Executive Summary RPT-GEN November 28. Bridge No Quartz Creek Bridge Inspection Report

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3 Executive Summary The No carries the Trans-Canada Highway over Quartz Creek, approximately 45 km northwest of Golden, BC. As part of an Enhanced Bridge Inspection Program, the BC Ministry of Transportation and Infrastructure is undertaking the inspection of the bridge which is located in the Southern Interior Region. This document presents the condition of the bridge components as observed during the detailed inspection. Buckland & Taylor's (B&T s) 2014 inspection of the, identified large areas of spalled concrete on the pier legs and crossbeams at Piers 2 and 5 and coating failure with varying degrees of corrosion on the steelwork in the vicinity of the deck joints at both abutments, Pier 2 and Pier 5. Additionally, undermining and erosion were observed at the Pier 3 and 4 foundations raising stability concerns. It is noted that the Ministry has had rock anchors installed to address the stability concerns since the date of the inspection. Based on the inspection results, a series of other recommendations expressed in terms of Maintenance Items, Inspection Items, Rehabilitation Items and Study Items have been proposed to address the deterioration and deficiencies observed during this inspection, and a priority rating is assigned to each. Bridge No

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5 Table of Contents 1 Introduction Description of Bridge Condition Inspection Inspection Scope Inspection Procedure Approach Roadways and Embankments Abutments East Abutment West Abutment Concrete Piers Steel Piers Steel Pier Foundations Bearings Expansion (Sliding) Bearings - At Abutments Expansion (Sliding) Bearings At Pier 2 and Pier Fixed Bearings At Pier 1 and Pier Fixed Bearings at Pier 3, Pier 4 and the Apex of Delta Pier Longitudinal Girders and Transverse Floorbeams Longitudinal Girders Transverse Floorbeams Bracing/Diaphragms Deck Concrete Roadway Deck Deck Joints Deck Drains Parapets Recommendations Summary and Conclusions...41 Appendix A General Arrangement of Existing Bridge... A-1 Appendix B BC Condition... B-1 Bridge No i

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7 1 Introduction The BC Ministry of Transportation and Infrastructure is undertaking an enhanced bridge inspection program for two bridge structures in the Southern Interior Region. The scope of work comprises: Inspection of superstructure and substructure; Preparation of a detailed inspection report documenting the condition of the bridge components; and If warranted by the inspection findings, an evaluation and live load evaluation of the inspected steel stringer spans, and substructures; including preparation of an evaluation report. As time and budget allows, the assignment may be expanded to include evaluations, conceptual rehabilitation and/or replacement designs and related cost estimates for the bridges that are found to be deficient as a result of the evaluations. The two bridges to be inspected are listed following: Bridge No Summit Lake Overhead; and Bridge No This report summarizes the inspection findings for Bridge No Quartz Creek Bridge. Bridge No

8 2 Description of Bridge The is located on the Trans-Canada Highway approximately 45 km northwest of Golden, BC and carries the Trans-Canada Highway over Quartz Creek. Figure 1 shows the existing bridge arrangement and a general arrangement drawing of the bridge is included in Appendix A. The bridge carries two traffic lanes and was constructed in The bridge is (119 m) long and consists of a total of eight spans, supported on two concrete abutments and seven internal pier support locations. All spans are 45 ft. (13.7 m) long with the exception of Span 4 & Span 5 which are 60 ft. (18.3 m) long each. For the purpose of this report, the piers and spans are numbered from east to west. Three different types of piers are incorporated in the bridge structure; Piers 1, 2, 5 and 6 are concrete portal frames consisting of a cap beam supported by a pair of columns, Piers 3 and Pier 4 consist of a pair of vertical steel columns with X-bracing while the remaining pier is a delta pier consisting of two inclined steel braced frames rising from the footings of Pier 3 and Pier 4 and meeting at an apex at the bottom of the superstructure. Expansion bearings are located at both abutments and at Pier 2 and Pier 5. Fixed bearings are located at Pier 1, Pier 3, Pier 4, Pier 6 and at the apex of the delta pier. All spans consists of two longitudinal edge girders, arrange in three continuous segments, which support transverse floorbeams at 7.5 ft. (2.3 m) centres. A noncomposite cast-in-place concrete bridge deck is supported by the floorbeams. The deck between the edge barriers provides a 30-0 (9.14 m) roadway width. Expansion joints are present in the deck at Pier 2, Pier 5 and abutment expansion bearing locations. 2 Bridge No

