Operation and Maintenance of Bridges

Session 2

Bridge Inspection

Dr J W W Chan

November 2018
Bridge Inspection, Repair and Maintenance

Bridge Inspections

• Inspections are carried out to safeguard the public and to enable the
maintenance of the bridge stock to be planned on a rational basis in a
systematic way

• The aim is to produce a report of the bridge which gives a clear and
accurate description of its condition at the time for comparison with earlier
and subsequent reports and to enable maintenance to be prioritised in a
systematic manner
Bridge Inspection, Repair and Maintenance

The Bridge Inspection Process

3.1 Maintenance Inspection Types
3.1.1 This section describes the five types of maintenance inspection
that should be used for highway structures;
these are:
a. Safety Inspection;
b. General Inspection;
c. Principal Inspection;
d. Special Inspection;
e. Inspection for Assessment.

3.1.2 The overall purpose and format of each type of inspection are
described. The required frequency of inspection and/or initiating event
is also described with additional requirements set down by the
Overseeing Organisation (see Annexes A to D).

3.2 Competence of Inspection Staff

Competence of all inspection staff shall be managed in accordance
with the competence management system of the Inspection
Organisation, developed under the general provisions of GD 2 and
BS EN ISO 9001.

Source: BD 63/17, HIGHWAYS ENGLAND

Bridge Inspection, Repair and Maintenance
In general there are 5 types of maintenance inspections
• Safety Inspection : The purpose of a Safety Inspection is to identify
obvious deficiencies which represent, or might lead to, a danger to the
public and, therefore, require immediate or urgent attention.

• General Inspections : The purpose of a General Inspection is to

provide information on the physical condition of all visible elements on a
highway structure. A General Inspection comprises a visual inspection
of all parts of the structure that can be inspected without the need for
special access equipment, or extensive traffic management
arrangements. General Inspections shall be scheduled for 24 month
intervals.

Source: BD 63/17, HIGHWAYS ENGLAND

In general there are 5 types of maintenance inspections

• Principal Inspection: A Principal Inspection comprises a close

examination, within touching distance, of all inspectable parts of a
structure. This should include adjacent earthworks and waterways
where they could affect the behaviour or stability of the structure. A
Principal Inspection should utilise as necessary suitable inspection
techniques, access and/or traffic management works. Suitable
inspection techniques that should be considered for a Principal
Inspection include hammer tapping to detect loose concrete cover
and paint thickness measurements. Testing is not a requirement
for a Principal Inspection. Principal Inspection intervals determined
through risk assessment shall not exceed twelve years.
• Special Inspections : carried out when a need is identified.
• Inspection for Assessment : provide information required
to undertake a structural assessment. BD 21 provides
guidance on undertaking an Inspection for Assessment and
recommends that these be done in conjunction with a
Principal Inspection.
Source: BD 63/17, HIGHWAYS ENGLAND
Bridge Inspector Certification Scheme (NHSS31)

Lantra on behalf of the UK Bridges Board and the Transport

Infrastructure Ireland (formerly the National Roads Authority
Ireland), supported by the Bridge Owners Forum is pleased to
announce a new international certification scheme developed for
bridge inspectors.

It will run in the UK as one of the widely used National Highway

Sector Schemes, and has the full support of the Department of
Transport. It will be adopted in Ireland with support from the
Department of Transport, Tourism and Sport.

Source: BD 63/17, HIGHWAYS ENGLAND

Reliability of Visual Inspection of highway structures

Automated Inspection of Highway Structures

2008/2009, Transport Research Laboratory, UK
Department of Transport, Ohio, US (ODOT)
3D Laser Scanning for Bridge Inspection

What is LiDAR?

• LiDAR, Light Detection And

Ranging, is a remote sensing
method that uses pulsed laser light
to examine terrain and generate
precise, three dimensional (3D)
information regarding surface
shape and characteristics.

