering Loose Bolts

Up to the stage of inspection of bolts , the details shall be referred to the previous clause
[Link]. (2) 1) i) Stiffening Plate Patching Method to avoid the duplication.
In this method, loose bolts which can be replaced by hand are the only bolts to be removed.
Cover shall be procured from the manufacture and installed to every loosen bolts on the
splice plate, or joint section. (See figure below)

(Cover for Nuts) (Cover for Bolts) (Actual Installation)

Figure 5.78 Example of Construction of Fall Prevention Cover for Bolts
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iii) Refastening by new bolts

The workflow is shown in the figure below.

Inspection of Bolts Inspection of omission of bolts. Location, and scale of bolts shall be
recorded.
Plan the work flow/procedure

Scraping
Scrape rust and paint around the refastening area

Refastening
Refasten the omission of the bolts by new bolts

Repainting Paint the stiffening plate and exiting member including bolts in layers in
the manner specified in specification

Finishing
Paint shall be dried without getting adhered substances.

Figure 5.79 Workflow of Refastening by New Bolts

Up to the stage of inspection of bolts , the details shall be referred to the previous clause
[Link]. (2) 1) i) Stiffening Plate Patching Method to avoid the duplication.
The details of the stages after scraping shall be referred to the previous clause [Link].
(2) 1) iii) Repainting . The inner surface of the holes shall be scraped as well.
New bolts which has equivalent strength with the existing bots are installed to the holes of
missing bolts and refastened firmly following the technical specification of the bolts.

4) Fracture
Repair works explained in the previous clause [Link]. (2) 4) Fracture are stiffening plate
patching method and replacement. Typical procedure and the points which require close attention of
these methods are demonstrated as following clauses.

i) Stiffening Plate Patching Method

Typical procedure and the points which require close attention of the stiffening plate
patching method are demonstrated in previous clause, such as [Link]. (2) 1) Corrosion .

ii) Replacement.
Typical procedure and the points which require close attention of the stiffening plate
patching method are demonstrated in previous clause, such as [Link]. (2) 1) i) Stiffening Plate
Patching Method .

5) Deterioration of Painting
Repair works explained in the previous clause [Link]. (2) 5) Deterioration of Painting is
Repainting. Typical procedure and the points which require close attention of the method is

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demonstrated as following clause.

i) Repainting
Typical procedure and the points which require close attention of the repainting are
demonstrated in previous clause, such as [Link]. (2) 1) i) Stiffening Plate Patching Method

[Link]. Main Girder

(1) Concrete
The repair works of concrete girders is basically the same with the repair works of RCC deck
slab (Refer to clause [Link]. (1) Concrete ). In case the PSC girder requires to be repaired, special
attention is required not to damage PC cable and sheath during the actual construction.

(2) Steel
The repair works of steel girders is basically the same with the repair of steel deck slab (Refer to
clause [Link]. (2) Steel ). However, the flange of the main girder shall be taken special care in
repainting. The edge of the bottom flange shall be trimmed with curved surface. The edge with angle
tends to have less thickness of paints and end up being the first points of corrosion.

Curved Surface

Corroded
Section : Additional Single Layer of Primer Coating
: Additional Secondary Layer of Primer Coating

Figure 5.80 Additional Paining on the Bottom Flange

5.4.3. Substructure
Actual construction of repair works of the substructure is divided by its material. It is divided to 2
materials, such as Concrete (including RCC) and Masonry.

[Link]. Concrete
Actual construction of repair works of concrete girders is basically the same with the design of RCC
deck slab (Refer to clause [Link]. (1) Concrete ).

1) Crack
Actual construction of repair works of crack on concrete substructure is basically same with the
methods of crack on concrete deck slab (Refer to clause [Link]. (1) 1) Crack ).

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2) Peeling/Rebar Exposure
Actual construction of repair works of crack on concrete substructure is basically same with the
methods of crack on concrete deck slab (Refer to clause [Link]. (1) 2) Peeling/Rebar Exposure ).

3) Water Leakage/Free Lime

Actual construction of repair works of crack on concrete substructure is basically same with the
methods of crack on concrete deck slab (Refer to clause [Link]. (1) 3) Water Leakage/Free Lime ).

4) Honeycomb
Actual construction of repair works of crack on concrete substructure is basically same with the
methods of crack on concrete deck slab (Refer to clause [Link]. (1) 5) Honeycomb ).

[Link]. Masonry
Repair works explained in the previous clause [Link]. Masonry are replacement with RCC retaining
wall and re-patching. Typical procedure and the points which require close attention of these methods are
demonstrated as following clauses.

1) Replacement with RCC Retaining Wall

Replacement of the masonry substructure shall only be for some section and not for the entire
section. Replacement of the entire section requires jack-up or replacement of the existing
superstructure. It would require massive temporary structures and heavy machineries.
Reimplementation of the new bridge is much cheaper than replacement of the entire masonry
substructure.
The workflow is shown in the figure below.

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Preparation Regulate the traffic during the construction

Confirm the latest status of the damage

Install Temporary Install temporary support structure for superstructure to release the load
Support for from superstructure, steel truss support
Superstructure
Regulate the traffic during the construction

Install Coffer Dam Coffer dam to secure dry and safe condition at the site
Embankment or steel sheet pile

Dry up the Site

Dry up the site by using pumps

Remove the Cause Remove the cause of the damage

Regulation of heavy vehicle, reduce water behind the masonry, etc.

Remove Damaged
Masonry Remove damaged area and its surrounding of masonry structure

Cast Lining Concrete for Cast lining concrete for the foundation of RCC retaining wall
RCC Retaining Wall Make sure the subsoil under the new RCC retaining wall has sufficient
bearing capacity

Rebar arrangement Rebar arrangement of new RCC retaining wall

Casting Concrete Casting of concrete for new RCC retaining wall

Vibrating shall be done properly to secure the quality of cast-in-situ
concrete

Finishing Curing for new RCC retaining wall

Accuracy checking of shape and quality in completion.
Remove the temporary support structure for superstructure and coffer
dam

Figure 5.81 Workflow of Replacement with RCC Retaining Wall

As is stated in all the repair methods already mentioned above, the first thing you shall do for
repair works of masonry substructure is also confirmation of the damage which is to be repaired. If
the category of the damage has worsened or the quantity has increased considerably, contractor shall
discuss with project owner the solution for it. If there is no change at the damage which would be
repaired, the plan/schedule of the repair works shall be prepared by the contractor.
The traffic shall be regulated during the execution of this repair method because the bearing
capacity of the substructure would be reduced during the construction. Heavy vehicles shall not pass
the bridge during the construction period.
If the area/volume of replacement is large, there are high possibility of collapse of the backfill
during the construction. Therefore, the superstructure shall be supported with the temporary support
structure, such as steel truss support. In case if the construction is executed without temporary support

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of superstructure because the replacement are is small, the traffic shall be completely stopped during
the construction, even the pedestrians. If there is no detour nearby, installation of temporary bridge
shall be considered.
To secure the work place in front of the masonry substructure, coffer dam shall be installed and
the river shall be dried up. If there are enough space in the river waterway, embankment could be
installed for the cofferdam. If there is limited space, necessity of steel sheet pile shall be considered.
In any case, the construction shall be done in dry season after the level of the river flow has decreased.
After drying up the riverbed in front of the masonry, the cause of the damage shall be removed.
If the damage is due to the water flow behind the abutment, the drainage shall be improved.
The damaged masonry would be removed after removing the cause of the damage. Special care
shall be taken in removing the members of masonry structure because small collapse of masonry
members can derive massive collapse of the substructure due to its structure mechanism. This is one
of the reason the temporary support of superstructure is recommended. Backfill of the masonry
structure shall also be removed so that the RCC retaining wall can be casted.
Before casting the RCC retaining wall, the bearing layer of the retaining wall shall be checked
to confirm that it has sufficient bearing capacity. Without confirming the bearing capacity, the casted
RCC retaining wall could settle immediately or gradually after the casting of concrete. It would leave
gap/crack between remaining masonry and new RCC retaining wall and induce the wash away of the
backfill.
Rebar arrangement shall be done according to the shop drawing.
Vibrating the casted concrete shall be done properly. Vibrating by the vibrator is the best method,
however it could be done by striking the form evenly if vibrator is difficult to procure. Proper vibration
prevents honeycomb after the deforming. Workability (slump value, sufficient mixing, water-cement
ratio, etc.) shall also be managed well for prevention of honeycomb. Joint shall not be made since the
volume is limited in this repair method.
Casted concrete shall be cured until it is dried ad hardened. It is better to mix admixture for
quick hardening so that the traffic regulation could be cancelled quickly. After curing the concrete, the
form shall be removed, and the shape and quality of concrete shall be checked so that there are no gaps
with the existing masonry substructure. If the RCC retaining wall is casted accurately, the temporary
support for superstructure and coffer dam would be removed.

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2) Re-patching
Re-patching includes repairing the cracks of the masonry structure.
The workflow is shown in the figure below.

Preparation Regulate the traffic during the construction

Confirm the latest status of the damage

Install Coffer Dam Coffer dam to secure dry and safe condition at the site
Embankment or steel sheet pile

Dry up the Site

Dry up the site by using pumps

Remove the Cause Remove the cause of the damage

Regulation of heavy vehicle, reduce water behind the masonry, etc.

Remove Damaged
Masonry Remove damaged area and its surrounding of masonry structure

Cleaning and Backfilling Clean the backfill soil and remove the loose soil
Backfill with mortar if necessary

Re-patching Re-patch the missing section by mortar or pre-cast blocks

Inject mortar to the gaps between pre-cast blocks

Finishing Curing for new mortar and injected materials

Accuracy checking of shape in completion.
Remove coffer dam

Figure 5.82 Workflow of Re-patching the Masonry Structure

Up to the stage of remove damaged masonry , the details shall be referred to the previous
clause [Link]. 1) Replacement with RCC Retaining Wall to avoid the duplication. However, the stage
of Install Temporary Support for Superstructure is not required for this repair method.
After removal of the damaged masonry member, the loose backfill shall be removed. If the
considerable amount of backfill is loose, it shall be filled with mortar before re-patching.
Re-patching shall be done with mortar or pre-cast concrete blocks. It shall be made sure that
there would not be gaps between backfill and re-patching materials. Mortar shall be injected
sufficiently into the gaps between pre-cast concrete blocks.
Mortar shall be cured until it is dried. Coffer dam shall be removed after checking the
construction quality at site.

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(Repair of Cracks in front of Abutment) (Re-patching of Masonry Structure)

Figure 5.83 Example of Construction of Repairing Masonry Revetment

5.4.4. Miscellaneous Members

Miscellaneous members which is explained in this subchapter are bearings, railings, wearing course,
and expansion joint.

[Link]. Bearing
Repair works of both rubber and steel bearing is explained in this subchapter.

(1) Bearing
Repair works explained in the previous clause [Link]. (1) Bearings are replacement, detailed
observation and monitoring. Typical procedure and the points which require close attention of these methods
are demonstrated as following clauses.

1) Replacement
Replacement of bearing requires jack up of the superstructure. It could not be done without
jacking up the superstructure. The traffic has to be stopped or detoured during the construction. If there
is not any detour bridge nearby, temporary bridge shall be installed to secure the local traffic.
The workflow is shown in the figure below.

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Preparation Regulate the traffic during the construction

Install the temporary bridge if necessary

Jack up Superstructure Jack up superstructure from bridge seat

If the existing bearing is anchored firmly both superstructure and
substructure, the anchor bolts shall be cut before jack up.

Remove Existing Remove the existing bearings

Bearings Anchor bolts shall be cut to remove steel bearings, it also require
chipping concrete of bridge seat

Install New Bearings Install new bearings

Place it with anchor bolts or welding if necessary

Finishing Bridge Seat Filling chipped section with mortar

Cure the mortar till it harden sufficiently

Jack down
Superstructure Jack down superstructure on the new bearings

Remove the Cause Remove the cause of the damage

Waterproofing the expansion joints, regulation of heavy vehicle, etc.

Figure 5.84 Workflow of Replacing the Existing Bearings

During the replacement of the bearings, traffic on the bridge shall be completely stopped
including pedestrians. If there is not any detour nearby, installing the temporary bridge shall be
considered.
Jacking up the superstructure shall be executed to replace the bearings. If the bearings are
deeply anchored to both superstructure and substructure, it shall be separated with both superstructure
and substructure by cutting the anchor before jacking up the superstructure. If it is difficult to cut the
anchor bolts before jacking up due to space constraints, the existing bearing could be cut into 2 pieces,
jack up the superstructure and cut the anchor bolts.
As soon as the superstructure is jacked up, the existing bearing shall be removed immediately.
As soon as the existing bearing is removed, the new bearing shall be installed and placed firmly
by anchor bolts. It can also be welded to base plate, however it is not recommended to apply welding
method due to the difficulty of quality control of welding at site.
As soon as the new bearing is firmly placed at the bridge seat, the superstructure shall be jacked
down immediately. The total time length of jacking up the superstructure shall be minimized
considering the safety of the construction site.
After the replacement of the bearing, the cause of previous damage shall be removed. If the
cause is water flow from the surface of the bridge, applying waterproof expansion joint is very

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effective to shut down the water which wets bearing. If the cause is stress concentration, regulating
the traffic shall be considered. However, it could also be solved by upgrading the specification of new
bearing. It shall also be considered that the removing of the cause simultaneously with replacing the
bearing while jacking up the superstructure. The timings of removing the cause shall be compared and
the most effective and reasonable method shall be selected.
The end section of the superstructure is often damaged/deteriorated when the bearings require
replacement. The repair of the end section shall be done together with the replacement of bearings.
The specific repair method depends on the type and material of superstructure and relevant
subchapter/clause shall be referred to for selecting the repair method.

(Jack Up) (Welding) (New Bearing)

Figure 5.85 Example of Construction of Replacement of Bearings (Steel Plate Girder)

(Damaged Bearing) (Placing Bottom Bearing) (New Bearing)

Figure 5.86 Example of Construction of Replacement of Bearings (PSC Girder)

2) Detailed Observation
There are common points of steel and rubber bearings to be observed and inspected for damaged
bearings. There are also individual points to be observed in detailed observation. Table below shows
the main observation points for the damaged bearing.

Table 5.12 Observation Points in Detailed Observation of Damaged Bearings

Types of Bearings Observation Point Cause
Dirt/rubbish Sedimentation Non-waterproofed expansion joint, flood
Common Crack Stress concentration
Deformation Stress concentration, corrosion, impact of debris
Corrosion Non-waterproofed expansion joint, antifreezing admixture, etc.
Steel
Peeling of Paints Corrosion inside the paint
Rubber Deterioration, hardening Non-waterproofed expansion joint

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The scale and level shall be recorded as well as the information to determine the cause of the
damage. Especially if the damage is caused by stress deformation, the structure and the location of the
superstructure members near the damaged bearings shall be carefully recorded as the inspection
drawings in detail.
The deterioration of the rubber can be observed by colour, touch, or hammering. It could be
easily crumbled or lose elasticity.
Most of the cracks of the steel bearing is very difficult to be observed only by sight observation.
For detailed observation, the clause [Link] (2) 1) Corrosion can be referred to for the details.

