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ODOT Manual of Bridge Inspection 2014 v8
Condition Rating Inspection
Field Manual (Chapters 7 & 8)
Page 107
Chapter7:FieldEvaluationThe importance of keeping public vehicular traffic safe and the inspector team safe in and around the
bridge site and the speed of mitigating or reducing unsafe bridge conditions should not be diminished in
light of assigning correct condition ratings or element level ratings. The primary and first envelope of
ascertaining bridge maintenance needs and condition ratings for the safety of the
traveling public is through the inspectors’ visual assessment. Bridge inspectors who
require prescription bifocals for driving or operating machinery shall use bifocals
when performing bridge inspections.
If an item is buried, hidden or is not visible, the condition shall be assessed based on
destructive and nondestructive testing or indicators in the materials covering the
surfaces. Allow the indicators to influence a lower condition rating when the unseen
item is directly affected.
When documenting deficiencies and assigning appropriate condition ratings the
inspector must answer three important questions regarding the bridge:
Public Safety?
Bridge maintenance and repair needs must be effectively identified through early detection in
order to safeguard the traveling public and minimize repair costs.
What changed?
The inspectors’ role is to provide thorough inspections identifying bridge conditions and defects.
Ratings will be downgraded when the item changes from the original as‐built condition not only
since the previous inspection but through the structures’ history. Rapid degradation will require
increased scrutiny.
Is the structural capacity affected?
The controlling structural elements primarily serve to transfer the bridges’ self‐weight and the
traffic live load into the earth. The load path must have a safe and predictable route and
available redundancy through the entire bridge. When this load path is compromised the
condition of the overall item will be downgraded. The fact that a bridge was designed for less
than current legal loads and may be posted will have no influence upon condition ratings. For
Figure 60 ‐ Bifocals required
Page 108
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.
Page 109
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.
Page 110
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
Page 111
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
Page 112
b. Channel protection is the protected embankment of the stream both upstream and
downstream.
c. Approach Embankment is the sloped earth up to the roadway generally behind the
wingwall. For culverts it includes the portion of earth above the structure or “fill”.
Inspection Walking Limits
The Bridge Inspection includes all items within limits of the bridge and how the surrounding
environment influences the structure, the maintenance needs and the safety of the traveling public.
Upstation and Downstation
Bridges not under fill:
The walking limits, at a minimum, include portions of the approach on each end (forward and rear) of
from the bridge to the furthest of:
Twice the length of the Approach Slab
Relief Joint
Thirty feet
Bridges under Fill i.e. Culverts:
Walking limits and Approach ratings shall, at a minimum, include the furthest of the following distances
on each side (forward and rear) of the culvert:
Length Equivalent to the Clear span or
Length Equivalent to the Depth of fill
Additional distances may be included, on a case‐by‐case basis, at the discretion of the inspector in cases
where fill, vaulted or embankment material was added that directly impacts the structure.
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Left and Right
The minimum walking limits include a distance from a point upstream to a point downstream that shall
include the following:
Within the influence of the structure (a distance equal to the elevation difference between
the stream bed and the roadway)
One‐hundred feet Upstream and Downstream from the bridge centerline where a history
of hydraulic concerns (scour, Channel misalignment, debris fields etc) exist
Beyond the walking limits, visually sight a reasonable distance upstream and downstream to note any
hazards or potential hazards in the maintenance needs and comments accordingly but inspectors
need‐not include them in the numerical rating. Observations during low‐flow periods, probing for
signs of undermining or substructure deterioration or both should be done during all routine
inspections.
FieldReport
A completed Bridge Inspection Field Report is a legal document. It may be used by an inspector to
complete either an element level inspection or a condition rating inspection. Each bridge, at a
minimum, must be inspected in accordance with the procedures in this manual:
A qualified Team Leader is at the bridge at all times during each initial, routine, in‐depth,
fracture critical member and underwater inspection
Condition codes are correctly assigned
All notable bridge deficiencies are identified, and
Condition codes are supported by narrative that appropriately justifies and documents the
rating or condition state assignment.
People, who sign inspection reports or forge SMS approvals without meeting the minimum NBIS
qualifications or the minimum qualifications in this manual, may be subject to prosecution for
forgery or fraud under section 2921.11 of the Ohio Revised Code or other applicable state or federal
laws.
Page 114
Figure 66 ‐ Bridge Inspection Field Report
Page 115
Figure 67 ‐ Field Report
Page 116
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.
Page 117
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
Page 118
Common “Advanced” Deficiencies Settlement ‐ Exceeds tolerable limits depending on component, activity and if it is measurable or
unstable change. Examples include: continued unrepaired settlement, More than 1” vertical for
approach slab ends for high speed routes.
Scour ‐ Exceeds tolerable limits, for example unprotected sides of spread footing, loss of bearing
capacity, undermining, 1/3 or more of the front row of piling exposed piling.
Distortion ‐ Exceeds tolerable limits, for example distortion or buckling that is localized and warranting a
structural review.
Section Loss
Flexure or Bending Members
Steel Web –
In the shear zone: Corrosion hole (in any interior beam OR fascia beam if the bridge is
horizontally curved or if the fascia beam is one of 2 or 3 beams total). Corrosion holes
behind a web stiffener or behind the bearing are not considered “advanced”
In the shear zone: Deep section loss more than 50% of web depth for an area above the
bearing 8” high and 18 X the web thickness wide (in any interior beam OR fascia beam if the
superstructure is non‐redundant or horizontally curved)
Steel Flange –
Section loss of the flange cross section more than 1/4 of flange in the maximum negative or
positive flexure zone (for “zone” longitudinal length use 1/3 of span length)
Steel Axial Members
Truss Members
Corrosion holes OR section loss reducing any one cross section by more than 10% average
Steel Bents (including bents with steel columns without reinforcing cages)
Corrosion holes in 3 piles OR
Missing steel sheath around ½ of one pile OR
Overall thin metal in 3 consecutive piles
Corrugated Metal Pipe ‐Perforations or overall thin metal which allows for an easy puncture
with chipping hammer throughout invert with roughly 20% of structure affected
For Reinforced Concrete ‐ Exposed steel with more than 10% reduction in cross section or 360 exposure in at least four adjacent primary reinforcing bars in any maximum flexure zone.
For Noncomposite Prestressed Concrete Box Beam ‐ More than ¼ prestressing strands exposed
in one transverse plane (including strands not visible but adjacent to deteriorated concrete such
as saturated, delaminated or cracked) in one box with the neighboring beam in similar
condition.
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Inspection Comments
The inspector must utilize sound judgment in assigning the appropriate numerical rating. The rating an
inspector assigns should be related to the actions required. Quantitative Comments, sketches or photos
are required and must be made available for future inspections for items coded with a Condition Rating
of 5‐Fair or worse. A different inspector in subsequent inspections should be able to successfully find,
quantify, rate and determine obvious change in degradation based on the inspection comments
provided by the previous inspector. Naturally expect the amount of comments, photos, documentation
and inspection time to increase as the structure degrades. All comments must be free of hearsay and
generalities outside of objective justification for the numerical ratings
CodingtheSafetyFeatures
Approach Safety Features If any one corner is not standard then the rating shall be not standard or “0”.
Item ‐ Safety Feature
Type – N36B)‐Transition, N36C)‐Guardrail, N36D)‐Termination
Code each of the three items with a 0, 1 or N appraisal item as it compares to current acceptable
standards as established by ODOT or the most recent crash‐worthy standards. See Appendix. Coding
Safety Features (36.A, B, C & D) for additional guidance.
0 ‐ Inspected feature does not meet current acceptable standards or a safety feature is required
and none is provided.
1 ‐ Inspected feature meets current acceptable standards (ODOT).
N ‐ Not applicable or a safety feature is not required.
36B 36D 36C
36A
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36B: Transition ‐ The transition is required to change the safety feature from the relatively flexible
guardrail system to the rigid bridge rail. Methods to stiffen a transition include increased post spacing,
nesting of guardrail, and embedding the post base in concrete.
