FLH Tunnel Inspection Manual - WO Comments.pdf

FEDERAL HIGHWAY ADMINISTRATION

FLH BRIDGE AND STRUCTURES OFFICE

TUNNEL INSPECTION PROGRAM

POLICIES & PROCEDURES

DECEMBER 2021

TUNNEL INSPECTION PROGRAM

POLICIES & PROCEDURES MANUAL

TUNNEL INSPECTION PROGRAM PAGE 2

POLICIES & PROCEDURES DECEMBER 2021

DECEMBER 2021

Contents

INTRODUCTION

ACRONYMS

GENERAL SAFETY

Inspection Attire

Safety Equipment

General Guidelines

Emergency Response

Traffic

Traffic Control

Inclement Weather

KEY INSPECTION PERSONNEL

Program Manager or Lead Structural Engineer

Team Leader

Team Composition

INSPECTION TYPES

Initial Inspections

Routine Inspections

In-Depth Inspections

Damage Inspections

Special Inspections

FIELD INSPECTION LOGISTICS

Preparation for Inspection Trips

Travel

Meeting with Client

Efficient use of Field Time

Equipment

INITIAL AND ROUTINE INSPECTION PROCEDURES

Measurements

Photo Procedures

• Make sure to take a photo of each approach; even if it is not used in the inspection report, it is a good reference to have in each photo directory folder

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Video

Before Leaving the Tunnel

Critical Findings

Post Inspection De-Briefings

Miscellaneous Data Collection

FUNCTIONAL SYSTEMS

COMPLEX TUNNEL INSPECTION PROCEDURES

INSPECTION REPORT PREPARATION

PAGE BY PAGE GUIDANCE

COVER

STRUCTURE SUMMARY

RECOMMENDED WORK AND ESTIMATED COSTS

CONDITION RATINGS & REMARKS

LOAD RATINGS

STRUCTURE INVENTORY AND APPRAISAL

APPENDIX

PHOTOGRAPHS

300 SERIES DATA

QUALITY CONTROL AND QUALITY ASSURANCE

Field Review of Inspection Teams

Field Review of Inspection Findings

Tunnel Inspection Training Requirements

Tunnel Inspection Report Checking Procedures

APPENDIX A – CURRENT EFLHD TUNNEL INVENTORY

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INTRODUCTION

This manual is intended to supplement the FHWA Tunnel Operations, Maintenance, Inspection, and Evaluation (TOMIE) Manual, the Specifications for the National Tunnel Inventory (SNTI), and the site-specific tunnel inspection plan which has been prepared for each tunnel currently in EFLHD’s inventory.

This is not intended to be a step-by-step instruction manual, nor will it identify all current office policies for specific operations. Specific direction should always be obtained from the Program Manager or the Lead Structural Engineer (LSE) as appropriate. This manual will provide guidance for completion of tunnel inspections, data entry, inspection reports, and letters. It will also describe the recommended safety protocols during the field inspection and the minimum training requirements for each role.

This document will be continuously updated to reflect new policies and other changing conditions. It is encouraged to refer to this manual often, so the policies are applied consistently and completely.

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ACRONYMS

AASHTO American Association of State Highway and Transportation Officials ADT Average Daily Traffic BIP Bridge Inspection Program CGTA Cumberland Gap Tunnel Authority COR Contracting Officer’s Representative EFLHD Eastern Federal Lands Highway Division EES Engineering Estimate System FHWA Federal Highway Administration GPS Global Positioning System LSE Lead Structural Engineer (or Program Manager) MUTCD Manual on Uniform Traffic Control Devices NTI National Tunnel Inventory NTIS National Tunnel Inspection Standards SIA Structure Inventory and Appraisal SNTI Specifications for the National Tunnel Inventory TIP Tunnel Inspection Program TL Team Leader TOMIE Tunnel Operations, Maintenance, Inventory, and Evaluation Manual VMB Variable Message Board (or Sign) InspectTech AssetWise Asset Reliability Inspections (EFLHD’s inventory and report preparation software)

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GENERAL SAFETY

The tunnel inspection must be conducted in a safe manner with the utmost concern for safety of the traveling public and others working at the time of the inspection. A site-specific health and safety plan can be found in each tunnel’s inspection plan and is specifically focused on preventing the following safety concerns: injury and pain; family hardship; equipment damage; lost production; and medical expenses. The goal of this safety plan is to aid in the completion of this inspection with zero incidents. SAFETY SHOULD BE EVERYONE’S PRIORITY.

