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ODOT Manual of Bridge Inspection 2014 v8

Element Level (Condition States)

Field Manual (Chapters 7 & 9)

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

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.

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.

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

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

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.

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.

Figure 66 ‐ Bridge Inspection Field Report

Figure 67 ‐ Field Report

6

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.

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

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.

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

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

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)

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.

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

Page 157

Chapter9:AssigningElementLevelConditionStatestothe1‐4ItemsSection 1111 of the Moving Ahead for Progress in the 21st Century Act (MAP‐21) modified 23 U.S.C. 144,

requires Ohio to report bridge element level data for NBIS bridges on the National Highway System

(NHS) to FHWA. Element Level data collection shall commence no later than October 1, 2014 and be

part of the annual NBI submission starting in April 2015. Data for NBIS bridges on the NHS shall be

submitted within 90 days of the field inspection, including those under the jurisdiction of local

authorities.

The condition rating of a bridge component is coded with a rating of ‘4’ (worst) through ‘1’ (best). The

lowest controlling item is then converted to a 9‐0 NBIS summary rating. This provides an overall

indication of the general condition of the bridge being rated. Element level inspections like condition

rating inspections, quantify the entire element into four condition states with ‘4’ being the worst and ‘1’

being the best. The difference is bridge elements are rated in quantitative units or percentages for each

condition state. The summary item 9‐0 rating is coded the same way as in a Condition Rating inspection;

the worst bold box item will influence the summary rating. Element level condition states are weighted

to create a Transition Rating (TR). The intent of the TR is to communicate to inspectors, planners and

stakeholders the correlation from an Element Level rating to a condition rating. The intent of the TR is

not to force inspectors to miscode condition states. ODOT OSE refine the TR based on CR definitions.

The condition of each element is determined by performing a field inspection and recording quantities

of the element that have identified defects. The evaluation of the item is complete when the sum of all

four condition states equals 100%. Inspectors should expect a coding tolerance of 10% for the items in

condition state 4. Ratings shall be rounded up to the nearest integer. The following chart provides a

general guideline on how to collect and quantify the element.


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Generic Item – Condition States (CS)

Defect GOOD

Condition State 1 FAIR

Condition State 2 POOR

Condition State 3 SEVERE

Condition State 4

Adjective Quantity that is

Good Quantity that is

Fair

Quantity that is Poor, does not

warrant a structural review

Warrants Structural Review OR the defect impacts the strength or serviceability of the

element

Maintenance Response ‐‐>

Monitor Protect Repair Rehab Replace




Table 64 ‐ Element Level Generic Rating

There are three major divisions of bridge elements:

National Bridge Elements (NBE) – Represent the primary structural components and are denoted in

the inspection report with bold black boxes, with the exception of bridge rail and bearings. The

NBE’s are a refinement of the Deck, Superstructure, Substructure and Culvert items from the FHWA

Recording and Coding Guide and are intended to be consistent nationwide.

Bridge Management Elements (BME) – Include components that are not bold boxes on the

inspection report and are typically managed in order to preserve and maintain bridges. Examples

include joints, wearing surfaces and protective coating systems.

Agency Developed Elements (ADE) – Include elements collected by ODOT that are important to the

current inspection program to maintain consistency and match legacy BR‐86 data. This information

does not get transferred to FHWA.

An inspector may find materials or guidelines that are not defined during the course of their inspection.

In these cases the inspector should use discretion and determine the appropriate condition. Surfaces or

element defects that are not visible for inspection shall be assessed based on the available visible

surface. Surfaces not visible shall be assessed

based on destructive and nondestructive testing

or indicators in the materials covering the

surfaces.

Severity: The worst portion of the 3‐Dimensional

elemental unit governs the entire quantity (ex.

Square footage is calculated using square areas,

Figure 72 – SF quantity


Page 159

linear footage of a beam includes a one foot section of both the web and flanges). Inspectors are given

the option to code either percentage (%) or Quantity.

Condition State 4 Warrants a structural review OR a Structural Review was performed and the defect

impacts strength or serviceability. This is reserved for critical conditions that are beyond the specific

defects defined in Condition States 1 through 3. Quantities in CS4 may often have implications that

affect public safety OR reduction in load capacity. If the inspector determines that there is an impact

on the load capacity or a direct impact on safety then the 4 is the appropriate rating. All Quantities in

CS4 must be accounted for with quantitative descriptions in the comments. Typical examples are given

in the charted guidelines but should

not limit the inspector.

Total Quantity

A good bridge database and a

functional bridge program are

entirely dependent on good bridge

inspection data. A bridge inspector

needs to be familiar with the

concept of breaking a bridge down

into its component elements and

assigning a condition state to each

element based mostly on visual

observations and plan information.

The quantities for the elements are

established and are categorized into

one of the three units: Area of

Square Feet (SF), Length or Linear

Feet (LF) or Count (EA).

The Bridge Inspection Field Report

has the Quantity cells highlighted.

Figure 74 ‐ Bridge Inspection Field Report Quantities


Page 160

APPROACH ITEMS Quantity Description

c1. Approach Wearing Surface (EA)

The quantity of this element is each Approach Wearing Surface immediately leading up to and off of the Approach Slab or, when no slab exists, up to and off of the bridge. Most structures will have 2 however divided highways with medians will have 4 when one bridge carries both directions.

c2. Slab (SF) The quantity of this element is the surface area of both approach slabs. Note the slabs often do not extend to the edge of pavement and inspectors must field verify or plan verify.

c3. Relief Joint (LF) The quantity of this element is the total length of the relief joints.

c4. Embankment (EA) ded

The quantity of this element is each embankment behind each wingwall, above the clear span of each inlet and outlet or each retaining wall supporting the approach slab and approach wearing surface.

c5. Guardrail (EA) The quantity of this element is each guardrail assembly on each corner (4) of the bridge.

Table 65 ‐ Approach Item Quantities

Figure 75 ‐ Approach Wearing Surface and Slab Quantities


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Figure 77 ‐ Quantity Example: Embankment 1 of 2

Figure 78 ‐ Culvert Embankment

Figure 76 ‐ Approach embankment 1 of 2

Approach Slab Approach Wearing Surface

2 Embankment

1 Embankment


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DECK ITEMS Quantity Description

c7.1 Floor/Slab (SF) The quantity of this element is the area of the deck/slab EXCLUDING deck edges including structures carrying divided highways. The area does account for any flares, gores or ramps present. Integral Floors (PSBB’s, T‐beams, Rigid Frames etc.) shall be rated and quantified in Square Feet in this item and in LINEAR FEET (LF) for Beams/Girders.

c7.2 Edge of Floor/Slab (LF) The quantity of this element is the two‐foot‐wide deck edges at each exposed fascia including divided highways. This element should not be rated for Prestressed Box Beams.

c8. Wearing Surface (SF) The quantity of this element is the area of the exposed surface of the wearing surface (from curb‐to‐curb, toe‐to‐toe or edge‐to‐edge) including paved shoulders and accounting for any flares, gores or ramps present.

c9. Curbs/Sidewalk (LF) The quantity of this element is the total length of all the curbs or all of the sidewalks on the bridge deck.

c10. Median (LF) The quantity of this element is the total length of the median on the bridge deck. For closed medians the quantity will be the overall structure length and for open medians the quantity will be twice the overall structure length to include both sides.

c11. Railing (LF) The quantity of this element is the total length of the railings on the bridge excluding median railings and additional pedestrian railing.

c12. Drainage (EA) ded The quantity of this element is the sum of each scupper/grating in the deck; for over‐the‐side or off‐the‐end drainage each side or end is equivalent to one (1).

c13. Expansion Joint (LF) ded Total linear feet of structural expansion joints.

