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Long Bridge Existing Conditions Bridge Assessment 36
Glossary
Term Definition
Abutment A retaining wall supporting the ends of a bridge or viaduct
Alluvium A fine-grained fertile soil consisting of mud, silt and sand
deposited by flowing water in river beds, flood plains and
in estuaries
American Railway
Engineering and
Maintenance-of-
Way Association
(AREMA)
AREMA was formed on October 1, 1997, as the result of a
merger of three engineering support associations, namely
the American Railway Bridge and Building Association, the
American Railway Engineering Association and the
Roadmaster's and Maintenance of Way Association,
along with functions of the Communications and Signals
Division of the Association of American Railroads
Bascule Span A movable span that rotates on a horizontal hinged axis
to raise one end vertically. A large counterweight is used
to offset the weight of the raised leaf. May have a single
raising leaf or two that meet in the center when closed
Bridge Condition
Ratings
Through periodic safety inspections, data is collected on
the condition of the primary components of a structure.
Condition ratings, based on a scale of 0-9, are collected
for the following components of a bridge
Caisson "Caisson" is the French word for "box." A caisson is a huge
box made of steel-reinforced and waterproof concrete
with an open central core. At the base of the caisson is its
"cutting edge" of plate steel.
Catenary Curve formed by a rope or chain hanging freely between
two supports.
Chord Top and bottom principal members of a truss extending
from end to end, connected by web members
Confluence A body of water formed or flowing together of two or
more streams, rivers, etc.
Deck The roadway or railway portion of a bridge, including
shoulders
Long Bridge Existing Conditions Bridge Assessment 37
End Posts The outwardmost vertical or angled compression member
of a truss
Façade The exterior face of the bridge usually the front or chief
face
Fixed Span Unmovable span of a bridge.
Flanges One of the principal longitudinal members of a girder
which resist tension or compression, also sometimes called
the top and bottom chords of a girder.
Flood Insurance
Study (FIS)
FIS is a compilation and presentation of flood risk data for
specific watercourses, lakes, and coastal flood hazard
areas within a community. When a flood study is
completed for the National Flood Insurance Program, the
information and maps are assembled into an FIS. The FIS
report contains detailed flood elevation data in flood
profiles and data tables
Floorbeams Horizontal members that are placed transversely to the
major beams, girders or trusses; used to support the deck
Girder A horizontal structure member supporting vertical loads by
resisting bending. A girder is a larger beam, especially
when made of multiple metal plates. The plates are
usually riveted or welded together
Gusset Plate A metal plate used to unite multiple structural members of
a truss
Hangers A tension member serving to suspend an attached
member
Igneous Rocks Rocks formed by the cooling and solidifying of molten
materials that form beneath or at the earth’s surface
Knee Brace Additional support connecting the deck with the main
beam that keeps the beam from buckling outward.
Commonly made from plates and angles
Lateral Bracing Members used to stabilize a structure by introducing
diagonal connections.
Load Capacity The maximum weight for the bridge that can be carried
by a beam, girder, truss, span, or structure of any sort, or
any part of such structure, including its own weight
Load Demands The vertical load that the structure will be subjected to
while the bridge is in service
Long Bridge Existing Conditions Bridge Assessment 38
Metamorphic
Rocks
Rock that was once one form of rock, but changed to
another under the influence of heat, pressure or some
other agent without passing through a liquid phase
Moveable Bridge A bridge in which the deck moves to clear a navigation
channel; a swing bridge has a deck that rotates around a
center point
Navigation
Channel
A deeper channel cut into the sea or river bed to enable
larger ships to pass through to a port
North American
Vertical Datum
(NAVD88)
The vertical control datum or orthometric height
established for vertical control surveying in the US based
upon the general adjustment of the North American
Datum of 1988
Panel Points The point at which the axis of a principal web member
intersects the axis of a chord of a truss
Piers A vertical structure that supports the ends of a multi-span
superstructure at a location between abutments
Plans,
Specifications and
Estimates (PS&E)
The detailed plans and accompanying specifications and
construction cost estimates which serve as documents for
construction contract letting purposes
Stiffeners A secondary member, usually an angle, attached to a
plate to prevent buckling
Stringers A bridge superstructure element which is repeated in the
superstructure, primarily in the longitudinal direction but
occasionally in the transverse direction; used
interchangeably with beam or girder
Substructure Structural parts of the bridge, which support the horizontal
span. The main components are: abutments, piers,
footings and piling
Superstructure Structural parts of the bridge, which provide the horizontal
span. It includes: bridge deck, structural members,
parapets, handrails, sidewalk, lighting and drainage
features
Sway Bracing Horizontal bracing of a bridge to prevent swaying
Swing Span A movable deck span of a bridge that opens by rotating
horizontally on an axis
Long Bridge Existing Conditions Bridge Assessment 39
Through Girder
Span
A span that carries its traffic between the trusses with
lateral bracing between the parallel top and bottom
chords.
Tie A tension member of a truss.
