Escolar Documentos
Profissional Documentos
Cultura Documentos
Applicability
ARTC Network Wide
Document Status
Amendment Record
1.3 12 Nov 12 Appendix B Updated with pre-approved amendment (Nov 2011) to remove CRN
related lines & data following hand over of CRN Network effective
15 January 2012.
Contents
1 Introduction ........................................................................................... 5
1.1 Purpose ............................................................................................ 5
1.2 Scope ............................................................................................... 5
1.3 Procedure Owner ............................................................................... 5
1.4 Responsibilities .................................................................................. 5
1.5 Reference Documents ......................................................................... 6
3 Inventory ................................................................................................ 7
3.1 Introduction ...................................................................................... 7
3.2 Inventory Information ........................................................................ 7
1 Introduction
1.1 Purpose
The purpose of this document is to describe the system and processes for inspecting structures
on ARTC’s network.
1.2 Scope
Section 9 of the ARTC Code of Practice identifies the minimum requirements for the inspection
of bridges.
This Structures Inspection Procedure applies to all structures under ARTC’s responsibility and
provides guidance for the processes for undertaking the following inspections:
• Engineering Inspections;
• Visual Inspections;
• Special Inspections;
• Track Patrol Inspections.
The systematic inspection of structures forms the basis of good asset management practice. The
outcomes from the inspection process are used to:
i. Provide data on the current condition, performance and environment of a structure
including the severity and extent of defects. The data enables those responsible for
managing structures on ARTC’s network to assess if a structure is currently safe for use
and fit for purpose, and provides sufficient data for actions to be planned where structures
do not meet these requirements.
ii. Inform analyses, assessments and processes where there is a change in condition, cause of
deterioration, rate of deterioration, maintenance requirements, effectiveness of
maintenance and structural capacity.
iii. Provide data for asset management planning in order to deliver an acceptable level of
service.
iv. Compile, verify and maintain inventory data for all structures under ARTC responsibility.
Section 3 of this Procedure describes the inventory data that should be held in the
Structures Management System1.
1.4 Responsibilities
The National Bridges & Structures Engineer is responsible for the implementation of this
procedure.
1
The Structures Management System refers to ARTC’s computerised Bridge Management System, known as the BMS. Refer to the BMS
User Manual for specific use of the system in each state.
To ensure the data is of high quality and auditable, access to the Structures Management
System is restricted to approved users only to input and amend inventory, inspection and
maintenance information.
For consistency of data structure, reporting, descriptions and processes are described in this
Procedure for the following categories:
Inventory
The requirements for inventory data are provided in Section 3 of this Procedure.
Inspection
The purpose and methodologies of these inspections are detailed in Sections 4 to 7 of this
Procedure.
Maintenance
The processes for scheduling corrective and preventive maintenance work are included in the
inspection methodologies in Sections 4 to 7 of this Procedure.
3 Inventory
3.1 Introduction
The Structures Management System holds asset inventory, condition and performance data with
the objective of providing up-to-date information that can be used to determine the current
condition of structural elements and the overall performance of structures. In addition the
Structures Management System provides the basis for providing a range of network wide
reports on different structures and structure types.
• For underbridges, and any other structure with spans parallel to the track, all descriptions
are based on the start of a structure, which is the end with the lowest Kilometrage using
the following abbreviations:
• A – Abutment;
• S –Span;
• P – Pier.
All elements should be numbered from the Downside (left hand side when facing direction
of increasing kilometrage) progressing to the Upside (right hand side).
• For Overbridges, culverts and any other structure with spans perpendicular to the track the
numbering system should be the same as for an underbridge with the start of a structure
located on the Down Side of the track.
All elements should be numbered from the highest Kilometrage (left hand side when facing
the Up side rail) side progressing to the lowest Kilometrage (right hand side) side.
An example of the numbering/description system is provided in Appendix D.
4 Engineering Inspection
The purpose and scope of an Engineering Inspection is provided in the Standard ETE-09-01
Structures Inspection.
Further general information for specific types of structures is provided in Appendices E to L, as
listed below:
These appendices provide general guidance only and it is expected the Structures Engineer will
use appropriate engineering judgement and experience when recommending actions from an
Engineering Inspection.
• The equivalent train load effects for each primary and secondary element for each
nominated train consist.
The load rating should be determined in accordance with the document “Load Rating of Bridges
and Culverts”, which is included in Appendix P.
Establishing the cause of an observed defect is crucial to determining the severity of a defect. If
the Structures Engineer is unable to determine the mechanism responsible for the cause of a
defect, further input should be sought from a specialist engineer. If the cause of a defect cannot
be identified and the level of risk cannot be determined, further investigation should be
recommended.
