Road B5 Bridges Inspection Detailed Report

MTRD
ICT
MINISTRY OF
TRANSPORT
AND
INFRASTRUCTURE
STATE DEPARTMENT OF
INFRASTRUCTURE
MATERIALS TESTING AND RESEARCH
DIVISION(MTRD)
DETAILED INSPECTION OF BRIDGES

ALONG NAKURU-NYAHURURU-NYERI
MARUA ROAD(B5)
MTRD REPORT NO.1233
MAY,2015
CHIEF ENGINEER (MATERIALS )

P.O. BOX 11873-00400
NAIROBI
INTERNATIONAL CONSULTANTS
AND TECHNOCRATS(ICT) PVT LTD
A-8, GREEN PARK NEW DELHI
-110016, INDIA
DETAILED INSPECTION REPORT FOR BRIDGES ALONG ROAD B5
MTRD
1.0
ICT
INTRODUCTION
This bridge inspection report is in response to a request made by M/S

International Consultants and Technocrats (ICT) Pvt Ltd of A-8, Green Park
New Delhi -110016, and India to undertake inspection of structures along road
B5. This was done under the project: Consultancy Services for a Feasibility
Study, EIA, SIA and Detailed Designs Including Tender Documents for
Rehabilitation of Nakuru-Nyahururu-Nyeri Marua Road.
A total of seven structures had been targeted for detailed inspection as listed
below.
i. Bridge
ii. Bridge
iii. Bridge
iv. Bridge
v. Bridge
vi. Bridge
vii.Bridge
at
at
at
at
at
at
at
Km
Km
Km
Km
Km
Km
Km
60+030
84+520
93+380
102+510
125+670
142+450
173+120
This report contains a description of the structures, visual observations,

description of testing methods, test results for various parameters based on
different Non-Destructive Testing methods, conclusions and recommendations.
The report is factual and dwells mainly on the status of structural elements
and their material components.
The primary results of these inspections are given and the critical problems
have been highlighted.
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1.1
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Scope of work
The scope of work as shown below involved testing of structural elements in

both the superstructures and substructures for each of the seven bridges for
several parameters using various Non-Destructive Testing methods.
Table 1: Scope of work
Item
no.
Structural
Parameters tested
Inspection details/methods
element
Appearance
Re-bar details
1
Abutments
Insitu Concrete strength

Quality, homogeneity and
internal defects of concrete
matrix
Deterioration status of the
concrete matrix
i. Corrosion
ii. Remaining effective
good covers
Crack profiling
i. Width
ii. Depth
iii. length
Piers
i. Wall type
ii. Column
type
Deck slab
Steel Girders
Carry out visual inspection

Carry out electromagnetic
tests
Carry out Schmidt hammer
tests
Carry out ultrasonic pulse
velocity tests
i.
Carry out
resistivity/half cell
potential tests
ii. Carry out carbonation
depth tests
i.
Use of crack width

microscope to measure
crack widths
ii. Carry out ultrasonic
tests to measure crack
depths
Ditto
Ditto
Ditto
Laminations
Corrosion
Ditto
Carry out ultrasonic tests
Carry out visual inspection
and ultrasonic thickness tests
Carry out ultrasonic tests
Carry out radiographic tests
Plate thicknesses
Continuity of critical welds
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if any
5
3.0
Ancillary Fixtures
i. bearings
ii. expansion
gaps
Appearance
Carry out visual inspections
SUMMARY OF TEST RESULTS
Generally the findings from all the tests done indicate a lot of similarity for six
structures in terms of re-bar distribution for various structural elements,
cracking patterns, steel girder types ,numbers & sizes, type of ancillary fixtures
and concrete deterioration status.
The findings for bridge at km173+120 (at Marua) were different from those of
other structures.
Inspection results have been summarized for each structure and are presented
below.
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BRIDGE AT KM 60+030
This is a single span structure comprising a composite deck with 5 no. steel
beams, wall type RC abutments and wing walls.
Photo 1: A side view of bridge at km 60+030
3.1.1
ABUTMENTS
3.1.1.1
Visual Inspection
Two vertical cracks running full height were found on the Nyeri side abutment.
The cracks appear approximately midway between the beam supports at the
abutment cap. The crack widths vary from 0.8-1.4mm

4050
2330
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Fig. 1: showing crack profiles for Nyeri side abutment
BRIDGE AT KM 60+030
Photo 2: a vertical crack on an abutment wall
One vertical crack was found on the Nyahururu side abutment. The crack
appearednear the inner RHS beam support at the abutment cap and
propagated the full height of the abutment wall. The maximum crack width
recorded was.1.0 mm

4050
2330
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Fig. 1: showing crack profiles for Nyeri side abutment
3.1.1.2
Steel Reinforcement details for the Abutments
The reinforcement details as gathered through electromagnetic method revealed

the spacing of the reinforcement bars in the abutment walls on either side of
the bridge was not uniform in the vertical and horizontal directions, varying
between 400mm- 450mm and 380-450mm respectively . The vertical re-bars
were 25 mm diameter while the horizontal were 16 mm diameter.
BRIDGE AT KM 60+030
The average covers were varying at different points on either abutment with the
lowest at 33 mm and the highest at 71 mm.
3.1.1.3
Concrete
strength,
quality
and
homogeneity
for
the
Abutments
The concrete strength as measured through rebound (Schmidt) hammer
method recorded strengths of between 44.0N/mm2 to 54.0N/mm2
The concrete matrix was generally homogeneous as revealed through ultrasonic
method except at locations where cracks appeared.
3.1.1.4
Crack depths for the Abutments
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The crack depths were ultrasonically determined and found to be106mm at the
widest points.
3.1.1.5
Concrete Deterioration for the Abutments
Two methods were employed i.e. carbonation and resistivity potential to indicate
the level of deterioration of concrete.
The highest carbonation depth recorded was 6mm indicating a remaining good
cover of 27mm (least cover recorded was 33mm). This was an indication of low
level deterioration.
Probability of corrosion activity was insignificant as indicated by a high
resistivity potential of 111.4kcm.
3.1.2
DECK SLAB
3.1.2.1
Visual inspection of the Deck Slab
Deck slab thickness was 200mm.

There were several multi directional cracks appearing from the soffit of the
deck. The cracks were distributed all over the deck soffit.
Maximum crack width was 1mm.
3.1.2.2
Steel Reinforcement details of the Deck Slab

that the distribution of the reinforcement bars in the deck slab was uniform
both in both longitudinal and transverse directions. The longitudinal re-bars
were 20 mm diameter at an average spacing of 400mm while the transverse
were 16 mm diameter at an average spacing of 300 mm. The average covers
were 50mm and 35mm for longitudinal re-bars and transverse re-bars
respectively.
3.1.2.3
Concrete strength, quality and homogeneity
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method recorded an average strength of between 56N/mm2 62N/mm2
The concrete matrix was inhomogeneous as revealed through ultrasonic
method. This could be due to cracking on the deck slab soffit.
3.1.2.4
Crack depths
The crack depths were ultrasonically determined and found to be through

cracks
3.1.2.5
Concrete Deterioration of Deck Slab
cover of 29mm (least cover recorded was 35mm).This was an indication of low
Deterioration in this case refers to chemical effects and not physical.
Probability of corrosion activity was insignificant as indicated by high resistivity
potential of 110.2
BRIDGE AT KM 60+030
3.1.4
WING WALLS
3.1.4.1
Visual Inspection of the Wing Walls
There were no visual structural defects on the wing walls

3.1.4.2
Steel Reinforcement Details for the Wing Walls
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the spacing of the reinforcement bars in the wing walls on either side of the
bridge not to be uniform in the vertical and horizontal directions, varying
between 380mm- 480mm and 390-470 mm respectively.
The vertical re-bars were 20 mm diameter while the horizontal were 16 mm.
The average covers were varying at different points on either side with the
3.1.4.3
Concrete strength, quality and homogeneity for the wing
walls
method recorded an average strength of 58.0N/mm2
method.
3.1.5
STEEL GIRDERS
3.1.5.1
Visual Inspection of Steel Girders
There were spots of paint peeling off from the bracings and beams.
The top flanges near the abutment supports had started to corrode as revealed
by red/brown colouration stains at the slab soffit joint. However the corrosion
was at an early stage without causing any significant reduction in thickness of
the steel plate.
There was accumulation of soil at the abutment caps which covered the bottom
flanges of the steel girders causing the paint to peel off resulting in early stages
of corrosion.
BRIDGE AT KM 60+030
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The bolts and nuts for all the joints were in good condition.
There were no critical welded joints.
3.1.5.2
Ultrasonic Thickness Tests for Steel Girders
There was no delaminating of the plates as determined ultrasonically. The

thicknesses for the flange and web plates were determined ultrasonically and
found to be uniform.
3.1.6
BEARINGS
The bearing type was elastomeric of approximate size 400x280x 30 mm and

was in good condition.
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BRIDGE AT KM 93+380
This is a single span structure comprising a composite deck with 5 no. steel
beams, wall type RC abutments and wing walls.
3.2.1
ABUTMENTS
3.2.1.1
Visual Inspection Abutments
There were four regularly spaced vertical cracks running full height on the
Nyeri side abutment. The cracks appeared approximately midway between the
beam supports at the abutment cap.
2600
1670
1880
1900
210
Fig 3: sketch showing the crack profiles on the Nyeri side abutment wall
The crack widths varied from 0.6-1mm.