• LiDAR allows transportation

agencies to capture and collect
vast datasets more quickly,
accurately and safely when
compared to traditional survey
methods.
Impact Damage USA
Impact Damage USA
Impact Damage China
A floating crane being towed by a tug
struck the Kap Shui Mun Bridge in Hong
Kong on 23 Oct 2015, temporarily blocking
access to the airport on Lantau Island.

Source: http://www.vertikal.net/en/news/story/24083/
Fire Damage UK
• Far greater in number are incidents resulting from vehicle fires, the
majority of which have a minimal impact to the structural integrity of
the network. One example that did was a HGV fire at Oaklawn Bridge
on the M25 in Surrey in February 2003. The fire Highways Agency
Initial Fire Risk Audit Report NOT PROTECTIVELY MARKED Page 7
started from the HGV striking a bridge column, which required the
column to be replaced and repairs needed to the bridge deck. The
M25 was closed in the aftermath of the fire, with extended restrictions
imposed to protect the temporary propping for the damaged column
whilst repairs were undertaken.

• This inspection regime includes a requirement to note any deficiencies

at or near the structure, which would include hazards on land either
beneath or adjacent to the structure. This could include potential fire
hazards.

Source: UK Highways Agency Initial Fire Risk Audit Report, 2011

Fire Damage USA

On April 29, 2007, the Interstate 580 in

Oakland, California collapsed from a fire
started by a gasoline tanker truck which
crashed on the interstate. The interstate
collapsed after about 19 minutes of burning.
Re-use of fire damaged steel

An often quoted general rule for fire affected hot rolled structural steels is
that if the steel is straight and there are no obvious distortions then it is
probably still fit for use. At 600°C the yield strength and stiffness of steel is
equal to about 40% and 30% respectively of their room temperature
values; it follows therefore that any steel still remaining straight after the
fire and which had been carrying an appreciable load was probably not
heated beyond 600°C, will not have undergone any metallurgical changes
and will probably be fit for re-use.

Source :J. Dowling, Fire damage assessment of hot rolled structural steel-work: Re-use of re damage steel," 2013, BCSA.
However in practice it is recommended that, in all instances, some
hardness tests should be carried out. For grade S275 steel, if the ultimate
tensile strength resulting from the tests is within the range specified in the
table, then the steel is probably reusable. For grade S355 steel additional
tensile test coupons should be taken from fire affected high strength steel
members when hardness tests show that:

•there is more than 10% difference in hardness compared to non-fire

affected steelwork, or
•hardness test results indicate that the strength is within 10% of the
specified minimum.
Fatigue
The composite action between the steel deck
plate and the surfacing on orthotropic bridge
decks is an important aspect of the performance,
in particular because the stiffness of the combined
unit helps to reduce strains in the welded
structure as well as in the surfacing, which results
in a longer life time.

Source: Pubic Works Research Institute, Japan

Inspection - CCTV
Identifying Defects – Concrete Bridges
• To identify, assess and quantify the defects to a concrete structure a
testing regime should be established that may include number of the
following tests:-
– Defect survey
– Rebound hammer
– Core testing
– Crack movement measuring
– Ultrasonic Pulse Velocity
– Cover meter survey
– Half-cell potential survey
– Chloride content testing
– Carbonation testing
– Resistivity testing
– Boroscope/Endoscopes investigation
Identifying Defects – Steel Bridges
• Steel structures are subject to corrosion unless adequate protection is
provided

• Modern paint systems are effective and long lasting

• Regular inspections are required to assess the rate of deterioration of

the system

• Remedial measures can then be prioritised i.e. the most suitable time
to patch paint or a full repaint

• Paint surveys are normally carried out by specialist paint technologist

especially where the failure is premature or widespread

• Cracks on weld and parent metal

• Deformation on steel plate

Identifying Defects – Steel Bridges

• Testing to steel bridges should initially commence with a close

visual defect survey to following elements:-
– Bolts
– Welds
– Plates
– Coatings
– Corrosion
– Wear

