Understanding the 2017 ODOT Bridge Inspection Reports

Purpose: To familiarize the end users of the bridge inspection reports with the new Federal and AASHTO requirements for bridge inspection and how it affects the Local Agency Bridge Inspection Program.

Objectives: Identify the changes in the ODOT Bridge Inspection Program Understand how the changes affect the format of the bridge inspection report Identify the new element and defect language of AASHTO and the National Bridge Inspection Standards (NBIS)

Identifying changes to the ODOT Bridge inspection program Major changes in the AASHTO coding guide Addition of Defect language to describe elements 4 Condition States for all elements and defects Major changes in the ODOT Bridge Inspection Report Defects vs Smart Flags Remarks Section broken down to show remarks for each defect Load Rating showing new axle configuration for SU trucks ODOT has elected to follow the AASHTO Manual for Bridge Element Inspection, but there are several areas that ODOT has decided to go in it’s own direction.

Element Condition State Defects (Concrete) Condition States Condition State definitions for each Defect 2013 AASHTO changed to element level inspection. ODOT updated coding guide to reflect changes. Each inspector will rate defects based on the condition state descri Example of how the Defects are listed in both the AASHTO manual and the ODOT coding guide. Defect types (each material type will have Defects that describe areas of concern associated with it, i.e. Steel – corrosion, etc)

Major ODOT changes to the Aashto code Added unique elements to catch ODOT issue areas (Paint systems, tunnels, footings, etc) Added unique Defects to describe ODOT issue areas (Soffit, wheel track rutting, etc) ODOT is not reporting Defects associated with Protective Coating Systems (rating is for the effectiveness alone) ODOT has elected to follow the AASHTO Manual for Bridge Element Inspection, but there are several areas that ODOT has decided to go in it’s own direction.

New versus old report layout

Element changes Most elements are identified as before. One exception is how columns and piles are identified; Piles are defined as a member that is driven, Columns are defined as anything that is not driven or ends in a footing Abutments are defined by the predominate horizontal element type; The piles located at abutments are now inspected and identified under the pile element, All bridges have abutments, except cantilever spans, No cap is inventoried

Element changes (cont’d) Railing is identified by the predominate horizontal element type; Steel rails with concrete posts would be listed as a Steel Railing, Rails with multiple element types (concrete, steel, timber, etc.) could have defects listed that apply to other material types. Example: Timber rails with steel posts could have Corrosion listed as a Defect. Trusses are identified as a whole unit, no separate bottom chord Elements units use quantities instead of percentages

Railing showing Defects for multiple material types Steel Railing w/Concrete Defects

Element Condition states Four Condition States (CS) for all elements CS1 is pristine condition-do nothing, CS4 is failed-perform analysis Defects vs Smart Flags The main element is called the “parent” and each associated defects is called the “child”. Quantities vs percentages The total “child” quantities for each CS must not exceed the “parent” quantity. Protective coating systems are the exception. The total quantity is independent and can exceed the parent total quantity.

Element Condition State Changes 4 Condition States Quantities Defects

Bridge environment identification Benign: Neither environmental factors nor operating practices are likely to significantly change the condition of the element over time; or their effects have been mitigated by the presence of highly effective protective systems. Low: Environmental factors and/or operating practices either do not adversely influence the condition of the element; or their effects are substantially lessened by the application of effective protective systems. Moderate: Any change in the condition of the element is likely to be normal as measured against those environmental factors and/or operating practices that are considered typical by the Agency. Severe: Environmental factors and/or operating practices contribute to the rapid decline in the condition of the element. Protective systems are not in place or are ineffective.

Element Condition State Quantities There is a total of 1610 LF of P/S Girder. A total of 1609 LF and 1 LF are in CS1 and CS2 respectively. There is a total of 165 LF of Abutment. 20 LF of Efflorescence was identified in CS2.

Element Condition State Quantities Note that the Units for Protective Coatings are different from the parent element. This is the only exception. The steel protective coating total quantity exceeds the parent element.

Element Condition State Quantities Note that even though the Protective Coating total quantity exceeds the parent quantity, each of the individual CS quantities must equal the Defect total. 415 SF of Steel Paint has failed and is in CS4. Note the Defect CS language.

Element Condition State changes AASHTO “Manual for Bridge Element Inspection” states that only one Defect may be reported for any interval of an element; It will be common to encounter ‘overlapping’ Defects, or Defects that occur in the same area. Only one defect may be recorded. For defects located in the same spot that are also rated in the same condition state, ODOT has provided a Defect Hierarchy as a guideline.