Table 66 ‐ Deck Items Quantities

Figure 79 ‐ Quantity Example: Railing, Expansion Joint, Wearing Surface

Railing: LINEAR FEET (LF) 1 of 2

Railing: LINEAR FEET (LF) 2 of 2


Page 163

Figure 81 ‐ Quantity Example: Drainage

Drainage: EACH – (EA) – Four Scuppers shown

1

1

1

1

Figure 80 ‐ Quantity: Edge of Floor/Slab


Page 164

SUPERSTRUCTURE ITEMS Quantity Description

c14. Alignment (EA) ded The quantity of this element is the sum of all spans.

c15.1 Beams/Girders (LF) The quantity of this element is the sum of all longitudinal (excluding stringers) beam and girder lengths. Each linear foot includes the web and flanges.

C15.2 Slab (SF) The quantity of this element is for Slab‐Type Superstructures and is the area of the Slab EXCLUDING deck edges. The area does account for any flares, gores or ramps present.

c16. Diaphragm/X‐Frames (EA)

The quantity of this element is the sum of the number of diaphragms and cross frames.

c17. Stringers (LF) The quantity of this element is the sum of all of the lengths of each stringer. Each linear foot includes the web and flanges.

c18. Floorbeams (LF) The quantity of this element is the sum of all of the lengths of each floorbeam and includes cantilever sections. Each linear foot includes the web and flanges.

c19. Truss Verticals (EA) The quantity of this element is the sum of the number of truss vertical members. One member is from panel point to panel point

c20. Truss Diagonals (EA) The quantity of this element is the sum of the number of truss diagonal members. One member is from panel point to panel point.

c21. Truss Upper Chord (EA)

The quantity of this element is the sum of the number of truss upper chord members including end‐posts. One member is from panel point to panel point.

c22. Truss Lower Chord (EA)

EACH (EA) – The quantity of this element is the sum of the number of truss lower chord members. One member is from panel point to panel point.

c23. Truss Gusset Plate (EA) ded

The quantity of this element is the sum of each plate, two per panel point (interior/inboard and exterior/outboard); include gusset plates that intersect between chords or at midpoints.

c24. Lateral Bracing (EA) The quantity of this element is the sum of the number of upper lateral and lower lateral bracing members.

c25. Sway Bracing (EA) The quantity of this element is the sum of the number of sway and portal bracing struts. These general stabilize truss bridges and are attached between the left and right verticals and the left and right end‐posts.

c26. Bearing Devices (EA) ded

The quantity of this element is the sum of each movable and fixed bearing

c27. Arch (LF) The quantity of this element is the sum of all of the lengths of each arch panel measured longitudinal to the travel way and (not along the radius of the barrel or rib).

c28. Arch Column/Hanger (EA)

The quantity of this element is the sum of the number of arch columns or hangers. One member is from panel point to panel point.

c29. Arch Spandrel Walls (LF)

The quantity of this element is the sum of all of the lengths of each spandrel wall panel measured longitudinal to the travel way (not along the radius of the barrel or rib).


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SUPERSTRUCTURE ITEMS Quantity Description

c30. Prot. Coating System (LF) ded

Protective Coating System: LINEAR FEET (LF) – The quantity of this element is the total linear feet of all primary steel superstructure elements (ex. beams, girders, floorbeams, stringers). Steel truss lines and steel arch lines: the quantity is the sum of all truss panels measured along the roadway from bearing to bearing for each truss or arch‐line (often it is the length of the lowerchord) and any additional elements (ex. beams, girders, floorbeams, stringers).

c31. Pins/Hangers/Hinges (EA) ded

The quantity of this element is the sum of each hanger or hinge assembly.

c32. Fatigue (LF) ded The quantity of this element is the length of all primary steel members. See c30. Protective Coating System

Table 67 ‐ Superstructure Item Quantities

Figure 82 ‐ Quantity Example: Prestressed Box Beams

Beams/Girders: LINEAR FEET (LF)


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Figure 83 ‐ Quantity Example: Truss Members

Figure 84 ‐ Quantity Example: Truss Gusset Plates

Truss Members: EACH (EA) – Lowerchord: 4 X 2 Truss lines = 8 Diagonals: 8 X 2 Truss lines = 16 Verticals: 3 X 2 Truss lines = 6 Upperchord: 6 X 2 Truss Lines = 12

1 1 1 1 1 1 1

1 11 11

1 1

11 1

1 1 11

Truss Gusset Plates: EACH (EA) – Interior: 12 X 2 Truss Lines = 24 Exterior: 12 X 2 Truss Lines = 24

2

2

2 2 2 2

2 2 222 2


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Figure 85 ‐ Quantity Example: Crossframes, Steel Beams, PCS, Fatigue

Figure 86 ‐ Quantity Example: Pins/Hangers/Hinges

Diaphragm/Cross Frames: EACH (EA) – The quantity of this element is the sum of the number of diaphragms and cross frames. 35 shown

Pin/Hanger/Hinge – Each (EA): 1 hinge X 5 beam lines = 5


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Figure 87 ‐ Quantity Example: Arch and Spandrel Wall

Figure 88 ‐ Quantity Example: Floorbeams and Stringers

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

Floorbeams: LINEAR FEET (LF)


Page 169

Figure 89 ‐ Quantity Example: Stringers

Stringers: LINEAR FEET (LF)


Page 170

Protective Coating System: LINEAR FEET (LF) Truss Lines

1 Span = 168.9LF X 2 Truss Lines = 337.8 LF/Span 337.8 X 5 Spans = 1,689 LF Truss Lines

Stringers 10 Stringers/Bay X 14 LF = 140 LF 140LF X 9 Bays X 5 Spans = 6,300 LF Stringers

Floorbeams (including under sidewalk) 10 Floorbeams/Span X 40 LF/each = 400 LF 5 Spans X 400 LF/Span = 2,000 LF Floorbeam 1,689 LF Truss + 6,300 LF Stringer + 2,000 LF Floorbeam = 9,989 LF

Figure 90 ‐ Protective Coating System for Truss Bridges


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SUBSTRUCTURE ITEMS Quantity Description

c33. Abutment Walls (LF) The quantity of this element is the sum of the length (i.e. bridge width along the skew) of each Abutment Wall.

c34. Abutment Caps (LF) The quantity of this element is the sum of the length (i.e. bridge width along the skew) of each Abutment Cap.

c35. Abut. Colmns/Bents (EA)

The quantity of this element is the sum of all columns and bents at each Abutment.

