ODOT Manual of Bridge Inspection 2014 v8 Inspection operations... · available redundancy through the entire bridge. ... Page 110 3. Pier number 1 will be the first pier looking upstation

ODOT Manual of Bridge Inspection 2014 v8

Condition Rating Inspection

Field Manual (Chapters 7 & 8)

Page 107

Chapter7:FieldEvaluationThe importance of keeping public vehicular traffic safe and the inspector team safe in and around the

bridge site and the speed of mitigating or reducing unsafe bridge conditions should not be diminished in

light of assigning correct condition ratings or element level ratings. The primary and first envelope of

ascertaining bridge maintenance needs and condition ratings for the safety of the

traveling public is through the inspectors’ visual assessment. Bridge inspectors who

require prescription bifocals for driving or operating machinery shall use bifocals

when performing bridge inspections.

If an item is buried, hidden or is not visible, the condition shall be assessed based on

destructive and nondestructive testing or indicators in the materials covering the

surfaces. Allow the indicators to influence a lower condition rating when the unseen

item is directly affected.

When documenting deficiencies and assigning appropriate condition ratings the

inspector must answer three important questions regarding the bridge:

Public Safety?

Bridge maintenance and repair needs must be effectively identified through early detection in

order to safeguard the traveling public and minimize repair costs.

What changed?

The inspectors’ role is to provide thorough inspections identifying bridge conditions and defects.

Ratings will be downgraded when the item changes from the original as‐built condition not only

since the previous inspection but through the structures’ history. Rapid degradation will require

increased scrutiny.

Is the structural capacity affected?

The controlling structural elements primarily serve to transfer the bridges’ self‐weight and the

traffic live load into the earth. The load path must have a safe and predictable route and

available redundancy through the entire bridge. When this load path is compromised the

condition of the overall item will be downgraded. The fact that a bridge was designed for less

than current legal loads and may be posted will have no influence upon condition ratings. For

Figure 60 ‐ Bifocals required

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the purposes of this manual a Redundant load path will have more than three (3) primary beam

or truss‐lines (i.e. four or more primary). Load ratings on file must match field conditions.

Figure 61 – Redundant Superstructure: 4 load paths

Figure 62 – Non‐redundant Superstructure: 2 load paths

In some instances the deficiency will occur in a single location. If one deficiency reduces the load

carrying capacity or serviceability of the component (Condition Rating inspections) then the element can

be considered a weak link in the structure. The entire item may be down‐rate based on one severe

deficiency i.e. a 4” long crack will down‐rate the entire beam/girder rating.

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Portions of bridges that are being supported or strengthened by temporary members will be rated

based on their actual condition; that is, the temporary members are not considered in the rating of the

item. A temporary measure is an element installed that is generally in place no more than 7 years i.e. an

initial temporary member may become permanent retrofit if there are no short term plans of a more

thorough replacement. Completed bridges not yet opened to traffic, if rated, will be coded as if open to

traffic.

Nomenclature

Bridges shall be labeled looking upstation from the smallest to largest straight‐line‐mileage (SLM). The

intent is to monitor, maintain and fix deficiencies and more than likely these task will be peformed by

different people. Communication is vitally important to ensure monitoring and repairing remains

consistent. As‐built drawings may supersede these guidelines at the discretion of the Control Authority

Program Manager (for example border bridges, major bridge construction labeling etc).

1. Looking North on a North‐South route

a. Rear abutment, or Abutment 1, is the South abutment, or smaller SLM

b. Beams/Girders/Fascias/Truss lines are counted from the left to the right looking

upstation. In other words the left fascia beam will be beam number 1.

Figure 63‐ Beam Nomenclature

2. Looking East on a East‐West route

a. Rear abutment, or Abutment 1, is the West abutment, or smaller SLM

b. Beams/Girders/Fascias/Truss lines are increasing from the left to the right looking

upstation. In other words the left fascia beam will be beam number 1.

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3. Pier number 1 will be the first pier looking upstation from the rear abutment.

4. Left and Right (parallel) structures will follow the

naming convention dictated by the increasing

straight line mileage. This includes the noncardinal

structure that has traffic flowing against the straight

line mileage.

5. Lanes should be labeled driving or slow, middle lane(s), and passing or fast lane(s).

6. Span numbering increases with the SLM. In other words, Span 1 will always be supported by the

rear abutment.

Left Right

Increasing SLM

Increasing SLM

Left Bridge

Right Bridge

Figure 64 ‐ Cardinal and Non‐Cardinal Nomenclature

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7. For non‐highway structures (pedestrian, railroads, conveyor belts, etc.) over highways, the

south or the west abutment shall be the rear abutment. For example, an overhead over a

Northbound Cardinal route would have the following designation:

8. The differences among the three: Substructure Slope Protection, Approach Embankment and

Channel Protection

a. Slope protection is underneath the “shadow” of the structure protecting the

substructure slope.

Figure 65 ‐ Span Numbering Over Mainline

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b. Channel protection is the protected embankment of the stream both upstream and

downstream.

c. Approach Embankment is the sloped earth up to the roadway generally behind the

wingwall. For culverts it includes the portion of earth above the structure or “fill”.

Inspection Walking Limits

The Bridge Inspection includes all items within limits of the bridge and how the surrounding

environment influences the structure, the maintenance needs and the safety of the traveling public.

Upstation and Downstation

Bridges not under fill:

The walking limits, at a minimum, include portions of the approach on each end (forward and rear) of

from the bridge to the furthest of:

Twice the length of the Approach Slab

Relief Joint

Thirty feet

Bridges under Fill i.e. Culverts:

Walking limits and Approach ratings shall, at a minimum, include the furthest of the following distances

on each side (forward and rear) of the culvert:

Length Equivalent to the Clear span or

Length Equivalent to the Depth of fill

Additional distances may be included, on a case‐by‐case basis, at the discretion of the inspector in cases

where fill, vaulted or embankment material was added that directly impacts the structure.

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Left and Right

The minimum walking limits include a distance from a point upstream to a point downstream that shall

include the following:

Within the influence of the structure (a distance equal to the elevation difference between

the stream bed and the roadway)

One‐hundred feet Upstream and Downstream from the bridge centerline where a history

of hydraulic concerns (scour, Channel misalignment, debris fields etc) exist

Beyond the walking limits, visually sight a reasonable distance upstream and downstream to note any

hazards or potential hazards in the maintenance needs and comments accordingly but inspectors

need‐not include them in the numerical rating. Observations during low‐flow periods, probing for

signs of undermining or substructure deterioration or both should be done during all routine

inspections.

FieldReport

A completed Bridge Inspection Field Report is a legal document. It may be used by an inspector to

complete either an element level inspection or a condition rating inspection. Each bridge, at a

minimum, must be inspected in accordance with the procedures in this manual:

A qualified Team Leader is at the bridge at all times during each initial, routine, in‐depth,

fracture critical member and underwater inspection

Condition codes are correctly assigned

All notable bridge deficiencies are identified, and

Condition codes are supported by narrative that appropriately justifies and documents the

rating or condition state assignment.

People, who sign inspection reports or forge SMS approvals without meeting the minimum NBIS

qualifications or the minimum qualifications in this manual, may be subject to prosecution for

forgery or fraud under section 2921.11 of the Ohio Revised Code or other applicable state or federal

laws.

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Figure 66 ‐ Bridge Inspection Field Report

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Figure 67 ‐ Field Report

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CodingtheField Report

The Summary ratings, Safety Features and

Operating Status (orange highlights in

adjacent figure) must be coded, when the

item exists on the bridge, when collecting

either Condition Rating or Element Level data.

The coding of these orange items are

discussed in the following sections.

CodingtheSummaryItems

The guidance table on the next page is a

succinct guide for the Summary ratings. The

worst bold box 1‐4 Individual component

Condition Rating or Transition rating will

influence the 9‐0 Summary rating.

Generally, in coding the items, start at the top,

“Excellent”, and read down the 9 rows of

condition ratings until you have moved down

to a rating that is worse than the actual condition item being coded. Choose the rating above that

rating. The vertical lines bordering the columns shall be treated as “or” conditions i.e. choose the lowest

or worst column.

Severity & Extent: Condition codes are properly used when they provide an overall characterization of

the general condition of the entire component being rated as it has degraded since its as‐built

condition. Conversely, they are improperly used if they attempt to describe localized or nominally

occurring instances of deterioration or disrepair. An inspector may find materials or guidelines that are

not defined during the course of their inspection. The inspector should use discretion and the intent of

the 9‐0 Guide in order to determine the appropriate condition. Defects that are not visible for

inspection shall be assessed based on the available visible surface. Surfaces not visible shall be assessed

based on destructive and nondestructive testing or indicators in the materials covering the surfaces.

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Condition Rating Guide 1‐4

Individual

Component

9‐0 NBIS Summary

Inspector Guidelines (Quantitative comments include the Location, Extent & Severity of the

deficiency)

1‐GOOD 9 ‐ Excellent No problems noted: no section loss,

general deterioration.