Repair Priority
All defects should be allocated a repair priority as shown in Table 1 below:
3 – Priority 3 An actual Date for Rectification should be nominated but should be:
Note: Repair priority codes 1 (<7 days) and 2 (<28 days), in accordance with Maintenance
Works Management Process (PP166) are not applicable for structures maintenance
work due to insufficient timeframes to undertake remedial action, and therefore not
utilised to prioritise maintenance work.
• Underground Inspections.
• Capacity Ratio;
• Speed Restriction for current traffic where railway bridge or culvert has inadequate load
carrying capacity (to provide a capacity ratio of ≥ 1.0);
• Load limit for road bridges where capacity is less than T44.
For item i., inventory and photographic records, the Structures Engineer does not have
permission to change such information in the Structures Management System. The engineer
should seek changes in accordance with Section 4.1.5 of this Procedure.
The defect was identified as repaired, but was found to be still outstanding upon inspection.
The defect should be re-identified as for a new defect, including a description stating the
defect had been closed in error.
4.3.1 Defects
The Structures Representative should assess all reported Category Defects A-D, and Category
Defects M where requested by the Structures Engineer within the required timeframes.
Where the Structures Representative has concerns over the defect category allocation,
associated repair priority and/or associated rectification date of a defect, in the first instance the
issue should be discussed with the Structures Engineer. If it is agreed that the Structures
Representative should vary the assessment of the defect, the Structures Engineer should
provide written confirmation of the agreed change(s) that should be filed with the inspection
records.
If the Structures Representative and the Structures Engineer cannot reach a compromise, the
matter should be referred to the National Bridges & Structures Engineer for further review. If,
following the review, it is agreed that the Structures Representative should vary the assessment
of the deficiency; the National Bridges & Structures Engineer should provide written
confirmation of the change(s), which should be filed with the inspection record.
The Structures Representative should mark the engineering inspection report as accepted for
inclusion in the Structures Management System and ensure any requirement for special
inspections, speed restrictions etc are actioned.
5 Visual Inspection
The purpose and scope of a Visual Inspection is provided in the Standard ETE-09-01 Structures
Inspection.
Further general information for specific types of structures is provided in Appendices E to K,
as listed below:
These appendices provide general guidance only and it is expected the Structures Inspector will
use appropriate judgement and experience when recommending actions from a Visual
Inspection.
through the use of appropriate equipment such as mirrors, telescopic equipment or video
recording in order to identify structural defects.
Review of Structure Inventory Records
The Structures Inspector is required to review the existing inventory information currently held
in the Structures Management System for the structure and identify either:
• Additional information to make the inventory data complete;
• Modifications to correct errors, or changes arising from maintenance work, to the existing
information.
For each structure, the following photographic records that form part of the inventory
information are required:
A view along the deck system;
One or two views (depending on the size of the structure) showing the elevation of the
structure;
One or two representative photographs of more complex structures such as trusses.
The Structures Inspector should review the existing photographs in the Structures Management
System for that structure, and take additional photographs if currently inadequate or there has
been a substantive change.
Following the inspection, the Structures Inspector should advise the Structures Representative
of any required changes to the inventory. The Structures Representative should review the
proposed changes and arrange for the changes to be made in the Structures Management
System.
Assessment of Previously Reported Defects and Monitor
At the start of inspection procedure, the Structures Inspector should review the status of the
previously reported defects, including those require monitoring. Depending on the rate of
deterioration of the defect the Structures Inspector should either record:
• No Change - The original deficiency category and repair priority (where appropriate)
allocated to the deficiency does not change.
• Re-Assess - The deficiency is reassessed and a new deficiency category and repair
priority recorded.
• Completed - If a defect has been repaired but is still identified as an outstanding defect,
the Structures Representative should be notified.
• Outstanding - If a defect has been reported as repaired but is still outstanding, the
Structures Representative should be notified.
New Deficiency Identification
When the Structures Inspector identifies a new defect, the following information should be
recorded:
• Type of element;
• Location of element;
• Assessment of Defect Category A- D and M;
• The Defect Type from the controlled list of defect types (refer Appendix B);
• For Defect Categories A-D, assign a Repair Priority and a specific date for rectification (refer
Table 1);
For Defect Categories A and B, impose an immediate mitigation strategy as deemed
necessary.
• Defect size;
• A brief description of the defect. Where the defect is likely to cause a reduction in strength
provide estimate of reduction in cross sectional area of structural element or loss of
structural adequacy.
• Photographic records of all critical defects. Where defects are repeated, only typical defects
photographs are required.