Figure 68 ‐ Safety Feature Approach Rail and Transition
36C: Guardrail –The guardrail system is designed to screen motorists from hazards beneath the bridge
and hazardous roadside features on the approach to the bridge. These hazards include the approach to
the bridge if they are steeper than 4:1, trees larger than 4‐inches in diameter, large signs and other
permanent structures. Note that wood blocks are no longer allowed to meet the TL3 requirement and
the height to the top of the guardrail is very important.
36D: Termination – –The end treatment protects and shields the motorists from the guardrail itself.
Most guardrail end treatments are designed to gate, meaning they will allow a vehicle to pass through if
struck at an excessive angle. Others include impact attenuators, sand filled barrels and non‐gating
impact attenuators.
Figure 69 ‐ Safety Features Approach Rail and Termination
Page 121
Deck Safety Feature If any rail is not standard then the rating is not standard or “0”.
Item ‐ Safety Feature
Type – 36A) Bridge Rail
Code this item with a 0, 1 or N appraisal item as it compares to current acceptable standards. All
approved rails are tested in accordance with the Manual of Assessing Safety Hardware (MASH) and meet
one of six Test Levels (TL) base on the speed and type of facility carried by the bridge.
NHS routes are typically required to have a TL3 bridge barrier at minimum. See Appendix. Coding
Safety Features (36.A, B, C & D) for additional guidance
Code Description
0 ‐ Inspected feature does not meet current acceptable standards or a safety feature is required
and none is provided
1 ‐ Inspected feature meets current acceptable standards (ODOT)
N ‐ Not applicable or a safety feature is not required (i.e. culverts)
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Coding the Operational Status
Item ‐ 41. Operational Status
The operational status of the bridge should be coded using the following:
"A" Open, no restriction
"B" Open, posting recommended but not legally implemented (all signs not in place)
Inspectors shall verify that the restriction signing is clear at the bridge site and correctly
represented in the inventory. When the necessary signs are not in place or the posting
recommended in the inventory by the load rating engineer is less than the actual field
conditions i.e., no signs exist when a posting is recommended or the posting in the field
does not match with the inventory (a B shall not be used if the sign is non‐compliant
with the OMUTCD), the inspector shall ensure proper action is taken as soon as possible.
Inspectors shall code the Operational Status “B” and the weight restriction signs shall be
remedied at the bridge site no later than 90 days from the date of discovery. It will be
the responsibility of the Program Manager to verify that posting signs are in place and
the inspector will update the Operational Status at the next regularly scheduled
inspection.
“C” Under construction with portions of the bridge open to traffic (ex. half‐width construction)
"D" Open, would be posted or closed except for temporary shoring, etc. to allow for unrestricted
traffic
"E" Open, temporary structure in place to carry legal loads while original structure is closed and
awaiting replacement or rehabilitation.
"G" New structure not yet open to traffic
"K" Bridge closed to all traffic
"P" Posted for load‐carrying capacity restriction (may include other restrictions)
Load Posting Signs: Verify that the Load Rating Sign matches the posted signage.
Bridges on State Routes are posted based any of the four Ohio Legal Loads Operating
Rating is less than 100% (after rounding). Inspectors are to compare with the inventory
with the field conditions and ensure the inventory is the same as the field condition.
"R" Posted for other load‐carrying capacity restriction (ex.NO TRUCKS, Signage
indicates a Speed reductions or the number of vehicles on the bridge to
reduce impact to the structure).
"X" Bridge closed for reasons other than condition or load‐carrying capacity.
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Coding the General Appraisal
Item ‐ General Appraisal
The GA is the lowest rating of either the
SUPERSTRUCTURE SUMMARY SUBSTRUCTURE SUMMARY SUPPLEMENTAL SUMMARY
OR CULVERT SUMMARY
The general appraisal will be based on the existing condition of the bridge as compared to its as‐built
condition. The load carrying capacity will not be used in evaluating condition items. Portions of bridges
that are being supported or strengthened by temporary members will be rated based on their actual
condition, i.e. the temporary members are not considered in the rating of the item. The fact a bridge
was designed for less than current legal loads and may be posted will have no influence upon ratings.
Team Leaders: At least one NBIS Team Leader must be at the bridge for the duration of every field
inspection and only qualified NBIS Team Leaders may sign an inspection form. Inspections shall be
performed on each bridge on an annual basis with the time between inspections no greater than 18
months. If the inspector is a registered professional engineer a review by another P.E. will not be
necessary if the Inspector has a P.E. license and satisfies the definition of an NBIS Team Leader. The
inspector is to fill in the date of the inspection as the last day they were in the field. It is imperative for
the Team Leader to communicate findings that threaten the safety of the traveling public to the public
entity who is responsible for maintaining the structure. This may include communication above and
beyond the normal inspection‐report review process.
Reviewers: Only qualified NBIS Program Managers with a PE (Reviewers) may sign an inspection report
as a reviewer. Reports must be approved into SMS within 90 days after the field inspection for NHS and
state structures, and within 180 days (except for NBIS NHS bridges) for county, municipal and local
structures. A reviewer must be a professional engineer registered in the State of Ohio and satisfy the
minimum NBIS Program Manager qualifications. The reviewed date must always be after the inspection
date. At a minimum reviews serve to:
Maximize uniformity
Delegate maintenance needs
Communicate programming needs
Establish items to monitor
Ensure compliance
Perform Quality Control
Manual of Bridge Inspection 2014
Page 125
Chapter8:AssigningConditionRatingstothe1‐4ItemsThe Bridge Inspection Field Report is a document that may be used to complete either an element level
inspection or a condition rating
inspection. The following report has
the condition rating boxes highlighted
blue. All ratings in orange are
required, when the item exists on the
bridge, for both an element level and
condition rating inspection.
Condition Rating Materials
In order to expand upon the 9‐0
“Condition Rating Guide” table and the
“Advanced” definitions in Chapter 7
the following Material Specific
guidance shall be followed when
coding either the 1‐4. The worst 1‐4
bold box should correlate with the 9‐0
Summary rating. Most deficiencies are
material‐based and these tables will be
beneficial. Those components with
non‐material deficiencies or more
specific guidance are denoted with a “ded” on the field report. The charted guidance for these items
follows the material guidance. The seven material types include: Reinforced Concrete, Wearing Surface,
Structural Steel, Prestressed Concrete, Timber, Masonry & Mechanically Stabilized Earth.
Manual of Bridge Inspection 2014
Page 126
Reinforced Concrete Cracking: Knowing the extent of cracking gives an indication of how much water and chlorides are able to
penetrate into the concrete. On tined concrete decks or overlays, it may be difficult to see cracks. The best
time to see cracks on tined decks is soon after a rain (though this is not always practical). As a deck dries out,
cracks will remain wet longer than the deck surface and thus appear as dark lines against the lighter colored,
dry deck. Consideration may be used for raising a rating when a crack is retrofitted or dormant. Types of
cracks commonly encountered include the following:
o Transverse flexural cracks (structural) due to negative bending will most likely appear over the piers of
continuous superstructures or in the midspan of slabs.
o Shear Cracks (structural) will most likely be adjacent to supports.
o Longitudinal flexural cracks (structural). These are caused by negative bending of the deck over the girders
or beams.
o Longitudinal reflective cracks (structural) may appear along the joints of adjacent prestressed box beams.
This cracking is caused by differential beam deflection.
o Temperature and shrinkage cracks (non‐structural). This map/pattern will be apparent on most concrete
decks and overlays.
o Transverse reflective cracks (non‐structural) may appear adjacent to an expansion joint. These cracks
suggest that the joint anchorage hardware is beginning to fail.
Spalls and Delaminations: Delamination or spalling of the concrete is not necessarily an indication of poor
concrete quality or of structural issues. It usually indicates that chlorides and moisture have migrated through
the concrete and attacked the reinforcing steel. As the reinforcing steel corrodes, it increases in volume which
tends to push the concrete away from the steel. When the corrosion forces caused by this steel expansion
exceed the tensile strengths of the concrete, the concrete starts to delaminate or separate from the surface. A
hollow sounding surface when tapped with a hammer or steel rod indicates a delamination which often results
in a spall. The amount of time for this to occur depends on the porosity or permeability of the concrete, the
depth of resteel and the prevalence of moisture and chlorides.
