Bridge Maintenance and Management

1) Rapid Visual Inspection

RVI is the quickest way to understand the reliability and risk level of any structure such
as buildings or bridges to understand the structural conditions.

2) Dynamic Loads on bridges:

Wind loads, Waves, Earthquake loads and Traffic
3) Reinforced concrete structures are susceptible to a variety of deterioration mechanisms
including alkali-silica reaction, carbonation, freeze -thaw action, thaumasite-sulphate
reaction and chloride ingress. Substantial research has been performed on these various
mechanisms, especially in the last twenty years or so, aiming to identify the causes,
reactions, accelerants, retardants and consequences. This has improved our
understanding of the long-term behaviour of reinforced concrete and has enabled
techniques to be developed that enhance its resistance to deterioration e.g. cathodic
protection, saline treatment, protective membranes etc.
4) Rating Factor: The ratio of the available capacity to the load produced by the particular
live load vehicle under consideration.
5) Carbonation is the result of the dissolution of CO 2 in the concrete pore fluid and this
reacts with calcium from calcium hydroxide and calcium silicate hydrate to form calcite
(CaCO3). Aragonite may form in hot conditions. Within a few hours, or a day or two at
most, the surface of fresh concrete will have reacted with CO2 from the air. Gradually,
the process penetrates deeper into the concrete at a rate proportional to the square root
of time. After a year or so it may typically have reached a depth of perhaps 1 mm for
dense concrete of low permeability made with a low water/cement ratio, or up to 5 mm

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 or more for more porous and permeable concrete made using a high water/cement
ratio.

6) Principle of Rebound Hammer test:

The underlying principle of the rebound hammer test is :The rebound of an elastic
mass depends on the hardness of the surface against which its mass strikes. When
the plunger of the rebound hammer is pressed against the surface of the concrete,
the pring-controlled mass rebounds and the extent of such a rebound depends upon
the surface hardness of the concrete. The surface hardness and therefore the
rebound is taken to be related to the compressive strength of the concrete. The
rebound value is read from a graduated scale and is designated as the rebound
number or rebound index. The compressive strength can be read directly from the
graph provided on the body of the hammer.

7) Concept of Performance Profiles:

It is probably impossible to be sure that all of the factors that dictate the final cost of
a bridge will be foreseen and consequently the final cost will not be known with a
high degree of accuracy. Awareness of the fact that bridges cannot last forever, and
that problems with bridge deterioration are now better understood, means at least
that reasoned attempts can be made to assess the maintenance costs and hence the
final cost of a bridge. Great emphasis is rightly placed on ensuring that a bridge is
strong enough to carry the loads imposed upon it, but this should not be to the
detriment of the serviceability of the bridge. It may never reach its ultimate limit
state, but it surely will become unserviceable unless proper precautions are taken
and every item of the bridge is considered.

To this end the idea of performance profiles has been mooted as a possible way
ahead. This recognizes the fact that some elements of the bridge are replaceable
whilst others are permanent. Both types can be classified with a performance profile
which is either good or weak. This will undoubtedly affect the conceptual stage of
the bridge design process and result in close attention to detail and the elimination
as far as possible of all elements that are classified as weak. Alternatively, weak
elements can remain but be made better, for example bearings can be made stronger
and more durable and secured in a more robust manner.

8) Strategy

Strategy is defined as a method for making, doing or accomplishing something.

9) Residual Stress in Bridge (Insitu stress)

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In situ stresses in concrete are due to a combination of shrinkage, creep, temperature, dead
(self-weight) and superimposed dead loads, and loads from prestressing. These in situ
stresses can be obtained using the stress relief principle, either directly or indirectly, which
results in a value of a total stress, which then has to be broken down into its component
parts.
10)Light sensitivity sensor in monitoring the condition of the bridges
The principle is based on the measurement of the change of intensity of light as it travels
down a small glass fibre (about a hairs breadth in diameter) and is reflected back by means
of a tiny mirror to a sensor such as a Fibre Bragg Grating (FBG). The FBG sensor can be
likened to an ers gauge, but instead of measuring changes of electrical resistance, it
measures changes of light intensity.

