INSPECTION AND MAINTENANCE OF

CONCRETE BRIDGES
CI E 478: R EH ABILI TATI ON OF CI VI L I NFRASTRUCTURE

C. DRI SCOLL | G. ERLI KHMAN | E. HARTMANN | J. MELLER

 EXECUTIVE SUMMARY

In 2013, the American Society of Civil Engineers (ASCE) and the Federal Highway Administration
(FHWA) have concluded that, out of the 607,380 bridges in the United States, of which the average
age is 42 years, one in nine are considered structurally deficient. The ASCE defines structural
deficiency as “Bridges that require significant maintenance, rehabilitation, or replacement.” In the
largest 201 metropolitan areas in the United States, 210 million daily trips are made by commuters
and freight vehicles. This volume of movement across an aging and deteriorated infrastructure
exemplifies the importance of infrastructure in the United States to its ability to participate
competitively in the global market. The ASCE recommends, “These bridges must be inspected at
least every year since critical load-carrying elements were found to be in poor condition due to
deterioration or damage.” With the state of America’s infrastructure in such poor condition, there
is currently an increased emphasis on inspecting and maintaining these structurally deficient
structures.
This report summarizes and details processes used across the United States of America by federal
and state organizations like the Federal Highway Administration (FHWA), the American
Association of State Highway and Transportation Officials (AASHTO), and a number of state
Departments of Transportation (DOTs), in the inspection and maintenance of both reinforced
concrete bridges and prestressed concrete bridges. Inspection of concrete bridges in the United
States typically involves a combination of visual, destructive, and non-destructive tests that are
conducted either synchronously or asynchronously. The most commonly executed tests for
concrete structures includes visual inspections and non-destructive testing like Electrical
Impedance Tomography and Ground Penetrating Radar. The inspection logs are then deposited
into a bridge repository for analysis, where bridges reflecting poor condition will be highlighted
and flagged for further inspection, more frequent inspection, or maintenance.
Maintenance of reinforced concrete bridges and prestressed concrete bridges can be broken
down into two forms of preventative maintenance: cyclical preventative maintenance and
condition-based preventative maintenance. Between these two maintenance practices, issues
concerning individual members of the concrete bridge structure can be addressed. This report
breaks down the cyclical and condition-based maintenance practices for concrete bridges by their
major components such as the substructure, superstructure, bridge deck and deck overlay, and
expansion joints.

KEY WORDS:
REINFORCED CONCRETE, PRESTRESSED CONCRETE, BRIDGE INSPECTION, DESTRUCTIVE TESTING,
NON-DESTRUCTIVE TESTING, CYCLICAL PREVENTATIVE MAINTENANCE, CONDITION BASED
PREVENTATIVE MAINTENANCE

SYRACUSE UNIVERSITY | INSPECTION AND MAINTENANCE OF CONCRETE BRIDGES 1

 REPORT CONTENTS

EXECUTIVE SUMMARY .....................................................................................................1

INSPECTION OF CONCRETE BRIDGES .................................................................................2
INSPECTION PROCESS....................................................................................................3
METHODS OF INSPECTION.............................................................................................5
PONTIS - A BRIDGE MANAGEMENT SOFTWARE..............................................................8
MAINTENANCE OF CONCRETE BRIDGES ............................................................................9
PREVENTATIVE MAINTENANCE PRACTICES ....................................................................9
MAINTENANCE OF CONCRETE BRIDGE SUBSTRUCTURES .............................................. 10
MAINTENANCE OF CONCRETE BRIDGE SUPERSTRUCTURES .......................................... 12
MAINTENANCE OF CONCRETE BRIDGE DECKS AND OVERLAYS ...................................... 14
MAINTENANCE OF CONCRETE BRIDGE EXPANSION JOINTS........................................... 15
CONCLUSION ................................................................................................................. 16
REFERENCES .................................................................................................................. 18

INSPECTION OF CONCRETE BRIDGES

The transportation system of the United States is a huge system with hundreds of thousands of
bridges, tunnels, highways and viaducts. It is fundamental that all that elements works well to
allow society to move freely around the country and to help the economic growth of the United
States. For all these reasons, it is essential to maintain and repair existing infrastructure to avoid
loss of lives and money. There are many techniques that we call use to examine the bridges, and
all these techniques are more appropriate for some kind of structure, so it need to be observed
before project and start and inspection on the bridge.
From the bridge inventory, there are more than 290,000 highways bridges in the United States
that were built before 1940. These structures were designed for smaller vehicles, less traffic and
lighter loads. In addition, there is the lack of good maintenance of these structures and you will
understand why half of these bridges have a classification as structurally deficient or functionally
obsolete. Therefore are so important all the efforts to inspect, and rehabilitate all these
fundamental structures in a so huge country as the United States.
Besides a good cyclical preventive-maintenance, inspection are necessary to avoid disasters. For
example: A bridge in New York received a correct maintenance during your life, but one time, it
was submitted an extra live load that causes some damage. For these problem, the correct
maintenance of the bridge didn’t avoid the damage and just with a current inspection of the
bridge the problem can be identified and after that solved with a correct rehabilitation procedure.
One important aspect that about inspections in bridges is, because most of these structures are
in highways with a good amount of traffic, all the necessary tests should be done causing very low
interferences on the road.

