REPAIRS AND REHABILITATION OF BRIDGES

There are five basic types of bridge inspections:

1. Initial inspections.
2. Routine inspections.
3. Event-driven inspections
4. In-depth inspections.
o Underwater inspections and fracture-critical inspections are two types
of in-depth inspections.
5. Special inspections.

Inspection of post-tensioned, grouted, external tendons is an example of a special

inspection.

Initial inspections.

This inspection provides a basis for all future inspections or modifications to a

bridge.

Note initial deficiencies which might not have been present at the time of
construction. Note changes in the condition of the site, such as:

Erosion
Scour

Regrading of slopes
Routine Inspections
Routine inspections are those regularly scheduled, performed, and recorded in
accordance with all the procedures given in code.
Conduct these at least every twenty-four months for most bridges, and every forty-
eight months for some concrete culverts.

Inspection Equipment
The equipment needed for routine bridge inspections usually includes the
following:

Cleaning tools including wire brushes, screwdrivers, brushes, scrapers.

Inspection tools including pocket knife, ice pick, hand brace, bit, and
increment borer for boring timber elements, and chipping hammer.
Visual aid tools including binoculars, flashlight, magnifying glass, dye
penetrant, and a mirror.
Basic measuring equipment including thermometer, center punch, and
simple surveying equipment.
Recording materials such as appropriate forms, field books and cameras.
Safety equipment including rigging, harnesses, scaffolds, ladders, chairs and
a first-aid kit.

Miscellaneous equipment should include C-clamps, penetrating oil, insect

repellant, wasp and hornet killer, stakes, flagging, and markers.
Event-driven inspections
Perform event-driven inspections as a result of collision, fire, flood, significant
environmental changes, or loss of structural support

Prepare a report for each Event-Driven Inspection. Include in the report, at a

minimum, the following:

photos documenting any damage

load ratings verifying capacity after event
channel profiles (when applicable)
repair recommendations
load restriction recommendations (if applicable).

Include all documentation from Event-Driven Inspections in the permanent bridge

inspection record.

In-Depth Inspections
In-Depth Inspections are usually performed as a follow-up inspection to an Initial,
Routine, or Event-Driven Inspection to better identify any deficiencies found.

Underwater Inspections and Fracture-Critical Inspections are both types of In-

Depth Inspection. These are described in more detail below.
Load testing may also sometimes be performed as part of an In-Depth Inspection.
However, load testing for determining bridge load capacity is costly and its results
open to interpretation.
Special Inspections
Special Inspections are performed to monitor new types of structures, structure
details, or materials. A Special Inspection may also be used to help develop an
information database. An example of a Special Inspection is the inspection of the
grouted ducts in externally post-tensioned members of pre-cast segmental type
bridges.
Insptection instrumentation:-
1. Electronic strain gauges for measurement of strains in concrete and steel.
2. Ultrasonic pulse velocity apparatus for detection of cracks in concrete.
3. Rebound hammer of measurement of compressive strength of concrete.
4. Snooper crawler and adjustable ladder.
5. Magnetic detector for measuring thickness of concrete cover and for locating
reinforcement grs
6. Vibration measuring equipment
7. Hydraulic jacks
8. Electrical resistance meter
9. Pachometer to measure the size of steel bars embedded in concrete.
10. Optical microscope with light source to measure the width of cracks on the
surface of concrete.
11.Dial gauges for measurement of deflection of soffits of deck slab and bean
when bridge is loaded.

Ultrasonic pulse velocity apparatus

An ultrasonic pulse velocity test is an in situ nondestructive test to check the
quality of concrete and natural rocks. In this test, the strength and quality of
concrete or rock is assessed by measuring the velocity of an ultrasonic pulse
passing through a concrete structure or natural rock formation. This test is
conducted by passing a pulse of ultrasonic wave through concrete to be
tested and measuring the time taken by pulse to get through the structure.
Higher velocities indicate good quality and continuity of the material,
while slower velocities may indicate concrete with many cracks or voids
Rebound hammer
The hammer measures the rebound of a spring-loaded mass impacting against
the surface of the sample. The test hammer will hit the concrete at a defined
energy. Its rebound is dependent on the hardness of the concrete and is
measured by the test equipment.
Pachometer
A pachometer (covermeter) is used to detect the presence of ferromagnetic
materials (e.g. steel and iron) embedded in concrete. Its primary use is to
determine the thickness of the concrete cover over the steel reinforcement, hence
the name, covermeter. The pachometer operates by generating a magnetic field
and measuring the reaction between the magnetic field and the metal. The
intensity of the response is then related to the location and size of the embedded
material.
Vibration measurement instruments:-
Vibration measurement instruments and vibration analyzers measure,
display, and analyze vibration. Vibration is a simple harmonic motion.
GENERAL ASPECTS OF REPAIRS AND REHABILITATION OF
BRIDGE DECKS
1. Minor Damage:-
Surface cracks developed on the bridge deck due to shrinkage of concrete as a
consequence of temp changes and minor spalling of conc. at edges of structural
conc. Elements are grouped under this category.
2. Moderate damage:
Extensive spalling and cracking of conc. Due to multifarious reasons in a bridge
deck can be grouped under moderate damage.
3. Severe damage:-
Bridge decks damaged severely require a detailed structural analysis and a
design check based on the conditions of damage and the best engineering
assumptions and judgement.
Case study
Rakewood Viaduct-prestressing Bridge
Rakewood Viaduct is a six span continuous viaduct of composite construction
carrying the dual three lane M62 Motorway over a steep-sided valley at a
maximum height of 36m
Introduction
Prone to high winds as well as snow and ice in the winter and carrying a high
proportion of heavy vehicles on a steep gradient, the hard shoulder was to be
converted to an additional climbing lane. A P6 parapet was to be added. The bridge
was assessed to BS 5400 whereas it had been designed to BS 153 and consequently
the live loading had increased. The bottom flanges of the main girders in the
hogging zones over the piers were found to be heavily overstressed.
Weakness
The bottom flanges in the spans between the points of contra flexure were pre
stressed in order to induce a reduction in the hogging moments over the piers.
Strengthening limited
The bottom flanges in the spans between the points of contra flexure were pre
stressed in order to induce a reduction in the hogging moments over the piers.
Strengthening installed
The pre stressing was provided by pre stressing bars. The anchorages for the bars
were HSFG bolted to the bottom flanges and bearing stiffeners were added to resist
induced local vertical forces.
Alternatives considered
It would have been difficult to add bottom flange plating at the piers because of the
obstruction by the bearing stiffeners above and by the bearings below. With self-
weight stresses alone near allowable, adding flange and web plates would have
worked only with jacked unloading.
Prior inspection
A comprehensive prior inspection was carried out in order to measure tolerances
for plate panel and stiffener stability assessment. A thorough check of all welding
was undertaken.
Prior testing
The method is based on earlier American practice. Comprehensive welding trials
were undertaken together with testing of steel quality to guard against brittle
failure. How fasten? By HSFG bolts and welding of 1967 high tensile steel. How
fit? As above. Traffic management No traffic management was required for the pre
stressing which was carried out from hanging scaffolds. Testing afterwards?
Permanent strain monitoring was carried out on the bars during stressing and
thereafter. This ensured adequate pre stress was applied and maintained. Within
programme? Yes. Within costs? Yes. Problems revealed? Prestressing caused
contra-rotation and problems at the end bearings. Anything went badly? No. What
changes if do again? The pre stressing bars are exposed and easily inspected for
corrosion and corrosion protection. However high strength fibre composite tendons
could be considered.