draft bmp manual 2012-07-20railadvise.hntb.com/assets/docs/mnr_bmp.pdfsection 2.2 roles and...

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iContents

CONTENTSContents ............................................................................................................................... .......................................... i

List of Tables ............................................................................................................................... ...................................v

Table of Figures ............................................................................................................................... ..............................v

CHAPTER 1 Introduction ............................................................................................................................... ........... 1—1

SECTION 1.1 Bridge Management Program Vision ........................................................................................ 1—1

SECTION 1.2 Program Background................................................................................................................. 1—1

SECTION 1.3 Requirements of Bridge Management Program....................................................................... 1—2

SECTION 1.4 MNR Compliance ...................................................................................................................... 1—2

CHAPTER 2 Qualifications and Designations ........................................................................................................... 2—1

SECTION 2.1 Introduction .............................................................................................................................. 2—1

SECTION 2.2 Roles and Responsibilities......................................................................................................... 2—1

2.2.1 Bridge Program Manager................................................................................................................... 2—1

2.2.2 Bridge Engineer............................................................................................................................... ... 2—1

2.2.3 Undergrade Bridge Inspection Team Leader ..................................................................................... 2—2

2.2.4 Overhead Bridge Inspection Team Leader......................................................................................... 2—2

2.2.5 Inspection Team Member.................................................................................................................. 2—2

2.2.6 Bridge Construction Supervisor ......................................................................................................... 2—3

SECTION 2.3 Qualifications and Education .................................................................................................... 2—3

2.3.1 Bridge Program Manager................................................................................................................... 2—3

2.3.2 Bridge Engineer............................................................................................................................... ... 2—3

2.3.3 Undergrade Bridge Inspection Team Leader ..................................................................................... 2—3

2.3.4 Overhead Bridge Inspection Team Leader......................................................................................... 2—4

2.3.5 Inspection Team Member.................................................................................................................. 2—5

2.3.6 Bridge Construction Supervisor ......................................................................................................... 2—5

SECTION 2.4 Designation ............................................................................................................................... 2—6

CHAPTER 3 Inventory............................................................................................................................... ................ 3—1


SECTION 3.2 MNR Asset Definitions .............................................................................................................. 3—1

3.2.1 Railroad Bridge (Undergrade Bridge)................................................................................................. 3—1

3.2.2 Bridge (Overhead Bridge) .................................................................................................................. 3—2

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3.2.3 Tunnel ............................................................................................................................... ................. 3—2

3.2.4 Rated Elements of Bridges and Tunnels ............................................................................................ 3—3

SECTION 3.3 SystemMap .............................................................................................................................. 3—4

SECTION 3.4 Inventory............................................................................................................................... .... 3—5

3.4.1 Location Information ......................................................................................................................... 3—5

3.4.2 General Information .......................................................................................................................... 3—6

3.4.3 Segment and Substructure Identification.......................................................................................... 3—8

3.4.4 Segment Structure Information....................................................................................................... 3—11

3.4.5 Segment Condition Rating ............................................................................................................... 3—19

3.4.6 Segment Ownership and Maintenance Information ....................................................................... 3—20

3.4.7 Segment Construction Information ................................................................................................. 3—21

3.4.8 Clearance Information ..................................................................................................................... 3—21

3.4.9 Segment Load Rating and Restriction.............................................................................................. 3—23

3.4.10 Segment Critical Feature Information ......................................................................................... 3—23

3.4.11 Segment Maintenance, Repair, Rehabilitation and Reconstruction ........................................... 3—25

3.4.12 Segment Flagging Information .................................................................................................... 3—26

3.4.13 Segment Inspection Information................................................................................................. 3—26

3.4.14 Segment Inspection Frequency Information............................................................................... 3—27

3.4.15 Segment Priority Scoring ............................................................................................................. 3—27

CHAPTER 4 Load Ratings and Restrictions............................................................................................................... 4—1


SECTION 4.2 MNR Roster of Equipment Loads .............................................................................................. 4—1

SECTION 4.3 Load Rating Procedure.............................................................................................................. 4—1

4.3.1 Deck ............................................................................................................................... .................... 4—1

4.3.2 Superstructure ............................................................................................................................... .... 4—1

4.3.3 Substructure ............................................................................................................................... ....... 4—1

4.3.4 Critical Element............................................................................................................................... ... 4—1

SECTION 4.4 Control ............................................................................................................................... ....... 4—1

4.4.1 Protection from Overloads ................................................................................................................ 4—1

4.4.2 Protection from Oversize Loads......................................................................................................... 4—1

SECTION 4.5 Timetable ............................................................................................................................... ... 4—1

CHAPTER 5 Bridge Inspection ............................................................................................................................... ... 5—1


SECTION 5.2 Safety ............................................................................................................................... ......... 5—1

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SECTION 5.3 Inspection Types and Frequencies ............................................................................................ 5—2

5.3.1 Inspection Types ............................................................................................................................... . 5—3

5.3.2 Inspection Frequencies...................................................................................................................... 5—6

SECTION 5.4 Condition Rating and Reporting................................................................................................ 5—8

5.4.1 Condition Rated Elements ................................................................................................................. 5—8

5.4.2 Condition Rating Terminology ........................................................................................................... 5—8

5.4.3 Condition Rating Codes...................................................................................................................... 5—9

5.4.4 Condition Reporting Terminology.................................................................................................... 5—10

SECTION 5.5 General Inspection Instructions .............................................................................................. 5—15

5.5.1 Written Condition Documentation.................................................................................................. 5—15

5.5.2 Photographic Documentation ......................................................................................................... 5—15

5.5.3 Recommendation of Maintenance, Repair and Rehabilitation of Structures.................................. 5—16

5.5.4 Verification of Critical Feature Information..................................................................................... 5—16

5.5.5 Verification of Inventory Information.............................................................................................. 5—17

SECTION 5.6 Standard Inspection Guide...................................................................................................... 5—17

5.6.1 Standard Type I and Type II Inspection Guide ................................................................................. 5—17

5.6.2 Standard Type III Inspection Guide.................................................................................................. 5—57

SECTION 5.7 Special Inspection Guide......................................................................................................... 5—58

5.7.1 Special Access Inspection................................................................................................................. 5—58

5.7.2 Fracture Critical Inspection.............................................................................................................. 5—61

5.7.3 Movable Inspection ......................................................................................................................... 5—63

5.7.4 Load Rating Inspection..................................................................................................................... 5—64

5.7.5 Initial Inventory Inspection.............................................................................................................. 5—65

SECTION 5.8 Interim Inspection Guide ........................................................................................................ 5—66

SECTION 5.9 Emergency Inspection Guide .................................................................................................. 5—66

SECTION 5.10 Protection of Passengers and Train Operators ....................................................................... 5—67

5.10.1 Flagging....................................................................................................................... ................. 5—67

CHAPTER 6 Recordkeeping ............................................................................................................................... ....... 6—1


SECTION 6.2 Maintenance of Permanent Records ........................................................................................ 6—1

SECTION 6.3 Transfer of Information to the System ..................................................................................... 6—1

SECTION 6.4 Inspection Records.................................................................................................................... 6—1

SECTION 6.5 Electronic Records..................................................................................................................... 6—1

SECTION 6.6 Scheduling............................................................................................................................... .. 6—1

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SECTION 6.7 System Security......................................................................................................................... 6—1

CHAPTER 7 Processes ............................................................................................................................... ............... 7—1

SECTION 7.1 Priority Scoring Process............................................................................................................. 7—1

7.1.1 Condition Score............................................................................................................................... ... 7—1

7.1.2 Load Rating Score .............................................................................................................................. 7—1

7.1.3 Risk Score............................................................................................................................... ............ 7—1

7.1.4 Importance Score............................................................................................................................... 7—1

SECTION 7.2 Inspection Review Process........................................................................................................ 7—1

SECTION 7.3 Database and Inventory Review Process .................................................................................. 7—1

7.3.1 Review of Inventory Information....................................................................................................... 7—1

7.3.2 Changing Inventory Information........................................................................................................ 7—1

7.3.3 Changing Inventory Database Structure............................................................................................ 7—1

SECTION 7.4 Weight and Clearance Restriction Review Process................................................................... 7—1

SECTION 7.5 Overall Program Effectiveness Review Process ........................................................................ 7—1

7.5.1 Changing The Bridge Program Manual .............................................................................................. 7—2

CHAPTER 8 Design, Repair and Modification of Bridges.......................................................................................... 8—1

CHAPTER 9 References ............................................................................................................................... ............. 9—1

APPENDIX A MNR Designated Personnel ................................................................................................................ A—1

MNR Bridge Program Manager ........................................................................................................................... A—1

MNR Bridge Engineer(s) ............................................................................................................................... .......A—1

MNR Undergrade Bridge Inspection Team Leader(s)..........................................................................................A—1

MNR Overhead Bridge Inspection Team Leader(s) .............................................................................................A—1

MNR Inspection TeamMember(s) ...................................................................................................................... A—2

MNR Bridge Construction Supervisor(s).............................................................................................................. A—2

APPENDIX B MNR Track Charts............................................................................................................................... .B—1

APPENDIX C Special Bridge Lists .............................................................................................................................. C—1

APPENDIX D Responsible Authority Contacts..........................................................................................................D—1

APPENDIX E Condition Rating Examples.................................................................................................................. E—1

APPENDIX F Inspection and Reporting Forms ......................................................................................................... F—1

APPENDIX G Flagging Flowcharts..................................................................................................................... ........G—1

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vList of Tables

LIST OF TABLESTable 3 1: UG / OH Bridge Structure Description Hierarchy.................................................................................. 3—14Table 3 2: TU Structure Description Hierarchy...................................................................................................... 3—14Table 3 3: Deck Structure Types............................................................................................................................ 3—17Table 3 4: A – Arch............................................................................................................................... .................. 3—28Table 3 5: B – Box ............................................................................................................................... ................... 3—29Table 3 6: E – Encased ............................................................................................................................... ............ 3—30Table 3 7: G – Girder (or Beam)............................................................................................................................. 3—31Table 3 8: T – Truss & U – Suspension................................................................................................................... 3—32Table 3 9: P – Pipe ............................................................................................................................... .................. 3—33Table 3 10: S – Slab............................................................................................................................... ................. 3—34Table 3 11: TU Tunnel ............................................................................................................................... .......... 3—35Table 5 1: Condition Rating ............................................................................................................................... .... 5—10

TABLE OF FIGURESFigure A 1: Metro North Railroad Line Map............................................................................................................ 3—4Figure A 1: UG Longitudinal and Lateral Segment Designation............................................................................... 3—9Figure A 1: OH Longitudinal and Lateral Segment Designation ............................................................................ 3—10Figure A 1: Measurement of Minimum Railroad Clearance.................................................................................. 3—22Figure A 1: Concrete Slab Superstructure ............................................................................................................. 5—21Figure A 2: Masonry Arch Superstructure............................................................................................................. 5—22Figure A 1: Edge of Concrete Slab Deck on Steel Beam Superstructure ............................................................... 5—22Figure A 2: Bottom of Concrete Slab Deck on Steel Beam Superstructure .......................................................... 5—23Figure A 3: Top of Concrete Slab Deck ................................................................................................................. 5—23Figure A 1: Metal Grate Deck ............................................................................................................................... . 5—24Figure A 1: Top of Timber Tie Deck ...................................................................................................................... 5—25Figure A 2: Side of Timber Tie Deck...................................................................................................................... 5—25Figure A 1: Timber Plank Deck on Pedestrian Bridge ............................................................................................ 5—26Figure A 2: Timber Plank Deck on Pony Truss ....................................................................................................... 5—26Figure A 1: Bottom of Metal Plate Deck................................................................................................................ 5—27Figure A 2: Top of Metal Trough Deck................................................................................................................... 5—28Figure A 1: Open Concrete Arch (F A O C) ........................................................................................................... 5—31Figure A 2: Open Steel Arch (F A O S) ................................................................................................................... 5—31Figure A 3: Closed Masonry Arch (F A C M).......................................................................................................... 5—32Figure A 1: Precast Concrete Box (F B P C) .......................................................................................................... 5—34Figure A 2: Precast Concrete Box (F B P C) .......................................................................................................... 5—34Figure A 1: Encased Railtop (F E R S) .................................................................................................................... 5—36Figure A 2: Exposed Bottom of Rail in Encased Railtop (F E R S) .......................................................................... 5—36Figure A 3: Exposed Bottom Flange of Encased I Beam (F E I S) .......................................................................... 5—37Figure A 1: Steel Multi Beam (F G M S) ................................................................................................................ 5—38Figure A 2: Prestressed Concrete Beam (F G M P) ............................................................................................... 5—38Figure A 3: Steel Through Girder (F G T S) ............................................................................................................ 5—39

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Figure A 4: Steel Through Girder (F G T S) ............................................................................................................ 5—39Figure A 5: Steel Deck Girder (F G D S) ................................................................................................................. 5—40Figure A 1: Non Circular Steel Pipe Arch (F P O S)................................................................................................ 5—41Figure A 1: Uniform THickness Stone Slab (F S U M) ........................................................................................... 5—42Figure A 2: Uniform Thickness Concrete Slab (F S U C) ........................................................................................ 5—43Figure A 3: Haunched Concrete Slab (F S H C) ..................................................................................................... 5—43Figure A 1: Steel Deck Truss (F T D S) ................................................................................................................... 5—44Figure A 2: Steel Pony Truss (F T P S).................................................................................................................... 5—45Figure A 3: Steel Through Truss with Common Center Truss (F T T S) ................................................................. 5—45Figure A 4: Steel Through Truss (F T T S) .............................................................................................................. 5—46Figure A 1: Stone Masonry Pier with Concrete Cap .............................................................................................. 5—47Figure A 2: Three Column Concrete Pier with Crashwall...................................................................................... 5—47Figure A 3: Stone Masonry Abutment and Wingwalls With Concrete Cap ........................................................... 5—48Figure A 4: Steel Column Pier with Pier Beam and Bracing.................................................................................. 5—48Figure A 5: Concrete Wall Abutment .................................................................................................................... 5—49Figure A 6: Concrete Pier Wall.............................................................................................................................. 5—49Figure A 7: Six Column Concrete Pier with CrashWall........................................................................................... 5—50Figure A 8: Four Column Steel Trestle Pier............................................................................................................ 5—50Figure A 9: Mechanically Stabilized Earth Abutment and Wingwalls.................................................................... 5—51Figure A 10: Two Column Concrete Pier................................................................................................................ 5—51Figure G 1: MNR Flag Types............................................................................................................................... ......G—1Figure G 2: Collision Flag Workflow.........................................................................................................................G—2Figure G 3: Emergency Flag Workflow ....................................................................................................................G—3Figure G 4: Red Flag Workflow............................................................................................................................... .G—4Figure G 5: Yellow and Safety Flag Workflow..........................................................................................................G—5

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1—1Introduction

CHAPTER 1 INTRODUCTION

SECTION 1.1 BRIDGE MANAGEMENT PROGRAM VISIONMTA Metro North Railroad (MNR) provides vital daily commuter rail service to thousands of passengers in NewYork City and suburbs to the north. Our highest priority is to provide safe, dependable transportation service to thetraveling public. To provide this level of service, MNR must proactively manage an extensive infrastructure,including hundreds of bridges, tunnels and other structures. The MNR Bridge Management Program wasdeveloped in compliance with federal regulations and New York state codes and regulations to ensure that thelarge inventory of bridges, tunnels and other structures are well maintained and also to fulfill our paramountobligation for safety while making efficient use of public funds.

The mission of MTA Metro North Railroad is to preserve and enhance the quality of life and economic health ofthe region we serve through the efficient provision of transportation service of the highest quality.

SECTION 1.2 PROGRAM BACKGROUNDMNR has the responsibility to comply with two separate federal governing bodies, depending on the type of trafficcarried by a structure. The governing bodies are the Federal Railroad Administration (FRA) for structures that carryrail traffic and the Federal Highway Administration (FHWA) for structures that carry public vehicular or pedestriantraffic. In addition, MNR must comply with the applicable requirements of the New York and Connecticut statedepartments of transportation. Other structures, such as signal and utility structures have no governing bodyrequirements. The Bridge Management Program was specifically developed to satisfy the requirements of the FRA,but the FHWA requirements are satisfied by default.

The Federal Railroad Administration established safety requirements for railroad bridges in a Final Ruledocumented in the Federal Register, Volume 75, Issue 135 (July 15, 2010), Title 49 Code of Federal Regulations(CFR) Parts 213 and 237. In the Final Rule, the FRA requires that each track owner implement a bridgemanagement program. A bridge management program includes annual inspections of all railroad bridges,procedures for internal auditing, an inventory of each bridge’s load carrying capacity, instructions for specialinspections following significant events, and procedures for protecting bridges from overweight and overdimension loads. The Final Rule is the culmination of years of effort by the FRA. The following is a brief list ofdocuments that led to the Final Rule:

April 27, 1995: FRA – Interim Statement of Policy on the Safety of Railroad Bridges – 60 FR 20654August 30, 2000: FRA – Final Statement of Agency Policy on the Safety of Railroad Bridges – 65 FR 52667October 16, 2008: Railroad Safety and Improvement Act of 2008, Public Law 110 432, Division A (“RSIA”)January 13, 2009: FRA – Amendment to 65 FR 52667 – 74 FR 157August 17, 2009: FRA – Notice of Proposed Rulemaking – 74 FR 41558July 15, 2010: Federal Register – 49 CFR Parts 213 and 237

The Federal Highway Administration updated safety requirements for highway bridges in a Final Rule documentedin the Federal Register, Volume 69, Issue 239 (December 14, 2004), Title 23 CFR Part 650. In the Final Rule, theFHWA set national standards for proper safety inspection and evaluation of all highway bridges, referred to as the

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National Bridge Inspection Standards (NBIS). In the Final Rule, FHWA requires that each state and federal agencymaintain an inventory of bridges subject to the NBIS.

The state of New York passed a law in 2005 regarding the ownership and maintenance of bridges on publicroads that intersect railroad tracks. The law, NY CLS RR § 93 (2005), requires that railroads maintain definedportions of a bridge that intersects railroad tracks. Though not directly stated in the law, it can be assumedthat maintenance of a structure includes inspections also. MNR fulfills that obligation by reporting inspectioninformation to applicable public agency representatives so that they can adhere to the requirements of FHWA.

The MTA Metro North Railroad Bridge Management Program is meant to be a comprehensive plan that will:

Satisfy the requirements of the FRA’s Title 49 Code of Federal Regulations (CFR) Parts 213 and 237Satisfy the state of New York requirements regarding overhead bridges, NY CLS RR § 93 (2005)Provide a dual purpose, consistent system for inspection and rating to help public agencies comply with theFHWA requirements

SECTION 1.3 REQUIREMENTS OF BRIDGE MANAGEMENT PROGRAMThe Federal Register, Volume 75, Issue 135 (July 15, 2010), 49 CFR Part 237 (Bridge Safety Standards) outlines anddefines the requirements for compliance of railroad bridge owners. Briefly, the Final Rule includes requirementsregarding:

Application of the Final RuleResponsibility of bridge owners to comply with the Final RuleMandatory adoption of a bridge management programRequired content of a bridge management programRequired qualifications and designations of railroad bridge engineers, inspectors and supervisorsDetermination of bridge load capacitiesProtection of bridges from overweight and over dimension loadsScheduling of bridge inspectionsBridge inspection proceduresSpecial inspectionsConduct of bridge inspectionsBridge inspection recordsReview of bridge inspection reportsDesign of bridge repair and/or modificationSupervision of bridge repair and/or modificationDocumentation, records and audits

SECTION 1.4 MNR COMPLIANCEMetro North Railroad considers compliance with the FRA Final Rule of the upmost importance and understandsthe ultimate goal of the rule is:

“…to prevent the deterioration of railroad bridges by preserving their capability to safely carry the traffic to beoperated over them, and reduce the risk of human casualties, environmental damage, and disruption to theNation’s railroad transportation system that would result from a catastrophic bridge failure…”

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1—3Introduction

It is, therefore, the responsibility of every individual involved in the Bridge Management Program to abide by theinstructions contained within to ensure the safety of the bridges in the system.

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2—1Qualifications and Designations

CHAPTER 2 QUALIFICATIONS AND DESIGNATIONS

SECTION 2.1 INTRODUCTIONThis chapter defines the roles and responsibilities of participants in the Bridge Management Program, as well asthe qualifications and education requirements for each.

SECTION 2.2 ROLES AND RESPONSIBILITIES

2.2.1 BRIDGE PROGRAMMANAGER

The bridge program manager is a designated MNR employee who will fulfill the FRA role of railroad bridgeengineer. Responsibilities include:

Determine the forces and stresses in railroad bridges and bridge componentsPrescribe safe loading conditions for railroad bridgesPrescribe inspection and maintenance procedures for bridges and tunnelsDesign repairs and modifications to bridges and tunnelsMonitor federal and state laws, codes, rules, regulations and updates; revise the Metro North BridgeManagement Program Manual accordinglyDirect the updating and maintenance of the bridge inventory databaseCertify inspection reports prior to submission to state and local entitiesProvide overall leadership of the Bridge Management ProgramProvide guidance to bridge engineers and the bridge inspection teamsDetermine frequency of interim and special bridge inspectionsUpdate and maintain track timetables and equipment rosters for safe operation of trains and proper loadrating of structuresMaintain prioritization of inventory for replacement and repairProvide cost estimates for replacement, repair and maintenance of structuresUpdate and maintain emergency response plans, chain of response communication and designation ofindividuals for response action itemsMaintain record of Bridge Program Management staff qualifications and trainingOrganize and schedule training for Bridge Program Management staffEnsure that audit and document review procedures are being followedAuthorize or restrict the operation of railroad traffic over a bridge according to its immediate condition orstate of repair

2.2.2 BRIDGE ENGINEERThe bridge engineer is a designated MNR employee, or a designated employee of an engineering consulting firm,who will fulfill the FRA role of railroad bridge engineer. More than one individual may be designated as a bridgeengineer. Responsibilities include:

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Determine the forces and stresses in railroad bridges and bridge componentsPrescribe safe loading conditions for railroad bridgesDesign repairs and modifications to bridges and tunnelsProvide guidance to the bridge inspection teamsProvide cost estimates for replacement, repair and maintenance of structuresEnsure that audit and document review procedures are being followedAssist Bridge Program Manager as requiredAuthorize or restrict the operation of railroad traffic over a bridge according to its immediate condition orstate of repair

2.2.3 UNDERGRADE BRIDGE INSPECTION TEAM LEADERAn undergrade bridge inspection team leader is a designated MNR employee, or designated employee of anengineering consulting firm, who will fulfill the FRA role of railroad bridge inspector. More than one individual maybe designated as an undergrade bridge inspection team leader. Responsibilities include:

View, measure, report and record the condition of a railroad bridge and its individual componentsPerform inspection types as listed in Chapter 5:

Standard Type I – MNR employee or consultantSpecial – ConsultantInterim – MNR employee or consultantEmergency – MNR employee or consultant

Authorize or restrict the operation of railroad traffic over a bridge according to its immediate condition orstate of repairRecommend repairs; estimate quantities for repair based on inspection

2.2.4 OVERHEAD BRIDGE INSPECTION TEAM LEADERAn overhead bridge inspection team leader is a designated MNR employee, or designated employee of anengineering consulting firm, who will fulfill the FHWA role of team leader. More than one individual may bedesignated as an overhead bridge inspection team leader. Responsibilities include:

View, measure, report and record the condition of a highway bridge, pedestrian bridge or other overheadstructure and its individual componentsView, measure, report and record the condition of tunnels and tunnel componentsPerform inspection types as listed in Chapter 5:

Standard Type II – MNR employee or consultantStandard Type III – MNR employee or consultantSpecial – ConsultantInterim – MNR employee or consultantEmergency – MNR employee or consultant

Recommend repairs; estimate quantities for repair based on inspection

2.2.5 INSPECTION TEAMMEMBER

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An inspection team member is a designated MNR employee, or designated employee of an engineering consultingfirm, who will assist the team leaders during inspections. More than one individual may be designated as aninspection team member. Responsibilities include:

Assist team leader in all responsibilities listed under the undergrade bridge inspection team leader and/oroverhead bridge inspection team leader

2.2.6 BRIDGE CONSTRUCTION SUPERVISORA bridge construction supervisor is a designated MNR employee, or designated employee of an engineeringconsulting firm, who will fulfill the FRA role of railroad bridge supervisor.1 More than one individual may bedesignated as a bridge construction supervisor. Responsibilities include:

Supervise the construction, modification or repair of a bridge or bridge structure in conformance withcommon or particular specifications, plans and instructions applicable to the work being performed

SECTION 2.3 QUALIFICATIONS AND EDUCATION

2.3.1 BRIDGE PROGRAMMANAGER

Registered Professional Engineer in the states of New York and Connecticut10+ years of bridge design, construction and inspection experienceSuccessful completion of FHWA NBI “Safety Inspection of In Service Bridges” courseSuccessful completion of FHWA NBI “Bridge Inspection Refresher Training” course, if applicableSuccessful completion of AREMA Bridge Inspection SeminarMinimum of high school diploma or passed the General Educational Development test (GED)Advanced knowledge of MTA Metro North Railroad Operating Rules and Regulations

2.3.2 BRIDGE ENGINEERRegistered Professional Engineer in the states of New York and Connecticut5+ years of combined bridge design, construction and inspection experienceSuccessful completion of FHWA NBI “Safety Inspection of In Service Bridges” courseSuccessful completion of FHWA NBI “Bridge Inspection Refresher Training” course, if applicableSuccessful completion of AREMA Bridge Inspection SeminarMinimum of high school diploma or passed the General Educational Development test (GED)Advanced knowledge of MTA Metro North Railroad Operating Rules and Regulations

2.3.3 UNDERGRADE BRIDGE INSPECTION TEAM LEADER

1 According to the FRA Final Rule, a Railroad Bridge Supervisor has the ability to authorize or restrict the operationof railroad traffic over a bridge according to its immediate condition or state of repair. MTA Metro North Railroadhas reserved this role for Team Leaders, Bridge Engineers and ProgramManagers exclusively.