3) Monitoring
If the damage or noise of bearings are not severe, it can be monitored through the routine
inspection. However, the damage of the bearings cannot be observed from the surface of the bridge.
Therefore, if there are significant gap at the ends of the girders or settlement of the superstructure, it
shall be suspected that the damage of the bearings has been progressed and the bearings under the
damage of the surface shall be observed as soon as possible. The traffic shall be regulated if necessary.

(2) Base Mortar (Bearing Sheet)

Repair works explained in the previous clause [Link]. (2) Base Mortar (Bearing Sheet) are detailed
observation and monitoring, plastering, and cleaning. Typical procedure and the points which require close
attention of these methods are demonstrated as following clauses.

1) Detailed Observation
The points of base mortal of bearing shall be observed and inspected carefully. There are many
cases that the bearing does not break considerably but the base mortar is extremely damaged. There
are also individual points to be observed in detailed observation. Table below shows the main
observation points for the damaged bearing.
In the detailed observation of base mortar, the scale and the category of the damage shall be
inspected and recorded. If it is damaged severely and deep into the area underneath the bearings, it is
suspected that the bearing capacity of the base mortar has been lost. Therefore the area of the damage
is carefully inspected. If the damage is in small area, it could be repaired by plastering method (See
the next clause for the details). If the damage is big and the bearing capacity of base mortar,
superstructure and the existing bearing shall be temporarily removed.

Table 5.13 Observation Points in Detailed Observation of Damaged Base Mortar

Observation Point Cause
Dirt/rubbish Sedimentation Non-waterproofed expansion joint, flood
Crack Stress concentration, impact of debris
Peeling, Partial Loss Stress concentration, corrosion, impact of debris

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2) Plastering Method
If the area of damaged of base mortar is small enough, it could be repaired by plastering method.
The details are referred to the previous clause [Link] (1) 2) i) Plastering Method .

3) Cleaning
If the damage is only sedimentation deposition, the existing bearing and its surrounding shall
be cleaned to secure the movement which is defined in the original design. It is recommended to use
water jet cleaner, however if it is difficult to procure, it could be cleaned without it manually using
handy equipment. However, running water must be prepared to secure the removal of the
sedimentation deposition completely.

[Link]. Ancillary Facilities

Repair works of ancillary facilities such as railing is explained in this subchapter.

(1) Railing
Repair works explained in the previous clause [Link]. (1) Railings are replacement, and grouting
method. Typical procedure and the points which require close attention of these methods are demonstrated
as following clauses.

1) Replacement
Replacement of railing is selected when the ratio of damaged area is 50% and more of its cross
section or the risk of the bridge users are severe.
The workflow is shown in the figure below.

Preparation
Regulate the traffic during the construction

Remove Existing Railing Remove the existing Railing

Anchor bolts shall be cut or removed to remove steel railing

Drill Anchoring Holes Drill anchoring holes to the existing curb

Place anchoring device prior to casting concrete if necessary

Rebar Arrangement Rebar arrangement for RCC railing

and Forming Forming with necessary support for casting concrete at site

Casting and Curing Cast the concrete for new RCC railing
Concrete Cure the newly casted concrete
or Place Steel Railing
Place steel railing for steel railing

Deforming Deform and finish the surface of RCC railing

Anchoring Anchor firmly and connect parts together by bolts for steel railing

Figure 5.87 Workflow of Replacing the Existing Railing

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Traffic shall be regulated, such as 1 lane alternate traffic, to secure the work space on the surface
of the bridge.
The existing railing shall be removed completely including the anchor bolts for steel railing
anchored to the curb of the bridge or rebar anchored to the curb for RCC railing. Curb shall be chipped
and the anchor bolts/rebar shall be cut.
Whichever material of the new railing, it shall be bound to the existing curb. To secure the firm
bound, sufficient number and strength of new anchor bolts shall be installed to the existing curb.
In case of replacing with RCC railing, rebar shall be arranged and form shall be installed for
casting concrete at site. Casted concrete shall have sufficient workability and shall be vibrated properly
to avoid honeycomb. If there are joints of concrete member, it shall be casted subsequently to avoid
cold joint. If it could not be casted subsequently, the surface of the old concrete shall be cleaned and
chipped to prevent cold joint.
The casted concrete shall be cured until it is hardened and dried.
If it is replaced by steel railing. It shall be bound to the existing curb firmly by anchor bolts, the
pieces of steel railing shall be connected by bolts firmly as well.
If the existing curb is chipped in this repair method, it shall be re-casted by grouting method.
The details shall be referred to the previous clause [Link] (1) 2) ii) Grouting Method .

2) Grouting Method
Typical procedure and the points that require close attention of this grouting method are
basically same with that are demonstrated in previous clause, such as [Link] (1) 2) ii) Grouting
Method .

[Link]. Deck Surface

Repair works of deck surface such as wearing course and expansion joint are explained in this
subchapter.

(1) Wearing Course

The basic points that require close attention in repairing the wearing course is mentioned in the
previous subchapter 4.3.5 Wearing Course, Pavement. If the wearing course is replaced by new wearing curse
material, such as asphalt concrete, the existing RCC deck shall be waterproofed. There are two types of
waterproofing product, one is sheet type and the other is bitumen type (See the figure below). However, the
rapping section of sheet type shall be sealed by bitumen type as is shown in the figure below. Sheet type has
advantage of quality control and rapid construction, on the other hand bitumen type exceeds in construction
cost.

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(Sheet type) (Bitumen type)

Figure 5.88 Example of Construction of Waterproofing Existing RCC Deck

(2) Expansion Joint

Repair works explained in the previous clause [Link]. (2) Expansion Joint are cleaning, replacement,
detailed observation, and repaving. Typical procedure and the points which require close attention of these
methods are demonstrated as following clauses.

1) Cleaning
If the expansion joint is clogged by dirt or other waste, it cannot secure the movement of the
superstructure defined by original design caused by temperature, earthquake, brake of the vehicle, etc.
Therefore, it shall be cleaned as early as possible. There are two methods of cleaning, one is by water
jet and the other is manually using cleaning equipment. It is recommended to apply water jet
considering the quality of the cleaning. However, if the clogged section is small and it can be removed
easily, manual cleaning shall also be applied. Running water shall be prepared to improve the quality
of cleaning in manual cleaning.

(Cleaning by Waterjet) (Cleaning Manually)

Figure 5.89 Example of Cleaning Expansion Joint

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2) Replacement
If the existing gap of expansion joint is separated or squeezed, or the existing expansion joint
is partially broken, it shall be replaced by new expansion joint.
The workflow is shown in the figure below.

Preparation Regulate the traffic during the construction

Install the temporary bridge if necessary

Remove the Cause Remove the cause of the damage

Waterproofing the expansion joints, regulation of heavy vehicle, etc.

Remove Existing Remove the existing bearings

Bearings Cutting and chipping concrete of parapet of abutment and RCC deck
slab. Wearing course is also to be removed

Smoothing the RCC Smoothing the RCC surface after removing the existing expansion joint
surface Primer coating

Setting New Expansion Setting new expansion joint

Joint Fixing before casting concrete, by welding or anchor bolts

Casting Concrete Cast concrete to fill the gap and fix new expansion joint
Cure the casted concrete until it is dried and hardened

Repavement
Repave the surface to secure the smoothness of the bridge surface

Figure 5.90 Workflow of Replacing the Existing Expansion Joint

Traffic shall be regulated, such as 1 lane alternate traffic, to secure the work space on the surface
of the bridge.
If the existing gap of expansion joint is separated or squeezed there shall be displacement of
either abutment of superstructure or both. If the displacement has not stopped, there is not any
justification of replacing with new expansion joint. The displacement of substructure/superstructure
shall be stopped before the replacement.
If the cause of broken expansion joint is unevenness of the road surface next each other
connected by the existing expansion joint, the unevenness shall be flattened before the replacement.
The cause of the unevenness could be broken bearings, settlement/inclination of abutment, or etc.
In removing the existing expansion joint, anchor bolts shall be cut at site.
New anchor holes shall be drilled to bind the expansion joint with abutment/deck. It shall be
taken care that rebar shall not be cut in drilling anchor holes. Location of rebar shall be confirmed
using Electromagnetic Wave Radar (See details in previous clause [Link] (1) 1) iv) Actual Rebar
Arrangement Survey ).
The exiting concrete surface shall be cleaned, levelled and primer coated to secure adhesiveness

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with newly casted concrete.

New expansion joint is set before casting concrete, by anchor bolts. Welding can be done to
regulate the movement in casting concrete. Water proof type shall be applied so the surface water does
not drain to bridge seat and prevent bearings, deck slab, and girder from deterioration.
Casted concrete shall have sufficient workability and shall be vibrated properly to avoid
honeycomb. The size of the aggregate shall be limited to improve the workability.
The casted concrete shall be cured until it is hardened and dried.
To secure evenness of the bridge surface, repavement by asphalt concrete shall be executed
around the newly installed expansion joint.

(Removing) (Anchor Bar, Rebar Arrangement) (Casting Rapid Hardening Concrete)

Figure 5.91 Example of Construction of Replacement of Expansion Joint

3) Detailed Observation
If there is unevenness of the road surface next each other connected by the existing expansion
joint, the unevenness shall be observed in detail to define the reason of the unevenness. The cause of
the unevenness could by broken bearings, settlement/inclination of abutment, or etc. If the gap is less
than 2cm, warning sign to vehicle drivers shall be installed and the damage shall be monitored by
routine inspection.

4) Repavement
If thee unevenness of the road surface next each other connected by the existing expansion joint
is greater than 2cm, repavement to fill the gap shall be done to secure the safety to the traffic
temporarily. This repair method is emergency maintenance. Therefore, the cause of the gap shall be
defined by detailed observation and removed to repair the gap. In repairing the gap, the existing
expansion joint shall be replaced by new expansion joint. The details of replacing expansion joint is
explained in the previous clause [Link]. (2) 2) Replacement .

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6. Strengthening Works
6.1. Planning

6.1.1. Mid-term Strengthening Plan

Strengthening shall be executed to the bridges/members which requires stronger strength than
original design. To plan the mid-term strengthening plan of bridges in the highway network, the necessity of
the strengthening of each bridge shall be judged based on the inventory information.
Generally speaking, necessity of strengthening raises when the design code of the bridge is upgraded,
such as increase of live load or seismic load, decrease of bearing capacity of the soil strata, and etc.
Superstructure shall have to resist to the bending moment caused by heavy vehicles which are not considered
until the upgrade of the design code. Substructure shall have to resist to the seismic force caused by the
earthquake which are not considered until the upgrade of the design code as well. Basically, all the bridges
has possibility of having necessity of strengthening after the upgrade of the design code. Every bridge shall
be reviewed to judge the necessity of the strengthening. Therefore, if the upgrade of the design code is severe,
there would be more bridges which requires the strengthening.

Review All Bridges with New Design Code

Judge the Necesity of Reinforcement

List the Bridges which requires Reinforcement

Prioritize Bridges in the List and Divide into Groups

Cost Estimate the Bridges in High Priority Groups

and Consider tha Financial Procurement

Reorganize the Prioritization and Plan Implementation

Schedule Annualy

Figure 6.1 Procedure of Mid-term Strengthening Plan

After the review of the existing bridges, the list of bridges which requires the strengthening shall be
prepared for the further preparation of mid-term strengthening plan (Long list of strengthening Plan). To plan
the mid-term plan, the priority of each bridges in the list shall be prepared. It would be obvious and easy to
understand the procedure if the priority of the listed bridges are evaluated by points. Factors could be the
importance of the route, traffic volume, existence of the detour bridge, ratio of the commercial vehicles, etc.
Cost for strengthening works is indeed very important factor for the prioritization. However, it shall not be
taken into account in this stage to realize the priority by the importance of the bridge.

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After giving the priority to the bridges on the list, those bridges shall be divided into 3 to 5 groups
according to the result of prioritization. 1st group with top priority, 2nd with high priority and so on. Rough
cost estimation shall be done to the 1st group (2nd in some cases) to schedule the strengthening works in each
bridges considering the budget procurement availability of the highway operation agency (DOR in case of
Bhutan). Bridges in the long list of strengthening plan would be in order after this procedure. It can be divided
into annual strengthening plan by considering annual budget of the highway operation agency.

6.1.2. Strengthening Plan of Individual Bridges

Planning the strengthening project of an individual bridge requires the original condition of the bridge.
Therefore, design document, shop drawings, as-built drawing, and construction record shall be reviewed to
define the original condition. Original condition would be the base of strengthening of the bridge/member.
The original design and condition shall be reviewed by updated design code to estimate roughly the
scale of the strengthening works, such as strengthening method and the quantity of the works. This would be
the basic information of strengthening project if the existing bridge remains as the original condition. The
outline of the strengthening project could be planned by this information.
However, the bridge member deteriorates gradually during the operation. Therefore, many bridges are
not in the original condition any more. The level of the deterioration shall be recognized to judge the technical
feasibility of the strengthening. If the deterioration is severe, the bridge/member is no longer capable for the
strengthening work. These bridges/members shall be replaced rather than strengthened.
Moreover, it shall have some damages which influence the strength of the bridge/member. Those
members are weakened from the original condition just after the completion of construction. These damages
shall be repaired before the strengthening work. It also shall be judged whether the repaired section could
bear the increase of the stress by the strengthening work or not. If there is scarce possibility that the repair
section could bear it, the members shall be replaced by new member which could bear the load of upgraded
design code rather than being repaired.
To define and judge the technical feasibility of the strengthening, the current condition of the bridge
shall be inspected in detail to evaluate and define the level of deterioration and the category of the damage.
If the inspection results ensures the technical feasibility with reasonable cost, the damage shall be repaired
before the strengthening works. The details shall be referred to Chapter 5. Repair Works .
While the damage is being repaired, the strengthening work shall be designed. Appropriate
strengthening methods shall be selected technically and economically. It shall never exceed the cost of
replacement of the member.
After the detailed design is executed, the construction contractor of the strengthening work shall be
selected by bid and the actual execution of the strengthening work shall be commenced.
The procedure of planning strengthening project of individual bridge is described in the following
figure.