• Testing to steel bridges should involve NDT techniques

• However in some instances samples may need testing at a
laboratory
Bridge Inspection - Monitoring

• When certain defects are identified that do not cause an immediate

safety implication to either the structure or the public monitoring the
defect over a period of time is an appropriate action

• By repeated observation or testing, measuring the rate of development

of the defect can determine the optimum time to repair

• Monitoring intervals are not absolute and are a matter of engineering

judgement

• Monitoring is often used when budgets are restrained

Bridge Inspection - Reporting
• The reporting system is of major importance

• Standard reporting forms are generally used

• The reports should be supplemented by sketches, measurements,

photographs and test results where appropriate

• The whole picture of the bridge should be identified

• The report summary should contain the following information :-

– Classification of defects
– Remedial action
– Prioritisation of remedial works
– Programming of remedial works
– Budget costs
Bridge Inspection - Reporting
• Bridge Maintenance Systems (BMS) that are databases are now used to
record the inspection information
• A BMS stores the asset inventory including
– Structure ID
– Location, no. of spans, dimensions, obstacles crossed
– Material
– Construction data
– Services carries
– Etc
• On the BMS all the new inspection data downloaded:
– Inspection, condition and performance data
– Element condition data on the severity, extent and priority of
defects recorded during inspections
– Results of testing and monitoring
– Performance indicator scores
Bridge Inspections - Safety
General
• Be familiar with your companies/ employers Safety Plan
• Comply with all standard safety procedures within the Safety Plan
• Prepare an inspection “Method Statement”
• Prepare an Inspection “Risk Assessment”
• Consult all relevant authorities
Traffic Management
• To be strictly in accordance with the “Code of Practice for the
Lighting Signing and Guarding of Roadworks” produced by the
Highways Department of Hong Kong
• To be of high quality
• Traffic management layouts to be agreed with the local police,
highway authorities and Transport Departments
• Traffic counts may often be required
Bridge Inspections -
Safety
How can minimise the risk of traffic accident?

One of the method is to minimise the number of temporary traffic

arrangement. But how to do?
High Risk Structural Components for Tunnel Operation

Lessons learning in ceiling collapse:-

Case Study 1:

•Ceiling Collapse in Sasago Tunnel on the Central Expressway in

Yamanashi Prefecture, December 2, 2012
 Bridge and Structures Division, National Institute for Land and
Infrastructure Management (NILIM), Ministry of Land, Infrastructure, Transport, and
Tourism (MLIT). 1 Asahi, Tsukuba, Ibaraki 305-0804, Japan
In the 35 years after the tunnel went into service, the ventilation system
was tuned on and off 200,000 times or more and the ceiling adhesive
bolts were subjected to repeated stress amplitudes in addition to dead
loads. Furthermore, the reaction forces of the ceiling adhesive bolts are
assumed to have fluctuated by the winds and negative pressures every
time when a large vehicle passed by.
Committee’s Recommendations

1) Existing suspended ceiling panels fastened with adhesive bolts which are
subjected to sustained pulling force should be removed, if possible.

2) If the bolts will be left in place, backup structures and members should be
installed.

3) Until the above two measures have been completely implemented, monitoring
should be enhanced, including inspection frequency.

4) Hands-on inspection (close visual inspection, hammering, and hands-on

palpation) is supposed to be performed for all adhesive bolts subjected to
sustained pulling force, and tensile load testing should be performed for a
number of samples.

As a rule, the use of adhesive bolts should be avoided at points such as tunnel
ceiling panels which are subjected to sustained pulling force, until a certain degree
of knowledge has been built up regarding long-term durability performance.