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BRIDGE AT KM 93+380
Three regularly spaced vertical cracks running full height were found on the
Nyahururu side abutment. The cracks appeared approximately midway
between the beam supports for the inner LHS& RHS beams and the centre
beam.
3140
2650
2300
2000m
Fig 4: showing crack profiles for Nyahururu side abutment-measurement in mm
Photo 4: Showing a vertical crack on an abutment

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3.2.1.2
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the distribution of the reinforcement bars in the abutment walls on either side
of the bridge to be uniform in the vertical and horizontal directions.
BRIDGE AT KM 93+380
The vertical s re-bars were 25 mm diameter at an average spacing of 450mm
while the horizontal were 16 mm diameter at an average spacing of 450 mm.
The average covers were varying at different points on either abutment with the
lowest at 28 mm and highest at 66 mm.
3.2.1.3
Concrete
strength,
quality
and
homogeneity
for
the
Abutments
method recorded strengths between 40.0 N/mm2 to 60N/mm2 for six test
points.
3.2.1.3
Crack depths
The crack depths were ultrasonically determined and found to be 61mm at the
widest points.
3.2.1.4
Concrete Deterioration for the Abutments
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BRIDGE AT KM 93+380
3.2.2
DECK SLAB
3.2.2.1
Visual inspection Of the Deck Slab

deck. The cracks were distributed all over the deck soffit. There were two major
cracks that ran full width on each half of the Nyeri side and Nyahururu side of
the deck at approximatetly1500mm from the cross bracing. There were leakage
stains along these cracks, an indication that the cracks were through hence
the risk of exposure of re-bars to corrosion due to water ingress at the
locations. (See photos below)
Photo 5: showing a transverse crack on the deck of bridge at km 93+380

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Photo 6: a closer view of the crack in photo 5 above
BRIDGE AT KM 93+380
3.2.2.2
Steel Reinforcement details for the Deck Slab

that the distribution of the reinforcement bars in the deck slab was uniform
both in both longitudinal and transverse directions. The longitudinal re-bars
were 20 mm diameter at an average spacing of 400mm while the transverse
were 16 mm diameter at an average spacing of 300 mm. The average covers
were 50mm and 34mm for longitudinal re-bars and transverse re-bars
respectively.
3.2.2.3
Concrete strength, quality and homogeneity for the Deck Slab

method recorded an average strength of 55N/mm2 for three test locations.
method. This was especially due to numerous multi directional cracks on the
deck slab soffit.
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3.2.2.4
ICT
Crack depths
The crack depths for the major transverse cracks were ultrasonically
determined and found to be through cracks at the widest points.
3.2.2.5
Concrete Deterioration
Deterioration in this case refers to chemical effects, not physical.
resistivity potential 108.6
BRIDGE AT KM 93+380
3.2.3
WING WALLS

There were no visible structural defects on the wing walls.
3.3.3.1
Steel Reinforcement Details

the distribution of the reinforcement bars in the wing walls on either side of the
bridge to be uniform the vertical and horizontal directions.
The vertical re-bars were 220 mm diameter at an average spacing of 450mm
while the horizontal were 16 mm diameter at an average spacing of 350mm.
The average covers were varying at different points on either side with the
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3.2.3.2

method recorded strengths of between 58.0N/mm2 to 65N/mm2.
method.
3.3.4
STEEL GIRDERS
3.2.4.1
Visual inspection of Steel Girders
There were spots of paint peeling off from the bracings and girders.
The top flanges near the abutments had started to corrode for approximately
700 mm length. However the corrosion was at an early stage without causing
any significant reduction in thickness of the steel plates.
Photo 1: showing spots of paint peeling off a bracing on bridge at km 93+380
BRIDGE AT KM 93+380
of corrosion.
3.2.4.2
Thickness Tests for Girder Plates
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3.3.5
BEARINGS
The bearing type is elastomeric of approxsize400x280.30 while loaded and were

in good condition.
photo 8:showing a bridge bearing for bridge at km 93+380
3.3.6
OTHER BRIDGE FITTINGS
The guard rails were in good condition.
photo 2:showing guardrails for bridge at km 93+380
3.3
BRIDGE AT KM 84+520
This is a three span structure comprising a composite deck with 5 no. steel
girders for each span, wall type RC abutments, column type RC piers and wing
walls.
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Photo 9:Showing the Approach for bridge at km 84+520
Photo 10: showing the soffit of bridge at km 84+520
3.3.1
ABUTMENTS
3.3.1.1
Visual Inspection of Abutments
Two vertical cracks running from mid way the height downwards were found on
the Nyahururu side abutment. The crack widths ranged between 0.6-1.0mm.
3000mm
3000m
Fig 5:showing crack profiles on the nyahururu side abutment
BRIDGE AT KM 84+520
One vertical crack running from mid-way the height downwards was found on
the Nyeri side abutment. The crack width was 0.8mm at the widest point.
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3.3.1.2
ICT

the bridge not to be uniform in the vertical and horizontal directions, varying
between 480mm- 520mm and 360-440mm respectively. The vertical re-bars
were 25 mm diameter while the horizontal were 16 mm diameter. The average
covers were varying at different points on either abutment with the lowest at 36
mm and the highest at 66mm.
3.3.1.3
Concrete
strength,
quality
and
homogeneity
for
the
Abutments
The concrete strength as measured through rebound (Schmidt) Hammer
method recorded average strengths of 50.0N/mm 2 and 54.0N/mm2 for the
Nyeri and Nyahururu sides respectively.
method.
3.3.1.4
Crack depths for the abutment walls
The crack depths were ultrasonically determined and found to be 27 mm at the

widest points.
3.3.1.5
The highest carbonation depth recorded was 3 mm indicating a remaining good

cover of 29mm (least cover recorded was 32mm.This was an indication of low
resistivity potential of 111.6 kcm
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BRIDGE AT KM 84+520
3.3.2
DECK SLAB
3.3.2.1
Visual Inspection of the Deck Slab

cracks that ran full width on each quarter of each span at approximately
1500mm from the transverse bracing. There were leakage stains along these
cracks, an indication that the cracks were through hence the risk of exposure
of re-bars to corrosion due to water ingress at the locations.Othermulti
directional cracks are distributed over the entire deck slab soffit.
Photo 11: showing a transverse crack on the deck slab of bridge at km 84+520

3.3.2.2
Steel Reinforcement Details for the Deck Slab

the distribution of the reinforcement bars in the deck slab to be uniform in the
longitudinal and transverse directions. The longitudinal re-bars were 20 mm
diameter at an average spacing of 400mm while the transverse were 16 mm
diameter at an average spacing of 300 mm. The average covers were 45mm and
27mm for longitudinal re-bars and transverse re-bars respectively.
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BRIDGE AT KM 84+520
3.3.2.1

method recorded an average strength of 46N/mm2
method. This could be attributed to numerous multi directional cracks on the
deck slab soffit.
3.3.2.2
Crack depths for the Deck Slab
The crack depths were ultrasonically and visually determined and found to
through at the widest points.
3.3.2.1
Concrete Deterioration for the Deck Slab
cover of 24mm (least cover recorded was 27 mm).This was an indication of low
Deterioration in this case refers to chemical effects rather than physical.
resistivity potential of 111.6.
3.3.3
WING WALLS
3.3.3.1
There were no visual structural defects on the wing walls.

3.3.3.2
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the spacing of the reinforcement bars in the wing walls on either side of the
bridge not to be uniform in the vertical and horizontal directions, varying
were 20 mm in diameter while the horizontal were 16 mm .The average covers
were varying at different points on either side with the lowest at 36 mm and
highest at 64 mm.
BRIDGE AT KM 84+520
3.3.3.3
Concrete Strength, Quality and Homogeneity of the Wing
Walls
method recorded an average strength of 55.0N/mm 2 and 54.0N/mm2 for Nyeri
and Nyahururu side respectively.
method.
3.3.4 STEEL GIRDERS
3.3.4.1
The girders were generally in good condition.

There were no critical welded joints along the entire length of the girders.
There were mud stains at the abutment support, causing early stages of
corrosion to the LHS girder near the abutment support for a length of
approximately 1m.
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Photo 12:showing stains on a bottom flange of a steel girder for bridge at km 84+520
3.3.4.2
Ultrasonic Thickness Tests for Steel Girders

BRIDGE AT KM 84+520
3.3.5
PIER COLUMNS
3.3.5.1
Visual Inspection of Pier Columns
The pier columns were generally in good condition.
Photo 13: showing part of a pier column for bridge at km 84+520
3.3.5.2
Steel Reinforcement details
There were 2 No. pier columns on either side of the river channel where the
central span is supported.
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The columns sizes were 750x600mm.

8 no.32mm diameter re-bars in each column. The average covers were varying
at different points on the faces of each column with the lowest at 40 mm and
highest at 70 mm.
3.3.5.3

method recorded average strengths of 55 N/mm 2 and 62 N/mm2 for Nyahururu
side and 48N/mm2 and 54.0N/mm2 for Nyeri side.
method. The quality of concrete was also found to be good through direct
transmission mode of ultrasonic pulses where an average velocity of 4.2 km/s
was recorded.
BRIDGE AT KM 84+520
3.3.5.4
Concrete matrix Deterioration for pier columns

cover of 37mm (least cover recorded was 40mm. This was an indication of low
resistivity potential of 111.6 kcm.
3.3.5.5
BEARINGS
The bearing type is elastomeric of approximate size400x280x30mm. They were

in good condition.
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Photo 14: Showing a bridge bearing for bridge at km 84+520
3.3.6
The guard rails were in good condition.
photo 15:showing bridge fittings for bridge at km 84+52
3.4
BRIDGE AT KM 102+510
The structure comprises a composite deck with 5 no. steel beams, wall type RC
abutments and wing walls.
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Photo 16: showing a side view of bridge at km 102+510
3.4.1
ABUTMENTS
3.4.1.1
Visual inspection for the Abutments
Four vertical cracks running from approximately quarter the height of the
abutment downwards were found on the Nyeri side abutment. The cracks
appeared along a line approximately midway between the beam supports at the
abutment cap. The crack widths varied from 0.4-1.2mm.
1
4
0
100
0
189
0
190
0
2800
Fig 6: sketch showing crack profiles for Nyeri side abutment for bridge at km 102+510
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Two vertical cracks from approximately mid height down wards were found on
the Nyahururu side abutment. The cracks appeared along a line approximately
midway between the two RHS beam supports and between the LHS and centre
beam supports.
2
0
0
0
4300mm
2600mm
Fig 6: sketch showing crack profiles for Nyahururu side abutment for bridge at km 102+510
Photo 17: showing a vertical crack on an abutment wall for bridge at km 102+510
There was scouring of the Nyeri side abutment bottom level up to 1400mm
high reducing the re-bar covers along this line which is mostly submerged
when water levels are high.
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Photo 19: showing a scoured surface at the bottom of the abutment for bridge at km
102+510
3.4.1.2

of the bridge to be uniform in the vertical and horizontal directions. The
vertical re-bars were 25 mm in diameter at an average spacing of 450mm while
the horizontal were 16 mm diameter at an average spacing of 400mm. The
average covers were varying at different points on either abutment with the
lowest at 26 mm and highest at 60 mm.
3.4.1.3
Concrete
strength,
quality
and
homogeneity
for
the
Abutments
method recorded strengths of between 40.0 N/mm2 to 59.0N/mm2.
3.4.1.4
Crack depths

widest points.
3.4.1.5
Concrete Deterioration for the abutments
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cover of 22mm (least cover recorded was 26mm), see table ... for calculation of
balance of carbonation depth).This was an indication of low level deterioration.
3.4.2
DECK SLAB
3.4.2.1
Visual inspection of the Deck

cracks that ran full width on either half of the Nyeri side and Nyahururu side
of the deck at approx1, 500 mm from the transverse bracing. There were
leakage stains along these cracks, an indication that the cracks were through
hence the risk of exposure of re-bars to corrosion due to water ingress at the
locations. (See photos below).
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Photo 20: showing cracks on the deck slab of bridge at km 102+510
Maximum crack width was 0.8 mm.

