ACI 345.

1R-92
(Reapproved 1997)

Routine Maintenance of Concrete Bridges

Reported by ACI Committee 345

Ralph L. Duncan Robert V. Gevecker

Chairman Secretary

Donald W. Alden Peter Meza

Ralph K. Banks Howard H. Newlon, Jr.
Claudius A. Carnegie Orrin Riley
Kenneth C. Clear William Rohde*
John J. Corigliano Arthur P. Seyler
Robert N. Dentz Donald W. Vannoy
Paul Klieger

* Deceased

Committee members voting on 1992 revisions:

John L Carrato
Chairman
John H. Allen Paul Klieger
Paul D. Carter Surinder K. Lakhanpal
Ralph L Duncan Paul F. McHale
Robert V. Gevecker Harry L Patterson
Robert J. Gulyas Orrin Riley
Allan C. Harwood William F. Schoen
Mark R. Heim Virendra K. Varma

Various potential sources of distress and the possible areas affected in the Chapter 2-Roadways, pg. 345.lR-2
roadway, superstructure, substructure, approaches, slopes, and channel of 2.1-General
a bridge are described Guidance for avoiding or correcting such troubles
is also provided in the form of a day-to-day maintenance and preventive
2.2-Cleaning and flushing
maintenance guide. The report is directed to the local maintenance su- 2.3-Deck cracks
pervisor who has the responsibility for routine bridge maintenance. 2.4-Deck treatments
2.5-Asphaltic concrete overlays
Keywords: Bridge decks; bridges (structures): cleaning concrete pavements;
control joints; drains; highway bridges; maintenance; slope protection; sub- 2.6-Expansion joints and devices
structures; superstructures. 2.7-Deck drains
2.8-Snow removal
CONTENTS

Chapter l-Introduction, pg. 345.1R-2 Chapter 3-Superstructures, pg. 345.1R-8

1.1-General
1.2-Preventive maintenance
1.3-Scope
ACI Committee Reports, Guides, Standard Practices, and Com-
mentaries are intended for guidance in designing, planning,
executing, or inspecting construction and in preparing speci-
fications. Reference to these documents shall not be made in
the Project Documents. If items found in these documents are
desired to be part of the Project Documents they should be
phrased in mandatory language and incorporated into the
Project Documents.
3.l-General
3.2-Concrete superstructures
ACI 345.1R-92 supersedes ACI 345.1R-83 effective February 1, 1992. Minor
revisions have been made to the report in 1992. The reference chapter has been
reformatted and the year designation of the recommended references of the
standard producing organizations has been removed so that the current editions
become the referenced version.
Copyright Q 1983. American Concrete Institute.
All rights reserved including rights of reproduction and use in any form or by
any means, including the making of copies by any photo process, or by any
electronic or mechanical device, printed or written or oral, or recording for sound
or visual reproduction or for use in any knowledge or retrieval system or device,
unless permission in writing is obtained from the copyright proprietors.

345.1R-1
345.1R-2 ACI COMMlTTEE REPORT

3.3-Steel superstructures CHAPTER 1-INTRODUCTION

3.4-Bearings
l.l-General
Chapter 4-Substructures, pg. 345.lR-9 A modem highway bridge is a costly, complex struc-
4.1-General ture. The elements of the structure, from foundation to
4.2-Routine maintenance parapets and railings, must interact with each other in a
unique, efficient way. The special features designed to
Chapter 5-Roadway approaches, pg. 345.1R-10 enhance safety and to provide a pleasing overall appear-
5.1-Pavement expansion joint ance are also important in the service the bridge pro-
5.2-Leveling approaches vides.
5.3-Approach roadway shoulders The malfunction of one element can affect the overall
5.4-Approach roadway surfacing operational efficiency of the structure. The movement of
5.5-Approach roadway gutters a pier can cause collapse of an entire span; a damaged
5.6-Joints at bridge ends bearing seat might cause deck failure or collapse of an
entire span; a slick deck invites collision of vehicles with
Chapter 6-Bridge slopes, pg. 345.1R-11 each other or with the bridge parapet or railing.
6.1-Concrete slope protection Experience in highway operation has shown that con-
6.2-Erosion under curb outlets tinuous and systematic maintenance of a bridge will ex-
tend its service life and reduce its operating expense.
Chapter 7-Stream channels, pg. 345.1R-12 Nevertheless, maintenance of bridges and their ap-
7.1-Drift proaches is often the most neglected phase of highway
7.2-Brush and vegetation operation.