Manual of Bridge Inspection 2014
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Reinforced Concrete – Condition Rating Definitions 1‐4 9‐0 Summary % Spalling,
% Pothole or % Asphalt Patch % Saturation or % Delamination and Cracking
1‐Good 9‐Excelent No signs of distress, no discoloration
8‐Very Good Isolate, Minor Minor, no rust staining
7‐Good Up to 1% * Up to 5%, Minor, no rust staining Minor problems, hairline cracking with isolated leaking, isolated efflorescence.
2‐Fair 6‐Satisfactory Up to 5% *, Stub Abutments: up to 4" deep spalling for less than 1/2 of the bridge width
Up to 10% Minor cracking with leaking, efflorescence and isolated rust staining. Map cracking combined with areas of saturation. Minor differential settlement
5‐Fair Up to 10% with exposed steel, Stub Abutments: may have up to 4” deep spall for more than ½ of bridge width.
Up to 20%, Stub Abutments: may have 100% saturation with full width delaminations with a few exposed vertical bars Cracking with moderate leaking and buildup of efflorescence and widespread rust staining. Structural cracking with moderate, stable rotation or settlement
3‐Poor 4‐Poor More than 10% Areas should include Advanced section loss to reinforcing
More than 20% Advanced cracking with heavy buildup, leaking, efflorescence and rust staining.
3‐Serious 4‐Poor. . . And Local Failures Possible (ex. precursor to through‐hole
4‐Crit ical
2‐Critical 3‐Serious. . . And Unless closely monitored it may be necessary to close the bridge or lane(s) until corrective action is taken
1‐Imm Failure 2‐Critical. . . And Major deterioration is affecting stability. Bridge or lane(s) shall be closed to traffic but corrective action may put bridge back into light service
0‐Failed . . . And Out of service ‐ beyond corrective action
*Slab‐Type Superstructures with one transverse section of more than 1/3 of the bridge width or primary bars exposed shall be coded no better than a "5‐Fair".
Table 35 ‐ Condition Rating Material: Concrete
Manual of Bridge Inspection 2014
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Wearing Surface – Condition Rating Definitions (Use steel material guidance for the Stay in place forms filled with asphalt)
1‐4 Span.
Distress Potholes, Cracks, Ruts, Delaminations (Asphalt patches in Concrete overlay)
Rideability
1‐Good
None Smooth
Isolated, Minor cracking Minor isolated rutting
Smooth
1% distress, minor rutting No bounce,
2‐Fair 1‐10% distress isolated traffic bouncing
10‐15% distress (2‐5% asphalt patches on rigid concrete overlay)
traffic bounce is not isolated but still subtle
3‐Poor
Advanced deficiencies:
6‐10% asphalt patches on rigid concrete overlay
More than 15% potholes (special attention should be given to areas with exposed structural superstructure elements), OR
Widespread rutting deeper than 1”, OR
Advanced cracking
Traffic bouncing, impact to vehicles and/or bridge
4‐Critical
Serious. . . And Unless closely monitored it may be necessary to close the bridge or lane(s) until corrective action is taken
Critical. . . And Major deterioration is affecting stability. Bridge or lane(s) shall be closed to traffic but corrective action may put bridge back into light service
Imminent Failure. . . And Out of service ‐ beyond corrective action
Table 36 ‐ Condition Rating Material: Wearing Surface
Manual of Bridge Inspection 2014
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STEEL – Condition Rating Definitions 1‐4 9‐0
Summary *Section Loss and Deterioration **Cracks
1‐Good
9‐Excellent None
8‐V Good No measurable section loss or very minor section loss
7‐Good Insignificant section loss, minor
2‐Fair
6‐Satisfactory
Minor Section Loss (ex. isolated pitting, corr. pin‐hole in redundant fascia web or any interior beam stiffener or behind a bearing)
5‐Fair
Sound with some deterioration, moderate section loss (ex. Some areas of heavy pitting, corrosion holes possible in fascia beams or outside of the load path, less than 1/4 loss in flanges in max bending regions)
Compression zone: Minor cracking up to 2” long, stable cracks in base metal
3‐Poor
4‐Poor Advanced (following page)
Compression zone: Any longer than 2”, stable cracks in base metal. Fracture Critical Member (FCM): any stable crack in the base metal of a FCM parallel to the primary stress. Tension Zone: small stable crack(s) all less than 2" long in redundant load path.
3‐Serious
Section loss is seriously affecting the load path, local failures are possible (ex. Extensive perforations or loss through member, perforations through many members, buckle in compression zone)
Compression zone: Any longer than 2” and unstable or working cracks. Fracture Critical Member (FCM): any stable crack in the base metal of a FCM perpendicular to the primary stress. Tension Zone: Stable cracks, one may be 2” or longer in redundant load path.
4‐Crit ical
2‐Critical
Advanced deterioration (ex. Active crushing or buckling) lane should be closed or closely monitored. Distortion in a load path of a redundant member
Cracks have removed support or eliminated load path distribution. Working or unstable cracks in the tension zone perpendicular to the primary stress.
1‐Imminent Failure
Major section loss, deterioration or cracking that is worse than above (ex. Beams are crushing, or buckling) and closed to traffic. Distortion in a load path of a compression zone of a non‐redundant member
0‐Failed Beyond corrective action
Table 37 ‐ Condition Rating Material: Steel
*Section loss is dependent on location, extent and severity. **Cracking: Minor versus advanced cracking depends on the probability of propagation, location & length and may be given to the judgment of the Team Leader taking into consideration brittle fracture. For dormant cracks, consideration shall be given in improving the condition rating
Manual of Bridge Inspection 2014
Page 130
Common “Advanced” Deficiencies
Settlement ‐ Exceeds tolerable limits depending on component, activity and if it is measurable or
unstable change
Scour ‐ Exceeds tolerable limits, for example unprotected sides of spread footing, loss of bearing
capacity, undermining, 1/3 or more of the front row of piling exposed piling.
Distortion ‐ Exceeds tolerable limits, for example distortion or buckling that is localized and warranting a
structural review.
Section Loss
Flexure or Bending Members
Steel Web –
In the shear zone: Corrosion hole (in any interior beam OR fascia beam if the bridge is
horizontally curved or if the fascia beam is one of 2 or 3 beams total). Corrosion holes
behind a web stiffener or behind the bearing are not considered “advanced”
In the shear zone: Deep section loss more than 50% of web depth for an area above the
bearing 8” high and 18 X the web thickness wide (in any interior beam OR fascia beam if the
superstructure is non‐redundant or horizontally curved)
Steel Flange –
Section loss of the flange cross section more than 1/4 of flange in the maximum negative or
positive flexure zone (for “zone” longitudinal length use 1/3 of span length)
Steel Axial Members
Truss Members
Corrosion holes OR section loss reducing any one cross section by more than 10% average
Steel Bents (including bents with steel columns without reinforcing cages)
Corrosion holes in 3 piles OR
Missing steel sheath around ½ of one pile OR
Overall thin metal in 3 consecutive piles
Corrugated Metal Pipe ‐Perforations or overall thin metal which allows for an easy puncture
with chipping hammer throughout invert with roughly 20% of structure affected
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Prestressed Concrete – Condition Rating Definitions 1‐4 Span
9‐0 Sum General Deficiencies Longitudinal Joints Strand Exposure in worst transverse plane of a Non Composite Box Beam*
1‐Good 9‐Ex No notable deficiencies
8‐VGood Minor deficiencies Isolated leaking Up to 1% of strands
7‐Good Up to 1%, exposed strand in fascia or spalling along edge
Leaking up to 10% of span with light efflorescence
2‐ 10% with neighboring beam in similar condition or better.
2‐Fair 6‐Satis factory
Up to 5%, minor exposed strands, efflorescence, spalling
Leaking at joints with no efflorescence
11‐15% with neighboring beam in good condition or in similar condition
5‐Fair Up to 10%, no transverse cracks in bottom of beams
Leaking at joints with light efflorescence and isolated rust stains
16‐25% with neighboring beam in satisfactory condition or in similar condition
3‐Poor 4‐Poor More than 10% Leaking at joints with heavy efflorescence and rust staining
26‐40% with neighboring beam in fair condition or in similar condition. Fascia beam(s) are saturated
3‐Serious Open flexure cracks, sagging or loss of camber
Broken or missing transverse tendons
41‐50% with neighboring beam in poor condition or in similar condition
4‐Critical
2‐Critical 3‐Serious. . . And Unless closely monitored it may be necessary to close the bridge or lane(s) until corrective action is taken
1‐Imm F 2‐Critical. . . And Major deterioration is affecting stability. Bridge or lane(s) shall be closed to traffic but corrective action may put bridge back into light service
0‐Failed . . . And Out of service ‐ beyond corrective action
Table 38 ‐ Condition Rating Material: Prestressed Concrete
*This seems to be the most common deficiency for PSBB Noncomposite bridges. Beams carrying a
sidewalk should not control the condition rating. Beam ratings shall consider beams immediately
adjacent.