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Registered Professional Engineer in the states of New York and/or Connecticut, as required by structurelocation, or 5+ years of undergrade bridge inspection experience and National Institute for Certification inEngineering Technologies (NICET) Level III or IV certification in bridge safety inspectionSuccessful completion of AREMA Bridge Inspection SeminarSuccessful completion of FHWA NBI “Fracture Critical Inspection Techniques for Steel Bridges” course, ifperforming Special Inspection – Fracture CriticalSuccessful completion of FHWA NBI “Underwater Bridge Inspection” course, if performing Special Inspection –Special Access DiveMinimum of high school diploma or passed the General Educational Development test (GED)Working knowledge of MTA Metro North Railroad Operating Rules and Regulations

2.3.4 OVERHEAD BRIDGE INSPECTION TEAM LEADERMust fulfill one of the combinations below:

2.3.4.1 COMBINATION I:Registered Professional Engineer in the states of New York and/or Connecticut, as required by structurelocation3+ years of bridge inspection experience or NICET Level III or IV certification in bridge safety inspectionSuccessful completion of FHWA NBI “Safety Inspection of In Service Bridges” courseSuccessful completion of FHWA NBI “Bridge Inspection Refresher Training” course, if applicableSuccessful completion of FHWA NBI “Fracture Critical Inspection Techniques for Steel Bridges” course, ifperforming Special Inspection – Fracture CriticalSuccessful completion of FHWA NBI “Underwater Bridge Inspection” course, if performing Special Inspection –Special Access DiveMinimum of high school diploma or passed the General Educational Development test (GED)Working knowledge of MTA Metro North Railroad Operating Rules and Regulations

2.3.4.2 COMBINATION II:5+ years of bridge inspection experienceSuccessful completion of FHWA NBI “Safety Inspection of In Service Bridges” courseSuccessful completion of FHWA NBI “Bridge Inspection Refresher Training” course, if applicableSuccessful completion of FHWA NBI “Fracture Critical Inspection Techniques for Steel Bridges” course, ifperforming Special Inspection – Fracture CriticalSuccessful completion of FHWA NBI “Underwater Bridge Inspection” course, if performing Special Inspection –Special Access DiveMinimum of high school diploma or passed the General Educational Development test (GED)Working knowledge of MTA Metro North Railroad Operating Rules and Regulations

2.3.4.3 COMBINATION III:NICET Level III or IV certification in bridge safety inspectionSuccessful completion of FHWA NBI “Safety Inspection of In Service Bridges” courseSuccessful completion of FHWA NBI “Bridge Inspection Refresher Training” course, if applicableSuccessful completion of FHWA NBI “Fracture Critical Inspection Techniques for Steel Bridges” course, ifperforming Special Inspection – Fracture Critical

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Successful completion of FHWA NBI “Underwater Bridge Inspection” course, if performing Special Inspection –Special Access DiveMinimum of high school diploma or passed the General Educational Development test (GED)Working knowledge of MTA Metro North Railroad Operating Rules and Regulations

2.3.4.4 COMBINATION IV:Bachelor’s degree in engineeringSuccessfully passed the National Council of Examiners for Engineering and Surveying Fundamentals ofEngineering examination2+ years of bridge inspection experienceSuccessful completion of FHWA NBI “Safety Inspection of In Service Bridges” courseSuccessful completion of FHWA NBI “Bridge Inspection Refresher Training” course, if applicableSuccessful completion of FHWA NBI “Fracture Critical Inspection Techniques for Steel Bridges” course, ifperforming Special Inspection – Fracture CriticalSuccessful completion of FHWA NBI “Underwater Bridge Inspection” course, if performing Special Inspection –Special Access DiveWorking knowledge of MTA Metro North Railroad Operating Rules and Regulations

2.3.4.5 COMBINATION V:Associate’s degree in engineering4+ years of bridge inspection experienceSuccessful completion of FHWA NBI “Safety Inspection of In Service Bridges” courseSuccessful completion of FHWA NBI “Bridge Inspection Refresher Training” course, if applicableSuccessful completion of FHWA NBI “Fracture Critical Inspection Techniques for Steel Bridges” course, ifperforming Special Inspection – Fracture CriticalSuccessful completion of FHWA NBI “Underwater Bridge Inspection” course, if performing Special Inspection –Special Access DiveWorking knowledge of MTA Metro North Railroad Operating Rules and Regulations

2.3.5 INSPECTION TEAMMEMBER

NICET Level I certification in bridge safety inspection within one year of holding positionActively pursuing NICET Level II certification in bridge safety inspectionActively pursuing:

Successful completion of FHWA NBI “Safety Inspection of In Service Bridges” courseSuccessful completion of FHWA NBI “Fracture Critical Inspection Techniques for Steel Bridges” course, ifperforming Special Inspection – Fracture CriticalSuccessful completion of FHWA NBI “Underwater Bridge Inspection” course, if performing SpecialInspection – Special Access Dive

Minimum of high school diploma or passed the General Educational Development test (GED)Working knowledge of MTA Metro North Railroad Operating Rules and Regulations

2.3.6 BRIDGE CONSTRUCTION SUPERVISOR5+ years of bridge construction experience in a supervisory role, such as foreman, general foreman, assistantsupervisor or military equivalent

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NICET Level I and II certification in bridge safety inspection within one year of holding positionMinimum of a high school diploma or passed the General Educational Development test (GED)Advanced knowledge of MTA Metro North Railroad Operating Rules and RegulationsSuccessful completion of AREMA Bridge Inspection Seminar

SECTION 2.4 DESIGNATIONAs stated in the Roles and Responsibilities for each of the designated Bridge Management Program roles,individuals must be specifically identified to fulfill a particular role. Individuals who are capable of fulfilling multipleroles within the program must be identified for a specific role. For an updated list of designated individuals, seeAPPENDIX A.

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3—1Inventory

CHAPTER 3 INVENTORY

SECTION 3.1 INTRODUCTIONA critical component of the Metro North Railroad (MNR) Bridge Management Program is the maintenance of anaccurate and up to date inventory of information for each bridge and tunnel structure. This chapter defines theinformation that should be recorded and tracked through the Bridge Management Program inventory system.

The Federal Register, Volume 75, Issue 135 (July 15, 2010), Title 49 Code of Federal Regulations (CFR) Parts 213and 237 (Final Rule) list requirements regarding the Bridge Management Program inventory. The Final Rulerequires that bridge owners maintain “an accurate inventory of railroad bridges, which shall include a uniqueidentifier for each bridge, its location, configuration, type of construction, number of spans, span lengths, and allother information necessary to provide for the management of bridge safety.” The “other information” required inthe Final Rule is:

A record of the safe load capacity of each bridgeDocumentation of repairs and modificationsDocumentation of inspectionsInspection personnel safety considerationsStructure type and component nomenclatureNumbering or identification protocol for substructure units, spans and individual components

The MNR inventory contains the information required by the FRA along with information to aid in the capitalplanning of bridge and tunnel improvements, planning and scheduling of inspections, and information pertinent tooverhead bridges.

It is the responsibility of each individual involved in the Bridge Management Program to abide by the inventoryinstructions contained within this chapter. Adherence to these instructions will ensure the safety of the bridgeswithin the system and help to preserve and enhance the quality of life and economic health of the region servedthrough the efficient provision of transportation service of the highest quality.

SECTION 3.2 MNR ASSET DEFINITIONSThe first step in the inventorying of information is to define the parameters for inclusion of a structure. The BridgeManagement Program inventory includes:

Bridges that carry railroad tracksBridges that pass over railroad tracksTunnels through which railroad tracks pass

Each of these structures is defined in the following sub sections.

3.2.1 RAILROAD BRIDGE (UNDERGRADE BRIDGE)According to the Federal Railroad Administration (FRA), and as stated in the Federal Register, 49 CFR Parts 213 and237, a railroad bridge is defined as “any structure with a deck, regardless of length, which supports one or morerailroad tracks, or any other undergrade structure with an individual span length of 10 feet or more located at such

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a depth that it is affected by live loads.” The FRA expands on the definition of a railroad bridge to include anystructure that spans an opening under the track except for a small culvert, pipe or other such structure that islocated so far below the track that it only carries dead load from soil pressure and is not subjected to measureablebending, tension or compression stresses from passing trains. Unloading pits, track scales and waterfrontstructures, such as piers and wharves that fall within the definition of a “railroad bridge,” are also consideredbridges.

Metro North Railroad uses the term “Undergrade Bridge” in lieu of the FRA term “Railroad Bridge.” MNR, incompliance with the FRA and with a more conservative approach, defines an Undergrade Bridge as:

Any structure with a deck that supports one or more railroad tracksAny single opening under a railroad track measured to be five feet or more along the centerline of the tracklocated at such a depth that it is affected by live loadsMultiple openings under a railroad track that when totaled measure five feet or more along the centerline ofthe track, have a space between them less than or equal to one half of one opening and are located at such adepth that they are affected by live loads

The FRA does not define the critical depth of fill over a structure where the structure no longer is affected by liveloads. Definition of this critical depth is left to bridge owners and the judgment of bridge engineers based oncalculated ratings. The American Railway Engineering and Maintenance of Way Association (AREMA) offersguidance regarding the application of live load as a function of fill depth (AREMA Chapter 8 10.3.3). Theoretically,the live load diminishes as fill depth increases, but it is always present even at infinite fill depths. Based on theguidance provided by AREMA, the live load diminishes to less than 10% of the total load at a fill depth of 25’.Therefore, MNR has taken the reasonable approach that structures with a fill depth (measured from top of tie totop of structure) greater than 25’ need not be included in the inventory.

3.2.2 BRIDGE (OVERHEAD BRIDGE)Bridges that carry vehicular traffic over MNR lines are subject to the requirements in the Federal Register, 23 CFRPart 650. According to the Federal Highway Administration rule, a bridge is defined as “a structure, includingsupports, erected over a depression or an obstruction, such as water, highway, or railway, and having a track orpassageway for carrying traffic or other moving loads, and having an opening measured along the center of theroadway of more than 20 feet between under copings of abutments or spring lines of arches, or extreme ends ofopenings for multiple boxes; it may also include multiple pipes, where the clear distance between openings is lessthan half of the smaller contiguous opening.”

MNR uses the term “overhead bridge” in lieu of the FHWA term “bridge,” Metro North, in compliance with theFHWA and with a more conservative approach, defines an overhead bridge as:

Any structure that spans or cantilevers over MNR railroad tracks

This broad definition of an overhead bridge includes all structures that span or cantilever over MNR railroad tracksregardless of the load carried. Structures included may be vehicular structures, pedestrian structures, abandonedbridges, signal bridges, station bridges, utility bridges or any other miscellaneous structure over MNR railroadtracks.

3.2.3 TUNNELThere are currently no federal requirements for the inspection of tunnels. The FHWA and Federal TransitAdministration (FTA) have produced a series of publications that are currently considered best practices for tunnel

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management, The Highway and Rail Transit Tunnel Inspection Manual, 2005 Edition, provides guidelines for theinspection and condition rating of tunnel structures. The manual does not clearly define what separates a tunnelfrom what MNR considers an overhead bridge. To clearly create separation in the inventory, MNR has elected todefine tunnels independently as:

Any underground, buried or otherwise completely enclosed passageway (except for entrance and exitopenings at each end) through which MNR rail traffic travels

3.2.4 RATED ELEMENTS OF BRIDGES AND TUNNELS“Rated Element” is a term that is used throughout this manual. Rated elements are defined as the primaryseparate features at a bridge or tunnel site. MNR uses a total of seven rated elements. Five of the seven elementsare used to rate the condition of a bridge or tunnel and its surrounding area. The remaining two elements are usedto rate the condition of specific items for which Metro North Railroad has a separate infrastructure program.

The five rated elements that encompass all bridge and tunnel features are:

Deck: The component(s) of a bridge that directly supports traffic loads and transmit the loads into thesuperstructure.Superstructure: The component(s) of the structure that receives traffic loads directly or indirectly through fillor a deck, spans an intersecting feature and transmit the loads into the substructure.Substructure: The component(s) of the structure that supports the superstructure and is supported by thefoundation.Channel / Waterway: The items associated with the flow of water through the bridge, such as stream stabilityand the condition of the channel, riprap, slope protection and stream control devices, including spur dikes.Tunnel / Tunnel Liner: The native surrounding material of an unlined tunnel or the liner and other associatedfacilities of a lined tunnel.

The two Metro North program specific rated elements are:

Railroad Walkway: The component(s) of an Undergrade Bridge that supports railroad personnel pedestrianloads and are not included in superstructure. Railroad walkway items include metal grating panels, timberplanks and various other systems.Paint: The protective coating system applied to steel structures. The paint element does not includegalvanizing, waterproofing, or concrete and timber sealers.

The separation of a bridge structure into its rated elements (deck, superstructure, substructure) can bechallenging, depending on the type and configuration of the bridge. There are cases in which the superstructurereceives a live load directly instead of through a deck. There are also cases in which a live load is transferredthrough fill to the superstructure. In either case, the superstructure receives a live load without transfer through adeck. MNR has created the following guide to avoid confusion when separating a bridge structure into its ratedcomponents:

Not all structures have a deck. For a component to be considered a deck it must transfer the traffic live load tothe superstructure. Fill material or ballast is not considered a deck.All structures have a superstructure. The superstructure supports the live load, ballast dead load, fill dead loador other miscellaneous loads. The superstructure is what spans over the intersecting feature (waterway,pedestrian crossing, highway, etc.). The superstructure may be loaded directly (traffic supported by a concreteslab) or indirectly (concrete deck supported by steel beams).

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Not all structures have a substructure. The substructure transfers load from the superstructure to thefoundation. In certain cases, such as a buried box or pipe structure, there is no distinguishable substructure.The substructure may also provide restraint for the surrounding embankment.Foundations are the component(s) of a structure that transmits loads into the underlying soils. The foundationmay be a driven pile, spread footings, drilled shafts or simply the compacted soil under a pipe. In certain casesfoundation components are rated as substructures. If a foundation member is exposed by design (i.e. steelpile with concrete cap pier), then the exposed components are rated as substructure.

SECTION 3.3 SYSTEMMAPThe MTA Metro North Railroad maintains an extensive system of lines from Grand Central Terminal in New YorkCity to Poughkeepsie, Wassaic, Port Jervis and Spring Valley in the state of New York and to New Canaan, Danbury,Waterbury and New Haven in the state of Connecticut. Individual lines are typically labeled by the general area inwhich they operate or the terminating location. The following figure provides a general map view of the MNRsystem. For a more detailed location map, refer to the most recent MNR Track Charts located in APPENDIX B.

FIGURE A 1: METRO NORTH RAILROAD LINE MAP

TO BE EDITED

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SECTION 3.4 INVENTORYThis section defines each individual component of the MNR Bridge Program Inventory. This information representsbridge attributes that are stored as part of the bridge management system. All information is stored electronicallyin a database.

Inventory information is separated into the following 15 groups:

Location informationGeneral informationSegment and substructure identificationSegment condition ratingSegment ownership and maintenance informationSegment construction informationClearance informationSegment load rating and restrictionSegment critical feature informationSegment maintenance, repair, rehabilitation and reconstructionSegment flagging informationSegment inspection informationSegment inspection frequency informationSegment priority scoring

There are multiple items within each of the inventory information groups. The format of the information andselection options put into the database is controlled by an external application.

Adherence to these instructions will ensure the safety of the bridges within the system and help to preserve andenhance the quality of life and economic health of the region we serve through the efficient provision oftransportation service of the highest quality.

3.4.1 LOCATION INFORMATION

3.4.1.1 LINE NUMBER AND LINE NAMEThe line number is a numerical description of the line on which MNR operates. The line name is a location ordestination based line description. Lines can be identified by number, name or abbreviated name (shown inparenthesis). The Metro North Railroad line numbers, names and abbreviations are as follows:

Line 01 – Hudson Line (HU)Line 02 Harlem Line (HA)Line 03 New Haven Line (NH)Line 04 New Canaan Branch Line (NC)Line 05 – Danbury Branch Line (DB)Line 06 – Waterbury Branch Line (WB)Line 07 – Hell Gate Line (HG)Line 08 – Beacon Line (BE)Line 09 Port Jervis Line (PJ Previously SR OR JS)

3.4.1.2 MILEPOST

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MNR identifies bridges and tunnels by line name and milepost. The milepost represents the general location of astructure along a given rail line. Mileposts represent the intersection of the center of a bridge or tunnel along itslength with the Metro North line. In general, mileposts increase radially outward from Grand Central Terminal asthe distance from the terminal increases.

3.4.1.3 STATEThe inventory stores the Federal Information Processing Standards (FIPS) Code for the state in which the majorityof the structure lies. The FIPS state codes are:

09 Connecticut36 New York

3.4.1.4 COUNTYThe inventory stores the FIPS Code for the county in which the majority of the structure lies. The FIPS county codesare (state in parenthesis):

001 Fairfield (CT)009 – New Haven (CT)005 Bronx (NY)027 Dutchess (NY)061 New York (NY)071 Orange (NY)079 Putnam (NY)087 Rockland (NY)119 Westchester (NY)

3.4.1.5 CITY / TOWNThis item represents the city or town in which the majority of the structure lies or to which it is the closest.

3.4.1.6 LATITUDEThe latitude of a structure is that which coincides with its milepost designation in decimal degree form.

3.4.1.7 LONGITUDEThe longitude of a structure is that which coincides with its milepost designation in decimal degree form.

3.4.2 GENERAL INFORMATION

3.4.2.1 STRUCTURE CLASSIFICATIONMNR separates all structures in the inventory into one of three structure classifications. Each is defined previouslyin this chapter. Metro North Railroad structure classifications (with abbreviations in parenthesis) are:

Undergrade Bridge (UG)Overhead Bridge (OH)Tunnel (TU)

Culverts are a unique class of structure that, depending upon the loads carried, obstruction spanned, length andconfiguration, could be considered in any one of the three classifications. Culverts typically provide a conduit forwater to travel transversely under the railroad tracks. To avoid confusion, the MNR Bridge Management Program

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does not use the term culvert as a classification or description of a structure but instead uses the three structureclassifications listed above and structure types as described below.

Often, overhead bridges that cover an extended length of railroad track are interpreted as tunnels. MNR haselected to restrict the use of the tunnel structure classification to actual passageways through obstructions, suchas a bored hole through a hillside. If railroad traffic passes through an obstruction, and the passageway issupported primarily by the native material through which it passes and not a man made structure, then it isclassified as a tunnel by Metro North standards.

3.4.2.2 OH STRUCTURE NUMBER (BIN)The OH structure number represents the federal or state bridge number assigned to an overhead bridge.

3.4.2.3 TOTAL NUMBER OF TRACKSThe total number of tracks represents the number of MNR tracks (mainline and siding) that intersect with thedesignated structure milepost.

3.4.2.4 TOTAL STRUCTURE LENGTHTotal structure length represents the longest total length of the structure in feet along the centerline of track,centerline of vehicular lane or centerline of structure, regardless of skew angle. Total structure length is measuredas follows:

Undergrade Bridge: Measure from fill face to fill face of abutments, including all span lengths and any gapsbetween spans. For pipe structures, measure from outside diameter to outside diameter, including fill spacebetween pipes. The measurement should be the longest distance along the centerline of the track. If the fillface cannot be determined visually in the field or by referring to as built plans of the structure, thesubstructure thickness should be estimated and included in the structure length.Overhead Bridge: Measure from fill face to fill face of abutments, including all span lengths and any gapsbetween spans. If the fill face cannot be determined visually in the field or by referring to as built plans of thestructure, the substructure thickness should be estimated and included in structure length. For structures withno defined abutments, measure the length of the structure that crosses railroad tracks, including supportingsubstructure elements. For structures that cantilever over railroad tracks, measure from the end of thecantilevered portion to the furthest supporting substructure element.Tunnel: Measure the longest distance from entrance to exit along the centerline of the track.

3.4.2.5 TOTAL STRUCTURE WIDTHTotal structure width represents the total width of a structure measured in feet. The total width includes alladjacent spans within the milepost designation. Total structure width is measured as follows:

Undergrade Bridge: Measure the width of the structure perpendicularly to the centerline of track. The widthis measured from outside face to outside face of a structure, including all adjacent spans.Overhead Bridge: Measure the width of the structure perpendicularly to the centerline of the structure. Thewidth is measured from outside face to outside face.Tunnel: Measure the controlling (narrowest) width of a tunnel perpendicularly to the centerline of track atthe elevation of the top of rail.

3.4.2.6 BRIDGE ACCESS DESCRIPTIONThe bridge access description is a clear and concise written explanation of how the bridge is accessed from publicroads.

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3.4.3 SEGMENT AND SUBSTRUCTURE IDENTIFICATION

3.4.3.1 UG LONGITUDINAL AND LATERAL SEGMENT DESIGNATORMTA Metro North Railroad uses the term segment to separate and identify individual spans of a bridge structure.Definitions are as follows:

Segment: An independently acting structure or span supported by a combination of substructure elements. Inthe case of continuous acting superstructures, each individual span is considered a segment.

Breaking a bridge down into individual segments allows MNR to keep a record of specific condition and loadrating information for independently acting portions of a bridge.

Undergrade bridge segments are identified by a longitudinal segment designator and a lateral segmentdesignator. The longitudinal segment designator identifies the span along the length of a structure, and thelateral segment designator identifies the traveled ways, which are supported by a segment. Each segment ofan undergrade bridge structure will have a unique identifier that is a combination of the longitudinal andlateral segment designators.

Traveled Way: Any track, railroad access road or railroad access walkway that utilizes the bridge or tunnel.Segments may carry multiple traveled ways. Traveled ways are identified by track number or name, by accessroad or by access walkway.

The longitudinal segment designator is the span number. The span number is labeled “SP___,” with the blanksrepresenting the span number rising in the direction of increasing milepost. The longitudinal segmentdesignation code for a structure with a single span parallel to the track is SP001. For a multiple span structure,the code begins at the lowest milepost with SP001, then SP002 and SP003, continuing in the direction ofincreasing milepost.

The lateral segment designator is the traveled way. The traveled way is labeled “TS___” for a track segment or“AS___” for an access segment. Track segments are numbered according to those shown on the MNR TrackCharts in APPENDIX B. Access segments are used for separate structures that carry access segments, whethervehicular or pedestrian, and as a rule, should be numbered from left to right when looking in the direction ofincreasing milepost. Access segments may be numbered arbitrarily in the case of newly constructed accesssegments, if necessary. The lateral designation code for a segment includes all track and access segments thatare supported by an individual span. If the span carries a single track, use only the code “TS__,” with theblanks representing the track number carried by the span. If a span carries multiple tracks, the code should be“T__T__T__...,” with the blanks representing each track number carried by that span. Segments that carrytrack with attached walkway are only identified by track segment.

Figure A 1 is an example of the segmentation of an undergrade bridge with the following configuration:

Two spans carrying Access Segment 001Four spans carrying Track Segment 003Four spans carrying Track Segments 001 and 002Two spans carrying Access Segment 002

See 3.4.3.4 for substructure unit labeling instructions.

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FIGURE A 1: UG LONGITUDINAL AND LATERAL SEGMENT DESIGNATION

3.4.3.2 OH LONGITUDINAL AND LATERAL SEGMENT DESIGNATOROverhead structures are divided into segments by span and parallel structure. Each segment is inspected and ratedseparately within a multi span, multi parallel bridge.

Structure segments are identified by the longitudinal segment designator and the lateral segment designator. Thelongitudinal segment designator identifies the span along the length of a structure, and the lateral segmentdesignator identifies the parallel bridge number.

Record the longitudinal segment designator as “SP___,” with the blanks representing the span number increasingfrom left to right when looking toward increasing track milepost. The longitudinal segment designation code alsoincludes the track numbers that pass under the span. If no track passes under the span, the segment is simply thespan number. Span numbering starts with “SP001” and continues from left to right when looking toward theincreasing track milepost. If a span crosses a track, the span is coded as “SP___ T_T_T_…,” with the blanksrepresenting the span number and each individual track crossed.

Record the lateral segment designator as “P___,” with the blanks representing the parallel structure numberincreasing in the direction of increasing track milepost. The lateral segment designation code for a structure thathas no parallel structure is “P001.” In the case where parallel structures exist but are not identified by separatemilepost numbers, the parallel structures are coded as P001, P002, P003…, increasing in the direction of increasingmilepost.

Each segment of an OH structure will have a unique identifier that is a combination of the longitudinal and lateralsegment designators.