Chapter 8-References, pg. 345.1R-12 l.2-Preventive maintenance

8.l-Recommended references As soon as a bridge is constructed and put into ser-
8.2-Cited references vice, its deterioration begins. The changes that develop

Fig. 2.1-Severe deterioration in the Fig. 2.2-Severe deterioration in the Fig. 2.3-Water saturated concrete
bottom of the deck top of the deck

___^, .-

Fig. 2.4-Ponding of water on the deck Fig. 2.5-Ponding of water on the Fig. 2.6-Ponding of water on the deck
caused by dirt in the curb outlets deck caused by snow caused by inadequate deck drainage
 MAINTENANCE OF CONCRETE BRIDGES 345.1 R-3

Fig. 2.7-Water penetrating concrete deck Fig. 2.8-Scaling deck

are gradual and usually slow, and there is a tendency to
give them little attention. The sudden catastrophic event
is the one that demands immediate action. Some of these
developments can be avoided if good systematic, preven-
tive maintenance is practiced. Tried and proven practices
of day-to-day maintenance can keep the bridge operating
efficiently. Periodic inspection of all components of the
structure should be made in a careful and systematic way
to locate areas that need attention before they become
major repair problem.2 When working around a bridge,
time should be taken to check for any potential failures.
When a potential failure is observed or suspected, it
should be promptly reported.
CHAPTER 2-ROADWAYS
2.1-General
The bridge roadway includes the deck, with or with-
out separately applied wearing surfaces, joints, railings,
parapets, median barriers, curbs, sidewalks, and deck
drainage systems.3,4
Loose and deteriorated concrete and water-saturated
areas commonly occur on the bridge deck, both top and
bottom. Examples of severe deterioration are shown in