Make brief comments as necessary. Communicate the predominant deficiency.

8 ‐ Very Good

7 ‐ Good Some minor problems (ex. extent of concrete deterioration is up to 1% spalling or up to 5% saturation)

2‐FAIR

6 – Satisfactory

Structural elements show some minor deterioration ( ex. extent of concrete deterioration is up to 5% spalling or up to 10% saturation)

5 ‐Fair

Structural elements show deterioration but are sound (ex. extent of concrete deterioration is up to 10% spalling or up to 20% saturation )

Document deficiencies quantitatively. Consider taking photos or making sketches.

3‐POOR

4 ‐ Poor

Advanced* (ex. extent of concrete deterioration is more than 10% spalling or more than 20% saturation). Usually the load path appears to be affected for primary members or there are obvious structural changes since the as‐built condition that are advanced.

Candidate to establish monitoring benchmarks to track the rate‐of ‐change. Take photos, make sketches and document quantitatively in order to determine if a re‐load rating is possible. Include in‐service conditions to verify capacity

Poor

Structurally Deficient**

3 ‐ Serious 4‐Poor. . . And local failures possible. Above. . . And discuss the deficiency immediately with Control Authority.

4‐CRITICAL

2 ‐ Critical

3‐Serious. . . And Unless closely monitored it may be necessary to close the bridge until corrective action is taken.

Above. . . And the bridge is a candidate to dispatch road closure and/or immediate repairs and/or increased monitoring (Interim Inspections). Confirm in writing, critical finding.

1 ‐Imminent Failure

2‐Critical. . . And Major deterioration is affecting stability. Bridge or lane(s) shall be closed to traffic but corrective action may put bridge back into light service.

Above. . . And Dispatch immediate lane or bridge closure. Contact the Control Authority. Stay at the bridge until the safety of the traveling public is achieved. Confirm in writing.

0 ‐ Failed 1‐Imm Failure. . . And Out of service ‐ beyond corrective action.

* Advanced –widespread deficiencies or a likely reduction to capacity (more examples on following page). ** Structurally Deficient (SD) –Bridge Deck, Superstructure, or Substructure Summary rated 4‐Poor or below. A bridge can also be classified as structurally deficient if its load carrying capacity is significantly below current design standards or if a waterway below frequently overtops the bridge during floods.

Table 34 ‐ Condition

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Common “Advanced” Deficiencies Settlement ‐ Exceeds tolerable limits depending on component, activity and if it is measurable or

unstable change. Examples include: continued unrepaired settlement, More than 1” vertical for

approach slab ends for high speed routes.

Scour ‐ Exceeds tolerable limits, for example unprotected sides of spread footing, loss of bearing

capacity, undermining, 1/3 or more of the front row of piling exposed piling.

Distortion ‐ Exceeds tolerable limits, for example distortion or buckling that is localized and warranting a

structural review.

Section Loss

Flexure or Bending Members

Steel Web –

In the shear zone: Corrosion hole (in any interior beam OR fascia beam if the bridge is

horizontally curved or if the fascia beam is one of 2 or 3 beams total). Corrosion holes

behind a web stiffener or behind the bearing are not considered “advanced”

In the shear zone: Deep section loss more than 50% of web depth for an area above the

bearing 8” high and 18 X the web thickness wide (in any interior beam OR fascia beam if the

superstructure is non‐redundant or horizontally curved)

Steel Flange –

Section loss of the flange cross section more than 1/4 of flange in the maximum negative or

positive flexure zone (for “zone” longitudinal length use 1/3 of span length)

Steel Axial Members

Truss Members

Corrosion holes OR section loss reducing any one cross section by more than 10% average

Steel Bents (including bents with steel columns without reinforcing cages)

Corrosion holes in 3 piles OR

Missing steel sheath around ½ of one pile OR

Overall thin metal in 3 consecutive piles

Corrugated Metal Pipe ‐Perforations or overall thin metal which allows for an easy puncture

with chipping hammer throughout invert with roughly 20% of structure affected

For Reinforced Concrete ‐ Exposed steel with more than 10% reduction in cross section or 360 exposure in at least four adjacent primary reinforcing bars in any maximum flexure zone.

For Noncomposite Prestressed Concrete Box Beam ‐ More than ¼ prestressing strands exposed

in one transverse plane (including strands not visible but adjacent to deteriorated concrete such

as saturated, delaminated or cracked) in one box with the neighboring beam in similar

condition.

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Inspection Comments

The inspector must utilize sound judgment in assigning the appropriate numerical rating. The rating an

inspector assigns should be related to the actions required. Quantitative Comments, sketches or photos

are required and must be made available for future inspections for items coded with a Condition Rating

of 5‐Fair or worse. A different inspector in subsequent inspections should be able to successfully find,

quantify, rate and determine obvious change in degradation based on the inspection comments

provided by the previous inspector. Naturally expect the amount of comments, photos, documentation

and inspection time to increase as the structure degrades. All comments must be free of hearsay and

generalities outside of objective justification for the numerical ratings

CodingtheSafetyFeatures

Approach Safety Features If any one corner is not standard then the rating shall be not standard or “0”.

Item ‐ Safety Feature

Type – N36B)‐Transition, N36C)‐Guardrail, N36D)‐Termination

Code each of the three items with a 0, 1 or N appraisal item as it compares to current acceptable

standards as established by ODOT or the most recent crash‐worthy standards. See Appendix. Coding

Safety Features (36.A, B, C & D) for additional guidance.

0 ‐ Inspected feature does not meet current acceptable standards or a safety feature is required

and none is provided.

1 ‐ Inspected feature meets current acceptable standards (ODOT).

N ‐ Not applicable or a safety feature is not required.

36B 36D 36C

36A

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36B: Transition ‐ The transition is required to change the safety feature from the relatively flexible

guardrail system to the rigid bridge rail. Methods to stiffen a transition include increased post spacing,

nesting of guardrail, and embedding the post base in concrete.

Figure 68 ‐ Safety Feature Approach Rail and Transition

36C: Guardrail –The guardrail system is designed to screen motorists from hazards beneath the bridge

and hazardous roadside features on the approach to the bridge. These hazards include the approach to

the bridge if they are steeper than 4:1, trees larger than 4‐inches in diameter, large signs and other

permanent structures. Note that wood blocks are no longer allowed to meet the TL3 requirement and

the height to the top of the guardrail is very important.

36D: Termination – –The end treatment protects and shields the motorists from the guardrail itself.

Most guardrail end treatments are designed to gate, meaning they will allow a vehicle to pass through if

struck at an excessive angle. Others include impact attenuators, sand filled barrels and non‐gating

impact attenuators.

Figure 69 ‐ Safety Features Approach Rail and Termination

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Deck Safety Feature If any rail is not standard then the rating is not standard or “0”.

Item ‐ Safety Feature

Type – 36A) Bridge Rail

Code this item with a 0, 1 or N appraisal item as it compares to current acceptable standards. All

approved rails are tested in accordance with the Manual of Assessing Safety Hardware (MASH) and meet

one of six Test Levels (TL) base on the speed and type of facility carried by the bridge.

NHS routes are typically required to have a TL3 bridge barrier at minimum. See Appendix. Coding

Safety Features (36.A, B, C & D) for additional guidance

Code Description

0 ‐ Inspected feature does not meet current acceptable standards or a safety feature is required

and none is provided

1 ‐ Inspected feature meets current acceptable standards (ODOT)

N ‐ Not applicable or a safety feature is not required (i.e. culverts)

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Coding the Operational Status

Item ‐ 41. Operational Status

The operational status of the bridge should be coded using the following:

"A" Open, no restriction

"B" Open, posting recommended but not legally implemented (all signs not in place)

Inspectors shall verify that the restriction signing is clear at the bridge site and correctly

represented in the inventory. When the necessary signs are not in place or the posting

recommended in the inventory by the load rating engineer is less than the actual field

conditions i.e., no signs exist when a posting is recommended or the posting in the field

does not match with the inventory (a B shall not be used if the sign is non‐compliant

with the OMUTCD), the inspector shall ensure proper action is taken as soon as possible.

Inspectors shall code the Operational Status “B” and the weight restriction signs shall be

remedied at the bridge site no later than 90 days from the date of discovery. It will be

the responsibility of the Program Manager to verify that posting signs are in place and

the inspector will update the Operational Status at the next regularly scheduled

inspection.

“C” Under construction with portions of the bridge open to traffic (ex. half‐width construction)

"D" Open, would be posted or closed except for temporary shoring, etc. to allow for unrestricted

traffic

"E" Open, temporary structure in place to carry legal loads while original structure is closed and

awaiting replacement or rehabilitation.

"G" New structure not yet open to traffic

"K" Bridge closed to all traffic

"P" Posted for load‐carrying capacity restriction (may include other restrictions)

Load Posting Signs: Verify that the Load Rating Sign matches the posted signage.