Turntable Member The framework under the swing span which transmits the
load to the bearings
Web The system of members connecting the top and bottom
chords of a truss. Or the vertical portion of an I-beam or
girder
Wingwall One of the side walls of an abutment extending outward
from the head wall in order to hold back the slope of an
embankment
Long Bridge Existing Conditions Bridge Assessment 36
Glossary
Term Definition
Abutment A retaining wall supporting the ends of a bridge or viaduct
Alluvium A fine-grained fertile soil consisting of mud, silt and sand deposited by flowing water in river beds, flood plains and in estuaries
American Railway Engineering and Maintenance-of-Way Association (AREMA)
AREMA was formed on October 1, 1997, as the result of a merger of three engineering support associations, namely the American Railway Bridge and Building Association, the American Railway Engineering Association and the Roadmaster's and Maintenance of Way Association, along with functions of the Communications and Signals Division of the Association of American Railroads
Bascule Span A movable span that rotates on a horizontal hinged axis to raise one end vertically. A large counterweight is used to offset the weight of the raised leaf. May have a single raising leaf or two that meet in the center when closed
Bridge Condition Ratings
Through periodic safety inspections, data is collected on the condition of the primary components of a structure. Condition ratings, based on a scale of 0-9, are collected for the following components of a bridge
Caisson "Caisson" is the French word for "box." A caisson is a huge box made of steel-reinforced and waterproof concrete with an open central core. At the base of the caisson is its "cutting edge" of plate steel.
Catenary Curve formed by a rope or chain hanging freely between two supports.
Chord Top and bottom principal members of a truss extending from end to end, connected by web members
Confluence A body of water formed or flowing together of two or more streams, rivers, etc.
Deck The roadway or railway portion of a bridge, including shoulders
Long Bridge Existing Conditions Bridge Assessment 37
End Posts The outwardmost vertical or angled compression member of a truss
Façade The exterior face of the bridge usually the front or chief face
Fixed Span Unmovable span of a bridge.
Flanges One of the principal longitudinal members of a girder which resist tension or compression, also sometimes called the top and bottom chords of a girder.
Flood Insurance Study (FIS)
FIS is a compilation and presentation of flood risk data for specific watercourses, lakes, and coastal flood hazard areas within a community. When a flood study is completed for the National Flood Insurance Program, the information and maps are assembled into an FIS. The FIS report contains detailed flood elevation data in flood profiles and data tables
Floorbeams Horizontal members that are placed transversely to the major beams, girders or trusses; used to support the deck
Girder A horizontal structure member supporting vertical loads by resisting bending. A girder is a larger beam, especially when made of multiple metal plates. The plates are usually riveted or welded together
Gusset Plate A metal plate used to unite multiple structural members of a truss
Hangers A tension member serving to suspend an attached member
Igneous Rocks Rocks formed by the cooling and solidifying of molten materials that form beneath or at the earth’s surface
Knee Brace Additional support connecting the deck with the main beam that keeps the beam from buckling outward. Commonly made from plates and angles
Lateral Bracing Members used to stabilize a structure by introducing diagonal connections.
Load Capacity The maximum weight for the bridge that can be carried by a beam, girder, truss, span, or structure of any sort, or any part of such structure, including its own weight
Load Demands The vertical load that the structure will be subjected to while the bridge is in service
Long Bridge Existing Conditions Bridge Assessment 38
Metamorphic Rocks
Rock that was once one form of rock, but changed to another under the influence of heat, pressure or some other agent without passing through a liquid phase
Moveable Bridge A bridge in which the deck moves to clear a navigation channel; a swing bridge has a deck that rotates around a center point
Navigation Channel
A deeper channel cut into the sea or river bed to enable larger ships to pass through to a port
North American Vertical Datum (NAVD88)
The vertical control datum or orthometric height established for vertical control surveying in the US based upon the general adjustment of the North American Datum of 1988
Panel Points The point at which the axis of a principal web member intersects the axis of a chord of a truss
Piers A vertical structure that supports the ends of a multi-span superstructure at a location between abutments
Plans, Specifications and Estimates (PS&E)
The detailed plans and accompanying specifications and construction cost estimates which serve as documents for construction contract letting purposes
Stiffeners A secondary member, usually an angle, attached to a plate to prevent buckling
Stringers A bridge superstructure element which is repeated in the superstructure, primarily in the longitudinal direction but occasionally in the transverse direction; used interchangeably with beam or girder
Substructure Structural parts of the bridge, which support the horizontal span. The main components are: abutments, piers, footings and piling
Superstructure Structural parts of the bridge, which provide the horizontal span. It includes: bridge deck, structural members, parapets, handrails, sidewalk, lighting and drainage features
Sway Bracing Horizontal bracing of a bridge to prevent swaying
Swing Span A movable deck span of a bridge that opens by rotating horizontally on an axis
Long Bridge Existing Conditions Bridge Assessment 39
Through Girder Span
A span that carries its traffic between the trusses with lateral bracing between the parallel top and bottom chords.