9 Figure 1: General Arrangement Bridge No

10 3 Condition Inspection 3.1 Inspection Scope Under the Terms of Reference for this project, Buckland & Taylor Ltd. (B&T) was retained by the Ministry of Transportation and Infrastructure to perform a detailed inspection of the. All inspections were visual with some nondestructive testing of the concrete deck. The bridge was inspected on September 16th, Inspection Procedure An under-bridge inspection vehicle (snooper truck), as shown in Figure 2, was used to inspect the underside of the concrete deck, longitudinal girders and bracing, transverse crossbeams, bearings, and the upper portions of pier legs. Figure 2: Under-Bridge Inspection Vehicle 4 Bridge No

11 The top surface of the bridge deck, interior faces of the edge barrier and deck joints were visually inspected from the bridge deck, while ground slopes at the abutments, abutment structures, girders and bearings at abutments, and the lower part of piers and columns were inspected by walking on grade. The findings of this inspection have been summarized on the Ministry of Transportation and Infrastructure s Bridge Management Information System Condition Inspection Sheets which have been included in Appendix B. Recommendations in the forms of rehabilitation items, maintenance items and inspection items are summarized in Section Approach Roadways and Embankments The approach roadways are lined with concrete no-post barriers that taper the approach roadways into the bridge. Hazard signage is located at each end of the bridge. There are two large pavement cracks on the west approach to the bridge, the largest of which is located approximately 60 ft. (18.3 m) back from the abutment, shown in Figure 3. The second crack is approximately 20 ft. (6.1 m) from the first crack, across the eastbound lane. It is recommended that the pavement cracks be repaired (Maintenance Item M-1). Bridge No

12 Figure 3: Crack on West Approach Asphalt Erosion of fill material is occurring in the side sloped at both approach embankments and behind the east abutment back-wall, as seen in Figure 6. It is recommended that missing fill material behind the abutment back-walls be replaced and the existing drainage modified to prevent recurrence (Maintenance Item M-2). 6 Bridge No

13 Figure 4: Existing Drainage Culvert at South Wingwall of East Abutment Figure 5: Voids Behind South Wingwall of East Abutment Bridge No

14 3.4 Abutments Each abutment consists of a concrete ballast wall and two concrete bearing pedestals supported on a pile cap and piles. The ballast wall includes wingwall extensions at the four corners of the bridge, as seen in Figure 6 and Figure 7. Figure 6: West Abut. South Wingwall Figure 7: West Abut. South Wingwall Survey prisms have been installed on the face of both east and west ballast walls, possibly in an effort to monitor the abutments for potential movement East Abutment The east abutment ballast wall is delaminated over an estimated 90% of the surface area between the edges of the bridge deck. Delaminated areas were previously identified with spray paint, as seen in Figure 8 and Figure 9. Figure 8: Ballast Wall Delamination Figure 9: Ballast Wall Delamination East Abutment South End East Abutment at North Girder 8 Bridge No

15 While the wingwall extensions are generally in better condition than the ballast wall, unmarked delaminations and small concrete spalls were identified. Furthermore, the top surface of the south wingwall has moderate concrete deterioration believed to be a result of salt damage and stone chips, as seen in Figure 5. The north bearing concrete pedestal is delaminated on the inside corner which was marked with spray paint during a previous inspection. It is recommended that areas of concrete delamination and concrete deterioration in the east abutment be repaired (Rehabilitation Item R-1) West Abutment The west abutment ballast wall is delaminated for approximately 30% of the surface area between the full width of the bridge deck. These delaminations are generally contained within three large areas between the girders, and were previously identified and marked with spray paint. The observed sizes and approximate locations of the three delaminations are as follows: 11 x 3 (3.4 m x 0.9 m) delamination at mid-height of the south girder (see Figure 10); 4 x 1 (1.2 m x 0.3 m) delamination at the centerline of the bridge at the base of the wall; and 15 x 3 (4.6 m x 0.9 m) delamination at mid-height of the north girder (see Figure 11). It is recommended that all concrete delaminations in the west abutment be repaired (Rehabilitation Item R-2). Figure 10: Ballast Wall Delamination Figure 11: Ballast Wall Delamination West Abutment South End West Abutment North End Bridge No