It should be noted for Category A to C defects the Structures Inspector should communicate
urgently with the Structures Representative to implement immediate mitigation strategies and
arrange further assessment within the prescribed timeframes. All verbally agreed actions should
be documented in the inspection report.
For Category M, Monitor, the Structures Inspector can allocate the defect:
• To the Structures Representative to review, or
• For re-assessment at the next inspection.
5.3.1 Defects
The Structures Representative should review, within the specified timeframes:
• All Category A to D defects;
• All Category M defects where the Structures Inspector has requested further review;
• The Structures Representative has authorisation to change the defect category, repair
priority and rectification date reported by the Structures Inspector. The Inspector’s original
assessment must be kept on record.
Where the Structures Representative has concerns over specific defects further advice may be
sought from either the Structures Engineer who undertook the last Engineering Inspection or
from the National Bridges & Structures Engineer. Where written advice has been provided, the
advice should be filed with the inspection report.
6 Special Inspection
The purpose and scope of a Special Inspection is provided in the document ETE-09-01
Structures Inspection.
7 Track Patrol
The purpose and scope of a Track Patrol inspection is provided in the document ETE-09-01
Structures Inspection.
1. Structure Identification
2. Structure Information
3. Structure Configuration
3.1 No of Spans No
3.2 Span Length No
3.3 No of cells (Culverts only) No
3.4 Cell width/diameter (Culverts only) No
3.5 Cell height (Culverts only) No
4. Access Information
5. Geometry Details
6. GPS Data
6.1 Easting No
6.2 Northing No
6.3 Map Zone No
7. Paint Details
7.1 Painted No
7.2 Lead paint No
7.3 Paint Condition Yes
7.4 Recommended Repaint Year No
7.5 Last Painted Year No
7.6 Cost of Repaint No
8. Transom Details
9. Utilities
10. Documents
11. Photographs
1
For structures in NSW the value for this attribute is imported directly from Ellipse.
Bridges Overbridge
Underbridge
Footbridge
Tunnels Tunnel
Culvert non-track
Flood structure
Lighting Gantry
Lighting Tower
Retaining wall
Signal gantry
Turntable
Water Structures
Weighbridge
State
NSW
VIC
SA
WA
QLD
Region
East West
Line Line
NSW SOUTH/WESTERN AUSTRALIA
C03-PORT WARATAH ARRIVALS W11 – DRY CREEK TO CRYSTAL BROOK
C05-KOORAGANG JUNCTION W12 -CRYSTAL BROOK TO SPENCER JUNCTION
C07-KOORAGANG ISLAND W13 – SPENCER JCT TO TARCOOLA
C26- TAHMOOR LOOP W14 – TARCOLA TO COOK
C28-SAXONVALE BRANCH W15 – COOK TO RAWLINNA
C30-BLOOMFIELD BRANCH W16 – RAWLINNA TO KALGOORLIE
C31-PELTON LINE N21 – CRYSTAL BROOK TO PETERBOROUGH
C33-MT THORLEY BRANCH N22 – PETERBOROUGH TO BROKEN HILL
C34- BRANSTON TO BRIX SIDING S41 – SPENCER JCT TO WHYALLA (PORT)
C36-NEWDELL BRANCH S51 – DRY CREEK TO OUTER HARBOUR (PORT)
N00-MAIN NORTH E61 – DRY CREEK TO TAILEM BEND
N40-ULAN LINE E62 – TAILEM BEND TO WOLSELEY
N35- HAMILTON JCT TO ISLINGTON JCT
N51-NORTH COAST VICTORIA
N60-TELARAH - FARLEY E71 – WOLSELEY TO MAROONA
N70-BINNAWAY TO WERRIS CREEK E72 – MAROONA TO VITE VITE
N73-WERRIS CREEK TO MUNGINDI E73 – VITE VITE TO GHERINGHAP
S00-MAIN SOUTH (LIDCOMBE-ALBURY) E74 – GHERINGHAP TO NEWPORT
S32-PICTON TO MITTAGONG LOOP E75 – NEWPORT TO TOTTENHAM LOOP
M50-MARRICKVILLE LOOP TO BOTANY E76 – TOTTENHAM LOOP TO SPENCER STREET
M52-METROPOLITAN GOODS E77 – APPLETON DOCK JCT TO A/DOCK
M66-CHULLORA JCT TO SEFTON PARK JCT N82 – SOMERTON TO SEYMOUR LOOP
S70-COOTAMUNDRA TO LAKE CARGELLIGO N83 – SEYMOUR LOOP TO ALBURY
W20-ORANGE TO BROKEN HILL N84 – BENALLA TO OAKLANDS
W33-PARKES TO NARROMINE
W34-STOCKINBINGAL TO PARKES
W60-TROY JCT TO MERRYGOEN
W61-DUBBO TO COONAMBLE
UPCL UP COAL
UPLP UP LOOP
UPMN UP MAIN
Class 1C Concrete
Class 2 Timber
Class 4
Class 5
Service Withdrawn
Bridge Owner/Maintainer
ARTC CRIA
RailCorp
Through truss
Slab Poor
Rail
Jack arch