c36. Pier Walls (LF) The quantity of this element is the sum of the length (i.e. bridge width along the skew) of each Pier Wall. For hammerhead piers the wall is the small bottom portion below the cap.

c37. Pier Caps (LF) The quantity of this element is the sum of the length (i.e. bridge width along the skew) of each Pier Cap.

c38. Pier Columns/Bents (EA)

The sum of the number of pier columns and bents.

c39. Backwalls (LF) The quantity of this element is the sum of the length (i.e. bridge width along the skew) of each Backwall.

c40. Wingwalls (EA) The quantity of this element is the sum of the length of each Wingwall

c42. Scour (EA) ded The quantity of this element is the sum of each substructure unit when a waterway exists underneath a structure.

c43. Slope Protection (EA) ded

This quantity is each protected slope underneath the superstructure

Table 68 ‐ Substructure Item Quantities

Figure 91 ‐ Quantity Example: Pier Caps, Pier Columns and Pier Walls

Pier Column – EACH (EA)

Pier Wall – Linear Feet (LF)

Pier Cap – Linear Feet (LF)


Page 172

Figure 92 ‐ Quantity Example: Pier Walls, Abutment Walls

Figure 93 ‐ Quantity Example: Pier Wall and Pier Cap

Pier Wall: LINEAR FEET (LF) Abutment Wall: LINEAR FEET (LF)

Pier Wall: LINEAR FEET (LF


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Figure 94 ‐ Quantity Example: Pier Bents, Scour

Figure 95 ‐ Quantity Example: Pier Columns

Pier Columns/Bents: EACH (EA) – 3 Span Continuous Slab 10 shown X 2 Piers = 20 Pier Bents Total

Scour: EACH (EA) – 3 Span Continuous Slab = 4

Pier Columns/Bents: EACH (EA) – 4 shown

1

11

1

1 1 1 1 1 1 1 1 11


Page 174

Figure 96 ‐ Quantity Example: Pier Columns and Pier Caps

Figure 97 ‐ Quantity Example Abutment Wall

1 1Pier Columns/Bents: EACH (EA) – 2 shown

Pier Cap: LINEAR FEET (LF)


Page 175

Figure 98 ‐ Quantity Example: Slope Protection

Slope Protection: EACH (EA) – 1 shown


Page 176

CULVERT ITEMS Quantity Description

c44. General (LF) The quantity of this element is the sum of each circumferential linear foot along the culvert length measured from inlet to outlet

c45. Alignment (LF) ded See c.44 General

c46. Shape (LF) ded See c.44 General

c47. Seams (EA) ded The quantity of this element is each circumferential seam and each longitudinal (along the length of the conduit) seam. For multi‐plate corrugated metal pipes one longitudinal seam may be as long as the entire conduit.

c48. Headwall/Endwall (EA)

The quantity of this element is the sum of each headwall and endwall panel length measured longitudinal to the travel way

c49. Scour (EA) ded For closed‐cell conduits and four sided boxes the sum of each inlet and outlet opening. For conduits with open bottoms, three‐sided boxes and culverts with abutments the sum is each substructure unit, within each barrel or span.

c50. Abutment Walls (LF) LINEAR FEET (LF) – The quantity of this element is the sum of the width of each abutment wall.

Table 69 ‐ Culvert Item Quantities

Figure 99 ‐ Quantity Example: Scour

Scour: EACH (EA) – 4 shown

34

1 2


Page 177

Figure 100 ‐ Quantity Example: Culvert General, Alignment and Shape


Page 178

CHANNEL ITEMS Quantity Description

c51. Alignment (LF) ded The quantity of this element is the length from a point upstream to a point downstream based on what will affect the condition of the structure.

c52. Protection (LF) ded See c51.Alignment.

c53. Hydraulic Opening (EA) ded The quantity of this element is the sum of each Abutment and Pier or Conduit/Culvert when a waterway exists

c54. Navigation Lights (EA) ded The quantity of this element is the sum of each Navigation light

Table 70 ‐ Channel Item Quantities

Figure 101 ‐ Quantity Example: Hydraulic Opening

Hydraulic Opening (EA) ded EACH (EA) ‐ The quantity of this element is the sum of each Abutment and Pier or conduit when a waterway exists 3 Substructure Units Shown (2 Piers and 1 Abutment) 4 Total


Page 179

Figure 102 ‐ Quantity Example: Channel Alignment and Protection

Figure 103 ‐ Quantity Example: Channel Alignment and Protection

Channel Alignment and Protection: LINEAR FEET (LF) ‐ The quantity of this element is the upstream and downstream length of channel that influences the structure.

Channel Alignment and Protection: LINEAR FEET (LF) ‐ The quantity of this element is the upstream and downstream length of channel that influences the structure.


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SIGN/UTILITY ITEMS Quantity Description

c55. Signs (EA) ded The quantity of this element is the sum of each sign attached to the bridge or restriction or regulatory sign specific to the bridge (ex. advanced warning load posting, chevrons, vertical clearance).

c56. Sign Supports (EA) ded The quantity of this element is the sum of each attachment, on above or under the bridge, affixing the sign support to the bridge.

c57. Utilities (LF) ded The quantity of this element is the sum of each utility length attached to the bridge; including water, electrical, gas, sewer etc.

Table 71 ‐ Sign/Utilities Quantities

Figure 104 ‐ Quantity Example: Utilities

Utilities: LINEAR FEET (LF) ‐ The quantity of this element is the sum of each utility length attached to the bridge; including water, electrical, gas, sewer etc.


Page 181

Inspection Comments with Element Level

The rating an inspector assigns should be related to the actions required. All comments must be free of

hearsay and generalities outside of objective justification for the numerical ratings. All quantities in CS3

and CS4 must be communicated (comments, photos, sketches etc.) for the next inspector to find,

quantify, rate and determine obvious degradation. These comments must also account for and define

the predominant deficiency. Expect comments, photos, and documentation and inspection time to

increase as the structure degrades.

Field Report with Element Level

A completed Bridge Inspection Field

Report is a legal document. It may be

used by an inspector to complete either

an element level inspection or a

condition rating inspection. The

Quantities are populated from the

inventory items. Each bridge, at a

minimum, must be inspected in

accordance with the procedures in this

manual:

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

fracture critical member and underwater inspection

Condition codes are correctly assigned

All notable bridge deficiencies are identified, and

Condition codes are supported by narrative, sketches or photos that appropriately justify and

document the rating assignment. Supportive documentation must be made available for the

next inspector.

The following Bridge Inspection Field Report has the Element Level Condition State Cells highlighted.

These cells shall be populated if the item exists on the structure, along with the NBIS items, when

completing an Element Level inspection. The Bridge Inspection Field Report is a document that may be

used to complete either an element level inspection or a condition rating inspection. The following

report has the Element Level Condition State boxes highlighted blue. All ratings in orange are required,

Figure 105 ‐ 1/8" Wide Crack in Concrete with 1/16" Offset


Page 182

when the item exists on the bridge, for both an element level and condition rating inspection. The

difference between Condition and Element Level is in coding the individual 1‐4 components.


Page 183

Figure 107 ‐ Concrete Structural Cracking

Element Level Materials

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.