3.4.2.2
The reinforcement details gathered through electromagnetic method revealed

that the distribution of the reinforcement bars in the deck slab to be uniform in
the longitudinal and transverse directions. The longitudinal re-bars were 20
mm in diameter at an average spacing of 400mm while the transverse were 16
mm diameter at an average spacing of 300 mm. The average covers were 45 mm
and 60mm for longitudinal and transverse re-bars respectively.
3.4.2.3
The concrete strength measured through rebound (Schmidt) hammer method

recorded an average strength of 55.5N/mm2.
method. This could be attributed to numerous multi directional cracks on the
deck slab soffit.
3.4.2.4
Crack depths
widest points.
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3.4.2.5
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cover of 40mm (least cover recorded was 45mm). This was an indication of no
deterioration.
3.4.3
WING WALLS
3.4.3.1
Visual Inspection of Wing Walls
There were no visible structural defects on the wing walls

3.4.3.1 Steel Reinforcement Details for wing walls
the distribution of the reinforcement bars in the wing walls on either side of the
bridge to be uniform in the vertical and horizontal directions. The vertical rebars were 20 mm diameter at an average spacing of 500mm while the
horizontal were 16 mm diameter at an average spacing of 400mm. The average
covers were varying at different points on either side with the lowest at 29 mm
and highest at 55 mm.
3.4.3.2
Concrete strength, quality and homogeneity for Wing Walls

method recorded strengths between of 49.0N/mm2 to 60.0N/mm2.
method.
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3.4.4
STEEL GIRDERS
3.4.4.1
Visual
There were spots of paint peeling off on the bracings and beams
Photo 21: showing a point where paint has peeled off a bottom flange plate of a girder for bridge at km
102+510
of corrosion.
3.4.4.2
Ultrasonic Plate Thickness Tests for Steel Girders

3.4.4.3
BEARINGS
The bearing type was elastomeric of approximate size300x280.30 and were in

good condition.
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3.4.4.4
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The guard rails were intact and in good condition.
Photo 22: showing the guardrails for bridge at km 102+510
MTRD
3.5
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girders which are continuous through the three spans, wall type RC
abutments, and wall type RC piers .There were no wing walls-gabion boxes had
been used instead.
3.5.1
ABUTMENTS
3.5.2
Visual Inspection of Abutments
The abutments could not be accessed due to protection works (stone pitching)
3.5.3
DECK SLAB
3.5.3.1
Visual inspection of the Deck Slab

There were numerous (dense) multi directional cracks appearing from the soffit
of the deck. The cracks were distributed all over the deck soffit. There were two
major cracks that ran full width on each quarter of the span at the transverse
bracings.
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There were leakage stains along these cracks, an indication that the cracks
were through hence the risk of exposure of re-bars to corrosion due to water
ingress at the locations.(see photos below)
Photo 23: showing cracks on the deck slab of bridge at km 125+670
Vibrations could be felt midspan upon movement of vehicles on the deck.

3.5.3.2
Steel Reinforcement details for the deck slab

the longitudinal and transverse directions. The longitudinal re-bars were 20
mm in diameter at an average spacing of 400mm while the transverse were 12
mm diameter at an average spacing of 300 mm. The average covers were 25mm
and 45 mm for longitudinal and transverse re-bars respectively.
3.5.3.3

recorded a strength ranging between 40N/mm2 to 46.0N/mm2.
The concrete matrix was slightly inhomogeneous as revealed through
ultrasonic method. This could be attributed to cracks on the deck slab soffit.
3.5.3.4
Crack depths for the Deck Slab
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The crack depths were ultrasonically and visually determined and found to be
through cracks at the widest points.
3.5.3.5
Concrete Deterioration for the Deck Slab
cover of 21mm (least cover recorded was 25 mm).This was an indication of low
3.5.4
PIER WALLS
3.5.4.1
Visual inspection of the Pier Walls
There were two vertical cracks on the Nyeri side pier wall.
The protection works near the bases of the pier walls and for the Nyeri side
back fill were damaged.
The walls thicknesses were 600mm.
3.5.4.2
Steel Reinforcement Details for the Pier Walls
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the spacing of the reinforcement bars in the pier walls on either side of the
bridge to be uniform the vertical and horizontal directions at 300 and 450 mm
respectively. The vertical re-bars were 25 mm in diameter while the horizontal
were 16 mm .The average covers were varying at different points on either side
with the lowest at 40 mm and the highest at 67 mm.
3.5.4.3
Concrete Strength, Quality and Homogeneity of the pier walls

recorded an average strength of 51.0N/mm 2and 53.0 N/mm2 for Nyeri and
Nyahururu side respectively.
method. Direct transmission of ultrasonic pulses gave an average ultrasonic
velocity of 4.3 km/s, an indication of good quality concrete.
3.5.5
STEEL GIRDERS
3.5.5.1
The paint had peeled off the bottom flanges of the steel girders near the
abutment supports.
Photo 24: showing paint peeling off the bottom flange and web pates
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Three bracings-two on Nyeri side and one on Nyahururu side-were missing,

probably stolen. The beams were reachable near the abutments making it easy
for vandals to remove bolts and steal the bracings.
Photo 25: Showing a missing bracing on bridge at km 125+670
There were no critical welded joints along the entire length of the girders.
3.5.6
BEARINGS
The bearings were elastomeric measuring 400x280x 30 mm and were in good

condition.
Photo 26: Showing a bridge bearing for bridge at km 125+670
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BRIDGE AT KM 142+450(NEAR MWEIGA TOWNSHIP)
The structure comprises a composite deck with 5 no. steel beams, wall type RC
abutments and wing walls.
Photo 27: showing a side view of bridge at km 142+450
3.6.1
ABUTMENTS
3.6.1.1
Visual inspection of the Abutments
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Three vertical cracks running mid-way the height from the abutment cap were
found on the Nyahururu side abutment. One of the cracks appeared
approximately midway between the two RHS beam supports while the other
one propagated from the centre beam support at the abutment cap downwards.
Photo 28: Showing a vertical crack on the abutment wall for bridge at km 142+450
The maximum crack width was 1.1 mm

3.6.1.2

of the bridge to be uniform in the vertical and horizontal directions. The
vertical re-bars were 25 mm in diameter at an average spacing of 450mm while
the horizontal were 16 mm diameter at an average spacing of 400 mm. The
average covers were varying at different points on either abutment wall with
the lowest at 27 mm and highest at 67 mm.
3.6.1.3
Concrete
strength,
quality
and
Abutments
homogeneity
for
The
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recorded strengths of between 54 N/mm2 to 64 N/mm2.
The concrete matrix was homogeneous except for LHS of Nyahururu side,
though with no visible defects on the surface. This infers the likelihood of
internal defects within the concrete matrix at the tested location.
3.6.1.4
Crack depths
widest points.
3.6.1.5
potential 111.5.

3.6.2
DECK SLAB
3.6.2.1
Visual inspection of the deck slab

There were longitudinal cracks propagating from both Nyeri side and
Nyahururu side towards the middle of the span.
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Photo 29: showing longitudinal cracks on the deck of bridge at km 142+450
There were also other multi directional cracks distributed on the deck slab
soffit.
Maximum crack width was 1.0mm.
There was lime like substance on the surface of the deck slab soffit which
appeared prominently along the location of the re-bars forming a similar
pattern to that of the re-bars layout.
Photo 30: showing lime stains on the deck soffit

3.6.2.3

the distribution of the reinforcement bars in the deck slab to be uniform in the
longitudinal and transverse directions. The longitudinal re-bars were 20 mm
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diameter at an average spacing of 400mm while the transverse were 12 mm

diameter at an average spacing of 300 mm. The average covers were 45mm and
33 mm for longitudinal and transverse re-bars respectively.
3.6.2.4

method recorded an average strength of 53.3N/mm 2 (see details at various
point in table no....)
3.6.2.5
Crack depths

widest points.
3.6.2.6
cover of 27mm .This was an indication of low level deterioration.
potential of 111.3.

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3.6.3
WING WALLS
3.6.3.1
Visual inspection of the Wing Walls
There were no visual structural defects on the wing walls

3.6.3.2

the bridge not to be uniform in both vertical and horizontal directions varying
were 20 mm diameter while the horizontal were 16 mm diameter the average
covers were varying at different points on either abutment with the lowest at 40
mm and the highest at 68 mm.
3.6.3.3
Concrete strength, quality and homogeneity for the wing
walls
recorded strengths between 55.0N/mm2 to 62.0 N/mm2.
ultrasonic method.
3.6.4
STEEL GIRDERS
3.6.4.1
Visual inspection of Steel Girders
There were spots of paint peeling off on the beams signalling early stages of
corrosion. The LHS girder had a large spot where paint had peeled off on the
bottom flange.
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Photo 31: showing spots of paint peeling off from the steel girders

There was accumulation of soil at the abutment caps covering the bottom
of corrosion.
The bolts and nuts for the joints were in good condition.
3.6.4.2
Thickness tests

3.6.5
BEARINGS
The bearing type was elastomeric of size 400x280x 30 mm and was in good
condition.
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Photo 32:showing a bridge bearing for bridge at km 142+450
3.7
BRIDGE AT KM 173+120(MARUA)
girders for each span, column type RC abutments and column type RC piers
Photo 33: a side view of bridge at km 173+120
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3.7.1
ABUTMENTS
3.7.2
Visual Inspection of the abutments
The abutments could not be accessed due to gabion box protection works
Photo34: showing gabion boxes which prevented access to the abutment columns
3.7.3
DECK SLAB
3.7.2.1
Visual Inspection of the Deck Slab
The deck slab is in good condition. No structural defects were visible
3.7.2.2

the longitudinal and transverse directions.
The longitudinal re-bars were 16 mm diameter at an average spacing of 150mm
while the transverse were 12 mm diameter at an average spacing of 130 mm.
The average covers were 20 mm and 10mm for longitudinal re-bars and
transverse re-bars respectively.
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recorded an average strength of between 30.0 N/mm2 and 55.0 N/mm2.
ultrasonic method.
3.7.2.4
Concrete Deterioration of the Deck Slab
cover of 4mm (least cover recorded was 6 mm).This was an indication of high
level deterioration. It should be noted that the little balance of effective good
cover is contributed to by small initial covers and not due to deep carbonation.
3.7.3
STEEL GIRDERS
3.7.3.1
Visual inspection of steel girders
The girders were generally in good condition along the spans.