General Deficiencies – includes imperfection in the concrete (i.e. spalls, cracking, mottled area,
efflorescence, honeycombing, water in beams, damaged concrete around railing connection) and
general beam alignment (i.e. loss of upward camber, twists)
Longitudinal Joints –staining or wetted areas from runoff infiltration.
Strand Exposure – discount all strands visible and those strands not visible located:
1) Above a longitudinal cracks located in the bottom flange
2) Above a delamination
3) Above a spall with unsound or mottled concrete.
4) Consideration should also be given to those strands neighboring and above a corroded stirrup.
Only count the same strand exposed once per span. Divide those strands that are exposed over the
total number of strands existing per beam (Plans will need to be reviewed for determining the number
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of strands, should no plans be available the inspector should use design data sheets from the era of the
bridge located on the ODOT website for an approximation).
Prestressed Box Beam (PSBB)
Non‐Composite Composite
Structural Cracks in Prestressed Concrete – shear cracks are at a 45 degree angle sloping down near
supports. Flexure cracks are transverse to the load path near high moment regions. Crack comparator
cards and crack monitoring gauges are useful in quantifying and tracking crack widths especially for
prestressed concrete. For structural cracks consider recording widths and locations in the comments
and on the bridge. Note the crack width descriptions below from the BIRM 2002 for prestressed
concrete: Hairline (HL) < 0.004"
Narrow (N) 0.004 to 0.009"
Medium (M) 0.010 to 0.030"
Wide (W) > 0.030
Figure 71 ‐ Composite and Noncomposite PSBB
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TIMBER – Condition Rating Definitions
Timber should be examined for decay especially when bearing on sources of moisture, or between
layers of planking or laminate pieces. Note loose connections and differential bending. The majority of
timber members exists on local agency structures decks. Therefore the guidance primarily describes
timber planks and deck components.
Abrasion due to stones on the top surface of floors will abrade into the timber floor in the wheel path.
This is where moisture tends to pond and promotes accelerated rot. Where the timbers span the
distance between abutments the floor rating must be the same as the Superstructure: beam/girder/slab
rating.
Noticeable deflection, under traffic, of the timber floor between stringers may be a strong indicator of
deficiency.
1‐4 Indiv.
9‐0 Summary Description
1‐Good
9‐Excellent No noticeable or noteworthy deficiencies which affect the condition of the deck.
8‐Very Good No crushing, rotting, or splitting. Tightly secured to floor system. Very few minor deficiencies.
7‐Good Minor checking or splitting with a few loose planks.
2‐Fair
6‐Satisfactory Several planks are checked or split but sound. Some loose planks. Fire damage limited to surface scorching with no measurable section loss. Some wet areas noted. A few planks (under 5%) are in need of replacement.
5‐Fair Numerous planks checked or split. Majority of planks are loose. Fire damage limited to surface charring with minor, measurable section loss. Some planks (5 ‐ 10%) are in need of replacement.
3‐Poor
4‐Poor Majority of the planks are checked or split. Fire damage with significant section loss which may reduce the load carrying capacity of the member. Over 10% of the planks are in need of replacement.
3‐Serious Local failures possible. Severe signs of structural distress are visible. Major decay or fire damage is present which has substantially reduced the load carrying capacity of the deck.
4‐Critical
2‐Critical Advanced deterioration with partial deck failure. May be necessary to close bridge until corrective action is taken.
1‐Imminent Failure
Bridge closed, corrective action will put it back in light service
0‐Failed Bridge closed, replacement necessary
Table 39 ‐ Condition Rating Material: Timber
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MASONRY – Condition Rating Definitions
1‐4 Indiv. 9‐0 Summary General Displacement
1‐Good
9‐Excellent No signs of distress, Minor spalling of stone surface.
8‐Very Good Scaling on of stone surface less than 1/2 inch.
7‐Good Diagonal or vertical shear crack in isolated stones. Fracture of stone surface less than 2 inches.
2‐Fair
6‐Satisfactory Diagonal or vertical shear crack through several courses of stone. Removable stone face for less than 1/2 of bridge width less than ¼ stone depth.
Minor
5‐Fair Diagonal or vertical shear crack through several courses of stone. Removable stone less than ¼ of stone depth for more than 1/2 of bridge
Displacement may be bulge or leaning stones. Total displacement is less than 1/4 of stone depth.
3‐Poor
4‐Poor Settlement causing diagonal or vertical shear crack through several courses of stone with displacement. Large fractures or erosion of stone surfaces up to 1/3 stone depth on several adjacent stones.
Total displacement is less than 1/3 of stone depth.
3‐Serious Large unsound areas. Misalignment of mortar joints. Large fractures or erosion of stone surfaces greater than 1/3 stone depth.
Several stones are displaced or missing.
4‐Critical
2‐Critical Numerous missing or displaced stones. Displacements greater than 1/3 of stone depth. Keying (vertical separation between compression stones), or measurable displacement between adjacent stones, exists on at least 3 stones in one longitudinal load‐line.
1‐Imminent Failure
Partially collapsed abutment
0‐Failed Total failure of abutment
Table 40 ‐ Condition Rating Material: Masonry
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Mechanically Stabilized Earth (MSE) – Condition Rating Definitions
1‐4 Indiv.
9‐0 Summary
Panels Joints Erosion Bowed
1‐Good
9‐Excellent No Cracking or Spalls
Uniform joint spacing
8‐Very Good
No Cracking or Spalls, cracks may exist in coping
minor variation in joint spacing
None
7‐Good Hairline cracking or spalls
Moderate variation in joint spacing, minor sand in joints
Minor
2‐Fair
6‐Satisfactory
Cracks <1/4" on a few panels
Moderate sand in joints but no exposed fabric nor sand piles below joints
Minor erosion along panels, max 1’ deep
Moderate
5‐Fair Cracks <1/4" many panels, global, minor spalling
Exposed fabric at a few isolated joints, small sand pile, moisture around a few joint(s)
Moderate erosion along panels, max 2' deep
Moderate change since as built
3‐Poor
4‐Poor Cracks >1/4", global, moderate spalling
Exposed fabric at many joints, sand pile(s) below at least one joint, trees growing between joints. Moisture through joint(s)
Erosion >2' deep along panels
Major change since as built
3‐Serious
Spalling exposes backfill
Exposed fabric and active sand piles below many joints. Active moisture through joint(s)
Erosion exposing the top of the leveling pad and pad is not on rock, exposed straps or mesh
Major, changing, global
4‐Critical
2‐Critical Any worse than above
Major leaking of sand from joints
erosion undermining leveling pads
Major, changing, systemic and global
1‐Imm Failure 0‐Failed
Table 41 ‐ Condition Rating Material: MSE
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Coding Condition ratings with dedicated Charts
Approach Embankment – “ded” CONDITION RATING
Item ‐ 4. Embankment
Description
1‐Good Moderate rutting from drainage. Minor bare soil exposed.
2‐Fair
Erosion caused by drainage or channel; Erosion to embankment impacting guardrail performance or encroaching on shoulder. Evidence of minor or stable foundation settlement.
3‐Poor
Major erosion caused by drainage or channel; Erosion to embankment impacting guardrail performance or encroaching on shoulder. Evidence of foundation settlement.
4‐Critical Several guardrail posts are hanging due to major erosion. A lane of traffic is closed, tension cracks in asphalt due to embankment movement.
Table 42 ‐ Condition Rating: Approach Embankment
Deck Drainage – “ded” CONDITION RATING
Item ‐ 12. Drainage
Worst Span Clogging Ponding
1‐Good No clogging No ponding
2‐Fair Up to a 25% of scuppers/grates continually clog. Minor ponding may exist in the shoulder or outside of the traveling lanes.