CONCRETE MATERIAL

General Commentary:

o This rating will include all reinforced concrete and concrete and exclude prestressed and

post‐tensioned concrete.

Defects/Tolerable Limits:

o Concrete Cracking: Any

working structural cracks

or unsealed 1/16” wide

structural cracks or any

associated with buckling,

torsion, settlement or

change in load path shall

be CS4. Crack densities

should be quantified using

an area that is repeatable

and quantifiable: For

wearing surfaces use 12’

wide (lane width) and 12’ long section of bridge deck; for floors use plywood sheet

indentations (4’x8’) or beam spacing with equidistant length. Sealed cracks are those

that have been filled or covered with epoxy, tar or sealant to arrest the chloride

intrusion usually applied on the surfaces exposed to drainage and runoff. Knowing the

extent of cracking gives an indication of how much water and chlorides are able to

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

see cracks. The best time to see cracks on tined decks is soon after a rain (though this is

not always practical). As a deck dries out, cracks will remain wet longer than the deck


Page 184

surface and thus appear as dark lines against

the lighter colored, dry deck. Consideration

may be used for raising a rating when a crack is

retrofitted or dormant. Structural cracks often

go through the entire member or tension zone

and are not superficial. Any one crack, no

matter how wide, may reduce the capacity of

the entire load path which would result in a

CS4 rating. It is up to the discretion of the

inspector to code concrete cracking correctly

based on location, orientation and activity (dormant or

‘working’). Types of cracks commonly encountered include

the following:

o Transverse flexural cracks (structural) due to bending will

most likely appear over the piers of continuous

superstructures (or positive bending or near mid‐span for

slabs).

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 or positive bending between girders or beams.

o Longitudinal reflective cracks (non‐structural) may appear along the joints of

adjacent prestressed box beams. This cracking is caused by differential beam

deflection.

o Radial cracks (non‐structural) at the acute corner of skewed bridge decks.

o Temperature and shrinkage cracks (non‐structural). These will be apparent on most

concrete.

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.

o Concrete Cracking References: According to the Unpublished Draft Guidelines for

NCHRP Project 12‐82,Developing Reliability‐Based Bridge Inspection Practices,

"engineering judgment [is] exercised in determining whether any present flexural

cracking is moderate to severe. Crack widths in reinforced concrete bridges exceeding

0.006 inches to 0.012 inches reflect the lower bound of moderate cracking. The

RC Crack Width

(in)

0.0125 1/8

0.090 3/32

0.080

0.070

0.060 1/16 Hairline

0.050

0.040

0.030 1/32

0.020

0.015 1/64


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American Concrete Institute Committee Report 224R‐01 presents guidance for what

could be considered reasonable or tolerable crack widths at the tensile face of

reinforced concrete structures for typical conditions. These range from 0.006 inches for

marine or seawater spray environments to 0.007 inches for structures exposed to de‐

icing chemicals, to 0.012 inches for structures in a humid, moist environment. The

location of crack is important. Deck cracking of 0.05” or greater may not be as

concerning as cracking of this magnitude in a reinforced concrete girder or beam.

Likewise a shrinkage crack 0.05” wide in a reinforced concrete girder that does not

move might be viewed differently than a 0.05” crack working under live load.

Concrete Spalls and Delaminations: Delamination or spalling of the concrete is not

necessarily an indication of poor concrete quality or of structural issues. It usually indicates

that chlorides and moisture have migrated through the concrete and attacked the

reinforcing steel. As the reinforcing steel corrodes, it increases in volume which tends to

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

expansion exceed the tensile strengths of the concrete, the concrete starts to delaminate or

separate from the surface. A hollow sounding surface when tapped with a hammer or steel

rod indicates a delamination which often results in a spall. The amount of time for this to

occur depends on the porosity or permeability of the concrete, the depth of resteel and the

prevalence of moisture and chlorides.

Settlement: Signs of continuing unrepaired settlement shall be coded CS3. Extreme

settlement or settlement that affects safety or load capacity shall be coded CS4. Any

quantity may be coded worse if the deficiency changed unexpectedly or rapidly.

Section Loss: Any 4 adjacent bars with 360 degree exposure OR any 4 adjacent bars with

more than 10% reduction in diameter will be CS4.

Scour: CS3 is Exposed vertical face of spread footing and CS4 is undermining. Deep

foundations CS3 is one or two exposed piling less than 1‐ft of the piling depth. CS4 is any

piling exposed more than 1‐ft. Any quantity may be coded worse if the deficiency changed

unexpectedly or rapidly.

Specific Elements:

Beam/Floor Separation: The area unseen above the top flange shall be downgraded when

evidence of movement and separation exists at the interface to CS2 and downgraded to CS3

when active movement under liveload is obvious.


Page 186

REINFORCED CONCRETE – Condition State Definitions (CS)Defect CS1 CS2 CS3 CS4

Delam/ Spall/ Patched Area

None

Delaminated. Spall 1 in. or less deep

OR 6 in. or less in

diameter. Patched area that is sound

Spall greater than 1 in. deep or greater than 6 in. diameter.

Patched area that is unsound or showing distress. Does not warrant structural review.

Safety: Requires immediate action to

ensure safety of public traffic

Serviceability: The condition is beyond the

limits established in condition state three (3), warrants a structural review to

determine the strength or serviceability

of the element or bridge, or

both

Exposed Rebar

None Present without measurable section

loss

Present with measurable section loss, but does not warrant a structural review

Cracking* Any sealed OR less than 0.012 in. wide or

spacing greater than 3.0 ft.

Unsealed Width 0.012‐0.05 in. or

spacing of 1.0‐3.0 ft.

Unsealed cracks greater than 0.05 in. wide or spacing of less

than 1 ft.

Efflorescence/ Rust Staining/ Saturated

None

Surface white without build‐up or leaching without rust staining. Arrested leaching or

saturation

Heavy build up. Rust staining

Abrasion/ Wear

None

Exposed coarse aggregate but the aggregate remains

secure in the concrete

Coarse aggregate is loose or has popped out of the concrete matrix due to abrasion or wear

Distortion None

Exists but does not require mitigation. Distortion that has been mitigated.

Distortion that requires mitigation that has not been addressed but does not

warrant a structural review.

Settlement None

Exists within tolerable limits or arrested with no observed structural

distress

Exceeds tolerable limits but does not warrant a structural

review.

Scour None

Exists within tolerable limits or has been

arrested with effective countermeasures

Exceeds tolerable limits but is less than the critical limits

determined by scour evaluation and does not warrant a

structural review.

Damage N/A Has impact but

repaired or minor Has impact but does not

warrant a structural review. Table 72 ‐ Element Level Material: Reinforced Concrete

*Cracking – the width and spacing dimensions represent 1) structural cracks OR 2) any crack that is in a corrosive environment. Inspector must use engineering judgment when nonstructural cracks are not exposed to corrosive chemicals, in other words inspectors should move the condition state ‘up’ or improve the rating. Working cracks or those likely reducing the capacity shall be CS4.