16 3.5 Concrete Piers Piers 1, 2, 5 and 6 consist of a concrete cap beam supported on concrete columns. The columns are founded on separate buried spread footings which were not directly inspected. The concrete on Pier 1 and Pier 6 is generally in good condition with some localized areas with delaminations. A vertical crack is present in the east face of north leg of Pier 6. The crack coincides with the location of the drainage downpipe anchor bolts. The crack is not believed to be a significant structural concern and no repairs are recommended. On Pier 2 and Pier 5 the tops of the column legs and the crossbeams contain extensive cracking, delaminations and spalling of concrete on all faces. At both of these piers large areas of exposed and corroding reinforcement is visible. Given the large areas of delaminated concrete identified at Piers 2 and Pier 5, it is recommended that a rehabilitation program be undertaken (Rehabilitation Item R-3). Figure 12: Vertical Crack in Pier 6 - North Pier Leg 10 Bridge No

17 Figure 13: Vertical Crack in Pier 6 - North Pier Leg Figure 14: Delaminations at Pier 5 Top of Pier Leg Bridge No

18 Figure 15: Delaminations at Pier 2 West Face of Crossbeam Figure 16: Delaminations at Pier 2 - Soffit of Crossbeam 12 Bridge No

19 3.6 Steel Piers Piers 3 and Pier 4 are vertical steel frames consisting of two vertical steel legs braced by diagonal X-bracing. Each steel leg is supported by a reinforced concrete pedestal/ footing that also supports the inclined steel frames comprising the delta pier. The inclined legs of the delta pier are also comprised of a pair of steel legs braced by diagonal X-bracing. The vertical and inclined pier legs at Pier 4 are shown in Figure 17. The uppers portions of the steel piers at Pier 3, Pier 4 and at the apex of the delta pier are all in generally good condition with minor coating failure and localized surface corrosion observed during the inspection, as shown in Figure 18. The condition of the lower portions of steel at Pier 3 and Pier 4 is fair with coating failure and light surface corrosion. No section loss was observed. Figure 17: Vertical and Inclined Pier Leg at Pier 4 Bridge No

20 Figure 18: Inclined Steel Legs at Delta Pier Steel Pier Foundations The Pier 3 and Pier 4 foundations consist of concrete footings cast into the sloped embankments below the bridge Pier 3 Footings The condition of the Pier 3 foundation concrete is rated as good with minor spalling and small delaminations in a small number of locations. However, significant erosion and undermining has occurred on the downhill side of the foundations raising stability concerns, as seen in Figure 19, Figure 20 and Figure 21. B&T is of the understanding that the stability of the foundations is currently being investigated by BCMOT and Tetra Tech and that since the inspection, soil/rock anchors have been installed in an effort to stabilize the foundations. Additionally, it has been reported that the steel pier legs at Piers 3 and 4 may be bowed out of a straight alignment. A bow was observed by B&T at the top of the south vertical leg at Pier 4 but it is unknown if this bow is related to foundation movement or is related to the original construction. It is recommended that in addition to stabilizing the foundations, that the verticality and straightness of the steel pier legs be reviewed as movement or rotation of the foundation can lead to unintended stresses in the pier legs that can impact their capacity. 14 Bridge No

21 Figure 19: Pier 3 North (Left) and South (Right) Foundations Figure 20: Soil Erosion below the South Leg Foundation of Pier 3 Bridge No

22 Figure 21: Soil Erosion below the North Leg Foundation of Pier Pier 4 Footings The Pier 4 footings are in similar condition as the Pier 3 footings but with less erosion observed (see Figure 23). The concrete is in fair to good condition with some minor spalling, localized pitting and small delaminations in a small number of locations. A small spall is present below the east face of the pedestal at the base of the north leg diagonal member. The spall represents an area of reduced concrete cover to the anchor bolts and it is recommended that the concrete be repaired (Maintenance Item M-3). A failed repair patch is present at the base of the south leg diagonal, as shown in Figure 22 which also represents an area of reduced cover and it is recommended that this area also be repaired as part of Maintenance Item M Bridge No