TO BE EDITED

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FIGURE A 1: OH LONGITUDINAL AND LATERAL SEGMENT DESIGNATION

3.4.3.3 TU LONGITUDINAL AND LATERAL SEGMENT DESIGNATORTunnel structures are divided into segments as needed to define different types of tunnel construction, such aslined, unlined or liner material types.

Tunnel segments are identified by the longitudinal segment designator and the lateral segment designator. Thelongitudinal segment designator identifies the segment number along the length of the tunnel, and the lateralsegment designator identifies the associated track numbers.

Record the longitudinal segment designator as “SP___,” with the blanks representing the segment numberincreasing in the direction of increasing milepost. The longitudinal segment designation code for a tunnel with asingle segment parallel to the track is SP001. For a multiple segment tunnel, the code begins at the lowest milepostwith SP001, then SP002 and SP003, continuing in the direction of increasing milepost.

Record the lateral segment designator as “T___.” The lateral designation code for a tunnel includes the tracknumbers that pass through the tunnel. If the tunnel carries a single track only, the code is “T__,” with the blanksrepresenting the track number passing through the tunnel. If a tunnel passes multiple tracks, the code is“T__T__T__...,” with the blanks representing each track number passing through the tunnel. Track numberscoincide with those shown on the MNR Track Charts in APPENDIX B.

Each segment of a TU structure will have a unique identifier that is a combination of the longitudinal and lateralsegment designators.

3.4.3.4 SUBSTRUCTURE UNIT DESIGNATIONEach substructure unit that acts independently to support the superstructure is recorded using a unique number.Substructure units are labeled starting with the letter B and then a unique number, typically increasing in thedirection of increasing milepost on undergrade bridges, and increasing from left to right on overhead bridges. Anindependently acting substructure unit may be a monolithic abutment that supports multiple segments, a framedpier that supports multiple segments, a single column that supports a portion of an individual segment or any

TO BE EDITED

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other combination of substructure supporting segment. It is important to use the substructure label asrepresenting independent action units, especially in the case of steel or timber columns with bracing.

3.4.3.5 SEGMENTS SUPPORTED BY SUBSTRUCTURE UNITFor each substructure unit, record the segments supported by the individual substructure unit. Each segment willbe listed by the lateral and longitudinal designation as described previously. All substructure units will support atleast one segment.

3.4.3.6 SUBSTRUCTURE MATERIAL TYPEFor each substructure unit, record the type of material that describes the majority of the unit. In cases where asubstructure unit is composed of multiple material types and no one material type can describe the majority of theunit, use the material type that is most likely to cause a failure if damaged. The substructure material codes foreach type of material are:

M – Stabilized EarthC ConcreteT TimberB BrickR StoneS SteelO Other

3.4.3.7 SUBSTRUCTURE DESCRIPTIONFor each substructure unit, record a clear and concise description of the unit. The description of the substructureshould include terminology such as gravity abutment, framed pier, single column, simply supported pier beam, etc.The substructure description is an opportunity to describe the configuration of the unit and material combinationsand should be used to clearly describe unique situations.

3.4.4 SEGMENT STRUCTURE INFORMATION

3.4.4.1 STRUCTURE TYPE HIERARCHYMTA Metro North Railroad owns, maintains and inspects a wide variety of structures. It is seldom that any twostructures are exactly the same. MNR organizes all structures using a structure type hierarchy and structure type.

The purpose of organizing the inventory into a structure type hierarchy is to provide a convenient and efficient wayto determine the type of inspection needed, appropriate forms to use and rating information to be gathered for anindividual structure. Structure types do not indicate the type of substructure or foundation.

3.4.4.1.1 STRUCTURE TYPE HIERARCHY – OH AND UG BRIDGESThere are four levels to the structure type hierarchy of OH and UG bridges as listed below. Combinations arelimited to those shown in Table 3 1.

STRUCTURE MOBILITY TYPEStructure mobility type refers to whether the span is movable or fixed. If movable, select the specific type ofmovable bridge from the list below.

F – FixedB – Bascule

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L – Vertical LiftS – Swing

STRUCTURE TYPEStructure type refers to the general description of the superstructure. Each structure type is defined in Section 5.6.

A – ArchB – BoxE – EncasedG – Girder/BeamP – PipeS – SlabT – TrussU – Suspension

STRUCTURE CONFIGURATIONThe structure configuration describes the shape, configuration or other structure specific information.

O – Open/Non CircularC – Closed/Cast in Place/CircularP – Precast/Pony TrussR – RailtopW – Railtop with I BeamI – I SectionM – Multi BeamT – Through Girder/Through TrussD – Deck Girder/Deck TrussU – Longitudinal Trough/Uniform Thickness/SuspensionH Haunched

STRUCTURE PRIMARY MATERIAL

The structure primary material describes the substance that makes up the majority of the structure or the primaryload carrying members.

C – ConcreteS – SteelM – MasonryR – Reinforced ConcreteP – Prestressed ConcreteT Timber

Refer to the end of this chapter for descriptive figures of UG and OH bridge structure types and configurations(Tables 3 4 through 3 10).

UG / OH BRIDGE – STRUCTURE DESCRIPTION HIERARCHYSTRUCTUREMOBILITY STRUCTURE TYPE STRUCTURE

CONFIGURATIONSTRUCTURE

PRIMARY MATERIAL CODE

F – FIXED A – ARCH O – OPEN C – CONCRETE F A O CF – FIXED A – ARCH O – OPEN S – STEEL F A O SF – FIXED A – ARCH C – CLOSED C – CONCRETE F A C C

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F – FIXED A – ARCH C – CLOSED M – MASONRY F A C MF – FIXED A – ARCH C – CLOSED S – STEEL F A C SF – FIXED B – BOX C – CAST IN PLACE C – CONCRETE F B C CF – FIXED B – BOX P – PRECAST C – CONCRETE F B P CF – FIXED E – ENCASED R – RAILTOP S – STEEL F E R SF – FIXED E – ENCASED W – RAILTOP W/ I BEAM S – STEEL F E W SF – FIXED E – ENCASED I – I SECTION S – STEEL F E I SF – FIXED G – GIRDER (OR BEAM) M – MULTI BEAM R – REINF CONC F G M RF – FIXED G – GIRDER (OR BEAM) M – MULTI BEAM P – PRESTR CONC F G M PF – FIXED G – GIRDER (OR BEAM) M – MULTI BEAM S – STEEL F G M SF – FIXED G – GIRDER (OR BEAM) M – MULTI BEAM T – TIMBER F G M TF – FIXED G – GIRDER (OR BEAM) T – THROUGH GIRDER S – STEEL F G T SF – FIXED G – GIRDER (OR BEAM) D – DECK GIRDER S – STEEL F G D SF – FIXED G – GIRDER (OR BEAM) U – LONG. TROUGH S – STEEL F G U SF – FIXED P – PIPE C – CIRCULAR C – CONCRETE F P C CF – FIXED P – PIPE C – CIRCULAR M – MASONRY F P C MF – FIXED P – PIPE C – CIRCULAR S – STEEL F P C SF – FIXED P – PIPE O – NON CIRCULAR C – CONCRETE F P O CF – FIXED P – PIPE O – NON CIRCULAR M – MASONRY F P O MF – FIXED P – PIPE O – NON CIRCULAR S – STEEL F P O SF – FIXED S – SLAB U – UNIFORM THICKNESS M – MASONRY F S U MF – FIXED S – SLAB U – UNIFORM THICKNESS C – CONCRETE F S U CF – FIXED S – SLAB U – UNIFORM THICKNESS S – STEEL F S U SF – FIXED S – SLAB H HAUNCHED M – MASONRY F S H MF – FIXED S – SLAB H HAUNCHED C – CONCRETE F S H CF – FIXED S – SLAB H HAUNCHED S – STEEL F S H SF – FIXED T – TRUSS D – DECK TRUSS S – STEEL F T D SF – FIXED T – TRUSS D – DECK TRUSS T – TIMBER F T D TF – FIXED T – TRUSS P – PONY TRUSS S – STEEL F T P SF – FIXED T – TRUSS P – PONY TRUSS T – TIMBER F T P TF – FIXED T – TRUSS T – THROUGH TRUSS S – STEEL F T T SF – FIXED T – TRUSS T – THROUGH TRUSS T – TIMBER F T T TF – FIXED U – SUSPENSION U – SUSPENSION S – STEEL F U U SL – LIFT T – TRUSS D – DECK TRUSS S – STEEL L T D SL – LIFT T – TRUSS P – PONY TRUSS S – STEEL L T P SL – LIFT T – TRUSS T – THROUGH TRUSS S – STEEL L T T SL – LIFT G – GIRDER (OR BEAM) M – MULTI BEAM S – STEEL L G M SL – LIFT G – GIRDER (OR BEAM) T – THROUGH GIRDER S – STEEL L G T SL – LIFT G – GIRDER (OR BEAM) D – DECK GIRDER S – STEEL L G D SB – BASCULE T – TRUSS D – DECK TRUSS S – STEEL B T D SB – BASCULE T – TRUSS P – PONY TRUSS S – STEEL B T P SB – BASCULE T – TRUSS T – THROUGH TRUSS S – STEEL B T T SB – BASCULE G – GIRDER (OR BEAM) M – MULTI BEAM S – STEEL B G M SB – BASCULE G – GIRDER (OR BEAM) T – THROUGH GIRDER S – STEEL B G T SB – BASCULE G – GIRDER (OR BEAM) D – DECK GIRDER S – STEEL B G D SS – SWING T – TRUSS D – DECK TRUSS S – STEEL S T D SS – SWING T – TRUSS P – PONY TRUSS S – STEEL S T P SS – SWING T – TRUSS T – THROUGH TRUSS S – STEEL S T T S

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S – SWING G – GIRDER (OR BEAM) M – MULTI BEAM S – STEEL S G M SS – SWING G – GIRDER (OR BEAM) T – THROUGH GIRDER S – STEEL S G T SS – SWING G – GIRDER (OR BEAM) D – DECK GIRDER S – STEEL S G D STABLE 3 1: UG / OH BRIDGE STRUCTURE DESCRIPTION HIERARCHY

3.4.4.1.2 STRUCTURE TYPE HIERARCHY – TUNNELSThere are two levels to the structure type hierarchy of tunnels as listed below. Combinations are limited to thoseshown in Table 3 2.

STRUCTURE TYPEThe structure type options for a tunnel are:

L – LinedU – Unlined

PRIMARY MATERIAL TYPEThe primary material type describes the prominent material type of the tunnel liner. If the tunnel is unlined thematerial is native.

C – ConcreteM – MasonryT – TimberO – OtherN – Native

Refer to the end of this chapter for descriptive figure of tunnel structure types (Table 3 11).

TU – STRUCTURE DESCRIPTION HIERARCHYSTRUCTURE TYPE STRUCTURE PRIMARY MATERIAL CODE

L – LINED C – CONCRETE L CL – LINED M – MASONRY L ML – LINED T – TIMBER L TL – LINED S – STEEL L SL – LINED O – OTHER L OU – UNLINED N – NATIVE MATERIAL U NTABLE 3 2: TU STRUCTURE DESCRIPTION HIERARCHY

3.4.4.2 OTHER STRUCTURE DESCRIPTIONOther structure description is used to record important information about the structure that is not captured by thestructure description hierarchy, such as metal material types other than steel, unique pre or post tensioningsystems, unique load paths, etc.

3.4.4.3 DECK STRUCTURE TYPEAs stated previously, not all structures have a deck. For a component to be considered a deck, it must transfer liveloads to the superstructure. In cases where a deck exists, the deck structure type is recorded. It is important to notconfuse the deck structure type with the deck surface type or deck waterproofing. The deck surface type merely

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separates the traffic from the deck structure, as in the case of an asphalt overlay over a concrete deck or awaterproofing membrane.

The following questions will help guide the proper coding of deck structure type:

How do live loads get transmitted to the superstructure?What is the primary structural material type that transmits live loads to the superstructure?What is the traveled surface? Is it the superstructure with no distinguishable separate deck structure?

The deck structure type is recorded for all undergrade and overhead bridges as one of the following:

NA – Not ApplicableLive load is supported directly by the superstructure, through ballast on the superstructure or transferredto the superstructure by other means (fill).

CS – Concrete Slab DeckA concrete slab receives live load either directly or through ballast and transfers the load to thesuperstructure.A concrete slab may have prestressed concrete or metal stay in place forms that are present on thebottom of the slab. Metal stay in place forms are only used to support the weight of fluid concrete duringdeck installation and are not considered a structural component of the deck. Prestressed concrete panelsare considered a structural component of the deck only if clearly indicated on existing plans.

MG – Metal Grate DeckAn expanded metal or welded metal grate receives live load directly and transfers the load to thesuperstructure.Metal grates may be filled with concrete or grout.

TT – Timber Tie DeckTimber ties receive the live load directly (rail) and transfer the load to the superstructure.Timber ties vary in milled dimensions but are most commonly square in section.Timber tie decks only support rail loads. Timber decks that support other traffic types are consideredtimber plank decks.

TP – Timber Plank Deck or Laminated Timber DeckTimber planks with little or no space between them receive live load directly or through ballast andtransfer the load to the superstructure.Timber plank decks may be covered with timber runners (parallel to traffic direction), asphalt or othertypes of wearing surface.Timber plank decks do not support rail directly. See timber tie deck.

MP – Metal Pan, Trough or Plate DeckA metal pan, trough or plate receives live load either directly or through ballast and transfers the load tothe superstructure.Metal troughs that transfer load directly to substructure are not considered decks.

3—1

January 20

16

013

BRIDGE MMETRO NOR

DUNDERGR

NOT

TIM

CON

ANAGEMENRTH RAILROAD

DECKRADE BRID

APPLICABLE

MBER TIE

CRETE SLAB

NT PROGRAM

STRUDGES

MMANUAL

UCTURRE TYOVERH

NO

CO

T

YPESHEAD BRID

OT APPLICABLE

ONCRETE SLAB

TABLE CONTINU

DGES

E

B

UED ON NEXT PAGE.

TO BE EDITED

T

TABLE 3 3: D

3.4Record the

C Co

DECKUNDERGR

TIMBER PLANK

METAL PAN,

DECK STRUCTUR

4.4.4 DECe deck surface

oncrete Weari

K STRRADE BRID

K/LAMINATED T

TROUGH OR P

RE TYPES

CK SURFACE Ttype for each s

ng Surface

UCTUDGES

TIMBER

PLATE

TYPEstructure, if ap

URE TY

pplicable. Deck

YPESOVERH

M

TIMBER PLA

METAL PA

k surface types

(CONHEAD BRID

METAL GRATE

ANK/LAMINATE

AN, TROUGH O

are:

January

Inven

NT.)DGES

ED TIMBER

OR PLATE

y 2013

3—17ntory

TO BE EDITED

January 2013


B – Ballast on DeckG – Gravel Wearing SurfaceM – Metal Wearing SurfaceA – Asphalt Wearing SurfaceT – Timber Wearing SurfaceO – Coated Wearing Surface (paint, epoxy, rubber membrane)W Waterproofing

3.4.4.5 RAILROAD WALKWAY TYPEDescribe the type of railroad access walkway used. This field provides a clear and concise written description ofwalkways attached to superstructure as well as walkways that are independent segments.

3.4.4.6 OPEN OR CLOSED TO TRAFFICRecord the status of the structure at the time of inspection as open or closed.

O OpenThe structure is open with no load or other restrictions posted.

C ClosedThe structure is closed to all traffic. A structure that is closed will likely have closure signage.

3.4.4.7 FEATURE INTERSECTEDRecord the name or description of the feature that the structure intersects. In the case of undergrade bridges, thefeature is what passes beneath the structure.

Examples:

Harlem River151st StreetParking LotStation Pedestrian PathCreekDrainage Ditch

In the case of overhead bridges, the feature is the facility that passes over the track.

Examples:

151st StreetPark AvenueStadium FootbridgeConveyor SystemSignal Bridge

In the case of tunnels, the feature is what the track passes through or under.

Examples:

HillHarlem River

3.4.4.8 TRAFFIC TYPE

January 2013

3—19Inventory

Record the primary type of traffic or primary type of facility that utilizes the structure according to the followinglist:

RailroadHighwayPedestrianUtilitySignalOther

3.4.4.9 SEGMENT LENGTHRecord the length in feet of the individual segment being inspected. For undergrade bridges and tunnels, segmentlength is measured parallel to track alignment. For overhead bridges, segment length is measured parallel to trafficdirection. Specifically, segment length is measured as follows:

Undergrade bridge: Measure from centerline bearing to centerline bearing. For pipe structures, measure frominside diameter. For box structures, measure the horizontal opening. The measurement is the longest distancealong the centerline of track or centerline of structure.Overhead bridge: Measure from centerline bearing to centerline bearing. For structures with no definedabutments, measure the length of the clear span that crosses railroad tracks. For structures that cantileverover railroad tracks, measure from the end of the cantilevered portion to the nearest support.Tunnel: Measure the longest distance along the centerline of track.

3.4.4.10 SEGMENT WIDTHRecord the width in feet of the individual segment being inspected. Undergrade and overhead bridge width ismeasured as perpendicular to the centerline of the structure. Tunnel width is measured as the inside diameter orhorizontal clear distance perpendicular to the centerline of the tunnel or track.

3.4.4.11 SKEWRecord the skew angle of the structure segment in degrees. The skew is recorded from existing plans or, if no plansexist for the structure, the skew angle is approximated during inspection. The skew angle of a structure withsubstructure elements perpendicular to the centerline of the travelled way is 0 . Skew is measured as degreerotation from perpendicular. Clockwise rotation (or left ahead) is considered negative, and counterclockwiserotation (or right ahead) is considered positive.

3.4.4.12 FILL DEPTHRecord the depth in feet of fill over the structure. The depth of fill is measured vertically from the top of thesuperstructure element to the top of railroad tie or traveled surface.

3.4.5 SEGMENT CONDITION RATINGCondition ratings are used to evaluate existing, in place structures as compared to the original as built conditions.Condition ratings are assigned to the deck, superstructure, substructure, channel and waterway, walkway, paintand protective coating, and tunnel/tunnel liner. Evaluations are based on overall component condition not onlocalized deterioration or problem areas. Temporary support and temporary strengthening of bridge componentsare not considered when rating components.

The following items, defined as the rated elements, are assigned condition ratings for each segment of a structure,if applicable:

January 2013


DeckSuperstructureSubstructureChannel/waterwayRailroad walkwayPaint/protective coatingTunnel or lining

Use the following general condition ratings in evaluating rated elements of a structure:

9 Excellent Condition8 Very Good Condition7 Good Condition6 Satisfactory Condition5 Fair Condition4 Poor Condition3 Serious Condition2 Critical Condition1 Imminent Failure Condition0 Failed ConditionU Unknown ConditionN Not Applicable

Chapter 5 further defines these condition ratings as they apply to specific structure classifications and types.

3.4.6 SEGMENT OWNERSHIP AND MAINTENANCE INFORMATION

3.4.6.1 PRIMARY OWNERRecord the legal owner of the structure regardless of maintenance agreements or status of the structure (open orclosed).

Examples:

Metro North RailroadState of New YorkWestchester CountyCity of New Haven

3.4.6.2 MAINTENANCE RESPONSIBILITYRecord the type, name and contact information of the entity responsible for the maintenance of the frameworkand abutments or deck and approaches of undergrade or overhead bridges as defined by New York state law, NYCLS RR § 93 (2005). Similarly, record the type, name and contact information for the entity responsible for themaintenance of a tunnel.

Record one of the following entity types:

RailroadStateCountyCity

January 2013

3—21Inventory

TownPrivateOther

Record the entity name, similar to that shown for the primary owner.

Examples:

Metro North RailroadCity Of New YorkWestchester CountyCity of New HavenYankee StadiumABC Steel, Inc.

Record the entity contact information. Contact information is entered in an open text field and should include thefollowing:

Employee NameEmployee PositionAddressPhone Numbers (including 24 hour emergency number)E mail Address

3.4.7 SEGMENT CONSTRUCTION INFORMATION

3.4.7.1 YEAR CONSTRUCTION COMPLETE:Record the year the original construction was completed.

3.4.7.2 REHABILITATION NUMBER, YEAR COMPLETED AND DESCRIPTIONRecord a rehabilitation number, the year the rehabilitation was completed and a brief description of the scope ofrehabilitation work. Rehabilitation is defined as significant work to maintain or improve the capacity of thestructure. Work to stabilize a structure is considered repair and is not to be recorded as rehabilitation. Painting isnot considered rehabilitation.

3.4.7.3 PAINT YEAR, SCOPE AND SYSTEM DESCRIPTIONRecord the year(s) that paint work was performed on the structure. Record the scope of painting work performedfor each paint work year. Record a description of the painting system used for each paint work year.

3.4.8 CLEARANCE INFORMATION

3.4.8.1 MINIMUM VERTICAL RAILROAD CLEARANCEMeasure and record the vertical clearance in feet and inches as measured from the top of rail to the lowestelement of overhead bridges. The lowest element is considered the lowest portion of the overhead structure ortunnel within 8’ of centerline of track. Record the clearance as “T___ __ __.__,” where the blanks following T arethe track number followed by feet and decimal inches. Overhead bridges with vertical clearance greater than orequal to 99’ 11.99” are noted as 99 11.99.

3—2

January 20

22

3.4Measure adeterminedistance isa height ocomponen

3.4Measure aas the leftconsidered23’ from tseparating

H =W

FIGURE A 1

3.4Record thevertical clevertical na

3.4Record thhorizontalwithin the

3.4Measure aroadway (minimum vvertical clevehicular t

013

BRIDGE MMETRO NOR

4.8.2 MIand record thd as the rights considered thf 23’ from thent separating th

4.8.3 MIand record thet hand side whd the minimumthe top of railg the track, the

= MEASURED M= MEASURED

: MEASUREMEN

4.8.4 MIe minimum verearance is mevigation cleara

4.8.5 MIe minimum hclearance is mnavigable cha

4.8.6 MIand record thetravel lane anvertical clearaearance is nottraffic.


NIMUM HORhe minimumhand side wh

he minimum die top of rail. Fhe track, the cl

NIMUM HORminimum horhen looking inm distance to a. For railroadclearance will

MINIMUM VERMINIMUM HO

NT OF MINIMUM

NIMUM VERTrtical navigatioeasured at theance is measur

NIMUM HORorizontal navi

measured as thnnel.

NIMUM VERTe vertical clearnd paved shonce must be pt applicable fo

NT PROGRAM

IZONTAL RAIhorizontal cleen looking in tistance to anyFor railroad traearance will b

IZONTAL RAIrizontal clearann the directionany portion oftrack that hasbe marked as

RTICAL CLEARAORIZONTAL CLE

M RAILROAD CLE

TICAL NAVIGAon clearance foe lowest structred in the close

IZONTAL NAVigable clearane minimum w

TICAL HIGHWrance in feet aulders) to thephysically measor undergrade

MMANUAL

LROAD CLEARarance to thethe direction oportion of theack that has ae marked as N

LROAD CLEARnce to the leftn of increasingthe structures an adjacentNA.

ANCEEARANCE (LEFT

EARANCE

ATION CLEARor undergradeture elemented position on

VIGATION CLEce for UG briidth between s

WAY CLEARANand inches as me lowest obstrsured and note bridges that

RANCE TO RIGe right fromof increasing me structure to tn adjacent tra

NA.

RANCE TO LEFfrom the cent

g milepost. Thto the left of ttrack to the le

T & RIGHT)

RANCEbridges, if oveabove the namovable bridg

EARANCEidges, if overstructure elem

CEmeasured fromructive elemenrecorded fromt pass over ob

GHTthe centerlinemilepost. Thethe right of traack to the righ

FTterline of tracke minimum hotrack centerlineft with no st

er navigable wavigable channges.

navigable waments or vesse

m the crown ont of an undem the posted rbstructions th

e of track. Riminimum horiack centerlineht with no stru

k. Left is deterorizontal distane within a heitructural comp

waters. The minnel width. Min

aters. The minl collision prot

or highest poinergrade bridgeestriction. Minat are not op

ight isizontalwithinuctural

minedance isight ofponent

nimumnimum

nimumtection

nt of ae. Thenimumpen to

TO BE EDITED

January 2013

3—23Inventory

3.4.8.7 POSTED MINIMUM VERTICAL CLEARANCERecord the posted vertical clearance in place at the time of inspection in both directions of traffic. If no signs are inplace, record as such regardless of measured minimum vertical highway clearance. Issue a safety flag for any of thefollowing cases:

Measured minimum vertical highway clearance is less than the posted minimum vertical clearanceMeasured minimum vertical highway clearance is less than 16’ and the posted minimum vertical clearancesignage is missingPosted minimum vertical highway clearance signage is damaged or illegible

3.4.9 SEGMENT LOAD RATING AND RESTRICTION

3.4.9.1 RAILROAD LOAD RESTRICTIONSRecord the load restriction, if any exists for UG structures. See Load Rating in Chapter 4.

3.4.9.2 RAILROAD DESIGN LOADRecord the design load, if available for UG structures. See Load Rating in Chapter 4.

3.4.9.3 RAILROAD NORMAL LOAD RATINGRecord the normal load rating of UG structures. See Load Rating in Chapter 4.

3.4.9.4 RAILROAD MAX LOAD RATINGRecord the maximum load rating of UG structures. See Load Rating in Chapter 4.

3.4.9.5 HIGHWAY LOAD RESTRICTIONSRecord the load restrictions in place for overhead structures. Load restriction data is as determined from loadrating calculations or as determined by the owning agency. Load restriction data is not to be copied from load limitsignage. Highway load restrictions will be discussed in detail in Chapter 4.