1.3-Scope
This report lists and discusses various potential
problems and the areas that might be affected in a
bridge. It provides guidance for avoiding and/or cor-
recting such problems. It is intended as a day-to-day
maintenance guide for the supervisor who has responsi-
bility for routine bridge maintenance. It is not intended
as a manual of repair, rehabilitation, reconstruction, or
bridge inspection. This guide should, however, be of
interest and use to all engineers and technicians in those
fields. Many detailed methods of repairing bridges are
found in References 3, 8, 12, 14, and ACI 546.1R. Guide-
lines for conducting bridge inspections are found in Ref-
erences 2, 3, 4, 5, and 9. Useful information on the sub-
ject of bridge maintenance may be found in these and
other references listed in Chapter 8 including ACI 504R
and ACI 201.2R.
This report is presented under the following chapter
headings: Roadways, Superstructures, Substructures,
Roadway Approaches, Bridge Slopes, and Stream
Channels. Fig. 2.9-Spalling deck
345.1R-4 ACI COMMITTEE REPORT
Fig. 2.10-Severely deteriorated paint system
Fig. 2.1, 2.2, and 2.3. Damage of this type is usually the
result of freezing and thawing action on the concrete,
corrosion of the reinforcing steel, or a combination of the
two. Water containing chlorides penetrates the concrete
and initiates these actions. Water ponded on the deck
accelerates them.7
Exposed deterioration can be located by visual
inspection. Nonvisual damage, such as delaminated
concrete, can be detected by the hollow sound made by
a chain drag or sounding with a hammer.9
2.2-Cleaning and flushing
2.2.1 Periodic cleaning and flushing of concrete decks,
drains, expansion joints, lower chords, bent caps, and
other elements should be performed.5,10
2.2.2 All drainage devices, such as curb outlets, pipe
drains, floor drains, downspouts, etc., should be
adequately cleaned to prevent pending of water on the
deck (see Fig. 2.4)5.
Following are two reasons for this:
a) Safety-The danger of vehicles hydroplaning or
skidding on ice in the winter (see Fig. 2.5 and 2.6).
b) Structural deterioration-Water carrying deicing
chemicals will penetrate the concrete eventually causing
deterioration, especially in the areas of cracks and joints
(see Fig. 2.7).
2.2.3 It is usually necessary to use a combination of
shovels, brooms, compressed air, trash pumps, mobile
cleaners, or water under pressure to remove the salt-
laden dirt and debris which cause or accelerate the
following:1,3,5,11
a) Scaling of concrete surfaces (see Fig. 2.8).
b) Corrosion of reinforcing steel and subsequent
spalling of concrete (see Fig. 2.9).
Fig. 2.11-Bentcap damage caused by "frozen" bearing and
sudden drop in temperature
c) Deterioration of paint systems and corrosion of
the supporting members (see Fig. 2.10).
d) Corrosion and freezing of the expansion
bearings.
A sudden drop in temperature causes the structure to
contract rapidly. With the bearings frozen, excessive
tensile stresses are transmitted to the concrete under the
bearing pad, often causing it to crack along a line
through the anchor bolts (see Fig. 2.11).
2.2.4 One of the more critical and most commonly
overlooked problem areas is the lower chord and floor
beam flanges and connections on truss spans. Here, ac-
cumulations of dirt, trash, and debris can contribute to
considerable corrosion and deterioration of truss mem-
bers (see Fig. 2.12). Periodic cleaning is necessary to
preserve the paint system and to avoid any loss of section
in the steel members at these points.5
2.3-Deck cracks
2.3.1 Most concrete decks develop cracks. These
cracks may be either transverse, longitudinal, or random
(see Fig. 2.13).3
2.3.2 Roadway moisture, carrying deicing chemicals
into the deck cracks, can create several problems.7,9
a) The moisture and chemicals cause the reinforcing
steel to corrode. The corrosion products swell or expand
causing the concrete to spall over the reinforcing steel
(see Fig. 2.14).
b) The water remains trapped in the crack and freez-
ing temperatures or traffic action will contribute to spall
development.
2.3.3 Sealing these cracks with asphalt or other
materials suitable for the purpose can prevent a con-
siderable amount of moisture from entering the cracks
 MAINTENANCE OF CONCRETE BRIDGES 345.1R-5