There was accumulation of soil through the expansion joint at the abutment
caps which upon removal revealed a serious corrosion attack for the bottom
flanges, mounting bolts, anchor plates and stiffening plates at the abutment
caps supports.
The Nyeri side girders mounting bolts, stiffener plates and the anchor plates
were severely corroded and had started to peel off. See photos below.
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Photo 35: showing corrode mounting bolt and bottom flange plate
Photo 36: showing a corroded mounting bolts and a stiffening plate.
Photo 37: showing corroded mounting bolt ,nut ,bottom flange plate and stiffener plate.
Notice the peel off
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Corrosion at early stages was also observed at the mid span joints.
See photo below
Photo 38: showing corrosion at early stages at the midspan joint
3.7.4
PIER COLUMNS
3.7.4.1
Visual inspection of pier columns
The pier columns are generally in good condition.
Photo 39: showing a column pier for bridge at km 173+120
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3.7.4.2
Steel Reinforcement details for Pier Columns
There were 4 No. pier columns on either side of the river channel where the
central span is suspended.
The columns sizes were 450x600mm.
8 No.32mm diameter re-bars in each column. The average covers were varying
at different points on the faces of the columns with the lowest at 18mm and
highest at 36 mm.The links were spaced at 250mm.
3.7.4.3
Concrete strength, quality and homogeneity for Pier Columns

recorded average strengths of 32 N/mm2 and 45 N/mm2 for Nyeri side and
43.0N/mm2 and 55.0N/mm2 for Karatina side.
method. The quality of concrete was also found to be good through direct
transmission of mode of ultrasonic method where an average ultrasonic pulse
velocity of 4.4 km/s was recorded.
3.7.4.4
Concrete Deterioration for Pier Columns

cover of 12mm (least cover recorded was 18mm).This was an indication of
medium level deterioration.
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BEARINGS
The bearing type was found to be steel plate laminations which had started to
corrode.
photo 40& 41:showing laminated metallic bearing on the Nyeri side abutment cap support
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CONCLUSIONS
From the results obtained, the following conclusions can be made:

i. There is severe cracking of the deck slabs
ii. The steel girders for the structures except bridge at km 173+120 are in
good condition but may need repainting.
iii. The concrete strengths recorded for the structural elements are
structurally okay.
iv. The concrete covers for the abutments and wing walls vary considerably
at different points on these structural elements.
v. The danger of re-bar corrosion is minimal except at locations where the
crack depths are greater than the concrete covers where water can get to
the re-bars.
vi. There is adequate effective good cover for steel reinforcement barscarbonation effect is minimal except forbridge at km 173+120 deck slab.
vii.The bearings for the structures are in good condition-except for bridge at
km 173+120
viii.
The deck slab forbridge at km 173+120 is in good condition
ix. The steel girders for bridge at km 173+120(Marua Bridge) are damaged
by corrosion at the abutment capsupport. This is the same case with the
mounting bolts and anchor plates-immediate attention is needed.
5.0
RECOMMENDATIONS
1) An action plan is needed to address the following

i. Cracking on the deck slabs and abutments
ii. Damaged protection works for bridge at km125+670
iii. Vandalism and theft of bracings for bridge at km 125+670
iv. Lime accumulation for bridge at km 142+450.
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v. Severe corrosion of anchor plates, mounting bolts and bottom flange

edges at the abutment caps for bridge at km 173+120
vi. Damage or lack of bearings for bridge at km 173+120
2) Development of a periodic inspection plan to monitor any further
deterioration or performance of any rehabilitation worksthat may be
implemented in response to no.1 above.
3) The custodians of the structuresshould maintain proper records for the
structures in future to enable comparison of status during inspection
and original design requirements.
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TESTS DONE
Seven tests were done namely:

i) Visual Inspection to ascertain the extent of wear and tear of the
structure.
ii) Ultrasonic Test to determine the homogeneity, quality, and
internal defects in the concrete matrix.
iii) Ultrasonic test to determine steel plate thicknesses and test for
delamination.
iv) Electromagnetic Test to establish the steel reinforcement details
for reinforced concrete.
v) Schmidt Hammer Test to determine the concrete strength insitu.
vi) Carbonation test to determine the effective good cover to the
reinforcement.
vii)
Resistivity potential to determine the probability of corrosion
of the re-bars.
4.1
Test Method Principles
4.1.1 Visual Inspection

Visual Inspection is used in maintenance of facilities, inspection of
equipment and structures using either or all of human senses such as
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vision, hearing, touch and smell. Visual Inspection typically means

inspection using human senses and/or any non-specialized inspection
equipment.
4.1.2
Schmidt Hammer Test
This method is based on the principle that the rebound of an elastic

mass depends on the hardness of the surface that it strikes. The
rebound number obtained from the Schmidt Hammer is correlated with
concrete cube crushing strength, whose calibration curves for 7 days and
28 days curing periods are contained in the digital instrument
4.1.3
Electromagnetic Test
This method is employed for locating steel in concrete using an

Electromagnetic Covermeter.
The principle method
of
test is by
electromagnetic induction. When a probe carrying an alternating field is

brought close to steel, eddy magnetic fields are generated by the steel,
which reduces the primary field of the probe. At maximum induction
level depicted by audio signals and reduction in minimum cover
measurement, the location and orientation of a reinforcement bar can be
established. After appropriate calibration, the technique is used to
determine concrete cover, location and diameter of reinforcement bars
(when reinforcement bars are parallel to the surface of the probe).
Normally, closely packed reinforcement bars influence the accuracy of
this method while determining the bar size. The accuracy of the method
employed for bar size determination is 2mm.
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4.1.4 Ultrasonic Pulse velocity Test

The velocity of ultrasonic pulses traveling through a solid material
depends on the density and the elastic properties of that material.
Ultrasonic pulse velocity testing using low frequency pulses of 54 kHz is
employed as a Non Destructive testing technique to determine the quality
and homogeneity of concrete. This is given by the velocity at which the
pulses will travel through the concrete. Regions of cracks or damaged
material will have a corresponding reduction in the pulse velocity due to
their high acoustic impedance.
In this case two modes of transmission were employed namely:

a) Direct transmission to determine the pulse velocity in km/s
hence the quality of concrete.
b)
Indirect transmission method was employed to determine the

homogeneity of concrete. A straight line graph of transit time
against distance indicates a homogeneous concrete
matrix.
Deviations from the straight line are indications of inhomogeneity.

4.1.5
Carbonation Test.
The drilling method is used to determine the depth of carbonation. The

drilled out material at prescribed depth is then analyzed for carbonation
using phenolphthalein reagent. Presence of carbonation is depicted by no
color change while the color changes to pink in the absence of
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carbonation.
A deterioration degree is judged based on the balance of carbonation
depth as shown in the table below.
Based on this table, the degree of reinforcement corrosion is None for
the results of tests having more than 30 mm depth for the balance of
carbonation depth.
Table 2: Evaluation of Carbonation Depth
Degree of
reinforcement
corrosion
High
T < 0 mm
Large
Medium
0 mm T < 10 mm
Medium
Low
10 mm T < 30 mm
Low
None
30 mm T
None
Note: Balance of Carbonation Depth = Cover Carbonation Depth
Deterioration
degree
Balance of
Carbonation Depth
4.1.6 Reinforcement Corrosion Investigation (Resistivity potential

method)
The time at which corrosion of steel may commence and the rate at
which it may proceed is dependent upon the properties of the cement
paste and the permeability of the concrete. Since the electrical
conductivity of concrete is an electrolysis process, which takes place by
ionic movement in the aqueous pore solution of the cement matrix, it
follows that a highly permeable concrete will have a high conductivity
and low electrical resistance.
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The knowledge of the electrical resistance of concrete can provide a

measure of the possible corrosion of steel embedded in it as shown below
Table 3: Resistivity Level vs Possible Corrosion Rate
Resistivity Level(k ohm cm)
<5
5-10
10-20
>20
Possible Corrosion Rate

Very high
high
moderate to low
insignificant
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DETAILED RESULTS DATA SHEETS
BRIDGE AT KM 60+030
ABUTMENTS
Electromagnetic test results for the abutments
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Abutment
Test Element/Location
LHS
At
abutme
nt cap
Centre
RHS
A1 Nyeri
Side
LHS
Along
the
middle
line
Centre
RHS
LHS
At
abutme
nt cap
Centre
RHS
A2
Nyahururu
Side
LHS
Along
the
middle
line
Centre
RHS
Re-bar spacing
Average
Re-bar size
wall
(mm)
covers
(mm)
Thickness
Vertical:350
Horizontal:400
Vertical:450
Horizontal:400
Horizontal:480
Horizontal: 400
Vertical:350
Horizontal:450
Vertical:450
Horizontal:400
Horizontal:480
Horizontal: 400
Vertical:450
Horizontal:500
Vertical:400
Horizontal:470
Horizontal:380
Horizontal:450
Vertical:450
Horizontal:420
Vertical:400
Horizontal:400
Horizontal:400
Horizontal:400
(mm)
Vertical:45
Horizontal:65
Vertical:42
Horizontal:63
Vertical: 35
Horizontal:60
Vertical:45
Horizontal:60
Vertical:36
Horizontal:60
Vertical: 35
Horizontal:60
Vertical:45
Horizontal:75
Vertical:35
Horizontal:65
Vertical: 61
Horizontal:33
Vertical: 52
Horizontal:66
Vertical:38
Horizontal:73
Vertical: 33
Horizontal:71
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical: 25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical: 25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical: 25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
(mm)
700
Schmidt Hammer Test Results for the Abutments

Average concrete strength
(N/mm2)
At abutment cap
A1 Nyeri Side
Along the middle
line
At abutment cap
A2 Nyahururu
Side
Along the middle

line
LHS
Centre
RHS
LHS
Centre
RHS
LHS
Centre
RHS
LHS
Centre
RHS
49.5
53.1
53.1
41.3
44.1
44.0
54.0
48.0
44.0
48.0
43.0
45.0
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BRIDGE AT KM 60+030
Ultrasonic Pulse Velocity Results for the Abutments
Homogeneity of concrete matrix
LHS
Centre
RHS
LHS
Centre
RHS
LHS
Centre
RHS
LHS
Centre
RHS
A1 Nyeri Side
A2 Nyahururu
Side
Homogeneous
Homogeneous
Homogeneous
Homogeneous
Homogeneous
Homogeneous
Homogeneous
Homogeneous
Homogeneous
Homogeneous
Homogeneous
Homogeneous
Carbonation Test Results for the Abutments

Test
Carbonation
Least cover
Balance of
Element/Location
depth
recorded
carbonation depth
(mm)
(mm)
(mm)
A1-Nyeri side
35
29
A2-Nyahururu side
33
27
Remarks
Low
deterioration
degree
Resistivity Test Results for the Abutments

Resistivity
Test
Element/Location
Remarks
(kcm)
A1-Nyeri side
111.3
A2-Nyahururu side
111.5
Probability of corrosion is
insignificant
Crack Profiles for the Abutments