3‐Poor More than 25% of the scuppers/grating continually clog. Ponding is beginning to cross into the traveling lane.
4‐Critical Local flooding, hydroplaning or icing due to improper drainage system. Unless closely monitored it may be necessary to close the lane(s) until corrective action is taken.
Table 43 ‐ Condition Rating: Deck Drainage
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Table 44 ‐ Condition Rating: Deck Expansion Joints
Deck Expansion Joint – “ded” CONDITION RATING Item 13. Expansion Joint
1‐4 9‐0 Summary
Leaking Expansion and Contraction
Opening Armor and Anchorage
1‐Good
9‐Excellent No leakage
8‐Very Good Minor isolated leakage, debris may be present
Minor surface delaminations in header
7‐Good Localized leakage along the joint may be present, debris
Measurements exhibit normal expansion and contraction within ¼” on any one joint
A few delaminations or spalls or cracking in the header
2‐Fair
6‐Satisfactory
Leakage in several places. Gland is partially separated from the armor or has minor tears. Significant debris
Minor abnormalities in the longitudinal measurements may exist (1/4”‐1/2” difference on any one joint)
Spalls or cracking in the deck and/or header may be present adjacent to the joint. Gouges in armor.
5‐Fair
Any Joint paved over, Leakage along the joint in many locations. Gland may be partially pulled out of the armor.
Abnormalities in measurements. Bent or misaligned fingers may be observed. Minor vertical offset. Closed in warmer temperatures.
'Clanking' under heavy truck traffic only with small spalls or cracking. Gouges in armor
3‐Poor
4‐Poor
Gland has been pulled completely out of the armor.
Significant abnormalities in the measurements. Missing or broken fingers. More than ½” difference in any one joint. Up to 1” vertical misalignment Closed in coldest temperatures.
Clanking in one lane under truck traffic. Major spalls or significant cracking.
3‐Serious Major abnormalities in the measurements, up to 2” misalignment
Visible movement and clanking under all traffic loads in one lane, major spalls .
4‐Critical
2‐Critical Major abnormalities in the longitudinal, vertical and/or horizontal measurements, greater than 2” misalignment. Tight on one side and open in the other. Visible movement and clanking under all traffic loads in all lanes, major spalls. Anchorage separation on multiple beams.
1‐ImmFailure
0‐Failed
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Superstructure Alignment – “ded” CONDITION RATING
Item ‐ 14. Alignment (of members)
Worst Span:
Condition Rating
Primary Members Dimensions
1‐Good Minor misalignment or distortion due to construction
2‐Fair Out of plane distortion of tension zones/members
3‐Poor
Vertical deflection (sag) due to deteriorations or excessive dead loads Major misalignment or distortion due to impact
Highly skewed bridges with Beam webs having less than 1/8” horizontal bow for every 1 vertical foot
4‐Critical
Global racking, large distortion, vertical sag of the span due to distortion Any out of plane distortion of compression zones/ members.
More than 2‐inch sag for a 100’ span Highly skewed bridges: More than 1/4” horizontal movement for every 1‐foot vertical on a steel beam web
Table 45 ‐ Condition Rating: Superstructure Alignment
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Superstructure Truss Gusset Plates – “ded” CONDITION RATING
Item ‐ 23. Truss Gusset Plates
Condition Bowing Section Loss (SL), Connectivity and General
Deterioration
1‐Good 9‐Exclnt Like new condition Isolated SL up to 1/10 depth of plate thickness
(ex. 1/16” loss for a 5/8” plate) not in primary line
8‐Vr Good No problems noted
7‐Good
2‐Fair
6‐Satis factory
Bowing up to half the thickness of the plate due to inadequate fill plates, misalignment of truss members or pack rust (not free‐edge bowing)
Minor deterioration Widespread SL up to 1/10 depth of plate thickness (ex. 1/16” for a 5/8” plate) along the primary load path, Localized pitting up to 1/10 depth of plate thickness up to 5% of plate area
5‐Fair Bowing due to inadequate fill plates, misalignment of truss members or pack rust (no free edge bowing between compression members)
Minor section loss Widespread SL up to 1/4 depth of plate thickness (ex. 1/8” for a 1/2” plate) along the primary load path, Localized pitting up to 1/4 depth of plate thickness up to 25% of plate area, may have a corrosion hole up to ½” diameter NOT in the primary load path
3‐Poor
4‐Poor Free edge bowing or distortion behind a compression member
Advanced section loss Widespread SL up to 1/3 depth of plate thickness (ex. 1/4” for a 3/4” plate) along the primary load path, Localized corrosion hole may exist up to ½” in length or diameter in the primary load path
3‐Serious Any changed free edge bowing or distortion behind a compression member
Deficiencies that seriously affect the structural integrity of the bridge, large corrosion hole or pinholes interconnected with advanced section loss in the primary load path
4‐Critical
2‐Critical Unless closely monitored it may be necessary to close the bridge. Immediate action is required, Any plastic deformation in primary load path
Deficiencies that seriously affect the structural integrity of the bridge. Stress cracks in the gusset plate in areas of advanced section loss, broken or missing bolt or rivets since as‐built condition, fatigue cracks in gusset welded connection or gusset base metal
1‐Imm F Bridge closed to vehicular traffic
0‐Failed Out of service, beyond corrective action Table 46 ‐ Condition Rating: Superstructure Gusset Plates
Special attention shall be placed on gusset plates with corrosion holes or widespread loss of section 1/3 the plate thickness in the primary load path & Special attention shall be placed on gusset plates with bowing at the free edge.
Special attention shall be placed on gusset plates with loose, cracked or missing connections.
The procedures for measuring bowing in gusset plates shall be clearly documented and quantitatively repeatable at future inspections by different inspectors in order to monitor bowing change within a tolerance of 1/16”.
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Superstructure Bearing Devices – “ded” CONDITION RATING
Item ‐ 26. Bearing Devices
Type ‐ General
1‐4 9‐0 Summary Function
1‐Good
9‐Excellent
Minor or aesthetic deficiencies. Bearings are free to move, slide, roll or rock back and forth longitudinally and rotate as designed. Bearings have not moved or shifted vertically or transversely from its intended position. Elastomeric pads: the horizontal bulge is less than 15% of the height
8‐Very Good
7‐Good
2‐Fair
6‐Satisfactory Section loss, pack rust, bearings may have shifted vertically or horizontally but still within the design tolerance. Keeper bars or anchor bars are bent or showing signs of bending or loose when tapped with hammer. Elastomeric pads: the horizontal bulge is less than 25% of the height
5‐Fair
3‐Poor
4‐Poor Outside of design tolerance. Any two or more adjacent bearings are frozen, floating, excessively tilted or deficient that is directly impacting other elements (i.e. beam, deck, cross‐frames). Advanced section loss, advanced pack rust, bearings are frozen and no longer free to move or tilted in excessively wrong directions for the temperature or shifted to expose the underside of the masonry plate**. Keeper bars or anchors are broken from transverse movement. Elastomeric pads: the horizontal bulge is MORE than 25% of the height
3‐Serious
4‐Critical
2‐Critical Multiple adjacent are rocked beyond recall* or walked out of position
Table 47 ‐ Condition Rating: Superstructure Bearing Devices
*Beyond Recall – Rocker(s) measured with a plumb‐line whose horizontal distance is greater than 1/4 of
H (Vertical height difference between the bottom face of the sole plate (top plate) and the top face of
the masonry plate or bottom plate). Often the rocker will pinch and slide rather than rock.
**Masonry Plate Undermining:
The bearings shall be downgraded for any undermining of a masonry plate when the Superstructure has
shifted or moved the bearing. The substructure unit will be downgraded when the root cause is within
the substructure, i.e. when settlement, deep spalling, crushing or delaminations occur.