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Other main thing about inspections are the types and required intervals for inspection and that,
according to the office of operations and office of transportation maintenance from New York
State department of transportation New York State performs and reports four types of inspection
under BIIS -- the Bridge Inspection and Inventory System. Those types specify the ideal interval
between the inspections and the correct approach for those tests taking into account life time,
serviceability, and other things. Those intervals go from one to two years.
The manual “FUNDAMENTALS OF BRIDGE MAINTENANCE AND INSPECTION” tells us that the
inspection team is compose by a team leader who must be a professional engineer licensed by
New York State and a team leader assistance (NYSDOT, 2008). During the inspection, the team
will record some information about the condition of all elements of the bridge. Elements are rated
using the following scale:
 Totally deteriorated, or in failed condition
 Used to shade between ratings of 1 and 3
 Serious deterioration, or not functioning as originally designed
 Used to shade between ratings of 3 and 5
 Minor deterioration, but functioning as originally designed
 Used to shade between ratings of 5 and 7
 New condition -- no deterioration
 Not applicable
 Condition and/or existence unknown

INSPECTION PROCESS

To start the process of bridge inspection, the bridge inspectors need to review the previous bridge
inspection report to plan the inspection. The inspectors must identify areas where defects were
found in previous inspections to analyze if it is a problem that was repaired or it increase the size
and severity.
When the inspectors arrive at the bridge site, they observe the bridge looking for major problems.
The experts will concentrate efforts to discover the cause and determine the severity of the issues.
Depending the nature the problem or the magnitude they can project the repair techniques and
determine if the problem is so dangerous that they will need immediate close the bridge.
For different types of structures, there are many different types of inspection that can be done to
verify all the components of the bridge in a fast, safe, and cheap way for the state Departments
of Transportation.

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 THROUGH TRUSSES, AND DECK TRUSSES

The inspectors can access the through trusses using

industrial rope to climb the structure to better observe all
the structural elements. For this job, it is necessary to use
fall protection and adequate climbing equipment so the
team can move in the structure in a vertical and diagonal
directions to increase the efficiency.
It is possible to use beam claps or beam rollers to inspect
floor beams because it allows the inspector to access all
areas of the floor beam/stringer system. Sometimes it is
necessary to anchorages the ropes for the inspection in the
deck railing and it is required to regulate the traffic control
to protect exposed anchor points to provide safety
conditions for the work.
SUSPENSION BRIDGES
Figure 3.1: Inspector using climbing
equipment to access the through For the main cables of the bridge, it is possible to use the
trusses for inspection.
existing fall prevention system to walk in the main cable to
analyze the conditions of the structure. However, the bad maintenance of that system and it is
generally old, so it is necessary to use an additional safe system for the inspector.
There are two ways to inspect the entire suspender cables. One way is to use hand held inspection
mirror to see the entire full suspender cable. Other way to do the same task is necessary to have
two inspectors at the local, one to perform the descent/ascent activities in the suspender cables,
and other to stay in the main cable to act as a rescuer if necessary. If there are only concerns
about the top and bottom connections, the expert can analyze the bottom from the stiffening
truss that can be accessed by the deck level. For the top connections, the inspector can access by
the main cable.
DECK GIRDER BRIDGES

Deck bridges are bridges whose superstructures consist of steel beam shapes that support the
roadway deck above the beams. Depending the size and the shape of the beam, it will be hard for
an inspector climb to inspect all the elements under the bridge deck using traditional methods.
The most common practice to access these kind of structures are to use an under bridge
inspection vehicle (UBIV), such as snoopers. These equipment can access and inspect these areas
more efficiently and safety than typical climbing methods. However before decided by use this
equipment for inspection it is necessary to analyze all the dangerous situations that can happen
during the inspection. For that reasons, it may be necessary to close the bridge, or reduce to traffic
to avoid collisions with the UBIV that will be under the structure.