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Document Collection, Setting the Original Condition

Review the Original Condition by Upgraded Design Code

Plan the Strengthening Project

Detailed Observation, Evaluation, Judging the Feasibility

Damage Repair

Detailed Design

Execution of Strengthening Works (Construction)

Figure 6.2 Procedure of Strengthening Works (Individual Bridge)

In planning the strengthening project, the following item shall be assumed additional to the results of
the periodic inspection. i) to iii) shall be done in detail with accuracy and iv) to viii) could be in tentative
level. The details of ii) to iv) shall referred to the Chapter 5. Repair Works .
i) Scale of Members which would be strengthened
ii) Method of Detailed Observation
iii) Quantity and Cost of Detailed Observation
iv) Repair Project (if necessary)
v) Quantity and Cost of Detailed Design
vi) Alternatives of Strengthening Method
vii) Quantity and Cost of Strengthening works
viii) Overall Schedule of Strengthening Project

The contents mentioned above are all applied to the bridges which are properly designed by design
code of the time that the bridge was implemented. However, there are number of bridges that does not satisfy
the latest design code because of the implementation year, inappropriate design & construction. These
bridges/members shall be strengthened when the design code is upgraded. There are 4 cases of strengthening
which is explained in this manual as is described as follows,
Case (1) shows the strengthening of members which are constructed by the latest design code. It would
be strengthened so that it would have the strength defined by updated design code. This case would be applied
to the bridge which is rather new and properly constructed as the design result (see the figure below).
Case (2) shows the case of strengthening of member which is older than case (1). The member which
would be strengthened are deteriorated and has lost the strength from the original condition. In this case the
member shall be repaired to the original condition and strengthened to have the strength by upgraded design

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code (see the figure below).

Case (3) shows the case of strengthening of member which is very old and only has the strength of the
previous design code. These members are surely deteriorated but it could be sound to be strengthened, such
as main body of RCC substructure. The damage shall be repaired to the original condition and then
strengthened to meet the upgraded design code (see the figure below).
Case (4) shows the case of rather new member but does not satisfy the required strength. It can be
happened mainly by bad design or malconstruction. In this case, the member shall be STRENGTHENED to
have originally required strength and also to have the strength by upgraded design code. These two step of
strengthening could be done at once if the member can bear the stress due to the strengthening (see the figure
below).

(1) (2) Strength by Upgraded Design Code

Strengthening Strengthening

Deterioration Repair Strength by Latest Design Code

Strength by Old Design Code

(3) (4) Strength by Upgraded Design Code

Strengthening

Strengthening
Strengthening Strength by Latest Design Code

Deterioration Repair Strength by Old Design Code

Figure 6.3 Cases of Strengthening treated in This Manual

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6.2. Design
This manual explains 3 strengthening measures, such as Strengthening against Live Load Increase ,
Strengthening against Seismic Load Increase , and Strengthening against Flood Discharge Increase .
Bridges constitutes section of the road network and closure of the bridge disconnects the communication
among the regions. Sustainability of the soundness of the bridge is very indispensable for inhabitants
everyday life and also for the development of the regional economy along the route. Collapse of the bridge
is the most critical accident in the maintenance of the bridges.
There are mainly 3 causes of collapse of bridge, which are over loaded vehicle(s) passing, strong
earthquakes, and violent flood flow. Bhutan as a whole country is suffering from closure of the bridge caused
by these social/natural phenomenon and numerous number of the bridges shall be strengthened so that they
could bear the accident/disaster.
In addition to the 3 strengthening measures, waterproofing is explained in this manual. There are
many damages due to water leaking and infiltration. The bridge member shall be kept dry at the section where
there could be a cause of damages by water, such as crack of concrete, corrosion of steel members,
deterioration of bearings, and etc. Considerable number of damages could be reduced if the water is drained
properly.

6.2.1. Strengthening against Live Load Increase

If the technology and economy develops, the carrying capacity of goods by freight/cargo transportation
vehicle increases and simultaneously the size/weight of the freight vehicle increases. It means that the
axel/live load by heavy vehicles would increase in proportion to the increase of weight and carrying capacity
of the freight vehicles. The bridge s capacity against live load shall also be increased at the same time to
enjoy the fruit of the increase of efficient cargo transportation for the regional economic development.
Methodology to resist against live load is basically to increase bearing capacity of bending moment of
superstructure. If the superstructure is sustained by the bearings and not connected to substructure rigidly,
this would be the case. If the superstructure is rigidly connected with substructure, the increase of bending
moment could be occurred in substructure. This manual treats the former case which the superstructure is
sustained by bearings that is the structure of the majority of the bridges in Bhutan, which are managed by
DOR especially.
There are mainly 2 members to be strengthened, one is main girder and the other is deck slab.

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[Link]. Strengthening of Main Girders

There are Outer Cable Method and CFRP Plate Bonding (Pre-tension) Method for RCC/PSC main
girders. Steel main girders could also be strengthened by 2 methods which could be applied to RCC/PSC
main girders, and also Additional Plate Girder Method could be applied. The outline and
advantage/disadvantage, is summarized in the table below.

Table 6.1 Strengthening Method of Main Girders

CFRP Plate Bonding (Pre-tension)
Outer Cable Method Additional Plate Girder Method
Method
RCC/PSC main girders, RCC/PSC main girders,
Applied to Steel plate girders
Steel girders Steel girders
Install outer cable longitudinally Set CFRP Plate longitudinally, load Install additional steel plate girders
and load tension force to the cable. tension force to the CFRP Plate, between/outside of the exiting steel
It loads compressive force to the and bond the CFRP Plate to the plate girders and jointed with cross
Outline
girders to resist against Bending girder. It loads compressive force to and stiffening girders. Increased
Moment the girders to resist against bending moment would be
Bending Moment distributed to additional girders.

Image

- Cheapest construction cost for - Smallest dead load increase - Cheapest construction cost
Advantage RCC/PSC girders - Less anchor bolts to the existing - No additional compressive stress
girder than outer cable method to the existing girders
- Considerable additional - Construction cost is high - Biggest dead load increase
compressive stress to the - Considerable additional - Longest construction period
Disadvantage existing girders compressive stress to the - Complicated construction
- Dead load increase is larger than existing girders procedure
CFRP Plate - Require trained skills
- Soundness of the existing - Soundness of the existing - Location of additional girder
concrete concrete - How to connect with existing
- Increase of compressive stress - Increase of compressive stress girder
Important
to the existing concrete to the existing concrete - How to bind with existing RCC
Points in
- Location of anchorage and - Location of anchorage of outer slab
Design
deviator of outer cable cable - Construction planning
- Details of anchor bolts to - Details of anchor bolts to
anchorage and deviator anchorage

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[Link]. Strengthening of RCC Deck Slab

For deck slab, RCC deck slab could be strengthened by various methods. There are RCC Thickening
Method (Lower side and Upper side) , Steel Plate Bonding Method , and CFRP Bonding Method . The
outline and advantage/disadvantage, is summarized in the table below.

Table 6.2 Strengthening Method of RCC Slab Deck

RCC Thickening Method (Lower
Steel Plate Bonding Method CFRP Bonding Method
side and Upper side)
Applied to RCC deck slab RCC deck slab RCC deck slab
Increase the thickness of the deck
Bond CFRP plate in grid shape at
slab by casing additional RCC Bond steel plate at the bottom
Outline the bottom surface of the RCC deck
deck slab. It can be done both surface of the RCC deck slab.
slab.
from lower and upper side.

Image

(Bottom side)
- Upper side thickening is the - Rapid construction period - Rapid construction period
cheapest and bottom side - Cheaper construction cost than - Smallest increase of dead load
thickening is the second CFRP - Grid shape bonding ensures the
Advantage cheapest in construction cost - Small increase of dead load inspection availability of the
- Easiest quality control (upper existing RCC deck slab after the
side) strengthening construction is
completed.
- Existing RCC deck slab cannot - Existing RCC deck slab cannot - High construction cost
be inspected directly after the be inspected directly after the - Bonding requires trained skill
strengthening construction is strengthening construction is - There is a method bonding the
Disadvantage completed. (bottom side) completed. entire bottom surface but it
- Longest closure of the bridge (It is not applied very much cannot inspect the existing slab
(upper side) anymore due to this reason in directly. Therefore it is not applied
- Large increase of dead load Japan) much anymore in Japan.
- The details of connecting with - The details of connecting with - Measuring exact length of bottom
Important
existing RCC slab existing RCC slab surface for fabrication of CFRP
Points in
- Measuring exact length of bottom sheets
Design
surface for fabrication of steel plate

The RCC deck slab can be replaced by new RCC deck slab or precast PSC deck slab. Both methods
require long period of closure of the bridge. However, the quality of the strengthening is very high. Precast
PSC deck slab has stronger durability than RCC deck slab and it would decrease the maintenance cost for
the future. It is one of the preventive maintenance.

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6.2.2. Strengthening against Seismic Load Increase

Severe damages occurred by strong earthquake could be divided into 4 groups, such as collapse of
spread foundation, collapse of substructure (column of pier, wall of abutment), collapse of bearing, and fall
of superstructure. The outline of the strengthening to prevent these damages is described as follows,

[Link]. Strengthening of Foundation

(1) Spread foundation
Collapse of spread foundation could be prevented by increasing the cross section of the footing and
area of bottom surface of the footing. The details of connecting device of additional section and the existing
section and surface treatment of the existing footing shall be studied and designed in detail. It shall secure
the rigidity of connection.

(2) Pile/Caisson foundation

The collapse of pile foundation and well foundation could be happened by the earthquake as well.
Method of reinforcing pile foundation is to increase numbers of piles.
Reinforcing caisson foundation would be very difficult and massive construction work. It can be done
by driving steel pile sheet pile around the existing caisson and connect each other firmly. The soundness of
exiting caisson foundation shall be sufficient to execute this strengthening method. However, it is very
difficult to inspect and confirm the soundness of the existing caisson foundation. Therefore, applying this
method is very limited to special occasions. Realistic solution for strengthening caisson foundation is to
replace the entire bridge.

[Link]. Strengthening of Substructure

(1) Pier Column
There are two types of collapse of pier column, one is by bending moment and one is by sheer. Both
are obviously recognized by sight. Collapse section runs horizontally when it is collapsed by bending moment
and diagonally by sheer. Strengthening method against bending moment is to increase the cross section of
the column, therefore it is basically by wrapping the column with additional materials, such as RCC, steel
plate, and CFRP. Strengthening method against sheer is to regulate the relative displacement of sections
within single column. It could be strengthened by rapping new materials as same as method against bending
moment and it could be wrapped around by cables as well.

(Bending Moment) (Sheer)

Figure 6.4 Example of Collapse of Pier Column
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(2) Abutment wall

Abutment wall could be strengthened by thickening the wall on front side. This would increase the
dead load of the abutment which the existing foundation shall bear. If the abutment is spread foundation. The
foundation could be strengthened simultaneously. If the abutment has pile foundation, the pile has to be added
to strengthen the foundation and requires considerable amount of construction cost. There is another method
to strengthen abutment wall by setting the ground anchor and distribute the seismic load to the bearing soil
of the ground anchor. The existence of the firm soil layer nearby is essential to apply this method.

[Link]. Strengthening of Bearings

Superstructures are sustained by bearings if it is not rigidly connected to substructure. Majority of the
bridge has its superstructure and substructure separated and superstructure sustained by bearings. Bearings
are often damaged severely by earthquake and leave big gaps on bridge surface. Even the other members of
the bridge are sound after the struck of the earthquake, vehicles cannot pass the bridge because of these gaps
produced by earthquake. Strengthening method of the bearing is replacement of the bearing with higher
specification.
If the superstructure is continuous single span structure, superstructures of spans adjacent to others
could be rigidly connected together, the bearing could be replaced by horizontal force dispersing bearings or
seismic isolation bearings. These bearings control the horizontal force loaded to substructure by
superstructure and reduce the scale of strengthening of substructure/foundation. It could be more economical
and effective than reinforcing only substructure/foundation in total.

[Link]. Strengthening to Prevent Fall of Superstructure

Simple span superstructure is the most fragile structure for fall of superstructure. It can be fallen by
collapse of foundation, column, and abutment wall, and also by displacement of superstructure. The
strengthening method of preventing superstructure from falling is to limit the relative displacement of
superstructure with substructure by compressive or tension force. The former is installing steel/RCC brackets
to the superstructure so that the displacement of the superstructure would be limited to the location of the
bracket. The latter is to connect the superstructure with substructure by cable or chain.

Table 6.3 Strengthening Method to Prevent Fall of Superstructure

Compressive Force Tension Force (Cable) Tension Force (Chain)
Steel/RCC bracket attached to Connect superstructure with Connect superstructure with
Outline
superstructure substructure by cable substructure by chain

Image

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There is another simple method to prevent superstructure from falling is to widen the width of bridge
seat both on abutment and pier. This method is often applied together with the fall prevention devices
mentioned in the table below. It can be applied alone for short span bridges with small possibility of massive
displacement. Images of widening of bridge seat are shown below.

(Combination with Other Device) (Widening Alone)

Figure 6.5 Example of Widening of Bridge Seat

6.2.3. Strengthening against Flood Discharge Increase

River in Bhutan increases flood discharge dramatically in rainy season and the substructure of the
bridge are facing very severe risk of scouring. However, not all of the substructure is protected from the risk
of it. Even it is protected, it is covered by riprap or gabion and it could be washed away in the following rainy
season due to its poor durability. There are some locations that has RCC retailing wall covering the
substructure, but the size is small and not protecting the substructure sufficiently.
Covering these substructures which are facing the risk of scouring caused by very violent flood
discharge is one of the easiest and cheapest method of strengthening against flood discharge increase. The
recommended area of protection is shown in the previous clause 5.3.1. (3) Scouring .
Backfill of abutments are also facing the risk of washed away by the flood discharge. The method of
reinforcing to reduce this risk is widening the cross section of flood flow by extending the bridge length.
Additional span behind the abutment is one option. However, it would require long period of closure of the
existing bridge and requires temporally bridge for detour. Constructing new bridge aside/nearby is likely to
be applied instead of constructing additional span behind the abutment.
Whichever method (additional span to the existing bridge or replacement by new bridge) is taken, the
new cross section of flood shall have sufficient area to discharge the design flood discharge of 50-year return
period for the bridge on arterial routes and of 20-years return period for the other highways.

Table 6.4 Strengthening Method against Flood Flow

Damage Countermeasure Strengthening Method Remarks
Top of RCC retaining wall shall
Scouring and Wash- Install stronger protection of Install sufficient size of RCC be higher than HWL
away of river bank/bed river bank/bed retaining wall (at least 1m for big rivers, 50cm
for minor rivers)
- Additional span behind Constructing additional span
Increase cross section of
Backfill Wash-away abutment requires temporary bridge and
food discharge
- Replace entire bridge long period of bridge closure.

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6.2.4. Waterproofing
Most of damages of RCC members is fully or partially by water infiltrating into the member. It
accelerate the corrosion of rebar inside and growth of cracks. RCC deck are easily wetted by rainfall and the
water would infiltrate to the deck slab. This is one of the most critical cause of the damage of the RCC deck
slab equivalently severe with overloaded freight/cargo transportation vehicles. Waterproofing the top surface
of the RCC deck is mandatory regulation in most of the countries in the world because it could prevent the
damages of RCC deck slab significantly.
When the wearing course (base course and surface course) of the bridge is repaved for the entire
surface of a span/bridge, the waterproofing of the corner shall be executed in specific method. Multiple layers
of waterproofing material shall be added to the corner waterproofing. If the corner is down stream of the
surface drainage, drain pipe shall be installed to collect the water and drain to drainage basin. The example
of the waterproofing of corner at the curb of side walk is demonstrated in the following figure.