Bridges on State Routes are posted based any of the four Ohio Legal Loads Operating

Rating is less than 100% (after rounding). Inspectors are to compare with the inventory

with the field conditions and ensure the inventory is the same as the field condition.

"R" Posted for other load‐carrying capacity restriction (ex.NO TRUCKS, Signage

indicates a Speed reductions or the number of vehicles on the bridge to

reduce impact to the structure).

"X" Bridge closed for reasons other than condition or load‐carrying capacity.

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Coding the General Appraisal

Item ‐ General Appraisal

The GA is the lowest rating of either the

SUPERSTRUCTURE SUMMARY SUBSTRUCTURE SUMMARY SUPPLEMENTAL SUMMARY

OR CULVERT SUMMARY

The general appraisal will be based on the existing condition of the bridge as compared to its as‐built

condition. The load carrying capacity will not be used in evaluating condition items. Portions of bridges

that are being supported or strengthened by temporary members will be rated based on their actual

condition, i.e. the temporary members are not considered in the rating of the item. The fact a bridge

was designed for less than current legal loads and may be posted will have no influence upon ratings.

Team Leaders: At least one NBIS Team Leader must be at the bridge for the duration of every field

inspection and only qualified NBIS Team Leaders may sign an inspection form. Inspections shall be

performed on each bridge on an annual basis with the time between inspections no greater than 18

months. If the inspector is a registered professional engineer a review by another P.E. will not be

necessary if the Inspector has a P.E. license and satisfies the definition of an NBIS Team Leader. The

inspector is to fill in the date of the inspection as the last day they were in the field. It is imperative for

the Team Leader to communicate findings that threaten the safety of the traveling public to the public

entity who is responsible for maintaining the structure. This may include communication above and

beyond the normal inspection‐report review process.

Reviewers: Only qualified NBIS Program Managers with a PE (Reviewers) may sign an inspection report

as a reviewer. Reports must be approved into SMS within 90 days after the field inspection for NHS and

state structures, and within 180 days (except for NBIS NHS bridges) for county, municipal and local

structures. A reviewer must be a professional engineer registered in the State of Ohio and satisfy the

minimum NBIS Program Manager qualifications. The reviewed date must always be after the inspection

date. At a minimum reviews serve to:

Maximize uniformity

Delegate maintenance needs

Communicate programming needs

Establish items to monitor

Ensure compliance

Perform Quality Control

Manual of Bridge Inspection 2014

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Chapter8:AssigningConditionRatingstothe1‐4ItemsThe Bridge Inspection Field Report is a document that may be used to complete either an element level

inspection or a condition rating

inspection. The following report has

the condition rating boxes highlighted

blue. All ratings in orange are

required, when the item exists on the

bridge, for both an element level and

condition rating inspection.

Condition Rating Materials

In order to expand upon the 9‐0

“Condition Rating Guide” table and the

“Advanced” definitions in Chapter 7

the following Material Specific

guidance shall be followed when

coding either the 1‐4. The worst 1‐4

bold box should correlate with the 9‐0

Summary rating. Most deficiencies are

material‐based and these tables will be

beneficial. Those components with

non‐material deficiencies or more

specific guidance are denoted with a “ded” on the field report. The charted guidance for these items

follows the material guidance. The seven material types include: Reinforced Concrete, Wearing Surface,

Structural Steel, Prestressed Concrete, Timber, Masonry & Mechanically Stabilized Earth.


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Reinforced Concrete Cracking: Knowing the extent of cracking gives an indication of how much water and chlorides are able to

penetrate into the concrete. On tined concrete decks or overlays, it may be difficult to see cracks. The best

time to see cracks on tined decks is soon after a rain (though this is not always practical). As a deck dries out,

cracks will remain wet longer than the deck surface and thus appear as dark lines against the lighter colored,

dry deck. Consideration may be used for raising a rating when a crack is retrofitted or dormant. Types of

cracks commonly encountered include the following:

o Transverse flexural cracks (structural) due to negative bending will most likely appear over the piers of

continuous superstructures or in the midspan of slabs.

o Shear Cracks (structural) will most likely be adjacent to supports.

o Longitudinal flexural cracks (structural). These are caused by negative bending of the deck over the girders

or beams.

o Longitudinal reflective cracks (structural) may appear along the joints of adjacent prestressed box beams.

This cracking is caused by differential beam deflection.

o Temperature and shrinkage cracks (non‐structural). This map/pattern will be apparent on most concrete

decks and overlays.

o Transverse reflective cracks (non‐structural) may appear adjacent to an expansion joint. These cracks

suggest that the joint anchorage hardware is beginning to fail.

Spalls and Delaminations: Delamination or spalling of the concrete is not necessarily an indication of poor

concrete quality or of structural issues. It usually indicates that chlorides and moisture have migrated through

the concrete and attacked the reinforcing steel. As the reinforcing steel corrodes, it increases in volume which

tends to push the concrete away from the steel. When the corrosion forces caused by this steel expansion

exceed the tensile strengths of the concrete, the concrete starts to delaminate or separate from the surface. A

hollow sounding surface when tapped with a hammer or steel rod indicates a delamination which often results

in a spall. The amount of time for this to occur depends on the porosity or permeability of the concrete, the

depth of resteel and the prevalence of moisture and chlorides.


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Reinforced Concrete – Condition Rating Definitions 1‐4 9‐0 Summary % Spalling,

% Pothole or % Asphalt Patch % Saturation or % Delamination and Cracking

1‐Good 9‐Excelent No signs of distress, no discoloration

8‐Very Good Isolate, Minor Minor, no rust staining

7‐Good Up to 1% * Up to 5%, Minor, no rust staining Minor problems, hairline cracking with isolated leaking, isolated efflorescence.

2‐Fair 6‐Satisfactory Up to 5% *, Stub Abutments: up to 4" deep spalling for less than 1/2 of the bridge width

Up to 10% Minor cracking with leaking, efflorescence and isolated rust staining. Map cracking combined with areas of saturation. Minor differential settlement

5‐Fair Up to 10% with exposed steel, Stub Abutments: may have up to 4” deep spall for more than ½ of bridge width.

Up to 20%, Stub Abutments: may have 100% saturation with full width delaminations with a few exposed vertical bars Cracking with moderate leaking and buildup of efflorescence and widespread rust staining. Structural cracking with moderate, stable rotation or settlement

3‐Poor 4‐Poor More than 10% Areas should include Advanced section loss to reinforcing

More than 20% Advanced cracking with heavy buildup, leaking, efflorescence and rust staining.

3‐Serious 4‐Poor. . . And Local Failures Possible (ex. precursor to through‐hole

4‐Crit ical

2‐Critical 3‐Serious. . . And Unless closely monitored it may be necessary to close the bridge or lane(s) until corrective action is taken

1‐Imm Failure 2‐Critical. . . And Major deterioration is affecting stability. Bridge or lane(s) shall be closed to traffic but corrective action may put bridge back into light service

0‐Failed . . . And Out of service ‐ beyond corrective action

*Slab‐Type Superstructures with one transverse section of more than 1/3 of the bridge width or primary bars exposed shall be coded no better than a "5‐Fair".

Table 35 ‐ Condition Rating Material: Concrete


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Wearing Surface – Condition Rating Definitions (Use steel material guidance for the Stay in place forms filled with asphalt)

1‐4 Span.

Distress Potholes, Cracks, Ruts, Delaminations (Asphalt patches in Concrete overlay)

Rideability

1‐Good

None Smooth

Isolated, Minor cracking Minor isolated rutting

Smooth

1% distress, minor rutting No bounce,

2‐Fair 1‐10% distress isolated traffic bouncing

10‐15% distress (2‐5% asphalt patches on rigid concrete overlay)

traffic bounce is not isolated but still subtle

3‐Poor

Advanced deficiencies:

6‐10% asphalt patches on rigid concrete overlay

More than 15% potholes (special attention should be given to areas with exposed structural superstructure elements), OR

Widespread rutting deeper than 1”, OR

Advanced cracking

Traffic bouncing, impact to vehicles and/or bridge

4‐Critical

Serious. . . And Unless closely monitored it may be necessary to close the bridge or lane(s) until corrective action is taken

Critical. . . And Major deterioration is affecting stability. Bridge or lane(s) shall be closed to traffic but corrective action may put bridge back into light service

Imminent Failure. . . And Out of service ‐ beyond corrective action

Table 36 ‐ Condition Rating Material: Wearing Surface


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STEEL – Condition Rating Definitions 1‐4 9‐0

Summary *Section Loss and Deterioration **Cracks

1‐Good

9‐Excellent None

8‐V Good No measurable section loss or very minor section loss

7‐Good Insignificant section loss, minor

2‐Fair

6‐Satisfactory

Minor Section Loss (ex. isolated pitting, corr. pin‐hole in redundant fascia web or any interior beam stiffener or behind a bearing)

5‐Fair

Sound with some deterioration, moderate section loss (ex. Some areas of heavy pitting, corrosion holes possible in fascia beams or outside of the load path, less than 1/4 loss in flanges in max bending regions)

Compression zone: Minor cracking up to 2” long, stable cracks in base metal

3‐Poor

4‐Poor Advanced (following page)

Compression zone: Any longer than 2”, stable cracks in base metal. Fracture Critical Member (FCM): any stable crack in the base metal of a FCM parallel to the primary stress. Tension Zone: small stable crack(s) all less than 2" long in redundant load path.