Fig. 2.12-Debris collected on lower chord Fig. 2.13-Deck cracks

and thus slow deterioration of the concrete deck (see Fig. For a short time after application, daily removal of
2.15).3 excess coverstone from the deck is important to reduce
2.3.4 Deicing salts in solution can also enter un- windshield damage and avoid blocking drains. In ad-
cracked concrete by permeating the surface, causing cor- dition, the excess coverstone should be removed from the
rosion of the embedded steel and subsequent cracking. substructure caps and lower chords of truss spans. This
excess coverstone may be reused for scalping and sealing
2.4-Deck treatments areas around timber abutments and abutment wings or
2.4.1 Concrete bridge decks, in many cases, are for sealing gutters at the bridge ends.
treated for protection against the effects of moisture and
deicing chemicals. Prior to the use of any deck treatment, 2.5-Asphaltic concrete overlays
the effect the treatment has on the skid resistance 2.5.1 Asphaltic concrete overlays are used on bridge
characteristics of the surface should be investigated.
Commonly, new and existing decks subjected to frequent
freezing and thawing cycling, high moisture, and/or
frequent exposure to seawater are treated with a 50-50
mixture of boiled linseed oil and kerosene, mineral
spirits, or a similar compound.3,6,7,9 Periodic follow-up
applications are usually required.1
2.4.2 A penetration asphalt surface treatment, or
equivalent sealer, may be considered for application over
significantly cracked or extensively patched decks.3,9 The
traffic volume, grade, and bridge alignment should be
considered prior to sealing as these factors greatly
influence the successful performance of the seal.
When sealing a bridge deck, the entire deck area
should be covered, including the curb outlets. The area
inside the outlet, however, should not be included when
the coverstone is broadcast on the deck. The coverstone
in these areas cannot be rolled, and could restrict the
deck drainage due to material buildup.
Care should be exercised to keep the deck expansion
devices free of sealant material which might interfere
with their proper functioning and movement. Any ma-
terial which may enter an expansion device should be
removed promptly and completely. Fig. 2.14-Deck spalls
345.1R-6 ACI COMMITTEE REPORT
Fig. 2.1 5-"Sealed" cracks
decks to provide a smooth riding surface and help reduce
damaging impact to the deck. They are also commonly
used as a protective wearing surface for penetration
asphalt, membrane waterproofing systems, or other deck
sealers. Prior to the use of any overlay or increasing the
thickness of an existing overlay, the ability of the
structure to carry the added load should be investigated.
As a rule, however, asphaltic concrete overlays are
relatively porous and, by themselves, do not provide an
effective seal.7,12 2This porosity entraps salt-laden moisture
which, in the absence of an effective deck sealer, can
promote deck deterioration. As a precautionary measure
a multiple-course penetration asphalt surface treatment,
membrane, or other deck sealer should always be applied
prior to an asphaltic concrete overlay.
2.5.2 When placing asphaltic concrete overlays, end
dams should be provided at expansion joints to protect
the overlay next to the joint and to keep overlay material
out of the joint.
Existing asphaltic overlays on concrete bridge decks
should be inspected periodically for cracking and debond-
ing from the concrete.3 A hammer or rod may be used to
locate unbonded areas in the overlay. These areas are
more commonly found along curbs, expansion joints, and
at locations where the overlay has cracked. Once located,
the overlay in these loose areas should be removed and
replaced.
2.5.3 Attempts should also be made to determine the
condition of the concrete beneath the overlay.9,12 If the
concrete deck is deteriorated, all unsound concrete
should be removed and replaced prior to replacing the
asphaltic overlay (see Fig. 2.16). Care should be taken to
finish the concrete patch flush with the existing deck.
Dormant cracks in the con-crete should be filled and
active cracks should be sealed with a crack-sealing
material to prevent entry of water.
2.5.4 To insure good adhesion, the concrete deck
must be dry and primed with an effective sealer and
bonding agent before the asphaltic overlay is placed.
Care should be taken to assure that the overlay is tho-
roughly compacted.
2.6-Expansion joints and devices
2.6.1 Deck joints provide for expansion and con-
traction of the bridge.33The joints may sometimes be
filled with a compressible material to keep drainage and
incompressibles out of the joint. If these joints should
become filled with incompresibles (dirt, sand, cover-
stone, debris, etc.), a concrete deck and/or the girder
ends may crack or crush when expanding (see Fig. 2.17).
In many instances, this causes undue pressure on the
superstructure bearings, resulting in cracking and spalling
of a concrete substructure cap (see Fig. 2.18). On some
bridges, especially concrete spans built on a skew, this
condition may cause transverse movement of the deck
with resultant curb offsets obstructing traffic (see Fig.
2.19). Debris filled joints may also collect moisture and
deicing chemicals which can deteriorate the adjacent
deck.
2.6.2 Expansion joints - Filled expansion joints
should be periodically cleaned of all incompressible
materials. Before replacing joint filler, it should be
determined whether there is need to do so since changed
conditions may dictate otherwise.
Possible replacement joint materials include asphalt-
impregnated felt or polyurethane foam topped with
poured-in-place rubber asphalt, polyvinyl chloride, poly-
sulfide, neoprene, butyl rubber, or polyurethane?
2.6.3 Steel expansion devices - To assure free
movement, steel expansion devices should be kept clean
and free of incompressible materials.3
In some cases, flat plate expansion devices close due
to the abutments moving. This movement results in con-
siderable pressure on both the abutment backwall and
the expansion device anchorage in the ends of the deck,
and could lead to failure in either of these areas. To
partially alleviate this condition, the flat plate may be
trimmed, thus relieving pressure. Steps may have to be
taken to relieve the pressure which caused the abutment
movement.
2.6.4 Elastomeric expansion devices - In recent years
considerable attention has been given to the development
of sealed and watertight joint devices that will expand
and contract with bridge movements.13 An elastomeric
device, usually consisting of neoprene and metal, is one
such type being used on many newer bridges. These de-
vices are vulnerable to snowplow damage, particularly if
they are not designed and/or installed properly. The
anchorage of these devices should be periodically
checked to ensure no sections have worked loose and
become traffic hazards.
2.7-Deck drains
 MAINTENANCE OF CONCRETE BRIDGES 345.1R-7