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 METHODS OF INSPECTION

There are many methods of inspection that can be used for bridge inspections, they can be divided
in two groups: destructive and non-destructive tests. Basically, they differ by the approach to the
structure, while in the first group the inspector takes out a core from the bridge to be analyzed,
in the second one it is used different equipment to analyze the structure and materials without
cause any damage to the bridge.
PRIMARILY VISUAL
INSPECTION

Although visual inspection can be

considered a non-destructive
test, it is very different than the
orders approach, so it is more
correct to say that a visual
inspection is the first step for a
complete inspection. For this
method there is no special and
high tech equipment, it just need
a high experienced professional
with accurate eyes. Those
professional will recognize
problematic areas along the Figure 3.2: Under Bridge Inspection Vehicle (UBIV) on a Deck
Girder Bridge.
structure that could be analyzed
in the future with another method to give the real state of the elements of the bridge.
DESTRUCTIVE METHODS

As the proper name say, destructive methods results in damages for the structure. It is because,
after a previous mapping of problematic areas, a sample of reinforce concrete should be taken
off for analyses in a laboratory. The advantages of the method are that in a laboratory we have
expertise to identify effectively all types of reinforced (and mass) concrete deterioration given a
complete investigation about the real state of the structure in that point. In the following picture
shows a inspection team using the coring method. When the size of the sample is small, like a
superficial intrusion resulting in a local loss of service proprieties we call semi-destructive tests.
NON-DESTRUCTIVE TESTS

A better approach for a structure are the non-destructive tests. It means that after the inspection,
the bridge will not lose its services and strength proprieties. It is a good thing because with these
test the structure will not need a local repair after it done.

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 J. Hoła and K. Schabowicz did a
good job in their paper
analyzing the state-of-the art
for non-destructive tests, the
main idea is to separate all
methods in two groups, first
those that asses strength,
second the group with the
methods that inspect material
properties like corrosion.
An important characteristic that
a non-destructive method must
have is a good quality of the
Figure 3.3: Coring Source: © 2013 Stanger Testing Services.
results in comparison with the
destructive ones. Figure below shows
a classification of non-destructive
methods suitable for the diagnostic
testing of building structures
(Schabowicz & Hola, 2010).
As the picture showed, there are a
test specific for each determinate
field. Although strength is an
important parameter, in terms of
rehabilitation detection of failures,
cracks and corrosion are more
important to the inspection than the
proper strength.
For N.D.T. we can classify those tests
according to the main technology used
as instrument of failure detection. The
most common groups are: Acoustic,
Electromagnetic, and Electrical.
ACOUSTIC METHODS

There are a lot of methods from that

nature, Parallel seismic, Impulse response, Impact – echo, Ultrasonic tomography, etc. As a radar
they utilize acoustic wave in different frequencies or vibration to verify defects concrete, and
reinforced concrete.

6 DRISCOLL | ERLIKHMAN | HARTMANN | MELLER

The main purpose of these methods is to give for the inspector a localization of the rebar,
thickness of the concrete and possible cracks or voids inside of the structure. An example of a
acoustic method is Ultrasonic tomography that give us images from the concrete locating voids,
crack intruder materials. This technology measure the Ultrasonic wave velocity passing from each
material resulting in a different velocity for each material. Figure above shows a ultrasonic
tomographic equipment and the scheme of capturing images.

Figure 3.4: Ultrasonic tomograph: a) measuring set, b) measuring antenna in coordinate system and
possible images
ELECTROMAGNETIC METHODS

For this group the method Ground Penetrating Radar is the most popular. It measure thickness of
the concrete delamination, large voids, extensive defects and the location of the reinforcement
in the concrete. The advantage of the method is its speed in testing but it don’t have a good
accuracy for the thickness of the covering and reinforce diameter. The figure below shows an
example of a GPR test.

Figure 3.5: a) GPR equipment b) Example of image created with this technology.
ELECTRICAL GROUP

As an example Electrical Impedance tomography like the GPR method create a 3d image of the
structure using the voltage between the rebar in the concrete and an electrode. This method can

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detect corrosion before of the state of delamination, allowing an early solution that will be
cheaper.

PONTIS - A BRIDGE MANAGEMENT SOFTWARE

In 1991, the Congress mandated that each state Departments of Transportation develop and
implement bridge management systems (BMS), as an eventual replacement of the existing
National Bridge Inventory (NBIS). Since the PONTIS was created in that time, many states decided
to use this software as theirs BMS.
PONTIS is a complex software with extensive documentation to increase efficiency in bridge
inspection process because provides statistical and probabilistic information, management of
decision and performance of different scenarios to the structure. The software allows more detail
about individual bridges components and examine the state of deterioration of the structure.
The computer program can determinate the deterioration, projecting the consequences on repair
need, it can too project resource allocation by priorities and relating the impact of the bridge
repair need in other systems management needs. Moreover, the software can recommend bridge
preservation policy due the environmental and load conditions of the structure. Other advantage
of the system is that can recommend projects to perform on bridges to a specified budget that
will bring the most beneficial aspect for the situation.
To use the software, it is necessary to collect the data from all the current and planned bridge
projects to enable future bridge projections to reflect the actual bridge program of the state. After
that step, it is necessary to define the deterioration models to better exemplify the how the
bridges are deteriorating in function of the maintenance and repair activities.
Moreover, the engineer is responsible to update the cost data of the software in function of the
historic information and expert judgement for the region that software will operate. It is essential
for the agency business processes set priority of the maintenance for a certain structure, to avoid
lack of maintenance that can be dangerous for all the community that need that bridge.
After all these steps, the program will generate a list of work alternatives that will better fit the
scenarios of that structure in function of the agency’s needs. For each specific scenario, Pontis
can specify annual budgets, planning horizons and parameters for preservation and improvement
needs. Then, the agency can use the list of work that the program made to determine the best
solutions for maintenance and repair of the structure for the period that will be more convenient
for short or long-term planning.