Pipe
Track Alignment
Straight
Subjects
Previous inspections
Investigation reports
Defect
Drawings
Diary Notes
General
Inspections
Calculations
Miscellaneous
Structural
Photo Name
Deck view
Defect
Elevation
General photo
Structural detail
Defect Type
Broken
Concrete spalling
Corroded
Cracked / split
Crushed / collapsed
Decayed / rot
Deformed / bent
Loose
Missing
Piped
Weathered
“Refer description”
Element Material
Deck
1 Deck Y Y Y Y m2
2 Kerb Y Y Y Y Y Lin m
3 Walkway/Refuge Y Y Y Y Y Lin m
4 Railing/Barrier/Parapet/Balustrade Y Y Y Y Y Y Lin m
6 Transom Y Y Y Each
Superstructure
23 Arch Y Y Y Y Y Y Lin m
25 Corbel Y Each
27 Diaphragm Y Y Each
28 Stringer Y Y Each
42 Bearing Y Y Each
Unit of
Measurement
Element Precast Cast-In-Situ Masonry for Condition
Number Type Steel (S) Concrete (P) Concrete [C] Timber (T) (M) Other (O) Assessment
Substructure
51 Headstock Y Y Y Y Each
52 Sill Y Y Each
54 Blade Pier Y Y m2
55 Abutment Y Y Y Y Y m2
56 Wingwall Y Y Y Y Y m2
Unit of
Measurement
Element Precast Cast-In-Situ Masonry for Condition
Number Type Steel (S) Concrete (P) Concrete [C] Timber (T) (M) Other (O) Assessment
Tunnel
81 Tunnel Portal Y Y Y m2
82 Tunnel Roof Y Y Y Y m2
83 Tunnel Wall Y Y m2
Other
92 Waterway Y Each
94 Retaining Wall Y Y Y Y Y m2
95 Conduit Y Each
98 Signage Y Each
For components that run across a structure, for example diaphragms, cross girders transoms,
etc, the component number shall be referenced from the start of the span. For example:
• The third cross girder to the second span of a through girder bridge would be labelled -
Element No 26 Location S2/3
Truss Girders
1) Corrosion in top and bottom chords, batten plates and lacing bars, portal and wind bracing
over tracks, gusset plates, rivet and bolt heads.
Misalignment or distortion in chords.
Cracks in cleats and connector plates
Loose rivets or bolts and turnbuckles.
Damaged steelwork from equipment or loads traveling out-of-gauge.
Stepways / Stairways
1) Corrosion at base connection, stepway risers, stringer webs, tread cleats and clips.
Loose bolts and clips to treads.
Trestles
1) Corrosion around baseplates, between angles in bracing, in rivet heads and holding down
bolts.
Loose rivets or bolts in connections to girders or bracing.
Loose turnbuckles in bracing.
Piers/Caissons
1) Corrosion at crosshead connection at water or ground level.
Excessive movement of any element under load.
Cracks in cylinder walls.
Corrugated Steel Pipes
1) Corrosion in corrugation.
Distortion in pipe profile.
Breakdown of coating.
Change in invert alignment indicating bedding failure.
Rivets
There are two types of rivets in the bridge system.
• Structural rivets – rivets that need to be tightly fitted e.g. rivets connecting stringer to
cross girder or lacing bars to top and bottom chords. Inspect for leaching of rust stain or
looseness apparent to a hammer tap.
• Stitching rivets – that do not need to be tightly fitted to hold the elements together e.g.
rivets connecting diagonal lacing bars or lacing bar spacers in truss bridges. Inspect for
slackness due to excessive wear and tear.
Deflection
Deflection in steel elements is normally small. Any clear movement under live load is to be
measured, or closely estimated, and reported.
Temporary Supports
Inspect visually for soundness and effective support, including footing, foundation and drainage.
Packing and wedges are to be tightened and secured as necessary. Where temporary supports
have been in service for more than 1 year they must be thoroughly inspected in the same
manner as other elements of the structure.
temperature is less than 13°C. In order to minimize this risk all such structures are included in a
special inspection program during winter months.
Inspection
The spans are to be examined for evidence of flange damage, i.e. cracking, notching, bruising,
distortion, scores, and bends) as well as grinding or other repairs. Note that cracks can develop
from previously ground or repaired areas.