Fig. 2.18-Concrete pulled off of bent cap

Fig. 2.16-Unsound concrete removed

Fig. 2.19-Offset in curb line caused by deck movement

. .

Fig. 2.17-Cracked deck girder end Fig. 2.20-Debris in deck drain

345.1R-8 ACI COMMITTEE REPORT
Fig. 2.21-Deck drainage directed away from pier cap
2.7.1 Bridge deck drainage systems should be kept
clear of debris and functioning to avoid ponding water
which can lead to vehicle hydroplaning or skidding on
ice. Continued ponding also promotes rapid concrete
deck deterioration. Stoppages often occur when items
such as bottles, cans, and other rubbish accumulate at, or
lodge within drains (see Fig. 2.20).3,10
Fig. 2.22-Deck drainage directed away from the roadway
underneath the bridge
2.7.2 Drains discharging directly beneath the deck can
usually be cleared with common equipment. However,
more elaborate drainage systems may require special
tools and equipment.10
2.7.3 Drainage discharging onto supporting members
should be directed away from these members (see Fig.
2.21).
2.7.4 Decks with no drains, or those suspected of
having an insufficient number, should be observed shortly
after a rain for areas of ponding water. Such areas should
then be marked where additional drains are warranted.
Round pipe drains are normally installed where the
deepest water stands.5 Care must be exercised in locating
these drains to avoid drilling holes through concrete
girders or steel stringer flanges, or allowing the discharge
of water onto roadways underneath (see Fig. 2.22 and
2.23).
The pipe should be recessed into the deck and should
be long enough to direct water away from structural
members.10 After the pipe is installed, a mortar should be
used to grout around the opening to fill any existing
voids. Damage to the top and bottom of the deck result-
ing from the drilling operation should also be repaired.
2.8-Snow removal
Care should be exercised when plowing snow on
bridges. Some bridges have elastomeric expansion joint
devices which are easily damaged by snowplows, while
others are skewed to roughly the same degree as the
snowplow, which causes a jolt to the driver and damaging
impact to the truck and the bridge if the snow plow
drops into a joint.3 Care should be exercised to prevent
plow damage to the curbs, parapets, railings, and joint
sealant systems.
CHAPTER 3-SUPERSTRUCTURES
3.1-General
The superstructure component includes main mem-
bers, the floor system, secondary members, and bearing
Fig. 2.23-Deck drainage directed away from stringer
 MAINTENANCE OF CONCRETE BRIDGES
Fig. 3.1-Cracked concrete girder
Fig. 3.2-Steel corrosion
Fig. 3.3-Debris lodged in truss connection
345.1R-9
elements.3,4 Main members are those whose failure would
result in collapse of the structure, including concrete,
steel or timber girders, truss chords, diagonals, and ver-
ticals. Floor systems include members which transmit
loads from the roadway to the main members. Failure of
the floor system members would usually have only local
effects. Secondary members add stiffness to the main
members. Bearings are the mechanical devices which
transfer the loads from main members to the substruc-
ture and also allow for longitudinal and/or rotational
movements of the main members.
3.2-Concrete superstructures
In concrete superstructures, attention should be given
to any serious cracks or spalls (see Fig. 3.1). These de-
fects may be indications of structural distress and could
allow water and deicers to penetrate to reinforcing steel
and cause corrosion. Such areas should be sealed by the
use of an appropriate grout or patching compound.3
3.3-Steel superstructures
For most steel superstructures, other than those of
weathering steel, it is essential that the integrity of the
protective coating system be kept intact.3 Areas where
the prime coat has failed and corrosion has begun should
be spot cleaned, primed, and top coated promptly to pre-
vent further corrosion (see Fig. 3.2). Dirt, sand, trash,
coverstone, etc., tend to collect beneath open deck ex-
pansion joints and deck drainage appurtenances, on
lower flanges of outside girders, and on lower chord and
floor beam connections on truss spans (see Fig. 2.12 and
3.3).5 This debris becomes saturated at times, causing
corrosion and eventual loss of section of the bridge
members. The corrosion is accelerated if the moisture
contains deicing chemicals. Therefore, these areas should
be properly cleaned and maintained on a regular basis.15
Any cracks observed in steel members should be re-
ported immediately. Cracks could be the result of metal
fatigue and could spread rapidly. Cracks in main mem-
bers may justify closing the bridge to traffic until
retrofitting can be accomplished.
3.4-Bearings.
Attention should be given to all bearings (see Fig.
3.4).3,5,11 1Particular maintenance attention should be given
to steel expansion bearings under open deck expansion.
joints (see Fig. 3.5). Sand, dirt, coverstone, trash, etc.,
often accumulate around the bearings and at times
become moisture saturated causing corrosion and sub-
sequent freezing of the bearing (see Fig. 3.6). The
corrosion process is accelerated if the moisture contains
deicing chemicals. With the bearing frozen, the bridge
is restrained from expanding or contracting with tem-
perature changes, thus transmitting compressive or ten-
sile stresses to the girder and substructure cap causing
one or the other, or both, to be damaged. All bearings
should be properly maintained so as to function as
designed.
345.1R-10 ACI COMMITTEE REPORT