Page 187

WEARING SURFACE

General Commentary:

o This rating will include all wearing surfaces including asphalt and bituminous wearing

surfaces and relief joints.

o Inspector for sags, dips, impact and rideability.


o Crack density should be quantified using an area that is repeatable and quantifiable:

For wearing surfaces use 12’ wide (lane width) and 12’ long section of bridge deck.

o Effectiveness: CS4 When the WS is obviously not protecting the structural portions

underneath or the top surface is causing a rough ride, need to swerve or bounce for

vehicular traffic.

Specific Elements:

o Approach Wearing surface extends past the approach slab or, when no slab exists, past

the end of the bridge. The wearing course(s) on top of the approach slab shall be rated

within the approach slab element.

o Integral or Semi Integral: Pay careful attention to the transverse sections at the end of the

approach slab. Inspect for openings or distress from expansion.

Expansion Joint Header

Backwall

Expansion Joint Bridge Wearing Surface

Figure 108 ‐ Approach

Figure 109 – Wearing Surface CS4

Approach Slab


Page 188

WEARING SURFACE – Condition State Definitions (CS)

Defect CS1 CS2 CS3 CS4

Cracking* Any sealed OR width less than 0.012 in. or spacing greater than

3.0 ft.

Unsealed Width 0.012‐0.05 in. or spacing of 1.0‐3.0

ft.

Unsealed Width greater than 0.05 in. or spacing of less than 1 ft.

Wearing Surface is no longer effective

Rutting None Rutting less than

1" deep Rutting more than

1"deep

Patched Area/ Pothole

None Patched area that is sound. Partial depth

pothole

Patched area that is unsound or

showing distress. Full depth pothole

Traffic is slightly bouncing but not swerving due to a

pothole.

Effectiveness / Protecting Structural Elements/ Delam/ Traffic Safety

Fully effective. No evidence of leakage or further

deterioration of the deck

Substantially effective:

Deterioration of the deck has slowed.

Delamination

less than 6 in. in diameter

Limited effectiveness.

Deterioration of the deck has progressed

Delamination

greater than 6 in. in diameter

Damage N/A Impact Damage

within tolerable limits

Impact damage does not warrant structural review

Table 73 ‐ Element Level Material: Asphalt

*Cracking – the width and spacing dimensions represent 1) structural cracks OR 2) any crack that is in a corrosive environment where no water‐proofing membrane exists. Inspector must use engineering judgment when nonstructural cracks are not exposed to corrosive chemicals, in other words inspectors should move the condition state ‘up’ or improve the rating.


Page 189

PRESTRESSED CONCRETE

o General Commentary:

o Defects/Tolerable Limits:

o Cracks in the concrete should be carefully measured and their location and length

documented. Any working structural cracks or unsealed 1/16” wide structural cracks or any

associated with buckling, torsion, settlement or change in load path.

Hairline ‐ 0.004"

Narrow ‐ 0.004"‐0.009"

Medium ‐ 0.010" ‐ 0.030"

Wide ‐ > 0.030”

o Strand Exposure– discount all strands visible AND those strands not visible located:

o Above a longitudinal cracks located in the bottom flange

o Above a delamination

o Above a spall with unsound or mottled concrete.

o Consideration should also be given to those strands neighboring and above a corroded

stirrup.

o Specific Elements:

Wide Longitudinal cracks in WS above combined with Strand exposure indicates independent beam

action which warrants a structural review.

Figure 111 ‐ PSBB Top Side Cracking Between Keys

Figure 112 ‐ PSBB underside, loss of strand capacity (same bridge)


Page 190

Prestressed Concrete – Condition State Definitions (CS)Defect CS1 CS2 CS3 CS4

Exposed* Prestressing

None One strand exposed*

Exposed strands* less than 25% of the beam width

Safety: Requires immediate action to ensure safety of public traffic

Serviceability: The condition is beyond the limits established in condition state

three (3), warrants a

structural review to determine the

strength or serviceability of the element or bridge, or both

Efflorescence/ Leaking Shear Keys (discount the QTY in both beams)

Dry or none

Light, evidence of leaking, no rust stains

Obvious active leaking, efflorescence buildup, or rust stains

Cracking

0‐0.004” Wide spaced more than 3 feet

0.004”‐0.009” wide or any spaced 1‐3 feet

no rust staining

Wider than 0.009”, or any spaced within 1‐foot, any

with rust staining

Movement None Minor misalignment but no movement under live load

Minor Independent Beam Movement under truck traffic only

Damage N/A Impact Damage within tolerable limits

Impact damage does not warrant structural review

Table 74 ‐ Element Level Material: Prestressed Concrete

*Exposed Prestressing– discount all strands visible AND those strands not visible located:

1) Above a longitudinal cracks located in the bottom flange

2) Above a delamination

3) Above a spall with unsound or saturated concrete.

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


Page 191

STEEL MATERIAL

This rating will include all elements that are metal.

o General Commentary:

o The worst portion of the 3‐dimensional element governs the quantity.

o Cracks in steel should be carefully measured and their location and length documented.

o Severity: Include the total linear feet of a component when a localized deficiency is severe

enough to affect the whole member at the discretion of the Team Leader.

o Defects/Tolerable Limits:

o Settlement: Dormant repaired settlement shall be CS2. Signs of continuing unrepaired

settlement shall be coded CS3. Extreme settlement that affects safety or load capacity shall

be coded CS4.

o Section Loss: CS4 is any corrosion hole or section loss more than 10% loss of the flange in

the tension zone or more than 10% loss in the web near the supports warrants a structural

review.

o Pack Rust: CS4 is Distortion is more than the plate thickness

o Cracking: CS4 is any crack in a FCM, any crack in the tension zone or

a crack generally longer than 2” in a compression zone.

o Settlement: Signs of continuing unrepaired settlement shall be

coded CS3. Extreme settlement or settlement that affects safety or

load capacity shall be coded CS4. Any quantity may be coded

worse if the deficiency changed unexpectedly or rapidly.

o Scour: CS4 is loss of bearing capacity

o Specific Elements:

o Bridge Railing: Include the total linear feet of bridge rail

supported by a post when the anchorage or support is

deficient, debonded or exposed.

o Crossframes/Diaphragms: for highly skewed or

horizontally curved bridges diaphragms and crossframes shall be considered primary bridge

elements.

o Pier Bents: Sheathed bents without a reinforcing cage shall follow the steel element level

chart. The bents with reinforcement shall be rated using the concrete element level chart.

Figure 113 ‐ corrosion holes

Figure 114 ‐ Steel CS4


Page 192

Steel – Condition States (CS) Defect CS1 CS2 CS3 CS4

Section loss None Minor, surface pitting, up to 1/16” at worst

Any pitting between 1/16” and 10% deep loss of section

Safety: Requires immediate action to ensure safety of public

traffic

Serviceability: The condition is beyond the limits established in

condition state three (3), warrants a structural

review to determine the strength or serviceability

of the element or bridge, or both Safety: Requires immediate

action to ensure safety of public traffic

Serviceability: The

condition is beyond the limits established in

condition state three (3), warrants a structural

review to determine the strength or serviceability

of the element or bridge, or both

Corrosion, Pack Rust/ Connection

None

Freckled rust. Corrosion has initiated. Pack rust without distortion.