Tie A tension member of a truss.
Turntable Member The framework under the swing span which transmits the load to the bearings
Web The system of members connecting the top and bottom chords of a truss. Or the vertical portion of an I-beam or girder
Wingwall One of the side walls of an abutment extending outward from the head wall in order to hold back the slope of an embankment
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Long Bridge Existing Conditions Bridge Assessment
Appendix B: Field Notes
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Long Brid
The follo24 of thand thethroughMichaeDiving SDDOT. were Ju
The visuspans bswing sapproxin lengt
NumbeFor this the Virgspans aAbutmenumbe
dge Existing C
VISUL
owing arehe Long Bre Commoh 23 on Oel Baker JrServices w Present duan Rocha
ual inspectbuilt in 194pan has nimately 10th. The tot
ering Config report theginia end oare numbeent A is loring schem
Conditions B
UAL INSPELONG BR
OCTOBE
e specific fridge over onwealth oOctober 23r., Inc., Jefwho supplie
uring the ia and Chris
tion was c42 and 2 spnot been i00 feet in leal bridge l
guration e superstruof the bridered 1 thrcated at
me for spa
Bridge Assess
ECTION –IDGE OVER 23, 2012
findings fro the Potomof Virginia3, 2012 weff Brown aed and onspections Panning
conductedpans are pn operatioength andength is a
ucture andge to the
rough 24 athe Virginns and pie
sment
– FIELD NOER THE PO2 and NOV
om the vismac River . Present ere John
and Matt Operated t of Spans from Mich
d for 24 sppart of a son since 1
d each swipproximat
d substructDistrict of
and the pnia end of ers used to
OTES ANDOTOMACVEMBER 2,
ual inspec between during thColeman Owings frohe boat a 1, 2 and 2hael Baker
pans - 22 sswing span969. Eacng span istely 2,500 f
ture eleme Columbia
piers are n the bridg
o prepare t
D PHOTOC RIVER 2012
ction of sp the Districe inspecti and Juanom M&N and Kristin 24 on Novr Jr., Inc.
pans are n truss buih throughs approximfeet.
ents are nua end of thnumbered ge. Shownthe field no
S
pans 1 throct of Columion of span Rocha fEngineerin Kersavagember 2, 2
through-glt in 1904. -girder spa
mately 140
umbered fhe bridge. 1 throughn below isotes.
B-1
ough mbia ans 3 from ng & ge of 2012
irder The an is feet
from The h 23. s the
Long Brid
The flooof the bstringersupstreascheme
Shown the field
For theelemenDistrict end of t
dge Existing C
orbeams abridge ans are num
am side ofe.
below is thd notes.
e two spants are nuof Columbthe bridge
Conditions B
are numbed the num
mbered wf the brid
he numbe
ns over tmbered 1bia end o
e.
Bridge Assess
red beginmbering cwith the nge. The tr
ering schem
he Tidal B and 2 fr
of the bridg
sment
ning at eaontinues t
number 1 russ memb
me for gird
Basin, the rom the Vge. Abut
ach pier clto the nex girder orbers follow
ders and st
superstruVirginia enment A is
osest to thxt pier. Thr stringer w the sam
tringers us
ucture andnd of the located a
he Virginia he girders
being at me numbe
ed to prep
d substrucbridge toat the Virg
B-2
end and the ering
pare
cture o the ginia
Long Bridge Existing Conditions Bridge Assessment B-3
General Findings
All steel shows heavy to moderate corrosion (Photo 1) with no steel flaking and no section loss except as noted for specific elements of the bridge.
All of the piers are of masonry construction and exhibit efflorescence of the mortar joints (Photo 2) and scaling of the masonry at the waterline for a maximum depth of 1 inch.
There are old plates of various sizes, welded or riveted to the bottom flange of the stringers. These plates are typically the same width as the bottom flange of the stringer and from 6 to 12 inches long (Photo 3). They do not appear to be structural in nature. Some of these plates are beginning to fall away from the bottom flange of the stringers.
Photo 1
Photo 2
Photo 3
Long Brid
Specifi
Span
Span
dge Existing C
ic Span a
n 1 Supe
Abut
Pier 1
n 2 Supe
Pier 1
Pier 2
Conditions B
and Pier N
erstructure The webstringer a1/16 inchAt Abutmcorrosion
tment A PhVegetatMortar isfeet. The top crack.