A safe working environment is essential for preventing injury and damage. The following sections detail guidelines and approaches to facilitate a safe working environment during an inspection.

The inspection team must follow OSHA sections 1910.29 and 1910.132, and the MUTCD 6D-2 standards for worker safety considerations.

All entities, EFLHD, and the contracted consulting firm – if this inspection is part of a consultant’s task order - should have an established safety policy and guidelines which shall be adhered to during the course of the inspection. In the event of a conflict between guidelines, the more conservative guidelines shall take precedent. If representatives from these entities are on-site during this inspection, they will be responsible for the inspection team’s compliance with these guidelines.

Inspection Attire Field clothing, which should be properly sized and appropriate for the climate and tunnel environment. When in the field, rugged clothing suitable for climbing and crawling should be worn. Clothing should be reasonably clean and neat in appearance, especially when meeting client personnel; remember that you are representing Eastern Federal Lands.

Professional-looking shorts are acceptable, if suitable for the environment and weather.

However, loose-fitting, light-colored, long pants generally offer more protection from briars, insects, and scrapes, while still providing free movement and protection from the heat.

Work boots shall be supplied by each individual inspector. Steel-toed boots are not required but are recommended, especially in areas of active construction. The boots should be comfortable with the proper tread for the environment.

Safety Equipment Reflective vests, hardhats, safety goggles/glasses, work gloves, hearing protection, first aid kit, two-way radios, satellite phone, and cellular phone shall be supplied by the entity responsible for the inspection. Reflective vests should always be worn when on-site. A hard hat should also be worn, especially if working in high traffic areas, a construction zone, any area where headroom

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is constricted, or any location where you are working below someone who could inadvertently drop an item in your direction. It is the responsibility of each inspector to wear PPE as appropriate. The inspection team must know the location of the first aid kit and communication devices in the event there is an emergency.

Reflective traffic cones, “Men Working” signs or similar, flashing strobe lights for the vehicle, and other traffic control devices shall be supplied by the entity responsible for the inspection. Traffic cones and signs should be deployed to properly warn motorists of the inspection underway inside the tunnel. Signs should be deployed near each portal, and at least two (2) cones and flashing strobes should be used to warm motorists of the presence of inspection vehicle(s). Additional cones and signage may be deployed at the discretion of the team leader.

General Guidelines In addition to all inspectors working in at least teams of two (2), the following general safety precaution guidelines for each inspector should be followed:

• Keep well rested and alert

• Maintain proper mental and physical condition

• Understand the requirements of the job

• Understand personal physical limitations

• Use proper tools and secure tools while working overhead

• Keep work area neat and uncluttered

• Establish systematic procedures

• Follow safety rules and regulations

• Use common sense and good judgement

• Avoid the use of intoxicants

• Discuss effects of prescription medications with your physician

Emergency Response All inspection teams are always required to have either a cell phone or two-way radio present, and, due to the remoteness of some of the sites, a satellite phone or emergency GPS should be available. All accidents and injuries are to be reported to the team leader immediately. The team leader will notify all necessary parties in accordance with the comprehensive health and safety plans. Should the team leader become injured, the inspector shall notify all necessary parties.

The inspection plan should be reviewed prior to mobilizing to the field and when the team arrives on site, as it details specific hazards unique to that site. This plan will also contain the nearest emergency center and emergency contact information.

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Traffic Traffic is the primary hazard related to tunnel inspection. Often drivers of passenger vehicles and motorcycles are not expecting a work zone in the facility or Parkway. Additionally, bicyclists often share the roadways of the facility with motorists. The inspection team should visually be alert for cyclists, as they can approach the team quickly and quietly. It is easy for the team to “keep an ear out” for approaching traffic as well as “keeping an eye out.” But with more and more electric vehicles on the roads, the team must remain aware of approaching traffic. Many of the visitors to the facilities may be driving larger vehicles. These larger vehicles can greatly reduce the room along the shoulder and tunnel lining. Again, the team must remain aware of approaching vehicles.