Waterproofing Layer (Material for Corner)

Pavement for Sidewalk (t=30mm)
Waterproofing Layer (Coating Type) Surface Course

Filling Concrete Base Course

Waterproofing Layer (Sheet Type)
Drain pipe

Figure 6.6 Example of Drainage Structure at the Corner of Curb

The following figure shows an example of drainage plan of a bridge. Drain pipes are set at the corners
of slope end attached to curb or expansion joint. Drain duct shall be installed if the surface water cannot be
drained directly to drainage basin. Interval of the drainage basin and drain duct shall be design by drainage
design based on the design precipitation and slope and scale (length/width) of the bridge.

Expansion Joint
Carriage way Slope
Drain duct (vertical)

Drain Pipe Drainage Basin

Sidewalk Railing Curb

Figure 6.7 Example of Drainage Plan for Bridge

One more member of bridge which shall be waterproofed is expansion joints. Ordinary expansion joint
does not have drainage gutter under the expansion joint structure. Therefore, the surface water drain through
the expansion joint and wet the bearings and bridge seat. Debris and dirt go through with the water. Therefore,

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debris and dirt would be left on the bridge seat as sedimentation deposition and corrode steel bearings,
deteriorate rubber bearings, or/and damages the bridge seat. Replacing the expansion joint with expansion
joint with waterproof function can retard the corrosion/deterioration of bearing and bridge seats. It is one of
the preventive maintenance method which is easily executed.

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6.3. Strengthening Works

As is explained in the previous subchapter 6.2 Design , there are 4 subchapters of strengthening
measures. Procedures and points to be taken care of in actual construction works explained in the previous
subchapter 6.2 Design are explained in this subchapter.

6.3.1. Strengthening against Live Load Increase

There are 2 main bridge member that shall be strengthened against live load increase, one is main
girder and the other is RCC deck slab.

[Link]. Strengthening of Main Girders

3 strengthening method is explained in the previous subchapter [Link] Strengthening of Main
Girders . Procedures and points to be taken care of in actual construction works of each methods are described
as follows,

(1) Outer Cable Method

The workflow for concrete main girder is shown in the figure below.

Preparation Inspection of condition of main girder (damage, compressive strength)

Control the condition of stocks of materials
Regulate the traffic and set the scaffoldings for the site works

Identifying Location of Identify the location of rebar/PC cable by electromagnetic wave radar.
Rebar/PC cable Make sure not to drill where there are rebar/PC cables

Drilling Anchoring Holes

Drill the holes for anchor bolts and clean inside by vacuum and brush

Installing Anchorage Anchor and cure the anchor bolts following the procedure written in the
technical specification of the product
Install steel anchorage device to the anchor bolts

Installing Deviator Anchor and cure the anchor bolts following the procedure written in the
technical specification of the product
Install steel deviator to the anchor bolts

Installing PC Cable and Set the PC cable at anchorage and deviator without damaging the cable
Prestressing Load the tension to the PC cable from the both side simultaneously

Rust Prevention Works

of PC-Cable Coat the PC cable, anchorage device, and deviator

Finishing Remove the scaffoldings and open the bridge to traffic

Figure 6.8 Workflow of Outer Cable Method

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(Drilling Anchoring Holes) (Installing Anchorage) (Prestressing)

Figure 6.9 Example of Construction of Outer Cable Method

The anchorage could be RCC structure. Forming and casting as it is required in the case. However,
there would be strong force concentrated to the anchorage. Quality control requires extensive experience as
well as actual works at the site.
The workflow for the steel main girder is similar to that for concrete main girder. It connects the
anchorage and deviator with bolts and drilling hole to the web member. The sheer force produced to the main
girder by the outer cable shall be reviewed and main girder shall be strengthened to resist it if necessary.
Construction of outer cable method requires trained skill and experience of both engineer and workers.
The existence of these personnel shall be mandatory to apply and execute this method. It is better to procure
labour with the product recommended by the manufacture.
Outer cable method is one of the strengthening method to strengthen cantilever girders. Intermediate
girder would be sustained by the outer cable and strengthened against the live load increase. However,
cantilever girder cannot resist increase of compressive force. Therefore, the anchorage shall not be installed
at the girder. It shall be separately installed to other structure independently stable.

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(2) CFRP Plate Bonding (Pre-tension) Method

The workflow for concrete main girder is shown in the figure below.

Preparation Inspection of condition of main girder (damage, compressive strength)

Control the condition of stocks of materials
Regulate the traffic and set the scaffoldings for the site works

Identifying Location of Identify the location of rebar/PC cable by electromagnetic wave radar.
Rebar/PC cable Make sure not to drill where there are rebar/PC cables

Drilling Anchoring Holes

Drill the holes for anchor bolts and clean inside by vacuum and brush

Installing Anchorage Anchor and cure the anchor bolts following the procedure written in the
technical specification of the product
Install steel anchorage device to the anchor bolts

Primer Coating Clean and chip the surface of the main girder to secure the
adhesiveness with the CFRP plate
Coat the surface of the main girder with primer painting material

Installing CFRP Plate Set the CFRP plate at anchorage

Set intermediate fixing device with equal intervals

Prestressing and Load the tension to the CFRP plate from the both side simultaneously
Adhering CFRP Plate Adhere the CFRP plate to the main girder by adhesive specified in the
technical specification

Final Coating
Coat the CFRP plate and main girder s surface with final coating material

Rust Prevention Works

of Anchorage Coat anchorage by rust prevention coating material

Finishing
Remove the scaffoldings and open the bridge to traffic

Figure 6.10 Workflow of CFRP Plate Bonding (Pre-tension) Method

(Drilling Anchoring Holes) (Installing CFRP Plate) (Prestressing)

Figure 6.11 Example of Construction of CFRP Plate Bonding (Pre-tension) Method
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Construction of CFRP plate method requires trained skill and experience of both engineer and workers.
The existence of these personnel shall be mandatory to apply and execute this method. It is better to procure
labour with the product recommended by the manufacture.

(3) Additional Plate Girder Method

To plan the procedure of additional plate girder method requires the great deal of steel superstructure
because it requires separating jointed plate girders and install the new plated girder in between, or outside of,
the existing girder. Unexpected force could be produced in disjointing the cross beams and stiffening girder.
The order of disjointing and re-jointing is tailor maid so it is difficult to generalize.
Construction of additional plate girder method requires trained skill and experience of both engineer
and workers much more than other 2 methods of strengthening against live load increase to main girder. The
existence of these personnel shall be mandatory to apply and execute this method. It is better to procure
labour from overseas with rich experience of similar strengthening projects.

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[Link]. Strengthening of RCC Deck Slab

3 strengthening method is explained in the previous subchapter [Link] Strengthening of RCC Deck
Slab . Procedures and points to be taken care of in actual construction works of each methods are described
as follows,

(1) RCC Deck Slab Thickening Method

There are 2 method of RCC deck slab thickening method, such as upper side thickening method and
bottom side thickening method.

1) Upper Side
The workflow is shown in the figure below.

Preparation Inspection of condition of RCC deck slab (damage, compressive strength)

Regulate the traffic

Remove the wearing

course, waterproofing Remove wearing course, waterproofing layer and expose the top surface
layer of the RCC deck slab

Surface Preparation Blast or chip the surface of RCC deck slab about 10mm to secure the
adhesiveness with additional RCC slab

Primer Coating Coat the prepared RCC deck slab with primer coating materials to
secure the adhesiveness with additional RCC slab

Rebar Arrangement
Rebar arrangement for additional RCC slab

Casting Concrete Cast concrete on the existing RCC slab

Cure the casted concrete until it is hardened and dried

Waterproofing the RCC Waterproof the top surface of the additional RCC slab, thicker layer at
Deck Slab the corner with the curb
Set drain pipe at the corner with curb at the downstream end.

Wearing Course Pave the bridge surface with base course and surface course
Cure the wearing course until it is dried

Finishing Mark the road marking

Open bridge to the traffic

Figure 6.12 Workflow of RCC Deck Slab Thickening Method (Upper Side)

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before after
before after
Asphalt Concrete
RCC Asphalt Concrete
Asphalt Concrete Asphalt Concrete
RCC

Existing RCC Deck Slab Existing RCC Deck Slab

Rebar, d19@150

(Layer Structure with Rebar) (Layer Structure without Rebar)

Figure 6.13 Typical Layer Structure of RCC Deck Slab Thickening Method

(Casting Concrete w/o rebar) (Casting Concrete with rebar)

(Levelling Concrete) (Levelling Concrete)

Figure 6.14 Example of Construction of RCC Deck Slab Thickening Method

It requires special casing machine for casting the concrete. Therefore, it has advantage in long
viaducts. RCC could be replaced to FRC (fibre strengthened concrete). It can reduce the amount of
rebar and shorten the construction period.
If RCC could be replaced by SFRC (Steel Fibre Reinforced Concrete), it can reduce additional
rebar amount, specifically the strengthening without rebar. Due to increase of the thickness of the slab,
the existing rebar could not bear the stress in some case. Applying SFRC could avoid tensile stress
induced to the rebar from exceeding the limit.

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2) Lower Side
The workflow is shown in the figure below.

Preparation Inspection of condition of RCC deck slab (damage, compressive strength)

Regulate the traffic
Install scaffolding to secure the working space

Waterproofing Waterproof RCC deck slab from top surface to remove the cause of the
damage or its possibility

Surface Preparation Clean the surface of the bottom surface

Blast or chip the surface of RCC deck slab to secure the adhesiveness
with additional RCC slab

Primer Coating Coat the prepared RCC deck slab with primer coating materials to
secure the adhesiveness with additional RCC slab

Rebar Arrangement
Rebar arrangement for additional RCC slab

Casting Concrete by
Shotcrete Cast concrete to the existing RCC slab by shotcrete

Plastering
Plaster and level the surface of the shotcrete

Curing
Placed material shall be cured till it is dried

Finishing Remove Scaffolding

Open bridge to the traffic

Figure 6.15 Workflow of RCC Deck Slab Thickening Method (Bottom Side)

(Rebar arrangement) (Casting Shotcrete) (Finishing)

Figure 6.16 Example of Construction of RCC Deck Slab Thickening Method (Bottom Side)

Actual construction works of RCC Deck Slab Thickening Method (Bottom Side) is very similar
to the construction works of shotcreting method of repair of peeling/rebar expose. See the details of
the previous clause [Link] (1) 2) iii) Shotcrete Method

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(2) Steel Plate Bonding Method

Up to the stage of surface preparation , the details shall be referred to the previous clause [Link]. (1)
2) RCC Deck Slab Thickening Method (Bottom Side) to avoid the duplication.
After the surface preparation is done, the holes of anchor bolts to bound the steel plate to the bottom
surface of the RCC deck is drilled. The gap between steel plate and the bottom surface of the RCC deck is
grouted by adhesive material.
The plate shall be fabricated specifically for the grouting work and the actual construction requires
trained skill. It cover up totally the existing RCC deck slab and would not be observed directly by sight any
more. Due to this reason, it shall be applied to the location where the other methods are difficult to apply.
The crack is generally caused by infiltration of water from deck surface. Therefore, waterproofing
from top surface shall be executed

(3) CFRP Sheet Bonding Method

The workflow is shown in the figure below.

Preparation Inspection of condition of RCC deck slab (damage, compressive strength)

Regulate the traffic
Install scaffolding to secure the working space

Waterproofing Waterproof RCC deck slab from top surface to remove the cause of the
damage or its possibility

Surface Preparation Clean the surface of the bottom surface

Blast or chip the surface of RCC deck slab to secure the adhesiveness
with CFRP sheet

Primer Coating Coat the prepared RCC deck slab with primer coating materials to
secure the adhesiveness with additional RCC slab

Unevenness Adjusting Coat the RCC deck slab surface with unevenness adjusting material,
such as putty

Adhering CFRP sheet Adhere the CFRP sheet in grid shape

Adhere multiple layers according to the design result
The procedure and direction of adhering shall follow the technical
specification of the product.

Final Coating
Coat the CFRP sheet with final coating materials

Finishing Remove Scaffolding

Open bridge to the traffic

Figure 6.17 Workflow of CFRP Bonding Method

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(Primer Coating) (Unevenness Adjusting)

(Adhering CFRP Sheet) (Finishing)

Figure 6.18 Example of Construction of CFRP Bonding Method

The crack is generally caused by infiltration of water from deck surface. Therefore, waterproofing
from top surface shall be executed
The grid shape of adhering the CFRP sheet is to secure the visibility of the existing slab after the
strengthening works are completed. It could easily observe if the existing slab is deteriorated/damaged again
in the future. There are a method adhering CFRP sheet to the entire surface of the existing slab. However, it
would lose the visibility of the existing slab to observe the condition of the existing slab. Even the
strengthening efficiency is high covering the entire surface, it shall be applied to the location where the other
methods are difficult to apply.
Construction of CFRP bonding method requires trained skill and experience of both engineer and
workers. The existence of these personnel shall be mandatory to apply and execute this method. It is better
to procure labour with the product recommended by the manufacture.

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6.3.2. Strengthening against Seismic Load Increase

There are 4 main bridge members that shall be strengthened against seismic load increase, 1st is
foundation, 2nd is substructure, 3rd is bearings, and the last is to prevent superstructure from falling down to
the ground.

[Link]. Strengthening of Foundation

(1) Spread foundation
To strengthen the foundation, there are 2 purposes of strengthening. One is to increase the bearing
capacity, and the other is to increase capacity to resist against the sectional force, such as bending moment
and shear.
To increase bearing capacity, the bottom surface of the footing shall be enlarged. Sufficient anchorage
rebar shall be penetrated to the existing footing to secure the rigid connectivity between the existing footing
and the newly casted footing. This strengthening is to increase the size in plan. It is recommended that the
direction of enlargement shall be equal in all directions.
Due to the increase of the size in plan, cross sectional force would also increase. If the existing footing
cannot bear the cross sectional force produced by the new footing. It shall be strengthened by thickening the
footing and adding shear strengthening.
To realize this method, the entire footing shall be opened by excavating the cover soil. It means that
the bridge would be closed for the entire construction period. Temporary bridge shall be installed if there is
no detour bridges nearby.

(2) Pile/Caisson foundation

Reinforcing pile foundation, adding the piles and connect to the existing structure by connecting the
footing is common method to applied. Additional piles could be replaced by underground diaphragm walls.
Securing the connectedness between the existing footing and the newly casted footing is very important in
increasing the bearing capacity of the pile foundation.
Both method usually requires thickening of the footing and shear strengthening. It means that the
bridge would be closed for the entire construction period. Temporary bridge shall be installed if there is no
detour bridges nearby.

Existing Piles Existing Piles

Additional Underground
Piles Diaphram Wall

(Additional piles) (Underground diaphragm walls)

Figure 6.19 Example of Strengthening Method of Pile Foundation

Reinforcing the caisson (well) foundation could be done by addition steel pile sheet pile foundation
and connect to the existing caisson cup. It requires machinery for driving steel pile sheet piles and it could

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not be executed at the location where large size gravel exist in the soil.