23 Figure 22: Delamination at the Base of Pier 4 South Leg Figure 23: Pier 4 South (Left) and North (Right) Foundations Bridge No

24 Accumulations of soil and loose rock has built up around the north pier leg; see Figure 24 and Figure 25. In addition to loading the pier leg in an unintended manner, this material can lead to deterioration of the protective coating on the steel. It is recommended that the material be removed and measures be taken to prevent material from building up around the steel pier legs (Rehabilitation Item R-4). It was noted that some work had been started at the time of the inspection to remove this overburden material. Figure 24: Soil at Pier 4 North Vertical Figure 25: Soil at Pier 4 North Vertical Similar to the foundations at Pier 3, the soil around the south leg of Pier 4 is eroding raising stability concerns, as seen in Figure 26. The same recommendations made for the Pier 3 foundations are made for the south leg of the Pier 4 foundations. 18 Bridge No

25 Figure 26: Soil Erosion around the South Leg Foundation of Pier Bearings There are two different styles of fixed bearings, and one typical style of expansion bearing on the structure, as discussed in the following sections Expansion (Sliding) Bearings - At Abutments The east and west abutment sliding bearings are comprised of a steel sole plate, welded to the girder bottom flange and a steel masonry plate that is fixed to the concrete pedestal, with a steel bearing plate in between. The top of the bearing plate is fitted into a notch in the sole plate to permit longitudinal movement of the girder, but restricts movement in the transverse direction. Two hold-down anchors per bearing pass through slotted holes in the sole plate to accommodate the longitudinal movements in the bearing. The general arrangement of an abutment bearing is shown below in Figure 27 and Figure 28. Bridge No

26 Figure 27: East Abutment North Bearing Figure 28: West Abutment North Bearing Widespread coating failure and light to moderate surface corrosion was observed on the bearing steel, as seen in Figure 29. No visual evidence of recent bearing movement was observed and it is possible that the bearings may be seized. It is recommended that markings be installed on the bearings to monitor for thermal movement and that bearing rehabilitation be considered if no evidence of movement is found (Study Item S-1). Figure 29: Surface Corrosion NE Bearing 20 Bridge No

27 An anchor bolt for the south bearing on the east abutment has failed or been removed, as seen in Figure 30. It is recommended that the requirement for this anchor be assessed and the connection be restored if deemed structurally necessary (Study Item S-1). Nesting material was observed on the steel members in the vicinity of the west abutment, including the area surrounding the south bearing. It is recommended that the nesting materials be removed (Maintenance Item M-4). Figure 30: Hold-Down Anchor SE Bearing Expansion (Sliding) Bearings At Pier 2 and Pier 5 The bearings at Pier 5 and Pier 2 are of similar type to the abutment expansion bearings. It was observed that although the bearings on the east side of Pier 2 are shown on the original design drawings as fixed bearings they are actually sliding bearings. At each of these locations the bearings are subject to medium to heavy corrosion throughout with some small loss of section in the bearing plates, see Figure 31. There is significant build-up of roadway debris to the inside top surfaces of the bearings at these piers. Bridge No

28 The anchor bolts on both the north and south bearings on the east side of Pier 5 have broken off while the anchor bolts at the west side of Pier 2 are inclined towards the east, as shown in Figure 32. These observations suggest that the girders spanning between Pier 2 and Pier 5 are undergoing longitudinal movement in excessive of the range provided by the bearings. It is recommended that the expansion bearings at Pier 2 and Pier 5 be cleaned, painted and repaired, with any damaged anchor bolts being replaced following an assessment of bearing requirements (Rehabilitation Item R-5 and Study Item S-2). Figure 31: Pier 5 Bearing at Northeast 22 Bridge No