Traffic Control Traffic control, maintenance of traffic, or lane closures are not anticipated at most sites for routine inspections. Refer to the individual tunnel inspection plan for more information.

Inclement Weather Every effort should be taken to plan inspections during good weather conditions. However, in some cases, inspections must be completed during inclement weather. In these cases, special care and common sense should apply, and certain benefits can also be gained. In rainy weather, always protect the cameras and note any drainage problems and signs of active leakage. The sequence of a trip can sometimes be altered to adjust to unexpected changes as well. Also, with a laptop computer and the proper electronic files, reports and letters can be prepared in the inspection vehicle or hotel.

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KEY INSPECTION PERSONNEL

Program Manager or Lead Structural Engineer The Program Manager shall have a general understanding of all aspects of tunnel engineering including design; construction; operation; maintenance; inspection; evaluation; load rating; and rehabilitation. This Program Manager shall develop written procedures; schedule inspections;

procure inspection and safety equipment; and advise the Team Leader as necessary. This individual shall be a registered, professional engineer; have at least ten (10) years of tunnel or bridge inspection experience; and be a nationally certified tunnel inspector.

Team Leader The Team Leader is the individual on-site who oversees the inspection team. This person will work with the Program Manager to plan the field inspection. Prior to arriving on-site, the Team Leader shall discuss safety with their inspector(s). Once on-site, the Team Leader shall be responsible for evaluating the deficiencies; checking of the inspection data; and ensuring that the inspection report is complete, accurate, and legible. They are also responsible for ensuring that the data is input into InspectTech correctly. The Team Leader shall be on-site for the duration of the inspection.

In additional to being a nationally certified tunnel inspector, Team Leaders are expected to meet at least one (1) of the following additional requirements:

• Registered, professional engineer and at least six (6) months of tunnel or bridge inspection experience.

• Five (5) years of tunnel or bridge inspection experience.

• Appropriate combination of education and experience as described in the NTIS.

Team Composition A minimum of a 2-person inspection team shall be used on all inspection trips, and shall consist of a qualified Team Leader and an assistant. Teams will typically be scheduled by the LSE or Program Manager, who will designate which member is the Team Leader when two (2) qualified Team Leaders comprise a team.

It may sometimes be practical for client personnel to be used as the assistant or second (2nd) team member (if interested) for the smallest, most remote facilities to lower inspection costs.

Additionally, the client representative is often eager to participate and ask questions about the tunnel and to offer more information about construction, maintenance, and vehicular impacts than would normally be offered in an office meeting. This may be especially practical for Initial and Special inspections.

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INSPECTION TYPES

There are five types of inspections that are performed on tunnels in addition to any general, daily, weekly, or other frequencies less than two-years. These inspections can be performed by the facility personnel or the tunnel operating and maintenance personnel. Table 1 summarizes the types of the tunnel inspections defined by the NTIS.

Table 1: NTIS Tunnel Inspection Types

TYPE PURPOSE

INITIAL Establish the inspection file record and the baseline conditions for the tunnel.

ROUTINE Comprehensive observations and measurements performed at regular intervals.

DAMAGE Access damage from events such as impact, fire, flood, seismic, and blasts.

IN-DEPTH Identify hard to detect deficiencies using “up close” inspection techniques.

SPECIAL Monitor defects and deficiencies related to safety or critical findings.

The interval requirements for inspection types are set forth by the NTIS, Table 2 summarizes these requirements. Special and damage inspections are performed at the discretion of the client and EFLHD.

Table 2: NTIS Inspection Intervals

TYPE APPLICATION INTERVAL

INITIAL New tunnel Prior to opening to public traffic or within 90 days of opening.

Existing tunnel Within 90 days

ROUTINE Default condition Every 24-months IN-DEPTH Complex tunnel and for certain structural and functional systems

Level and frequency to be established by Program Manager or LSE

Initial Inspections The initial inspection should consist of sufficient observations, measurements, and testing to determine the physical and functional condition of the tunnel. This inspection is intended to be comprehensive and cover the structural, civil, mechanical, electrical and lighting, fire and life safety, security, signs, and protective systems. This inspection creates the baseline that will be used to evaluate changes over time to the tunnel systems and help identify trends.