Fig. 3.4-Failed bearing Fig. 3.5-Bearing under open Fig. 3.6-Debris on substructure under
deck joint open deck joint

CHAPTER 4-SUBSTRUCTURE a bituminous fiier composed of approximately 1 part by

4.1-General
Substructures transmit loads from the superstructure
down to the soil and include two types: abutments and
intermediate support3,4 Intermediate supports can
usually be further classified as bents or piers. Elements
of substructure units include the cap, above-ground
portion, and below-ground portion, which includes the
footings.
4.2-Routine maintenance
Dirt and debris often accumulate on the caps under
open expansion joints and can become saturated with
moisture and deicing chemicals (see Fig. 3.6).11 If
permitted to remain for extended periods of time, they
will penetrate the concrete causing corrosion of the
reinforcing steel with subsequent spalls and deterioration
of the concrete (see Fig. 4.1). These areas should be
cleaned periodically and, if necessary, the concrete sealed
to protect against the effects of deicing chemicals pen-
etration. A modified polyurethane elastomeric coating is
sometimes used as a sealant for concrete pier caps. Mul-
tiple applications of a 50-50 mixture of boiled linseed oil
and mineral spirits or kerosene have also been used suc-
cessfully.1,3
volume of rapid-cure, cut-back liquid asphalt and 2 parts
by volume of air-dried sawdust. The proportion may be
adjusted to vary the density, but the mixture should be
such that free asphalt will not bleed out when the
mixture is compacted.
If the pavement expansion continues, it may be
necessary to repeat this process.
5.2-Leveling approaches
Level approaches prevent excessive live load impact
to bridge decks.5,166This impact can produce unnecessary
stress and damage to the deck and supporting members.
Slab jacking or other remedial treatment may be used to
level a concrete approach.
5.3-Approach roadway shoulders
Approach roadway shoulders have a tendency to build
up due to the accumulation of roadway debris. This con-
dition can restrict drainage at the bridge ends and can
cause ponding of water. When this condition exists, it
may be necessary to remove the approach safety guard-
rail and shave the shoulders to provide proper drainage.