1 There is a
erstructure There is vside of Sp
1 Nothing
2 Nothing
Bridge Assess
Notes
b of all thand downh section loment A then, steel flak
hoto 4 ion growins missing fr
stone nea
a large tre
vegetationpan 2 (Pho
additiona
additiona
sment
he Floorbenstream gioss. e bottom fking and u
Photo 4
ng around rom betwe
ar Girder
e growing
n and largoto 5).
l.
l.
eams betrder exhib
flange of Sup to 1/16
each endeen the m
1 exhibits
g at the up
ge trees gr
tween thebits up to a
Stringer 3 inch sectio
d. masonry for
a full hei
pstream en
rowing on
e downstreapproxima
exhibits heon loss.
r a length
ight 1/16
nd of the p
the upstre
B-4
eam ately
eavy
of 8
inch
pier.
eam
Long Brid
Span
Span
dge Existing C
n 3 Supe
Pier 2
Pier 3
n 4 Supe
Pier 3
Pier 4
Conditions B
erstructure Nothing
2 Nothing
3 Nothing
erstructure The gussundeterm
3 Nothing
4 Mortar jmissing fo
Bridge Assess
additiona
additiona
additiona
set plate mined am
additiona
oints are or a depth
sment
Photo 5
l.
l.
l.
at Girderount of se
Photo 6
l.
beginninh up to 1.5
r 1 over ction loss
g to det5 inches (Ph
Pier 4, Sp(Photo 6).
eriorate ahoto 7).
pan 4 has
and morta
B-5
s an
ar is
Long Brid
Span
Span
Span
dge Existing C
n 5 Supe
Pier 4
Pier 5
n 6 Supe
Pier 5
Pier 6
n 7 Supe
Pier 6
Conditions B
erstructure Nothing
4 Nothing
5 Nothing
erstructure Nothing
5 Nothing
6 There apSpan 6 waterlineand dete
erstructure Nothing
6 The pedhorizontaappear t
Bridge Assess
additiona
additiona
additiona
additiona
additiona
ppears to side of
e. This waermined to
additiona
destal unal reinforcto have se
sment
Photo 7
l.
l.
l.
l.
l.
be somePier 6 ap
as found bo be riprap
l.
der stringing steel
ection loss
e type of pproximat
by the use p due to th
ger 1 exhwhich is c (Photo 8).
riprap in tely 4 fee of a dephe slope o
hibits spalcorroded
place onet below
pth fathomf the mate
lling expobut does
B-6
the the
meter erial.
osing not
Long Brid
Span
dge Existing C
Pier 7
n 8 Supe
Conditions B
7 Nothing
erstructure There is astruck ca
There are3 feet fro
Bridge Assess
additiona
a fender syausing min
e holes in om the bea
P
sment
Photo 8
l.
ystem at Por damag
Photo 9
the gussetaring at Pi
Photo 10
Pier 8. The ge (Photo 9
t plate at Ser 8 (Photo
fender sys9).
Stringer 3 ao 10).
stem has b
approxima
B-7
been
ately
Long Brid
Span
dge Existing C
Pier 7
Pier 8
n 9 Supe
Conditions B
Where ththe gusssection lo
7 Nothing
8 Nothing
erstructure There arstringers the bearThere arloss in ththe botto
There is hbottom f
Bridge Assess
he gussetsset plate aoss (Photo
P
additiona
additiona
re severathat exhib
rings, at qure several he turntabom chord
P
heavy corflange of t
sment
s connectand the t 11).
Photo 11
l.
l.
l locationbit section uarter poin areas of le membe rests on th
Photo 12
rrosion, stethe floorbe
t to the sttop of the
s on the loss. Thes
nts and at pack rust
er over Piehe turntabl
eel flaking eams whe
tringers ove bottom
bottom fse areas a midspan. t which inver 9 at anle membe
and sectiere the strin
ver Pier 8 bflange ex
flange of are locate volves sec
nd near wer (Photo 1
ion loss onnger conn
B-8
both xhibit
the ed at
ction here 2).
n the nects
Long Brid
Span
dge Existing C
Pier 8
Pier 9
n 10 Supe
Conditions B
to the fstringer a
8 Nothing
9 The top (Photo 1
erstructure There arstringers the bearThere arloss in ththe bottoThe weband dowpitting.
Bridge Assess
floorbeamand the tru
P
additiona
several la4).
P
re severathat exhib
rings, at qure several he turntabom chord b of Floorbwnstream There ar
sment
m and on uss (Photo
Photo 13
l.
ayers of m
Photo 14
l locationbit section uarter poin areas of le membe rests on thbeam 9 b
truss exhie pinhole
the web 13).
asonry are
s on the loss. Thes
nts and at pack rust
er over Piehe turntablbetween thibits heav
es thru the
b between
e cracking
bottom fse areas a midspan. t which inver 9 at anle membehe downs
vy corrosioe web at
n the ext
g and spa
flange of are locate volves sec
nd near wer. stream strinon with het this loca
B-9
terior
alling
the ed at
ction here
nger eavy ation
Long Brid
Span
dge Existing C
Pier 9
Pier 1
n 11 Supe
Pier 1
Conditions B
indicatin
There is hbottom fto the flo
9 The top s
10 Nothing
erstructure Nothing
10 The morupstream
Bridge Assess
ng 100 perc
P
heavy corflange of toorbeam o
P
several lay
additiona
additiona
rtar is missm end of th
sment
cent sectio
Photo 15
rrosion, stethe floorbeover Piers 9
Photo 16
yers of mas
l.