There are generally three reasons to inspect a tunnel for the first time:

• The tunnel has recently been constructed or acquired.

• The client has requested an older tunnel not previously inventoried to be inspected for the first time.

• A tunnel qualified for inspection is discovered by the inspector in the field for the first

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time: if a tunnel is discovered that meets the NTIS definition, and is on a public road, the tunnel is qualified and must be inspected.

If plans are not available for the newly inspected tunnel, measure components needed for SI&A items. It is recommended to bring blank report sheets with you in case of an unexpected initial inspection.

Routine Inspections Routine inspections are performed within the intervals prescribed in the NTIS following the initial inspection. The TOMIE defines routine inspections as regularly scheduled inspections, typically not exceeding 24-months, to help ensure continued safe, reliable, and efficient service of the tunnel. The findings of the routine inspection record the changes to the tunnel over time and can help identify trends and items that require rehabilitation.

Routine inspections are defined by AASHTO as regularly scheduled inspections:

• consisting of observations and/or measurements needed to determine the physical and functional condition of the structure, and

• to ensure that the structure continues to satisfy present service requirements.

In-Depth Inspections In-depth inspections are close-up, hands-on inspections performed to identify deficiencies that are not readily detectable during initial, routine, or damage inspections. Typically, these inspections will require the use of a man-lift or other access equipment accompanied by either a lane closure or total closure of the tunnel. These inspections may also require testing of any systems mechanical, lighting, and safety systems. These inspections should be conducted at the discretion of the Program Manager or LSE and may precede a rehabilitation project to determine the extents of the reconstruction activities.

Damage Inspections Damage inspections are conducted in response to a natural disaster or human activity that may have damaged the tunnel or equipment in the tunnel. Damage may be the result of vehicular impact, fire, flood, earthquake, vandalism, or explosion. The safety of the inspection team immediately following a damaging event is paramount. Specialized equipment, including breathing apparatus and protective clothing, may be necessary.

Following an impact event, the following items should be inspected:

• Portals, lining, and ceiling for loose concrete, rock, and/or tiles

• Tunnel lighting and other low hanging equipment for loose anchorage and damage

• Elements along the roadway such as curbs, railing, and sidewalks for damage

• If fuel is spilled, check the drainage system as this presents a fire hazard

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For damage inspections, the Program Manager or LSE should call clients when a potentially damaging natural event has occurred to ask the client if any damage to tunnels is known or suspected, and if a damage inspection is warranted. The Program Manager or LSE should attempt to determine if an inspection is necessary by asking for photos of the damage and discussing the apparent damage before planning such an inspection.

Special Inspections A special inspection is typically performed after any of the other inspection types when significant deficiencies have been discovered and need to be monitored. Special inspections can continue at intervals determined by the client, Program Manager, LSE, or COR until the deficiency is repaired, the component is removed from service, or further study or testing determines that the conditions are no longer deteriorating at accelerated levels.

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FIELD INSPECTION LOGISTICS

Preparation for Inspection Trips A standard 'visit letter' is sent to the appropriate client’s representative approximately four (4) weeks prior to the inspection(s). This is to be followed up with a phone call and/or email approximately two (2) weeks prior to the inspection(s) to advise him/her of your visit, to obtain keys if necessary, discuss tunnel location and directions.

Review previous inspection reports (field copies), design or construction plans (for initial inspections or rehabilitation since last inspection), tunnel inspection plan, location maps, tunnel listings, etc., in order to anticipate questions or actions needed in the field (including special testing, studies, or monitoring needed), plan an efficient inspection procedure, and otherwise maximize efficiency in the field.

Travel Travel via inspection vehicle is the preferred mode of travel due to equipment availability and cost of travel. Air travel will normally be scheduled to access a remote inspection site, when a one-way vehicular trip of greater than one (1) day would otherwise be necessary, or for special inspections as necessary. If necessary, specialized equipment can be shipped to the site prior to the team’s arrival.