Element Condition State Hierarchy

NBI Item 103 - Temporary Structure Designation Temporary repairs NBI Item 103 - Temporary Structure Designation Code this item to indicate situations where temporary structures or conditions exist. This item should be blank if not applicable. Temporary structure(s) or conditions are those which are required to facilitate traffic flow. This may occur either before or during the modification or replacement of a structure found to be deficient. Such conditions include the following: Bridges shored up, including additional temporary supports. Temporary repairs made to keep a bridge open. Temporary structures, temporary run-arounds or bypasses. Other temporary measures, such as barricaded traffic lanes to keep the bridge open.  Any repaired structure or replacement structure which is expected to remain in place without further project activity, other than maintenance, for a significant period of time (>10 years) shall not be considered temporary. Under such conditions, that structure, regardless of its type, shall be evaluated accordingly.   However, with due consideration of the member capacity and condition, a temporary repair can only be categorized as a temporary repair if it at least has the same capacity as the original members. If item 103 is coded "T", then all data recorded for the structure shall be for the condition of the structure without temporary measures, except for the following items which shall be for the temporary structure: Item 10 - Inventory Route, Minimum Vertical Clearance Item 41 - Structure Open, Posted, or Closed to Traffic Item 47 - Inventory route, Total Horizontal Clearance Item 53 - Minimum Vertical Clearance over Bridge Roadway Item 54 - Minimum Vertical Underclearance Item 55 - Minimum Lateral Underclearance on right Item 56 - Minimum Lateral Underclearance on left Item 70 - Bridge Posting When completing a repair, make sure you remove enough of the deteriorated member that it is obvious it is not a part of the structure.

Temporary repairs cont'd Will Temporary Repairs have an effect on a planned bridge replacement project? No, as long as the repair is classified as a temporary repair. Are Temporary Repairs identified in the same way as the old reports? Somewhat. Item 103 is still coded as “T”, but there will not be any “T” identifier in the element condition state table. Temporary repairs will be described in the remarks section.

Element Remarks Remarks can be listed under either the “parent” element or “child” defect; The remarks should support any deficiencies noted under the element condition states. Element remarks are required if the element condition state is ≥ CS2. Remarks can be made to address the defects that fall in the same area of the element, are in the same CS, and that are not recorded on the report due to the hierarchy chart. Items that should be captured in the remarks section include; Safety hazards, Structural load path issues, Scour concerns It two or more defects are in the same spot of the element and are also in the same condition state, then only one of the defects is listed on the report. The remark section can be used to identify the other defect that was not rated with a condition state.

Element Remarks Note that there is a general note for soot from transient fires described under the parent element. Notes that describe a specific flaw are listed under their respective Defect.

Load Rating New truck axle configurations. This will require changing Load Posting signs and the Advanced Warning signs.

NBI Condition ratings Uses very general subjective terms like: good, fair or poor condition Ratings from high (best) to low (worst): “9” = excellent “0” = failed condition

NBI Category – items 58 to 61 Describes the overall physical condition of the structure: Item 58 – Deck Condition (takes into account spalls, delams, patches, cracks, effloresence, and rutting) Item 59 – Superstructure Condition (takes into account only the superstructure members, not bearings, paint, etc) Item 60 – Substructure Condition (takes into account piers, abutments, fenders, footings, etc) Item 61 – Channel Condition (takes into account the physical condition for the flow of water and looks at stream stability, riprap, slope protection, or stream control devices)

NBI appraisal items (Items 36 – 125) What exactly are Bridge Appraisal Items? How do they differ from Bridge Condition Ratings? The NBI Items evaluate an existing bridge feature to one which would be built to current standards. NBI Items 67, 68, 69, 71, & 72 use values 0 – 9 to identify the level of service for the bridge. The value 0 being the lowest (bridge closed) and 9 being the highest (Superior to present criteria).

NBI item 36 – safety features Evaluates the adequacy of the Bridge Rail Features: Bridge Railing Rail Transition Approach Guardrail Approach Guardrail Ends

NBI item 67 – structural evaluation Comparison of Average Daily Traffic (ADT) and the Inventory Load Capacity Rating Can the structure support the daily traffic using the structure.

NBI item 68 – deck geometry Comparison of: Average Daily Traffic (ADT) and the Bridge Roadway Width Number of lanes and the Bridge Roadway Width Vertical Clearance over the Bridge Roadway

NBI item 70 – Bridge posting Compares the load capacity of the bridge to the State Legal Loads.

NBI item 71 – waterway adequacy Appraises the functional classification to frequency of overtopping the bridge deck or roadway approaches

NBI item 72 – approach roadway alignment Appraises the adequacy of the approach roadway alignment to the overall section of roadway it is located on.

Questions ? Richard J King, P.E. ODOT Local Agency Bridge Inspection Engineer 4040 Fairview Industrial Dr. Salem, OR. 97302 503.986.6575 (Work) 503.949.7465 (Cell) Richard.j.king@odot.state.or.us