CHAPTER 5-ROADWAY APPROACHES

5.1-Pavement expansion joint

At the time the concrete approach pavement is built,
an expansion joint is usually provided near the end of the
bridge. 2,4 The purpose of this joint is to prevent a buildup
of pressure on the backwall of the abutment or the end
of the deck caused by the expansion of the pavement.16
It is necessary to keep the pavement from en-
croaching on the abutments and bridge. When the pave-
ment expansion closes these joints, it may be necessary to
saw and/or break out about a 3 in. wide full-depth joint
and fill it with an appropriate compressible material. One
material which has proven economical and satisfactory is Fig. 4. I-Pier cap deterioration
 MAINTENANCE OF CONCRETE BRIDGES
5.4-Approach roadway surfacing
Where the bridge is wider than the approach road-
way, a drainage problem sometimes develops. The area
between the roadway and the wingwalls becomes low,
permitting water to stand. This allows weeds to grow,
hiding the railing and curbs. In addition, this can cause
hydrostatic pressure against the backwall and wings, and
may permit water containing deicing chemicals to stand
and soak into the concrete.
To alleviate this condition, concrete or asphaltic
material may be placed in this area, taking care to insure
proper drainage. This should provide better deck drain-
age and sight distance eliminating future handwork.
5.5-Approach roadway gutters
Gutters at bridge ends help to prevent erosion of side
slopes and runoff from getting under the approach pave-
ment and washing out the fill behind and/or under the
abutments (see Fig. 5.1, 5.2, and 5.3).
The gutters should be low enough at the shoulders so
that the roadway drainage is permitted to run off and
long enough to allow the roadway drainage to be dis-
charged away from the bridge. In many instances, slides
(as depicted in Fig. 5.4) are contributed to by such
improper drainage.
Gutters should be of sufficient size to carry the
roadway drainage without overflowing. If constructed of
asphaltic materials, they should be resealed periodically.
5.6-Joints at bridge ends
The joints between the perimeter of the approach
roadway and the bridge end and wingwalls should be
kept sealed (see Fig. 5.2). This will prevent water from
getting under the approach pavement which, in turn, may
prevent pumping of the approach pavement that could
result in broken and rough pavement and/or shoving of
the abutment. It will also prevent erosion of the fill and
possible deterioration of the concrete abutment. Prior to
resealing, it is usually necessary to clean the joint before
filling it with a compressible material.
Fig. 5.1-Erosion at bridge end Fig. 5.2-Erosion at bridge end
345.1R-11
CHAPTER 6-BRIDGE SLOPES
6.1-Concrete slope protection
Weeds growing in the joints of the concrete slope
protection may cause spreading of the joint and even-
tually permit water to enter and undermine the slope
protection.2 Weeds also retain debris and dirt on the
slope and prevent effective sealing of the joint (see Fig.
6.1).
The joint at the top of the slope protection is often
open because of a downward slippage of the slope pro-
tection. This should be inspected frequently and resealed
periodically.
All open joints should be filled with a compressible
material such as asphalt or a mixture of asphalt and saw-
dust.4
6.2-Erosion under curb outlets
Bank erosion, much like that depicted in Fig. 5.3, is
sometimes caused by deck drainage through curb outlets
and downspouts. One remedy is to block the curb outlets
in this area, but since good bridge deck drainage is most
important, the erosion should be prevented by other
means.5 Eroded areas may be backfilled with rock,
broken pavement, etc. In some instances it might be
advantageous to build gutters to take care of the
drainage from curb outlets.
CHAPTER 7-STREAM CHANNELS
7.1-Drift
Drift allowed to accumulate and become partially
buried in silt can cause several problems, including
shifting the channel alignment and promotion of scour-
ing.2,4 Drift piled up ag ainst piers or bents can produce
an excessive horizontal force on the substructure ele-
Fig. 5.3-Erosion under bridge
345.1R-12 ACI COMMITTEE REPORT

ments, especially in times of high water.5,17 This force has,

in some instances, caused timber piling to split or break
(see Fig. 7.1).
Drift also constitutes a fire hazard and should be
promptly and completely removed from the channel.