Steel Pile
Sheet Piles
Steel Piles

Ground Level

Figure 6.20 Example of Strengthening Method of Caisson Foundation

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[Link]. Strengthening of Substructure

(1) Pier Column
Reinforcing the pier column is to increase capacity to resist against bending moment and shear
produced by earthquake. This manual introduce 4 methods, RCC lining method, steel plate lining method,
CFRP sheet lining method, and Precast-blocks and Additional Tendons.

1) RCC Lining Method

The workflow is shown in the figure below.

Preparation Inspection of condition of RCC pier column (damage, compressive strength)

Install scaffolding to secure the working space if necessary

Surface Preparation Clean the surface of the column

Blast or chip the surface of column to secure the adhesiveness with
newly casted concrete

Penetrating Errection
Bars to Column Penetrate the errection bars to the column for rebar arrangement

Anchoring Rebar to
Footing Anchoring the vertical rebar to the existing footing.

Rebar Arrangement Rebar arrangement for newly casted lining wall

Mechanical joints to connect rebar are recommended for quality control

Forming
Install forms for the new lining wall

Casting Concrete
Cast concrete around the pier

Curing
Cure the concrete until it is hardened and dried

Finishing
Remove forms and Scaffolding

Figure 6.21 Workflow of RCC Lining Method

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(Rebar Arrangement) (Finishing)

(Rebar Arrangement) (Finishing)

Figure 6.22 Example of Construction of RCC Lining Method

Casting concrete for this method could be replaced by shotcrete method. In this case, there would
be no forming and deforming procedure.
This RCC Lining method is the most simple and principal method to strengthen the pier column.
However, dead load increase is the largest among 4 methods

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2) Steel Plate Lining Method

The workflow is shown in the figure below.

Preparation Inspection of condition of RCC pier column (damage, compressive strength)

Install scaffolding to secure the working space if necessary

Surface Preparation Clean the surface of the column

Blast or chip the surface of column to secure the adhesiveness with
newly casted concrete, chamfer the corners

Drilling Anchor Holes to Drill anchor holes to footing to anchor the anchor bolts which will be
the Footing connected to lining steel plate

Setting the Steel Plate

Set the lining steel plate around the column

Welding Weld the lining steel plate together to rap around the column
Fix the lining plate to footing with anchor bolts and seal the gap

Grouting Grout grouting material to the gap between column and lining steel plate
Grouting material is non-shrinkage mortar or epoxy resin

Painting Paint the steel lining plate with proper layers (primer, intermediate and
final)

Finishing
Remove Scaffolding

Figure 6.23 Workflow of Steel Plate Lining Method

(Welding) (Grouting) (Painting)

Figure 6.24 Example of Construction of Steel Plate Lining Method

This method could be done quicker than RCC lining method due to unnecesity of rebar
arrangement. However, it would cover the entire surface of concrete of the pier column. Soundness of
the existing pier column shall be confirmed before applying this method.
Quality control of the welding at sight is very important to secure the quality of the strengthening,
specifically against shear force.

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3) CFRP Sheet Lining Method

The workflow is shown in the figure below.

Preparation Inspection of condition of RCC pier column (damage, compressive strength)

Install scaffolding to secure the working space if necessary

Surface Preparation Clean the surface of the column

Blast or chip the surface of column to secure the adhesiveness with
newly casted concrete, chamfer the corners

Primer Coating Coat the prepared RCC column surface with primer coating materials to
secure the adhesiveness with CFRP sheet

Unevenness Adjusting Coat the RCC column surface with unevenness adjusting material, such
as putty

Adhering CFRP sheet Adhere the CFRP sheet around the pier
Adhere multiple layers according to the design result
The procedure and direction of adhering shall follow the technical
specification of the product.

Final Coating
Coat the CFRP sheet with final coating materials

Finishing
Remove Scaffolding

Figure 6.25 Workflow of CFRP Sheet Lining Method

(Unevenness Adjusting) (Coating Adhesive)

(Adhering CFRP Sheet) (Final Coating)

Figure 6.26 Example of Construction of CFRP Sheet Lining Method

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This method could be done quicker than RCC lining method and steel plate lining method due to
simple procedure. However, it would cover the entire surface of concrete of the pier column.
Soundness of the existing pier column shall be confirmed before applying this method.
The procedure introduced in this manual only resist against shear produced by earthquake.
Anchoring with footing shall be firmly done to resist the bending moment to resist against bending
moment. Just wrapping around the CFRP sheet leave the very bottom cross-section unstrengthened.
The details of anchoring to the footing firmly is still under research and not yet applied to the
substructure of bridges in Japan.
Construction of CFRP sheet lining method requires trained skill and experience of both engineer
and workers. The existence of these personnel shall be mandatory to apply and execute this method.
It is better to procure labour with the product recommended by the manufacture.

4) Precast-blocks and Spiral Tendons Method

The workflow is shown in the figure below.

Preparation Inspection of condition of RCC pier column (damage, compressive strength)

Install scaffolding to secure the working space if necessary

Surface Preparation Clean the surface of the column

Blast the surface of column to secure the adhesiveness with PSC
precast-blocks

Set PSC Precast-blocks Set PSC precast-blocks

Adhere the PSC precast-blocks with existing pier by non-shrinkage
mortar

Set Spiral Tendons

Set spiral tendons with equal interval

Connect Spiral Tendons

Connect spiral tendons with mechanical joint

Load Tension to Spiral

Tendon Load tensile force to spiral tendon to specified strength

Finishing
Remove Scaffolding

Figure 6.27 Workflow of Precast-blocks and Spiral Tendons Method

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(Surface Preparation) (Set PSC Precast-blocks) (Set Spiral Tendons)

(Connect Spiral Tendons) (Load Tension to Spiral Tendon) (Completion)

Figure 6.28 Example of Construction of Precast-blocks and Spiral Tendons Method

Materials of this method are precast and fabricated, therefore it is very easy to control the quality
of the materials. The most important part of the quality control is to control the tensile load loaded to
spiral tendon. If it fails or loses after the completion, the design effect of the strengthening could not
be realized.
This method is to resist against shear only. There shall be another strengthening method executed
to resist against bending moment.
It also does not require craning equipment because all the particles are small and could be carried
manually. Therefore the temporary structure would be only scaffoldings.
The existing column could be observed directly from the gaps of the PSC precast-blocks at the
corners. If the existing column are deteriorated or damaged by massive earthquake, it could be quickly
checked preliminarily from the corners.

(2) Abutment Wall

If the abutment wall is thickened, the sufficient amount of the rebar of newly casted wall shall be
anchored to the existing footing and wall. The surface of the existing wall shall be cleaned and basted to
secure the adhesiveness with the newly casted concrete. It shall be primer coated before casting the concrete.
If the foundation shall be strengthened because of the increase of the dead load, similar method shall
be applied to the method mentioned in the previous clause [Link] 'Strengthening of foundation .
If there exists stable bearing layer nearby behind the abutment, abutment wall could be anchored to
the layer by ground anchorage. To apply this method, countermeasure is required to prevent the abutment

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wall to collapse by punching-shear.

It requires cutting the rebar of abutment wall in executing this strengthening method. The number of
the rebar, specifically the vertical rebar, which would be cut shall be minimized. The capacity to resist against
bending moment and shear of abutment wall shall be reviewed despite the reduction of the amount of rebar.
Construction of ground anchor to existing structure requires trained skill and experience of both
engineer and workers. The existence of these personnel shall be mandatory to apply and execute this method.
It is better to procure labour with the product recommended by the manufacture.

(Casing of Ground Anchor) (Anchoring) (Completion)

Figure 6.29 Example of Construction of Anchoring Abutment Wall

[Link]. Strengthening of Bearings

There are 2 types of aseismic bearing to sustain continuous superstructure. One is seismic isolation
bearing and another is horizontal force dispersing bearing. Seismic isolation bearing has more capacity to
resist against the seismic force.
Both types is made of multi-layer of high elastic rubbers. Seismic isolation bearing has fat lead pole
that lengthen the movement of the superstructure and damps the force. Horizontal force dispersing bearing
controls the horizontal force produced by earthquake and transferred from superstructure to substructure. If
the bearing capacity of a pier is weak, the force would be reduced by softer/low elastic rubber. If a pier has
stronger bearing capacity, the force it distributed more with harder/high elastic rubber.
The work flow of this strengthening works are similar to that of the bearing replacement. The details
shall be referred to the previous clause [Link] (1) 1) Replacement . However, aseismic bearings have higher
height than the original bearings. Therefore, securing the space to install the aseismic bearings is an important
factor to select the type of the bearings.

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Lead Pole

High Damping
Rubber

(Seismic Isolation Bearing) (Horizontal Force Dispersing Bearing)

Figure 6.30 Example of Aseismic Bearings

Figure 6.31 Example of Deformation of Aseismic Bearings

[Link]. Strengthening to Prevent Fall of Superstructure

Construction of bridge fall prevention device (Compression Force) are basically adding additional
member to the existing member. Attaching the steel bracket to steel girder is similar to the previous clause
[Link]. (2) 1) i) Stiffening Plate Patching Method . Attaching the steel bracket to RCC bridge seat is
anchoring steel member to RCC member. Adding RCC bracket on bridge seat is casting the additional RCC
member to RCC member. The details could be referred to the previous clause [Link]. (1) 2) ii) Grouting
Method .
Construction of bridge seat widening is also similar to the details described in the previous clause
[Link]. (1) 2) ii) Grouting Method .

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(Steel Bracket to Steel Girder) (RCC Bracket to PSC Girder) (Bridge Seat Widening)

Figure 6.32 Example of Bridge Fall Prevention Device (Compression Force) and Bridge Seat
Widening
Installing the fall prevention device is whether connecting chain or cable both to the exiting
substructure and superstructure. If the member which will be connected by fall prevention devise is RCC, it
shall be connected by anchor bolts, if it is steel, it shall be connected by bolts. The procedure and points to
be taken care of connecting the devise to the existing member are similar to that of previous clauses, such as
[Link]. (1) Outer Cable Method for RCC.

Construction of bridge fall prevention device (tension force) to existing structure requires trained skill
and experience of both engineer and workers. The existence of these personnel shall be mandatory to apply
and execute this method. It is better to procure labour with the product recommended by the manufacture.

(Chain Type Device) (Cable Type Device)

Figure 6.33 Example of Bridge Fall Prevention Device (Tension Force)

6.3.3. Strengthening against Flood Discharge

Actual works of strengthening method to prevent scouring of substructures and wash away of the
backfill behind the abutment is explained in this subchapter. Protection of river bank/bed is selected for
scouring and increase of cross section of flood discharge is selected for wash away as is described in the
previous subchapter 6.2.3. Strengthening against Flood Discharge .

(1) Protection of River Bank/Bed

River bank (revetment) of the river with large flood velocity & discharge shall be covered by RCC
retaining wall, and river bed by concrete blocks. River bank (revetment) of the river with small flood velocity

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& discharge could be covered by stone pitching/gabion, and river bed by riprap/gabion. The details of detail
desing shall be referred to in the previous clause 5.3.1. (3) Scouring
The details of the construction works are explained in the previous clause 5.4.1. (3) Scouring

(2) Increase Cross Section of Flood Discharge

Cross section of flood discharge shall be designed with 50-year return period for the bridge on arterial
routes and of 20-years return period for the other highways. However, this is not always satisfied by the
bridges in Bhutan. Therefore, there are needs of increasing cross section of flood discharge in many bridges.
Recommended method is to replace the bridge including the revise of the bridge alignment,
specifically the longitudinal alignment. And the bridge length shall be longer the width of the river from
revetment of left band to right bank.
However, if this could not be realized easily due to budget procurement issue, RCC abutment could
be modified to pier and extend the bridge length behind the abutment. Extended bridge length shall be longer
than the width of the river cross section which can stream the design flood discharge. The followings are the
works that is necessary to modify the abutment to pier.
- Remove parapet of abutment
- Widen the bridge seat
- Review the capacity of the wall and thicken if necessary
- Enlarge and thicken the footing if necessary (increase number of piles in case of pile foundation)
- Protect wall from debris by installing protection guard on the upstream side of the wall

6.3.4. Waterproofing
Actual works of strengthening method to prevent infiltration of the water to RCC deck slab and prevent
wetting the bearing/bridge seat is described in the subchapter. Waterproofing top surface of RCC deck is
selected for infiltration and waterproofing expansion joint is selected for wetting the bearing/bridge seat as
is described in the previous subchapter 6.2.4. Waterproofing .

(1) RCC Deck Slab

The workflow of waterproofing with sheet type is shown in the figure below.

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Preparation
Regulate the traffic to secure the work space

Removing pavement Remove waring course (base course and surface course)
Inspect the condition of RCC deck slab and repair it if necessary
Remove the existing waterproofing layer if it exists.

Cleaning and Clean the surface of RCC deck slab, blast to remove stains
Unevenness Adjusting Plaster the surface to adjust the unevenness with primer coating

Primer Coating Coat the RCC deck slab with primer coating material (sufficient amount)
Scatter silica sand before drying if necessary

Adhesive Coating Coat the surface on the primer coating with adhesive coating material
(sufficient amount)

Waterproof Sheet Set the waterproofing sheet taking care of wrapping section.
Pasting
(wrapping width shall be more than 10cm)

Top Coating Coat the wrapping section with waterproofing material (sufficient amount)

Waterproofing Corner Additional waterproofing treatment to the corner (curb, expansion joint)
Section
Install drain pipe at the downstream corner of slope

Repaving Repave the waring course (base course and surface course)
Cure the waring course till it is hardened and cooled down

Finishing Mark the road marking

Open bridge to the traffic

Figure 6.34 Workflow of Waterproofing RCC Deck Slab (Sheet Type)

It is very important to prepare the surface of the RCC deck slab before starting the waterproofing
works. It shall be cleaned and dried very well and the stains shall be removed by blasting the deck. Infiltrated
asphalt material shall also be removed by blasting or chipping method. If the condition of RCC deck slab is
not sound with crack, peeling off, rebar exposure, or deteriorated by leakage of cement, it shall be repaired
before waterproofing works. All of these preparation is for securing the adhesiveness between the RCC deck
slab and waterproofing materials.
Waterproofing sheets are usually sold with the other coating/adhesive materials by the sheet
manufacturer. The manufacturer have their recommendation of layer structure with specific materials and
quantity. It is recommended to procure as a set which the manufacturer recommends. It is not recommended
to buy individually strongly. If it could not be procured as a set, it is very highly requested to confirm the
quality to use the other materials with manufacturer s recommendation.

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(Primer Coating) (Waterproof Sheet Pasting) (Top Coating)

Figure 6.35 Example of Construction of Waterproofing RCC Deck Slab (Sheet Type)

The details of the waterproofing corner explained with the figure below.