Test
Element/Locatio
Crack
Crack length
Crack width
Crack depth
no.
(mm)
(mm)
(mm)
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Cr.1
A1-Nyeri side
A2-Nyahururu
side
Cr.2
Cr.1
Full height of the

abutment wall
Full height of the
abutment wall
Full height of the
abutment wall
1.4
160
0.8
76
0.8
70
BRIDGE AT KM 60+030
DECK SLAB
Electromagnetic Test Results for the Deck Slab
Deck slab
Test Location
DS1-Nyeri Side
DS3-Nyahururu
side
Re-bar spacing
Average covers
Re-bar size
Thickness
(mm)
(mm)
(mm)
(mm)
Longitudinal:400
Transverse:300
Longitudinal:400
Transverse:300
Longitudinal:50
Transverse:35
Longitudinal:55
Transverse:37
Longitudinal:20
Transverse:16
Longitudinal:20
Transverse:16
250
Schmidt hammer Test Results for the Deck Slab

Test Location
(N/mm2)
DS1-Nyeri Side
56.1
DS2 Mid Span
59.6
DS3-Nyahururu side
62.0
Ultrasonic Pulse Velocity Results for the Deck Slab

DS1-Nyeri Side
Not homogenous-transmission of ultrasonic pulses not

consistent
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DS2-Nyahururu side
Not homogenous-transmission of ultrasonic pulses not

consistent
Carbonation Test Results for the Deck Slab

Test
Element/Locatio
Carbonation
Least cover
Balance of
depth
recorded
carbonation
(mm)
(mm)
depth
Remarks
(mm)
DS1-Nyeri Side
35
29
DS3-Nyahururu
side
37
31
Low
deterioratio
n degree
BRIDGE AT KM 60+030
DECK SLAB
Resistivity Test Results for the Deck Slab
Resistivity
Test
Element/Locatio
Remarks
(kcm)
111.2
DS1-Nyeri Side
DS2-Nyahururu
side
insignificant
109.1
Crack profiles For the Deck Slab

Test
Element/Locatio
Crack
no.
Crack length
(mm)
Crack width
(mm)
Crack depth
(mm)
9.9-Full width
9.9-Full width
1.0
1.0
Through crack
Through crack
DS1-Nyeri side
DS3-Nyahururu
side
Cr.1
Cr.1
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WING WALLS
Electromagnetic Test Results for the Wing Walls
LHS
Nyeri Side
Nyahururu
Side
LHS
Re-bar spacing
Average
Re-bar size
(mm)
covers
(mm)
Vertical:380
Horizontal:460
Vertical:480
Horizontal:470
(mm)
Vertical:39
Horizontal:53
Vertical:45
Horizontal:60
Vertical:20
Horizontal:16
Vertical:20
Horizontal:16
Schmidt Hammer Test Results for the Wing Walls

(N/mm2)
Nyeri Side
Nyahururu Side
LHS
56.0
LHS
60.0
Ultrasonic Pulse Velocity Results for the Wing Walls

Homogeneity of concrete
matrix
Nyeri Side
LHS
Nyahururu Side
LHS
Homogeneous
BRIDGE AT KM 60+030
Carbonation Test Results for the Wing Walls
Test
Element/Locatio
n
Carbonation
Least cover
Balance of
depth
recorded
carbonation
(mm)
(mm)
depth
Remarks
(mm)
Nyeri side
Nyahururu side
26
20
31
25
Resistivity test results for the Wing Walls

Low
deterioratio
n degree
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Test
Resistivity
Element/Locatio
(kcm)
Remarks
Nyeri side
Nyahururu side
110.2
108.2
insignificant
BRIDGE AT KM 60+030
STEEL GIRDERS
Ultrasonic Tests for Plate Thickness & Lamination for steel girders
Steel Girder
Section Dimensions
Continuity Across
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No.
SG1 LHS
(mm)
Plate Thickness
6
0
0
No Delamination
22.5
13.8
SG2 LHS
6
0
0
No Delamination
22.7
13.7
Steel Girder
Section Dimensions
Continuity Across
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No.
SG3 Centre
(mm)
Plate Thickness
6
0
0
No Delamination
22.6
14.5
SG2 RHS
6
0
0
No Delamination
22.4
14.0
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BRIDGE AT KM 60+030
STEEL GIRDERS
Ultrasonic Tests for Plate Thickness & Lamination for steel girders
Steel Girder
Section Dimensions
Continuity Across
No.
(mm)
Plate Thickness
SG1 RHS
6
0
0
No Delamination
22.5
14.0
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BRIDGE AT KM 84+520-NDARAGWA
ABUTMENTS
Electromagnetic test results for the abutments
Abutment
Re-bar
Average
Re-bar size
wall
spacing
covers
(mm)
Thicknes
(mm)
(mm)
Vertical:500
Horizontal:450
Vertical:470
Horizontal:370
Vertical:480
Horizontal:360
Vertical:500
Horizontal:400
Vertical:520
Horizontal:400
Vertical:480
Horizontal:400
Vertical:450
Horizontal:400
Vertical:400
Horizontal:440
Vertical:500
Horizontal:400
Vertical:450
Horizontal:380
Vertical:400
Horizontal:450
Vertical:500
Horizontal:400
Vertical:45
Horizontal:66
Vertical:40
Horizontal:60
Vertical:36
Horizontal:54
Vertical:40
Horizontal:60
Vertical:40
Horizontal:60
Vertical:37
Horizontal:60
Vertical:45
Horizontal:65
Vertical:37
Horizontal:60
Vertical:35
Horizontal:60
Vertical:40
Horizontal:65
Vertical:36
Horizontal:60
Vertical:36
Horizontal:60
s
(mm)
LHS
At
abutment
cap
Centre
RHS
A1 Nyeri
Side
LHS
Along the
middle
line
Centre
RHS
LHS
At
abutment
cap
Centre
RHS
A2
Nyahururu
Side
LHS
Along the
middle
line
Centre
RHS
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
770
770

(N/mm2)
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LHS
Centre
RHS
LHS
Centre
RHS
LHS
Centre
RHS
LHS
Centre
RHS
At abutment cap
A1 Nyeri Side
Along the middle
line
At abutment cap
A2 Nyahururu
Side
Along the middle

line
51.7
41.1
54.9
54.1
48.8
53.8
48.1
55.7
52.5
57.6
53.3
54.9
BRIDGE AT KM 84+520
LHS
Centre
RHS
LHS
Centre
RHS
LHS
Centre
RHS
LHS
Centre
RHS
A1 Nyeri Side
A2 Nyahururu
Side
Homogeneous
Homogeneous
Homogeneous
Homogeneous
Homogeneous
Homogeneous
Homogeneous
Homogeneous
Homogeneous
Homogeneous
Homogeneous
Homogeneous

Test
Element/Location
A1-Nyeri side
A2-Nyahururu
side
Carbonation
Least
Balance of
Remarks/deterioration
depth
cover
carbonation
degree
(mm)
recorded
depth
(mm)
(mm)
32
29
Low
36
33
None
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Resistivity
Test
Element/Location
Remarks
(kcm)
111.7
A1-Nyeri side
A2-Nyahururu side
insignificant
111.5

Test
Element/Locatio
Crack
Crack length
Crack width
Crack depth
no.
(mm)
(mm)
(mm)
Cr.1
Cr.1
Cr.2
2000
1500
1500
0.8
1.0
0.6
25
27
22
A1-Nyeri side
A2-Nyahururu
side
BRIDGE AT KM 84+520
DECK SLAB
Deck slab
Test Location
DS1-Nyeri Side
DS3-Nyahururu
side
Re-bar spacing
Average covers
Re-bar size
Thickness
(mm)
(mm)
(mm)
(mm)
Longitudinal:400
Transverse:300
Longitudinal:400
Transverse:300
Longitudinal:45
Transverse:27
Longitudinal:45
Transverse:34
Longitudinal:20
Transverse:16
Longitudinal:20
Transverse:16

Test Location
(N/mm2)
DS1-Nyeri Side
46.0
220
MTRD
ICT
DS2-Nyahururu side
47.9


Slightly inhomogeneous
DS1-Nyeri Side
DS2-Nyahururu side
Slightly inhomogeneous

Test
Carbonation
Least cover
Balance of
Remarks/degree
Element/Locatio
depth
recorded
carbonation
of deterioration
(mm)
(mm)
depth
(mm)
DS1-Nyeri Side
24
21
low
DS2-Nyahururu
side
33
30
low
BRIDGE AT KM 84+520
DECK SLAB
Test
Resistivity
Element/Locatio
(kcm)
Remarks
DS1-Nyeri Side
110.7
DS3-Nyahururu
insignificant
MTRD
ICT
side
110.9
Crack Profiles for the Deck Slab

Test
Element/Locatio
n
DS1-Nyeri side
DS2-Nyahururu
side
Crack
Crack length
Crack width
Crack depth
no.
(mm)
(mm)
(mm)
Cr.1
Cr.2
Cr.1
Cr.2
Full
Full
Full
Full
width
width
width
width
1.2
1.0
1.2
1.2
Through cracks
WING WALLS
Re-bar spacing
Average
(mm)
covers
Re-bar size
Vertical:470
Horizontal:450
Vertical:350
Horizontal:260,370
(mm)
Vertical:40
Horizontal:61
Vertical:60
Horizontal:75
(mm)
Vertical:20
Horizontal:16
Vertical:20
Horizontal:16
Nyeri Side
RHS
Nyahururu Side
LHS