Bridge and Structures Division, National Institute for Land and

Infrastructure Management (NILIM), Ministry of Land, Infrastructure, Transport, and
Tourism (MLIT). 1 Asahi, Tsukuba, Ibaraki 305-0804, Japan
Transportation Research Board’s comment:

Investigation of the Tunnel Ceiling Collapse in the Central Expressway

in Japan, 2014, Transportation Research Board, US
Case Study 2:
Prohibit the use of adhesive anchors in
sustained tensile-load overhead highway
applications where failure of the adhesive
would result in a risk to the public until
testing standards and protocols have been
developed and implemented that ensure
the safety of these applications. (H-07-16)
Long-gauge Fiber Optic Sensor for Inspection of Tunnel Ceiling Panel

Digital Image Processing for Inspection of Tunnel Ceiling Panel

The Corrosion of Prestress
The corrosion of prestress can be divided into three main type:-

• Electrolyic corrosion (rust, small pits, generalized corrosion, etc.)

• Stress corrosion

• Hydrogen embrittlement corrosion

Experience shows that problems due to corrosion are distributed

randomly.
Stress Corrosion
LCPC show that stress corrosion appears primarily
in quenched hot rolled wires, and more often in such
wires containing more than 0.1% of Cu. This type of
prestressing steel was used from 1950 to 1965.

Stress corrosion also induced by the decomposition

of bacteria / organic compound, such that acidic /
aggressive attack to the metallic elements (i.e. Cu,
etc.). Generally, fine transverse cracks will appear
on the surface of steel wire.
Hydrogen Embrittlement
Also LCPC note that the hydrogen embrittlement
type of corrosion has never been found in any of
the surveys on French bridges. Likewise no fatigue
fractures of tendons or wires have so far been
discovered in existing prestressed concrete
structures.
The Methodology of Diagnosis recommended by LCPC

The investigations mainly based on non

destructive techniques, but also on partially
destructive techniques.

Stage 1: Analysis of the bridge records

Stage 2: Detailed inspection of the bridge

Stage 3: Investigation (Level N1 to N3)

Stage 1: Analysis of the bridge records

• Construction year
• Design assumptions & calculation hypotheses
• Post tensioning kit and type of unit
• Grout composition
• Grouting method used and incidents of injection
 Stage 2: Detailed inspection of the bridge

• Preliminary analysis of the risk and especially to

evaluate the risks of defects of integrity of the
tendons, for example:

- transverse cracks starting from the bottom part

of the beam & generally going up in the web
- longitudinal cracks following the tendons in the
webs / flange
- traces of water circulation in the cracks
- detachment of sealing behind anchorages of
prestressing
Stage 2: Detailed inspection of the bridge
Stage 3: Investigation

The investigation mainly based on non destructive

techniques, but also on partial destructive techniques
are graded according to 3 levels N1 to N3.
Level of Investigation N1

This level allows to evaluate the quality of

grouting of the prestressing ducts. This
evaluation is done by gammagraphy or
radiography examinations which make it
possible to detect:-

•The presence or the lack of grout

•The conformity of the layout of the ducts
•The possible presence of wire or strand failures
•The conformity of the reinforcement
Investigation of Pre-stressing Tendons

• Internal

• External
NDT Using Gamma-ray
GAMMA-RAY MEASUREMENTS IN A PT GIRDER
NDT Using Remanent Magnetism Method (RM-method)

The magnetic field of the tendons is measured at the

concrete surface, once they have been pre-magnetized
with an electromagnet. Fractures produce
characteristic magnetic leakage fields, which can be
measured with appropriate sensors at the concrete
surface.
NDT Using Pulse-echo Test
NDT Using Magnetic Flux Leakage (MFL)

The magnetic flux leakage NDT of a PT tendon is

based on introducing a static magnetic field in the
tendon and monitoring changes in the field due to
the presence of corrosion or fracture in the tendon.
Level of Investigation N2

This level allows to evaluate the qualitatively the prestress

by opening access ports in order to inspect the state of
the tendons. In particular, it allows to examine the type of
corrosion. It also makes it possible to take samples of
grouts, water, sheath, wires, strands, rust, etc., for the
purpose of laboratory analysis.