Waterproofing Deck
Surface The details are explained in the figure above

Primer Coating Coat the corner with same primer coating material of the deck surface
Amount of the material per m2 could be different with deck surface

Waterproof Coating Coat the surface on the primer coating with waterproof coating material
with same material of deck surface (sheet/coating type)
Amount of the material per m2 could be different with deck surface

Top Coating Coat the waterproofing material with top coating material
Amount of the material per m2 could be different with deck surface
Cure the waterproofing material until it is dried

Install Drain Pipe Install the drain pipes at the downstream corner of slope attached to curb
or expansion joint
Install the drain duct if necessary

Repaving Repave the waring course (base course and surface course)
Back to the procedure of the entire surface

Figure 6.36 Workflow of Waterproofing RCC Deck Slab (Corner Section)

Figure 6.37 Example of Drain Pipe and Drain Basin

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Corner section shall be waterproofed separately to secure the quality of waterproof strengthening. One
of the reason is that it could be damaged in repaving works. The other reason is that surface water infiltrated
to wearing course would pool at the downstream corner of slope. If the waterproof layers are damaged it
would infiltrate to the deck slab easily. The pooled water shall be collected by drain pipe and drained to
drainage basin rapidly.

The workflow of waterproofing with coating type is shown in the figure below.

Preparation
Regulate the traffic to secure the work space

Removing pavement Remove waring course (base course and surface course)
Inspect the condition of RCC deck slab and repair it if necessary
Remove the existing waterproofing layer if it exists.

Cleaning and Clean the surface of RCC deck slab, blast to remove stains
Unevenness Adjusting Plaster the surface to adjust the unevenness with primer coating

Primer Coating
Coat the RCC deck slab with primer coating material

Waterproof Coating
Coat the surface on the primer coating with waterproof coating material

Top Coating Cover the waterproofing material with top coating materials if necessary
Scatter silica sand before drying if necessary

Waterproofing Corner Additional waterproofing treatment to the corner (curb, expansion joint)
Section
Install drain pipe at the downstream corner of slope

Repaving Repave the waring course (base course and surface course)
Cure the waring course till it is hardened and cooled down

Finishing Mark the road marking

Open bridge to the traffic

Figure 6.38 Workflow of Waterproofing RCC Deck Slab (Coating Type)

The difference from sheet type is the layer structure of the waterproofing. Also it is different whether
to apply sheet material for waterproofing or not. Sheet material is manufactured material therefore it is easier
to control the quality of site works. Therefore it is recommended to use when the area of waterproofing is
large. Coating type shall be applied when the area is relatively small.

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(Primer Coating) (Waterproof Coating) (Scatter Silica Sand)

Figure 6.39 Example of Construction of Waterproofing RCC Deck Slab (Coating Type)

Waterproofing coating materials are usually sold with the other primer/top coating materials by the
manufacturer. The manufacturer have their recommendation of layer structure with specific materials and
quantity. It is recommended to procure as a set which the manufacturer recommends. It is not recommended
to buy individually strongly. If it could not be procured as a set, it is very highly requested to confirm the
quality to use the other materials with manufacturer s recommendation.

(2) Expansion Joint

Waterproofing the expansion joint is executed by replacing the existing expansion joint with
waterproof expansion joint which has drain gutter under the joint structure to drain surface water of the bridge
aside. The details of waterproof expansion joint is described in the previous clause [Link]. (2) Expansion
Joint .
The details of the construction procedure is explained in the previous clause [Link]. (2) Expansion
Joint . However, the specific requirement of the product which is mentioned in the technical specification of
the product shall be followed during the construction.

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MANUAL 3 : Guideline for a field checklist on the
basic items on quality control for
Bridge Construction
MANUAL 4 : Guideline for Field Checklist on the
Basic Items on Safety Control for
Bridge Construction
Technical Cooperation Project for Capacity Development
in Construction and Maintenance of Bridges
in the Kingdom of Bhutan

Guideline for Field Checklist on

the Basic Items on Safety Control
for Bridge Construction

April 2022

Department of Road
Ministry of Works & Human Settlement
Royal Government of Bhutan

Japan International Cooperation Agency

 Plan
Work Item Check Points Answer
/Site
Preparatory Item
Is Construction Work notified to MoLHR Plan Yes /
No / NA
Is the Safety Plan submitted? Plan Yes /
No / NA
Daily Works
Accident Cases Are there any accidents happened in the Records Yes /
project sits? No / NA
(Regulation of Did you report the cases to Records Yes /
Client/Police/MoLHR? No / NA
MoLHR) Are there any accidents reports if there Records Yes /
were accidents? No / NA

Morning Meeting Is the morning meeting being conducted Site Yes /

every day? No / NA
Morning Meeting Is the status of the attendance of the Site Yes /
workers being confirmed in the No / NA
meeting?
Is the presence of the drunken, child and Site Yes /
aged labors being confirmed for No / NA
exclusion?
Is the health condition of the workers Site Yes /
being confirmed? No / NA
THP Is the work schedule on the day being Site Yes /
confirmed among the workers? No / NA
Is the potential hazardous works being Site Yes /
identified? Is its measures being No / NA
explained to all the workers?
Is THP Training for Hazard Prediction Site Yes /
being conducted regularly? No / NA
Safety Goal and Sign Board Is Safety Goal for the project prepared? Site Yes /
No / NA
Is the sign board minimum30cm×100cm Site Yes /
indicating Safety First prepared and No / NA
being placed at the arrestive place?
Clothes and Safety Gadget of Workers Do the workers wear helmets during Site Yes /
working time in construction site? No / NA
Do the workers wear the proper shoes? Site Yes /
No / NA
Do the workers wear the proper Site Yes /
uniform? No / NA
Do the workers use the proper safety Site Yes /
gadgets such as safety belt, goggles, No / NA
gloves, etc?
Work Item
Common Works
Scaffolding
Is the scaffolding prepared as per the Site Yes / No
safety plan? / NA
Railings Is the sufficient work space with Site Yes / No
proper staging prepared? / NA
Is strong railings whose heights are Site Yes / No
85cm properly placed at high places? / NA
High place means the place where the
workers may drop 2m in height?
Is the strong railings properly provided Site Yes / No
on the stairs? / NA

stairs for access Are the proper stairs or ladders Site Yes / No
provided for the access to the working / NA
areas?

Ladder fixed Are the ladders fixed at the bottom Site Yes / No
and top? / NA

Both end Fixed Are the foot boards staging fixed to the Site Yes / No
strong parts at the both end? / NA

Scaffolding Are the sound and proper materials Site Yes / No

Material used for the scaffoldings? / NA

Slip Stopper Are the slip stoppers properly Site Yes / No

provided? / NA
 Protection of Are all the openings properly covered? Site Yes / No
Openning / NA

Safety Net Are the fall prevention measures such Site Yes / No
as safety net properly provided at / NA
hazardous points?

Are unnecessary things to hinder the Site Yes / No

access placed on the walkway of the / NA
scaffolding?

Assembling of Are the assembly and dismantling Site Yes / No

Scaffolding done safely? / NA

Shoring Works
Shoring Is the shoring prepared as per the Site Yes / No
safety plan? / NA
Is the shoring dismantled after the Site Yes / No
required strength of concrete is / NA
achieved?
Are the assembly and dismantling of Site Yes / No
the shoring done safely? / NA
Crane and Heavy Equipment
lifting Is the capacity of the crane and heavy Site Yes / No
Capacity equipment sufficient for the works to / NA
be scheduled?
Are all the function of the crane and Site Yes / No
heavy equipment such as outrigger, / NA
safety limit switch and lights worked?
Are the dairy inspection and Site Yes / No
maintenance being done properly? / NA
Do the operators have the necessary Site Yes / No
licenses? / NA
Is the list of net lifting capacity placed Site Yes / No
at eye catching place of the crane? / NA
Outrigger Is the outrigger of Crane fully being Site Yes / No
extended? / NA
Acetylene and Oxygen Gas Cylinder
Are the Acetylene and Oxygen Gas Site Yes / No
cylinders being kept standing in the / NA
storage?
Are the fall preventive measures for Site Yes / No
the standing acetylene gas cylinders / NA
being provided?
standing & fall Are the Acetylene and Oxygen Gas Site Yes / No
prevention cylinders being kept in shade and less / NA
measure than 40°in temperature?
Are the Acetylene gas cylinder being Site Yes / No
kept standing in use? / NA
Is the firearmbeing used 5maway Site Yes / No
from acetylene and oxygen gas / NA
cylinder?
Power Supply
Grounding Is the grounding for generator properly Site Yes / No
provided? / NA

Cabe size? Is the size of the transmission cable Site Yes / No

sufficient? / NA

Cabe Are the connections of the cable Site Yes / No

Connection properly done? / NA
Do the cables being laid in dry Site Yes / No
condition / not be in the water? / NA

Panel Board Are the power distribution panel Site Yes / No

boards provided? / NA
 Lifting
Lifting Wire Are the sizes of the lifting wires and Site Yes / No
shackles sufficient? / NA

Do the lifting wire have no kinks or Site Yes / No

defects? / NA

Slinging Are the slinging methods proper? Site Yes / No

Method / NA

Are no workers under the lifted loads? Site Yes / No

/ NA

Hoisting Are the signal men and signal patterns Site Yes / No
identified among all the workers? / NA
Are the signals for lifting works being Site Yes / No
properly done according to the / NA
identified patterns?
Preparatory Works
Site / Temporary Yard
Barricade Is the site including temporary yard Site Yes / No
identified by barricade or fence? / NA

Temporary Yard Are the site including temporary yard Site Yes / No
tidy and cleaned? / NA
Are equipment and materials organized Site Yes / No
by the types? / NA

Fence for Access Are the access roads secured and Site Yes / No
Road identified by the fence or rope? / NA

Sign Board Are the proper sign boards placed at the Site Yes / No
appropriate locations? / NA

Site
 Are the measures for flying of the Yes / No
construction materials by wind taken? / NA
Detour Road / Bridge
Detour Road Is the width of the detour road Site Yes / No
sufficient? / NA

Detour Bridge Is the design of the detour bridge Plan Yes / No

properly prepared based on the / NA
structural calculation?
Are the measures for the flood be Plan Yes / No
properly prepared? / NA
Are the fall prevention measures into Site Yes / No
river such as guard rails taken? / NA
Is the construction of the detour bridge Site Yes / No
properly done? / NA
Lighting for Are the lights and/or reflectional Site Yes / No
Road facilities properly provided? / NA

Signal Man Is the flag man properly deployed? Site Yes / No

/ NA

Dewatering
Are the soil or steel sheet pile cofferdam Plan Yes / No
properly designed and planed? / NA
Are the soil or steel sheet pile cofferdam Site Yes / No
properly constructed? / NA
Is the working space in the cofferdam Site Yes / No
sufficient? / NA
Is the capacity of the submersible pump Site Yes / No
sufficient? / NA
Are the measures for the flood properly Plan Yes / No
prepared? / NA
Earth Works
Are the Specifications and condition of Plan/ Yes / No
the equipment such as backhoe, Site / NA
bulldozer or dump trucks proper and
good?

Are the design and the work of the soil Plan/ Yes / No
cofferdamproperly done? Site / NA

Is the gradient of the cut slope proper? Site Yes / No

/ NA

Is the drainage plan for surface and Plan/ Yes / No

underground water properly prepared? Site / NA

Is the ground or stage for heavy Site Yes / No

equipment proper and stable? / NA

Is the access road for the hauling of soil Site Yes / No

material properly secured? / NA

Are the measures for the falling rocks Site Yes / No

such as head guard of equipment or / NA
barricade properly taken?

Are the barricades properly placed? Site Yes / No

/ NA
Are the signal men properly deployed? Site Yes / No
/ NA
Foundation Works
Driving piles Is the capacity of the crane for driving Plan/ Yes / No
and excavation work sufficient? Site / NA

Stage Is the staging for the crane properly Plan/ Yes / No

planned and executed? Site / NA

Are the measures for the flood properly Plan Yes / No

prepared? / NA
Abutment and Pier
Reinforcing Bar
Cutting and Is the rebar cutting and bending yard Site Yes / No
Bending Yard wide enough and tidy? / NA

Scaffolding Is the scaffolding for rebar fabrication Site Yes / No

prepared as mention in clause 2.3.3? / NA

Is the lifting of the rebar proper? Site Yes / No

/ NA
Is the safety belt properly used in case Site Yes / No
proper scaffolding with railing cannot be / NA
prepared?
Form Work
Fabrication Yard Is the form preparation yard wide Site Yes / No
enough and tidy? / NA

Froms Are the forms properly fabricated based Plan/ Yes / No

on the structural calculation? Site / NA
Are the forms free from rotten and Site Yes / No
damaged materials? / NA

Is the scaffolding for form assembly Site Yes / No

prepared as mention in clause 2.3.3? / NA
Is the lifting of the forms properly done? Site Yes / No
/ NA
Is the safety belt properly used in case Site Yes / No
proper scaffolding with railing cannot be / NA
prepared?
 Concreting
Concrete Pump Are the pouring methods (crane, Plan/ Yes / No
concrete pump, chute, direct, etc) Site / NA
properly selected?
Is the ground or stage for setting of Site Yes / No
concrete pump and transit mixer cars / NA
stable?
Is the size and condition of the lifting Site Yes / No
wire for concrete bucket good and / NA
proper?
Is the signal man being deployed? Site Yes / No
/ NA
Is the scaffolding for concreting Site Yes / No
prepared as mention in clause 2.3.3? / NA
Fabrication and hauling of the girder
Stressing of PV Is the PC wire stressing plan proper? Plan/ Yes / No
Does the plan include the expert of PC Site / NA
stressing?

Are the hauling route with the alignment Site Yes / No

and bridge load limit checked in / NA
advance?
Is the hauling method including lifting Plan Yes / No
and fixing properly prepared? / NA

Girder Erection
Is the erection plan properly prepared Plan Yes / No
based on the structural calculation? / NA
Is the stage of the crane properly Plan/ Yes / No
planned and stable? Site / NA
Is the capacity of the crane sufficient? Plan/ Yes / No
Site / NA
Is the condition of the crane good? Plan/ Yes / No
Site / NA
Is the measures for the flood properly Plan Yes / No
prepared? / NA
Cast in place Concrete Girder / Slab
Is the shoring plan properly prepared Plan Yes / No
based on the structural calculation? / NA
Is the scaffolding properly planned and Plan/ Yes / No
prepared as mention in clause 2.3.3? Site / NA

Are the forms safely and properly being Site Yes / No

assembled? / NA
Is the measures for the flood properly Plan Yes / No
prepared? / NA
MANUAL 5 : Action Plan for Bridge Maintenance
 Technical Cooperation Project for Capacity Development
in Construction and Maintenance of Bridges
in the Kingdom of Bhutan

Action Plan
for
Bridge Maintenance

April 2022

Department of Road
Ministry of Works & Human Settlement
Royal Government of Bhutan

Japan International Cooperation Agency

Table of Contents

1 Objective of the Action Plan

2 Bridge Maintenance Cycle
3 Action Plan
3.1 Bridge Inspection
3.2 Condition Assessment
3.3 Planning and Budgeting
3.4 Management and Supervision
3.5 Information and Database Management
3.6 Maintenance Operation Meeting
3.7 Database Management
4 Execution Plan
5 Reconstruction
6 List of Appendix
1. Objective of the Action Plan
This action plan is to define action plan to be taken to implement bridge
maintenance.