29 Figure 32: Pier 2 Bearing at Northwest Inclined Anchor Bolt Fixed Bearings At Pier 1 and Pier 6 The north and south girders are continuous over both Pier 1 and Pier 6. At these pier locations each girder passes over a single fixed bearing. The bearings consist of a sole plate welded to the bottom flange of the girders. The sole plate bears on a convex surface of a bearing plate that is welded to a masonry plate. Anchor bolts connect the masonry plates to the concrete cap beams. A typical fixed bearing at these locations is shown in Figure 33. These bearings were observed to be in good condition at all locations, with small areas of coating failure and surface corrosion observed. No maintenance is recommended for these bearings at this time. Bridge No

30 Figure 33: North Bearing at Pier Fixed Bearings at Pier 3, Pier 4 and the Apex of Delta Pier The bearings at Pier 3, Pier 4 and at the apex of the delta pier are steel rocker bearing assemblies. The bearings consist of steel bearing plates welded to the bottom of the girder bottom flange and the top of the pier leg column, with a rotational pin connection in between. These bearings are fixed against translation but allow for rotation. Apart from localized coating failure and light surface corrosion, the bearings are generally in good condition. 24 Bridge No

31 Figure 34: Pier 4 North Bearing Figure 35: Bearing at Apex of Delta Pier South Bearing Shown Bridge No

32 3.8 Longitudinal Girders and Transverse Floorbeams Longitudinal Girders The longitudinal girders are riveted plate girders. Girders are continuous between the east abutment and Pier 2, between Pier 2 and Pier 5, and between Pier 5 and the west abutment. K-bracing oriented in the vertical plane connects the girders every 15 ft. (4.5 m) while plan X-bracing connects the girder top and bottom flanges throughout. Generally, the longitudinal girders are in fair to good condition with light to medium surface corrosion and coating failure at a number of locations, particularly at exterior sides of girder webs and at the exterior edges of bottom flanges. More advanced corrosion is present on the girders in the vicinity of the expansion joints at Piers 2 and 5, see Figure 36 and Figure 37. It is recommended that the ends of the girders and bearing stiffeners at Pier 2 and Pier 5 are cleaned and repainted (Rehabilitation Item R-6). Figure 36: Exterior Face of North Girder at Pier 5 26 Bridge No

33 Figure 37: Exterior Faces of North Girder at Pier Transverse Floorbeams The floorbeams are rolled WF-type sections spaced at 7.5 ft. (2.3 m) centres and sit on top of the top flanges of the longitudinal girders. With the exception of the floorbeams adjacent to the deck joints at Piers 2 and 5, the floorbeams are in good condition with minor coating failure and light surface corrosion. The floorbeams at Piers 2 and 5 exhibit widespread coating failure and more advanced surface corrosion which is believed to be due to leaking deck joints. The corrosion is generally located on the top and bottom flanges, as seen in Figure 38, and also at the webs of the end of the floorbeam cantilevers, as shown in Figure 39. Some rust jacking of the concrete deck up off of the floorbeams has been observed due to corrosion of the floorbeam top flanges. It is recommended that the transverse floorbeams at Pier 2 and Pier 5 be cleaned and repainted (Rehabilitation Item R-6). It was observed that some rust jacking may of the deck up off the top flange may be occurring at the abutments as evident by the deck deflections at the second floorbeam and the squeaking noises with passing live load. Bridge No

34 Figure 38: North Floorbeam Cantilevers at Pier 5 Figure 39: North Floorbeam Cantilevers at Pier 5 Looking East 28 Bridge No

35 3.9 Bracing/Diaphragms All of the bracing members, whether plan bracing or K-bracing consist of back-to-back angle sections. The majority of the bracing members are in good condition with only light corrosion and minor coating failure noted. However K-bracing members at Pier 2 and Pier 5 have heavy corrosion due to leakage from expansion joints above, as seen in Figure 40. It is recommended that the bracing at these locations, including all connections, be cleaned and repainted (Rehabilitation Item R-6). Figure 40: K-Bracing Diaphragm at Pier 2 Bridge No

36 Figure 41: K-Bracing Diaphragm at Pier 5 Short bracing angles connect the floorbeams to the longitudinal girders at Pier 2, Pier 5 and both abutments. Cracks have previously been identified at all brace locations in the base plate just above the angle brace and have been marked with red paint, as seen in Figure 42. Because the base plate is bolted to the floorbeam, it is unlikely that the crack will propagate into the floorbeam web and no rehabilitation is recommended. However, it is recommended that the cracks be reviewed during future inspections (Inspection Item I-1). 30 Bridge No