Missing bolt, rivet, broken weld, fasteners or pack rust with distortion but does not warrant a structural review.

Cracking/ Fatigue

None Repaired or arrested* cracks

Any initiated or propagated crack in the compression zone that does not warrant structural review

Distortion None

Exists but does not require mitigation. Distortion that has been mitigated

Distortion that requires mitigation that has not been addressed but does not warrant a structural review

Settlement None

within tolerable limits or arrested with no observed structural distress

Exceeds tolerable limits does not warrant a structural review.

Scour None

Exists within tolerable limits or has been arrested with effective countermeasures

Exceeds tolerable limits but is less than the critical limits determined by scour evaluation and does not warrant a structural review.

Damage N/A Has impact but repaired or minor

Has impact but does not warrant a structural review.

Table 75 ‐ Element Level Material: Steel

*Arrested – self arrested, effective arrest holes or doubling plates o

Figure 115 ‐ CS 4 Axial Member Buckled


Page 193

TIMBER MATERIAL

This rating will include all elements that are timber.

General Commentary:


o Settlement: Signs of continuing unrepaired settlement shall be coded CS3. Extreme

settlement that affects safety or load capacity shall be coded CS4.


Specific Elements:

o Wearing Surfaces: Areas of traffic bouncing, loose boards and rutting shall be coded in

CS 3 at best.

o Timber quantities in CS4 include:

Figure 116 – Timber: Loss of Cap Capacity, CS4

Figure 117 – Timber: Splitting of Piles reduced capacity, CS4


Page 194

Timber – Condition State Definitions (CS) Defect CS1 CS2 CS3 CS4

Decay/ Section Loss

None Less than 10% of member thickness

Affects 10% or more of the member

Safety: Requires immediate action to ensure safety of

public traffic

Serviceability: The condition is beyond

the limits established in condition state

three (3), warrants a structural review to determine the

strength or serviceability of the element or bridge,

or both

Checks/ Shakes

Surface level and does not penetrate more than 5% of the member thickness regardless of location

Defect does not penetrate more than 50% of the thickness of the member and not in a tension zone

Defect penetrating more than 50% of the thickness of the member, or more than 5% of the member thickness in a tension zone.

Cracks None Arrested crack Identified crack that is not arrested

Splits/ Delaminations

None

Length of the split is less than the member depth or arrested with effective actions taken to mitigate

Length equal to or greater than the member depth

Abrasion None or no measurable

Surface level up to 10% of member thickness

Section loss not less than 10% of the thickness of the member

Distortion None


Distortion that requires mitigation that has not been addressed

Settlement None


Exceeds tolerable limits

Scour None


Exceeds tolerable limits but is less than the critical limits determined by scour evaluation



Table 76 ‐ Element Level Material: Timber


Page 195

MASONRY MATERIAL

General Commentary:

o This rating will include all elements that are stone, brick and masonry.

o Severity: Include the total linear feet of a component when a localized deficiency is

severe enough to affect the whole member at the discretion of the Team Leader (ex.

one support eliminates an entire length of arch ring).





o Warrants Structural Review: Missing Keystone, any hinged ring displacement, global

shift/distortion

Specific Elements:

Figure 118 – Masonry Deficiencies that have reduced capacity in CS4

Global Crack

Missing Stones

Abrasion of Stone Face at water level

Missing Stones


Page 196

Masonry – Condition States (CS)Defect CS1 CS2 CS3 CS4

Mortar Breakdown

None Cracking or isolated voids in less than 10% of joints

Cracking or voids in 10% or more of joints


traffic

Serviceability: The condition is beyond the limits established in condition state three

(3), warrants a structural review to

determine the strength or serviceability of the element or bridge, or

both

Patched Area None Sound patch Unsound patch

Split/ Spall Cracks are present but have not allowed the block or stone to shift

Block or stone has split or spalled with no shifting

Block or stone is split or spalled with shifting, block or stone are loose, but do not warrant structural review (SR)

Masonry Displacement

None Block or stone has shifted slightly out of alignment

Block or stone has shifted significantly out of alignment or is missing but does not warrant SR

Efflorescence None

Surface is white without buildup, leaching or rust staining, signs of leaking carrying fill

Heavy build up with rust staining, active leaking carrying fill

Distortion None


Distortion that requires mitigation that has not been addressed

Settlement None


Exceeds tolerable limits but does not warrant a structural review

Scour None


Exceeds tolerable limits but is less than the critical limits determined by scour evaluation


Has impact but does not warrant a SR

Table 77 ‐ Element Level Material: Masonry


Page 197

MECHANICALLY STABILIZED EARTH (MSE) MATERIAL

This rating will include all elements that are MSE walls.

General Commentary:

o Inspect closely for runoff infiltration.




Specific Elements:

o Wingwalls and Embankment: Mechanically Stabilized Earth (MSE) walls may be found

as components of the substructure or approach depending upon the geometry.

o Abutments vs. Slope Protection: They shall be coded as Abutment Walls when the

foundation type is spread footing within the MSE wall. They shall be coded as Slope

Protection when the Abutment foundation type is deep foundations (piles, drilled

shafts, spread footing on rock). The inventory or plans will need to be verified for

proper coding.

Examples of MSE wall quantities in CS4:

Figure 119 ‐

MSE CS4


Page 198

Mechanically Stabilized Earth (MSE) Wall – Condition StateDefinitions (CS) Defect CS1 CS2 CS3 CS4

Panels Superficial cracking

Minor Cracking, any less than ¼” wide and not global through multiple panels

Global cracking or any wider than ¼”, no exposed backfill


traffic

Serviceability: The condition is beyond the limits established in condition state three



both

Panel Joints Aligned Exposed fabric at close inspection

Minor sand in joints, plant growth in joint, obvious fabric exposure

Erosion None Erosion channel less than 2‐ft wide or deep

Exposed top corner of leveling pad that is on rock

Bowing None

Bowing exists but dormant or no change since as‐built

Minor change since as‐built condition, horizontal bowing is within 10% of vertical height



Table 78 ‐ Element Level Material: MSE


Page 199

Element Level Condition State Items with Dedicated Guidance

Approach Embankment – “ded” ELEMENT LEVEL

Item ‐ 4. Embankment

CS1 CS2 CS3 CS4

Moderate rutting from drainage. Minor bare soil exposed.

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

Major erosion caused by drainage or channel; Erosion to embankment impacting guardrail (up to 6” of guardrail post exposed) performance or encroaching on shoulder. Evidence of foundation settlement.

Tension cracks in asphalt due to embankment movement. Vertical face of guardrail is behind the vertical plane of the edge of pavement. Significant movement or tilt of the wingwall or headwall has occurred, the stability of the slope is compromised

Table 79 –Element Level Approach Embankment

Deck Drainage – “ded” ELEMENT LEVEL

Item ‐ 12. Drainage


Grating Intact and functioning properly

Intact and functioning, minor problems

Broken or missing grating or

assembly but does NOT pose a

hazard to vehicular or

pedestrian traffic

Broken or missing grating or

assembly may pose a hazard to vehicular or

pedestrian traffic

Scuppers, Downspouts

Open, no ponding

Partially Clogged but no signs of ponding on deck or Downspout is inadequately terminated

Clogged, there are signs of ponding on deck but it does not extend into the striped or normal traffic lane

Clogged, there are signs of ponding in the striped or normal traffic lane.