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 MAINTENANCE OF CONCRETE BRIDGES

PREVENTATIVE MAINTENANCE PRACTICES

Preventative maintenance has been defined as “a planned strategy of cost-effective treatments

to an existing roadway system and its appurtenances that preserves the system, retards future
deterioration, and maintains or improves the functional condition of the system (without
substantially increasing structural capacity) (AASHTO, 2011). In the case of reinforced concrete
highway bridges, these preventative maintenance practices are routinely only applied to sound
structures that exhibit little to no deterioration. The practice of preventative maintenance is
typically applied to elements of structures that demonstrate a significant useful life and are a part
of critical national, state, or local infrastructure (Federal Highway Administration (FHWA), 2011).
Participating in established preventative maintenance practices has proven to keep national
infrastructure in good condition, retard future deterioration, and evade the typically large costs
of bridge reconstruction or replacement. Preventative maintenance can be broken down in to
two primary sub-practices, namely cyclical preventative maintenance and condition-based
preventative maintenance.
CYCLICAL PREVENTATIVE MAINTENANCE

Cyclical preventative maintenance include all maintenance activities that are performed at
established intervals across the service life of a structure. Cyclical preventative maintenance is
intended to preserve individual bridge elements and thus the entire structure as a whole. The act
of performing cyclical maintenance, however, does not ensure complete protection against
deterioration, but rather delays the deterioration process. In addition, the act of performing
cyclical preventative maintenance does not have a direct effect on improving the condition of the
structure.
The intervals at which cyclical preventative maintenance is performed on concrete bridges in the
United States varies by state, however the Federal Highway Administration has compiled a list of
select preventative maintenance measures and their frequencies, as indicated by individual state
transportation departments. Below is a summation of these maintenance measures and
frequencies:
Table 4.1: Examples of cyclical preventative maintenance activities. Adapted from Bridge Preservation
Guide, Federal Highway Administration, 2011
PREVENTATIVE MAINTENANCE ACTIVITY FREQUENCY (YEARS)
WASHING / CLEANING OF BRIDGE DECKS OR ENTIRE BRIDGE 1-2
INSTALL DECK OVERLAY ON CONCRETE DECKS SUCH AS:
 THIN BONDED POLYMER SYSTEM OVERLAYS 10 - 15
 ASPHALT OVERLAYS WITH WATERPROOF
10 - 15
MEMBRANE
 RIGID OVERLAYS SUCH AS SILICA FUME AND LATEX
20 - 25
MODIFIED

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 SEAL CONCRETE DECKS WITH WATERPROOFING
2-5
PENETRATING SEALANT
LUBRICATE BEARING DEVICES 2 -4

CONDITION-BASED PREVENTATIVE MAINTENANCE

Condition-based preventative maintenance includes all maintenance activities that are completed
on a bridge, or its elements, as a result of the findings of a structural bridge inspection. These
condition-based preventative maintenance activities are typically performed on structures that
are in conditions that, overall, are rated as good or fair. Bridges below these ratings do not receive
condition-based preventative maintenance, but rather rehabilitation or replacement. Similar to
cyclical preventative maintenance, condition-based preventative maintenance practices are
enacted to extend the useful service life of the structure and its elements. Typical condition-based
preventative maintenance measures include sealing of leaks, replacement of bridge deck
overlays, sealing of cracking and pothole creation, installation of cathodic protection systems, and
painting (Federal Highway Administration (FHWA), 2011).
The driving force behind condition-based preventative maintenance is the severity of the
deterioration of the bridge and its elements. These deterioration states can be categorized in one
of three conditions. A low-level rating indicates a deterioration state that does not present any
observable consequence to safety. A medium-level rating indicates a deterioration state that does
not need immediate attention, but should be reevaluated in the near future. A high-level rating
indicates a deterioration state that includes many observable structural defects, resulting in
safety levels far below acceptable standards that pose immediate threats to the users. Bridges in
this rating category require immediate maintenance to remediate the present issues (Chassiakos,
Vagiotas, & Theodorakopoilos, 2005). These safety level ratings are the result of several
parameters that include general data, geometric data, structural data, environmental data, traffic
data, historical data, and inspection / bridge condition data.