3.4.9.6 HIGHWAY LOAD POSTINGRecord the load restriction signage currently in place for OH structures. Issue a red flag for any of the followingcases:

Highway load posting signage is less restrictive than the recorded highway load restrictionHighway load posting signage is missing, damaged or illegible

3.4.9.7 HIGHWAY DESIGN LOADRecord the design load, if available for OH structures. See Load Rating in Chapter 4.

3.4.9.8 HIGHWAY INVENTORY LOAD RATINGRecord the calculated inventory load rating for OH structures. See Load Rating in Chapter 4.

3.4.9.9 HIGHWAY OPERATING LOAD RATINGRecord the calculated operating load rating for OH structures. See Load Rating in Chapter 4.

3.4.10 SEGMENT CRITICAL FEATURE INFORMATION

January 2013


It is imperative that an accurate and updated list of structures be maintained regarding critical features. Criticalfeatures include structure elements that may be affected by significant storm events, are fracture critical, areinaccessible and subject to scour, require special access equipment, etc. It is the responsibility of MNR staff toidentify critical features and recommend that structure be added to the appropriate list.

3.4.10.1 SPECIAL ACCESS INSPECTIONSpecial access inspection is discussed in depth in Chapter 5. Four fields are provided for recording special accessinspection information. The first field lists the current status of the structure, whether it is currently on the list ornot. The second field gives the option to recommend changing the current status (adding if not on list, removing ifon list). The third field is used to record the type of special access required. The type of special access is recordedas one of the following:

Confined SpaceDiveClimbingAerial AccessBoatOther

The fourth field is used to record a written description of the special access situation.

3.4.10.2 FRACTURE CRITICALFracture critical inspection is discussed in depth in Chapter 5. Three fields are provided for recording fracturecritical information. The first field lists the current status of the structure, whether the structure is fracture critical(has fracture critical elements) or not. The second field gives the option to recommend changing the current status(adding if not on list, removing if on list). The third field is used to record a written description of the fracturecritical situation.

3.4.10.3 LOAD RATING INSPECTIONA load rating inspection is performed when it is determined that conditions have changed such that a new loadrating calculation is needed. Two fields are provided for recording load rating inspection information.The first field is used to note whether the structure should be considered for a revised load rating calculation. Thesecond field is used to give the reasons supporting the recommendation for load rating revision.

3.4.10.4 POST STORM INSPECTIONPost storm inspection is performed on specific structures determined to be at risk following significant weatherevents. Three fields are provided for recording post storm inspection information. The first field lists the currentstatus of the structure, whether it is on the post storm inspection list or not. The second field gives the option torecommend changing the current status (adding if not on list, removing if on list). The third field is used to describethe conditions or structure features that support the current status or recommendation.

3.4.10.5 POST EARTHQUAKE INSPECTIONPost earthquake inspection is performed on specific structures determined to be at risk following seismic events.Three fields are provided for recording post earthquake inspection information. The first field lists the currentstatus of the structure, whether it is on the post earthquake inspection list or not. The second field gives theoption to recommend changing the current status (adding if not on list, removing if on list). The third field is usedto describe the conditions or structure features that support the current status or recommendation.

January 2013

3—25Inventory

3.4.11 SEGMENT MAINTENANCE, REPAIR, REHABILITATION AND RECONSTRUCTIONDuring an inspection, the inspector has the option to record recommendations for the maintenance, repair andrehabilitation of a structure. Inspectors recommend specific items to be addressed and provide estimatedquantities. Bridge engineers will then use that information to generate estimated costs and associated scope ofwork. Bridge engineers will also enter information regarding completed reconstruction (replacement) of thestructure.

The terms maintenance, repair and rehabilitation are subjective and often difficult to separate. The followinginformation will assist in determining the classification of recommended work, but the final classification will be inthe judgment of MNR staff.

3.4.11.1 MAINTENANCEMaintenance includes activities such as cleaning bearing seats, clearing brush or debris, clearing deck draindevices, filling eroded areas, replacement of clearance signs, etc.

Four fields are provided for recording maintenance information. The first, which is populated by the inspector, isused to list the specific items recommended for maintenance. The second, also populated by the inspector, is usedto list quantities for each of the recommended items. The third field is populated by the bridge engineer and isused to record the estimated cost of the recommended maintenance. The fourth, also populated by the bridgeengineer, is used to record the scope associated with the estimated cost.

3.4.11.2 REPAIRRepair items include fixing structural components (minor), stabilizing the substructure, temporarily shoring,conducting scour remediation, painting, etc. Repairs can be used to extend the usable life of a structure ormaintain the existing load carrying capacity.

Four fields are provided for recording repair information. The first, which is populated by the inspector, is used tolist the specific items recommended for repair. The second, also populated by the inspector, is used to listquantities for each of the recommended items. The third field is populated by the bridge engineer, and is used torecord the estimated cost of the recommended repair work. The fourth, also populated by the bridge engineer, isused to record the scope associated with the estimated cost.

3.4.11.3 REHABILITATIONRehabilitation includes items such as removal and replacement of structural members, deck replacement,extensive substructure remediation, extensive scour remediation, etc. The intent of rehabilitation is tosubstantially extend the usable life of a structure, to return the structure to its original load carrying capacity or toincrease the load carrying capacity.

Four fields are provided for recording information. The first, which is populated by the inspector, is used to list thespecific items recommended for rehabilitation. The second, also populated by the inspector, is used to listquantities for each of the recommended items. The third field is populated by the bridge engineer and is used torecord the estimated cost of the recommended rehabilitation work. The fourth, also populated by the bridgeengineer, is used to record the scope associated with the estimated cost.

3.4.11.4 RECONSTRUCTIONReconstruction, or replacement, represents removal of the existing structure and replacement with a newstructure. Two fields are provided for recording reconstruction information. The first, which is populated by thebridge engineer, is used to describe the conditions that warrant complete replacement of the structure anddescribe the proposed structure. The second field, also populated by the bridge engineer, is used to record the

January 2013


estimated cost of reconstruction. The estimated cost will represent the replacement structure proposed in the firstfield.

3.4.12 SEGMENT FLAGGING INFORMATION

Flags are used to notify MNR in a timely manner that certain deficiencies require attention. Chapter 5 explains howflags are applied and the activity required following flag application. MTA Metro North Railroad uses a system offive flags:

Collision flagEmergency flagRed flagYellow flagSafety flag

Ten fields are provided to record flagging information. The fields are as follows:

Flag Type OpenedList the type of flag issued (collision, emergency, red, yellow or safety)

Reason for FlagExplain the reason the flag was issued

Date and Time OpenedOpened By

Name of employee responsible for issuing flagDate and Time Railroad Traffic Control Was ContactedDescription of Action Taken by Railroad Traffic Control

Describe slow order, train stoppage, rerouting, etc.Description of Other Action Taken (Remediation)

Describe work performed to remove flagFlag Process Complete – Close Flag

Bridge engineer closes flag following remediationDate and Time ClosedClosed By

Name of bridge engineer responsible for closing flag

3.4.13 SEGMENT INSPECTION INFORMATION

Twenty four fields are provided for recording information regarding inspection of the structure. The informationrecorded is used to ensure adherence to the proper inspection frequency, ensure the proper review of theinspection report and establish a record of inspector safety precautions. Inspection information is recorded forevery inspection of the structure. The fields provided are:

Inspection TypeStandardSpecialInterimEmergency

Inspection Sub TypeStandard – Type I, II or III

January 2013

3—27Inventory

Special – Movable Bridge, Special Access, Fracture Critical, Load Rating or Initial InventoryInspection Description

Describe the scope of the inspection or anything noteworthy specific to the type of inspection performedStart Date of InspectionEnd Date of InspectionName and Professional Engineering License Number of UG/OH Inspection Team Leader(s)Name of Bridge Inspection TeamMember(s)Date(s) Inspection Report SavedDate Inspection Report SubmittedDate Inspection Report Approved by MNR Bridge EngineerName of Reviewing MNR Bridge EngineerDate Inspection Report Approved by MNR Bridge Program ManagerName of Reviewing MNR Bridge ProgramManagerDate Inspection Report Approved by MNR Director of Track and StructuresName of Reviewing MNR Director of Track and StructuresDate and Time of Job Safety BriefingName of Employee in ChargeForm of On Track ProtectionDesignated Safe LocationDesignated Warning SignalDescription of Safety ConcernsAre All Employees Wearing Appropriate PPE? (Yes / No)Were Pre Work Equipment Checks Performed? (Yes / No)Was Job Briefing Performed? (Yes / No)

3.4.14 SEGMENT INSPECTION FREQUENCY INFORMATION

Required inspection frequencies are stored for three of the inspection types by segment. Standard, special andinterim inspections all have frequencies that are either mandated by federal code or determined by MNR. SeeChapter 5 for information regarding inspection frequency.

3.4.15 SEGMENT PRIORITY SCORINGEach segment will receive a priority score that considers condition rating, load rating, risk assessment andimportance assessment. These scores are calculated within the application and applied to the appropriate fields.See Chapter 7 for more information regarding segment scores.

3—2

January 20

28

TABLE 3 4: A

013

BRIDGE MMETRO NOR

A – A

OC – C

S – S

CC – C

M –

S – S

A – ARCH


ARCH

– OPENCONCRETE

STEEL

CLOSEDCONCRETE

MASONRY

STEEL

NT PROGRAM

D

MMANUAL

A O C

A O S

A C C

A C M

A C S

TO BE EDITED

TABLE 3 5: B

B BO

C –C – C

PC – C

B – BOX

OX

– CAST ICONCRETE

PRECASTCONCRETE

IN PLAC

T

EB C C

B P C

January

Inven

y 2013

3—29ntory

TO BE EDITED

3—3

January 20

30

TABLE 3 6: E

013

BRIDGE MMETRO NOR

E EN

RS – S

WS – S

I –S – S

E – ENCASED


NCAS

RAILTOSTEEL

– RAILTSTEEL

– I SECTISTEEL

NT PROGRAM

ED

OP

TOP WIT

ON

MMANUAL

E R S

TH I BEAE W S

E I S

M

TO BE EDITED

TABLE 3 7: G

G – G

MR – R

P – P

S – S

T – T

T –S – S

D –S – S

US – S

G – GIRDER (OR

GIRDE

–MULTREINFORCED C

PRESTRESSED C

STEEL

TIMBER

– THROUSTEEL

– DECK GSTEEL

TROUGSTEEL

R BEAM)

ER (OR

TI BEAMCONCRETE

CONCRETE

UGH GIR

GIRDER

GH

R BEA

MG M R

G M P

G M S

G M T

RDERG T S

G D S

G U S

AM)

R

P

S

T

January

Inven

y 2013

3—31ntory

TO BE EDITED

3—3

January 20

32

T

S – S

T – T

U

TABLE 3 8: T

013

BRIDGE MMETRO NOR

TRU

D – DECTEEL

TIMBER

– SU

T– TRUSS & U –


USS

CKT D S

T D T

SPEN

–SUSPENSION

NT PROGRAM

T – TS – STEEL

T – TIMBE

NSION

MMANUAL

THROUGT T

R T T

N SPA

GHS S

T T

N

P PO– STEEL

T – TIMBER

ONYT P S

T P T

TO BE EDITED

TABLE 3 9: P

P PI

CC – C

M –

S – S

O –C – C

M –

S – S

P – PIPE

IPE

CIRCULCONCRETE

MASONRY

STEEL

– NON CCONCRETE

MASONRY

STEEL

LAR

CIRCULA

P C C

P C M

P C S

ARP O C

P O M

P O S

M

January

Inven

y 2013

3—33ntory

TO BE EDITED

3—3

January 20

34

TABLE 3 10

013

BRIDGE MMETRO NOR

S SL

U –C – C

M –

S – S

HC – C

M –

S – S

: S – SLAB


LAB

– UNIFOCONCRETE

MASONRY

STEEL

HAUNCCONCRETE

MASONRY

STEEL

NT PROGRAM

ORM THI

CHED

MMANUAL

ICKNESSS U C

S U M

S U S

S H C

S H M

S H S

S

TO BE EDITED

TABLE 3 11

TU T

LC – C

M –

T – T

S – S

O –

U

: TU TUNNEL

TUNN

LINEDCONCRETE

MASONRY

TIMBER

STEEL

OTHER

UNLIN

NEL

ED

L C

L M

L T

L S

L O

January

Inven

y 2013

3—35ntory

TO BE EDITED

January 2013

4—1Load Ratings and Restrictions

CHAPTER 4 LOAD RATINGS AND RESTRICTIONS

SECTION 4.1 INTRODUCTION

SECTION 4.2 MNR ROSTER OF EQUIPMENT LOADS

SECTION 4.3 LOAD RATING PROCEDURE

4.3.1 DECK

4.3.2 SUPERSTRUCTURE

4.3.3 SUBSTRUCTURE

4.3.4 CRITICAL ELEMENT

SECTION 4.4 CONTROL

4.4.1 PROTECTION FROM OVERLOADS

4.4.2 PROTECTION FROM OVERSIZE LOADS

SECTION 4.5 TIMETABLE

January 2013

5—1Bridge Inspection

CHAPTER 5 BRIDGE INSPECTION

SECTION 5.1 INTRODUCTIONThe Federal Railroad Administration (FRA) established safety requirements for railroad bridges in a Final Ruledocumented in the Federal Register, Volume 75, Issue 135 (July 15, 2010), Title 49 Code of Federal Regulations(CFR) Parts 213 and 237. The Final Rule requires that each track owner implement a bridge management programthat includes an annual inspection of all railroad bridges, documented instructions for special inspections followingsignificant events and documented procedures for protection of bridges from overweight and over dimensionloads. Similarly, the Federal Highway Administration (FHWA) established safety requirements for highway bridgesin a Final Rule documented in the Federal Register, Volume 69, Issue 239 (December 14, 2004), Title 23 CFR Part650. The Final Rule set the national standards for the proper safety inspection and evaluation of all highwaybridges, which is referred to as the National Bridge Inspection Standards (NBIS). The purpose of this chapter is toprovide inspection requirements and guidance in all aspects of the MNR bridge inspection program.

The goal of bridge inspection is to determine the condition of bridges and tunnels and to detect conditions thatimpact their ability to safely carry the loads and forces imposed on them by trains, vehicles, pedestrians and othervarious loads. Bridge inspection team leaders and inspection team members have the primary and crucialresponsibility of performing the inspections and reporting observed conditions. The AREMA Bridge InspectionHandbook emphasizes the role of the inspector by stating, “The Bridge Inspector is the first line of defensebetween the effects of age and deterioration and a potentially catastrophic structural failure.” This chapterprovides inspection teams with the knowledge and tools necessary to provide consistent reporting of conditionsand to promote consistency between MNR staff charged with the inspection of bridges and tunnels. It is expectedthat those referencing this guide have a working knowledge of engineering mechanics and have the ability toassess load paths in structures, load distribution and re distribution of loads as a result of element failure.

This chapter includes information regarding types of inspection, inspection frequency, inspection safety, conditionrating and reporting, inspection documentation, and protection of passengers and train operators.

It is critical to the safety and longevity of the MNR infrastructure that everyone involved with the inspection ofbridges and tunnels act with knowledge, judgment and consistency in the inspection and reporting process. Nobridge inspection manual can provide enough instructions or examples to cover all situations that a bridgeinspector will encounter. The information presented in this chapter is intended to guide the inspection of bridgesand tunnels, but it should never take the place of sound engineering judgment.

SECTION 5.2 SAFETYBridge inspection and work around live railroad track and street traffic is dangerous and requires continualattention to safety by each member of the inspection team. The single most important consideration for inspectingbridges safely is the individual inspector’s concern for creating a safe working environment through attitude,alertness, common sense, planning and training. It is important that each member of the inspection team is wellrested, alert and in good physical condition. Each team member must apply common sense and good judgment ineach situation and must strictly adhere to the requirements of the MNR General Safety Instructions.

Team leaders must have an emergency plan, communicated to each inspection team member, that identifies whoon the team is certified in first aid and CPR, identifies specific risks that the site poses and details the chain of

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command for contacting emergency services should an accident occur. The plan may simply be a set of verbalinstructions or a document provided by the inspection team leader. Each inspection team must maintain anupdated list of emergency contacts for the location at which they are inspecting as part of the emergency plan.The emergency plan must be communicated to the inspection team during a pre inspection safety briefing. Whileit is the responsibility of each team member to maintain a safe working environment, it is ultimately theresponsibility of the team leader to manage the overall safety of the team.

The inspection team leader is required to conduct a pre inspection job safety briefing daily, at a minimum, or eachtime the inspection team relocates to another bridge site. The pre inspection safety briefing must be documentedeither on an inspection form or the MNR Job Safety Briefing Form and include the following:

Identify the employee in chargeDiscuss the assignment of tasks and responsibilitiesDiscuss the Emergency PlanIdentify the type of on track protectionIdentify the designated safe locationIdentify the designated warning signalDiscuss any unique safety concerns at the site

All inspection team members are required to attend MNR roadway worker training prior to performing anyinspection activities. All inspection team members are required to attend a pre inspection job safety briefing priorto performing work.

Inspection teams must comply with all applicable roadway worker safety guidelines when working near streettraffic. Some inspection work may require temporary street closures. Temporary traffic control must comply withnational and state guidelines. Requirements for temporary traffic control can be found in the following:

Manual on Uniform Traffic Control Devices (MUTCD)New York State Department of Transportation Supplement to the MUTCDNew York State Department of Transportation Work Zone Traffic Control ManualConnecticut Department of Transportation Traffic Control Patterns for Highway Maintenance Operations

SECTION 5.3 INSPECTION TYPES AND FREQUENCIESThe FRA and FHWA have different requirements regarding the intensity and frequency of bridge and tunnelinspections. To summarize, the requirements for bridge and tunnel inspections as set forth by the FRA and FHWAare as follows:

Inspections are to be performed with sufficient level and detail appropriate for the configuration of thestructure.Inspection findings are to be documented with sufficient level of detail such that comparisons can be made toprevious inspections.Inspections are to adhere to inspection procedures appropriate to the nature of the traffic and vulnerability ofthe structure to damage.Inspections are to provide for the detection of scour or deterioration of the bridge components that aresubmerged or that are subject to water flow.

This section defines the inspection types and required frequencies selected by MNR to meet or exceed therequirements of both governing agencies, regardless of traffic type.

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5.3.1 INSPECTION TYPESAll MTA Metro North Railroad bridge and tunnel inspections fall under one of the following inspection types:

Standard InspectionSpecial InspectionInterim InspectionEmergency Inspection

See below for descriptions, applicability and brief task lists for each inspection type.

5.3.1.1 STANDARD INSPECTIONA standard inspection is the base visual inspection performed on all bridges in the inventory. There are threedistinct types of standard inspection that are applied across the system, depending on structure classification andmaintenance responsibility. The three types of standard inspection are:

Standard Inspection Type I: Undergrade bridges that are owned, maintained or partially maintained by MNRand support railroad live load, railroad equipment live load or railroad personnel live load.Standard Inspection Type II: Overhead bridges that are owned, maintained or partially maintained by MNRand carry live load or other miscellaneous load (signal, utility, etc.). All tunnels, regardless of ownership ormaintenance responsibility.Standard Inspection Type III: Overhead bridges that are not owned or maintained by MNR or bridges that areowned, maintained or partially maintained by MNR but are no longer in use (closed).

Section 5.6 provides additional guidance in the performance of standard inspections.

5.3.1.1.1 STANDARD INSPECTION – TYPE I & TYPE IIAll undergrade bridges that are owned, maintained or partially maintained by MNR and support railroad live loadare subject to Type I standard inspections. Type II standard inspections are performed only on active overheadbridges that are owned, maintained or partially maintained by MNR and all tunnels, regardless of ownership andmaintenance responsibility. For overhead bridges that are partially maintained by the MNR, only the portionmaintained by MNR is to be inspected.

Standard inspections Type I and Type II tasks include, but are not limited to, the following:

Perform a job safety briefingInspect structure and surrounding areaApply condition ratings and document conditionsIssue flagsRecommend maintenance, repair or rehabilitationVerify/update critical feature informationVerify the inventory information

5.3.1.1.2 STANDARD INSPECTION – TYPE IIIType III standard inspections are performed only on overhead bridges that are not owned or maintained by MNRor bridges that are owned, maintained or partially maintained by the MNR but are no longer in use (closed). Thepurpose of a Type III inspection is to verify that no conditions exist that would interfere with railroad traffic and toverify/update vertical and horizontal clearance.

Standard Inspection Type III tasks include, but are not limited to, the following:

Perform a job safety briefing

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Inspect structure and surrounding areaDocument conditionsIssue flagsRecommend maintenance, repair or rehabilitationVerify/update critical feature informationVerify the inventory information

5.3.1.2 SPECIAL INSPECTIONSpecial inspections may be required for certain structures, based on accessibility requirements or the need for“hands on,” in depth inspection. There are several types of special inspection, and each has different requirementsand information that must be recorded. The types of special inspections are:

Special Inspection – Special AccessSpecial Inspection – Fracture CriticalSpecial Inspection – MovableSpecial Inspection – Load RatingSpecial Inspection – Initial Inventory

Section 5.7 provides additional guidance in the performance of special inspections.

5.3.1.2.1 SPECIAL INSPECTION – SPECIAL ACCESS

Special Inspection – Special Access refers to the inspection of bridges that cannot be adequately inspected visuallyon foot without the need for special equipment or techniques. Special access inspections may be used to provideaccess for the completion of standard Type I or Type II inspections or to provide access for special inspections,specifically fracture critical, movable and load rating inspections. During a standard Type I or Type II inspection, theinspection team leader determines whether special access is needed to adequately inspect the bridge. Theinspection team leader can recommend that the structure be added to the Special Inspection – Special Access list.The recommendation must be accompanied by photos and a brief description of the access needs. If it isdetermined by the MNR bridge program manager that a special access inspection is warranted, then the bridgewill be added to the appropriate Special Inspection – Special Access list. See APPENDIX C for a current listing ofSpecial Inspection – Special Access structures.

There are various types of access that fall under Special Inspection – Special Access:

Confined spaceDiveClimbingAerial equipmentBoatOther

5.3.1.2.2 SPECIAL INSPECTION – FRACTURE CRITICALSpecial Inspection – Fracture Critical refers to the in depth inspection of bridges that have fracture criticalmembers. A fracture critical member is typically a steel member or component in tension whose failure isexpected to result in the total or partial collapse of a structure. Fracture critical inspections are hands oninspections that require close proximity to the members being inspected. Often, fracture critical inspectionsrequire special access as defined in Special Inspection – Special Access. See APPENDIX C for a current listing ofSpecial Inspection Fracture Critical structures.

Special Inspection – Fracture Critical tasks include, but are not limited to, the following:

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Perform a job safety briefingInspect fracture critical membersDocument conditionsIssue flagsPrepare and submit a fracture critical inspection report

5.3.1.2.3 SPECIAL INSPECTION – MOVABLE

Special Inspection – Movable refers to the in depth inspection of specific components of movable bridges.Movable bridges receive annual standard Type I inspections, which focus solely on the live load carryingcomponents of the bridge. Other components that are specific to the operation of a movable bridge receiveSpecial Inspection – Movable treatment. Movable specific items include, but are not limited to, structuralcomponents whose sole purpose is for the movement of a span, electrical systems, mechanical systems and signalsystems. Movable inspections may require special access as defined in Special Inspection – Special Access. SeeAPPENDIX C for a current listing of Special Inspection Movable structures.

Special Inspection – Movable tasks include, but are not limited to, the following:

Perform a job safety briefingInspect movable bridge componentsDocument conditionsIssue flagsPrepare and submit a movable inspection report

5.3.1.2.4 SPECIAL INSPECTION – LOAD RATINGSpecial Inspection – Load Rating refers to the inspection of a bridge with the primary goal of providing an updatedload rating calculation. Load rating inspections require dimensions of specific structural elements be obtainedthrough a thorough inspection and measurement of existing conditions. Load rating inspections may requirespecial access as defined in Special Inspection – Special Access.

Special Inspection – Load Rating tasks include, but are not limited to, the following:

Perform a job safety briefingInspect load rated membersDocument ConditionsIssue flagsPrepare and submit a load rating inspection report

5.3.1.2.5 SPECIAL INSPECTION – INITIAL INVENTORYSpecial Inspection – Initial Inventory refers to the inspection of a bridge that is new to the inventory or has beenrehabilitated. The purpose of the inspection is to update the inventory with the new or revised information. Initialinventory inspections require that various dimensions be obtained and field observations be made. The initialinventory inspection may be performed in conjunction with other special inspection types, if required.

Special Inspection – Initial Inventory tasks include, but are not limited to, the following:

Perform a job safety briefingInspect structure and surrounding areaUpdate inventory

5.3.1.3 INTERIM INSPECTION

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Interim inspections are required for unique situations, as needed. Interim inspections are assessments of criticalfeatures or specific items on a frequency less than that of standard inspections. Critical features and the frequencyof inspection are determined by the MNR bridge program manager on a case by case basis.