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Superstructure Protective Coating System – “ded” CONDITION RATING
Item ‐ 30. Protective Coating System (PCS)
1‐4 Rating Degradation Problems Workmanship Problems
Candidate for Recoating
% Surface Area (SA) Failed
Issues Surface Corrosion
1‐Good 0 to 5% Light
Up to 10% failed SA, Multiple minor issues, Up to 10% finish
coat failed
2‐Fair 6 to 15%
Not effective at Beam ends under joints
Prevalent Up to 20%
Candidate for zone painting (fascias and under joints)
3‐Poor 16‐30% Not effective
Prevalent Large areas of old Paint Painted over
Candidate for total recoating
4‐Failed More than 30%
Table 48 ‐ Condition Rating: Superstructure Protective Coating System
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Superstructure Pins/Hangers/Hinges – “ded” CONDITION RATING
Item ‐ 31. Pins/Hangers/Hinges
Type ‐ Steel
1‐4 9‐0 Summary
Functional Movement Corrosion & Cleanliness
Bearing Integrity/Hinge
1‐Good
9‐Excelent Aesthetic deficiencies only
8‐V Good
7‐Good All in proper contact
2‐Fair
6‐Satisfact.
Movement not restricted; shallow wear grooves (up to 1/8”)
Minor pack rust or debris, some dry spots in lubricated parts.
One pin/hanger/hinge slightly misaligned with others or missing not more than one anchor bolt per hanger line
5‐Fair
Movement restricted only at extreme operating limits. Minor misalignment. At least 1/8” deep wear grooves
Moderate pack rust or accumulated debris. Moderate abrasion up to 1/8” deep with no lubricant on parts.
One not in proper contact or somewhat misaligned with others. Missing not more than one anchor bolt per bearing.
3‐Poor
4‐Poor
Movement restricted within normal operating limits; seized. Up to 1” misalignment
Major pack rust or accumulated debris limiting normal operation. Lack of normal operation. Abrasion >1/8” deep of hanger sides with no lubrication.
Multiple not in proper contact or multiple adjacent pin/hanger/hinges misaligned on one unit or multiple not aligned
3‐Serious Seized due to corrosion or debris, preventing movement. Up to 2” misalignment
Pin/hanger/hinges leaning beyond recall or jammed significantly
4‐Critical
2‐Critical
ANY SIZE fatigue crack in primary load path base metal in the hanger, hinge, pin or vicinity (within 4‐feet of pin). Unless closely monitored it may be necessary to close bridge due to advanced deterioration. Crushing. More than 2” misalignment.
1‐Imm Failure
0‐Failed Table 49 ‐ Condition Rating: Superstructure Pins/Hangers/Hinges
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Superstructure Fatigue – “ded” CONDITION RATING Item ‐ 32. Fatigue Type – Steel
Table 50 ‐ Condition Rating: Superstructure Fatigue
Cracks should be carefully measured and their location and length documented.
Typically the first time a fatigue crack is identified it is CS 3 in the Compression zone and CS4 in
the Tension zone.
Truss: the quantity is the sum of all of the lengths of each truss panel measured longitudinal to
the travel way and the worst part in the vertical one‐foot controls the rating i.e. include all
truss members by rating each vertical linear foot of truss as if it were an open‐webbed beam or
girder
1‐4 9‐0 Summary Cracks
1‐Good
9‐Excellent
8‐V Good
7‐Good Any arrested or retrofitted crack
2‐Fair 6‐Satisfactory Compression zone: Minor cracking up to 2” long, stable cracks in
base metal 5‐Fair
3‐Poor
4‐Poor
Compression zone: Any longer than 2”, stable cracks in base metal. Fracture Critical Member (FCM): any stable crack in the base metal of a FCM parallel to the primary stress. Tension Zone: small stable crack(s) all less than 2" long in redundant load path.
3‐Serious
Compression zone: Any longer than 2” and unstable or working cracks. Fracture Critical Member (FCM): any stable crack in the base metal of a FCM perpendicular to the primary stress. Tension Zone: Stable cracks, one may be 2” or longer in redundant load path.
4‐Critical
2‐Critical
Any Crack in the base metal at or adjacent to a pin and hanger or hinge assembly shall be “Critical” or less. Cracks have removed support or eliminated load path distribution. Working or unstable cracks in the tension zone perpendicular to the primary stress.
1‐Imminent Failure
Major section loss, deterioration or cracking that is worse than above (ex. Beams are crushing) and closed to traffic. Distortion in a load path of a compression zone of a non‐redundant member
0‐Failed Beyond corrective action
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Substructure Scour, Spread or Unknown foundations – “ded” CONDITION RATING
Item ‐ 42. Scour
Type – Spread Footing on Soil OR Unknown Foundations
1‐4 9‐0 Description*
Exposed Spread or Unknown Foundation*
1‐Good
9‐Excellent No Problems noted.
8‐Very Good Minor scour holes developing, scour protection placed.
7‐Good Some minor problems. Minor scour holes exist; probing indicated soft material in scour hole.
top of footing exposed
2‐Fair
6‐Satisfactory
Damage to scour countermeasures, probing indicates soft material in scour hole.
Sides of footings exposed less than 6 inches.
5‐Fair Minor scour, damage to scour countermeasures, probing indicates soft material in scour hole.
Unprotected footings along the vertical sides are exposed less than 12‐inches high, corner of footing may have minor undermining.
3‐Poor
4‐Poor
Advanced scour.
Unprotected vertical side of footing exposed, full height, less than 1/3 the horizontal length of the footing.
3‐Serious Scour has seriously affected the primary structural components Local failures are possible.
Undermining exposing the underside less than 1/3 the horizontal length of the footing.
4‐Critical
2‐Critical
Scour may have removed substructure support. Local failures are possible. Any substructure unit with more than 20% of bearing capacity removed.
Underside of footing exposed more than 1/3 the horizontal length of the footing.
1‐Imminent Failure
Obvious vertical or horizontal movement due to scour that is affecting the structure stability. Bridge is closed to traffic but corrective action may put bridge back in to light service.
0‐Failed Out of service ‐ beyond corrective action. Table 51 ‐ Condition Rating: Substructure Shallow Foundations Scour
*Condition shall be adjusted based on the rate of change since the as‐built condition. This item may be
rated higher, for example, if the as‐built condition had the top face of the spread footing exposed and it
has not changed. Also, due to the dynamic nature of the waterway the ratings may be coded lower if a
dramatic change occurred since the previous inspection. Unknown foundations on soil shall be rated
the same as a spread footing on soil. Those spread footings on rock shall be rated as deep foundations.
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Substructure Scour, deep foundations – “ded” CONDITION RATING
Item ‐ 42. Scour
Type – Deep Foundations: Piles, Drilled Shafts, including Spread Footing on Rock
1‐4 9‐0 Total Bridge Description* Exposed Deep Foundation*
1‐Good
9‐Excellent No Problems noted.
8‐Very Good Minor scour holes developing, scour protection placed.
7‐Good Some minor problems. Minor scour holes exist; probing indicated soft material in scour hole.
top of footing and first 6‐inches exposed
2‐Fair
6‐Satisfactory Damage to scour countermeasures, probing indicates soft material in scour hole.
Full height side of footing exposed
5‐Fair Minor scour, damage to scour countermeasures, probing indicates soft material in scour hole.
One or two pilings are visible less than 10% of piling height**
3‐Poor
4‐Poor Advanced scour.
1/3 of the front row of piling exposed less 10% of piling height**
3‐Serious
Scour has seriously affected the primary structural components Local failures are possible.
Any one piling exposed above or below water more than 3‐feet high, more than 1/3 of the front row of piling exposed less than 10% of piling height**
4‐Critical
2‐Critical Scour may have removed substructure support. Local failures are possible
Any substructure unit with more than 20% of bearing capacity removed.
1‐Imminent Failure
Obvious vertical or horizontal movement due to scour that is affecting the structure stability. Bridge is closed to traffic but corrective action may put bridge back in to light service.
0‐Failed Out of service ‐ beyond corrective action. Table 52 ‐ Condition Rating: Substructure Deep Foundations Scour
*Condition shall be adjusted based on the rate of change since the as‐built condition. This item may be
rated higher, for example, if the as‐built condition had the top face of the spread footing exposed and it
has not changed. Also, due to the dynamic nature of the waterway the ratings may be coded lower if a
dramatic change occurred since the previous inspection. Unknown foundations on soil shall be rated
the same as a spread footing on soil. Those spread footings on rock shall be rated as deep foundations.