MAINTENANCE OF CONCRETE BRIDGE SUBSTRUCTURES

SOURCES OF DETERIORATION AND CONSEQUENCES OF POOR MAINTENANCE

Issues associated with the maintenance of concrete bridge substructures arise from a number of
factors including environmental conditions, improper construction, and overloading or impact
loading conditions. Inadequate or improper maintenance of reinforced concrete bridge
substructures renders these components susceptible to cracking, spalling, delamination, and
corrosion of the reinforcing steel. The most common issues found in concrete bridge
substructures are related to improperly drained bridge runoff (IowaDOT, 2014). This runoff may
come from deficiencies in the drainage system of the bridge or a leaking expansion joint. Bridge
runoff typically affects bridge piers, wingwalls, and abutments, leading to corrosion of the
reinforcing steel bars, spalling and delamination of the surface concrete due to water intrusion
and freeze-thaw cycles, and in severe cases, settlement and scour of piers and abutments. In the

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severe cases of settlement and scour, the initial damage to the structure is worsened by intruding
moisture that has the ability to further cracking and spalling of the concrete cover, and corrosion
of the steel reinforcing bars.
Other issues related to concrete bridge substructures include failure of bridge bearings and
impact loads. Failure of bridge bearings between the superstructure and substructure of concrete
bridges restricts the design movements of the superstructure, that typically release internal
stresses from the system. When these bearings fail, they often translate unintended forces to the
substructure and foundation resulting in cracking and spalling of the concrete cover, which
permits localized moisture intrusion. Impact loading of the concrete substructure will often come
in the form of vehicular impact, vessel impact, and flood debris (IowaDOT, 2014). Similar to the
effect of failed bearings, the unintended loads will often result in extensive cracking and spalling
of concrete members.
SUBSTRUCTURE MAINTENANCE PROGRAMS

There are a number of cyclical and condition-based preventative maintenance programs in place
in the United States that ensure ample maintenance of reinforced concrete substructures. Cyclical
preventative maintenance measures for concrete substructures includes the washing and sealing
of bridge beam seats. Regularly scheduled cleaning of concrete bridge beam seats at the bridge
abutment and pier caps should be performed yearly. Annual cleaning of beam seats ensures that
accumulated debris is removed from the abutment or pier cap. These debris contribute to the
collection of moisture that are subject to freeze-thaw cycles. To maximize the effectiveness of the
cleaning of these substructure elements, washing should take place in conjunction with the
annual washing of bridge decks and expansion joints at the end of every winter season (IowaDOT,
2014) (Burgdorfer, Bergman, & Roeder, 2013). Performing these washing activities at the end of
every winter season has the added benefit of effectively removing the presence of road salt, which
causes the corrosion of the reinforcing steel bars within piers and abutments, as well as corrosion
of the bridge bearings, which are typically steel in most bridges across the United States. Following
the washing of the substructure, the bridge seats at the abutments and pier caps should be
sandblasted to remove loose concrete and resealed with an appropriate sealant. This additional
step at the conclusion of every winter season improves upon the impermeability of the bridge
seat, minimizing the intrusion of chloride ions into the concrete.
Condition-based preventative maintenance measures for concrete bridge substructures includes
the repair of cracks, spalling, delamination, and severe deterioration of substructure elements.
Localized cracking on bridge abutments, wingwalls, and piers can be easily addressed through the
application of pressure injected epoxy. The injection of pressurized epoxy will prevent the
intrusion of moisture and chloride ions into these substructure members preventing further
cracking, spalling, and delamination due to freeze-thaw action and corrosion of steel reinforcing
bars. Working cracks, or cracks that are expanding, should be investigated for the underlying
reason for this action so that appropriate corrective action may be taken to effectively maintain
the concrete substructure. In the case of extensive cracking, spalling, and delamination of the

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concrete cover of the bridge pier, abutment, or wingwall, shallow or regular depth concrete
repairs should be carried out. These areas of spalling, cracking, or delamination require the
cleaning out of these deteriorated concrete masses, sandblasting of the affected areas, and the
proper application of a permanent concrete patch. In the case that the spalling or cracking has
compromised the integrity of the reinforcing steel, the steel may also require replacement.
In the case of severe damage to the reinforced concrete substructure, extensive preventative
maintenance must occur. Severe damage to the substructure regularly occurs at the bridge seats
on the abutment or pier cap. These locations on the bridge substructure are subject to
concentrated moisture accumulation, concentrated chloride accumulation, and concentrated
mechanical action. Deterioration due to mechanical action typically occurs at the abutment wall
due to rotation caused by or about the approach slab (IowaDOT, 2014). Additionally, deterioration
at the interface between the approach slab and abutment wall can be caused by or furthered by
moisture and chloride intrusion from bridge runoff, resulting in spalling, delamination, and
corrosion of the reinforcing steel. Repair of this damage is achieved through the replacement of
the structural concrete and reinforcing steel. This replacement is achieved through the removal
of spalled and delaminated concrete, removal of severely corroded steel rebar, sandblasting of
the sound material, and replacement of all removed steel and concrete elements of the abutment.
Severe deterioration of abutments and pier caps occurs under the bridge seats and is
characteristically extensive in nature. Failure to repair these bridge seats results in possible loss
of support. Due to the nature of this form of deterioration, the appropriate repair procedure is
extensive. Restoration of the concrete bridge seat requires the jacking of the existing
superstructure to support the bearing loads during the repair. Once jacked, the loose material
and affected rebar is removed and the area is sandblasted and cleaned. New reinforcing steel is
tied into the existing steel. Fresh concrete is poured to fill the previously occupied area and
allowed to cure to the specified concrete strength. The final step in restoring the beam seat is
reloading the seat with the superstructure at a pace that will not harm the newly refurbished
beam seat or the superstructure. (IowaDOT, 2014) (Deleware Department of Transportation,
2012)