(N/mm2)
RHS
56.4
LHS
54.0
LHS
53.9
RHS
55.0
Nyeri Side
Nyahururu
Side
BRIDGE AT KM 84+520
MTRD
ICT
LHS
Homogeneous
RHS
Homogeneous
LHS
Homogeneous
RHS
Homogeneous
Nyeri Side
Nyahururu Side
MTRD
ICT
BRIDGE AT KM 84+520
STEEL GIRDERS
Ultrasonic Tests for Plate Thickness & Lamination
Steel Girder
Section Dimensions
Continuity Across
No.
(mm)
Plate Thickness
SG1 LHS
6
0
0
No Delamination
23.5
14.2
SG2 LHS
6
0
0
No Delamination
23.7
14.2
MTRD
ICT
BRIDGE AT KM 84+520
STEEL GIRDERS
Steel Girder
Section Dimensions
Continuity Across
No.
(mm)
Plate Thickness
MTRD
SG3 Centre
ICT
6
0
0
No Delamination
22.6
14.3
SG2 RHS
6
0
0
No Delamination
22.3
14.1
MTRD
ICT
BRIDGE AT KM 84+520
STEEL GIRDERS
Steel Girder
Section Dimensions
Continuity Across
No.
(mm)
Plate Thickness
SG1 RHS
6
0
0
No Delamination
22.4
13.9
MTRD
ICT
BRIDGE AT KM 84+520
PIER COLUMNS
Electromagnetic Test Results for the Pier Columns
Test element
Column Size(mm),
/location
No. & Arrangement of re-bars
Re-bar
Average
Link
size
covers
Details
(mm)
(mm)
(mm)
Side A:50
Side B:63
Side C:70
Side D:55
size:10
Spacing:300
A
20
0
200
PC 1-Nyeri
side
LHS
75
0
25
0
D
D
B
25
0
600
32
MTRD
ICT
A
200
PC 2-Nyeri
side
RHS
20
0
75
0
25
0
D
D
32
Side A:53
Side B:56
Side C:56
Side D:50
size:10
Spacing:300
25
0
600
BRIDGE AT KM 84+520
Test element
Column Size(mm),
Re-bar
Average
Link
/location
No. & Arrangement of re-bars
size
covers
Details
(mm)
(mm)
(mm)
Side A:58
Side B:56
Side C:51
Side D:60
size:10
Spacing:300
A
20
0
PC 1Nyahururu
side
LHS
20
0
75
0
28
0
D
D
B
28
0
600
32
MTRD
ICT
A
20
0
20
PC 1Nyahururu
side
LHS
75
0
2
5
0
D
D
Side A:55
Side B:56
Side C:50
Side D:50
32
B
25
0
600
BRIDGE AT KM 84+520
Schmidt Hammer Test Results for the Pier Columns
(N/mm2)
RHS
55.0
LHS
61.6
Nyeri Side
size:10
Spacing:300
MTRD
ICT
Nyahururu
Side
LHS
48.0
RHS
54.0
Ultrasonic Pulse Velocity Results for the Pier Columns for homogeneity
LHS
Homogeneous
Nyeri Side
RHS
Homogeneous
Nyahururu Side
LHS
Homogeneous
Homogeneous
RHS
Ultrasonic Pulse Velocity Results for the Pier Columns for quality of concrete
Transit time
(s)
Pulse velocity
Distance
(km/s)
(mm)
LHS
144
600
4.16
RHS
148
600
4.05
LHS
137
600
4.40
RHS
142
600
4.22
Nyeri Side
Nyahururu Side
remarks
Good quality
concrete
Carbonation Test Results for the Pier Columns

Test
Element/Locatio
n
Nyeri side
Nyahururu side
Carbonation
Least
Balance of
depth
cover
carbonation
degree
(mm)
recorded
depth
(mm)
(mm)
49
46
40
37
None
MTRD
ICT
BRIDGE AT KM 84+520
Resistivity Test Results for the Pier Columns
Test
Element/Locatio
n
Resistivity
Remarks
(kcm)
111.6
Nyeri side
Nyahururu side
insignificant
111.6
MTRD
ICT
BRIDGE AT KM 93+380
ABUTMENTS
Electromagnetic Test Results for the Abutments
Abutment
LHS
At
abutment
cap
Centre
RHS
A1 Nyeri
Side
LHS
Along the
middle
line
Centre
RHS
LHS
At
abutment
cap
Centre
RHS
A2
Nyahururu
Side
LHS
Along the
middle
line
Centre
RHS
Re-bar
Average
Re-bar size
wall
spacing
covers
(mm)
Thickness
(mm)
Vertical:450
Horizontal:400
Vertical:450
Horizontal:500
vertical:450
Horizontal:440
Vertical:450
Horizontal:400
Vertical:450
Horizontal:400
Vertical :450
Horizontal:420
Vertical:430
Horizontal:400
Vertical:440
Horizontal:400
Vertical :450
Horizontal:400
Vertical:450
Horizontal:400
Vertical:440
Horizontal:400
Vertical :450
Horizontal:400
(mm)
Vertical:30
Horizontal:55
Vertical:32
Horizontal:55
Vertical:40
Horizontal:65
Vertical:40
Horizontal:70
Vertical:36
Horizontal:50
Vertical:40
Horizontal:65
Vertical:28
Horizontal:55
Vertical:35
Horizontal:60
Vertical:54
Horizontal:72
Vertical:30
Horizontal:55
Vertical:30
Horizontal:55
Vertical:40
Horizontal:66
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
(mm)
700
700
MTRD
ICT

(N/mm2)
LHS
Centre
RHS
LHS
Centre
RHS
LHS
Centre
RHS
LHS
Centre
RHS
At abutment cap
A1 Nyeri Side
Along the middle
line
At abutment cap
A2 Nyahururu
Side
Along the middle

line
45.5
60.3
43.2
57.6
43.8
44.2
40.1
58.7
48.2
51.1
56.2
45.8
BRIDGE AT KM 93+380
ABUTMENTS
matrix
Homogeneous
Homogeneous
Homogeneous
Homogeneous
Homogeneous
Homogeneous
Homogeneous
Homogeneous
Homogeneous
LHS
Centre
RHS
RHS
LHS
Centre
RHS
Centre
RHS
A1 Nyeri Side
A2 Nyahururu Side

Test
Element/Location
A1-Nyeri side
A2-Nyahururu
side
Carbonation
Least
Balance of
depth
cover
carbonation
degree
(mm)
recorded
depth
(mm)
(mm)
30
25
Low
28
23
Low
MTRD
ICT

Resistivity
Test
Element/Location
Remarks
(kcm)
110.8
A1-Nyeri side
A2-Nyahururu side
insignificant
110.4

Test
Element/Locatio
n
Crack
Crack length
Crack width
Crack depth
no.
(mm)
(mm)
(mm)
1.0
61
1.0
60
0.8
48
0.6
40
Cr.1
A1-Nyeri side
Cr.2
Cr.3
Cr.4
Full height of
abutment wall
Full height of
abutment wall
Full height of
abutment wall
Full height of
abutment wall
BRIDGE AT KM 93+380
Test
Element/Locatio
n
Crack
Crack length
Crack width
Crack depth
no.
(mm)
(mm)
(mm)
Cr.1
A2-Nyahururu
side
Cr.2
Cr,3
Full height of
abutment wall
Full height of
abutment wall
Full height of
abutment wall
DECK SLAB
1.0
55
1.0
41
0.6
33
MTRD
ICT
Deck slab
Test Location
Re-bar spacing
Average covers
Re-bar size
Thickness
DS2 Mid Span
(mm)
Longitudinal:400
Transverse:300
Longitudinal:400
Transverse:300
(mm)
Longitudinal:54
Transverse:34
Longitudinal:35
Transverse:50
(mm)
Longitudinal:20
Transverse:16
Longitudinal:20
Transverse:16
DS3-Nyahururu
side
Longitudinal:400
Transverse:300
Longitudinal:34
Transverse:48
Longitudinal:20
Transverse:16
DS1-Nyeri Side
(mm)
200
Schmidt Hammer Test Results for the Deck Slab

Test Location
(N/mm2)
DS1-Nyeri Side
54.5
DS2 Mid Span
56.6
DS3-Nyahururu side
56.1


Homogeneous
DS1-Nyeri Side
Homogeneous
DS2 Mid Span
DS3-Nyahururu side
Homogeneous
BRIDGE AT KM 93+380
Test
Element/Locatio
n
Carbonation
Least cover
Balance of
Remarks/degree
depth
recorded
carbonation
of deterioration
(mm)
(mm)
depth
(mm)
DS1-Nyeri Side
MTRD
ICT
34
29
DS2 Mid Span
35
30
DS3-Nyahururu
side
34
29
Low
DECK SLAB
Resistivity
Test
Element/Locatio
Remarks
(kcm)
DS1-Nyeri Side
106.8
DS2 Mid Span
108.8
DS3-Nyahururu
side
110.2
insignificant

Test
Element/Locatio
n
DS1-Nyeri side
DS3-Nyahururu
side
Crack
Crack length
Crack width
Crack depth
no.
(mm)
(mm)
(mm)
11600-full width
11600-full width
1.0
1.0
Cr.1
Cr.1
Through crack
Through crack
WING WALLS
Nyeri Side
Nyahururu Side
Re-bar spacing
Average covers
Re-bar size
(mm)
(mm)
(mm)
LHS
Vertical:450
Horizontal:350
Vertical:37
Horizontal:60
Vertical:20
Horizontal:16
RHS
Vertical:450
Horizontal:350
Vertical:45
Horizontal:68
Vertical:20
Horizontal:16
MTRD
ICT
BRIDGE AT KM 93+380
(N/mm2)
Nyeri Side
Nyahururu Side
LHS
57.9
RHS
57.7
RHS
65.0
LHS
60.2


Homogeneous
LHS
Homogeneous
Nyeri Side
RHS
Homogeneous
Nyahururu Side
LHS
Homogeneous
RHS
MTRD
ICT
BRIDGE AT KM 93+380
STEEL GIRDERS
Steel Girder
Section Dimensions
Continuity Across
No.
(mm)
Plate Thickness
SG1 LHS
6
0
0
No Delamination
22.1
14.2
MTRD
ICT
SG2 LHS
6
0
0
No Delamination
22.0
14.2
BRIDGE AT KM 93+380
Steel Girder
Section Dimensions
Continuity Across
No.
(mm)
Plate Thickness
MTRD
SG3 Centre
ICT
6
0
0
No Delamination
22.5
14.0
SG2 RHS
6
0
0
No Delamination
22.4
14.2
MTRD
ICT
BRIDGE AT KM 93+380
Steel Girder
Section Dimensions
Continuity Across
No.
(mm)
Plate Thickness
SG1 RHS
6
0
0
No Delamination
22.1
14.0
MTRD
ICT
ABUTMENTS
Re-bar spacing
Average
Re-bar size
Abutment wall
(mm)
covers
(mm)
Thickness
(mm)
LHS
A1 Nyeri Side
Centre
RHS
LHS
Centre
A2
Nyahururu
Side
RHS
Vertical:450
Horizontal:400
Vertical:450
Horizontal:400
vertical:450
Horizontal:400
Vertical:450
Horizontal:400
Vertical:450
Horizontal:400
vertical:450
Horizontal:400
(mm)
Vertical:45
Horizontal:60
Vertical:40
Horizontal:50
Vertical:26
Horizontal:57
Vertical:40
Horizontal:55
Vertical:37
Horizontal:51
Vertical:30
Horizontal:55
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16

A1 Nyeri Side
Side A2
Nyahururu
LHS
Centre
RHS
LHS
Centre
RHS
ABUTMENTS
(N/mm2)
59.1
57.7
51.0
40.8
52.4
55.8
MTRD
ICT

matrix
Homogeneous
Homogeneous
Homogeneous
Homogeneous
Homogeneous
Homogeneous
LHS
Centre
RHS
LHS
Centre
RHS
A1 Nyeri Side
A2 Nyahururu Side
Test
Carbonation
Least
Balance of
Element/Location
depth
cover
carbonation
degree
(mm)
recorded
depth
(mm)
(mm)
Low
A1-Nyeri side
A2-Nyahururu
side
26
22
30
26
Low