Any inspection vehicle, including a rental car, should be identified as a representative of EFLHD inspection vehicle by magnetic or permanent signs when at an inspection site; magnetic signs should be removed when not conducting official business.

Meeting with Client At the discretion of the Program Manager, LSE or COR, the team should meet with the Chief of Maintenance or appropriate client representative for each facility, before and/or after the inspection, to discuss:

1) Before the inspection: special history or circumstances such as damaging events, special requirements to access the tunnel(s), additional tunnel(s) to be inspected, maintenance performed since the previous inspection, and any other information pertinent to the tunnel.;

2) After the inspection: condition of the tunnel(s), work items needed, and the criticality of any repairs needed.

Efficient use of Field Time Use of overtime is encouraged when it improves the efficiency of inspections, and when it will prevent an extra day or weekend in the field. Careful planning should be used to conduct the

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inspections and travel to maximize efficiency. However, always allow extra time in the schedule for unforeseen circumstances such as:

• Unanticipated deterioration or problems that require more time to inspect and document;

• Additional testing needed such as coring, etc.;

• New tunnels or other structures discovered in the field or previously unmentioned by the client;

• Inclement weather.

A laptop should be taken so that editing and other work can be accomplished in the event of unexpected weather or other delays.

Equipment Standard Equipment Recommended minimum basic equipment to be carried during each inspection includes:

chalk/keel/markers (permission needed before field marking tunnel); chipping or masonry hammer; rubber mallet; crack comparator gauge; distance wheel; flashlights; tape measures/carpenter rules; pocketknife; scraper; screwdriver; level; wire brush/broom.

In addition, equipment such as a chain drag, timber drill and coring tool, timber probe, string, plumb bob, ladder, binoculars, moisture meter, dye penetrant, and other special equipment including items listed below should be used when necessary to adequately inspect the tunnel.

Other Items for Each Inspection

• Satellite or cellular phone for safety in remote locations, and so that someone from the office can contact you if necessary

• GPS unit for begin-point of each tunnel

• Gate keys for some facilities are to be kept in the BIP office or vehicles, check with the

LSE

• Two (2) digital cameras, storage cards, digital video camera, spare batteries and/or charging devices for each type of device

• Copy of previous inspection report, and plans for newly built or rehabilitated tunnels

• Blank inspection report forms and element level data sheets

• Laptop

• Facility contact names and phone numbers

• Extra clothing

• Bug Repellent

• Hand Sanitizer or Soap/Water

• Drinking water

Special Equipment

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The following portable equipment should be used when necessary or when specifically planned as part of a routine inspection in some instances.

• Site Level or Transit: one (1) in each inspection vehicle, to quantify and monitor serious settlement and deflections; although a stretched string is adequate for most instances.

• Crack Monitors: to attach to a tunnel when needed to monitor crack growth or movement.

• Magnetic particle testing devices: for detecting cracks in steel members.

• Impact Chisel: good for removing small sections of deteriorated asphalt wearing surface so the top of the slab can be observed or sounded; small bucket of asphalt patch should be kept in inspection vehicles. Coring machine can also be used for this purpose. Only use with proper traffic control.

• Thermal Imagining Camera: for detecting “hot” areas of electrical systems. Can also be used to detect excessive heat in fans.

• Sound Level Meter: for detecting excessive vibrations in fans.

Other Specialized Equipment The following equipment will need to be coordinated with the Program Manager or LSE and planned before the team mobilizes to the site. If the team is not driving to the site, this equipment may need to be shipped ahead of them.

• Ultrasonic testing units: consult the NDE specialist.

• Portable Concrete Coring Machine: coring should only be done during routine inspections when coordinated with the Program Manager or LSE and with proper traffic control. Concrete patch mix and water should be kept in each vehicle as well.

A complete list of equipment and supplies in each vehicle should be posted inside each vehicle.

Further information or demonstration of equipment can be provided by the Lead Technician.

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INITIAL AND ROUTINE INSPECTION PROCEDURES

All initial and routine inspections are to be completed as consistent with the definitions set forth by the TOMIE and AASHTO, and according to the following:

All areas of the tunnel are to be accessed and viewed, if possible, to the extent necessary to determine the condition of all portions of all elements. If a particular area cannot be viewed adequately, this should be noted in the Condition Remarks portion of the inspection report, and the Program Manager or LSE should be informed. The importance and condition of the element determines, in part, the proximity that the element must be viewed, and the degree of attention given to it. Engineering judgment must sometimes be used to determine when special access and/or testing equipment is needed to fully determine the condition of an element.