MAINTENANCE OF CONCRETE BRIDGE SUPERSTRUCTURES

SOURCES OF DETERIORATION AND CONSEQUENCES OF POOR MAINTENANCE

Deterioration of reinforced concrete and prestressed concrete superstructures is the result of two
principal damages. The first source of deterioration in reinforced and prestressed concrete
superstructures is impact damage caused by vehicular collision. In the Unites States, reinforced
and prestressed concrete superstructures are habitually used in the construction of highway
overpass structures and railroad overpass structures. These structures are subject to impact from
overheight vehicles attempting to pass beneath them. These impacts result in concrete spalling,
cracking, and critical exposure of flexural rebar and tensioning steel cables. Extended exposure of
these elements in aggressive environments leads to corrosion of the reinforcing and tensioning
steel as well as further cracking and spalling from repetitive freeze-thaw cycles.

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The second source of deterioration in reinforced and prestressed concrete superstructures is
damage to the end members via chloride and moisture intrusion. The end bridge members
located at bridge abutments and near expansion joints are at a heightened risk for the deposition
of de-icing salt from bridge deck runoff. The combination of chloride salts and moisture combine
at these member ends to intrude into the concrete, instigating cracking, spalling, and
delamination through freeze-thaw cycles and the corrosion of steel reinforcing bars and steel
pretensioning strands. Failure to remediate this excess runoff will result in highly corroded and
severely spalled end members. (Deleware Department of Transportation, 2012)
SUPERSTRUCTURE MAINTENANCE PROGRAMS

There are a number of cyclical and condition-based preventative maintenance programs in place
in the United States that ensure ample maintenance of reinforced and pretensioned concrete
superstructures. Cyclical preventative maintenance measures for concrete superstructures
includes the washing and sealing of the structural elements. Washing of the structural elements
should take place in conjunction the washing of the bridge deck, substructure, and expansion
joints. To maximize the efficiency of this maintenance procedure, washing should take place
directly after the conclusion of the winter season, such that the residual deposits of de-icing salt
are removed from the surfaces, reducing the risk of chloride penetration into the structural
member. Washing of the bridge superstructure can be completed in one of two ways, depending
on the age of the structure (IowaDOT, 2014). Newer reinforced and pretensioned concrete
bridges are equipped with static wash down piping systems. These systems are built into the
structural members and, when connected to a water source like a pump truck or standpipe, are
capable of thoroughly washing the concrete member. Modifications to these static wash down
systems are capable of concentrating the washing and cleaning procedure to areas that
experience high chloride deposition, such as at expansion joints, member ends, and beam seats.
Older bridges that are not equipped with a static wash down system must be cleaned with the
use of a pump truck and high pressure nozzle, such that debris may be removed from the
structural members. Regardless of how washing is accomplished, the procedure must successfully
eradicate the presence of debris, bird nesting material, bird feces, chloride deposits, and any
other foreign objects.
Following washing and cleaning procedures of concrete bridge superstructures, member ends
that exist in areas with excessive runoff should be sealed with epoxy. This runoff typically affects
the beam ends through leaks in the deck joints, expansion joints, or drainage systems. Sealing the
beam ends with epoxy will significantly reduce the rate of deterioration at these locations. In
conjunction with sealing the ends of these structural members, the source of the leaks should be
identified and, if appropriate, eliminated though maintenance or replacement.
Condition-based preventative maintenance measures for concrete bridge superstructures
includes the repair of cracks, spalling, delamination, and severe deterioration of structural
elements, primarily due to vehicular impact. In the case that vehicular impact causes minimal
damage, i.e. cracking or minimal delamination, the suggested maintenance procedure is to fill the