l.
sing from he pier (Ph
on loss (Ph
eel flaking eams whe9 and 10 (P
sonry are c
between hoto 17).
hoto 15).
and sectiere the strinPhoto 16).
cracking a
the top s
ion loss onnger conn
and spallin
stones on
B-10
n the nects
ng.
the
Long Brid
Span
dge Existing C
Pier 1
n 12 Supe
Pier 1
Pier 1
Conditions B
There apThis foomudline the use believed
11 The moupstream
erstructure The webstringer a1/8 inch
11 The pedapproxim
12
Bridge Assess
P
ppears to ter exten and is apof a dep
d that this is
rtar is mim end of th
b of Floorband down section los
P
destal ovemately 3 in
sment
Photo 17
be a footnds approproximate
pth fathoms a concre
issing fromhe pier at
beam 3 anstream giss (Photo 1
Photo 18
er Pier 11 nches belo
er on the oximately ely 5 feet wmeter dueete footer.
m the bethe water
and 4 betrder exhib18).
has a how the top
Span 11 s14.5 fee
wide. This e to its sha.
etween stline.
tween thebits up to a
horizontal of the pe
side of Pieet above was foundarp angle
tones on
e downstreapproxima
hairline cdestal.
B-11
er 10. the
d by it is
the
eam ately
rack
Long Brid
Span
Span
dge Existing C
n 13 Supe
Pier 1
Pier 1
n 14 Supe
Conditions B
Several ohorizontaappear t
There apThis foomudline the use believedthere ap
erstructure The webstringer a1/16 inch
12 Nothing
13 The top s
erstructure Under Stplates aapproxim
Bridge Assess
of the pedal reinforcto have se
P
ppears to ter exten and is apof a dep
d that this ppears to b
b of all thand downh section lo
additiona
stone on th
tringers 2 and the bo
mately 1/8
sment
destals oveing steel
ection loss
Photo 19
be a footnds approproximate
pth fathom is a conc
be some ty
he floorbenstream gioss.
l.
he upstrea
and 3 at tottom flan inch secti
er Pier 12 ewhich is c (Photo 19
er on the oximately ely 5 feet wmeter duecrete footype of ripra
eams betrder exhib
am end is c
the bearinnge of theion loss (Ph
exhibits spacorroded ).
Span 12 s14.5 fee
wide. This e to its shater. Beyoap.
ween thebits up to a
cracked.
ng at Pier e stringershoto 20).
alling expobut does
side of Pieet above was foundarp angle
ond the fo
e downstreapproxima
14 the gu exhibit u
B-12
osing not
er 12. the
d by it is
ooter
eam ately
usset p to
Long Brid
Span
dge Existing C
Pier 1
Pier 1
n 15 Supe
Conditions B
The weband dowsection lo
13 Nothing
14 There apThis foomudline the use believed
erstructure The webstringer a1/8 inch
Bridge Assess
P
b of floorbwnstream goss (Photo
P
additiona
ppears to ter exten and is apof a dep
d that this is
b of all thand down section los
sment
Photo 20
beam 5 bgirder exh 21).
Photo 21
l.
be a footnds approproximate
pth fathoms a concre
he floorbenstream giss.
between thibits up to
er on the oximately ely 5 feet wmeter dueete footer.
eams betrder exhib
he downs approxim
Span 14 s14.5 fee
wide. This e to its sha.
ween thebits up to a
tream strimately 1/8
side of Pieet above was foundarp angle
e downstreapproxima
B-13
nger inch
er 14. the
d by it is
eam ately
Long Brid
Span
Span
dge Existing C
Pier 1
Pier 1
n 16 Supe
Pier 1
Pier 1
n 17 Supe
Pier 1
Pier 1
Conditions B
14 Nothing
15 Nothing
erstructure The webstringer a1/8 inch
15 Nothing
16 The pedexposingdoes not
erstructure The webstringer a1/8 inch
16 The pedexposingdoes not
17 Nothing
Bridge Assess
additiona
additiona
b of all thand down section los
additiona
destal oveg horizontat appear t
P
b of Floorband down section los
destal oveg horizontat appear t
additiona
sment
l.
l.
he floorbenstream giss.
l.
er Pier 16 al reinforco have se
Photo 22
eams 5, 6 nstream giss.
er Pier 16 al reinforco have se
l.
eams betrder exhib
under stricing steel ction loss
and 8 berder exhib
under stricing steel ction loss.
ween thebits up to a
nger 3 exwhich is
(Photo 22)
etween thebits up to a
nger 1 exwhich is
e downstreapproxima
xhibits spacorroded .
e downstreapproxima
xhibits spacorroded
B-14
eam ately
alling but
eam ately
alling but
Long Brid
Span
Span
Span
dge Existing C
n 18 Supe
Pier 1
Pier 1
n 19 Supe
Pier 1
Pier 1
n 20 Supe
Conditions B
erstructure The webstringer a1/8 inch
17 Nothing
18 The pedexposingdoes not
erstructure The webstringer and theinch sec
18 Nothing
19 Nothing
erstructure Stringer beginninthe first vis estima
Bridge Assess
b of all thand down section los
additiona
destal oveg horizontat appear t
b of all thand dow upstreamtion loss.