2. Bridge Maintenance Cycle

The concept of Bridge Maintenance Cycle to implement is shown in Figure-1.
There are two cycle. One is usual maintenance cycle and another one is emergency cycle
for disaster. Maintenance Operation Meeting (MOM) should be held before budget
proposal.

Figure-1 Bridge Maintenance Cycle

 Figure-2 Usual Maintenance Cycle

Figure-3 Disaster Maintenance Cycle

3. Action Plan
Action plan to implement the bridge maintenance cycle continuously is hereinafter
explained.
3.1 Bridge Inspection
(1) Action to take
{1-1} Routine Inspection: Conducting Routine Inspection along with road inspection
{1-2} Periodic Inspection: Conducting Periodic Inspection of all bridges every year.
Additionally, Post Rainy Season Inspection of all bridge right after rainy season should
be carried out to check the bridge conditions especially for scouring.
{1-3} Detailed Inspection: The detailed Inspection is to be conducted for the selected
bridges (approximately 5 to 10 bridges per year) from Periodic Inspection result in the
Maintenance Operation Meeting(MOM)

(2) Implementer
EE (Maintenance section) of Regional Office, Subdivision Office
Support from DOR HQ

3.2 Condition Assessment

(1) Action to take
{2-1} Initial Assessment: Review and evaluation of the periodic inspection/post rainy
season inspection results. The evaluation will be verified in Maintenance Operation
Meeting. Prepare long list.
{2-2} Second Assessment: Assessment of detailed survey result. Select priority bridges to
prepare short list.
(2) Implementer
EE (Maintenance section) of Regional Office, Subdivision Office
Support from DOR HQ

3.3 Planning and Budgeting

(1) Action to take
{3-1} Countermeasure Study and Budget Plan: Study countermeasure based on the
detailed survey and prepare budget plan. Prepare the final list.
{3-2} Donor Partner Coordination if any: Coordination with donor fund project and reflect
to short list.
(2) Implementer
EE (Maintenance section) of Regional Office, Subdivision Office
 Support from DOR HQ

3.4 Information and Database Management

(1) Action to take
{4-1} Record the inspection data to the system
- Update of the database
- Provision of data to DOR
{4-2} Management of the bridge database
{4-3} Data collection: Collection of the general drawings of past projects,
especially donor fund projects. Add and update the database.
{4-4} Server management: Setting of server and its maintenance.
(2) Implementer
Responsible person in DOR HQ
EE (Maintenance) Regional Office, Focal Person of Regional Office

3.5 Maintenance Operation Meeting (MOM)

DOR has the principal responsible to manage the various maintenance
operations which includes inspection, assessment, countermeasure work and
recording. Maintenance Operation Meeting (MOM) is the meeting to supervise the
bridge maintenance operations and to make decisions on bridge maintenance
related plan. DOR shall organize the meeting every January. MOM can be held
any time if necessary.
(1) Action to take
{5-1} Verifying followings
- Inspection results
- Selection of priority bridges (long list)
- Report on detailed survey
- Final selection of bridges for next FY (Final List)
- Countermeasure/cost plan
(2) Implementer
Chief Engineer (Bridge), EE (Construction and Maintenance)
Chief Engineers of Regional Office, EE (Maintenance) of Regional Office

3.6 Committee Meeting

The Committee meeting is the meeting to prioritize the bridges according to the
report presented by the assessment team. DOR shall organize the meeting latest
 by February.
(1) Action to take
{6-1} Verifying followings
- Inspection results
- Selection of priority bridges (long list)
- Final selection of bridges for next FY (Final List)
(2) Implementer
Director General, DOR
Chief Engineer DOR HQ

3.7 Budget Negotiation and Finalization

(1) Action to take
{7-1} DOR will negotiate with MOF for the selected bridges for the next fiscal

{7-2} After negotiation, MOF will take appropriate action.

(2) Implementer
DOR & MOF

4. Execution Plan
4.1 Prepare Execution Plan
(1) Action to take
{1-1}
{1-2} Segregate bridges which should be repaired or strengthen and which should
be reconstructed.
{1-3}
{1-4} Separate budget should be proposed for the bridges which are to be
strengthen or reconstructed.
(2) Implementer
Regional office and DOR HQ
Support by MOWHS and MOF

4.2 Repair and Strengthen Work

(1) Action to take
{2-1} e Rank Damage: e rank damages should be repaired within next fiscal
year. Appropriate countermeasures should be selected along with the cost
 estimation.
{2-2} Other Rank Damage: Other rank damages should be repaired in
appropriate stage referring BMS Priority Rank. Appropriate countermeasures
should be selected along with the cost estimation.
{2-3} Preventive Work: Preventive work such as scour protection for masonry
abutment should be carried out in appropriate stage referring BMS Priority Rank.
Appropriate countermeasures should be selected along with the cost estimation.
{2-4} Emergency Work: Emergency work such as scour protection should be
carried out as soon as possible.
(2) Implementer
Regional office
Support by DOR HQ

5. Reconstruction
(1) Action to take
{1-1} Selection of Target Bridges: Target bridges should be selected considering
structure type, load capacity, width, age, deterioration, inhibition of cross
sectional area of a river etc.
{1-2} Elements and Dimensions: Elements and dimensions such as
superstructure type, substructures type, length, height are assumed and cost
should be approximated for all target bridges. Length and height are studied
carefully considering bridge site conditions such as landform, catchment area,
rainfall etc.
{1-3} Prioritization: Prioritization of reconstruction should be based on BMS
priority ranking.
{1-4} Prioritization for next Five Year Plan (FYP): Bridges which cannot be
reconstructed during the current FYP should be planned to reconstruct in the
next FYP.
(2) Implementer
Regional office
Support by DOR HQ
6. List of Appendix
Appendix-1 Technical Manual on Inspection and Diagnosis of Bridge (April 2022)
Appendix-2 Technical Manual for repair and Reinforcement of Bridge (April 2022)
Appendix-3 Principle for Rehabilitation or Reconstruction of Substructures
Appendix-4 Flowchart for Measures against Scour
 Appendix-3

Principle for Rehabilitation or Reconstruction of Substructures

e
Deformation (All Substructures)
c result of Scour or
Deformation (Masonry Substructures)
c
Deformation (RCC Substructures)
Forth action is preventive countermeasures for all Masonry
Substructures
Reconstruction for all masonry substructures on PNH and SNH
Rehabilitation for another substructures
 Appendix-4

Flowchart for Measures against Scour

MANUAL 6 : Operation Manual on Bridge
Management System
Technical Cooperation Project for Capacity Development
in Construction and Maintenance of Bridges
in the Kingdom of Bhutan

Operation Manual on
Bridge Management System

April 2022

Department of Road
Ministry of Works & Human Settlement
Royal Government of Bhutan

Japan International Cooperation Agency

 Table of Contents

1 General............................................................................................................................ 1

2 Initial Operation ............................................................................................................ 3

2.1 How to Access BMS .......................................................................................... 3
3 Module Operation .......................................................................................................... 4
3.1 The Bridge Inventory ......................................................................................... 4
3.1.1 Bridge Inventory List .............................................................................................. 4
3.1.2 Map function ........................................................................................................... 6
3.2 The Bridge Ledger ............................................................................................. 7
3.2.1 How to view Bridge Ledger .................................................................................... 7
3.2.2 How to edit Bridge ledger ....................................................................................... 9
3.2.3 How to make new Bridge Ledger ......................................................................... 11
3.3 The Bridge Inspection ...................................................................................... 13
3.3.1 How to view the existing inspection result ........................................................... 13
3.3.2 How to add new inspection record (Inspection sheet) .......................................... 15
3.3.3 How to edit the existing inspection record ............................................................ 24
3.4 The Prioritization ............................................................................................. 26
3.5 The repairing cost estimation ........................................................................... 29
 - Operation Manual on Bridge Management System -

1
The Bridge Management System is developed to efficiently accumulate and update the Bride Ledge and
Bridge inspection sheet. Additionally, the prioritization for repairing and reinforcement of bridge can
be estimated by weighed factor point for each damaged item. The system also has the function to
calculate the repairing cost estimation. Calculated cost is summarized by regional office wise and will
contribute to annual budget plan for repair and replace bridges in Bhutan.

Module Structure

The database mainly consist of four modules as follows.

a. Bridge Ledger

The purpose of this module is to stock the Bridge Ledger that consist of geographic data, Bridge
data and Photograph. Each bridge ledger connects Inspection sheet and Map function.

b. Bridge Inspection Sheet

The purpose of this module is to accumulate inspection sheet in inspection date order. all damaged
item category, Damaged sketch and damaged photo can be stocked in each inspection.
Each inspection sheet connects damage scale input sheet that can calculate repairing cost based on
each inspection result

c. Prioritization function

The purpose of this module is to evaluate the prioritization for repairing and reinforcement of
bridges. The prioritization is described as point that add each point based on the bridge ledger
critical information and damage category. The calculation result is displayed in bridge inventory
list and sorted by prioritization order.

d. Bridge repairing cost estimation

The purpose of this module is to estimate repairing cost based on the defined unit cost multiple
damaged scale for each inspection result. The calculated repairing cost will be displayed in bridge
inventory list and sorted by cost.

The structure of this module in the system is shown in Figure1.1. Each module and function
n of repairing and
connects in system to
effectively evaluate and calculate.

1
 - Operation Manual on Bridge Management System -

Figure 1.1 The general structure of BMS

System feature and structure

I. Web-based System

By accessing BMS via Web, the System that can be used not only by DoR headquarters bridge division
staff but also by regional office staff was developed.

III. Server PC Setting

The server PC for BMS is managed by ICT division MoWHS in the server room. The server
management environment is prepared 24 hours a day with air conditions and blackout curtains.

Figure 1.2 Cooperation between HQ and Regional office

2
 - Operation Manual on Bridge Management System -

2
2.1 How to Access BMS
The BMS link webpage of MoWHS. All users can access from web page. Additionally for other way to
[Link] The initial display is
shown as follows.

URL: [Link]

3
 - Operation Manual on Bridge Management System -

3
3.1 The Bridge Inventory
Bridge inventory interface is the main display of BMS, and BMS operation starts from this interface.
Because the access area in this system is restricted by user mandatory managed by administrator, the
instruction is partially difference of the user mandatory. The instruction is following by
interface of administrator user .

3.1.1 Bridge Inventory List

- How to operate in BMS

1.

Fill in

Fill in Password

Smooth login by checking

2. How to display Bridge inventory by sorting

4
 - Operation Manual on Bridge Management System -

3.

Printing format
Search for
identified Bridge
Go to Bridge Map

Add new Bridge Ledger

Sort function Delete Ledger

by Admin

Bridge Inventory with Prioritization

Bridge ledger information and
Repairing cost

5
 - Operation Manual on Bridge Management System -

3.1.2 Map function

The location of bridge can be displayed by Map function. The location is pointed by the coordinate
based on the Bridge Ledger coordinate information.

- How to operate in BMS

1.

[Link]
Change to Map
function
2. Check in road classification

2.

Change to Map
Map function

2.

1. Click identified bridge on Map

6
 - Operation Manual on Bridge Management System -

3.2 The Bridge Ledger

The function is to stock the Bridge Ledger with graph
BMS user can view, edit and add new ledger.

3.2.1 How to view Bridge Ledger

- How to operate in BMS

1.

Click identified bridge

7
 - Operation Manual on Bridge Management System -

2.

Click identified bridge

8
 - Operation Manual on Bridge Management System -

3.2.2 How to edit Bridge ledger

1.

2.

1. Edit the contents

2.

9
 - Operation Manual on Bridge Management System -

3.

1. Delete photos

[Link] Photo

10
 - Operation Manual on Bridge Management System -

3.2.3 How to make new Bridge Ledger

1.

2.

1. Fill in information

Coordinate format:
Degree, Minute, Second
(ex. Lon: 2 Lat: )

2.

11
 - Operation Manual on Bridge Management System -

3.

1. Fill in information

2.
4.

1. Fill in information

1.

2. Select the 3MB or less

3. Select the Caption Number

4. Upload

12
 - Operation Manual on Bridge Management System -

3.3 The Bridge Inspection

The function is to accumulate Bridge inspection record in date order. The BMS user can check the
existing inspection result and add the new inspection result. Additionally, the latest inspection result
automatically connects to in system.

3.3.1 How to view the existing inspection result

- How to operate in BMS

1.

Select identified Bridge

2.

13
 - Operation Manual on Bridge Management System -

3.

Bridge inspection record is accumulated

in inspection date order

Click Inspection Sheet

4.

Select identified tab to view

14
 - Operation Manual on Bridge Management System -

3.3.2 How to add new inspection record (Inspection sheet)

1.

1.

2. Overall Condition

1. 2.
1. Select inspection date and
2. fill in inspector

3. Select or fill in new information or update previous

existing information

change to next tab

15
 - Operation Manual on Bridge Management System -

3. Damage (Super St)

1. Choose material type

Automatically change items and category following material type

2.

The procedure of the t

16
 - Operation Manual on Bridge Management System -

4. Damage Figure

[Link] Damage Figure

jpg file 3MB or less

1.
3.

17
 - Operation Manual on Bridge Management System -

5.

2. Save

18
 - Operation Manual on Bridge Management System -

------------How to make Damage Figure jpg file from Microsoft excel------------

1.

[Link]

1. Select range to copy

2.

2. Past

19
 - Operation Manual on Bridge Management System -

3.

1. File

2. Save as JPG file

[Link] jpg file by photo viewer (General photo viewer application)

Trimming to margin

20
 - Operation Manual on Bridge Management System -

5.

1. Trimming to
margin
2. Save as new
file

-------------------------------------------------------------------------------------

[Link] Photo

1. Push Upload Photo

21
 - Operation Manual on Bridge Management System -

6.

1. Upload photo jpg file

3MB or less

2. Select Damage Category

7.

2. Select Photo Number

22
 - Operation Manual on Bridge Management System -

8.

1. Search Structure, Member and Material

2. Select damage item

23
 - Operation Manual on Bridge Management System -

9.

1. Fill in Description

2. Upload

3.3.3 How to edit the existing inspection record

- How to operate in BMS

1.

1. Select identified Inspection sheet to edit

24
 - Operation Manual on Bridge Management System -

2.

1. Edit Category

2. Save

25
 - Operation Manual on Bridge Management System -

3.

1.

2. Delete 4. Fill in Scale/Dimension of Damage

5. Push Save button

3. Select new Damaged figure

3.4 The Prioritization

The BMS has the function to evaluate repair and reinforcement prioritization by adding weight factor
point based on information of bridge ledger and damage category from latest inspection record. Because
the weight factor point is defined by administrator, the prioritization point for each bridge is
automatically calculated by extracting from Bridge ledger and lates inspection record. All BMS user can
know the prioritization point and prioritization order. The general logic to add weight factor point is
shown in Figure 3.1.

26
 - Operation Manual on Bridge Management System -

Weight factor Set by Administrator

Ex. Weight factor

Ex. Weight f

Weight factor distribution to each Bridge

Prioritization point for

each item is distributed

Figure 3.1 The general logic to add weight factor point

27
 - Operation Manual on Bridge Management System -

-How to operate in BMS-

[Link] Bridge Inventory

Prioritization point is
automatically displayed

Prioritization point is
automatically displayed

2.