37 Figure 42: Cracks in Baseplate of Bracing Angle Pier 5 Shown (Indicated by Red Arrow) Figure 43: Connection of Bracing and Girder Bridge No

38 3.10 Deck The bridge deck is a cast-in-place concrete deck with expansion joints located at Pier 2, Pier 5 and the east and west abutments. Concrete parapets, cast integral with the deck, are located on each side of the deck and there are no concrete curbs or sidewalks Concrete Roadway Deck Visual inspection and non-destructive testing of the concrete roadway deck surface found that the deck is generally in fair condition with a number of concrete delaminations, totaling approximately 3% of the area. All identified delaminations were marked with spray paint and their areas recorded. The results of the chain dragging are presented in Table 1. Table 1: Concrete Roadway Deck Surface Delaminations Location Approx. Area of EB Delamination Approx. Area of WB Delamination Approx. Total Delamination Area Total Deck Area in Span % of Deck Delamination East Abut. Bent ft 2 58 ft ft ft 2 16% Bent 1 Bent 2 68 ft 2 3 ft 2 71 ft ft 2 5% Bent 2 Bent 3 16 ft 2 7 ft 2 23 ft ft 2 2% Bent 3 Bent 4 15 ft 2 10 ft 2 25 ft ft 2 <1% Bent 4 Bent 5 0 ft 2 10 ft 2 10 ft ft 2 <1% Bent 5 Bent 6 7 ft 2 56 ft 2 63 ft ft 2 4% Bent 6 West Abut. 2 ft 2 10 ft 2 12 ft ft 2 <1% Totals 297 ft ft ft ft 2 3% 32 Bridge No

39 Figure 44: Deck Delaminations in the Eastbound Lane Near the East Abutment Deck Joints The deck joints at Pier 2, Pier 5 and both abutments consist of steel armor plates and rubber compression seals. Generally, the joint seals extend into the edge barriers and terminate on an incline near the back of the barrier, with the exception of the north end at the east abutment where the seal terminates at the toe of the barrier. As a result of previous modifications to the deck, the steel armor plates do not extend to the barrier. Based on the presence of concrete patches on either side of the joints, it is believed that the joints have been replaced previously, as seen in Figure 45 and Figure 46. Bridge No

40 Figure 45: Exp. Joint at Pier 5 Figure 46: Exp. Joint at East Abutment The rubber joint seals were observed to be in fair condition, however the joints themselves were not consistently sealed across the deck which can allow water to pass through the joints. Gaps were observed between the seal and the angle armouring, as seen in Figure 47, and also between the armouring steel and the deck concrete, as seen in Figure 48. The armouring steel has not been extended to the edge of the deck at the north end of the east abutment and the rubber seal is adhered to the concrete, as seen in Figure 49. It is recommended that the joints be properly sealed to prevent further water penetration (Maintenance Item M-5). 34 Bridge No

41 Figure 47: Gap in West Abutment Expansion Joint Seal Figure 48: Gap in Pier 5 Expansion Joint Bridge No

42 Figure 49: Expansion Joint Seal Adhered to the Concrete Barrier at the East Abutment Deck Drains Due to the super-elevated geometry of the bridge deck, all of the deck drains are located on the north side of the bridge at each of the piers as well as at the west abutment. While the deck drains are no longer located at the base of the edge barriers (the result of replacing the parapets with a narrower curb-less design) efforts have been made to taper the surrounding deck surface to promote water flow into the drains, though it is expected that some water will still bypass the drain and run across the expansion joints. The deck drain at Pier 5 is shown in Figure 50. Below the deck, each drain pipe is extended down to the base of each pier and further piped or channeled away from the pier base and embankment areas to mitigate slope degradation. 36 Bridge No

43 Figure 50: Deck Drain at North End of Pier 5 Expansion Joint 3.11 Parapets The original barriers and curbs have been replaced by a solid concrete parapet. The parapet is integral with the bridge deck and stands 32" (810 mm) tall (as measured from the top of the deck). The parapets are generally in good to fair condition with small cracks, pitting and scrapes from snow plows, as seen in Figure 51. Several reflectors have also been damaged and/or broken off and it appears that several cracks in the barriers have been injected with epoxy. Bridge No