additiona
additiona
3 betwee
ng at the tvertical stifted that th
P
sment
he floorbenstream giss.
l.
er Pier 18 al reinforco have se
he floorbenstream g
m girder e
l.
l.
en Floorbetop of Flooffener. Lighe crack is
Photo 23
eams betrder exhib
under stricing steel ction loss.
eams betgirder andexhibits up
eam 1 aorbeam 1 ht shines ts 1/16 inch
ween thebits up to a
nger 1 exwhich is
ween thed the ups to appro
and 2 exhand extenthrough thh wide (Pho
e downstreapproxima
xhibits spacorroded
e downstretream strin
oximately
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Pier 1
Pier 2
Conditions B
Several rto the up
The weband thebetweenexhibit uThe rivetsexhibit ugirder bestinger. The rivetexhibit ugirder bstinger. Stringers bottom f20.
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Bridge Assess
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Photo 24
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20 Nothing
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Bridge Assess
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B-17
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Conditions B
erstructure There is cap ove
The rivetup to 10betweenbetween(Photo 2
Bridge Assess
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pitting an
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ts heads in00 percenn the upstn the dow8).
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sment
Photo 26
d section n the botto
Photo 27
n the lowent section ream girdnstream g
Photo 28
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Pier 2
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22 Pedestalwhich is
23 Nothing
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Both of bracing scrapes the steel
23 Nothing
Bridge Assess
l 3 over Pcorroded
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Photo 29
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and the b 7 exhibit this involvPhoto 30).
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Abut
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Bridge Assess
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P
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Photo 31
wingwall a 1 inch w
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Photo 32
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nstream wtment by
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wingwalls 1 inch (Ph
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exhibits he section lo
exhibits hesection los
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Bridge Assess
exhibit mo
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arrying a tra
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cia beamswith reinfoinforcing s
rings exhib
lems noted
cia beamswith reinfoinforcing s
sment
derate to
e deck exhcorrosion arete deck ack (Photo
Photo 33
s, which orcing fallinsteel with n
bit heavy c
d.
s, which orcing fallinsteel with n
heavy co
hibits spalliand no vis between o 33).
carry no ng away. no section
corrosion w
carry no ng away. no section
orrosion w
ing exposisible sectio the two se
load, exh There is he loss.
with no sec
load, exh There is he loss (Phot
with no sec
ing reinforon loss oneparate d
hibit exteneavy corro
ction loss.
hibit exteneavy corroo 34).
B-21
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rcing n the ecks
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Abut
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Conditions B
The bottsteel witedge of each ca35).
tment B There is from becrack is o4 inchesbackwaplus (Pho
1 No probl
Bridge Assess
P
om of theh heavy c the concr
arrying a tr
P
a crack low the wopen up tos wide in ll. A soun
oto 36).
lems noted
sment
Photo 34
e deck exhcorrosion arete deck rack and
Photo 35
in the dowaterline to 2 inches one rowding rod c
d.
hibits spalliand no vis between on the do
ownstreamto the tops in the win
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Long Brid
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Photo 36
B-23
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Long Bridge Existing Conditions Bridge Assessment
Appendix C:
Detailed Inspection Process
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Long Bridge Existing Conditions Bridge Assessment C-1
Detailed Inspection Process
1. Topside INSPECTION SCOPE
The inspection will employ visual, physical and advanced inspection techniques
to document deficiencies, identify critical deficiencies and recommend repairs
to maintain short-term serviceability. The inspection will be primarily visual in
nature performed up-close for individual elements of the structure. When
necessary, specific inspection techniques will be used to measure, locate and
quantify deficiencies. Cleaning of an area may entail the use of a hammer or
wire brush to remove corrosion and/or paint and the use of a straight edge,
measuring tape, calipers or ultrasonic thickness gauges (D-meters) to determine
the remaining section of steel. If the extent of a deficiency cannot be clearly
determined using visual and/or physical inspection methods, advanced non-
destructive methods will be used. Several advanced methods may be used
such as (but not limited to) dye penetrant, magnetic particle and ultrasonic
testing.
Specific attention will be focused on fracture critical members. Fracture critical
members are defined as steel members in tension or with a tension element,
whose failure would probably result in a portion or full bridge collapse. Such
members may be welded or mechanically fastened by rivets or bolts. Some
examples of fracture critical members located in this structure are flanges and
webs in two girder structures, chords, diagonals and floorbeams in trusses, and
metal caps of abutments and piers.
1.1 Types of Equipment Used
Access to the underside of the structure for the spans over water, in
particular the trusses used as swing spans, would be accomplished by the
use of a barge with a man-lift or scaffolding. This will eliminate impeding
rail traffic but will still require the need for a railroad flag person.