3‐Serious

Section loss is seriously affecting the load path, local failures are possible (ex. Extensive perforations or loss through member, perforations through many members, buckle in compression zone)

Compression zone: Any longer than 2” and unstable or working cracks. Fracture Critical Member (FCM): any stable crack in the base metal of a FCM perpendicular to the primary stress. Tension Zone: Stable cracks, one may be 2” or longer in redundant load path.

4‐Crit ical

2‐Critical

Advanced deterioration (ex. Active crushing or buckling) lane should be closed or closely monitored. Distortion in a load path of a redundant member

Cracks have removed support or eliminated load path distribution. Working or unstable cracks in the tension zone perpendicular to the primary stress.

1‐Imminent Failure

Major section loss, deterioration or cracking that is worse than above (ex. Beams are crushing, or buckling) and closed to traffic. Distortion in a load path of a compression zone of a non‐redundant member

0‐Failed Beyond corrective action

Table 37 ‐ Condition Rating Material: Steel

*Section loss is dependent on location, extent and severity. **Cracking: Minor versus advanced cracking depends on the probability of propagation, location & length and may be given to the judgment of the Team Leader taking into consideration brittle fracture. For dormant cracks, consideration shall be given in improving the condition rating


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Common “Advanced” Deficiencies

Settlement ‐ Exceeds tolerable limits depending on component, activity and if it is measurable or

unstable change

Scour ‐ Exceeds tolerable limits, for example unprotected sides of spread footing, loss of bearing

capacity, undermining, 1/3 or more of the front row of piling exposed piling.

Distortion ‐ Exceeds tolerable limits, for example distortion or buckling that is localized and warranting a

structural review.

Section Loss

Flexure or Bending Members

Steel Web –

In the shear zone: Corrosion hole (in any interior beam OR fascia beam if the bridge is

horizontally curved or if the fascia beam is one of 2 or 3 beams total). Corrosion holes

behind a web stiffener or behind the bearing are not considered “advanced”

In the shear zone: Deep section loss more than 50% of web depth for an area above the

bearing 8” high and 18 X the web thickness wide (in any interior beam OR fascia beam if the

superstructure is non‐redundant or horizontally curved)

Steel Flange –

Section loss of the flange cross section more than 1/4 of flange in the maximum negative or

positive flexure zone (for “zone” longitudinal length use 1/3 of span length)

Steel Axial Members

Truss Members

Corrosion holes OR section loss reducing any one cross section by more than 10% average

Steel Bents (including bents with steel columns without reinforcing cages)

Corrosion holes in 3 piles OR

Missing steel sheath around ½ of one pile OR

Overall thin metal in 3 consecutive piles

Corrugated Metal Pipe ‐Perforations or overall thin metal which allows for an easy puncture

with chipping hammer throughout invert with roughly 20% of structure affected


Page 131

Prestressed Concrete – Condition Rating Definitions 1‐4 Span

9‐0 Sum General Deficiencies Longitudinal Joints Strand Exposure in worst transverse plane of a Non Composite Box Beam*

1‐Good 9‐Ex No notable deficiencies

8‐VGood Minor deficiencies Isolated leaking Up to 1% of strands

7‐Good Up to 1%, exposed strand in fascia or spalling along edge

Leaking up to 10% of span with light efflorescence

2‐ 10% with neighboring beam in similar condition or better.

2‐Fair 6‐Satis factory

Up to 5%, minor exposed strands, efflorescence, spalling

Leaking at joints with no efflorescence

11‐15% with neighboring beam in good condition or in similar condition

5‐Fair Up to 10%, no transverse cracks in bottom of beams

Leaking at joints with light efflorescence and isolated rust stains

16‐25% with neighboring beam in satisfactory condition or in similar condition

3‐Poor 4‐Poor More than 10% Leaking at joints with heavy efflorescence and rust staining

26‐40% with neighboring beam in fair condition or in similar condition. Fascia beam(s) are saturated

3‐Serious Open flexure cracks, sagging or loss of camber

Broken or missing transverse tendons

41‐50% with neighboring beam in poor condition or in similar condition

4‐Critical

2‐Critical 3‐Serious. . . And Unless closely monitored it may be necessary to close the bridge or lane(s) until corrective action is taken

1‐Imm F 2‐Critical. . . And Major deterioration is affecting stability. Bridge or lane(s) shall be closed to traffic but corrective action may put bridge back into light service

0‐Failed . . . And Out of service ‐ beyond corrective action

Table 38 ‐ Condition Rating Material: Prestressed Concrete

*This seems to be the most common deficiency for PSBB Noncomposite bridges. Beams carrying a

sidewalk should not control the condition rating. Beam ratings shall consider beams immediately

adjacent.

General Deficiencies – includes imperfection in the concrete (i.e. spalls, cracking, mottled area,

efflorescence, honeycombing, water in beams, damaged concrete around railing connection) and

general beam alignment (i.e. loss of upward camber, twists)

Longitudinal Joints –staining or wetted areas from runoff infiltration.

Strand Exposure – discount all strands visible and those strands not visible located:

1) Above a longitudinal cracks located in the bottom flange

2) Above a delamination

3) Above a spall with unsound or mottled concrete.

4) Consideration should also be given to those strands neighboring and above a corroded stirrup.

Only count the same strand exposed once per span. Divide those strands that are exposed over the

total number of strands existing per beam (Plans will need to be reviewed for determining the number


Page 132

of strands, should no plans be available the inspector should use design data sheets from the era of the

bridge located on the ODOT website for an approximation).

Prestressed Box Beam (PSBB)

Non‐Composite Composite

Structural Cracks in Prestressed Concrete – shear cracks are at a 45 degree angle sloping down near

supports. Flexure cracks are transverse to the load path near high moment regions. Crack comparator

cards and crack monitoring gauges are useful in quantifying and tracking crack widths especially for

prestressed concrete. For structural cracks consider recording widths and locations in the comments

and on the bridge. Note the crack width descriptions below from the BIRM 2002 for prestressed

concrete: Hairline (HL) < 0.004"

Narrow (N) 0.004 to 0.009"

Medium (M) 0.010 to 0.030"

Wide (W) > 0.030

Figure 71 ‐ Composite and Noncomposite PSBB


Page 133

TIMBER – Condition Rating Definitions

Timber should be examined for decay especially when bearing on sources of moisture, or between

layers of planking or laminate pieces. Note loose connections and differential bending. The majority of

timber members exists on local agency structures decks. Therefore the guidance primarily describes

timber planks and deck components.

Abrasion due to stones on the top surface of floors will abrade into the timber floor in the wheel path.

This is where moisture tends to pond and promotes accelerated rot. Where the timbers span the

distance between abutments the floor rating must be the same as the Superstructure: beam/girder/slab

rating.

Noticeable deflection, under traffic, of the timber floor between stringers may be a strong indicator of

deficiency.

1‐4 Indiv.

9‐0 Summary Description

1‐Good

9‐Excellent No noticeable or noteworthy deficiencies which affect the condition of the deck.

8‐Very Good No crushing, rotting, or splitting. Tightly secured to floor system. Very few minor deficiencies.

7‐Good Minor checking or splitting with a few loose planks.

2‐Fair

6‐Satisfactory Several planks are checked or split but sound. Some loose planks. Fire damage limited to surface scorching with no measurable section loss. Some wet areas noted. A few planks (under 5%) are in need of replacement.

5‐Fair Numerous planks checked or split. Majority of planks are loose. Fire damage limited to surface charring with minor, measurable section loss. Some planks (5 ‐ 10%) are in need of replacement.

3‐Poor

4‐Poor Majority of the planks are checked or split. Fire damage with significant section loss which may reduce the load carrying capacity of the member. Over 10% of the planks are in need of replacement.

3‐Serious Local failures possible. Severe signs of structural distress are visible. Major decay or fire damage is present which has substantially reduced the load carrying capacity of the deck.

4‐Critical

2‐Critical Advanced deterioration with partial deck failure. May be necessary to close bridge until corrective action is taken.


Bridge closed, corrective action will put it back in light service

0‐Failed Bridge closed, replacement necessary

Table 39 ‐ Condition Rating Material: Timber


Page 134

MASONRY – Condition Rating Definitions

1‐4 Indiv. 9‐0 Summary General Displacement

1‐Good

9‐Excellent No signs of distress, Minor spalling of stone surface.

8‐Very Good Scaling on of stone surface less than 1/2 inch.