Prioritization point is
sorted by point order

28
 - Operation Manual on Bridge Management System -

3.5 The repairing cost estimation

The repairing cost estimation system is to roughly estimate repairing cost based on damage scale
multiply by unit cost for repairing. The necessary items for calculation are systematically linked with
each module. The system linkage in BMS is shown in Figure 3.2.

Fig 3.2 System linkage for repairing cost calculation

The operational user (Manager) is only to set damage scale in

-How to operate in BMS-

1.

29
 - Operation Manual on Bridge Management System -

2.

Unit cost for repairing is

automatically extracted
from Unit cost setting
by administrator

Category is
automatically extracted
from Inspection Sheet

30
 - Operation Manual on Bridge Management System -

3.

1.

2. Fill in Damage Scale following the Unit

3.

4.

1. The cost for each damage is calculated

2. Total repairing cost is automatically

calculated

31
 - Operation Manual on Bridge Management System -

5. Display in Bridge Inventory

Repairing cost is sorted

1. Repairing cost for each bridge is

displayed
the displayed repairing cost will be
updated following to latest inspection
sheet

2. Total repairing cost by Agency/Division wise, or

Dzongkhag wise filtering is automatically calculated

32
MANUAL 7 : Operation Manual on Bridge
Management System
(For Administrator)
Technical Cooperation Project for Capacity Development
in Construction and Maintenance of Bridges
in the Kingdom of Bhutan

Operation Manual on
Bridge Management System
(For Administrator)

April 2022

Department of Road
Ministry of Works & Human Settlement
Royal Government of Bhutan

Japan International Cooperation Agency

 Table of Contents

1 General............................................................................................................................ 1
2 Access permission system .............................................................................................. 2
3 User Setting .................................................................................................................... 7
3.1 System Users...................................................................................................... 7
3.1.1 Add new User Setting ............................................................................................. 8
3.1.2 Define User- Modules ........................................................................................... 10
4 Bridge Master Setting.................................................................................................. 11
4.1 Definition of Bridge Ledger Items ................................................................... 11
4.2 Prioritization Setting ........................................................................................ 14
4.2.1 Bridge Ledger Items.............................................................................................. 14
4.2.2 Bridge Inspection Items ........................................................................................ 17
4.3 Unit Cost Setting .............................................................................................. 21
4.4 Summary Sheets............................................................................................... 24
4.4.1 Bridge Prioritization Summary ............................................................................. 24
4.4.2 Bridge Evaluation Summary ................................................................................. 29
5 Restore Bridge Data .................................................................................................... 33
6 Database Backup ......................................................................................................... 34
 - Operation Manual on Bridge Management System (for Administrator) -

1
The BMS supposed to be utilized by not only head quarter officer but also regional office in DoR though
the web-based database system. Due to all users access in one database system, the mandatory in DoR
should be set in BMS system. Following to the accessibility and permission in system, the BMS will be
utilized as DoR mandatory systematical structure.

nual are for administrator in DoR expect for the target who is developer
and system engineer to deal with programing structure.

System feature and structure

I. Web-based System

By accessing BMS via Web, the System that can be used not only by DoR headquarters bridge division
staff but also by regional office staff was developed.

II. Software Structure

The Zend Framework (ZF) application which is an open-source web application framework
implemented on PHP. It is also managed using phpMyAdmin as a client tool for managing a MySQL
server with a web browser which is also implemented in PHP.

III. Server PC Setting

The server PC for BMS is managed by ICT division MoWHS in the server room. The server
management environment is prepared 24 hours a day with air conditions and blackout curtains.

Figure 1.1 Cooperation between HQ and Regional office

1
 - Operation Manual on Bridge Management System (for Administrator) -

Definition of Administrator

The role of BMS administrator is as follows,

a) Management of System including system access permissions, user setting and database backup

Detailed interface setting

Definition and management of User setting for all user

b) Management of BMS utilization

Accessibility and permission of Bridge Inventory, Bridge inspection and Repairing cost
estimation

Definition of weight factor setting for prioritization

Definition of unit cost for repairing

2
on. The definition
level is categorized by five

The existing setting is shown in Table 2.1.

Table 2.1 Sample of accessibility setting (Set Privileges)

2
 - Operation Manual on Bridge Management System (for Administrator) -

- How to operate in BMS -

1. Access to the

3
 - Operation Manual on Bridge Management System (for Administrator) -

2. Set the access permission

Ex. System setup access permission

1. Click or unclick to change

Ex. Access permission of Bridge ledger item setting

4
 - Operation Manual on Bridge Management System (for Administrator) -

Ex. Access permission of View or Editing setting for Bridge Ledger and Inspection sheet

-------------- Reference how to set privilege in DoR Mandatory----------------

Existing Setting in DoR Jurisdiction Structure

In the BMS system, the user privilege

by each level. The DoR mandatory arrangement
should be set to connect with the level of BMS in system. The existing setting as the sample is
shown in Table 2.2. the setting should be changed by following DoR mandatory as required.

Table 2.2 The sample of DoR mandatory arrangement

Privilege Level
DoR Mandatory Dealing
Administrator Manager
Officer
Chief Engineer
Head Quarter, D section
Executive
Bridge C & M section
Engineer
Division Trail Bridge section
Engineer
Focal Person
Regional office
Engineer

5
 - Operation Manual on Bridge Management System (for Administrator) -

Sample Case of restriction by access permission

Administrator No access button permission by Dealing officer

6
 - Operation Manual on Bridge Management System (for Administrator) -

3
3.1 System Users
Administrator can manage all BMS user setting as follows, all setting will be
function.

a. Confirming all user configuration

b. Confirming all users last login and logout time, date, count of Login

c. Active or no active setting for all users

d. Add and delete user with mandatory and jurisdiction (role level) in DoR

- How to operate in BMS -

1.

2.

User information Login information

Sort function

7
 - Operation Manual on Bridge Management System (for Administrator) -

3.1.1 Add new User Setting

- How to operate in BMS

1.

2.

Select privilege level

Select HQ or each
Regional office

3.

1. Select User Type

2. Select JPG file 3MB or less

3.

8
 - Operation Manual on Bridge Management System (for Administrator) -

4.

[Link] password is
automatically generated

[Link] the password!!

[Link] Password

5.

Fill in temporary password

Set the new password by user

6.

9
 - Operation Manual on Bridge Management System (for Administrator) -

3.1.2 Define User- Modules

After setting the new user, administrator permit the module access to the new user as follows.

- How to operate in BMS -

1.

2.

Permit the module access

10
 - Operation Manual on Bridge Management System (for Administrator) -

4
4.1 Definition of Bridge Ledger Items
Administrator can manage
user to input information as fixed and format by pulling down selection. In the existing setting,
administrator can only manage function and it should be customized as it necessary. The existing setting
as the sample case is shown in Table 4.1.

Table 4.1 The sample case of fixed Item setting

Section Item of Bridge Ledger Information (Pull down selection)

Geographic Highway Name/ Road Road Name
Data Name PNH-01 Thimphu - Trashigang
( PNH-02 Samtse Deothang
SNH-04 Sunkosh - Dagana
SNH-07 Samtse Sipsu
Maedtsho Dzongkhag road
Tsirang Toed GC road
Khoma GC road

Road Type
Flexible Pavement
Rigid Pavement

Road Classification
Asian Highway
Primary National Highway
Secondary National Highway
etc
Dzongkhag Dzongkhag
Division/Agency Head Quarter, DoR, Thimphu
Regional office, DoR, "Region"
Alternate route Yes, No
(Bypass near bridge)
Rainfall Heavy, Moderate, Light
Bridge Data Bridge Classification Concrete, Steel, Composite, Bailey, Bailey
Suspension
Deck Type RCC, Steel, Wooden, Embankment, Rigid frame
Wearing Course Type Asphalt, Premix Bitumen Carpet (Asphalt),
Concrete, Steel, Wooden, Embankment, Base Course
Railing Type Heavy, Moderate, Light
Abutment Type RCC, Steel, Wooden, Wooden & Steel, Crash barrier,
RRM
Pier Type RCC, RCC Column, RCC Wall, RRM
Loading Capacity 8MT, 12MT, 18MT, 24MT, 40MT, 70MT

11
 - Operation Manual on Bridge Management System (for Administrator) -

- How to operate in BMS

1.

1. Select Bridge Master

2. Editable Bridge Ledger Item is

displayed

2. Ex. Road Name

12
 - Operation Manual on Bridge Management System (for Administrator) -

3. Edit the existing information

1. Push edit button

2. Edit information

3. Save

[Link] new information

2. Fill in information

3. Save

13
 - Operation Manual on Bridge Management System (for Administrator) -

4.2 Prioritization Setting

The BMS has the function to define the prioritization by weight factor point. The administrator can set
the weight factor for each Bridge Ledger Items and Inspection Items. It should be flexibly changed and
customized by administrator to properly evaluate prioritization of bridge replacement, repairing and
reinforcement.

4.2.1 Bridge Ledger Items

Administrator can define the weight factor point for Bridge ledger items. The available item is shown
in Table 4.2. The weight factor points and factor items can be edited by administrator.

Table 4.2 Available weight factor items for Bridge Ledger

Section Item of Bridge Ledger Available weight factor items

Geographic Road Classification Primary National Highway, Asian Highway,
Data Secondary National Highway, Gewog Center
Road, Dzongkhag Road, Thromde Road, Farm
Road, Approach Road, Forest Road, Hydro-power
Road
Alternate route Yes, No
(Bypass near bridge)
Rainfall Heavy, Moderate, Light
Bridge Data Bridge Classification Concrete, Steel, Composite, Bailey, Bailey
Suspension
Abutment Type RCC, Steel, Wooden, Wooden & Steel, Crash
barrier, RRM
Pier Type RCC, RCC Column, RCC Wall, RRM
Bridge Age 10 years distance weight
Loading Capacity 8MT, 12MT, 18MT, 24MT, 40MT, 70MT
Total Traffic Volume Type "Over 100", "50 - 100", "Under 50"

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- How to operate BMS

Editable Bridge Ledger Item

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1. ex. Bridge Classification

2. Edit the existing information

2. Change weight point

3. Save

1.

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3. Add new items and weight point

1.
2. Fill in the weight point

3. Save

4.2.2 Bridge Inspection Items

Administrator can define weight factor point of each evaluation category for each damage items. The
available items and category are shown in Table 4.3.

Table 4.3 Available weight factor items for Bridge Inspection

Overall Condition

Damage Category
Extraordinary deflection c,e
Settlement/Movement/Inclination c,e
Scouring c,e
Sediment Deposition e

Damage (Super Structure)

Member Material Damage Category

Deck Slab Concrete Crack b,c,d,e
Peeling/Rebar exposure c,d,e
Water leakage/Free lime c,d,e
Partial loss of concrete e
Honeycomb b,c,d,e
Steel Corrosion b,c,d,e
Crack c,e
Looseness/Omission c,e
Fracture e

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Member Material Damage Category

Deterioration of Painting c,d,e
Main Girder Concrete Crack b,c,d,e
Peeling/Rebar exposure c,d,e
Water leakage/Free lime c,d,e
Honeycomb c,d,e
Steel Corrosion b,c,d,e
Crack c,e
Looseness/Omission c,e
Fracture e
Deterioration of Painting c,d,e

Damage (Sub Structure)

Member Material Damage Category

Body Concrete Crack c,d,e
Peeling/Rebar exposure c,d,e
Water leakage/Free lime c,d,e
Honeycomb c,d,e
Concrete/Masonry Damage/Deformation c,e

Presence of Damage

Structure Member Damage Category

Bearing Bearing Defect (Severe corrosion, defect / hardening / missing c,e
parts)
Noise (Extraordinary noise during passing vehicle) c,e
Base Mortar Deformation/Loss (Crack of mortar, partial defect) c,e
Ancillary Railing Deformation/Damage (Deformation or broken part) c,e
Facilities Deformation/Damage (Risk for bridge users) c,e
Deck Pavement Abnormity (Hole, big pothole, crack) c,e
Surface Unevenness (Dangerous parts for bridge users) c,e
Sediment Deposition (Dirt/litter deposited on pavement) e
Expansion Abnormity (Broken) c,e
Joint Unevenness (Level Difference) c,e
Drainage Drainage Clogging (Clogging with soil and overlay) c,e
Facilities Facilities Water Leakage/Bearing (Broken or drained water affected c,e
to girder or other member)

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- How to operate BMS

1.

2.

Extraordinary deflection

Settlement/Movement/Inclination

Scouring

Sediment Deposition

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[Link] weight factor point

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4.3 Unit Cost Setting

The repairing cost estimation system is to roughly estimate repairing cost based on damage scale
multiply by unit cost for repairing. The necessary items for calculation are systematically linked with
each module. The system linkage in BMS is shown in Figure 4.1.

Fig 4.1 System linkage for repairing cost calculation

Administrator can define the unit cost for repair, unit for damaged scale and treatment. The available
items for setting are same as items of prioritization.

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- How to operate in BMS -

1.

2.

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3.

1. Free writing space for treatment

2. Pull down to select

scale unit

3. Set the unit cost

per scale unit

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4.4 Summary Sheets

The users can view the distribution of weight point and evaluation criteria for all or regional wise bridges
by Summary Sheet. The latest result will be reflected in the summary sheet soon after changing and
updating information of Bridge Ledger and Inspection sheet.

4.4.1 Bridge Prioritization Summary

- How to operate in BMS

1.

2.

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3.

Select filter by Dzongkhag or

Agency/Division

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[Link] weight factor point distribution will be displayed

Scroll to right end

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5.

Sorted by point
order

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6.

1. Select identified Bridge

2. Scroll to right end

7.

3. The user can view the distribution of

point and total point for identified bridge

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4.4.2 Bridge Evaluation Summary

1.

2.

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3.

Select filter by Dzongkhag

or Agency/Division

4. Distribution of Evaluated category for damage will be displayed

Scroll to right end

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5.

Select identified Bridge

Scroll to right end

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6.

The user can view the distribution of damaged category

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5
Although Bridge ledger can be deleted by user, to countermeasure for unintended operation by user, the
deleted bridge ledger will be stocked in the list of Restore Bridge Data function. Only administrator can
restore Bridge Ledger and corresponded Inspection sheet.

- How to operate in BMS

1.

The user can confirm the distribution of damaged category

2.

1. Deleted Bridge Ledgers are display

in this list

2. button to restore

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6
The total BMS is stocked in Server for BMS located in Sever room operated by ICT division MoWHS.
In case that server will crash and need to recover BMS, the administrator must backup the Database
information to recover the status before server crash. The database backup file must be manually taken
by administrator, and the administrator and system engineer can recover the existing status before server
crash. this manual shows the operational guideline how to take backup data file as follows,

- How to operate BMS

1.

The user can confirm the distribution of damaged category

2.

Automatically save SQL Database

BMS server
and
Local PC

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