Long Bridge Existing Conditions Bridge Assessment C-2
Access to the underside of the through girder spans could also be
accomplished by the use of a rail mounted underbridge inspection unit.
This will impede rail traffic and limit inspections to only several hours a night
and will require the need for a railroad flag person. Further investigation
and discussions with CSX personnel will reveal which method will be the
most cost effective.
Access to the underside of the spans that are not over water can be
accomplished by the use of ladders. This will only minimally impede rail
traffic and will still require the need for a railroad flag person. The span
over Ohio Drive on the District end of the bridge will require maintenance
of traffic regardless of the type of inspection access.
Long Bridge Existing Conditions Bridge Assessment C-3
Access to the members of the trusses that are above the level of the deck
will be accomplished by the use of a rail mounted bucket truck. This will
impede rail traffic and limit inspections to only several hours a night. There
will also be a need for a railroad flag person.
For those spans that are not trusses, access to the top portion of the
members of the spans above the level of the deck will be accomplished
by walking the spans during night inspections. This will impede rail traffic
and limit inspections to only several hours a night. There will also be a
need for a railroad flag person.
1.2 Number of People and Their Role in Inspection
Overall management of the inspections will be the responsibility of an inspection
manager. The inspection manager will make sure the inspection is safely
planned and prepared by:
• Identifying the most economical and efficient methods and time for
access.
• Contacting CSX to make them aware of the inspection schedule.
• Obtaining proper flagging services from CSX.
• Acquiring all necessary railway insurance.
• Contacting the United States Coast Guard, the Harbor Master, the
Department of Homeland Security, and local and state law enforcement
Long Bridge Existing Conditions Bridge Assessment C-4
groups to apprise them of the inspection.
• Assuring proper access equipment will be on-site.
• Obtaining maintenance of traffic for the inspection over Ohio Drive.
• Obtaining and reviewing available plans.
• Identifying critical structure members.
• Assuring inspection methods meet the needs of the inspection.
• Determining that personnel meet the required qualifications.
There will be quality assurance/quality control (QA/QC) officer responsible for
assuring the inspections are carried out in a safe manner suitable to DDOT and
CSX. The QA/QC officer will review each inspection report for clarity, accuracy
and completeness. The QA/QC officer will be well versed in inspections of the
type being performed.
The on-site inspection will be led by one or more team leaders supervising team
members. The team leader will be responsible for planning, preparing and
performing the day-to-day inspection work and will be present at all times the
structure is being inspected.
Personnel in the role of inspection manager and team leader will meet the
qualifications as listed in the Code of Federal Regulations, Title 23 – Highways,
Subpart G, Part 650 – Bridges, Structures and Hydraulics.
Long Bridge Existing Conditions Bridge Assessment C-5
TITLE 23--Highways
CHAPTER I--FEDERAL HIGHWAY ADMINISTRATION,
DEPARTMENT OF TRANSPORTATION
SUBCHAPTER G--ENGINEERING AND TRAFFIC OPERATIONS
PART 650--BRIDGES, STRUCTURES, AND HYDRAULICS
650.309 Qualifications of personnel.
a. A program manager must, at a minimum: (1) Be a registered professional engineer, or have ten years bridge
inspection experience; and (2) Successfully complete a Federal Highway Administration
(FHWA) approved comprehensive bridge inspection training course.
b. There are five ways to qualify as a team leader. A team leader must, at a minimum: (1) Have the qualifications specified in paragraph (a) of this section;
or (2) Have five years bridge inspection experience and have
successfully completed an FHWA approved comprehensive bridge inspection training course; or
(3) Be certified as a Level III or IV Bridge Safety Inspector under the National Society of Professional Engineer's program for National Certification in Engineering Technologies (NICET) and have successfully completed an FHWA approved comprehensive bridge inspection training course, or
(4) Have the qualifications specified in paragraph (a) of this section; or
(5) Have five years bridge inspection experience and have successfully completed an FHWA approved comprehensive bridge inspection training course; or
(6) Be certified as a Level III or IV Bridge Safety Inspector under the National Society of Professional Engineer's program for National Certification in Engineering Technologies (NICET) and have successfully completed an FHWA approved comprehensive bridge inspection training course, or
Long Bridge Existing Conditions Bridge Assessment C-6
TITLE 23--Highways
CHAPTER I--FEDERAL HIGHWAY ADMINISTRATION, DEPARTMENT OF TRANSPORTATION
SUBCHAPTER G--ENGINEERING AND TRAFFIC OPERATIONS
PART 650--BRIDGES, STRUCTURES, AND HYDRAULICS
(7) Have all of the following: i. A bachelor's degree in engineering from a college or
university accredited by or determined as substantially equivalent by the Accreditation Board for Engineering and Technology;
ii. Successfully passed the National Council of Examiners for Engineering and Surveying Fundamentals of Engineering examination;
iii. Two years of bridge inspection experience; and iv. Successfully completed an FHWA approved comprehensive
bridge inspection training course, or (8) Have all of the following:
i. An associate's degree in engineering or engineering technology from a college or university accredited by or determined as substantially equivalent by the Accreditation Board for Engineering and Technology;
ii. Four years of bridge inspection experience; and iii. Successfully completed an FHWA approved comprehensive
bridge inspection training course. c. The individual charged with the overall responsibility for load rating
bridges must be a registered professional engineer. (d) An underwater bridge inspection diver must complete an FHWA approved comprehensive
bridge inspection training course or other FHWA approved underwater diver bridge inspection
training course.