Part B

11 a) Bridge maintenance and Management:

Some of the bridge maintenance activities that provide the biggest benefit for the smallest level of investment
generally include:
Eliminating deck joints in old bridges
Repairing or installing new expansion dams on bridge decks
Repairing bridge decks
Maintaining proper deck drainage
Restoring or replacing bridge bearings
Repairing or replacing bridge approach slabs
Repairing bridge beam ends and beam bearing areas
Bridge painting
Successful control of pollution from bridge maintenance and repair involves minimizing the potential sources
of pollutants from the outset.
Bridge Management:

In practice Bridge Management is necessary to coordinate and implement the tasks

associated with the care of our bridges, such as:
_ collection of inventory data
_ regular inspection
_ assessment of condition and strength
_ repair, strengthening or replacement
_ prioritizing allocation of funds
_ safety
The mechanism by which the coordination and implementation is achieved is the Bridge
Management System (BMS) with the specific aims of assisting bridge managers and managing
agencies:
_ To have a clear picture of all the bridges being managed and to prioritize them in terms of
importance relative to the overall road and rail traffic infrastructure.
_ To understand the maintenance needs of a particular bridge and by considering a number of
intervention strategies to optimize the costbenefit ratio.
_ To initiate and control the chosen maintenance action.
_ To assess the value of the bridges on a periodic basis by the inclusion of performance indicators.

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11 b) Access
Equipment
Basic equipment
Safety is of paramount importance during a bridge inspection, especially where parts of
a bridge are not safely accessible. In many instances it is necessary to employ the services
of specialists adept at climbing or abseiling. The equipment required will vary from bridge to
bridge but there are some items common to all, namely:
Safety items Safety helmet; fluorescent waistcoat; sturdy boots (preferably with steel
caps); waterproof clothing; road cones and other traffic warning signs; first aid box; life
jacket.
General equipment Clipboard with waterproof covering; camera; binoculars; measuring
tapes; thermometer; ladder; hammer; chisel; timber borer; mirror; wire brush; torch; straight
edge; string line; crack width gauge (see Figure 2.1); waterproof pen or crayon; penknife;
magnifying glass; trowel; shovel; square spike.
More sophisticated equipment Digital camera; lap-top computer; data-logger, electronic
level and staff; hand-held dictaphone; mobile phone; battery operated drill; boat.
Permanent and mobile equipment
The inspection of small bridges can usually be accomplished by a walk-around with access
to all parts readily available and visible with the naked eye or through binoculars. The main
problem is often the management of traffic during the inspection.
Scaffolding/platforms The most common form of access is by the traditional means of
ladders incorporated into scaffolding in the form a simple platform under a bridge or in the
form of a tower, for example where a high pier or abutment is to be inspected. The
scaffolding tubes are anchored to the structure at regular intervals and properly braced
together in all directions. Rest platforms are provided at intervals in accordance with current
regulations. To provide a firm foundation the uprights are provided with base plates which
are founded directly on the ground in the case of granular soils and on timber
baulks or concrete pads for weaker material. It is vital that the whole assembly is stable and
strong enough to carry all the anticipated loads from wind forces and personnel. Scaffolding
can be erected by semiskilled workmen; it can follow the varying geometry of the
superstructure (curves and intersections) and it is demountable and reusable.
Scaffolding tubes can also be used to suspend a platform from a bridge deck to provide
access to the underside. It is of particular use over heavily trafficked areas where the
platform can be erected piecemeal during the early morning hours until it is complete, the
whole assembly can then be made weather proof by tarpaulins at the sides. Such a platform
was provided recently to a steel arch bridge over the A3 near Guildford, UK, both to inspect
and repair damaged concrete covering to the arch ribs which was disintegrating and falling
on the carriageway beneath

12 (b)

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13 a)

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13 b)

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14 a) Major causes of bridge failure and procedure to avoid them:
Bridge failures can lead to injuries, loss of life, and property damage on a scale equal to plane crashes,
terrorist attacks, and natural disasters. Thats why bridge designers, engineers, construction workers,
managers, and inspectors take their jobs so seriously. The best way for them to prevent catastrophic accidents
is to understand the factors that cause bridges to fail.
A combination of issues

Infrastructure issues
Floods
Unexpected events
Construction incidents
Design flaws and manufacturing errors
Fires
Earthquakes
The best way to avoid bridge failures is to expect them to happen and plan for them. Its the only way to
protect the public from injuries, loss of life, property damage, and destruction.

14 b i)

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14 b ii)

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15 (a)

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15 (b)
Elaborate narration of the following

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