7‐Good Diagonal or vertical shear crack in isolated stones. Fracture of stone surface less than 2 inches.

2‐Fair

6‐Satisfactory Diagonal or vertical shear crack through several courses of stone. Removable stone face for less than 1/2 of bridge width less than ¼ stone depth.

Minor

5‐Fair Diagonal or vertical shear crack through several courses of stone. Removable stone less than ¼ of stone depth for more than 1/2 of bridge

Displacement may be bulge or leaning stones. Total displacement is less than 1/4 of stone depth.

3‐Poor

4‐Poor Settlement causing diagonal or vertical shear crack through several courses of stone with displacement. Large fractures or erosion of stone surfaces up to 1/3 stone depth on several adjacent stones.

Total displacement is less than 1/3 of stone depth.

3‐Serious Large unsound areas. Misalignment of mortar joints. Large fractures or erosion of stone surfaces greater than 1/3 stone depth.

Several stones are displaced or missing.

4‐Critical

2‐Critical Numerous missing or displaced stones. Displacements greater than 1/3 of stone depth. Keying (vertical separation between compression stones), or measurable displacement between adjacent stones, exists on at least 3 stones in one longitudinal load‐line.


Partially collapsed abutment

0‐Failed Total failure of abutment

Table 40 ‐ Condition Rating Material: Masonry


Page 135

Mechanically Stabilized Earth (MSE) – Condition Rating Definitions

1‐4 Indiv.

9‐0 Summary

Panels Joints Erosion Bowed

1‐Good

9‐Excellent No Cracking or Spalls

Uniform joint spacing

8‐Very Good

No Cracking or Spalls, cracks may exist in coping

minor variation in joint spacing

None

7‐Good Hairline cracking or spalls

Moderate variation in joint spacing, minor sand in joints

Minor

2‐Fair

6‐Satisfactory

Cracks <1/4" on a few panels

Moderate sand in joints but no exposed fabric nor sand piles below joints

Minor erosion along panels, max 1’ deep

Moderate

5‐Fair Cracks <1/4" many panels, global, minor spalling

Exposed fabric at a few isolated joints, small sand pile, moisture around a few joint(s)

Moderate erosion along panels, max 2' deep

Moderate change since as built

3‐Poor

4‐Poor Cracks >1/4", global, moderate spalling

Exposed fabric at many joints, sand pile(s) below at least one joint, trees growing between joints. Moisture through joint(s)

Erosion >2' deep along panels

Major change since as built

3‐Serious

Spalling exposes backfill

Exposed fabric and active sand piles below many joints. Active moisture through joint(s)

Erosion exposing the top of the leveling pad and pad is not on rock, exposed straps or mesh

Major, changing, global

4‐Critical

2‐Critical Any worse than above

Major leaking of sand from joints

erosion undermining leveling pads

Major, changing, systemic and global

1‐Imm Failure 0‐Failed

Table 41 ‐ Condition Rating Material: MSE


Page 136

Coding Condition ratings with dedicated Charts

Approach Embankment – “ded” CONDITION RATING

Item ‐ 4. Embankment

Description

1‐Good Moderate rutting from drainage. Minor bare soil exposed.

2‐Fair

Erosion caused by drainage or channel; Erosion to embankment impacting guardrail performance or encroaching on shoulder. Evidence of minor or stable foundation settlement.

3‐Poor

Major erosion caused by drainage or channel; Erosion to embankment impacting guardrail performance or encroaching on shoulder. Evidence of foundation settlement.

4‐Critical Several guardrail posts are hanging due to major erosion. A lane of traffic is closed, tension cracks in asphalt due to embankment movement.

Table 42 ‐ Condition Rating: Approach Embankment

Deck Drainage – “ded” CONDITION RATING

Item ‐ 12. Drainage

Worst Span Clogging Ponding

1‐Good No clogging No ponding

2‐Fair Up to a 25% of scuppers/grates continually clog. Minor ponding may exist in the shoulder or outside of the traveling lanes.

3‐Poor More than 25% of the scuppers/grating continually clog. Ponding is beginning to cross into the traveling lane.

4‐Critical Local flooding, hydroplaning or icing due to improper drainage system. Unless closely monitored it may be necessary to close the lane(s) until corrective action is taken.

Table 43 ‐ Condition Rating: Deck Drainage


Page 137

Table 44 ‐ Condition Rating: Deck Expansion Joints

Deck Expansion Joint – “ded” CONDITION RATING Item 13. Expansion Joint

1‐4 9‐0 Summary

Leaking Expansion and Contraction

Opening Armor and Anchorage

1‐Good

9‐Excellent No leakage

8‐Very Good Minor isolated leakage, debris may be present

Minor surface delaminations in header

7‐Good Localized leakage along the joint may be present, debris

Measurements exhibit normal expansion and contraction within ¼” on any one joint

A few delaminations or spalls or cracking in the header

2‐Fair

6‐Satisfactory

Leakage in several places. Gland is partially separated from the armor or has minor tears. Significant debris

Minor abnormalities in the longitudinal measurements may exist (1/4”‐1/2” difference on any one joint)

Spalls or cracking in the deck and/or header may be present adjacent to the joint. Gouges in armor.

5‐Fair

Any Joint paved over, Leakage along the joint in many locations. Gland may be partially pulled out of the armor.

Abnormalities in measurements. Bent or misaligned fingers may be observed. Minor vertical offset. Closed in warmer temperatures.

'Clanking' under heavy truck traffic only with small spalls or cracking. Gouges in armor

3‐Poor

4‐Poor

Gland has been pulled completely out of the armor.

Significant abnormalities in the measurements. Missing or broken fingers. More than ½” difference in any one joint. Up to 1” vertical misalignment Closed in coldest temperatures.

Clanking in one lane under truck traffic. Major spalls or significant cracking.

3‐Serious Major abnormalities in the measurements, up to 2” misalignment

Visible movement and clanking under all traffic loads in one lane, major spalls .

4‐Critical

2‐Critical Major abnormalities in the longitudinal, vertical and/or horizontal measurements, greater than 2” misalignment. Tight on one side and open in the other. Visible movement and clanking under all traffic loads in all lanes, major spalls. Anchorage separation on multiple beams.

1‐ImmFailure

0‐Failed


Page 138

Superstructure Alignment – “ded” CONDITION RATING

Item ‐ 14. Alignment (of members)

Worst Span:

Condition Rating

Primary Members Dimensions

1‐Good Minor misalignment or distortion due to construction

2‐Fair Out of plane distortion of tension zones/members

3‐Poor

Vertical deflection (sag) due to deteriorations or excessive dead loads Major misalignment or distortion due to impact

Highly skewed bridges with Beam webs having less than 1/8” horizontal bow for every 1 vertical foot

4‐Critical

Global racking, large distortion, vertical sag of the span due to distortion Any out of plane distortion of compression zones/ members.

More than 2‐inch sag for a 100’ span Highly skewed bridges: More than 1/4” horizontal movement for every 1‐foot vertical on a steel beam web

Table 45 ‐ Condition Rating: Superstructure Alignment


Page 139

Superstructure Truss Gusset Plates – “ded” CONDITION RATING

Item ‐ 23. Truss Gusset Plates

Condition Bowing Section Loss (SL), Connectivity and General

Deterioration

1‐Good 9‐Exclnt Like new condition Isolated SL up to 1/10 depth of plate thickness

(ex. 1/16” loss for a 5/8” plate) not in primary line

8‐Vr Good No problems noted

7‐Good

2‐Fair

6‐Satis factory

Bowing up to half the thickness of the plate due to inadequate fill plates, misalignment of truss members or pack rust (not free‐edge bowing)

Minor deterioration Widespread SL up to 1/10 depth of plate thickness (ex. 1/16” for a 5/8” plate) along the primary load path, Localized pitting up to 1/10 depth of plate thickness up to 5% of plate area

5‐Fair Bowing due to inadequate fill plates, misalignment of truss members or pack rust (no free edge bowing between compression members)

Minor section loss Widespread SL up to 1/4 depth of plate thickness (ex. 1/8” for a 1/2” plate) along the primary load path, Localized pitting up to 1/4 depth of plate thickness up to 25% of plate area, may have a corrosion hole up to ½” diameter NOT in the primary load path

3‐Poor

4‐Poor Free edge bowing or distortion behind a compression member

Advanced section loss Widespread SL up to 1/3 depth of plate thickness (ex. 1/4” for a 3/4” plate) along the primary load path, Localized corrosion hole may exist up to ½” in length or diameter in the primary load path

3‐Serious Any changed free edge bowing or distortion behind a compression member

Deficiencies that seriously affect the structural integrity of the bridge, large corrosion hole or pinholes interconnected with advanced section loss in the primary load path

4‐Critical

2‐Critical Unless closely monitored it may be necessary to close the bridge. Immediate action is required, Any plastic deformation in primary load path

Deficiencies that seriously affect the structural integrity of the bridge. Stress cracks in the gusset plate in areas of advanced section loss, broken or missing bolt or rivets since as‐built condition, fatigue cracks in gusset welded connection or gusset base metal

1‐Imm F Bridge closed to vehicular traffic

0‐Failed Out of service, beyond corrective action Table 46 ‐ Condition Rating: Superstructure Gusset Plates

Special attention shall be placed on gusset plates with corrosion holes or widespread loss of section 1/3 the plate thickness in the primary load path & Special attention shall be placed on gusset plates with bowing at the free edge.