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deteriorated region with an epoxy injection. These cracks typically form at the interface of the top
flange and the structural bridge deck, where rotation of the beam is restricted. These cracks tend
to move downward toward the point of impact. If the crack forms in the opposite direction, (from
the impact point upward) then filling of the crack with epoxy is not necessary for structural
integrity of the superstructure, but is recommended to prevent moisture and chloride intrusion.
In the case that the vehicular impact causes severe damage, i.e. spalling or severe delamination,
the recommended procedure is to adhere fiber reinforced polymer (FRP) strips in the deteriorated
zone. The suggested FRP strips by IowaDOT are carbon-fiber reinforced polymer strips. These
strips should be adhered to the flange and lower webs of positive moment zones to maintain the
flexural capacity of the concrete member. (IowaDOT, 2014) (Deleware Department of
Transportation, 2012)

MAINTENANCE OF CONCRETE BRIDGE DECKS AND OVERLAYS

SOURCES OF DETERIORATION AND CONSEQUENCES OF POOR MAINTENANCE

Inherent to concrete bridge decks and overlays in the United States is an increased rate of
deterioration due to unusually aggressive environments and variable cyclic loading from heavy
traffic. These conditions are especially prevalent in the continental and maritime temperate
climates of the Northern United States, where frequent use of de-icing chemicals, heavily
trafficked infrastructure, and successive freeze-thaw cycles are commonplace. Cyclic loading from
wheel impact on the concrete surfaces contributes greatly to the creation of cracking and the
expansion of microcracks. As the wheels of vehicles impacts angular edging of concrete decks, the
transferred impact load causes stress-induced cracking and deterioration. This creation of cracks
from cyclic impact loading works in tandem with aggressive chlorinated environments to worsen
cracking of the deck structure (Burgdorfer, Bergman, & Roeder, 2013).
Inadequate or improper maintenance of reinforced concrete bridge decks and overlays renders
these components more susceptible to spalling, cracking, corrosion, and potholes as chlorinated
runoff permeates through microcracks and deficiencies in the concrete bridge deck. (IowaDOT,
2014) Chlorinated water caught in microcracks attacks the reinforcing steel in the concrete deck,
initiating corrosion and causing internal pressures to form. Similarly, all moisture caught in
microcracks and pores is subject to free-thaw cycles that put severe outward pressure on the
concrete. These actions by freeze-thaw and corrosion cause expansion of the microcracks and
pores, leading to spalling of the concrete travel surface, pothole creation, and deficiencies in the
concrete decking.
DECK MAINTENANCE PROGRAMS

There are a number of cyclical and condition-based preventative maintenance programs in place
in the United States that ensure ample maintenance of reinforced concrete bridge decks and
overlays. One of the simplest and most effective way of maintaining reinforced concrete bridge
decks is to clean and wash them at regular intervals. The Iowa Department of Transportation
recommends that these washing and cleaning activities take place shortly after the end of the

14 DRISCOLL | ERLIKHMAN | HARTMANN | MELLER

winter season, maximizing the effectiveness of these cleaning efforts and minimizing the amount
of corrosion in the reinforced bridge deck (IowaDOT, 2014). In the 2013 report by the Washington
State Department of Transportation (WSDOT), it was found that 17 out of 34 states do not have
in place a bridge washing program, while 10 responded that they wash their bridge decks every
year, 4 states wash their bridge decks every 2 years, and 3 responded that they regularly wash
their bridge decks in intervals exceeding 5 years (Burgdorfer, Bergman, & Roeder, 2013). Though
the washing of bridge decks is often considered a cyclical practice, the need to wash the concrete
deck of a bridge may become condition-based in abnormal circumstances, such as in regions with
unusually aggressive environments or following an accident or chemical spill on a bridge deck.
(Deleware Department of Transportation, 2012)
Other common practices for the maintenance of reinforced concrete bridge decks and overlays
includes the removal of cracked or delaminated concrete and the application of a seal or epoxy
bond in these cracked or delaminated areas. In the case of a cracked travel surface, the use of
deck seals may be warranted. The purpose of this crack sealing procedure is to create a moisture
resistant barrier between the environment and exposed aggregates and reinforcing steel,
reducing the risk of chloride intrusion and corrosion of the steel bars. In the instance that sections
of the concrete deck become delaminated, standard practice calls for the removal of the
delaminated concrete, especially in areas that pose immediate threats to vehicular traffic,
pedestrian traffic, or marine/rail traffic. Localized delamination at the interface between the
structural concrete bridge elements and the concrete deck overlay can be addressed through
epoxy injection. In this practice, epoxy is injected into the interface between the structural
members and the deck overlay to bond them together.
In instances where the deterioration of the bridge deck and deck overlay is more severe, such as
in the formation of potholes, patching of the deck will become necessary. The proper practice in
repairing large spalls and potholes in bridge deck and deck overlays is through the use of
permanent and properly adhered concrete patches. The application of the concrete patch
impedes further spalling of the concrete deck by eliminating the regions in which moisture could
accumulate, leading to further freeze-thaw damage and/or corrosion of the steel reinforcement.
The application of the concrete patch must be completed in conditions that will not adversely
influence the curing of the concrete. In the case that the environmental conditions cannot support
the proper curing and bonding of the new concrete patches, the use of asphaltic concrete is
acceptable as a temporary maintenance measure to prevent further deterioration of the concrete
bridge deck and deck overlay. Upon the improvement of environmental conditions, the asphaltic
concrete should be removed and replaced with a permanent concrete patch.