Special Inspection – Interim Inspection tasks include, but are not limited to, the following:

Perform a job safety briefingInspect critical featureDocument conditionsIssue flagsPrepare and submit an interim inspection report

Section 5.8 provides additional guidance in the performance of Interim Inspections.

5.3.1.4 EMERGENCY INSPECTIONEmergency Inspections are required following certain catastrophic events. Emergency inspections require strictadherence to Metro North protocol as outlined in this manual for the continued safe operation of train traffic.Emergency inspections are required following natural or accidental events, including but not limited to:

FireVehicular or vessel impactEarthquakeSignificant weather eventVandalism

MNR maintains updated lists of bridges and tunnels requiring emergency inspection following an earthquake orsignificant weather event. The lists are used to aid in the rapid response following earthquake or significant stormevents. See APPENDIX C for a current listing.

See Section 5.9 for additional instructions regarding emergency inspections. Also refer to Section 5.10 forinstructions regarding protection of passengers and train operators, and APPENDIX F for emergency report format.

5.3.2 INSPECTION FREQUENCIESThe required frequency of inspection varies by inspection type. The following table provides the MNR requiredinspection frequency by inspection type. Special inspection frequencies are determined by the MNR bridgeprogram manager but will be held to maximum frequencies in the following table.

Inspection Type Required Inspection FrequencyStandard Inspection Type I Once in each calendar year, with not more than 540 days between

any successive inspections.

Standard Inspection Type II Once in each calendar year, with not more than 540 days betweenany successive inspections.

Standard Inspection Type III Once in each calendar year, with not more than 540 days betweenany successive inspections.

Special Inspection – Special Access As determined by MNR program manager, or as required to allow

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for other inspection types.

Special Inspection – Special Access/Confined Space

As determined by MNR program manager, or as required to allowfor other inspection types.

Special Inspection – Special Access/Dive Maximum frequency of once every 5 years, or less as directed bythe MNR program manager.

Special Inspection – Fracture Critical Maximum frequency of once every 2 years, or less as directed bythe MNR program manager.

Special Inspection – Load Rating No required frequency. Directed by MNR program manager.

Special Inspection – Initial Inventory No required frequency. Directed by MNR program manager.

Interim Inspection No required frequency. Directed by MNR program manager.

Emergency Inspection No required frequency. As needed basis.

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SECTION 5.4 CONDITION RATING AND REPORTINGConsistency between inspectors is crucial to maintaining an accurate inventory and to the proper planning ofcapital improvements. Consistency is achieved through strict adherence to a standard condition rating system. TheNBIS created a condition rating system that has proven to be effective for the coding of bridges and is recognizedas the national standard for highway bridge inspections. MNR has elected to use a similar system to promoteuniformity between inspectors.

The MNR Condition Rating and Reporting System describes an existing structure as compared to its original as builtconditions. The MNR system of condition rating and reporting is based on the following intertwined groups ofinformation:

Condition rated elementsCondition rating terminologyCondition rating codesCondition reporting terminology

5.4.1 CONDITION RATED ELEMENTS

MNR applies overall condition rating codes to the following rated elements of a structure:

DeckSuperstructureSubstructureChannel/waterwayTunnel/tunnel linerPaintRailroad walkway

The inspection team member has the additional option of applying condition codes to a number of sub elements,which consist of individual components or topics that fall within the rated elements. It is the intent of the subelement ratings to serve as a record of the condition, and the sub element ratings should be considered whenapplying the overall rating to the rated element. The sub element ratings should not be used to determine a worstcase rated element rating. It is critical that condition ratings describe the overall condition of the rated elements.

The condition codes for deck, superstructure, substructure, channel/waterway, and tunnel/tunnel liner are used tocalculate a condition score, which is one component of the prioritization score. Prioritization scores are explainedin Chapter 7.

5.4.2 CONDITION RATING TERMINOLOGY

The application of condition rating codes based strictly on their short definition can be very subjective. For thisreason, each condition rating code is broken down into subjects that will promote uniform application of thecondition rating system.

The subjects that define a condition rating score are defined as Condition Rating Terminology and include standarddescriptions of the following:

Scope or extent of defect, deterioration and/or deficiencySeverity of defect, deterioration and/or deficiencyLevel of repair recommended for defect, deterioration and/or deficiency

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Importance of component with defect, deterioration and/or deficiencyType of failure present due to defect, deterioration and/or deficiency

5.4.2.1 SCOPE OR EXTENT OF DEFECT, DETERIORATION AND/OR DEFICIENCYIsolated: Occurring infrequently, occasionally, singly or in irregular or random instancesWidespread: Occurring frequently over an extended areaExtensive: Prevalent or occurring frequently over the majority of an area

5.4.2.2 SEVERITY OF DEFECT, DETERIORATION AND/OR DEFICIENCYInsignificant: Visible, but unimportantMinor: Inferior in importance, size or degreeModerate: Important or significantSevere: Highly important or significantCritical: In or approaching a state of crisis

5.4.2.3 LEVEL OF REPAIRMinor Repair: Small, local repair to maintain service life and load carrying capacityMajor Repair: Large global repair to extend service life and maintain load carrying capacityRehabilitation: Large global repair to extend service life and increase load carrying capacityReconstruction: Total replacement

5.4.2.4 COMPONENT IMPORTANCEPrimary: Main load carrying memberSecondary: Member that provides bracing and/or stability or other support to primary member

5.4.2.5 FAILURELocal Failure: Material or component failure that affects capacity but not global stabilityGlobal Failure: Complete failure of structural stability and capacity

5.4.3 CONDITION RATING CODESThe following is a list of the condition rating codes, the condition it represents and a general description of eachusing the condition rating terminology.

RATING CONDITION DESCRIPTION9 Excellent No defects, deterioration and/or deficiencies

8 Very Good Isolated to extensive insignificant defects, deterioration and/ordeficiencies

7 Good Isolated defects, deterioration and/or deficiencies

6 SatisfactoryWidespread minor and/or isolated moderate defects, deteriorationand/or deficienciesMinor repair of secondary components recommended

5 Fair Extensive minor, widespread moderate and/or isolated severedefects, deterioration and/or deficiencies

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Minor repair of primary components recommended

4 Poor

Extensive moderate, widespread severe and/or isolated criticaldefects, deterioration and/or deficienciesMajor repair of primary components is recommendedPossibly not functioning as originally designedPossible decrease in load capacity

3 Serious

Extensive severe and/or widespread critical defects, deteriorationand/or deficienciesIsolated local failuresMajor repair of primary components is requiredNot functioning as originally designedDecrease in load capacity

2 Critical

Extensive critical defects, deterioration and/or deficienciesWidespread local failuresMajor repair of primary components is required immediatelyNot functioning as originally designedDecrease in load capacityMonitoring program required for continued use

1 Imminent Failure

Extensive critical defects, deterioration and/or deficienciesExtensive local failuresGlobal failure is imminentRehabilitation requiredNot functioning as originally designedComplete loss of load capacityStructure is, or must be, immediately closed to traffic

0 FailedGlobal failure has occurredReconstruction is requiredStructure is closed

U UnknownCondition cannot be assessed by non destructive meansCondition is permanently inaccessible (buried) and condition cannotbe assessed

N Not Applicable Condition code is not applicable for structure type or configuration

TABLE 5 1: CONDITION RATING

5.4.4 CONDITION REPORTING TERMINOLOGY

In order to properly inspect bridges and tunnels, inspection team members must be able to recognize andconsistently report the various types of defects, deterioration and deficiencies associated with common structureand material types. This section provides the appropriate terms and definitions to be used when reporting. Thecondition reporting terminology, when used with the scope and severity descriptions in the condition ratingterminology, provides a consistent method of reporting defects, deterioration and deficiencies for both ratedelements and sub elements.

Condition reporting terminology is separated into two types of defects, deterioration and/or deficiency:

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Material defects, deterioration and/or deficiencyProblems that are material specific

Structural defects, deterioration and/or deficiencyProblems that are not material specific; structure defects can be caused by material defects

5.4.4.1 MATERIAL DEFECTS, DETERIORATION AND/OR DEFICIENCYMaterial defects, deterioration and/or deficiencies occur at the material level as a result of general aging ofmaterials, environmental exposure and typical usage. Defects are listed by material below.

5.4.4.1.1 CONCRETEConcrete is a common material type used in many decks, superstructures and in nearly all substructures. Thefollowing provides various types of defects and deterioration that can be used to describe the condition of aconcrete element.

CRACKSConcrete cracks are linear fractures that extend partially or completely through a concrete member.

Cracks TypesFlexure cracks: Crack caused by tensile forces in tension zones of concrete membersShear cracks: Caused by diagonal tensile forces in high shear zones of concrete membersTemperature cracks: Caused by thermal expansion and contraction of concreteShrinkage cracks: Caused by shrinkage of concrete in curing processMass concrete cracks: Caused by thermal gradients in massive sections following placement

Crack OrientationTransverse: Fairly straight, roughly perpendicular to centerline of bridge or memberLongitudinal: Fairly straight, roughly parallel to centerline of bridge or memberDiagonal: Skewed to centerline of bridge or member, either vertically or horizontallyMap: Connected cracks forming a pattern of varying sizeRandom: Meandering and irregular

Crack WidthHairline: Reinforced Concrete < 1/16"; Prestressed Concrete < 0.004”Narrow: Reinforced Concrete 1/16" to 1/8"; Prestressed Concrete 0.004” to 0.009”Medium: Reinforced Concrete 1/8" to 3/16"; Prestressed Concrete 0.010” to 0.030”Wide: Reinforced Concrete > 3/16"; Prestressed Concrete > 0.030”

SCALINGScaling is the breakdown of the chemical bond in cement which causes loss of mortar and eventual loss ofaggregate.

Light scaling: Loss of mortar 1/4" deep; surface exposure of aggregateMedium scaling: Loss of mortar to 1/2" deep; mortar loss between aggregateHeavy scaling: Loss of mortar to 1" deep; exposed aggregateSevere scaling: Loss of mortar greater than 1" deep; loss of aggregate

DELAMINATION

Portions of a concrete surface that sound hollow when struck with a hammer indicate a fracture plane at somedepth below the surface.

SPALL

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A spall is a portion of concrete broken out to some depth, usually in a somewhat circular pattern. The fractureplane is rough and parallel to surface of concrete.

Small spall: < 1" deep; <6" in diameterLarge spall: > 1" deep; > 6" in diameter

WATER SEEPAGEWater seepage describes water infiltration and seepage through cracks in concrete. Water seepage may formwhite deposits of chloride or calcium. Water seepage in concrete decks often drips from stay in place forms.

HONEYCOMBS

Honeycombs are voids caused by insufficient vibration or consolidation during construction.

POP OUTS

Pop outs are small conical holes that have "popped out" of the concrete surface, often due to expansiveaggregate.

ABRASIONAbrasion is a surface flaw that occurs over time to concrete surfaces exposed to traffic or railroad ballast.

EXPOSED REINFORCING STEELExposed reinforcing steel describes reinforcing steel in concrete members that has become exposed due to loss inconcrete cover. Exposed reinforcing steel may begin to deteriorate and experience loss in section, decreasing thecapacity of the reinforced concrete member.

5.4.4.1.2 TIMBER

Timber is a common material used in railroad ties and in substructures in the form of wood pile or trestle bents. Itis becoming less common as a superstructure material, but timber can still be found on various older structures.The following provides various types of defects and deterioration that can be used to describe the condition oftimber elements.

OVERSTRESS CRACKSWhen timber beam elements are loaded beyond their capacity, overstress cracks will appear in the form of:

Horizontal shear cracksTension cracks due to excessive moment

CRUSHINGCrushing occurs as a result of repeated loading or overloading. Crushing results in a loss in cross sectional area atthe point of loading.

CHECKSA check is a separation of wood fibers perpendicular to the annual growth rings and parallel to the grain of thetimber. Checks are most visible at the exposed end of a timber element, and they occur naturally in timber ties asthe ties dry out. Over time, checks can lead to splitting.

SPLITSSplits are similar to checks in that they are perpendicular to annual growth rings and parallel to the grain of thetimber, but they extend completely through the cross section of the timber element.

SHAKESA shake is a separation of wood fibers between growth rings and parallel to the grain of the timber.

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WEATHERING, DECAY AND ROTDecay is the primary cause of timber element degradation. Decay naturally occurs as timber weathers and ages,and it occurs in the presence of various fungi and molds. Often, decay begins where water can penetrate cracks inthe timber or end grain.

Timber elements are connected by a variety of metal fasteners. Nails, lag bolts, through bolts and miscellaneousclips are the most common timber fasteners. Deterioration of timber elements often originates where connectionshave penetrated the treated surface.

INSECT DAMAGE

Insects, such as wood or marine borers, carpenter ants and termites, bore holes in the surface of timber and cancreate an internal network of voids not visible from the surface.

FIRE DAMAGE

Timber elements are susceptible to fire, which can be caused by vandalism, rail grinding equipment or lightningstrikes. Damage caused by fire can vary from surface charring to complete loss of section.

WEAR/ABRASIONWear or abrasion describes a condition where traffic wears or cuts into the loaded surface of a timber element.Rail is typically mounted on tie plates that are spiked or lagged to timber ties. Repeated loading over time cancause the tie plates to cut into the top surface of the tie, causing a loss in the cross sectional area. Similarly,vehicular traffic will wear down timber decks at the general locations of wheel lines over time.

5.4.4.1.3 STEELSteel is the most common metal used in bridge and tunnel construction. While other metals such as aluminum,bronze, zinc, wrought iron and cast iron are used periodically in construction, they are much less common and arenot addressed in this manual.

Steel, unlike the other common material types, is susceptible to fatigue. Fatigue failure occurs at a stress levelbelow yield stress and is due to repeated loading. Fatigue in steel elements is reserved for the section “Fatigue andFracture.”

The following provides various types of defects and deterioration that can be used to describe the condition ofsteel elements.

CORROSIONMetal corrosion, or rust, is caused by the reaction of iron and oxygen in the presence of water or air moisture.

Surface rust Rust on exposed metal surfacePack rust Rust that has formed a pack or pack layers at an exposed metal surface; rust that has formed a packbetween two metal surfaces, often causing one or both metal surfaces to bowPitting Pits in metal surface caused by localized rustSection loss Measurable loss of cross sectional area of a component

CRACKSCracks develop in steel material for various reasons, such as fatigue, vehicle collision, overstress, corrosion andpoor steel detailing or poor welding practices. Cracks that occur due to fatigue are often called fractures or fatiguecracks.

YIELDSteel reacts elastically to external load in that it returns to its original shape when unloaded. Yield occurs when theload exceeds the steel material’s elastic limit, resulting in permanent deformation.

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5.4.4.1.4 STONE AND MASONRY

WEATHERING

Over time and with exposure to weather, hard stone and masonry surfaces degenerate into small granules.

SPALLINGMasonry spalls are small areas that break away from the surface.

SPLITTINGSplits occur in masonry along seams or cracks, eventually separating the masonry into smaller pieces.

LOSS OF MORTAR

Loss of mortar is defined as disintegration, decay or complete loss of mortar in joints between masonry elements.

5.4.4.1.5 PAINT/PROTECTIVE COATINGCHALKINGChalking occurs when coating binders disintegrate, releasing pigment on the surface. Over time, the coating losesthickness and exposes the coated material.

BLISTERINGBlistering is a localized adhesion failure of a protective coating. The coating separates from the base material,forming small bubbles or blisters.

CHECKINGChecks are separations in the surface of a coating that do not extend to the base surface. Checking is an agerelated coating failure.

CRACKINGCracks are separations in a coating that extend to the base surface. Cracking is an age related coating failure.

PINPOINT RUSTINGPinpoint rusting occurs when small (pinpoint) areas of bare metal are exposed through the protective coating,allowing oxidation of the steel. Pinpoint rusting eventually leads to other paint failures, such as peeling.

PEELINGPeeling describes paint that is cracked and is pulling away from the base material.

5.4.4.2 STRUCTURAL DEFECTS, DETERIORATION AND/OR DEFICIENCYStructural defects, deterioration and/or deficiencies can occur in any structure, regardless of material type, but canbe the result of a material defect. Structural defect terminology is subjective, and the purpose of this section is toprovide standard definitions for terminology used to describe structural defects.

DEFLECTION

Deflection refers to the displacement of a structure or component from its original location. It is common forstructures to deflect during passage of live load. Excessive or unusual deflection may be a sign that anotherproblem exists. An example is a symmetrically loaded truss bridge that deflects significantly at one truss and notthe other.

VIBRATIONVibration during passage of live load is common in nearly all structures. Vibration becomes problematic when itcreates instability, becomes excessive or causes damage to other structural elements. For example, excessivevibration in a masonry arch bridge compromises mortar and creates instability in the arch ring.

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PUMPING

Pumping occurs when a structure or component repeatedly displaces vertically as a live load crosses.

SWAYING

Swaying occurs when a structure or component deflects horizontally as a live load crosses.

SETTLEMENT

Settlement refers to permanent vertical displacement of a structure or component.

SHIFTINGA shift refers to permanent horizontal displacement of a structure or component.

ROTATIONRotation refers to the permanent twist, tilt or loss of plumb of a structure or component.

MISALIGNMENT

Misalignment can occur as a result of settlement, shift or rotation of a structure or component. Misalignmentrefers to a change in orientation of a structure or component from its original orientation or a change inorientation between previously aligned components.

BUCKLINGBuckling occurs in components when axial compression causes lateral deflection. Buckling is a result of insufficientlateral restraint, excessive compression or collision damage.

OUT OF PLANE BENDINGOut of plane bending is the flexure of a component in a direction for which it was not designed. Lateral loading ofa girder web member is an example of out of plane bending.

SECTION 5.5 GENERAL INSPECTION INSTRUCTIONSCertain aspects of bridge and tunnel inspection are common to all inspections, regardless of type or frequency.This section provides guidance regarding general inspection items that apply to all standard inspections and tocertain special inspections, including documentation of conditions, photographic documentation, recommendationof maintenance, repair or rehabilitation, verification of critical feature information and verification of inventoryinformation.

5.5.1 WRITTEN CONDITION DOCUMENTATION

Bridge inspectors are responsible for the reporting of existing conditions observed during an inspection.Documentation must clearly and accurately describe a condition in a concise manner. Abbreviations should beavoided unless universally applied. Include scope, severity and location in the documentation of any flaw.

5.5.2 PHOTOGRAPHIC DOCUMENTATION

Photographic documentation is essential to creating an accurate record of the existing conditions during aninspection. Photographs must be accompanied by a clear and concise description of the condition beingphotographed and the specific location. General photographs are required of the site and surrounding area for allstandard inspections. These general photographs are referred to as standard minimum photos.

The standard minimum photos required during a standard type inspection are:

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Undergrade bridges (6 minimum photos):Elevations Both side elevations of the structure (perpendicular to the centerline of bridge). May requiremultiple images, depending on structure length.Approaches Both approaches to the structure at track level (parallel to the centerline of bridge), takenfrom an adequate distance to capture the entire structure.Crossing – Standing at the intersection of the facility crossed and centerline of the bridge, capture imageslooking perpendicular to the centerline of the bridge in both directions. May be taken on top of bridge ifinaccessible from below.

Overhead bridges (6 minimum photos):Elevations – Both side elevations of the structure (perpendicular to the centerline of bridge). May requiremultiple images, depending on structure length. Preferably taken at track level.Approaches – Both approaches to the structure at road level (parallel to the centerline of bridge), takenfrom an adequate distance to capture the entire structure.Crossing – Standing at the intersection of the track and the centerline of bridge, capture images of thetrack in the directions of increasing and decreasing mileposts. If multiple tracks exist, take adequatephotos to clearly represent existing conditions.

Tunnels (4 minimum photos):Entrance / Exit – Capture images of all entrances and exits to the tunnel, taken from an adequate distanceto capture the entire entrance/exit.Approaches – Standing at the entrance/exit, capture images along the track in the opposite direction ofthe tunnel.

5.5.3 RECOMMENDATION OF MAINTENANCE, REPAIR AND REHABILITATION OF

STRUCTURESBridge inspectors are responsible for recommending maintenance, repair and rehabilitation of a structure, basedon the conditions they observe during an inspection. Recommendations must include specific items and quantitiesfor maintenance, repair or rehabilitation. The bridge engineer will use this information to develop a scope and costestimate.

The terms maintenance, repair, and rehabilitation are subjective and difficult to distinguish from one another. Toclarify, the following examples are provided.

Maintenance – Cleaning bearing seats, clearing brush or debris, clearing deck drain devices, filling erodedareas, replacement of clearance signs, etc.Repair – Minor repair of structural components, stabilization of substructure, temporary shoring, scourremediation, painting, etc.Rehabilitation – Removal and replacement of structure members, deck replacement, extensive substructureremediation, extensive scour remediation, etc.

5.5.4 VERIFICATION OF CRITICAL FEATURE INFORMATION

MTA Metro North Railroad keeps a record of critical feature information for each structure. It is the responsibilityof the inspector to verify and update the critical feature information during each standard inspection. Criticalfeature information includes items that aid in inspection planning and in emergency response following asignificant weather or seismic event. The following information must be verified and updated by the inspector:

Special access requirements to complete inspection

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Describe the situation that requires special access and the type of special access required.Fracture critical identification

Identify and describe fracture critical items that have not been previously identified.Recommend load rating inspection

If conditions have changed substantially since the previous inspection, recommend that the structurereceive a load rating inspection and possible load rating revision.

Recommend post storm inspectionIf the structure is not currently on the MNR list of structures that must be inspected following a significantstorm event, and there are features that may be compromised by a significant storm event, recommendthat the structure be added to the post storm inspection list.

Recommend post earthquake inspectionIf the structure is not currently on the MNR list of structures that must be inspected following a seismicevent, and there are features that are susceptible to damage during an earthquake, recommend that thestructure be added to the post earthquake inspection list.

5.5.5 VERIFICATION OF INVENTORY INFORMATION

Bridge inspectors are responsible for verifying the inventory information previously recorded for each structure.Errors in the inventory information must be noted and brought to the attention of the bridge engineer forcorrection. Inventory information includes location, configuration, general dimensions, clearance information andsignage.

SECTION 5.6 STANDARD INSPECTION GUIDEThere are three types of standard inspections:

Standard Inspection Type I: For undergrade bridges that support railroad live load.Standard Inspection Type II: For overhead bridges that are owned, maintained or partially maintained by MNRand are currently in use. Also for tunnels, regardless of ownership or maintenance entity.Standard Inspection Type III: For overhead bridges that are not owned or maintained by MNR, or bridges thatare owned, maintained or partially maintained by MNR but are no longer in use (closed).

All structures within the MNR inventory receive one of these inspection types. It is the intent of this section toprovide the inspection team with guidance in the performance of each standard inspection type.

5.6.1 STANDARD TYPE I AND TYPE II INSPECTION GUIDE

All undergrade bridges that are owned, maintained or partially maintained by MNR and support railroad live loadare subject to Type I Standard Inspections. Type II Standard Inspections are performed only on overhead bridgesthat are owned, maintained or partially maintained by Metro North Railroad and are currently in use. Type IIStandard Inspections also are performed on all tunnels, regardless of ownership and maintenance responsibility.For overhead bridges that are partially maintained by MNR, only the portion maintained by MNR is inspected.

Team members should document their inspections using the standard inspection forms provided in APPENDIX F.

Standard inspection Types I and II tasks include, but are not limited to, the following:

Perform a job safety briefingPerform and document a pre inspection job safety briefing (inspection team leader)

January 2013


See Section 5.2 for instructionsInspect structure and surrounding area

Visually inspect all accessible areas, all components and the immediately surrounding area of thestructure. Access should be on foot, without the need of special access equipment. Removal of pack rust,deteriorated concrete and debris may be necessary to view and accurately evaluate the conditions.Underwater elements should be accessed by wading and probed for water depths less than or equal to 4’and for slow current conditions only.

Apply condition ratings and document conditionsApply condition ratings to rated elements and individual items included in the rated elements. Providecomments supporting the condition ratings applied to each rated item and element. Record any changesto the structure or surrounding areas since the previous inspection. Take standard minimum photos.Make photographic record of notable conditions. Condition ratings must be applied, at a minimum, to therated elements. It is recommended, but not required, that condition ratings and comments be applied toall applicable individual items within each rated element.See Section 5.4 for condition rating and reporting instructionsSee Section 5.5 for general inspection reporting instructions

Issue flagsIssue flags to highlight critical items that need prompt attentionSee Section 5.10 for flagging procedures

Recommend maintenance, repair or rehabilitationMake recommendations for maintenance, repair and/or rehabilitation of the structure or surroundingareas. Make note of the individual items and estimate quantities for each.See Section 5.5 for general inspection reporting instructions

Verify and update critical feature informationNote areas of the structure that could not be accessed and recommend the type of special accessinspection needed to complete the inspectionNote whether the structure is fracture critical or has fracture critical componentsMake recommendations regarding updated load ratings, if significant changes have occurred since theprevious inspection that may affect the load carrying capacityNote whether the structure is highly susceptible to damage during a significant storm event or earthquakeSee Section 5.5 for general inspection reporting instructions

Verify the inventory informationLocation informationGeneral information, paying particular attention to changes in bridge accessSubstructure informationSegment structure information, paying particular attention to changes in fill depthClearancesLoad postingSee Section 5.5 for general inspection reporting instructions

The following sections provide:

Definitions of the condition rated itemsDefinitions and example photos of various deck structure typesDefinitions and example photos of various superstructure typesLists of general items common to each condition rated element that should be inspected and ratedLists of items specific to deck structure types and other structure types that should be inspected and ratedGuides for where to look and what to look for when inspecting general and specific items

January 2013


Standard inspections should be documented using the standard inspection forms provided in APPENDIX F.