Special attention shall be placed on gusset plates with loose, cracked or missing connections.

The procedures for measuring bowing in gusset plates shall be clearly documented and quantitatively repeatable at future inspections by different inspectors in order to monitor bowing change within a tolerance of 1/16”.


Page 140

Superstructure Bearing Devices – “ded” CONDITION RATING

Item ‐ 26. Bearing Devices

Type ‐ General

1‐4 9‐0 Summary Function

1‐Good

9‐Excellent

Minor or aesthetic deficiencies. Bearings are free to move, slide, roll or rock back and forth longitudinally and rotate as designed. Bearings have not moved or shifted vertically or transversely from its intended position. Elastomeric pads: the horizontal bulge is less than 15% of the height

8‐Very Good

7‐Good

2‐Fair

6‐Satisfactory Section loss, pack rust, bearings may have shifted vertically or horizontally but still within the design tolerance. Keeper bars or anchor bars are bent or showing signs of bending or loose when tapped with hammer. Elastomeric pads: the horizontal bulge is less than 25% of the height

5‐Fair

3‐Poor

4‐Poor Outside of design tolerance. Any two or more adjacent bearings are frozen, floating, excessively tilted or deficient that is directly impacting other elements (i.e. beam, deck, cross‐frames). Advanced section loss, advanced pack rust, bearings are frozen and no longer free to move or tilted in excessively wrong directions for the temperature or shifted to expose the underside of the masonry plate**. Keeper bars or anchors are broken from transverse movement. Elastomeric pads: the horizontal bulge is MORE than 25% of the height

3‐Serious

4‐Critical

2‐Critical Multiple adjacent are rocked beyond recall* or walked out of position

Table 47 ‐ Condition Rating: Superstructure Bearing Devices

*Beyond Recall – Rocker(s) measured with a plumb‐line whose horizontal distance is greater than 1/4 of

H (Vertical height difference between the bottom face of the sole plate (top plate) and the top face of

the masonry plate or bottom plate). Often the rocker will pinch and slide rather than rock.

**Masonry Plate Undermining:

The bearings shall be downgraded for any undermining of a masonry plate when the Superstructure has

shifted or moved the bearing. The substructure unit will be downgraded when the root cause is within

the substructure, i.e. when settlement, deep spalling, crushing or delaminations occur.


Page 141

Superstructure Protective Coating System – “ded” CONDITION RATING

Item ‐ 30. Protective Coating System (PCS)

1‐4 Rating Degradation Problems Workmanship Problems

Candidate for Recoating

% Surface Area (SA) Failed

Issues Surface Corrosion

1‐Good 0 to 5% Light

Up to 10% failed SA, Multiple minor issues, Up to 10% finish

coat failed

2‐Fair 6 to 15%

Not effective at Beam ends under joints

Prevalent Up to 20%

Candidate for zone painting (fascias and under joints)

3‐Poor 16‐30% Not effective

Prevalent Large areas of old Paint Painted over

Candidate for total recoating

4‐Failed More than 30%

Table 48 ‐ Condition Rating: Superstructure Protective Coating System


Page 142

Superstructure Pins/Hangers/Hinges – “ded” CONDITION RATING

Item ‐ 31. Pins/Hangers/Hinges

Type ‐ Steel

1‐4 9‐0 Summary

Functional Movement Corrosion & Cleanliness

Bearing Integrity/Hinge

1‐Good

9‐Excelent Aesthetic deficiencies only

8‐V Good

7‐Good All in proper contact

2‐Fair

6‐Satisfact.

Movement not restricted; shallow wear grooves (up to 1/8”)

Minor pack rust or debris, some dry spots in lubricated parts.

One pin/hanger/hinge slightly misaligned with others or missing not more than one anchor bolt per hanger line

5‐Fair

Movement restricted only at extreme operating limits. Minor misalignment. At least 1/8” deep wear grooves

Moderate pack rust or accumulated debris. Moderate abrasion up to 1/8” deep with no lubricant on parts.

One not in proper contact or somewhat misaligned with others. Missing not more than one anchor bolt per bearing.

3‐Poor

4‐Poor

Movement restricted within normal operating limits; seized. Up to 1” misalignment

Major pack rust or accumulated debris limiting normal operation. Lack of normal operation. Abrasion >1/8” deep of hanger sides with no lubrication.

Multiple not in proper contact or multiple adjacent pin/hanger/hinges misaligned on one unit or multiple not aligned

3‐Serious Seized due to corrosion or debris, preventing movement. Up to 2” misalignment

Pin/hanger/hinges leaning beyond recall or jammed significantly

4‐Critical

2‐Critical

ANY SIZE fatigue crack in primary load path base metal in the hanger, hinge, pin or vicinity (within 4‐feet of pin). Unless closely monitored it may be necessary to close bridge due to advanced deterioration. Crushing. More than 2” misalignment.

1‐Imm Failure

0‐Failed Table 49 ‐ Condition Rating: Superstructure Pins/Hangers/Hinges


Page 143

Superstructure Fatigue – “ded” CONDITION RATING Item ‐ 32. Fatigue Type – Steel

Table 50 ‐ Condition Rating: Superstructure Fatigue

Cracks should be carefully measured and their location and length documented.

Typically the first time a fatigue crack is identified it is CS 3 in the Compression zone and CS4 in

the Tension zone.

Truss: the quantity is the sum of all of the lengths of each truss panel measured longitudinal to

the travel way and the worst part in the vertical one‐foot controls the rating i.e. include all

truss members by rating each vertical linear foot of truss as if it were an open‐webbed beam or

girder

1‐4 9‐0 Summary Cracks

1‐Good

9‐Excellent

8‐V Good

7‐Good Any arrested or retrofitted crack

2‐Fair 6‐Satisfactory Compression zone: Minor cracking up to 2” long, stable cracks in

base metal 5‐Fair

3‐Poor

4‐Poor

Compression zone: Any longer than 2”, stable cracks in base metal. Fracture Critical Member (FCM): any stable crack in the base metal of a FCM parallel to the primary stress. Tension Zone: small stable crack(s) all less than 2" long in redundant load path.

3‐Serious

Compression zone: Any longer than 2” and unstable or working cracks. Fracture Critical Member (FCM): any stable crack in the base metal of a FCM perpendicular to the primary stress. Tension Zone: Stable cracks, one may be 2” or longer in redundant load path.

4‐Critical

2‐Critical

Any Crack in the base metal at or adjacent to a pin and hanger or hinge assembly shall be “Critical” or less. Cracks have removed support or eliminated load path distribution. Working or unstable cracks in the tension zone perpendicular to the primary stress.


Major section loss, deterioration or cracking that is worse than above (ex. Beams are crushing) and closed to traffic. Distortion in a load path of a compression zone of a non‐redundant member

0‐Failed Beyond corrective action


Page 144

Substructure Scour, Spread or Unknown foundations – “ded” CONDITION RATING

Item ‐ 42. Scour

Type – Spread Footing on Soil OR Unknown Foundations

1‐4 9‐0 Description*

Exposed Spread or Unknown Foundation*

1‐Good

9‐Excellent No Problems noted.

8‐Very Good Minor scour holes developing, scour protection placed.

7‐Good Some minor problems. Minor scour holes exist; probing indicated soft material in scour hole.

top of footing exposed

2‐Fair

6‐Satisfactory

Damage to scour countermeasures, probing indicates soft material in scour hole.

Sides of footings exposed less than 6 inches.

5‐Fair Minor scour, damage to scour countermeasures, probing indicates soft material in scour hole.

Unprotected footings along the vertical sides are exposed less than 12‐inches high, corner of footing may have minor undermining.

3‐Poor

4‐Poor

Advanced scour.

Unprotected vertical side of footing exposed, full height, less than 1/3 the horizontal length of the footing.

3‐Serious Scour has seriously affected the primary structural components Local failures are possible.

Undermining exposing the underside less than 1/3 the horizontal length of the footing.

4‐Critical

2‐Critical

Scour may have removed substructure support. Local failures are possible. Any substructure unit with more than 20% of bearing capacity removed.

Underside of footing exposed more than 1/3 the horizontal length of the footing.


Obvious vertical or horizontal movement due to scour that is affecting the structure stability. Bridge is closed to traffic but corrective action may put bridge back in to light service.