Inspection must be carried out from close proximity to enable measurement of defects, and to
give a reasonable chance of detection of cracking on any surface of the flanges.
Where there are welded flange plates special attention must be given to the BFB flange in the
proximity of the welds, as there is a possibility of crack initiation and propagation from welds.
Recording
Each notch is to be individually measured and recorded. Where the flange is bent laterally or
vertically, an estimate of the distance is to be recorded. The report should indicate whether
damage is in the BFB flange, or the flange plate, or both.
Site action to be taken when cracking or damage occurs.
Where any cracking is found in the BFB bottom flange / flange plate / cover plate area, the
Structures Representative is to be informed immediately and a speed restriction imposed, or the
track closed, or the bridge temporarily supported, depending on the extent of the crack as
detailed below.
If the track is not closed the bridge must be monitored very closely and a speed restriction
imposed to suit. A significant risk and rapid crack growth exists with any unplated BFB showing
any crack, or a plated span showing cracks in both BFB and plate flanges. Plated flanges
showing cracks in one element, but not in both, are less of a risk.
If a span is temporarily supported at a crack, trains may run indefinitely up to 50Km/h
depending on the quality of the supports.
If a span is not temporarily supported at a crack, the following action is required:
• If the flange is plated and a crack up to 25mm exists in either the BFB flange or in the
flange plate, speed is to be limited to 20Km/h, and the crack is to be checked after each
train.
• If the crack is greater than 25mm but less than 100mm, road traffic is to be suspended
during the passage of rail traffic.
• If the crack is greater than 100mm, rail traffic must NOT be permitted.
• Where the flange is not plated or both flange and flange plate are cracked, rail traffic may
be permitted if the crack is up to 25mm long. Rail speed must be limited to 20Km/h, road
traffic must be stopped during the passage of each train, and the crack is to be checked
after each train.
• Where the flange is not plated or both flange and flange plate are cracked, and the crack is
over 25mm, rail traffic is to be stopped.
Repair method
No welding, straightening or cutting is to be done on BFB spans without prior approval of
Structures Engineer.
Condition State 2
• Spot rusting of the paint system to 5% surface area is occurring and the paint system is no
longer effective. No corrosion of the section has occurred.
• All welds, bolts or rivets are in good condition with no movement of plates or sections in
the element.
Condition State 3
• Some surface pitting may be present with active corrosion occurring in isolated areas but
no loss of section area has occurred which will affect the strength of the element.
• The paint system has broken down with rust spotting to 10% and surface pitting.
• Nuts and bolts may be corroded but are still tight and no cracking of welds has occurred.
• Riveted plates may have very minor movement of 1 or 2mm but rivets are generally sound.
On transom top bridges inadequate or lack of effective bracing between girders is affecting
the lateral distribution of heavy loads between girders. Girders should be well braced with
heavy channel connectors at approximately 5-6m centres. With old girders, they typically
have angle or plate sway bracing to prevent lateral buckling or bowing under load.
Condition State 4
• Corrosion is well advanced and loss of section has occurred having a detrimental effect on
the strength of the element, ie a flange may be badly corroded over a sizable length.
• Bracing may be broken or missing forcing the girder to carry additional live loads than
intended.
• There may be some cracking of the welds between the plates.
• Rivets or bolts may be severely corroded and no longer carrying full load or functioning as
intended.
• Rivets may be broken or missing allowing excessive movement of plates of fabricated
girders.
• The paint system has completely broken down with cleaning back to bright metal required
before repainting.
Visual inspection
All bridge elements are to be inspected for indications of deterioration or damage such as:
• Weathering, cracks, shakes, splits;
• Surface decay where elements join or where elements project behind abutments;
• Damp sides of elements, especially of timber decking;
• Indicators of internal decay such as troughing, sides bulging, brooming out of fibres, body
bolts hanging out or loose in their holes;
• Termite or fungus attack;
• Crushing of elements, especially headstocks, at seating and joints;
• Spike killing of transoms;
• Loose or missing bolts, including transom bolts.
Hammer Testing
Hammering, or sounding, a timber element gives an indication of internal deterioration. The
presence of rot or termite attack may cause a hollow sound when struck by the hammer,
indicating boring is required. The hammer should weigh about 1kg, with one face flat and the
other face spiked.
Bore and Probe
Test boring is carried out with a 10 mm auger in order to locate internal defects such as pipes,
rot or termites. Holes are bored square to the face of girders, corbels, headstocks, piles, sills
and other elements, as necessary. Boring must not be overdone and holes are to be
preservative treated and plugged, leaving the plug 20mm proud. Unused holes are to be
plugged flush. The extent of an internal pipe or other defect is found and measured with a feeler
gauge made from 4 mm steel wire with one end flattened and about 4 mm bent over at right
angle. By probing down the bore hole, the extent of a defect can be felt, measured and
recorded.