5.6.1.1 DECKThe deck is the component that directly supports traffic loads and transmits the loads into the superstructure.Deck ratings are only applicable to overhead and undergrade bridges. Not all bridges will have decks as explainedin Chapter 3.

The deck condition rating describes the overall state of the deck. Deck condition ratings are used to evaluate theexisting, in place deck as compared to the original as built conditions. Evaluation is based on overall condition, noton localized deterioration or problem areas. Temporary support or temporary strengthening is not consideredwhen rating the deck. The condition of the wearing surface, waterproofing membrane, contraction or expansionjoint, curb, sidewalk, barrier rail, fence, handrail, drainage devices and other ancillary components are notconsidered in the overall deck evaluation, but their condition should be noted on the inspection form.

This section lists and defines items that should be inspected and condition rated based on deck structure type.General inspection items common to most deck structure types are listed first, followed by the specific deckstructure types with their individual definitions, specific inspection items and inspection tips. The lists of generalinspection items, specific inspection items and inspection tips are intended to serve as a guide for where to lookand what to look for during standard Type I and II inspections.

5.6.1.1.1 GENERAL DECK ITEMS

General deck items are common to nearly all deck structure types. Inspect, apply condition ratings and providecomments for each of the general deck inspection items listed below.

Live Load Response – Vibration/Deflection: Dynamic structural response to dynamic loading

Observe the response of the structure or individual element during live loadingLook for excessive or uncommon vibrationLook for excessive deflection or deflection with unusual orientation

Alignment/Movement/Shifting: Movement of deck components relative to superstructure

Look for changes in timber tie spacing/bunching of tiesLook for movement in deck components that causes decrease in support area

Top of Deck: Top surface of deck

Inspect the entire top surface of the deckLook for negative moment cracking/yielding over superstructure support and at cantilever areasLook for shear cracks at edges of superstructure support

Bottom of Deck: Bottom surface of deck

Inspect the entire bottom surface of the deckLook for flexural cracking/yielding between superstructure supportsLook for shear cracks at edges of superstructure support

Barrier/Railing: Barrier and/or railing at deck edges

Inspect accessible areas of barrier/railingLook at barrier/deck interface and connection to deckLook for collision damaged areas in need of repair

January 2013


Ballast Retainer: Component (typically vertical) that runs along the edge of the deck and provides restraint fordeck ballast

Inspect accessible areas of ballast retainer; may need to pull back areas of ballast, if more extensive inspectionis warrantedLook for ballast overflow over top of retainerLook for changes in retainer position, such as loss of plumb or stability

Wearing Surface: Separate surface placed on top of deck for purpose of receiving traffic loads

Inspect all accessible areas of wearing surface and connection to top of deckLook for excessive wearLook for problems caused by trapped water at wearing surface/top of deck interface

Deck Joints: Any joint or device installed, cut or formed in deck to provide for expansion and/or contraction ofdeck

Look at all expansion device components, expansion material and connection to deckCheck for proper joint function and drainageCheck bottom of deck adjacent to joint

Weatherproofing/Protective Coating: Waterproofing system, weather treatment or other weatherproofingsystem not included in the paint condition rated item

Check for proper function of system or signs of system failure

Drains/Drainage System: System of grates, inlets, downspouts and all other components of the deck drainagesystem

Inspect top of deck for signs of water pooling at clogged drainsLook for vegetation or excessive debris at deck drain inletsCheck area surrounding the drain/downspout for defects and connection to deck

Cantilevers: Portion of deck that extends from supporting superstructure

Look specifically at areas in tension along the top and the interface at the support

Connection to Superstructure: Refers to the connection of the deck to the supporting superstructure components

Look at the interface between the deck and superstructure for signs of movement or wearLook for corrosion at the interface due to water infiltration

Utilities/Utility Connections: Utility conduit, devices or other components and their respective connection to thedeck

Check that the utility is adequately supported and that the supports and connections are functioning properly

Miscellaneous Connections: Any deck connection not otherwise defined

Check general condition of connections

Fasteners (Rivets, Bolts, Nails): Any mechanical or driven fastening device

Inspect all components of the fastener and the local area of the fastened elementLook for missing, sheared or loose fasteners

January 2013


Look for corrosion that has decreased the effectiveness of the fastener (corroded rivet head, corroded bolthead or nut, etc.)

Welding: Joining of metal components by applying heat, sometimes with pressure and sometimes with anintermediate or filler metal

Check for cracked or broken welds and general condition of welds

Debris: Trash, vegetation, soil or any other debris on deck or along barrier

Look for drainage problems or signs of ponding on deck

5.6.1.1.2 NOT APPLICABLE

In the case where live load is supported directly by the superstructure or transferred to the superstructure throughballast or fill without being transferred through a deck, the deck type is labeled “not applicable.” Cases where thismay occur are filled arches, pipes under fill, box structures and slabs. The condition rating should be marked as N.

There are no general or specific items to be inspected on a not applicable deck structure type.

FIGURE A 1: CONCRETE SLAB SUPERSTRUCTURE

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FIGURE A 2: MASONRY ARCH SUPERSTRUCTURE

5.6.1.1.3 CONCRETE SLAB DECK

A concrete slab receives live load either directly or indirectly through ballast or fill, and it transfers the live load tothe superstructure. Concrete slab decks may have prestressed concrete or metal stay in place forms that arepresent on the bottom of the slab.

Inspect, apply condition ratings and provide comments for each of the general deck inspection items. There are noinspection items specific to the concrete slab deck structure type.

FIGURE A 1: EDGE OF CONCRETE SLAB DECK ON STEEL BEAM SUPERSTRUCTURE

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FIGURE A 2: BOTTOM OF CONCRETE SLAB DECK ON STEEL BEAM SUPERSTRUCTURE

FIGURE A 3: TOP OF CONCRETE SLAB DECK

5.6.1.1.4 METAL GRATE DECK

Metal grate decks consist of an expanded metal or welded metal grate that receives live load directly and transfersthe load to the superstructure. Metal grate voids will often be filled with concrete or grout.

Undergrade bridges often have walkways that are constructed of metal grate panels. This is not to be confusedwith a metal grate deck. Live load must be carried by the metal grate for it to be considered a deck type. Overheadbridges typically will be the only structure classification where metal grate decks are used.

Inspect, apply condition ratings and provide comments for each of the general deck inspection items and the itemsspecific to the metal grate deck structure type listed below.

Metal Grate Deck Grids: Deck grate material (expanded metal, riveted built up, welded built up, etc.)

Check overall integrity of deck grate panels

January 2013


Check for signs of overloadCheck for missing grids or panels cantilevered over superstructure components

Metal Grate Deck Bars: Deep bar sections of grate deck that transfer load to superstructure

Look for structural, material and fracture critical defects, if applicable

Metal Grate Grid Fill Material: Concrete or other material placed in grid voids

Check soundness of material and bond to grid material

FIGURE A 1: METAL GRATE DECK

5.6.1.1.5 TIMBER TIE DECK

Timber tie decks consist of timber ties that receive the live load directly from the running rail and transfer the loadto the superstructure. Timber tie decks often are referred to as open tie decks or open decks.

Timber tie decks only support rail loads. Timber decks that support other traffic types are considered timber plankdecks.

Timber ties vary in milled dimensions but are most commonly square in section.

Inspect, apply condition ratings and provide comments for each of the general deck inspection items and the itemsspecific to the timber tie deck structure type listed below.

Ties: Timber members rectangular in section on which rail and tie plates are mounted and supported directly bythe superstructure

Check for shear cracking in areas that rail is not aligned with supporting superstructure membersCheck for wear or cutting at tie platesCheck for horizontal shear cracks in tie

Tie Shims: Material used to raise bottom of tie off of the superstructure component

Check for missing or moving shim material

Tie Spacers: Bars, timber sections or other devices used to connect ties longitudinally and maintain tie spacing

January 2013


Check for tie movementCheck for missing or failed fasteners

Tie Hardware: Through bolts, J bolts, clips, end plates or any other timber tie hardware.

Check for proper function

FIGURE A 1: TOP OF TIMBER TIE DECK

FIGURE A 2: SIDE OF TIMBER TIE DECK

5.6.1.1.6 TIMBER PLANK/LAMINATED TIMBER DECK

Timber plank or laminated timber decks receive live load directly, through a wearing surface or through ballast,and they transfer the load to the superstructure. Timber plank or laminated timber decks do not support railroadlive loads directly, but instead, through ballast. Timber decks that support rail live load directly are consideredtimber tie decks.

January 2013


Timber plank decks or laminated timber wearing surfaces may consist of timber runners (parallel to trafficdirection) or asphalt. Timber planks vary in milled dimensions but are most commonly rectangular in section.Timber planks have little or no space between.

It is important to code the condition rating for the timber plank/laminated timber deck alone, exclusive of thecondition of a supplementary wearing surface. The condition of the wearing surface should be noted but notconsidered in the condition rating.

Inspect, apply condition ratings and provide comments for each of the general deck inspection items. There are noinspection items specific to the timber plank/laminated timber deck structure type .

FIGURE A 1: TIMBER PLANK DECK ON PEDESTRIAN BRIDGE

FIGURE A 2: TIMBER PLANK DECK ON PONY TRUSS

5.6.1.1.7 METAL PAN, TROUGH OR PLATE DECK

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This deck structure type is used when a metal pan, trough or plate receives live load either directly or throughballast and transfers the load to the superstructure. Stay in place metal forms are not considered a metal pan,trough or plate deck type.

Metal pans and plates are welded, bolted or riveted to the superstructure and most often carry ballast fill. The topsurface may have a waterproof coating or membrane and a drainage system or drain holes to remove water thatinfiltrates the ballast.

Metal troughs are common in many through plate girder bridges. They consist of riveted plates and angle troughsthat hold ballast, and they are connected to the web or web stiffeners of a through plate girder. Metal troughs thattransfer load directly to the substructure are not considered decks.

Inspect, apply condition ratings and provide comments for each of the general deck inspection items and the itemsspecific to the metal pan, trough or plate deck structure type listed below.

Trough Top Plate: Top horizontal plate of trough deck section

Look for dents or bows from ballast loadingLook for excessive corrosion resulting in loss of section and capacityLook at the connection to the trough web plates

Trough Bottom Plate: Bottom horizontal plate of trough deck section

Look for dents or bows from ballast loadingLook for excessive corrosion resulting in loss of section and capacityLook at the connection to the trough web platesCheck drain holes for function

Trough Web Plates: Side vertical plates of trough deck section

Look for excessive corrosion resulting in loss of section and capacityLook at connection to the trough web platesLook at the connection to the supporting superstructure component; may require removal of portions of theballast

FIGURE A 1: BOTTOM OF METAL PLATE DECK

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FIGURE A 2: TOP OF METAL TROUGH DECK

5.6.1.2 SUPERSTRUCTUREThe superstructure is component(s) of the structure that receives traffic loads, spans an intersecting feature andtransmits the loads into the substructure. Superstructure ratings are only applicable to overhead and undergradebridges. All bridges have a superstructure.

The superstructure condition rating is used to describe the overall condition rating of the superstructure.Inspectors should evaluate the overall condition of the existing, in place superstructure as compared to theoriginal as built conditions, not the localized deterioration or problem areas. Temporary support or temporarystrengthening is not considered when rating the superstructure.

This section defines items that should be inspected and condition rated, based on structure type. Generalinspection items that are common to most structure types are listed first, followed by the general superstructureinspection items that are specific to each structure type. Inspection tips also are included. The lists of general andspecific inspection items and inspection tips are intended to serve as a guide for where to look and what to lookfor during standard Type I and II inspections.

Certain superstructures are composed of a primary system of components that support a floor system. Floorsystems consist of floor beams that are perpendicular to the primary members, stringers that are perpendicular tothe floor beams and various bracing and diaphragms. For structures with floor systems, condition ratings areapplied to the primary members, floor beams and stringers separately. The inspection forms provided in APPENDIXF have placeholders for floor systems for applicable structure types. Floor system inspections are performed thesame as inspections for girder/beam structure types.

Standard Type I and II inspections are applicable to all movable structures. The live load carrying superstructure ofa movable bridge is inspected in the same manner as a fixed span of the same structure type.

5.6.1.2.1 GENERAL SUPERSTRUCTURE ITEMS

General superstructure items are common to nearly all structure types. Inspect, apply condition ratings andprovide comments for each of the general superstructure inspection items listed below.


Observe the response of the structure or individual element during live loading

January 2013


Look for excessive or uncommon vibrationLook for excessive deflection or deflection with unusual orientation (out of expected plane)

Alignment – Compression Members: Alignment of a compression member with respect to its loaded orlongitudinal axis.

Inspect the alignment of compression members and members subject to stress reversalsNote eccentrically loaded compression members or bowed/kinked members with insufficient lateral support

Alignment – Tension Members: Straightness of a tension member with respect to its loaded or longitudinal axis.

Inspect the alignment of tension members and members subject to stress reversalsLook for eccentrically loaded tension members or tension members whose primary purpose is resistance totension but appear to be receiving compression loading

Alignment – Girders/Beams: Straightness of a member (or member component) whose primary purpose is toresist bending with respect to its longitudinal axis

Inspect the alignment of girders and beams, paying special attention to compression flangesLook for areas of compression flange with insufficient lateral restraintLook for areas of web that have permanent out of plane deflection

Alignment – Shape: Smooth and consistent curvature of a curved, arched or circular member

Inspect the shape of curved membersLook for areas of curved members that are uneven, have a shape that is not smooth or have abrupt changes incurvature

Anchor Bolts: Fasteners that connect a bearing or other superstructure component to the substructure

Inspect all anchor bolts and surrounding areaLook for locations where anchor bolts are missing or have significant amounts of corrosion and section loss

Bearings: Device that receives loads from superstructure and transmits the load to the substructure, and isdesigned to provide any combination of directional restraint, rotation or translation

Inspect bearing devices and all associated bearing plates, masonry plates, rollers, pins, tie down devices andconnections to superstructure and substructureLook for bearing devices that are not in working condition. Examples are frozen bearings, bearings withmovement hindered by excessive debris, failed elastomeric pads, etc.Look for bearings that are in a position that is unusual for temperature at the time of inspection

Cantilevers: Member that protrudes or extends from a structure and is supported in a single location

Inspect cantilevered member and connection to other superstructure elementsLook specifically at areas in tension along the top and the interface at the supportLook for out of plane movement of element supporting the cantileverLook for structural, material and fracture critical defects, if applicable


Inspect all components of the fastener and the local area of the fastened elementLook for missing, sheared or loose fasteners

January 2013


Look for corrosion that has decreased the effectiveness of the fastener (corroded rivet head, corroded bolthead or nut, etc.)Look for structural and material defects

Girder/Beam Splices: Attachment of two beam ends by means of weld, fastened plate, welded plate, etc.

Look for structural, material and fracture defects, if applicable

Gusset Plates: Plate components that join two or more members at the intersection of their centerlines through aseries of fasteners or welds

Inspect the entire exposed surface of the gusset plate and associated fasteners and the local area of themembers that it connectsLook for section loss at the interface with connected elementsLook for out of plane bowing or bucklingLook for structural, material and fracture critical defects, if applicable

Knee Braces: Component that attaches two perpendicular primary members and provides rotational restraint

Miscellaneous Connections: Any connection of members or materials not otherwise defined

Bottom Lateral Bracing: Bottom bracing system that joins and provides lateral restraint to bottom of beamsections, truss chords or other members

Top Lateral Bracing: Upper bracing system that joins and provides lateral restraint to tops of beam sections, trusschords, or other member

Other Lateral Bracing: Any bracing system not otherwise defined that provides lateral restraint to adjacentmembers

Other Splices: Any member splice not otherwise defined

Paint/Protective Coating: Any protective coating not included in the paint condition rated category; examples arepressure treating, galvanizing, etc.

Pins/Pin Connections: Typically a solid metal component that connects intersecting axially loaded members

Support Connections: Any support connection not otherwise defined


5.6.1.2.2 ARCH

Arch structures resist implied vertical loads by resolving the forces into compression along the arch or arch rib.There are two types of arch configurations: open and closed. Closed arches consist of a solid arch ring thatsupports fill or ballast above. Open arches consist of an arch ring or arch ribs that support spandrel columns (orwalls) above or hangers below. A deck and floor system is supported by the spandrel columns or hangers.

The inventory structure types associated with arches are:

Fixed Arch Open Concrete (F A O C)Fixed Arch Open Steel (F A O S)Fixed Arch Closed Concrete (F A C C)Fixed Arch Closed Steel (F A C S)Fixed Arch Closed Masonry (F A C M)

January 2013


FIGURE A 1: OPEN CONCRETE ARCH (F A O C)

FIGURE A 2: OPEN STEEL ARCH (F A O S)

January 2013


FIGURE A 3: CLOSED MASONRY ARCH (F A C M)

Inspect, apply condition ratings and provide comments for each of the applicable general superstructureinspection items and the items specific to the Arch structure type listed below.

Arch Ribs/Barrel: The primary compressive load carrying member(s) of an arch

Inspect all exposed surfaces of arch rib/barrelLook at interfaces with other members and supportsLook for structural, material and fracture critical defects, if applicableLook specifically at overall alignment or shape of rib or barrel

Arch Ribs/Barrel Joints/Grout Lines: Joints oriented transverse to the compressive load in an arch rib or barrel

Inspect all joints and joint materialLook for changes in joint condition, loss of fill material through joints, water seepage, and loss or deteriorationof joint materialLook for material or structural defects

Arch Ring Stones: Individual stones that make up masonry arch rib or barrel

Inspect exposed surfaces of ring stonesLook for missing stones, loss of fill material, water seepage or instabilityLook for material or structural defects

Arch Keystones: Individual stones at the peak of an arch rib or barrel

Inspect exposed surface of keystonesLook for keystone movement or crackingLook for material or structural defects

Arch Skewback: Interface of substructure and arch ring or barrel; also called the thrust block

Inspect all accessible surfaces of skewback and surrounding location of substructure and arch rib or barrelLook for cracking, shifting or any other changes in bearing conditionLook for material or structural defects

January 2013


Arch Spandrel Wall: Fill supporting exterior walls that are supported by an arch barrel; also called fascia walls

Inspect exposed faces of spandrel wall, making note of material and structural defectsLook for loss of fill material, water seepage and interface at arch rib or barrelLook for changes in wall alignment or plumbLook for material or structural defects

Arch Rib Lateral Bracing: Lateral bracing system that connects two or more arch ribs

Inspect all surfaces of arch rib lateral bracingSpecifically inspect interface or connection to arch ribLook for material or structural defects

Arch Rib Diaphragms: Bracing member that connects two or more arch ribs and is oriented perpendicular to thearch alignment

Inspect all surfaces of rib diaphragmSpecifically inspect interface or connection to arch ribLook for material or structural defects

Arch Tie(s): Tension member that connects the terminating ends of an arch rib

Inspect all surfaces of arch tieSpecifically inspect all connections to other members, splices and fracture critical detailsLook for material, structural and fracture critical defects

Arch Tie Lateral Bracing: Lateral bracing system that connects two or more arch ties

Arch Posts/Spandrel Columns: Vertical members that support the floor system and are supported by the arch ribor barrel

Arch Posts/Spandrel Column Diaphragms/Sway Bracing: Lateral bracing system that connects two or more archposts or spandrel columns

Arch Diagonals: Tension and/or compression members that connect multiple arch ribs in a vertical plane

Arch Diagonal Lateral Bracing: Lateral bracing system that connects two or more arch diagonals

Arch Hangers: Tension members that hang from an arch rib and support a floor system

Arch Hanger Connections: Connections at the terminating ends of arch hangers

Arch Spandrel Beams: Members that span between arch posts or spandrel columns and are parallel to the archribs

5.6.1.2.3 BOXBox structures are typically square or rectangular in cross section, buried in fill material and oriented transverse tothe roadway or track above. Boxes consist of a top and bottom slab and side walls that act integrally to resistvertical loads from above. Boxes are constructed of cast in place concrete or joined precast concrete sections.Cast in place concrete boxes are sometimes hard to distinguish from slab structures. Cast in place boxes, in whichthe slabs and walls act integrally, are most often constructed with formed reinforced corner haunches at theintersection of wall and slab. Referring to design drawings of the cast in place box is the best way to determineintegral design.

The inventory structure types associated with box are:

January 2013


Fixed Box Cast in Place Concrete (F B C C)Fixed Box Precast Concrete (F B P C)

FIGURE A 1: PRECAST CONCRETE BOX (F B P C)

FIGURE A 2: PRECAST CONCRETE BOX (F B P C)

Inspect, apply condition ratings and provide comments for each of the applicable general superstructureinspection items and the items specific to the box structure type listed below.

Top Slab: The upper or top slab of a box structure that supports fill material and is supported by walls

Bottom Slab: The lower or bottom slab of a box structure that supports the box walls and is supported by fill orother foundation material; terminates at the end of box walls

Walls: The vertical wall portions of a box structure that are supported by the bottom slab and support the topslab; exterior walls retain fill material

January 2013


Haunches: Angled corner where wall meets top or bottom slab; most often found in precast box structures

Inlet/Outlet Connections: Location in box walls, box slabs or pipes at which another pipe or box structure entersor intersects

Joints/Splices/Grout Lines: Joints between precast sections, cold joints in or between cast in place slabs andwalls, or any other joint within a box or pipe structure

Headwall: Wall or slab at each end of box or pipe (entrance and exit) that is integral with, supported by orsurrounds a pipe or top slab of a box and supports fill material

Fill: Material surrounding, supporting and supported by a box or pipe structure

Wing walls: Walls extending from the ends of the exterior walls of a box or ends of a pipe that retain fill; oftenangled away from the centerline of a box or pipe

Inlet/Outlet Wall: Wall that surrounds the entrance or exit end of a box or pipe structure and retains fill; similar tohead wall

Apron: Slab or mat that extends from entrance or exit ends of bottom slab or bottom of pipe into channel; oftenextends to ends of wingwalls

Toe Wall: Short vertical wall that extends from bottom of slab, bottom of apron or bottom of pipe into channel

5.6.1.2.4 ENCASEDEncased structures consist of rolled or built up sections of steel (or metal) or rail encased in a thick concrete slab.The bottom flange or bottom portion of the encased steel section is usually left exposed. Encased structures resistloads in flexure and shear.

There are three different types of encased structures. The first, known as railtop, is constructed of rail aligned sideby side parallel with the track and most often with the base of rail oriented on the bottom. The second, known asrailtop with I beam, is constructed similarly to a railtop but with a combination of beam sections and rail encasedin concrete. The third type, known as I section, is constructed only of rolled or built up beam sections encased inconcrete.

The inventory structure types associated with encased are:

Fixed Encased Railtop Steel (F E R S)Fixed Encased Railtop With I Beam Steel (F E W S)Fixed Encased I Section Steel (F E I S)

January 2013


FIGURE A 1: ENCASED RAILTOP (F E R S)

FIGURE A 2: EXPOSED BOTTOM OF RAIL IN ENCASED RAILTOP (F E R S)

January 2013


FIGURE A 3: EXPOSED BOTTOM FLANGE OF ENCASED I BEAM (F E I S)

Inspect, apply condition ratings and provide comments for each of the applicable general superstructureinspection items and the items specific to the encased structure type listed below.

Exposed Steel Component: Beam flange, base or ball of a rail, or any other encased steel member that is exposedor protrudes from a concrete encasement

Concrete Encasement Bottom: Bottom horizontal surface of a concrete encasement member

Concrete Encasement Top: Top horizontal surface of a concrete encasement member

5.6.1.2.5 GIRDER/BEAMGirder/beam structures consist of two or more primary structural girders or beams that support a deck or floorsystem. The primary girders or beams resist load in flexure and shear. There are four types of girder/beam spanconfigurations. Each is described below.

Multi Beam Structures: Consist of three or more primary girders or beams and support a deck; girders/beamsmay or may not be connected together with cross bracing, diaphragms or other bracing; multi beam structures donot have a separate floor system

Through Girder Structures: Consist of two or more deep girder sections that support a deck or floor system; deck/floor system loads are typically transferred to through girders by connections to the girder web; top flange of athrough girder is above the floor system or deck such that loads pass through the girders and are carried by twogirders only

Deck Girder Structures: Consist of two primary structural girders that support a deck on the top flange; girders aretypically connected with cross frames or diaphragms; deck girders do not have a separate floor system

Trough Girder Structures: Similar to a trough deck; trough girder structures consist of top plates, bottom platesand side

The inventory structure types associated with girders/beams are:

Fixed Girder (or beam) Multi Beam Reinforced Concrete (F G M R)Fixed Girder (or beam) Multi Beam Prestressed Concrete (F G M P)

January 2013


Fixed Girder (or beam) Multi Beam Steel (F G M S)Fixed Girder (or beam) Multi Beam Timber (F G M T)Fixed Girder (or beam) Through Girder Steel (F G T S)Fixed Girder Girder (or beam) Deck Girder Steel (F G D S)Fixed Girder (or beam) Trough Steel (F G U S)

FIGURE A 1: STEEL MULTI BEAM (F G M S)

FIGURE A 2: PRESTRESSED CONCRETE BEAM (F G M P)

January 2013


FIGURE A 3: STEEL THROUGH GIRDER (F G T S)

FIGURE A 4: STEEL THROUGH GIRDER (F G T S)

January 2013


FIGURE A 5: STEEL DECK GIRDER (F G D S)

Inspect, apply condition ratings and provide comments for each of the applicable general superstructureinspection items and the items specific to the girder/beam structure type listed below.