0‐Failed Out of service ‐ beyond corrective action. Table 51 ‐ Condition Rating: Substructure Shallow Foundations Scour

*Condition shall be adjusted based on the rate of change since the as‐built condition. This item may be

rated higher, for example, if the as‐built condition had the top face of the spread footing exposed and it

has not changed. Also, due to the dynamic nature of the waterway the ratings may be coded lower if a

dramatic change occurred since the previous inspection. Unknown foundations on soil shall be rated

the same as a spread footing on soil. Those spread footings on rock shall be rated as deep foundations.


Page 145

Substructure Scour, deep foundations – “ded” CONDITION RATING

Item ‐ 42. Scour

Type – Deep Foundations: Piles, Drilled Shafts, including Spread Footing on Rock

1‐4 9‐0 Total Bridge Description* Exposed Deep Foundation*

1‐Good

9‐Excellent No Problems noted.

8‐Very Good Minor scour holes developing, scour protection placed.


top of footing and first 6‐inches exposed

2‐Fair

6‐Satisfactory Damage to scour countermeasures, probing indicates soft material in scour hole.

Full height side of footing exposed


One or two pilings are visible less than 10% of piling height**

3‐Poor

4‐Poor Advanced scour.

1/3 of the front row of piling exposed less 10% of piling height**

3‐Serious

Scour has seriously affected the primary structural components Local failures are possible.

Any one piling exposed above or below water more than 3‐feet high, more than 1/3 of the front row of piling exposed less than 10% of piling height**

4‐Critical

2‐Critical Scour may have removed substructure support. Local failures are possible

Any substructure unit with more than 20% of bearing capacity removed.



0‐Failed Out of service ‐ beyond corrective action. Table 52 ‐ Condition Rating: Substructure Deep Foundations Scour

*Condition shall be adjusted based on the rate of change since the as‐built condition. This item may be

rated higher, for example, if the as‐built condition had the top face of the spread footing exposed and it

has not changed. Also, due to the dynamic nature of the waterway the ratings may be coded lower if a

dramatic change occurred since the previous inspection. Unknown foundations on soil shall be rated

the same as a spread footing on soil. Those spread footings on rock shall be rated as deep foundations.

**Use 10‐foot deep piling when the foundation plans do not exist.

As a general guideline a bridge may warrant a scour analysis if any of the following occur: o Undermining for a spread footing o Water flowing beneath a culvert

Monitoring scour related problems should include periodic stream profile measurements.


Page 146

Substructure Slope Protection ‐ “ded” CONDITION RATING

Item ‐ 43. Slope Protection

Type – Generic / Sloped

1‐4 Erosion Adequacy

1‐Good Minor Erosion not affecting substructure unit(s), beginning to slump.

Minor deficiencies, minor repairs recommended.

2‐Fair Small erosion channels/failure, up to 6" deep, erosion ruts exist.

Moderate deficiencies, sloughing or sliding of protection however still functioning as designed.

3‐Poor Significant erosion, up to 2' deep, erosion ruts.

Moderate and active slope protection failure. Slight Undermining, No longer stabilizing the slope, collapsing rip rap. Sand pile below at least one MSE wall joint

4‐Critical Major erosion, greater than 2' deep/wide ruts that are directly affecting substructure units, example 5’ of one piling is exposed.

Serious undermining, evidence of obvious global movement, no longer stabilizing the slope.

Table 53 ‐ Condition Rating: Substructure Slope Protection


Page 147

Culvert Alignment – “ded” CONDITION RATING

Item ‐ 45. Alignment

1‐4 9‐0 Description

1‐Good 9‐Excellent Straight line between sections.

8‐Very Good Minor settlement or misalignment.

7‐Good Minor misalignment at joints; off sets less than 1/2 inch no fill settlement. Minor settlement or misalignment, ponding less than 3 inches.

2‐Fair 6‐Satisfactory

Fair, minor misalignment and settlement at isolated locations. Moderate settlement or misalignment, ponding between 3 and 5 inches deep.

5‐Fair Minor misalignment or settlement throughout culvert. Ponding (depths less than 5 inches) of water due to sagging or misalignment of pipe sections, end sections dislocated and about to drop off. Four or more sections with offset less than 3 inches.

3‐Poor 4‐Poor Considerable settlement and misalignment of pipe. Significant ponding (depths less than 6 inches) of water due to sagging or misalignment of pipes sections, end sections dislocated about to drop off. Four or more sections with offset less than 4 inches. Rotation of foundation.

3‐Serious Any condition described in “Poor” but is excessive in scope. Severe movement or differential settlement of the segments or loss of fill. Metal culverts have extreme distortion and deflection in one section. Significant ponding (depths greater than 6 inches) of water due to sagging or misalignment of pipes sections, end‐section drop‐off has occurred. Significant ponding of water due to sagging or misaligned masonry units; end section drop off has occurred. Four or more sections with off sets greater than 4 inches.

4‐Critical 2‐Critical Culvert not functioning due to alignment problems throughout. Metal culverts have extreme distortion and deflection throughout.

1‐ImmFailure

Culvert partially collapsed or collapse is imminent.

0‐Failed Culvert collapsed. Table 54 ‐ Condition Rating: Culvert Alignment


Page 148

Culvert Shape – “ded” CONDITION RATING

Item ‐ 46. Shape

Type – Flexible Culverts Only

1‐4 9‐0 Summary

Description % Change of Cross Section* under influence of

traffic

1‐Good 9‐Excellent

New Condition. May exhibit minor damage along edge of inlet or outlet due to construction

8‐Very Good

Smooth curvature in barrel Span dimension within 1 percent of design.

7‐Good Top half of pipe smooth but minor flattening of bottom

Span dimension within 3 percent of design. Very minor distortion

2‐Fair

6‐Satisfactory

Smooth curvature in top half, bottom flat

Span dimension within 5 percent of design. Very minor distortion

5‐Fair

Generally fair, significant distortion in top in one location; bottom has slight reverse curvature in one location but generally fair

Span dimension up to 7 percent greater than design. Non‐symmetric shape.

3‐Poor

4‐Poor Marginal significant distortion throughout length of pipe, lower third may be kinked

Span dimension more than 7 percent greater than design, noticeable dip in guardrail over pipe.

3‐Serious

Poor, extreme deflection at isolated locations, flattening at top of arch or crown; bottom has reverse curvature throughout;

Extreme non‐symmetric shape.

4‐Critical

2‐Critical Critical, extreme distortion and deflection throughout pipe

1‐Imm Fail Structure partially collapsed with crown in reverse curve.

0‐Failed Structure collapsed. Table 55 ‐ Condition Rating: Culvert Shape

*This may include any straight measurement through the center of the cross section, i.e. perpendicular

to the longitudinal axis. Refer to Appendix. for a chart for recording the shape changes/flattening in

corrugated metal culverts.


Page 149

Culvert Seams – “ded” CONDITION RATING

Item ‐ 47. Seams

Type – Corrugated Metal / Multi‐Plate

1‐4 9‐0 Seam Bolts Backfill

1‐Good

9‐Excellent Minor amounts of efflorescence or staining.

8‐Very Good Light surface rust on bolts due to loss of galvanizing, efflorescence staining, tight with no openings along seams.

7‐Good

Metal has cracking on each side of the bolt hole less than 3 instances in a seam section. Minor seam openings less than 1/8 inch.

More than 2 consecutive missing bolts in a row. Rust scale around bolts.

Potential for backfill infiltration.

2‐Fair

6‐Satisfactory

Metal has cracking on each side of the bolt hole less than 6, more than 3 instances in a seam section. Minor seam openings less than 1/8 inch.

More than 3 consecutive missing bolts in a row. Rust scale around bolts.

Evidence of minor backfill infiltration through seams.

5‐Fair Moderate cracking at bolt holes along a seam in one section.

More than 6 consecutive missing bolts in a row or 20% along the seam.

Backfill being lost through seam causing slight deflection.

3‐Poor

4‐Poor Major cracking of seam near crown. Partial cocked and cusped seams.

Advanced section loss to bolt heads along seams. Missing several bolts in a row

Infiltration of backfill causing major deflection.

3‐Serious

Longitudinal cocked and cusped seams and/or metal has 3 inch crack on each side of the bolt hole run total length of culvert.

Numerous missing or tipping bolts.

Infiltration of backfill causing major deflection.

4‐Critical

2‐Critical Seam cracked from bolt to bolt.

Missing or tipping bolts.

Significant amounts of backfill infiltration.


Pipe partially collapsed or collapse is imminent.

0‐Failed Total failure of pipe. Table 56 ‐ Condition Rating: Culvert Metal Seams


Page 150

Culvert Seams – “ded” CONDITION RATING

Item ‐ 47. Seams

Type – Concrete

1‐4 9‐0 Summary

General Alignment Backfill

1‐Good 9‐Excellent Straight line between sections.

8‐Very Good No settlement or misalignment; Tight with no defects apparent.

7‐Good Minor distress to pipe material adjacent to joint. Shallow mortar deterioration at isolated locations.

Minor misalignment at joints; off sets less than 1/2 inch.

Possible minor infiltration of fills no settlement.