Table 80 – Element Level Deck Drainage

o Drainage problems are most easily identified during or immediately after a rain event. Unless repaired, deficiencies discovered during a rain events should remain coded.


Page 200

Table 81 – Element Level Deck Expansion Joint

Deck Expansion Joint – “ded” ELEMENT LEVEL

Item 13‐ Expansion Joint

Defect CS 1 ‐ CS 2 CS 3 CS 4

Leakage None. Minimal. Minor dripping through the joint.

Moderate. More than a drip and less than free flow of water.

Free flow of water through the joint.

Seal Adhesion Fully Adhered. Adhered for more than 50% of the joint height.

Adhered 50% or less of joint height but still some adhesion.

Complete loss of adhesion.

Seal Cracking None. Surface crack. Crack that partially penetrates the seal.

Crack that fully penetrates the seal.

Seal Damage None. Seal abrasion without punctures.

Punctured or ripped or partially pulled out.

Punctured completely through, pulled out, or missing.

Debris Impaction No debris to a shallow cover of loose debris may be evident but does not affect the performance of the joint.

Partially filled with hard‐packed material, but still allowing free movement.

Completely filled and impacts joint movement.

Completely filled and prevents joint movement.

Adjacent Deck or Header

Sound. No spall, delamination or unsound patch.

Edge delamination or spall 1 in. or less deep or 6 in. or less in diameter. No exposed rebar. Patched Area that is sound.

Spall greater than 1 in. deep or greater than 6 in. diameter. Exposed rebar. Delamination or unsound patched Area that makes the joint loose.

Spall, delamination, unsound patched Area or loose joint anchor that prevents the joint from functioning as intended.

Metal Deterioration or Damage

None. Freckled rust, metal has no cracks, or impact damage. Connection may be loose but functioning as intended.

Section loss, missing or broken fasteners, cracking of the metal or impact damage but joint still functioning.

Metal cracking, section loss, damage or connection failure that prevents the joint from functioning as intended.

Damage Not applicable. The element has impact damage not impeding traffic

The element has impact damage. Subtle clanking under traffic

The element has impact damage, LOUD clanking under traffic


Page 201

Superstructure Truss Gusset Plates – “ded” ELEMENT LEVEL

Item ‐ 23. Truss Gusset Plates

Type ‐ Steel


Corrosion, Section loss

None

Freckled rust, Minor, surface pitting, loss up to 10% depth

Large areas of corrosion, Between 10‐25% loss of depth

Safety Deficiency: Requires immediate action to ensure safety of public traffic (ex. Buckling, tearing, crack in tension zone, long crack in

compression zone)

Serviceability Deficiency: The condition is beyond the limits established in condition state three (3), warrants a structural

review to determine the strength or serviceability of

the element or bridge, or both (ex. Free edge bowing behind a compression member, Any

worsening of free edge bowing, plastic deformation)

Bowing

None Minor misalignment due to pack rust or inadequate fill plates up to the thickness of the plate

Misalignment due to pack rust or inadequate fill plates more than the thickness of the plate OR Minor Free edge bowing behind a tension member up to the thickness of the plate

Table 82 ‐ Superstructure Gusset Plates Element Level

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 202

Table 83 – Element Level Superstructure Bearing Devices

Bearings ‐ “ded” ELEMENT LEVEL Condition State Definitions

Defect CS 1 CS 2 CS 3 CS 4

Corrosion

None. Freckled Rust. Corrosion of the steel has initiated.

Section loss is evident or pack rust is present but does not warrant structural review.

The condition warrants a structural review to determine the effect on strength or serviceability of the element or bridge; OR a structural review has been completed and the defects impact strength or serviceability of the element or bridge.

Connection

Connection is in place and functioning as intended.

Loose fasteners or pack rust without distortion is present but the connection is in place and functioning as intended.

Missing bolts, rivets, broken welds, fasteners or pack rust with distortion but does not warrant a structural review.

Movement

Free to move. Minor restriction. Restricted but not warranting structural review.

Alignment

Lateral and vertical alignment is as expected for the temperature conditions.

Tolerable lateral or vertical alignment that is inconsistent with the temperature conditions.

Approaching the limits of lateral or vertical alignment for the bearing but does not warrant a structural review.

Bulging, Splitting or Tearing

None. Bulging less than 15% of the thickness.

Bulging 15% or more of the thickness. Splitting or tearing. Bearing's surfaces are not parallel. Does not warrant structural review.

Loss of Bearing Area None. Less than 10%. 10% or more but does not warrant structural review.

Damage

Not applicable. The element has minor impact damage.

The element has impact damage but does not warrant a structural review

The element has severe impact damage.


Page 203

Superstructure Protective Coating System –“ded” ELEMENT LEVEL

Item ‐ 30. Protective Coating System (PCS)

Type – All


Chalking None Surface dulling Loss of pigment

Peeling/ Curling

None

Initiated, cracking Top coat peeling

Exposure of bare metal

Weathering Steel

Light brown

Yellow orange, localized flaking

Dark brown coloring. Or flaking less than ¼” pieces

Black or flaking more than ¼” pieces

Corrosion None

Light and initiated, freckled rust

Light, large areas of corrosion Heavy, laminating

Effectiveness Fully Substantially Limited Failed, no protection of metal

Comments shall include the existence of obvious workmanship Issues

Table 84 – Element Level Superstructure Protective Coating System


Page 204

Table 85 – Element Level Superstructure Pins/Hangers/Hinges

Pins/Hangers/Hinges ‐ “ded” ELEMENT LEVEL ‐ Condition State Definitions Item ‐ 31. Pins/Hangers/Hinges

Defect CS 1 CS 2 CS 3 CS 4

Corrosion

None. Freckled Rust. Corrosion of the steel has initiated.

Section loss is evident or pack rust is present but does not warrant structural review.

The condition warrants a structural review to determine the effect on strength or serviceability of the element or bridge; OR a structural review has been completed and the defects impact strength or serviceability of the element or bridge.

Connection

Connection is in place and functioning as intended.

Loose fasteners or pack rust without distortion is present but the connection is in place and functioning as intended.

Missing bolts, rivets, fasteners or pack rust with distortion but does not warrant a structural review.

Movement

Free to move. Minor restriction. Restricted but not warranting structural review.

Alignment

Lateral and vertical alignment is as expected for the temperature conditions.

Tolerable lateral or vertical alignment that is inconsistent with the temperature conditions.

Approaching the limits of lateral or vertical alignment for the bearing but does not warrant a structural review.

Bulging, Splitting or Tearing

None. Bulging less than 15% of the thickness.

Bulging 15% or more of the thickness. Splitting or tearing. Bearing's surfaces are not parallel. Does not warrant structural review.

Loss of Bearing Area None. Less than 10%. 10% or more but does not warrant structural review.

Damage

Not applicable. The element has minor impact damage.