**Use 10‐foot deep piling when the foundation plans do not exist.
As a general guideline a bridge may warrant a scour analysis if any of the following occur: o Undermining for a spread footing o Water flowing beneath a culvert
Monitoring scour related problems should include periodic stream profile measurements.
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Substructure Slope Protection ‐ “ded” CONDITION RATING
Item ‐ 43. Slope Protection
Type – Generic / Sloped
1‐4 Erosion Adequacy
1‐Good Minor Erosion not affecting substructure unit(s), beginning to slump.
Minor deficiencies, minor repairs recommended.
2‐Fair Small erosion channels/failure, up to 6" deep, erosion ruts exist.
Moderate deficiencies, sloughing or sliding of protection however still functioning as designed.
3‐Poor Significant erosion, up to 2' deep, erosion ruts.
Moderate and active slope protection failure. Slight Undermining, No longer stabilizing the slope, collapsing rip rap. Sand pile below at least one MSE wall joint
4‐Critical Major erosion, greater than 2' deep/wide ruts that are directly affecting substructure units, example 5’ of one piling is exposed.
Serious undermining, evidence of obvious global movement, no longer stabilizing the slope.
Table 53 ‐ Condition Rating: Substructure Slope Protection
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Culvert Alignment – “ded” CONDITION RATING
Item ‐ 45. Alignment
1‐4 9‐0 Description
1‐Good 9‐Excellent Straight line between sections.
8‐Very Good Minor settlement or misalignment.
7‐Good Minor misalignment at joints; off sets less than 1/2 inch no fill settlement. Minor settlement or misalignment, ponding less than 3 inches.
2‐Fair 6‐Satisfactory
Fair, minor misalignment and settlement at isolated locations. Moderate settlement or misalignment, ponding between 3 and 5 inches deep.
5‐Fair Minor misalignment or settlement throughout culvert. Ponding (depths less than 5 inches) of water due to sagging or misalignment of pipe sections, end sections dislocated and about to drop off. Four or more sections with offset less than 3 inches.
3‐Poor 4‐Poor Considerable settlement and misalignment of pipe. Significant ponding (depths less than 6 inches) of water due to sagging or misalignment of pipes sections, end sections dislocated about to drop off. Four or more sections with offset less than 4 inches. Rotation of foundation.
3‐Serious Any condition described in “Poor” but is excessive in scope. Severe movement or differential settlement of the segments or loss of fill. Metal culverts have extreme distortion and deflection in one section. Significant ponding (depths greater than 6 inches) of water due to sagging or misalignment of pipes sections, end‐section drop‐off has occurred. Significant ponding of water due to sagging or misaligned masonry units; end section drop off has occurred. Four or more sections with off sets greater than 4 inches.
4‐Critical 2‐Critical Culvert not functioning due to alignment problems throughout. Metal culverts have extreme distortion and deflection throughout.
1‐ImmFailure
Culvert partially collapsed or collapse is imminent.
0‐Failed Culvert collapsed. Table 54 ‐ Condition Rating: Culvert Alignment
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Culvert Shape – “ded” CONDITION RATING
Item ‐ 46. Shape
Type – Flexible Culverts Only
1‐4 9‐0 Summary
Description % Change of Cross Section* under influence of
traffic
1‐Good 9‐Excellent
New Condition. May exhibit minor damage along edge of inlet or outlet due to construction
8‐Very Good
Smooth curvature in barrel Span dimension within 1 percent of design.
7‐Good Top half of pipe smooth but minor flattening of bottom
Span dimension within 3 percent of design. Very minor distortion
2‐Fair
6‐Satisfactory
Smooth curvature in top half, bottom flat
Span dimension within 5 percent of design. Very minor distortion
5‐Fair
Generally fair, significant distortion in top in one location; bottom has slight reverse curvature in one location but generally fair
Span dimension up to 7 percent greater than design. Non‐symmetric shape.
3‐Poor
4‐Poor Marginal significant distortion throughout length of pipe, lower third may be kinked
Span dimension more than 7 percent greater than design, noticeable dip in guardrail over pipe.
3‐Serious
Poor, extreme deflection at isolated locations, flattening at top of arch or crown; bottom has reverse curvature throughout;
Extreme non‐symmetric shape.
4‐Critical
2‐Critical Critical, extreme distortion and deflection throughout pipe
1‐Imm Fail Structure partially collapsed with crown in reverse curve.
0‐Failed Structure collapsed. Table 55 ‐ Condition Rating: Culvert Shape
*This may include any straight measurement through the center of the cross section, i.e. perpendicular
to the longitudinal axis. Refer to Appendix. for a chart for recording the shape changes/flattening in
corrugated metal culverts.
Manual of Bridge Inspection 2014
Page 149
Culvert Seams – “ded” CONDITION RATING
Item ‐ 47. Seams
Type – Corrugated Metal / Multi‐Plate
1‐4 9‐0 Seam Bolts Backfill
1‐Good
9‐Excellent Minor amounts of efflorescence or staining.
8‐Very Good Light surface rust on bolts due to loss of galvanizing, efflorescence staining, tight with no openings along seams.
7‐Good
Metal has cracking on each side of the bolt hole less than 3 instances in a seam section. Minor seam openings less than 1/8 inch.
More than 2 consecutive missing bolts in a row. Rust scale around bolts.
Potential for backfill infiltration.
2‐Fair
6‐Satisfactory
Metal has cracking on each side of the bolt hole less than 6, more than 3 instances in a seam section. Minor seam openings less than 1/8 inch.
More than 3 consecutive missing bolts in a row. Rust scale around bolts.
Evidence of minor backfill infiltration through seams.
5‐Fair Moderate cracking at bolt holes along a seam in one section.
More than 6 consecutive missing bolts in a row or 20% along the seam.
Backfill being lost through seam causing slight deflection.
3‐Poor
4‐Poor Major cracking of seam near crown. Partial cocked and cusped seams.
Advanced section loss to bolt heads along seams. Missing several bolts in a row
Infiltration of backfill causing major deflection.
3‐Serious
Longitudinal cocked and cusped seams and/or metal has 3 inch crack on each side of the bolt hole run total length of culvert.
Numerous missing or tipping bolts.
Infiltration of backfill causing major deflection.
4‐Critical
2‐Critical Seam cracked from bolt to bolt.
Missing or tipping bolts.
Significant amounts of backfill infiltration.
1‐Imminent Failure
Pipe partially collapsed or collapse is imminent.
0‐Failed Total failure of pipe. Table 56 ‐ Condition Rating: Culvert Metal Seams
Manual of Bridge Inspection 2014
Page 150
Culvert Seams – “ded” CONDITION RATING
Item ‐ 47. Seams
Type – Concrete
1‐4 9‐0 Summary
General Alignment Backfill
1‐Good 9‐Excellent Straight line between sections.
8‐Very Good No settlement or misalignment; Tight with no defects apparent.
7‐Good Minor distress to pipe material adjacent to joint. Shallow mortar deterioration at isolated locations.
Minor misalignment at joints; off sets less than 1/2 inch.
Possible minor infiltration of fills no settlement.
2‐Fair
6‐Satisfactory
Extensive areas of shallow deterioration; missing mortar at isolated locations; possible infiltration or exfiltration; minor cracking.
Dislocated end section.
Minor backfill infiltration due to slight opening at joints; minor cracking or spalling at joints allowing exfiltration.
5‐Fair Significant cracking, spalling, buckling of pipe material, loose or missing mortar at isolated locations.
Joint offset less than 3 inches. End sections dislocated about to drop off mortar generally deteriorated.
Joint open and allowing backfill to infiltrate, infiltration staining apparent.
3‐Poor
4‐Poor Voids seen in fill through offset joints. End sections dropped off at inlet. Mortar severely deteriorated, significant loss of mortar.
Differential movement and separation of joints. Joint offset less than 4 inches.
Significant infiltration or exfiltration between masonry units.
3‐Serious Large voids seen in fill through offset joints. Extensive areas of missing mortar.
Significant openings, dislocated joints in several locations exposing fill material with joint offsets greater than 4 inches.
Infiltration or exfiltration causing misalignment of pipe and settlement or depressions in roadway.
4‐Critical
2‐Critical Culvert not functioning due to alignment problems throughout. Large voids seen in fill through offset joints.