1.3 Interaction with Track Operations and Need for Flagmen
At no time will inspection activities be allowed to interrupt the flow of rail traffic.
Scheduling of inspections must work around the schedule of rail traffic
operations. A flagman from CSX will be required at all times during the
inspection whether inspection activities will directly affect rail traffic or not.
Coordination with CSX will take place well in advance of inspection activities so
all parties are aware of the requirements and needs of the inspection process.
This will allow coordination of all activities and take full advantage of the time
Long Bridge Existing Conditions Bridge Assessment C-7
allowed for inspection activities.
1.4 Inspection time(s) within the 24 hours
To maximize inspection time, all inspections will be performed at night when rail
operations are at a minimum. It is assumed to expect a maximum of only four
hours per night of uninterrupted inspection time.
1.5 Total Duration of Inspection
The total field inspection time to determine the number of nights that will be
required to complete the inspection is as follows:
Non-truss spans
• Inspection of the lower members
Access by use of a barge with a man-lift/scaffolding, a rail mounted
underbridge inspection unit or ladders is estimated to be 2 hours per
span.
2 hours per span x 22 spans = 44 hours
• Inspection of the portion at and above the ballast
Access by walking the area is estimated to be 0.5 hours per span.
0.5 hours per span x 22 spans = 11 hours
Truss spans
• Inspection of the lower members
Access by use of a barge with a man-lift/scaffolding, a rail mounted
underbridge inspection unit or ladders is estimated to be 2 hours per
span.
2 hours per span x 2 spans = 4 hours
• Inspection of the truss and the portion at and above the ballast
A rail mounted bucket truck will provide access to the upper
members of the truss and the portion at and above the ballast will
be accessed the by walking the area is estimated to be 8 hours per
Long Bridge Existing Conditions Bridge Assessment C-8
span.
8 hours per span x 2 spans = 16 hours
This estimate results in 75 hours divided by 4 hours per night for a duration of 19
nights. This duration estimate is then combined with the number of field
inspection personnel to determine the cost of executing the inspection.
The topside inspection hours assume no lost time due to inclement weather,
holidays or the need for limited advanced inspection techniques. This estimate
is for the field inspection portion of the work and does not include time for
writing the report to compile the field notes, write the report, add photos,
perform a quality assurance review of the report and make any necessary
changes.
1.6 Reporting
The inspection findings will be documented in a report including an Executive
Summary. The report will be supplemented by the photographs and
measurements taken for the critical deteriorations elements of the bridge, as
well as verification of the as-built drawings regarding the critical bridge
components.
Long Bridge Existing Conditions Bridge Assessment C-9
2. Underwater INSPECTION SCOPE
This topside inspection work will collect the necessary underwater inspection
information. The underwater inspection utilizes divers to inspect critical locations
in the structure to collect the type of information needed to perform a detailed
assessment of the underwater pier conditions.
The underwater inspection will include of all twenty-three submerged piers and
one submerged abutment. The underwater inspections will be performed by an
OSHA/ADC compliant 3-person dive team from a work vessel using a standard
2-diver surface supplied air dive station. Constant communication between the
diver and the engineer will be maintained for the duration of the inspections.
The underwater inspection data acquisition will be in accordance with the
National Bridge Inspection Standards and contract documents. The work will
include a Level I Inspection (visual / tactile inspection) of the entire structure,
combined with a Level II Inspection (detailed inspection with partial cleaning)
on 10% of the structural elements. All structural elements from the high water
line to the mud line will be inspected, as well as the timber fender system and
any dolphins. In addition, sounding data will be collected around the piers, at
mid spans and at 10’-20’-30’ from each end of the piers. All data will be
recorded by the engineer and included in the final inspection report.
The final reports will include an assessment of the substructure condition in a
written summary of the inspection findings, as well as scaled computer drawings
detailing the pier structures and conditions. The sounding data will also be
compiled into a spreadsheet and included in the report.
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DISTRICT DEPARTMENT OF TRANSPORTATION
LONG BRIDGE STUDYExisting Conditions Bridge Assessment Report
District Department of Transportation
Federal Railroad Administration
This material is based upon work supported by the Federal Railroad Administration under the Long Bridge Study American Recovery and Reinvestment Act of 2009 Grant dated December 9, 2011. Any opinions, findings, and conclusions or recommendations expressed in this publication are those of the author(s) and do not necessarily
reflect the view of the Federal Railroad Administration and/or the U.S. Department of Transportation.