The opening of windows also allows to detect a possible

diminution of tension in the wires or strands.

If the results show stress corrosion, or a corrosion

generalized on at least 5 to 10% of the prestress, or if the
analysis of the materials shows risks of corrosion, then it
recommends to pursue to level N3.
Level of Investigation N3

This level aims at assessing the residual load

carrying capacity of the bridge by practising
various testing methods of the prestress and the
structure, in order to recalculation of the bridge.
Measurements

Crossbow Method Stress Relief Method

Principal of the test with a crossbow

Example for:

The diagnosis, on the pretensioning part, required the following

steps:-

- identification of existing cable routes,

- selection of representative areas for crossbow testing,
- window opening to uncover the cable,
- conducting test with crossbow
Slotstress
Acoustic Monitoring

The acoustic monitoring can also be used to

survey a prestressed structure and to listen to
the elementary wires or strands failures. If it
does not provide directly useable results to
assess a load carrying capacity, it however
allows to confirm the existence of a prestress
damage by corrosion and to follow it with time.
Cadettenkamp Viaduct, Netherland (upper), Kortrijk Bridge, Belgium (lower)
Half-joint monitoring is also ok for concrete fracture monitoring
 Hammersmith Flyover,
west London

Source: Hidden defects in bridges guidance for detection and management, CIRIA
Source: Transport and Research Board, National Academy of Science, USA
How to prevent this problem ?
Source: International Federation for Structural Concrete fib -
féderation internationale du béton
 Corrugated Plastic Duct

Corrugated Metal Duct

Corrugated Plastic duct and coupler with vent

SECTION 960
POST-TENSIONING COMPONENTS

960-2.2.1.1 Internal Duct (Corrugated Plastic):

(a) PT systems used for tendons internal to
concrete shall use corrugated polypropylene
plastic material except where steel pipe is
required.
 Galvanized Duct Corrosion with Severe Pitting

Source: Texas Dept. of Transportation in coordination with FHWA

by the Center for Transportation Research, The University of Texas at Austin, USA
• Superiority of plastic ducts was evident. Strand encased
in plastic ducts showed only light corrosion and
discoloration. Specimens with plastic duct had the best
overall performance (quantified in terms of strand, mild
steel and duct corrosion).

• Galvanized steel duct was corroded in all specimens.

Severe corrosion and large duct destruction was
observed in dry joint specimens. Such corrosion was
often centered on the dry joint. Epoxy joint specimens
showed moderate to severe duct corrosion. The corrosion
was often centered away from the joint.
Occurrence of hydrogen for galvanized pipe (sheath) could arise
because:-

1.The two components are most likely in electrical contact;

2.The galvanized zinc layer is electrochemically active to the
prestressing steel such that the cathodic hydrogen reaction will occur
at the latter component;
3.Concrete, particularly when it is plastic, serves as an electrolyte.

Recommendation

The possibility of hydrogen embrittlement of prestressing strand in

prestressed concrete voided piles fabricated using galvanized pipe
cannot be discounted. Recognizing that alternative materials to
galvanized pipe are available and that there have proven satisfactory,
it is recommended that galvanized pipe not be used in this application.

Source: FDOT Research Report No. FL/DOT/SMO 04-477

Another reason: the corrugated metal sheath cannot provide
a permanent leak tight barrier (fib Bulletin 33 refers).
 Electrically Isolation Tendons (EIT)
• Electrically isolated tendons with plastic ducts for internal grouted post-
tensioning were developed since 1993 in Switizerland. This new generation
of tendons offers enhanced corrosion protection of the steel strands and the
possibility to monitor the corrosion protection by simple non-destructive
measurements (electrical impedance) during the bridge service life.

• Electrically isolated tendons also permit monitoring of the quality of the

encapsulation of the tendons - thus for the first time a quality control and
long-term monitoring of the tendons, the important load-bearing parts of a
structure, became possible.