1‐Imminent Failure
Pipe partially collapsed or collapse is imminent.
Table 57 ‐ Condition Rating: Culvert Concrete Seams
Manual of Bridge Inspection 2014
Page 151
Culvert Scour – “ded” CONDITION RATING
Item ‐ 49. Scour
Type – Culvert
1‐4 9‐0 General* Conduit‐Type Open Bottom‐Type (no floor/invert)
1‐Good
9‐Excellent
No Problems noted.
8‐Very Good
Minor scour holes developing, scour protection placed.
7‐Good Some minor problems. Minor scour holes exist; probing indicated soft material in scour hole.
Scour holes at inlet or outlet but are not affecting structure.
top of footing exposed
2‐Fair
6‐Satisfactory
Damage to scour countermeasures, probing indicates soft material in scour hole.
Minor scour holes developing at inlet or outlet.
Sides of footing exposed less than 6 inches.
5‐Fair Minor scour, damage to scour countermeasures, probing indicates soft material in scour hole.
Scour holes at inlet or outlet.
Unprotected footing along the vertical sides are exposed less than 12‐inches high, corner of footing may have minor undermining.
3‐Poor
4‐Poor
Advanced scour.
Significant scour holes developing at inlet or outlet. Major stream erosion behind headwall that threatens to undermine culvert.
Unprotected vertical side of footing exposed, full height, less than 1/3 the horizontal length of the footing.
3‐Serious Scour has seriously affected the primary structural components Local failures are possible.
Undermined cutoff walls or headwalls.
Undermining exposing the underside less than 1/3 the horizontal length of the footing.
4‐Critical
2‐Critical Scour may have removed substructure support. Local failures are possible.
Streambed degradation causing severe settlement.
Underside of footing exposed more than 1/3 the horizontal length of the footing. Any substructure unit with more than 20% of bearing capacity removed.
1‐Imminent Failure
Obvious vertical or horizontal movement due to scour that is affecting the structure stability. Bridge is closed to traffic but corrective action may put bridge back in to light service.
0‐Failed Out of service ‐ beyond corrective action. Table 58 ‐ Condition Rating: Culvert Scour
Manual of Bridge Inspection 2014
Page 152
Channel Alignment – “ded” CONDITION RATING
Item ‐ 51. Alignment
Type – All
1‐4 9‐0 Channel Flow
1‐Good
9‐Excellent Channel flow is causing no adverse conditions to channel protection bridge.
8‐Very Good Channel has straight alignment for more than 100 feet upstream. Flow hits protective materials placed to protect structure.
7‐Good Silt and gravel buildup restricts half of the channel; Tree or bush growing in the channel.
2‐Fair 6‐Satisfactory Minor streambed movement evident. Not desirable: Flows through 1 out of 2 pipes; Flows along one abut. Doesn’t flow under center of the structure; minor curve (20o‐40o angle change from as‐built); Deposits causing channel to split into 2 or more small channels.
5‐Fair Flow hits outside wingwall/endwall into unprotected embankment. Stream has meandered or has deposited sediment diverting flow causing erosion to embankment (Flow angle between 40o‐50o change from as‐built) Trees and brush restrict the channel.
3‐Poor
4‐Poor Flows into or along wall to expose footing. Stream has meandered or has deposited sediment diverting flow causing erosion to embankment (Flow angle between 50o‐70o change from as‐built) Flow enters pipe by other means than designed opening. Beginning to undercut substructure.
3‐Serious Stream bed aggradation, degradation or lateral movement has changed the channel to now threaten the bridge and/or approach roadway. 80o‐90o (change from as‐built) turns at the bridge causing erosion behind wingwall. Loss of embankment material. Erosion to embankment encroaching on roadway.
4‐Critical
2‐Critical Flow is piping around culvert. Erosion to embankment impacting roadway. The waterway has changed to the extent the bridge is near a state of collapse.
1‐Imminent Failure
No flow enters culvert. All of the flow pipes around culvert barrel. Bridge closed because of channel failure.
0‐Failed Total failure of pipe. Table 59 ‐ Condition Rating: Channel Alignment
Manual of Bridge Inspection 2014
Page 153
Channel Protection – “ded” CONDITION RATING
Item ‐ 52. Protection
1‐4 9‐0 Channel Protection
1‐Good
9‐Excellent Embankment protection is not required or is in a stable condition.
8‐Very Good Banks are protected or well vegetated. River control devices such as spur dikes and embankment protection are not required or are in a stable condition. No noteworthy deficiencies, which affect the condition of the channel protection 100 feet upstream.
7‐Good Bank protection is in need of minor repairs. River control devices and embankment protection have a little minor damage.
2‐Fair 6‐Satisfactory Bank is beginning to slump. River control devices and embankment protection have widespread minor damage. Riprap starting to wash away. Minor erosion. Cracked concrete channel protection at inlet of a culvert.
5‐Fair Bank protection is being eroded. River control devices and/or embankment have major damage. Broken up concrete channel protection.
3‐Poor
4‐Poor Bank and embankment protection is severely undermined. River control devices have severe damage; stone is completely washed away; Major erosion; Failed concrete channel protection.
3‐Serious Bank protection has failed and no threatens the structure. River control devices have been destroyed.
4‐Critical
2‐Critical The channel has changed to the extent the bridge is near a state of collapse.
1‐Imminent Failure
Bridge closed because of channel failure. Corrective action may put back in light service.
0‐Failed Bridge closed because of channel failure. Replacement necessary.
Table 60 ‐ Condition Rating: Channel Protection
Manual of Bridge Inspection 2014
Page 154
Channel Hydraulic Opening – “ded” CONDITION RATING
Item ‐ 53. Hydraulic Opening
Type – All
1‐4 9‐0 % Debris Buildup/Blockage* Blockage/Overtopping Scour Critical
Bridge Non‐Scour
Critical Bridge
1‐Good
9‐Excellent
0 Up to 5%
No blockage or as designed condition.
8‐Very Good Minor amounts of sediment build‐up with no appreciable loss of opening.
7‐Good Banks and/or channel have minor amounts of drift.
2‐Fair 6‐Satisfactory
0 Up to 10% Debris is restricting the channel slightly. Fence placed at inlet or outlet;
5‐Fair Up to 5%, non that may cause scour
Up to 20% Trees and brush restrict the channel; Fence placed at inlet or outlet. Debris in cross frames from more than 10 years.
3‐Poor
4‐Poor 5‐10%,
none that may cause scour
Up to 30%
Large deposits of debris are in the waterway. Occasional (ex. every 3‐10 years) overtopping of roadway. Minor inconvenience to traffic, passable in within a couple hours. Continual debris in crossframes, every 3‐10 years
3‐Serious ANY that MAY cause scour
ANY that IS causing scour
Overtopping of roadway (ex. every 3‐10 years with long term traffic delays).
4‐Critical
2‐Critical The channel has changed to the extent the bridge is near a state of collapse.
1‐Imminent Failure
Bridge closed because of channel failure. Corrective action may put back in light service.
0‐Failed Bridge closed because of channel failure. Replacement necessary.
*% blockage area below the ordinary high water elevation of any span OR of the span length Table 61 ‐ Condition Rating: Channel Hydraulic Opening
Manual of Bridge Inspection 2014
Page 155
Channel Navigation Lights – “ded” CONDITION RATING
Item ‐ 54. Navigation Lights
Lighting
1‐Good All lights operating, no repairs necessary to system.
2‐Fair All lights operating, however, mounting brackets may need attention or wiring conduit may be partially disconnected.
3‐Poor All lights operating, however lenses may be broken, connections not secure.
4‐Critical Some lights burnt out or wiring circuitry non‐functioning or both, connections not secure with imminent or permanent failure.
Table 62 ‐ Condition Rating: Navigation Lights
Signs/Utilities – “ded” CONDITION RATING
Item ‐ 55. Signs, 56. Sign Supports, 57. Utilities
Type – All
Description
1‐Good All signs legible.
2‐Fair Minor damage.
3‐Poor At least one sign is ineffective. Signs barely legible due to vandalism or fading or partial obstructions.
4‐Critical Signs are ineffective Table 63 ‐ Condition Rating: Signs, Sign Supports and Utilities
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