2‐Fair

6‐Satisfactory

Extensive areas of shallow deterioration; missing mortar at isolated locations; possible infiltration or exfiltration; minor cracking.

Dislocated end section.

Minor backfill infiltration due to slight opening at joints; minor cracking or spalling at joints allowing exfiltration.

5‐Fair Significant cracking, spalling, buckling of pipe material, loose or missing mortar at isolated locations.

Joint offset less than 3 inches. End sections dislocated about to drop off mortar generally deteriorated.

Joint open and allowing backfill to infiltrate, infiltration staining apparent.

3‐Poor

4‐Poor Voids seen in fill through offset joints. End sections dropped off at inlet. Mortar severely deteriorated, significant loss of mortar.

Differential movement and separation of joints. Joint offset less than 4 inches.

Significant infiltration or exfiltration between masonry units.

3‐Serious Large voids seen in fill through offset joints. Extensive areas of missing mortar.

Significant openings, dislocated joints in several locations exposing fill material with joint offsets greater than 4 inches.

Infiltration or exfiltration causing misalignment of pipe and settlement or depressions in roadway.

4‐Critical

2‐Critical Culvert not functioning due to alignment problems throughout. Large voids seen in fill through offset joints.


Pipe partially collapsed or collapse is imminent.

Table 57 ‐ Condition Rating: Culvert Concrete Seams


Page 151

Culvert Scour – “ded” CONDITION RATING

Item ‐ 49. Scour

Type – Culvert

1‐4 9‐0 General* Conduit‐Type Open Bottom‐Type (no floor/invert)

1‐Good

9‐Excellent

No Problems noted.

8‐Very Good

Minor scour holes developing, scour protection placed.


Scour holes at inlet or outlet but are not affecting structure.

top of footing exposed

2‐Fair

6‐Satisfactory

Damage to scour countermeasures, probing indicates soft material in scour hole.

Minor scour holes developing at inlet or outlet.

Sides of footing exposed less than 6 inches.


Scour holes at inlet or outlet.

Unprotected footing along the vertical sides are exposed less than 12‐inches high, corner of footing may have minor undermining.

3‐Poor

4‐Poor

Advanced scour.

Significant scour holes developing at inlet or outlet. Major stream erosion behind headwall that threatens to undermine culvert.

Unprotected vertical side of footing exposed, full height, less than 1/3 the horizontal length of the footing.

3‐Serious Scour has seriously affected the primary structural components Local failures are possible.

Undermined cutoff walls or headwalls.

Undermining exposing the underside less than 1/3 the horizontal length of the footing.

4‐Critical

2‐Critical Scour may have removed substructure support. Local failures are possible.

Streambed degradation causing severe settlement.

Underside of footing exposed more than 1/3 the horizontal length of the footing. Any substructure unit with more than 20% of bearing capacity removed.



0‐Failed Out of service ‐ beyond corrective action. Table 58 ‐ Condition Rating: Culvert Scour


Page 152

Channel Alignment – “ded” CONDITION RATING

Item ‐ 51. Alignment

Type – All

1‐4 9‐0 Channel Flow

1‐Good

9‐Excellent Channel flow is causing no adverse conditions to channel protection bridge.

8‐Very Good Channel has straight alignment for more than 100 feet upstream. Flow hits protective materials placed to protect structure.

7‐Good Silt and gravel buildup restricts half of the channel; Tree or bush growing in the channel.

2‐Fair 6‐Satisfactory Minor streambed movement evident. Not desirable: Flows through 1 out of 2 pipes; Flows along one abut. Doesn’t flow under center of the structure; minor curve (20o‐40o angle change from as‐built); Deposits causing channel to split into 2 or more small channels.

5‐Fair Flow hits outside wingwall/endwall into unprotected embankment. Stream has meandered or has deposited sediment diverting flow causing erosion to embankment (Flow angle between 40o‐50o change from as‐built) Trees and brush restrict the channel.

3‐Poor

4‐Poor Flows into or along wall to expose footing. Stream has meandered or has deposited sediment diverting flow causing erosion to embankment (Flow angle between 50o‐70o change from as‐built) Flow enters pipe by other means than designed opening. Beginning to undercut substructure.

3‐Serious Stream bed aggradation, degradation or lateral movement has changed the channel to now threaten the bridge and/or approach roadway. 80o‐90o (change from as‐built) turns at the bridge causing erosion behind wingwall. Loss of embankment material. Erosion to embankment encroaching on roadway.

4‐Critical

2‐Critical Flow is piping around culvert. Erosion to embankment impacting roadway. The waterway has changed to the extent the bridge is near a state of collapse.


No flow enters culvert. All of the flow pipes around culvert barrel. Bridge closed because of channel failure.

0‐Failed Total failure of pipe. Table 59 ‐ Condition Rating: Channel Alignment


Page 153

Channel Protection – “ded” CONDITION RATING

Item ‐ 52. Protection

1‐4 9‐0 Channel Protection

1‐Good

9‐Excellent Embankment protection is not required or is in a stable condition.

8‐Very Good Banks are protected or well vegetated. River control devices such as spur dikes and embankment protection are not required or are in a stable condition. No noteworthy deficiencies, which affect the condition of the channel protection 100 feet upstream.

7‐Good Bank protection is in need of minor repairs. River control devices and embankment protection have a little minor damage.

2‐Fair 6‐Satisfactory Bank is beginning to slump. River control devices and embankment protection have widespread minor damage. Riprap starting to wash away. Minor erosion. Cracked concrete channel protection at inlet of a culvert.

5‐Fair Bank protection is being eroded. River control devices and/or embankment have major damage. Broken up concrete channel protection.

3‐Poor

4‐Poor Bank and embankment protection is severely undermined. River control devices have severe damage; stone is completely washed away; Major erosion; Failed concrete channel protection.

3‐Serious Bank protection has failed and no threatens the structure. River control devices have been destroyed.

4‐Critical

2‐Critical The channel has changed to the extent the bridge is near a state of collapse.


Bridge closed because of channel failure. Corrective action may put back in light service.

0‐Failed Bridge closed because of channel failure. Replacement necessary.

Table 60 ‐ Condition Rating: Channel Protection


Page 154

Channel Hydraulic Opening – “ded” CONDITION RATING

Item ‐ 53. Hydraulic Opening

Type – All

1‐4 9‐0 % Debris Buildup/Blockage* Blockage/Overtopping Scour Critical

Bridge Non‐Scour

Critical Bridge

1‐Good

9‐Excellent

0 Up to 5%

No blockage or as designed condition.

8‐Very Good Minor amounts of sediment build‐up with no appreciable loss of opening.

7‐Good Banks and/or channel have minor amounts of drift.

2‐Fair 6‐Satisfactory

0 Up to 10% Debris is restricting the channel slightly. Fence placed at inlet or outlet;

5‐Fair Up to 5%, non that may cause scour

Up to 20% Trees and brush restrict the channel; Fence placed at inlet or outlet. Debris in cross frames from more than 10 years.

3‐Poor

4‐Poor 5‐10%,

none that may cause scour

Up to 30%

Large deposits of debris are in the waterway. Occasional (ex. every 3‐10 years) overtopping of roadway. Minor inconvenience to traffic, passable in within a couple hours. Continual debris in crossframes, every 3‐10 years

3‐Serious ANY that MAY cause scour

ANY that IS causing scour

Overtopping of roadway (ex. every 3‐10 years with long term traffic delays).

4‐Critical

2‐Critical The channel has changed to the extent the bridge is near a state of collapse.


Bridge closed because of channel failure. Corrective action may put back in light service.

0‐Failed Bridge closed because of channel failure. Replacement necessary.

*% blockage area below the ordinary high water elevation of any span OR of the span length Table 61 ‐ Condition Rating: Channel Hydraulic Opening


Page 155

Channel Navigation Lights – “ded” CONDITION RATING

Item ‐ 54. Navigation Lights

Lighting

1‐Good All lights operating, no repairs necessary to system.

2‐Fair All lights operating, however, mounting brackets may need attention or wiring conduit may be partially disconnected.

3‐Poor All lights operating, however lenses may be broken, connections not secure.

4‐Critical Some lights burnt out or wiring circuitry non‐functioning or both, connections not secure with imminent or permanent failure.

Table 62 ‐ Condition Rating: Navigation Lights

Signs/Utilities – “ded” CONDITION RATING

Item ‐ 55. Signs, 56. Sign Supports, 57. Utilities

Type – All

Description

1‐Good All signs legible.

2‐Fair Minor damage.

3‐Poor At least one sign is ineffective. Signs barely legible due to vandalism or fading or partial obstructions.

4‐Critical Signs are ineffective Table 63 ‐ Condition Rating: Signs, Sign Supports and Utilities

Documents

ODOT Manual of Bridge Inspection 2014 v8 Inspection operations... · available redundancy through the entire bridge. ... Page 110 3. Pier number 1 will be the first pier looking upstation