Top Flanges (Top 1/3): Top flange of a beam section or upper third of a box or rectangular section

Bottom Flanges (Bottom 1/3): Bottom flange of a beam section or bottom third of a box or rectangular section

Webs (Middle 1/3): Web of a beam section or middle third of a box or rectangular section

Web Stiffeners: Web stiffening component attached to the web of a beam section that typically extends from thetop to bottom flanges at intermediate locations along the length of a beam; may be connected to diaphragms orcross frames

Bearing Stiffeners: Web stiffening component attached to the web of a beam section that typically extends fromthe top to bottom flanges at bearing locations; may be connected to diaphragms or cross frames

Longitudinal Stiffeners: Web stiffening component attached to the web of a beam section that typically runsparallel to the top or bottom flange

Diaphragms: Lateral restraining component that connects webs of adjacent beam sections; typically a bent plateor channel positioned perpendicular to the web

Cross Frames: Lateral restraining component that connects webs and/or flanges of adjacent beam sections; formsan "X" perpendicular to the web

Trough Top Plate: Top horizontal plate of a trough section that typically connects to web plates with rivetedangles

Trough Bottom Plate: Bottom horizontal plate of a trough section that typically connects to web plates withriveted angles

Trough Web Plates: Vertical side plates of a trough section that connect to the top and bottom plates; oftenconnect to the web of a supporting member

5.6.1.2.6 PIPE

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Pipe structures are most commonly used for small water crossings. Pipes may be circular or non circular (round,elliptical, flat bottomed or pear shaped), and they are typically buried in fill or ballast. Pipes resist loading similarto arches in that external loads are resolved into compressive stress in the pipe wall. Poor compaction ofsurrounding fill material may result in shear and flexure stresses in the pipe wall.

The inventory structure types associated with pipes are:

Fixed Pipe Circular Masonry (F P C M)Fixed Pipe Circular Steel (F P C S)Fixed Pipe Circular Concrete (F P C C)Fixed Pipe Non Circular Masonry (F P O M)Fixed Pipe Non Circular Steel (F P O S)Fixed Pipe Non Circular Concrete (F P O C)

FIGURE A 1: NON CIRCULAR STEEL PIPE ARCH (F P O S)

Inspect, apply condition ratings and provide comments for each of the applicable general superstructureinspection items and the items specific to the pipe structure type listed below.

Pipe: Hollow circular or arched structure typically buried in fill (pipe culvert)

Inlet/Outlet Connections: Location in pipes, box walls or box slabs at which another pipe or box structure entersor intersects

Joints/Splices/Grout Lines: Joints between precast sections, cold joints in or between cast in place slabs andwalls, or any other joint within a pipe or box structure

Headwall: Wall or slab at each end of pipe or box (entrance and exit) that is integral with, supported by orsurrounds a pipe or top slab of a box and supports fill material

Fill: Material surrounding, supporting and supported by a pipe or box structure

Wingwalls: Walls extending from the ends of a pipe or the ends of the exterior walls of a box that retain fill; oftenangled away from the centerline of a pipe or box

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Inlet/Outlet Wall: Wall that surrounds the entrance or exit end of a pipe or box structure and retains fill; similar toa headwall

Apron: Slab or mat that extends from entrance or exit ends of the bottom of a pipe or the bottom of a slab intothe channel; often extends to the ends of wing walls

Toe Wall: Short, vertical wall that extends from the bottom of the pipe, bottom of the slab or bottom of the aproninto the channel

5.6.1.2.7 SLABSlab structures are commonly used for small water crossings and bridges carrying vehicular traffic. Slabs resistexternal loads in flexure and shear. Slabs may be constructed with either uniform thickness or with varyingthickness (haunched). Slab structures, like slab decks, may have a separate wearing surface, waterproofingmembrane, contraction or expansion joint, curb, sidewalk, barrier rail, fence, handrail, drainage devices and otherancillary components that are not to be considered in the overall superstructure condition evaluation, but theircondition should be noted on the inspection form.

The inventory structure types associated with slabs are:

Fixed Slab Uniform Thickness Masonry (F S U M)Fixed Slab Uniform Thickness Concrete (F S U C)Fixed Slab Uniform Thickness Steel (F S U S)Fixed Slab Haunched Masonry (F S H M)Fixed Slab Haunched Concrete (F S H C)Fixed Slab Haunched Steel (F S H S)

FIGURE A 1: UNIFORM THICKNESS STONE SLAB (F S U M)

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FIGURE A 2: UNIFORM THICKNESS CONCRETE SLAB (F S U C)

FIGURE A 3: HAUNCHED CONCRETE SLAB (F S H C)

Inspect, apply condition ratings and provide comments for each of the applicable general superstructureinspection items and the items specific to the slab structure type listed below.

Slab – Bottom: Bottom horizontal surface of a slab type span

Slab – Top: Top horizontal surface of a slab type span

5.6.1.2.8 TRUSSTruss structures consist of two or more primary trusses that support a floor system. External loads are theoreticallyresolved into axial tension and compression in the truss members. Depending on the design and condition of thetruss member joint connections, external loads may result in shear and flexure in truss members. There are threetypes of truss span configurations. Each is described below.

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Deck Truss Structures: Consist of two or more trusses that support a floor system and deck located at the top ofthe truss

Pony Truss Structures: Consist of two or more trusses that support a floor system and deck located at the bottomof the truss; do not have top chord lateral bracing, sway frames or portal frames; traffic passes between twotrusses similar to through plate girders

Through Truss Structures: Consist of two or more trusses that support a floor system and deck located at thebottom of the truss; constructed with top chord lateral bracing, sway frames and/or portal frames; traffic passesinside the truss between the two trusses

The inventory structure types associated with trusses are:

Fixed Truss Deck Truss Steel (F T D S)Fixed Truss Deck Truss Timber (F T D T)Fixed Truss Pony Truss Steel (F T P S)Fixed Truss Pony Truss Timber (F T P T)Fixed Truss Through Truss Steel (F T T S)Fixed Truss Through Truss Timber (F T T T)

FIGURE A 1: STEEL DECK TRUSS (F T D S)

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FIGURE A 2: STEEL PONY TRUSS (F T P S)

FIGURE A 3: STEEL THROUGH TRUSS WITH COMMON CENTER TRUSS (F T T S)

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FIGURE A 4: STEEL THROUGH TRUSS (F T T S)

Inspect, apply condition ratings and provide comments for each of the applicable general superstructureinspection items and the items specific to the truss structure type listed below.

Truss Top Chords: Top axially loaded members of truss; primary compression member in through trusses

Truss Bottom Chords: Bottom axially loaded member of truss; primary tension member in through trusses

Truss Posts: Vertical compression members that extend from the top to bottom truss chords

Truss Hangers: Vertical tension members that extend from the top to bottom truss chords

Truss Diagonals: Diagonal tension, compression or stress reversal members that extend from the top to bottomtruss chords

Truss End Posts: End truss member that transmits compressive top chord loads into bottom chord and trussbearing

Truss Eyebars: Solid tension members, typically rectangular in cross section, with holes at either end for pinconnections; may be wrought, forged or cut from solid metal material

Truss Other Members: Any truss member not otherwise defined, such as counters, zero force compressionmember braces, etc.

Truss Sway Frames: Frame that connects posts, hangers or diagonals of adjacent trusses

Truss End Portals: Frame that connects end posts of adjacent trusses

5.6.1.3 SUBSTRUCTUREThe substructure is the component that receives loads from the superstructure and transmits the loads into thefoundation. Substructures may also serve as earth retaining structures. Substructure ratings are only applicable tooverhead and undergrade bridges.

The substructure condition rating is used to describe the overall condition of the substructure. Substructurecondition ratings are used to evaluate the existing, in place substructure as compared to the original as built

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conditions. Evaluation is based on overall condition, not on localized deterioration or problem areas. Temporarysupport or temporary strengthening is not considered when rating the substructure.

Substructures have countless configurations and combinations of materials. For this reason, MNR does notseparate substructure into different types. Only the primary substructure material type is tracked in the inventory.The example photos provided in this section give a limited example of the configurations that are throughout theMNR system.

FIGURE A 1: STONE MASONRY PIER WITH CONCRETE CAP

FIGURE A 2: THREE COLUMN CONCRETE PIER WITH CRASHWALL

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FIGURE A 3: STONE MASONRY ABUTMENT ANDWINGWALLS WITH CONCRETE CAP

FIGURE A 4: STEEL COLUMN PIER WITH PIER BEAM AND BRACING

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FIGURE A 5: CONCRETE WALL ABUTMENT

FIGURE A 6: CONCRETE PIER WALL

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FIGURE A 7: SIX COLUMN CONCRETE PIER WITH CRASHWALL

FIGURE A 8: FOUR COLUMN STEEL TRESTLE PIER

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FIGURE A 9: MECHANICALLY STABILIZED EARTH ABUTMENT ANDWINGWALLS

FIGURE A 10: TWO COLUMN CONCRETE PIER

This section defines individual substructure items that should be inspected and condition rated, along withinspection tips for each. The inspection items and inspection tips are intended to serve as a guide for where to lookand what to look for during standard Type I or II inspections.


Observe the response of the structure or individual element during live loadingLook for excessive or uncommon vibrationLook for excessive deflection or deflection with unusual orientation (out of expected plane)

Alignment – Compression Members: Alignment of a compression member with respect to its loaded orlongitudinal axis

Inspect the alignment of compression members and members subject to stress reversals

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Note eccentrically loaded compression members or bowed/kinked members with insufficient lateral support

Alignment – Tension Members: Straightness of a tension member with respect to its loaded or longitudinal axis

Inspect the alignment of tension members and members subject to stress reversalsLook for eccentrically loaded tension members or tension members whose primary purpose is resistance totension but appear to be receiving compression loading

Alignment – Girders/Beams: Straightness of a member (or member component) whose primary purpose is toresist bending with respect to its longitudinal axis

Inspect the alignment of girders and beams, paying special attention to compression flangesLook for areas of compression flange with insufficient lateral restraintLook for areas of web that have permanent out of plane deflection

Alignment – Shape: Smooth and consistent curvature of a curved, arched or circular member

Inspect the shape of curved membersLook for areas of curved members that are uneven, have a shape that is not smooth or have abrupt changes incurvature

Vertical Movement (Settlement): Permanent vertical downward displacement of substructure element

Lateral Movement (Shifting): Permanent horizontal movement of substructure element

Rotational Movement (Tipping): Permanent rotation, loss of plumb of vertical element or other rotation ofsubstructure element

Abutment/Pier/Cap Beam: Substructure element that spans between supporting substructure or foundationelements and supports superstructure bearings

Top Flanges (Top 1/3): Top flange of a beam section or upper third of a box or rectangular section

Bottom Flanges (Bottom 1/3): Bottom flange of a beam section or bottom third of a box or rectangular section

Webs (Middle 1/3): Web of a beam section or middle third of a box or rectangular section

Web Stiffeners: Web stiffening component attached to the web of a beam section that typically extends from thetop to bottom flanges at intermediate locations along the length of a beam; may be connected to diaphragms orcross frames

Bearing Stiffeners: Web stiffening component attached to the web of a beam section that typically extends fromthe top to bottom flanges at bearing locations; may be connected to diaphragms or cross frames

Longitudinal Stiffeners: Web stiffening component attached to the web of a beam section that typically runsparallel to the top or bottom flange

Diaphragms: Lateral restraining component that connects webs of adjacent beam sections; typically a bent plateor channel positioned perpendicular to the web

Cross Frames: Lateral restraining component that connects webs and/or flanges of adjacent beam sections; formsan "X" perpendicular to the web

Girder/Beam Splices: Attachment of two beam ends by means of weld, fastened plate, welded plate, etc.

Look for structural, material and fracture defects, if applicable.

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Bolsters/Grillages/Shims/Pedestals: Components stacked, built up, poured or placed on top of the substructureelement that support the bearing element

Bearing Seat: Component or localized area of substructure at or near the superstructure bearings

Thrust Blocks/Skewbacks: Interface of substructure and arch ring or barrel

Footings: Exposed foundation element that supports substructure element and is supported by other foundationmaterial or components

Walls/Stems: Wide vertical substructure elements that directly support a cap or superstructure component(s)

Backwalls: Portion of abutment above abutment beam that supports fill on backside of abutment

Wingwalls/Retaining Walls/Pile Walls: Walls at or adjacent to abutment that retain fill

Columns/Tower Legs/Pile: Relatively slender vertical substructure components that directly support a cap orsuperstructure element

Column/Tower Leg/Pile Bracing: Bracing system that connects two or more columns, tower legs or pile for thepurpose of lateral stability

Column Struts/Web Walls: Rectangular bracing component that connects two or more columns

Crashwalls/Barriers: Components of (or adjacent to) substructure that provide protection from vehicular or traincollision impact

Gusset Plates: Plate components that join two or more members at the intersection of their centerlines through aseries of fasteners or welds

Inspect the entire exposed surface of the gusset plate and associated fasteners and the local area of themembers that it connectsLook for section loss at the interface with connected elementsLook for out of plane bowing or bucklingLook for structural, material and fracture critical defects, if applicable

Bearing Plates: Metal plates at the base of substructure element that anchor and transfer load into foundation orother substructure element

Substructure Anchor Bolts: Bolts at the base of substructure element or bearing plate that connect substructureto foundation or other substructure element

Pins/Pin Connections: Typically a solid metal component that connects intersecting axially loaded members; mayprovide rotational freedom of movement

Connection to Superstructure: Any connection between superstructure and substructure

Joints/Grout Lines: Any formed, cut, grouted or otherwise constructed joint in or between substructure elements

Drains/Drainage System: Components of a deck drain system attached to the substructure, weep holes orretained soil drainage system

Check connections to substructure and proper functionCheck for overflow onto substructure componentsCheck for signs of insufficient drainage (clogged weep holes, saturated retained fill, etc.)

Weatherproofing/Protective Coating: Waterproofing system, weather treatment or other weatherproofingsystem not included in the paint condition rated item.

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Check for proper function of system or signs of system failure


Inspect all components of the fastener and the local area of the fastened elementLook for missing, sheared or loose fastenersLook for corrosion that has decreased the effectiveness of the fastener (corroded rivet head, corroded bolthead or nut, etc.)Look for structural and material defects

Miscellaneous Connections: Any connection of members or materials not otherwise defined


Utilities/Utility Connections: Utility conduit, devices or other components and their respective connection to thesubstructure

Fill: Soil or rock material behind and around soil retaining structures and abutments

Debris: Trash, vegetation, soil or any other debris on or around substructure, specifically at bearing areas

5.6.1.4 CHANNEL AND WATERWAYThe channel and waterway item represents the physical conditions associated with the flow of water through thebridge, such as stream stability, stream flow and the condition of the channel, embankments, slope protection orstream control devices. Channel and waterway ratings are only applicable to overhead and undergrade bridges.

The channel and waterway condition rating describes the overall condition of the channel and waterway. Theseratings are used to evaluate the existing conditions as compared to the original as built conditions. Evaluation isbased on overall condition, not on localized deterioration or problem areas.

This section defines individual items that should be inspected and condition rated for channels and waterways,along with inspection tips for each. The inspection items and inspection tips are intended to serve as a guide forwhere to look and what to look for during standard Type I or II inspections.

Waterway Alignment: General alignment of channel with substructure

Check that channel and stream flow is parallel to substructure units

Waterway Stability/Migration: Changes in channel alignment at or near structure

Look for changes in channel location or alignmentLook for changes in stream flow around substructure or foundation

Waterway Aggradation/Degradation: Collecting of sediment or erosion of channel material due to changes invelocity

Stream Flow Velocity: Effect of the structure on stream current or unusual stream current at or near structure

Hydraulic Opening: Cross sectional area created by structure available for stream flow

Streambed Material: Suitability of the channel bed material for the current conditions

Channel Lining/Protection: Protective lining structure or placed material in channel for protection against erosionor scour

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Bank Slope Protection: Protective lining structure or placed material at banks adjacent to channel for protectionagainst erosion or scour

Bank Slope Stability: Stability of bank material adjacent to channel

Aprons (at Substructure or Foundation): Structure similar to channel lining that protects against erosion or scourat substructure or foundation components

Drift/Debris: Vegetation or other material moved by the stream flow with a tendency to accumulate at or nearstructure

Scour: Localized erosion at structural component due to sudden changes in stream flow caused by structure

Undermining: Erosion or scour beneath a structural component

Piping: Unintended flow of water around or underneath structure

Substructure Shape: Appropriateness of the shape of a substructure element for the channel conditions

Foundation Type: Appropriateness of the type of foundation for the channel conditions

Drift in Substructure: Drift that has lodged or jammed in substructure

Drift in Superstructure: Drift that has lodged or jammed in the superstructure during a high water event

Riprap: Large stone material used for slope protection and protection of substructure

Spurs: Embankments designed to direct stream flow into a bridge opening

Gabions: Rectangular basket containers fabricated of galvanized wire and filled with stone; typically stacked oraligned at embankments to prevent erosion

Inlet/Outlet: Location in channel or embankment where water is diverted into or away from channel (storm sewerinlet pipes, field drains, etc.)

Local Erosion: Erosion of material at a specific location adjacent to structure

Pier Protection: Fenders, pile or other structure installed in channel adjacent to structure designed to preventmarine vessel impact

Other Linings/Protection: Any channel lining or other protection not otherwise defined

5.6.1.5 PAINTThe paint item represents the physical conditions associated with the paint or protective coating applied to astructure. Paint does not include timber pressure treatment, creosote, hot dip galvanization, concrete sealers orwaterproofing.

The paint condition rating is used to describe the overall condition of the paint system. They are used to evaluatethe existing condition as compared to the original as built conditions of the paint system. Evaluation is based onoverall condition, not on localized deterioration or problem areas.

There are no individual items associated with the paint condition rated item.

5.6.1.6 RAILROAD WALKWAYThe railroad walkway represents any structure, panel or other component used as an access walkway for railroademployees. Handrails, fasteners and other associated walkway items are included in the rating of a railroadwalkway. Railroad walkways include only those walkways that span between supports.

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Railroad walkway condition ratings represent the physical conditions associated with the walkway surface,components and structure. They are used to describe the overall existing condition as compared to the original asbuilt conditions, not localized deterioration or problem areas.

There are no individual items associated with the railroad walkway condition rated item.

5.6.1.7 TUNNEL AND LINERThe tunnel and liner condition rated item only applies to standard Type II inspections. A tunnel is any underground,buried or otherwise completely enclosed (except for entrance and exit openings at each end) passageway throughwhich MNR rail traffic travels. Tunnel liners are separate structures or components that provide support to thenative material through which the tunnel passes. The tunnel item does not include cut and cover tunnels.

The tunnel and liner condition rating represents the physical condition associated with the tunnel and liner (ifpresent). They are used to describe the overall existing condition as compared to the original as built conditions,not localized deterioration or problem areas.

The inventory structure types associated with tunnels are:

Lined Concrete (L C)Lined Masonry (L M)Lined Timber (L T)Lined Steel (L S)Lined Other (L O)Unlined Native (U N)

This section defines individual items that should be inspected and condition rated for tunnels and tunnel liners,along with inspection tips for each. The inspection items and inspection tips are intended to serve as a guide forwhere to look and what to look for during a standard Type II inspection.

Lateral Movement (Shifting): Permanent horizontal displacement of a portion of the tunnel or liner

Underside of Roof: Exposed inside top portion of tunnel or liner

Track Support: Bottom portion of tunnel or liner that supports track material

Right Wall: Exposed inside portion of tunnel or liner that is to the right when facing the direction of increasingmileposts

Left Wall: Exposed inside portion of tunnel or liner that is to the left when facing the direction of increasingmilepost

Crashwalls/Barriers: Components within tunnel that provide protection from vehicular or train collision impact

Liner Stability: Refers to the overall condition of the liner with regard to stability and function

Liner Material: Refers to the overall condition of the liner material specifically

Joints/Grout Lines: Any formed, cut, grouted or otherwise constructed joint in or between tunnel or linerelements

Surface Finish: Non structural surface treatment of tunnel or liner (tile, metal panels, etc.)

Waterproofing/Protective Coating: System installed or applied within the tunnel to prevent water infiltration

Drainage System: System installed within tunnel to remove water that has entered

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Utilities/Utility Connections: Utility conduit, devices or other components and their respective connection to thetunnel or liner

Headwall: Wall or slab located at the top of the entrance and or exit of the tunnel that supports fill material

Wingwalls/Retaining Walls/Pile Walls: Walls at or adjacent to the tunnel that retain fill

Fill: Soil or rock material behind and around soil retaining structures

Miscellaneous Connections: Any connections of liner material or structural components to other liner material ortunnel surface; includes exposed tie back or rock anchor connections

Ventilation System: Proper function of the ventilation system within the tunnel

Miscellaneous Equipment: Any equipment associated with tunnel function

Lighting System: Lighting system and related equipment within the tunnel

Water Infiltration: Groundwater that enters the tunnel through cracks in tunnel walls

Debris: Trash, vegetation, soil or any other debris in or around tunnel

5.6.2 STANDARD TYPE III INSPECTION GUIDE

Type III standard inspections are performed only on overhead bridges that are not owned or maintained by MNR,or bridges that are owned, maintained or partially maintained by the MNR but are no longer in use (closed). Thepurpose of Type III inspections is to verify that no conditions exist that would interfere with railroad traffic and toverify/update vertical and horizontal clearance. The inspection is strictly visual without the need for special access.

Standard Inspections are to be documented using the standard inspection forms provided in APPENDIX F.

Standard Inspection Type III tasks include, but are not limited to, the following:

Perform a job safety briefingPerform and document a pre inspection job safety briefing (inspection team leader)See Section 5.2 for instructions

Inspect structure and surrounding areaVisually inspect all areas, components and surrounding area of structure that could cause interferencewith railroad operations, giving special attention to portions of the structure that are unstable or heavilydeteriorated; access is on foot without the need for special access equipment but may require the use ofbinoculars to view overhead conditions

Document conditionsDocument inspection findings regarding the safe operation of trains under the structure; record anyapplicable changes to the structure or surrounding areas since the previous inspection; take standardminimum photos; make photographic record of notable conditionsSee Section 5.5 for general inspection reporting instructions

Issue flagsIssue flags to note critical items that need prompt attentionSee Section 5.10 for flagging procedures

Recommend maintenance, repair or rehabilitationMake recommendations for maintenance, repair and/or rehabilitation of the structure or surroundingareas that are necessary to maintain safe train operation; make note of the individual items andestimated quantities for eachSee Section 5.5 for general inspection reporting instructions

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Verify/update critical feature informationNote whether the structure is highly susceptible to damage during a significant storm event or earthquakeSee Section 5.5 for general inspection reporting instructions

Verify the inventory informationLocation informationGeneral information, paying particular attention to changes in bridge accessSegment and substructure informationClearancesSee Section 5.5 for general inspection reporting instructions

Items to document during a Standard Type III Inspection include, but are not limited to:

Any bridge member or component that may interfere with passing train trafficHeavily corroded members or components that may interfere with passing train traffic in the near futureChanges in vertical or horizontal clearanceApparent slope instability adjacent to trackVerification of bridge closed signage, if applicable

Standard Type III inspections should be documented using the standard inspection forms provided in APPENDIX F.

SECTION 5.7 SPECIAL INSPECTION GUIDESpecial inspections may be required for certain structures based on accessibility, or need for hands on, in depthinspection. There are several types of Special Inspection, and each has different requirements and information thatmust be recorded. The types of special inspections are:

Special Inspection – Special AccessSpecial Inspection – Fracture CriticalSpecial Inspection – MovableSpecial Inspection – Load RatingSpecial Inspection – Initial Inventory

Special Inspections should be documented (if applicable) using the special inspection forms provided in APPENDIXF.

5.7.1 SPECIAL ACCESS INSPECTIONSpecial Inspection – Special Access refers to the inspection of bridges that cannot be adequately inspected visuallyon foot without the need for special equipment or techniques. The purpose of special access inspections is simplyto provide access for other types of inspection. Special access inspections may be used to provide access for thecompletion of standard Type I or II inspections or to provide access for special inspections, specifically FractureCritical, Movable and Load Rating Inspections. During a standard Type I or II inspection, the inspection team leaderdetermines whether special access is needed to adequately inspect the bridge. The inspection team leader canrecommend that the structure be added to the Special Inspection – Special Access list. The recommendation mustbe accompanied by photos and a brief description of the access needs. If it is determined by the MNR bridgeprogram manager that a special access inspection is warranted, then the bridge will be added to the appropriateSpecial Inspection – Special Access list. See APPENDIX C for a current listing of Special Inspection – Special Accessstructures.

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There are various types of access that fall under Special Inspection – Special Access:

Confined spaceUsed in cases where a portion of a structure cannot be adequately inspected visually due to a confinedspace condition; according the MNR General Safety Instructions, a confined space is a space that is largeenough and so configured that an employee can enter and perform assigned work but has limited orrestricted means of entry or exit and is not designed for continuous human occupancy.

