Description

This section covers bridge deck repairs over relatively small areas. Large-scale deck repair or replacement work should typically include project-specific plans and be in accordance with Item 422, “Concrete Superstructures.” The primary use of this section is to address unanticipated localized bridge deck damage that typically must be repaired quickly.
The work covered here can be categorized in two ways. First, by depth: (1) partial depth deck repairs, (2) deck repair over precast deck panels (PCP), and (3) full-depth bridge deck repair. Second, by speed: (1) ultra-rapid, (2) rapid, (3) accelerated, and (4) normal.
  • Defining Bridge Deck Repairs by Depth:
    • Partial-depth bridge deck repairs are typically performed on full-depth cast-in-place bridge decks. Damage in the top of the deck only (not progressing full depth) is due to initial slab defects such as improper consolidation or insufficient concrete clear cover over the reinforcing steel; abrasion; wear; or top reinforcing mat steel corrosion.
    • Distress can also occur in the cast-in-place sections of deck above precast concrete panels (PCP’s). Regardless of the severity, when performing deck repairs in such cases the cast-in-place portion should be removed to expose the top of the PCP, which then becomes the bonding interface for the
      repair
       material. When spalling is occurring above a precast panel, the underside of the panel should be checked for distress. If there is substantial staining on the girder side faces indicating roadway drainage passing through the haunch concrete, panels likely should be replaced with a full depth repair.
    • When damage extends into the PCP portion of the deck, exhibited by visible cracking on the panel soffit, then it should be treated as a full-depth deck repair.
    • Full depth repairs are typically performed when partial depth distress has gone untreated and has progressed to full depth distress as discussed in the commentary of this section and when required to perform expansion joint replacement.
  • Defining Bridge Deck Repairs by Speed (Required Return to Service):
    • Often, the factor that trumps all others in bridge deck repair work is the need to return a structure to service quickly. Bridge deck failures and consequent lane closures can have hugely detrimental impacts on traffic, particularly in urban environments. Over the years, repair material suppliers and contractors have become accustomed to the need for extraordinarily quick turnaround, and have catered their services around that need. However, it has been observed that re-repair of previously repaired decks occurs frequently when the rapid strength gaining materials are used. This is further expanded upon in the commentary of this section.
    • In this section there are four categories of repair material based on the needed return to service time. Ultra-rapid repair material can attain sufficient compressive strength for return to service in 2 to 4 hours. Rapid repair materials can generally be returned to service in 6 to 8 hours. Class K material is batched concrete designed specifically in deck repair applications for accelerated strength gain and return to service, usually in less than 12 hours (not including moist curing time). Class S concrete is the best long term solution but can take several days to achieve sufficient strength. Follow the plan requirements related to required strength prior to opening to traffic. If no guidance is provided, provide concrete able to obtain a minimum of 3,600 psi compressive strength prior to opening to traffic.