Deflection Test
A deflection test gives an indication of girder condition and riding quality.
Deflections are to be measured at the mid-point of all girders in the tested span and recorded.
If deflection limits are exceeded at permitted track speed, temporarily reduce train speed to
suit. If the limit is exceeded at 20 km/h, the Structures Representative is to be advised the
same day.
Headstocks
Inspect visually and hammer test for soundness. Identify solid and double waling types. Bore
and probe ends of elements if hammer test indicates internal decay. Give special attention to
corbel seatings and to pile bearings. Inspect waling headstocks for loose bolts and for bearing
on pile shoulders.
Bracing
Inspect all horizontal and diagonal bracing visually and hammer test for soundness. Inspect for
loose bolts, and effectiveness of bracing in restraining side-sway.
Sills
Inspect visually and hammer test for soundness. Identify solid and double waling types. Inspect
for loose bolts, straps, decay of undersides on concrete bases, and bearing of walings on pile
shoulders.
Piles
Inspect visually and hammer test for soundness. Bore new holes during every Engineering
Inspection and probe at headstock level and at ground level.
Inspection below ground is required during Engineering Inspection, using a backhoe where
possible. Excavate to a depth of 500 mm, or more if necessary, and bore at trench bottom.
Where spliced piles show signs of vertical or sideways movement, the splice rails and pipe
stumps are to be exposed and inspected. All excavations are to be backfilled, rammed, and
scour protection reinstated. If necessary, the Structures Inspector may bore new holes during a
Visual Inspection
Spliced and planted piles are to be specially noted. Depth of splice, or of plant footing, below
bottom waling is to be noted. Where piles have a surrounding concrete collar or invert, the
concrete must not be cut away for inspection unless extensive pile necking or piping is evident.
Inspect piles in permanent water during Engineering Inspection, or more frequently depending
on deterioration shown at the previous inspection, or if major scouring is suspected. The
underwater inspection should be carried out in accordance with the guidance of this Procedure.
At Engineering Inspections, when the cross-sectional area of a pile is found to be degraded to
50% of its original cross sectional area the following procedure is required. The defect is to be
rated a Defect Category D. Subsequently any such degraded pile that is assessed to be
performing satisfactorily and deemed to be able to remain in place, must then have 2 yearly
cyclic boring carried out (i.e. at the normal cyclic visual inspections).
Abutment sheeting and wing capping
Inspect for general condition and for ability to retain backfill. Inspect sheeting behind girders of
end spans.
Walkways and Refuges
Inspect for overall safety.
Truss spans
Inspect truss elements generally, as for girder spans. Bore new holes and probe top chords,
bottom chords, cross girders, stringers and end posts at element ends. Tighten tension
elements, taking care to avoid crushing of timber in joints.
Timber box drains
Inspect visually for general condition, and note any indication of failure of roof or wall timbers.
Temporary supports
Inspect visually for soundness and effective support, including footing, foundation and drainage.
Packing and wedges are to be tightened and re-spiked where necessary. Where temporary
supports have been in service for more than 1 year they must be thoroughly inspected,
including new bore holes, in the same manner as other elements of the structure.
Termites
Termite infestations found during inspection are to be reported to the Structures Representative
immediately.
Screwing Up
During the inspections, all bolts are to be inspected and tightened as necessary.
Packing is to be inspected, repacked and spiked as necessary.
Site condition
All dry grass, flood debris, and other foreign matter that may cause a fire hazard, or may
accelerate timber decay, must be removed from the immediate vicinity of the bridge element.
14.3 Locations
Bearing Areas
Examine bearing areas for spalling where friction from thermal movement and high bearing
pressure could cause the concrete to spall. Check for crushing of the stem near the bearing
seat. Check the condition and operation of any bearings.
Shear Zones
Investigate the area near the supports for the presence of shear cracking. The presence of
transverse cracks on the underside of the stems or diagonal cracks on the sides of the stem
indicate the onset of shear failure. These cracks represent lost shear capacity and should be
carefully measured.
Tension Zones
Check for deteriorated concrete in the tension zones, which could result in the debonding of the
tension reinforcement. This would include delamination, spalls, and contaminated concrete.
Cracks greater than 2 mm wide are considered wide cracks and indicate extreme bending
stresses. They should be measured and recorded.
Cracks
Check for efflorescence from cracks and discoloration of the concrete caused by rust stains from
the reinforcing steel. In severe cases, the reinforcing steel may become exposed due to spalling.