The element has impact damage but does not warrant a structural review

The element has severe impact damage.


Page 205

Superstructure Fatigue ‐ “ded” ELEMENT LEVEL Condition State Definitions Item ‐ 32. Fatigue


Fatigue Crack

None Insignificant but should monitor, Repaired or arrested fatigue cracks

Any Initiated or propagated fatigue crack in the compression zone and the total crack length is less than 10% of member depth

Serviceability or Immediate Safety Deficiency: The condition is beyond the limits established in condition state three (3), warrants a structural review to determine the strength or serviceability of the element or bridge, or both. (ex. Any initiated or propagated fatigue crack in tension zone)

o Cracks should be carefully measured and their location and length documented. o Typically the first time a fatigue crack is identified it is CS 3 in the Compression zone and CS4 in the Tension

zone. Table 86 – Element Level Superstructure Fatigue


Page 206

Substructure Scour– “ded” ELEMENT LEVEL

Item ‐ 42. Scour


Exposed Deep Foundation (Piling, Drilled Shaft or Spread footing on rock)

None No piles exposed

Piling or drilled shaft exposed less than 10% of the piling or shaft height (use 1.5’ when no plans exist)

Serviceability or Immediate Safety

Deficiency: The condition is beyond the limits

established in condition state three (3), warrants a

structural review to determine the strength or

serviceability of the element or bridge, or both.

Exposed Spread Footing (or Unknown foundations)

None Less than 12" high More than 12" high, no undermining

Undermining None None or arrested by countermeasures

Minor for deep foundations

Table 87 – Element Level Substructure Scour

Substructure Slope Protection – “ded” ELEMENT LEVEL

Item ‐ 43. Slope Protection (use material guidance when applicable)

CS1 CS2 CS3 CS4

Moderate rutting from drainage. Minor bare soil exposed.

Minor Erosion caused by drainage or channel Evidence of minor or stable foundation settlement.

Major erosion caused by drainage or channel; Evidence of foundation settlement.

Severe Erosion caused by drainage or channel Substructure is threatened

Table 88 – Element Level Substructure Slope Protection


Page 207

Culvert Alignment – “ded” ELEMENT LEVEL

Item ‐ 45. Alignment


Distortion None Minor and stable Tolerable without reducing capacity


Deficiency Settlement None

Arrested or countermeasures exist or Both

Minor

Change None Minor change in 60 month interval

Minor change in a 24 month interval

Table 89 ‐ Element Level Culvert Alignment

Alignment is best detected sighting from the ends toward the opposite end. Inspectors are looking for longitudinal ‘snaking’ in flexible pipes and separation at the joints for rigid pipe/conduit/frame.

Misalignment is often first detected by sighting down a longitudinal seam (when they exist). Or noting water infiltration through precast segments.

Culvert Shape – “ded” ELEMENT LEVEL

Item ‐ 46. Shape

Type – Flexible Culverts Only


Distortion since as‐built

None Between 1 and 6% diameter change from the original shape

7% or more diameter change from the original shape


Deficiency (ex. dip in roadway along with buckling failure)

Table 90 ‐ Element Level Culvert Shape

Shape change is significant in flexible pipe, inspectors are noting the locations of change in cross section.

Culvert Seams – “ded” ELEMENT LEVEL

Item ‐ 47. Seams


Backfill Infiltration, Water Exfiltration

None Minor evidence Minor active, soil visible


Deficiency:

Opening No opening Up to 1/8" opening

Up to 1/2" opening OR cracking at bolt holes less than 1" long

Bolts Sound 1 or 2 missing Between 2‐ 6 missing in a row

Table 91 ‐ Element Level Culvert Seams


Page 208

Culvert Scour– “ded” ELEMENT LEVEL

Item ‐ 49. Scour


Scour None


Exceeds tolerable limits but is less than the critical limits determined by scour evaluation and does not warrant a structural review. Serviceability or

Immediate Safety Deficiency:.

Exposed Spread Footing (or Unknown foundations)

None Less than 12" high More than 12" high, no undermining

Undermining/ Piping

None None or arrested by countermeasures

Minor but stable

Table 92 ‐ Element Level Culvert Scour


Page 209

Channel Alignment – “ded” ELEMENT LEVEL

Item ‐ 51. Alignment

Type – All


Direction As constructed

Minor problems, Misalignment, Angle has changed to now flow against substructure unit

Misaligned , Flow Along wall to expose footing or behind wingwall but structure is still stable

Serviceability or Immediate Safety Deficiency: The condition is beyond the limits established in condition state three (3), warrants a structural review to determine the strength or serviceability of the element or bridge, or both.

Table 93 ‐ Element Level Channel Alignment

Channel Protection – “ded” ELEMENT LEVEL

Item ‐ 52. Protection


Erosion None Minor Advanced Serviceability or Immediate Safety Deficiency: The

condition is beyond the limits established in condition state three



both.

Counter measures

Present Minor damage Undermined, rip rap washed away, structure is still stable

Banks Stable Minor slumping Slumping

Table 94 ‐ Element Level Channel Protection

Materials CS charts may be utilized for further guidance when material deficiencies exist


Page 210

Channel Hydraulic Opening – “ded” ELEMENT LEVEL

Item ‐ 53. Hydraulic Opening

Type – All


% of Debris Buildup Below the ordinary high water elevation

at each substructure unit OR

of the span length blocked by each substructure unit

None Minor debris, or Debris exists but it is not detrimental to substructure unit or channel

Debris is not detrimental to the substructure unit or channel but if left unchecked it may pose a problem before the next scheduled inspection. For Non‐Scour Critical Bridges: Any Debris that IS causing scour.

Scour Critical Bridges: Any Debris that MAY cause scour. For Non‐Scour Critical Bridges: Any Debris that IS causing undermining. Excessive, Debris is causing excessive: drag, turbulence near substructure units, flow accelerating existing scour

Table 95‐ Element Level Channel Hydraulic Opening

History of overtopping: Code 100% in CS 4 if there is a history of overtopping within three years. Code 100% in CS 3 if there is a history of overtopping within the past ten years. Code 100% in CS 2 if there is debris in crossframes with no historical overtopping knowledge.

Channel Navigation Lights – “ded” ELEMENT LEVEL

Item ‐ 54. Navigation Lights, 55. Signs, 56. Sign Supports, 57. Utilities


Light or Sign Functioning Functioning

Functioning, Partially blocked or missing but no exposed wires, problems are not affecting bridge elements or public safety

Obstructed, not visible to intended traffic, missing or broken, exposed wires

Supports Properly anchored and sound

Minor problem, active corrosion, loose joints but no exposed wires or leaks

Loose or missing support element but the utility is adequately supported, problems are not affecting bridge elements or public safety

Broken or missing supports, affecting bridge element of public safety

Encasement Sound Sound with minor problem

Seal broken, cracked, problems are not affecting bridge elements or public safety

Collecting moisture, broken and leaking onto roadway, trail or bridge elements

Fatigue No indications

No indications

There may be some indications of fatigue

Fatigue cracks

Table 96‐ Element Level Navigation Lights, Signs, Sign Supports, Utilities

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