Test
Resistivity
Element/Location
(kcm)
Remarks
110.8
A1-Nyeri side
insignificant
A2-Nyahururu side
110.8

Test
Crack
Crack length
Crack width
Crack depth
Element/Locatio
no.
(mm)
(mm)
(mm)
MTRD
ICT
A1-Nyeri side
A2-Nyahururu
side
Cr.1
Cr.2
Cr.3
Cr.4
Cr.1
Cr.2
1400
1400
1400
1400
2000
2000
0.4
0.7
1.2
1.2
0.8
1.0
20
33
42
40
35
38
DECK SLAB
Deck slab
Test Location
DS1-Nyeri Side
Re-bar spacing
Average covers
Re-bar size
Thickness
(mm)
(mm)
(mm)
(mm)
DS2 Mid Span
Longitudinal:400
Transverse:300
Longitudinal:400
Transverse:300
Longitudinal:45
Transverse:30
Longitudinal:45
Transverse:60
Longitudinal:20
Transverse:16
Longitudinal:20
Transverse:16
DS3-Nyahururu
side
Longitudinal:400
Transverse:300
Longitudinal:33
Transverse:45
Longitudinal:20
Transverse:16
Test Location
(N/mm2)
DS1-Nyeri Side
55.4
DS2 Mid Span
57.7
DS3-Nyahururu side
54.6

200
MTRD
ICT
Inhomogeneous
DS1-Nyeri Side
Inhomogeneous
DS2 Mid Span
DS3-Nyahururu side
Inhomogeneous

Test
Carbonation
Least
Balance of
Element/Locatio
depth
cover
carbonation
degree
(mm)
recorded
depth
(mm)
(mm)
DS1-Nyeri Side
30
25
DS2 Mid Span
45
40
DS3-Nyahururu
side
Low
None
None
33
28
DECK SLAB
Test
Resistivity
Element/Locatio
(kcm)
Remarks
110.8
DS1-Nyeri Side
insignificant
110.8
DS2 Mid Span
110.8
DS3-Nyahururu
side
Test
Element/Locatio
n
DS1-Nyeri side
Crack
Crack length
Crack width
Crack depth
no.
(mm)
(mm)
(mm)
Full width of the

deck
0.8
Through
Cr.1
MTRD
ICT
DS3-Nyahururu
side
Cr.1
Full width of the

deck
0.8
Through
WING WALLS
Re-bar spacing
Average
Re-bar size
(mm)
covers
(mm)
(mm)
Vertical: 29
Horizontal:50
Vertical: 35
Horizontal:55
Vertical: 20
Horizontal:16
Vertical: 20
Horizontal:16
Nyeri Side
RHS
Nyahururu Side
LHS
Vertical:500
Horizontal:400
Vertical:500
Horizontal:450

(N/mm2)
59.1
RHS
60.1
Nyeri Side
LHS
48.8
Nyahururu
Side
LHS
55.8
RHS

LHS
Homogeneous
Nyeri Side
RHS
Homogeneous
Nyahururu Side
LHS
Homogeneous
Homogeneous
RHS
MTRD
ICT
STEEL GIRDERS
Steel Girder
Section Dimensions
Continuity Across
No.
(mm)
Plate Thickness
SG1 LHS
6
0
0
No Delamination
22.5
14.0
SG2 LHS
6
0
0
No Delamination
22.7
14.1
MTRD
ICT
Steel Girder
Section Dimensions
Continuity Across
No.
(mm)
Plate Thickness
SG3 Centre
6
0
0
No Delamination
21.9
14.3
MTRD
ICT
SG2 RHS
6
0
0
No Delamination
22.1
14.1
Steel Girder
Section Dimensions
Continuity Across
No.
(mm)
Plate Thickness
MTRD
ICT
6
0
0
No Delamination
SG1 RHS
22.4
14.0
MTRD
ICT
DECK SLAB
Deck slab
Test Location
DS1-Nyeri Side
Re-bar spacing
Average covers
Re-bar size
Thickness
(mm)
(mm)
(mm)
(mm)
DS2 Mid Span
Longitudinal:400
Transverse:300
Longitudinal:400
Transverse:300
Longitudinal:45
Transverse:32
Longitudinal:45
Transverse:25
Longitudinal:20
Transverse:12
Longitudinal:20
Transverse:12
DS3-Nyahururu
side
Longitudinal:400
Transverse:300
Longitudinal:51
Transverse:38
Longitudinal:20
Transverse:12
200
Schmidt Hammer Test Results for the Deck Slab

Test Location
(N/mm2)
DS1-Nyeri Side
40.2
DS2 Mid Span
43.4
DS3-Nyahururu side
46.5


Inhomogeneous
DS1-Nyeri Side
Inhomogeneous
DS2 Mid Span
DS3-Nyahururu side
Inhomogeneous

Test
Element/Locatio
n
Carbonation
Least
Balance of
depth
cover
carbonation
degree
(mm)
recorded
depth
MTRD
ICT
(mm)
(mm)
Low
DS1-Nyeri Side
25
21
None
DS2-Nyahururu
side
38
34
DECK SLAB
Test
Resistivity
Element/Locatio
(kcm)
Remarks
112.3
DS1-Nyeri Side
DS2 Mid Span
118.8
DS2-Nyahururu
side
110.8
insignificant
Crack Profiles for the Deck Slab

Test
Element/Locatio
n
DS1-Nyeri side
Crack
Crack length
Crack width
Crack depth
no.
(mm)
(mm)
(mm)
Cr.1
Cr.2
DS2-Mid span
Cr.1
Cr.2
DS3-Nyahururu
side
Cr.1
Cr.2
Full width
deck
Full width
deck
Full width
deck
Full width
deck
Full width
deck
Full width
deck
of the
1.0
of
1.0
of
0.8
of
1.0
of
1.0
of
1.0
Through cracks
MTRD
ICT
STEEL GIRDERS
Steel Girder
Section Dimensions
Continuity Across
No.
(mm)
Plate Thickness
SG1 LHS
6
0
0
No Delamination
23.0
13.6
MTRD
ICT
SG2 LHS
6
0
0
No Delamination
22.5
13.5
Steel Girder
Section Dimensions
Continuity Across
No.
(mm)
Plate Thickness
MTRD
SG3 Centre
ICT
6
0
0
No Delamination
22.5
13.2
SG2 RHS
6
0
0
No Delamination
21.5
13.4
MTRD
ICT
Steel Girder
Section Dimensions
Continuity Across
No.
(mm)
Plate Thickness
SG1 RHS
6
0
0
No Delamination
22.4
13.7
MTRD
ICT
PIER WALLS
Electromagnetic Test Results for the Pier Walls
Re-bar spacing
Average
Re-bar size
Pier wall
(mm)
covers
(mm)
Thickness
Nyeri Side
Vertical:300
Horizontal:450
Vertical:300
Horizontal:450
Vertical:300
Horizontal:450
Vertical:300
Horizontal:450
Vertical:300
Horizontal:450
Vertical:300
Horizontal:450
RHS
Centre
LHS
Nyahururu
Side
LHS
Centre
RHS
(mm)
Vertical: 53
Horizontal:67
Vertical: 48
Horizontal:69
Vertical:55
Horizontal:67
Vertical: 42
Horizontal:57
Vertical: 52
Horizontal:66
Vertical:50
Horizontal:64
(mm)
Vertical:25
Horizontal:16
Vertical: 25
Horizontal:16
Vertical:25
Horizontal:16
Vertical: 25
Horizontal:16
Vertical: 25
Horizontal:16
Vertical:25
Horizontal:16
Schmidt Hammer Test Results for the Pier Walls

Nyeri Side
Nyahururu
Side
(N/mm2)
RHS
50.0
Centre
52.4
LHS
51.0
LHS
53.8
Centre
56.4
48.1
RHS
600
MTRD
ICT
Ultrasonic Pulse Velocity Results for the Pier Walls

Nyeri Side
LHS
Homogeneous
Centre
Homogeneous
RHS
Homogeneous
Homogeneous
LHS
Homogeneous
Nyahururu Side
Centre
Homogeneous
RHS
Ultrasonic Pulse Velocity Results for the Pier walls for quality of concrete
Transit time
Distance
Pulse velocity
(s)
(mm)
(km/s)
4.5
4.3
Nyeri Side
LHS
133
600
Nyahururu Side
LHS
139
600
Remarks
Good quality
concrete
Carbonation Test Results for the Pier Walls

Test
Carbonation
Least
Balance of
Element/Locatio
depth
cover
carbonation
degree
(mm)
recorded
depth
(mm)
(mm)
None
Nyeri side
48
40
None
Nyahururu side
42
38
Resistivity Test Results for the Pier Walls

Test
Resistivity
Element/Location
(kcm)
Remarks
MTRD
ICT
Nyeri side
111.3
Nyahururu side
112.3
insignificant
ABUTMENTS
Re-bar spacing
Average
Re-bar size
Abutment wall
(mm)
covers
(mm)
Thickness
(mm)
LHS
A1 Nyeri Side
Centre
RHS
LHS
A2
Nyahururu
Side
Centre
RHS
Vertical:450
Horizontal:400
Vertical:450
Horizontal:400
vertical:450
Horizontal:400
Vertical:450
Horizontal:400
Vertical:430
Horizontal:420
vertical:450
Horizontal:400
Vertical:27
Horizontal:50
Vertical:27
Horizontal:50
Vertical:26
Horizontal:57
Vertical:42
Horizontal:60
Vertical:36
Horizontal:55
Vertical:41
Horizontal:67
(mm)
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
Vertical:25
Horizontal:16
900
900
MTRD
ICT

(N/mm2)
LHS
Centre
RHS
LHS
Centre
RHS
A1 Nyeri Side
Side A2
Nyahururu
60.8
64.8
63.9
60.7
60.9
54.6
ABUTMENTS
matrix
Homogeneous
Homogeneous
Homogeneous
Homogeneous
Homogeneous
Homogeneous
LHS
Centre
RHS
LHS
Centre
RHS
A1 Nyeri Side
A2 Nyahururu Side
Test
Carbonation
Least
Balance of
Element/Location
depth
cover
carbonation
degree
(mm)
recorded
depth
(mm)
(mm)
Low
A1-Nyeri side
A2-Nyahururu
side
26
19
30
23
Low
MTRD
ICT

Test
Resistivity
Element/Location
(kcm)
Remarks
111.8
A1-Nyeri side
insignificant
A2-Nyahururu side
111.3