7.2-Brush and vegetation

Keeping brush and high vegetation cut will provide
easier access to the underside of the bridge.
Vines growing on substructure elements may cause
deterioration where the tentacles grow into cracks, splits,
and joints. They may also hold moisture which can pene-
trate and cause corrosion and deterioration.
Sprouts should be cut close to the ground and, for
reasons of safety, not cut on an angle producing a point.

CHAPTER 8-REFERENCES

8.l-Recommended references
The documents of the various standards-producing
organizations referred to in this document are listed
below with their serial designation:

American Concrete Institute

201.2R Guide to Durable Concrete
504R Guide to Joint Sealants for Concrete
Fig. 5.4-Substructure movement caused by slide Structures

.
_

Fig. 6.1-Vegetation growing in slope protection Fig. 7.1-Timber pile broken by drift
 MAINTENANCE OF CONCRETE BRIDGES
546.1R Guide for Repair of Concrete Bridge
Superstructures
The above publications may be obtained from the
following organization:
American Concrete Institute
P.O. Box 19150
Detroit, MI 48219-0150
8.2-Cited references
1. Guide for Maintenance Management, American
Association of State Highway and Transportation
Officials, Washington, D.C., 1980, 110 pp.
2. Manual for Maintenance Inspection of Bridges,
American Association of State Highway and Trans-
portation Officials, Washington, D.C., 1978, pp. 3-16.
3. Manual for Bridge Maintenance, American Asso-
ciation of State Highway and Transportation Officials,
Washington, D.C., 1976, 251 pp.
4. Bridge Inspectors Training Manual, Federal Highway
Administration, Washington, D.C., 1971, 234 pp.
5. Minor Maintenance of Highway Bridges, County
Highway Series Bulletin No. 7, Purdue University
Engineering Experimental Station, Lafayette, 1964,44 pp.
6. Snyder, M. Jack, Protective Coatings to Prevent
Deterioration of Concrete by Deicing Chemicals,
NCHRP Report No. 16, Highway Research Board, Wash-
ington, D.C., 1965, 21 pp.
7. Concrete Bridge Deck Durability, NCHRP
Synthesis No. 4, Highway Research Board, Washington,
D.C., 1970, 28 pp.
345.1R-13
8. Rapid-Setting Materials for Patching of Concrete,
NCHRP Synthesis No. 45, Transportation Research
Board, Washington, D.C., 1977, 13 pp.
9. Durability of Concrete Bridge Decks, NCHRP
Synthesis No. 57, Transportation Research Board, Wash-
ington D.C., 1979, pp. l-20; 25-48.
10. Bridge Drainage Systems, NCHRP Synthesis No.
67, Transportation Research Board, Washington, D.C.,
1979, pp. 2-4; 10; 29-35.
11. Bridge Bearings,NCHRP Synthesis No. 41,
Transportation Research Board, Washington, D.C., 1977,
pp. 43-48.
12. Evaluation of Methods of Replacement of Deter-
iorated Concrete in Structures, NCHRP Synthesis No. 1,
Highway Research Board, Washington, D.C., 1963, 56
pp.
13. Bridge Deck Joint Sealing Systems, NCHRP
Report No. 204, Transportation Research Board, Wash-
ington, D.C., 1979, 46 pp.
14. Bridges on Secondary Highways and Local Roads
--Rehabilitation and Replacement, NCHRP Report No.
222, Transportation Research Board, Washington, D.C.,
1980, 132 pp.
15. County Bridge Painting, County Highway Series
Bulletin No. 8, Purdue University Engineering Exper-
iment Station, Lafayette, 1966, pp. 3-29.
16. Bridge Approach Design and Construction
Practices, NCHRP Synthesis No. 2, Highway Research
Board, Washington, D.C., 1969, pp. 1-21.
17. Scour at Bridge Waterways, NCHRP Synthesis
No. 5, Highway Research Board, Washington, D.C., 1970,
pp. 3-7; 10-11; 20-22.