DiveUsed in cases where an underwater portion of the structure cannot be adequately inspected due to awater depth greater than 4’, dangerous current conditions or if boat access is not feasible or appropriatefor the site conditions

ClimbingUsed in cases where elevated elements cannot be adequately inspected visually on foot and the use ofaerial equipment is not feasible

Aerial EquipmentUsed in cases where elevated elements cannot be adequately inspected visually on foot and the use ofaerial equipment is feasible; examples of aerial equipment are ladders, man lifts, scaffolding, underbridge access units, etc.

BoatUsed in cases where an underwater portion of the structure cannot be adequately inspected due to awater depth greater than 4’, dangerous current conditions or if dive access is not feasible or appropriatefor the site conditions

OtherUsed in cases where a portion of the structure cannot be adequately inspected due to a condition thatdoes not fall within any of the above special access situations

Special access inspections utilize special equipment and techniques that require a variety of training andcertifications. All special access inspection work must, at a minimum, comply with the requirements of MNRGeneral Safety Instructions.

This following section presents each type of special access and provides guidance in the performance of specialaccess inspections. There are no standard forms that are associated with the performance of a special accessinspection. The inspection should be recorded on standard Type I or II, Fracture Critical, Load Rating or otherinspection forms.

5.7.1.1 CONFINED SPACESpecial Inspection – Special Access/Confined Space inspections are used in cases where a portion of a structurecannot be adequately inspected visually due to a confined space condition. According to the MNR General SafetyInstructions, a confined space is a space that is large enough and so configured that an employee can enter andperform assigned work but has limited or restricted means of entry or exit and is not designed for continuoushuman occupancy.

Entry into a confined space is prohibited unless an MNR employee has been trained and qualified and uses thenecessary safety equipment. Work is performed in conformance with all federal, state and local regulations,including Title 29 OSHA regulations of the Code of Federal Regulations, the MNR General Safety Instructions andaccording to the guidance and instruction provided by the MNR Safety Department.

The objective of this type of special access inspection is typically to complete a standard Type I or II inspection. Itmay also be used to complete other types of special inspections.

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5.7.1.2 DIVINGSpecial Inspection – Special Access/Dive refers to the underwater inspection of bridges with underwater elementsthat cannot be accessed by wading or probing (water depths greater than 4)’, bridges over waterways with swiftcurrent or bridges over waterways where boat access is not feasible or appropriate for the site conditions.

Underwater inspections involve visually and tactually inspecting all of the exposed underwater components of thestructure. This includes, but is not limited to, abutments, piers, footings, piles and fender systems. Removal ofmarine growth, pack rust, deteriorated concrete and debris may be necessary to view and accurately evaluate theconditions. Conditions and element condition ratings should be recorded on standard inspection forms (AppendixF). Photo records of conditions should be made for comparison to past findings. Refer to the FHWA manual“Underwater Inspection of Bridges” for guidance.

Work is to be performed in conformance with all federal, state and local regulations, including Title 29 OSHAregulations of the Code of Federal Regulations, the FHWA’s manual for Underwater Inspection of Bridges (UIB), theMNR General Safety Instructions and according to the guidance and instruction provided by the MNR SafetyDepartment.

The object of this type of Special Access Inspection is to complete a standard Type I or II inspection, including:

Detecting submerged damage or deteriorationConfirming the continuity of submerged membersObtaining measurements of submerged deteriorated elementsDetection and measurement of scourRecording of any changes in condition of structure elements or surrounding areas since the previousinspection

5.7.1.3 CLIMBINGSpecial Inspection – Special Access/Climbing inspections are used in cases where a portion of a structure cannot beadequately inspected visually on foot or by aerial access equipment. Climbing Inspections involve rope access,repelling and other various climbing access techniques.

Free climbing (climbing without being secured to the bridge) is prohibited. Inspectors who perform climbinginspections must be properly trained and certified in the specific type of climbing or access technique being used.Work is to be performed in conformance with all federal, state and local regulations, including Title 29 OSHAregulations of the Code of Federal Regulations, the MNR General Safety Instructions and according to the guidanceand instruction provided by the MNR Safety Department.

The objective of this type of special access inspection is typically to complete a Fracture Critical or Load Ratinginspection but may also be used to complete a standard Type I or II inspection.

5.7.1.4 AERIAL ACCESSSpecial Inspection – Special Access/Aerial Access inspections are used in cases where a portion of a structurecannot be adequately inspected visually on foot. Aerial access inspections require the use of aerial accessequipment, including but not limited to:

LaddersUnder bridge inspection vehiclesMan liftsBoom trucks

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Inspectors who perform aerial access inspections must be properly trained and certified in the operation of thespecific type of access equipment being used. Work is to be performed in conformance with all federal, state andlocal regulations, including Title 29 OSHA regulations of the Code of Federal Regulations, the MNR General SafetyInstructions and according to the guidance and instruction provided by the MNR Safety Department.

The objective of this type of special access inspection is typically to complete a Fracture Critical or Load RatingInspection but may also be used to complete a standard Type I or II inspection.

5.7.1.5 BOATSpecial Inspection – Special Access/Boat refers to the underwater inspection of bridges with underwater elementsthat cannot be accessed by wading or probing (water depths greater than 4)’, bridges over waterways with swiftcurrent or bridges over waterways where diving is not feasible or appropriate for the site conditions.

Boat inspections involve the visual inspection and/or probing inspection of all exposed underwater components ofthe structure. This includes, but is not limited to, abutments, piers, footings, piles and fender systems. Removal ofmarine growth, pack rust, deteriorated concrete and debris may be necessary to view and accurately evaluate theconditions. Conditions and element condition ratings should be recorded on standard inspection forms. Photorecords of conditions should be made for comparison to past findings. Refer to the FHWA manual “UnderwaterInspection of Bridges” for guidance.

Work is to be performed in conformance with all federal, state and local regulations regarding boating operationand safety. Refer to the MNR Safety Department for training, certification and licensure requirements.

The object of this type of special access inspection is to complete a standard Type I or II inspection, including:

Detecting submerged damage or deteriorationConfirming the continuity of submerged membersObtaining measurements of submerged deteriorated elementsDetection and measurement of scourRecording of any changes in condition of structure elements or surrounding areas since the previousinspection

5.7.1.6 OTHERSpecial Inspection – Special Access/other refers to any method of inspection access that does not fall under one ofthe other special access types. Consult with the MNR bridge program manager for requirements regarding thistype of inspection.

5.7.2 FRACTURE CRITICAL INSPECTIONSpecial Inspection – Fracture Critical refers to the in depth inspection of bridges that have fracture criticalmembers. A fracture critical member is typically a steel member or component in tension whose failure isexpected to result in the total or partial collapse of a structure. Fracture critical inspections are hands oninspections that require close proximity to the members being inspected. Often, fracture critical inspectionsrequire special access as defined in Special Inspection – Special Access. See APPENDIX C for a current listing ofSpecial Inspection – Fracture Critical structures.

Special Inspection – Fracture Critical tasks include, but are not limited to, the following:


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Inspect fracture critical membersVisually inspect all surfaces and details of the fracture critical member(s); inspection must be performedsuch that the inspector’s line of sight is 18” or less to the item being inspected; removal of pack rust,deteriorated concrete and debris may be necessary to view and accurately evaluate the conditions

Document conditionsDocument inspection findings using sketches and/or existing plans to note locations of defects,deterioration or deficiencies; record any changes to the structure since the previous inspection; takestandard minimum photos; make photographic record of notable conditionsSee Section 5.4 for condition rating and reporting instructionsSee Section 5.5 for general inspection reporting instructions

Issue flagsIssue flags to note critical items that need prompt attention.See Section 5.10 for flagging procedures

Prepare and submit a fracture critical inspection reportSee APPENDIX F for report format

The objective of a Special Inspection – Fracture Critical inspection is to:

Identify and inspect fracture critical membersIdentify and inspect fatigue prone detailsDocument conditionsRecord any changes since the previous inspectionIssue flags, if necessarySubmit a fracture critical inspection report

5.7.2.1 FRACTURE CRITICAL BRIDGES AND MEMBERSSteel, unlike the other common material types, is susceptible to fatigue. Fatigue failure occurs at a stress levelbelow yield stress and is due to repeated loading. Fatigue cracks can and have led to catastrophic bridge failuresacross the nation. This section provides an overview of what types of structures, elements and details are prone tofatigue and fracture. It is imperative that inspection teams receive the proper training prior to conducting fracturecritical inspections (see CHAPTER 2).

MNR inspection teams are required to note whether bridges should be considered for inclusion on the list offracture critical bridges during standard Type I and II inspections, with the final determination made by the MNRbridge program manager.

There are two things to consider when determining a bridge’s susceptibility to fatigue and fracture: structuralredundancy and tension in steel. The first, redundancy, considers what would happen in the event that a primarystructural member was removed or made ineffective. If the structure of a bridge is not redundant, then removal ofa primary structural member would cause total or partial collapse. The second, tension in steel, considers whethera steel member is in tension or has fibers which are in tension. Trusses contain steel members that are in completetension. Girders have tension zones, or areas of web and flange that are in tension due to flexure.

The term fracture critical is commonly used in the bridge industry to describe a wide variety of structures,elements and details. For the purposes of this manual, the following definitions are used:

Fracture Critical Member: A steel member that is in tension or that has fibers which are in tension and that, in theevent of failure, would cause total or partial collapse of a structure.

Fracture Critical Bridge: A bridge that has a fracture critical member that, in the event of member failure, wouldresult in the total or partial collapse of the bridge.

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5.7.2.2 FATIGUE PRONE DETAILSCertain steel details are prone to fatigue and fracture. Fatigue cracks often initiate in and propagate from fatigueprone details, including but not limited to:

Locations of tri axial constraintWelds

Intersecting weldsWeld terminations (end or toe)Arc strikes or weld spatterField weldsPlug weldsTack welds

Flange cover platesFlange copesHangersEyebarsOut of plane bendingDiscontinuities or sudden changes in section properties

5.7.2.3 FRACTURE CRITICAL INSPECTION REPORTMTA Metro North Railroad has minimum requirements regarding the content of a fracture critical inspectionreport. Additional information may be required at the request of the MNR bridge program manager. At aminimum, a fracture critical inspection report must include:

MNR’s standard fracture critical inspection report cover sheet provided in APPENDIX FPlan and profile of the bridge, with locations of fracture critical members and fatigue prone detailsList of fracture critical members and fatigue prone detailsMethod of access and inspection techniquesSummary of inspection findings, recommendations and flagsApplicable sketches and photographs of critical findings

5.7.3 MOVABLE INSPECTIONSpecial Inspection – Movable refers to the in depth inspection of specific components of movable bridges.Movable bridges receive annual standard Type I inspections, which focus solely on the live load carryingcomponents of the bridge. Other components that are specific to the operation of a movable bridge receiveSpecial Inspection – Movable treatment. Movable specific items include, but are not limited to, structuralcomponents whose sole purpose is for the movement of a span, electrical systems, mechanical systems and signalsystems. Movable inspections may require special access as defined in Special Inspection – Special Access. SeeAPPENDIX C for a current listing of Special Inspection – Movable structures.

Special Inspection – Movable tasks include, but are not limited to, the following:


Inspect movable bridge componentsVisually inspect movable specific structural components; visually inspect all accessible electrical,mechanical and signal systems; perform testing of movable bridge systems as required; visual inspection

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must be performed such that the inspector’s line of sight is 18” or less to the item being inspected.Removal of machinery covers, panels and guards may be necessary to view and accurately evaluatesystems; removal of pack rust, deteriorated concrete and debris may be necessary to view and accuratelyevaluate the conditions of structural components

Document conditionsDocument inspection findings using sketches and/or existing plans to note locations of defects,deterioration or deficiencies; record any changes to the structure since the previous inspection; takestandard minimum photos; make photographic record of notable conditionsSee Section 5.4 for condition rating and reporting instructionsSee Section 5.5 for general inspection reporting instructions


Prepare and submit a movable inspection reportSee APPENDIX F for report format

Movable bridge systems are complex and vary by movable bridge type. The various components and equipmentcan generally be divided into systems: structural, electrical mechanical and signal. The objective of a MovableInspection is to:

Identify and inspect structural components associated with the movement of the bridgeIdentify and inspect electrical, mechanical and signal systemsPerform necessary work to ensure proper function of systemsDocument conditionsRecord any changes since the previous inspectionIssue flags, if necessarySubmit a movable inspection report

5.7.3.1 MOVABLE INSPECTION REPORTMetro North Railroad has minimum requirements regarding the content of a movable inspection report.Additional information may be required at the request of the MNR bridge program manager. At a minimum, amovable inspection report must include:

MNR’s standard movable inspection report cover sheet provided in APPENDIX FDescription of movable systems (structural, mechanical, electrical, signal)Scope of inspectionMethod of access and inspection/testing techniquesSummary of inspection findings, recommendations and flagsApplicable sketches and photographs of critical findings

5.7.4 LOAD RATING INSPECTIONSpecial Inspection – Load Rating refers to the in depth inspection of a structure for the purpose of generating anexisting condition load rating. Load rating inspections require hands on visual inspection of all components andmembers that are used in the calculation of a load rating. Field measurements should be taken to confirm as builtplan dimensions or to modify them according to actual existing conditions. Removal of pack rust, deterioratedconcrete and debris may be necessary to view and measure components. All measurements must be taken usingappropriate and reliable devices and methods. Load rating inspections may require special access as defined inSpecial Inspection – Special Access.

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Special Inspection – Load Rating tasks include, but are not limited to, the following:


Inspect load rated membersVisually inspect all components and members included in the load rating; compare existing conditions toas built plans and obtain measurements as needed; removal of pack rust, deteriorated concrete anddebris may be necessary to view and measure components

Document conditionsDocument inspection findings using sketches and/or existing plans to note locations of defects,deterioration or deficiencies; record any changes to the structure since the previous inspection; takestandard minimum photos; make photographic record of notable conditionsSee Section 5.5 for general inspection reporting instructions


Prepare and Submit a load rating inspection reportSee APPENDIX F for report format

5.7.4.1 LOAD RATING INSPECTION REPORTMNR has minimum requirements regarding the content of a load rating inspection report. Additional informationmay be required at the request of the MNR bridge program manager. At a minimum, a load rating inspectionreport must include:

MNR’s standard load rating inspection report cover sheet provided in APPENDIX FMethod of access, inspection and measuring techniquesDetailed drawings showing structure dimensions, as measured sections and locations of defects anddeteriorationSummary of inspection findings, recommendations and flagsApplicable sketches and photographs of critical findings

5.7.5 INITIAL INVENTORY INSPECTIONSpecial Inspection – Initial Inventory refers to the inspection of a bridge that is new to the inventory or has beenrehabilitated. The purpose of the inspection is to update the inventory with the new or revised information. Initialinventory inspections require that various dimensions be obtained and field observations be made. The initialinventory inspection may be performed in conjunction with other special inspection types, if required.

Special Inspection – Initial Inventory tasks include, but are not limited to, the following:


Inspect structure and surrounding area and update inventoryVisually inspect all accessible areas, all components and immediate surrounding area of structure asnecessary to accurately update the bridge inventoryDocument inspection findings; take standard minimum photos; make photographic record of notableconditions

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See Section 5.5 for general inspection reporting instructions

SECTION 5.8 INTERIM INSPECTION GUIDEInterim inspections are required for unique situations, as needed. Interim inspections are examinations of criticalfeatures or specific items on a frequency less than that of standard inspections. Critical features and the frequencyof inspection will be determined by the MNR bridge program manager on a case by case basis.

Interim Inspection tasks include, but are not limited to, the following:


Inspect the critical featureVisually inspect the critical feature identified by the MNR bridge program manager

Document conditionsDocument inspection findings using sketches and/or existing plans to note locations of defects,deterioration or deficiencies; record any changes to the structure since the previous inspection; takestandard minimum photos; make photographic record of notable conditionsSee Section 5.5 for general inspection reporting instructions

Issue flagsIssue flags to note critical items that need prompt attention.See Section 5.10 for flagging procedures

Prepare and submit an interim inspection reportSee form provided in APPENDIX F

SECTION 5.9 EMERGENCY INSPECTION GUIDEEmergency inspections are required following certain catastrophic events. Emergency inspections require strictadherence to MNR protocol, as outlined in this manual, for the continued safe operation of train traffic. EmergencyInspections are required following natural or accidental events including, but not limited to:

FireVehicular or vessel impactEarthquakeSignificant weather eventMajor vandalism

Emergency inspections will typically be performed in response to the issuance of an emergency flag or collisionflag. Collision flags are issued following notification that a structure has been hit. Emergency flags are issuedfollowing any notification of a serious natural or accidental event or following the discovery of an emergencycondition. Refer to Section 5.10 for instructions regarding protection of passengers and train operators.

Metro North Railroad maintains updated lists of bridges and tunnels requiring emergency inspection following anearthquake or significant weather event. The lists are used to aid in the rapid response following earthquake orsignificant storm events. See APPENDIX C for a current listing.

Emergency Inspection tasks include, but are not limited to, the following:

Perform a job safety briefing

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Perform and document a pre inspection job safety briefing (inspection team leader)See Section 5.2 for instructions

Inspect structure and surrounding areaVisually inspect all accessible areas, all components and immediate surrounding area of structure,focusing on the damaged components of the structure or surrounding area; determine if the structure issafe for the passage of train traffic

Notify and take actionNotify Railroad Traffic Controller (RTC) of inspection findings and recommendation for train traffic; takenecessary and immediate action to protect the safety of the travelling public and railroad employees

Develop and assist in the implementation of an action planDevelop an action plan to return rail service and assist in the implementation of the action plan

Document conditionsDocument inspection findings and actions taken; use sketches and/or existing plans to note locations ofdefects, deterioration or deficiencies; make photographic record of notable conditionsSee Section 5.5 for general inspection reporting instructions


Prepare and submit an emergency inspection reportSee form provided in APPENDIX FSee reporting protocol in APPENDIX G

SECTION 5.10 PROTECTION OF PASSENGERS AND TRAIN OPERATORS

5.10.1 FLAGGINGMNR has established the flagging procedures presented in this section to provide a standard method of responseto bridge or tunnel conditions that present or have the potential of presenting a danger to the traveling public orrailroad employees. The procedures outline each step that must be taken following discovery or notification of theflag condition until the condition is resolved and the flag is closed.

MNR uses the following five flag types:

Collision Flag: Issued once MNR is notified that a bridge collision has occurred

Emergency Flag: Issued when an MNR employee observes a condition that poses an immediate threat to thetraveling public or railroad employees

Red Flag: Issued when an MNR employee observes a condition where potential failure of a primary structuralcomponent is likely to occur before the next scheduled inspection and where loss of the primary componentwould result in complete loss of structural capacity or structural failure

Yellow Flag: Issued when an MNR employee observes a condition where potential failure of a non primarycomponent is likely to occur before the next scheduled inspection and where loss of the component wouldresult in a reduction in structural capacity

Safety Flag: Issued when an MNR employee observes a condition that is likely to pose a threat to the travelingpublic or railroad employee before the next scheduled inspection, but the condition will not and does nothave the potential to affect the structural capacity

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Refer to APPENDIX G for the required protocol following flag issuance. All MNR inspectors and employees muststrictly adhere to these flagging flowcharts.

Refer to APPENDIX D for lists of responsible authority contacts.

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6—1Recordkeeping

CHAPTER 6 RECORDKEEPING

SECTION 6.1 INTRODUCTION

SECTION 6.2 MAINTENANCE OF PERMANENT RECORDS

SECTION 6.3 TRANSFER OF INFORMATION TO THE SYSTEM

SECTION 6.4 INSPECTION RECORDS

SECTION 6.5 ELECTRONIC RECORDS

SECTION 6.6 SCHEDULING

SECTION 6.7 SYSTEM SECURITY

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7—1Processes

CHAPTER 7 PROCESSES

SECTION 7.1 PRIORITY SCORING PROCESS

7.1.1 CONDITION SCORE

7.1.2 LOAD RATING SCORE

7.1.3 RISK SCORE

7.1.4 IMPORTANCE SCORE

SECTION 7.2 INSPECTION REVIEW PROCESSValidity of bridge inspection reports

Manager must spend a day or two with inspectors in field verifying the inspection process

SECTION 7.3 DATABASE AND INVENTORY REVIEW PROCESS

7.3.1 REVIEW OF INVENTORY INFORMATION

Check validity of inventory data. Intended to find errors in inventory. Could use sampling of reports.

7.3.2 CHANGING INVENTORY INFORMATION

7.3.3 CHANGING INVENTORY DATABASE STRUCTURE

SECTION 7.4 WEIGHT AND CLEARANCE RESTRICTION REVIEW PROCESS

SECTION 7.5 OVERALL PROGRAM EFFECTIVENESS REVIEW PROCESS

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Are problems being caught before becoming an issue.

Evaluation of representative sampling of bridge inspection reports/flagging information/problems.

7.5.1 CHANGING THE BRIDGE PROGRAM MANUAL

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8—1Design, Repair and Modification of Bridges

CHAPTER 8 DESIGN, REPAIR ANDMODIFICATION OF

BRIDGES

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9—1References

CHAPTER 9 REFERENCESState of New York, Department of Transportation, Bridge Inspection Manual, 1997

Long Island Railroad Bridge Inspection Guide, 2001

Recording and Coding Guide for the Structure Inventory and Appraisal of the Nation’s Bridges, 1995

Bridge/Structure Inspection Manual STR 001 (Amtrak), 1997

49 CFR Part 237

23 CFR Part 650

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A—1APPENDIX AMNR Designated Personnel

APPENDIX A MNR DESIGNATED PERSONNEL

MNR BRIDGE PROGRAMMANAGERName:

Additional Designations:

Other Title:

Contact Information:

Office Location:

MNR BRIDGE ENGINEER(S)Name:


Other Title:


Office Location:

MNR UNDERGRADE BRIDGE INSPECTION TEAM LEADER(S)Name:


Other Title:


Office Location:

MNR OVERHEAD BRIDGE INSPECTION TEAM LEADER(S)Name:


Other Title:


Office Location:

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A—2 BRIDGE MANAGEMENT PROGRAMMANUALMETRO NORTH RAILROAD

MNR INSPECTION TEAMMEMBER(S)Name:


Other Title:


Office Location:

MNR BRIDGE CONSTRUCTION SUPERVISOR(S)Name:


Other Title:


Office Location:

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B—1APPENDIX BMNR Track Charts

APPENDIX B MNR TRACK CHARTS

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C—1APPENDIX C Special Bridge Lists

APPENDIX C SPECIAL BRIDGE LISTS

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D—1APPENDIX D Responsible Authority Contacts

APPENDIX D RESPONSIBLE AUTHORITY CONTACTS

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E—1APPENDIX E Condition Rating Examples

APPENDIX E CONDITION RATING EXAMPLES

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F—1APPENDIX F Inspection and Reporting Forms

APPENDIX F INSPECTION AND REPORTING FORMS

Job Safety Briefing FormStandard Inspection – Type I/II – General Information Form

Location InformationGeneral InformationSegment and Substructure IdentificationSegment Structure InformationSegment Ownership and Maintenance InformationSegment Construction InformationClearance InformationSegment Load Rating and RestrictionSegment Critical Feature InformationSegment Maintenance, Repair, Rehabilitation and ReconstructionSegment Flagging InformationSegment Inspection InformationSegment Inspection Frequency InformationSegment Priority Scoring

Standard Inspection Type I/II – Deck Inspection FormStandard Inspection Type I/II – Superstructure – Arch Inspection FormStandard Inspection Type I/II – Superstructure – Box Inspection FormStandard Inspection Type I/II – Superstructure – Encased Inspection FormStandard Inspection Type I/II – Superstructure – Girder/Beam Inspection FormStandard Inspection Type I/II – Superstructure – Pipe Inspection FormStandard Inspection Type I/II – Superstructure – Slab Inspection FormStandard Inspection Type I/II – Superstructure – Truss Inspection FormStandard Inspection Type I/II – Channel and Waterway Inspection FormStandard Inspection Type I/II – Railroad Walkway Inspection FormStandard Inspection Type I/II – Paint Inspection FormStandard Inspection – Type II – Tunnel Inspection FormStandard Inspection – Type III – General Information and Inspection FormInspection Sketch FormInspection Photo Log FormSpecial Inspection – Fracture Critical – Cover Sheet (General Information Form)Special Inspection – Movable – Cover Sheet (General Information Form)Special Inspection – Load Rating – Cover Sheet (General Information Form)Emergency Inspection FormFlag Form

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G—1APPENDIX G Flagging Flowcharts

APPENDIX G FLAGGING FLOWCHARTS

FIGURE G 1: MNR FLAG TYPES

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G—2 BRIDGE MANAGEMENT PROGRAMMANUALMETRO NORTH RAILROAD

FIGURE G 2: COLLISION FLAG WORKFLOW

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FIGURE G 3: EMERGENCY FLAG WORKFLOW

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G—4 BRIDGE MANAGEMENT PROGRAMMANUALMETRO NORTH RAILROAD

FIGURE G 4: RED FLAG WORKFLOW

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FIGURE G 5: YELLOW AND SAFETY FLAG WORKFLOW

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