Document the effective cross section of reinforcing steel since section loss will decrease live load
carrying capacity of the element.
Deflection
Deflection in concrete elements is normally small. Any clear movement under normal traffic load
is to be measured and reported.
Diaphragms
Diaphragms should be inspected for flexure and shear cracks as well as typical concrete defects.
Cracks in the diaphragms could be an indication of overstress or excessive differential deflection
between adjacent beams.
Areas Exposed to Drainage
Check around scuppers, inlets or drain holes for leaking water or deterioration of concrete.
load. Severe spalling may have occurred due to corroding reinforcement or at the ends of
beams at the bearing areas.
15.1 Overview
This section describes typical defects that occur in masonry structures.
17.1 Introduction
The substructure is the component of a bridge that includes all elements supporting the
superstructure. Its purpose is to transfer the loads from the superstructure to the foundation
soil or rock. The primary structural elements of the bridge substructure are the abutments
(including wingwalls) and the piers (or trestles).
• Inspect for erosion or scour of the embankment material in front of abutments or pier
footings.
Rotational Movement
Rotational movement, or tilting, of substructure units is generally the result of unsymmetrical
settlements. Abutments and walls are typically subject to this type of movement.
The most common causes of rotational movement are scour, erosion, saturation of backfill, soil
bearing failure, erosion of backfill along the sides of the abutment, and poor design.
Inspection for rotational movement, or tilting, should include:
• Check the vertical plumbness of the substructure;
• Examine the clearance between individual spans;
• Inspect for clogged drains or weep holes and/or water seepage;
• Investigate for cracks, and record the crack width, length, and direction.
18.1 Introduction
Where structural elements are continuously submerged, underwater inspections must be
undertaken to establish their condition. Underwater structural elements must be inspected to
the extent necessary to determine with certainty that their condition has not compromised the
structural integrity of the bridge.
In general, the term "underwater inspection" is taken to mean a hands-on inspection that may
require underwater breathing apparatus and related diving equipment.
18.2 Frequency
All structures should receive routine underwater inspections at the time of the Engineering
Inspection, but special inspections may be implemented more frequently where appropriate for
the individual bridge.
Structures Engineer can determine underwater examination frequency greater than 6 years for
structures other than timber piles and shallow footed piers.
The decision must at least be based on the following factors:
• Last inspection date;
• Structure type;
• Water flow characteristics;
• Risk of scouring;
• Risk of deterioration of elements;
• Local environment.
The underwater examination for rail bridges must not lapse more than 12 years.
Surface-Supplied Diving
Surface-supplied diving uses a breathing gas supply that originates above the water surface
providing the diver with a nearly unlimited supply of breathing gas, and also provides a safety
tether line and hard-wire communications system connecting the diver and above water
personnel. Using surface-supplied equipment, work may be safely completed under adverse
conditions.
Method Selection Criteria
In determining whether a bridge can be inspected by wading or whether it requires the use of
diving equipment, water depth should not be the sole criteria. Many factors combine to
influence the proper underwater inspection method including:
• Water depth;
• Water visibility;
• Current velocity;
• Streambed conditions (softness, mud, "quick" conditions, and slippery rocks);
• Debris;
• Substructure configuration.
This level of inspection includes extensive cleaning, detailed measurements, and selected
nondestructive and partially destructive testing techniques
Level III inspections are not included in the scope of Engineering Inspections and will be
undertaken as part of a specific investigation. The scope for Level III inspections shall be agreed
with the National Bridges & Structures Engineer prior to commencing work.
Engage Engineer
Record defects
Discuss recommendations
Resolved
and advise resolution
Inspection Review / Approval
Structures
Structures Inspector Structures Manager
Representative
Assign Inspections to
Inspection preparation
No
Approve overall
inspection in BMS
22.1 Introduction
During an Engineering Inspection, the Structures Engineer is required to visually inspect each
structural element using a standard condition rating system. The analytical process for effective
bridge management relies upon this element condition information.
With a systematic inspection regime in place, monitoring condition over time is a sensitive
means of tracking the performance of an element and ultimately of the bridge. A worsening
change in condition is a clear indicator of element deterioration. In addition, change in condition
may be used to test and demonstrate the effectiveness of adopted maintenance repair
strategies. Structure element condition is a most useful input for identifying maintenance repair
needs.
The Structures Engineer shall make an assessment of the condition of each standard element
and the extent over which that condition applies in accordance with ETE-09-01.
22.2 Measurement
The extent of each condition state affecting an element shall be measured as a percentage of
the whole element. That is, the percentages in each condition state (1,2,3 and 4) must add up
to 100% of the whole element observed at the site.