Test
Crack
Crack length
Crack width
Crack depth
Element/Locatio
no.
(mm)
(mm)
(mm)
Cr.1
Cr.2
Cr.3
3500
3500
2000
1.2
1.2
1.0
41
42
30
A1-Nyeri side
DECK SLAB
Test Location
Re-bar spacing
Average covers
Re-bar size
Deck slab
(mm)
(mm)
(mm)
Thickness
(mm)
DS1-Nyeri Side
DS2 Mid Span
Longitudinal:400
Transverse:300
Longitudinal:400
Transverse:300
Longitudinal:41
Transverse:29
Longitudinal:47
Transverse:33
Longitudinal:20
Transverse:12
Longitudinal:20
Transverse:12
DS3-Nyahururu
side
Longitudinal:400
Transverse:300
Longitudinal:45
Transverse:30
Longitudinal:20
Transverse:12
200
MTRD
ICT

Test Location
(N/mm2)
DS1-Nyeri Side
53.3
52.1
DS2 Mid Span

DS3-Nyahururu side
48.8


Inhomogeneous
DS1-Nyeri Side
Inhomogeneous
DS2 Mid Span
DS3-Nyahururu side
Inhomogeneous

Test
Element/Locatio
n
Carbonation
Least
Balance of
depth
cover
carbonation
degree
(mm)
recorded
depth
(mm)
(mm)
DS1-Nyeri Side
6.0
29
23
Low
DS3-Nyahururu
side
6.0
30
24
Low
DECK SLAB
Test
Resistivity
Element/Locatio
(kcm)
Remarks
DS1-Nyeri Side
110.0
DS2 Mid Span
111.3
DS3-Nyahururu
side
111.1
insignificant
MTRD
ICT
WING WALLS
LHS
Nyeri Side
Nyahururu Side
LHS
Re-bar spacing
Average covers
Re-bar size
(mm)
Vertical:300
Horizontal:300
Vertical:450
Horizontal:450
(mm)
Vertical:68
Horizontal:45
Vertical:33
Horizontal:45
(mm)
Vertical:20
Horizontal:6
Vertical:20
Horizontal:16

(N/mm2)
RHS
59.4
LHS
62.0
LHS
53.2
RHS
55.0
Nyeri Side
Nyahururu
Side

LHS
Homogeneous
Nyeri Side
RHS
Homogeneous
Nyahururu Side
LHS
Homogeneous
RHS
Homogeneous
Carbonation Test Results for the Wing Walls

Test
Carbonation
Least
Balance of
MTRD
ICT
Element/Locatio
n
Nyeri side
Nyahururu side
depth
cover
carbonation
degree
(mm)
recorded
depth
(mm)
(mm)
33
28
Low
45
38
None
Resistivity test results for the Wing Walls
Test
Element/Locatio
n
Resistivity
Remarks
(kcm)
110.0
Nyeri side
Nyahururu side
111.5
insignificant
MTRD
ICT
STEEL GIRDERS
Steel Girder
Section Dimensions
Continuity Across
No.
(mm)
Plate Thickness
SG1 LHS
6
0
0
No Delamination
25
15.0
MTRD
SG2 LHS
ICT
6
0
0
No Delamination
25
14.5
MTRD
ICT
Steel Girder
Section Dimensions
Continuity Across
No.
(mm)
Plate Thickness
SG3 Centre
60
0
No Delamination
23.2
14.3
SG2 RHS
60
0
No Delamination
23.5
14.5
MTRD
ICT
Steel Girder
Section Dimensions
Continuity Across
No.
(mm)
Plate Thickness
SG1 RHS
6
0
0
No Delamination
22.4
14.0
MTRD
ICT
DECK SLAB
Deck slab
Test Location
Re-bar spacing
Average covers
Re-bar size
Thickness
(mm)
(mm)
(mm)
(mm)
DS1-Nyeri Side
RHS
DS2 Nyeri Side
Centre
Longitudinal:150
Transverse:130
Longitudinal:150
Transverse:120
Longitudinal:20
Transverse:10
Longitudinal:20
Transverse:12
Longitudinal:16
Transverse:12
Longitudinal:16
Transverse:12
DS3-Nyeri Side
LHS
Longitudinal:150
Transverse:130
Longitudinal:20
Transverse:10
Longitudinal:16
Transverse:12

Test Location
(N/mm2)
DS1-Nyeri Side LHS
30.7
DS1-Nyeri Side Centre
40.4
DS1-Nyeri Side RHS
55.2
DS2-Karatina side LHS
52.1
DS2-Karatina side Centre
51.3
DS2-Karatina side RHS
40.6

MTRD
ICT
DS1-Nyeri Side
RHS
Slightly Inhomogeneous
DS2 Nyeri Side Centre
DS3-Nyeri Side LHS

Test
Carbonation
Least
Balance of
Remarks/Deterioration
Element/Locatio
depth
cover
carbonation
degree
(mm)
recorded
depth
(mm)
(mm)
10
DS1-Nyeri Side
High
DECK SLAB
Test
Resistivity
Element/Locatio
(kcm)
Remarks
n
DS1-Nyeri Side
111.4
insignificant
PIER COLUMNS
Test element
Column Size(mm),
/location
No.& Arrangement of re-bars
Re-bar
Average
Link
size
covers
Details
(mm)
(mm)
(mm)
MTRD
ICT
AA
350
PC 1-Nyeri
side
LHS
60
0
50
0
32
Side A:53
Side B:23
Side C:26
Side D:36
size:10
Spacing:250
Side A:20
Side B:18
Side C:25
Side D:22
size:10
Spacing:250
450
C
AA
350
PC 2-Nyeri
side
LHS
60
0
50
0
32
450
PIER COLUMNS
Test element
Column Size(mm),
Re-bar
Average
Link
/location
No.& Arrangement of re-bars
size
covers
Details
(mm)
(mm)
(mm)
MTRD
ICT
AA
350
PC 1-Nyeri
side
RHS
60
0
50
0
32
Side A:31
Side B:32
Side C:24
Side D:30
size:10
Spacing:250
Side A:35
Side B:30
Side C:36
Side D:25
size:10
Spacing:250
450
C
AA
350
PC 2-Nyeri
side
RHS
60
0
50
0
450
32
MTRD
ICT
Schmidt Hammer Test Results for the Pier Columns
(N/mm2)
PC1LHS
45.0
PC2LHS
32.0
PC1RHS
41.8
PC2RHS
45.0
PC1LHS
43.0
PC2LHS
50.0
PC1RHS
52.1
PC2RHS
55.0
Nyeri Side
Karatina
Side
Carbonation Test Results for the Pier Columns

Carbonation
Least
Balance of
Remarks/
depth
cover
carbonatio
deterioration
(mm)
recorded
n depth
degree
(mm)
(mm)
PC1LHS
23
17
Low
PC2LHS
18
12
Low
PC1RHS
24
18
Low
PC2RHS
25
19
Low
Nyeri side
Resistivity test results for the Pier Columns

Resistivity
Remarks
(kcm)
Nyeri side
PC2
RHS
111.4
insignificant
MTRD
ICT
STEEL GIRDERS
Steel Girder
Section Dimensions
Continuity Across
No.
(mm)
Plate Thickness
SG1 LHS
8
7
0
No Delamination
24
17.0
MTRD
ICT
SG2 LHS
8
7
0
No Delamination
23
16.5
Steel Girder
Section Dimensions
Continuity Across
No.
(mm)
Plate Thickness
MTRD
SG3 Centre
ICT
87
0
No Delamination
23.5
16.5
SG2 RHS
60
0
No Delamination
22.5
16.0

Road B5 Bridges Inspection Detailed Report

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Road B5 Bridges Inspection Detailed Report

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MTRD

DETAILED INSPECTION OF BRIDGES

CHIEF ENGINEER (MATERIALS )

DETAILED INSPECTION REPORT FOR BRIDGES ALONG ROAD B5

This bridge inspection report is in response to a request made by M/S

This report contains a description of the structures, visual observations,

DETAILED INSPECTION REPORT FOR BRIDGES ALONG ROAD B5

The scope of work as shown below involved testing of structural elements in

Insitu Concrete strength

Carry out visual inspection

Use of crack width

Carry out visual inspections

SUMMARY OF TEST RESULTS

DETAILED INSPECTION REPORT FOR BRIDGES ALONG ROAD B5

Photo 1: A side view of bridge at km 60+030

DETAILED INSPECTION REPORT FOR BRIDGES ALONG ROAD B5

Fig. 1: showing crack profiles for Nyeri side abutment

Photo 2: a vertical crack on an abutment wall

DETAILED INSPECTION REPORT FOR BRIDGES ALONG ROAD B5

Fig. 1: showing crack profiles for Nyeri side abutment

Steel Reinforcement details for the Abutments

The reinforcement details as gathered through electromagnetic method revealed

Crack depths for the Abutments

DETAILED INSPECTION REPORT FOR BRIDGES ALONG ROAD B5

Concrete Deterioration for the Abutments

Visual inspection of the Deck Slab

Deck slab thickness was 200mm.

Steel Reinforcement details of the Deck Slab

The reinforcement details as gathered through electromagnetic method revealed

Concrete strength, quality and homogeneity

DETAILED INSPECTION REPORT FOR BRIDGES ALONG ROAD B5

The concrete strength as measured through rebound (Schmidt) hammer

The crack depths were ultrasonically determined and found to be through

Concrete Deterioration of Deck Slab

Visual Inspection of the Wing Walls

There were no visual structural defects on the wing walls

Steel Reinforcement Details for the Wing Walls

DETAILED INSPECTION REPORT FOR BRIDGES ALONG ROAD B5

The reinforcement details as gathered through electromagnetic method revealed

Concrete strength, quality and homogeneity for the wing

Visual Inspection of Steel Girders

Ultrasonic Thickness Tests for Steel Girders

There was no delaminating of the plates as determined ultrasonically. The

The bearing type was elastomeric of approximate size 400x280x 30 mm and

DETAILED INSPECTION REPORT FOR BRIDGES ALONG ROAD B5

Photo 3: A side view of bridge at km 93+380

Visual Inspection Abutments

The crack widths varied from 0.6-1mm.

Fig 4: showing crack profiles for Nyahururu side abutment-measurement in mm

Photo 4: Showing a vertical crack on an abutment

Steel Reinforcement details for the Abutments

The reinforcement details as gathered through electromagnetic method revealed

Concrete Deterioration for the Abutments

DETAILED INSPECTION REPORT FOR BRIDGES ALONG ROAD B5

Visual inspection Of the Deck Slab

Deck slab thickness was 200mm.

Photo 5: showing a transverse crack on the deck of bridge at km 93+380

Photo 6: a closer view of the crack in photo 5 above

Maximum crack width was 1mm.

Steel Reinforcement details for the Deck Slab

The reinforcement details as gathered through electromagnetic method revealed

Concrete strength, quality and homogeneity for the Deck Slab