MAINTENANCE OF CONCRETE BRIDGE EXPANSION JOINTS

SOURCES OF DETERIORATION AND CONSEQUENCES OF POOR MAINTENANCE

Inherent to expansion joints in concrete bridges in the United States is an increased rate of
deterioration due to unusually aggressive environments, mechanical wearing, and variable cyclic

SYRACUSE UNIVERSITY | INSPECTION AND MAINTENANCE OF CONCRETE BRIDGES 15

loading from heavy traffic. The problems associated with expansion joints stem primarily from
their capacity to move. As these expansion joints move, they are subject to shifting from their
designed alignments. This shift can be caused by a number of conditions including corrosion of
the expansion joint, obstructions such as sand or salt from de-icing efforts, and being bent out of
alignment by passing traffic. Improperly maintained expansion joints and expansion joints that
are damaged by passing traffic can have severe to catastrophic effects on the structural integrity
of the concrete bridge. Consequences of poor maintenance include damaged end diaphragms,
damaged lateral bracing, damaged beam ends, damaged bearings, damaged beam seats and caps,
and damage from erosion.
EXPANSION JOINT MAINTENANCE PROGRAMS

There are a number of cyclical and condition-based preventative maintenance programs in place
in the United States that ensure ample maintenance of reinforced concrete bridge expansion
joints. One of the simplest and most effective way of maintaining these expansion joints is to clean
and wash them at regular intervals. The Iowa Department of Transportation recommends that
these washing and cleaning activities take place shortly after the end of the winter season,
maximizing the effectiveness of these cleaning efforts and minimizing the amount of damage to
the expansion joint (IowaDOT, 2014). In the 2013 report by the Washington State Department of
Transportation (WSDOT), it was found that 10 out of 34 states do not have in place an expansion
joints washing program, while 12 responded that they wash their expansion joints every year, 4
states wash their expansion joints every 2 years, 1 responded that they wash their expansion
joints every 3-5 years, and 7 responded that they regularly wash their expansion joints in intervals
exceeding 5 years (Burgdorfer, Bergman, & Roeder, 2013).
Condition-based preventative maintenance measures for concrete bridge expansion joints
includes the repair of neoprene and rubber seals at the expansion joints. In cases where the
expansion joint seals become loose, deteriorated, cause leaks, or are not performing to their
fullest capacity, it is recommended that the rubber or neoprene seals between steel elements are
replaced. These replacements should take place at the same time as the expansion joint and
bridge deck washing procedures to maximize the efficiency of the maintenance efforts. In cases
where the expansion joint is severely corroded, misaligned, or the material shows significant
deformations, removal and replacement of the expansion joint is warranted to extend the service
life of the concrete bridge as a whole, preventing damage to the bridge deck, superstructure, and
substructure elements.
CONCLUSION

Throughout the history of building bridges, maintenance has always been a key issue; and
unfortunately, many states do not maintain their bridges as well as they should due to financial
or other issues.

16 DRISCOLL | ERLIKHMAN | HARTMANN | MELLER

One of the first parts of maintenance is inspecting the bridge using primary visual inspection,
destructive methods, as well as non-destructive methods. Only after the bridge has been
inspected should any maintenance work start to be done.
Different types of Maintenance include cyclical preventative maintenance, condition-based
preventive maintenance, substructure maintenance, superstructure maintenance, deck
maintenance, and expansion joint maintenance.
Each of these types of maintenance are important parts of making sure of extending the service
life of the structure and its elements. Inadequate or improper maintenance of reinforced concrete
bridge substructures renders these components susceptible to cracking, spalling, delamination,
and corrosion of the reinforcing steel. The most common issues found in concrete bridge
substructures are related to improperly drained bridge runoff (IowaDOT, 2014).
There are even states that don’t even have some of these much needed maintenance programs
in place causing a faster degradation of the structures and more money and maintenance to be
needed to repair the structures back to decent condition.
These repairs might also be caused by the state not using the maintenance programs it already
has in place as often as it should yearly or after the winter where the structures have been subject
to many different variables that could make them more susceptible to corrosion.
These problems should have been prevented through means of inspecting the structures more
often to allow less maintenance to be needed overall.

SYRACUSE UNIVERSITY | INSPECTION AND MAINTENANCE OF CONCRETE BRIDGES 17

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