Each element to be assessed is quantified in terms of measurement as follows:
i. Number of units making up the element (each);
ii. Length of the element (lin m); or
iii. Area of the element (m²)
The condition rating and its extent, for each element shall be recorded as a percentage of each
condition state in the appropriate column in the Structures Inspection Database. The quantities
of each element and their condition are not required unless specified elsewhere. The accuracy
of the percentages determined for each condition state shall be within +10%.
In assessing condition rating, the Structures Engineer should first determine the worst condition
affecting the element (ie Condition 4) and its extent, and progress through to the best condition
(ie Condition 1).
a) When the unit of measurement is based on the area of the element in (m²), the percentage
in each condition state is the area affected by the condition divided by the total area of the
element multiplied by 100; i.e.
Area in Condition State X 100%
Total Area of Element
• For a corner bar crack in a pier wall the deteriorated area will be a quarter of a metre
(or wall thickness if less) by a quarter of a metre on the wall face by the length of
crack plus a quarter of a metre if the crack commences at the footing or by ½ metre if
the crack is higher up the wall.
Steel, precast concrete, timber and asphalt areas rated on a “square metre” percentage
basis shall simply be based on the area of deterioration visible.
b) Where the unit of measurement is based on length (lin m) the percentage in each condition
is:-
Length in Condition State x 100%
Total length of Element
When rating concrete elements that are measured in lineal metres an estimation of the
length of the cracked or spalled concrete needs to be made. A similar basis to that adopted
for determining areas of concrete affected is used.
If one severe crack occurs through a kerb – say over the pier and is assessed as Condition
3 the length in that condition is ½ m (0.25 m each side of the crack). If the total length of
kerb is 100m the overall assessment would be:-
• Condition 4 - 0%
• Condition 3- 1%
• Condition 2- 0%
• Condition 1- 99%
If precast concrete panel is badly cracked or broken, the whole precast panel will require
replacement so the length of the panel should be considered as the damaged length in poor
condition state.
Steel elements with measurements in lineal metres, ie box girders and truss top and
bottom chords, that have cracks in welds, or parts of the element which could affect on the
strength of the element, should have the whole element rated in Condition 4.
c) When rating elements on an each basis, the measurement of a particular condition rating
shall be determined as the number of units affected by that condition as a percentage of
the total number of units. The most severe condition observed on the unit determines its
condition rating.
If total number of beams is 4 and one beam has small areas of Condition 4 and Condition 2
with the remainder in Condition 1, and the other beams are all in perfect order and
assessed as Condition 1, the overall assessment would be:-
• Condition 4 - 25% (i.e. 1 beam)
• Condition 3 - 0%
• Condition 2- 0%
• Condition 1- 75% (i.e. 3 beams).
23.1 Introduction
In addition to the requirements provided in ARTC Code of Practice Section 9 and ETE-09-01 the
following is provided.
of structures, while limiting construction intervention. The guidelines include procedures for
assessment based on past performance.
Adoption of AS13822 -2005
ARTC adopted application of AS13822 – refer Engineering Bulletin ETB–09-01 dated September
2008. The application of AS13822 can allow the existing train operating conditions to prevail
across steel bridges without reducing the operational track speed or undertaking any upgrading
work to conform to AS5100 requirements.
Application of AS13822 -2005
Load carrying capacity of steel bridges can be derived using AS13822 provided the original
physical and structural integrity of element under consideration have not been significantly
altered and similar traffic conditions prevail.
Traffic Conditions for main lines (Class 1)
• Train configurations with load effects not exceeding more than the load effects of 23t axle
81/82 class locomotives and 92t (23t axle) NHVF general freight wagons;
• Performance based on at least past 25 years of operation.
Element Conditions
• Original physical characteristics and structural integrity of element is not altered by either
strengthening or replacing it;
• Element has not suffered more than 10% loss in capacity when load rated using dynamic
load allowance factor (impact) from ANZRC Manual 1974. The impact load for open deck
steel bridges is determined by taking a percentage of live load;
I = 31 + 40 - 3L3 Where Y = girder spacing and L = element length up to 25m
Y 150 For ballasted deck steel bridges use 90% of impact for open
deck.
Application of AS5100
Where the above traffic and element conditions for the application of AS13822 cannot be
attained then the load carrying capacity of that element shall be carried out using dynamic load
allowance from AS5100.
Management System
All the above traffic and element conditions shall be locked in Bridge Management System
(BMS) against each affected bridge where AS13822 has been utilised to assess its load carrying
capacity. The BMS will trigger requirements of AS5100 whenever any one of the conditions
reaches its prescribed limit.