44 Figure 51: Typical Condition of Concrete Edge Barrier (North Barrier Shown) The edge of the bridge deck appear to have been replaced when the new parapets were constructed as evidenced by the presence of a cold joint approximately 12" (300 mm) from the toe of the barrier, as seen in Figure 51. This joint is also visible on the deck soffit, as seen in Figure 52. Localized spalls were observed at the joint location, as seen in Figure 53, and it is recommended that these spalls be repaired (Maintenance Item M-6). Figure 52: Joint in Deck from Parapet Figure 53: Spalling at Joint Location Construction 38 Bridge No

45 4 Recommendations Buckland & Taylor 2014 Inspection of the found that most structural components of the bridge are generally in fair to good condition. Deficiencies were identified for some components. A series of recommendations have been developed based on the inspection results and these recommendations have been broken into the following four categories: Maintenance Items: those items that require action; Inspection Items: those items that require continued monitoring; Rehabilitation Items: those items requiring specialized funding or equipment or of sufficient size to be beyond the scope of a maintenance contract; and Study Items: those items that require specialized inspections or investigation. Each item is assigned a priority rating of 1, 2 or 3 indicating the work related to that item should be performed within the next 1, 5 or 10 years, respectively. The list of recommendations is as follows: Maintenance Items: Item Description Priority Rating M-1 Repair Cracks in Approach Roadway Asphalt; refer to Section Replace eroded material behind abutment back walls and modify drainage M-2 to prevent recurrence; refer to Section M-3 Repair concrete deterioration art Pier 4 footings; refer to Section Remove nesting material from steelwork at the west abutment; refer M-4 to Section Seal gaps between joint seals and armouring steel and concrete; refer M-5 to Section M-6 Repair spalls in deck soffit at cold joint location; refer to Section Inspection Items: Item I-1 Description Monitor condition of cracks in base plate for bracing angles at Pier 2, Pier 5 and abutment floorbeams; refer to Section 3.9. Priority Rating 2 Bridge No

46 Rehabilitation Items: Item R-1 R-2 R-3 R-4 R-5 R-6 Description Repair concrete delaminations and areas of deterioration at east abutment; refer to Section Repair concrete delaminations at west abutment back wall; refer to Section Repair areas of concrete delamination and spalling at Piers 2 and 5; refer to Section 3.5. Remove buildup of soil and rock and install measures to prevent recurrence at base of Pier 4; refer to Section Clean and recoat bearing steel at Pier 2 and 5 and replace anchor bolts if deemed necessary from Study Item S-2; refer to Section Clean and recoat steelwork adjacent to joints at Piers 2 and 5; refer to Section 3.8.1, and 3.9. Priority Rating Study Items: Item S-1 S-2 Description Install markings on abutment bearings to determine if they are moving and assess requirement for hold down anchors on expansion bearings; refer to Section Assess requirement for hold down anchors on bridge bearings at Pier 2 and 5; refer to Section Priority Rating Bridge No

47 5 Summary and Conclusions Buckland & Taylor was retained by the BC Ministry of Transportation and Infrastructure to conduct detailed inspections as part of the 2014 Enhanced Bridge Inspection Program. This report pertains to the condition inspection of Quartz Creek Bridge No The inspection identified areas of delaminated concrete on the backwalls of both abutments, large areas of spalled concrete on the concrete pier legs and crossbeams. Coating failure with varying degrees of corrosion on the steel components was also observed in the vicinity of the deck joints at the abutments and Piers 2 and 5, including stringers, floorbeams, bracing and bearings. Undermining and erosion were observed at the Pier 3 and 4 foundations raising stability concerns and it is noted that the BCMOT has since had rock anchors installed at these locations. Based on the inspection results, a series of recommendations expressed in terms of Maintenance Items, Inspection Items, Rehabilitation Items and Study Items were proposed to address the relatively minor deterioration and deficiencies observed during this inspection and a priority rating has been assigned to these recommended items. Bridge No

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49 Appendix A General Arrangement of Existing Bridge Bridge No A-1

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51 Appendix B BC Condition Bridge No B-1

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