Sounding of representative areas of the lining, either concrete or tiled walls, is expected during each routine inspection. If delamination is found, then extensive sounding should be done as required to determine the full extent of the problem. A chain drag should be used as necessary on the concrete tunnel roadway surface, with closure of lanes as necessary. For low ADT roads, this can usually be done with cones and one (1) team member directing traffic. For high ADT tunnels; however, a subsequent inspection with a lane closure plan may be scheduled, as coordinated with the Program Manager or LSE.

Tunnels under rehabilitation or reconstruction should be inspected if traffic is passing through the tunnel or any part of the tunnel. If the tunnel is temporarily closed due to rehabilitation, the portion(s) of the tunnel that can be inspected and that which will remain after the rehabilitation reconstruction is complete, should be inspected for safety at a minimum.

The recommended inspection sequence is to start at the “near” approach and work with stations to the “far” approach. Any signage, including vertical clearance signs and other warning signs, should be noted. When approaching the tunnel, observe the general alignment and deflection/settlement by sighting along the roadway or the railing or parapet if installed. This is often the most important part of a field inspection, as it can indicate serious problems. Any settlement at the top slab transition to the approach should be noted. The area around the portals should be investigated for any loose rock or other material, leaning or fallen trees, and flowing water that can become dislodged. As the team enters the tunnel, a measuring wheel should be used to keep up with their location referenced from the “near” portal. This will greatly improve the location of deficiencies in the report. Look at the general condition of the tunnel elements before looking for specific problems. In general, the Team Leader should inspect all primary elements; it is typical for the 2nd team member to help check secondary elements in addition to obtaining required photographs.

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Currently, none of the tunnel in the ELFHD’s inventory have exhaust plenums. Should a tunnel with plenums enter the inventory, these plenums would be considered as non-permit, confined spaces and would require additional safety protocols to inspect them.

Measurements Minimum Vertical Clearance Measurements for vertical clearance should be taken every routine inspection or when an obvious change in clearance occurs due to an overlay or rehabilitation. Clearances should be measured at both portals along each edge of roadway or stripe and at the centerline. Any overhanging obstructions, including signage, lighting systems, and fans, should be noted when taking these measurements. Additional guidance for measuring clearance is shown below. For super-elevated roadways through tunnels that have low clearance at the lower edge of the inside lane, keep in mind that a large vehicle traveling at low speed causes the vehicle to lean toward the lower side of the tunnel, which can sometimes significantly reduce the actual clearance.

Check for scrapes or other signs of vehicular impact at these areas, and adjust signing recommendations as necessary to ensure actual clearance.

Vertical Clearance Guidance In this case, the tunnel is stationed south to north. The skematics below shows the locations where the minimum vertical clearance should be taken; the numbers reference locations at the edge of the roadway/striping and the letters are located at the centerline of the roadway.

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The drawings below illustrate where the measurements are taken as if you are looking into the tunnel from each portal. It is important to note which side (east or west) that the measurement is taken.

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After the measurements are taken, they should be recorded as shown below. Again, it is important to take note of which side (cardinal direction) of the edge of roadway/striping that the clearance is measured. The measurements should be displayed as if the reader is looking at the South Portal through the tunnel to the North Portal. This ensures that the west side measurements are shown together for each portal, and same for the east side; this is especially important for single lane tunnels.

Springline and Horizontal Clearances The springline is defined as the greatest dimension between the walls or linings measured perpendicular to the slab or roadway. If the ADT allows, the springline can be measured using a tape; however, a laser measuring device should be used in high traffic tunnels – being aware not to shoot the laser into passing vehicles. In addition to the springline, the roadway width and any sidewalks or shoulders should be measured so that the horizontal clearances can be determined and shown on the Profile drawing.

Photo Procedures Good photos are very important for transmitting information to FHWA managers and to our clients. The 2nd member is generally responsible for taking the proper number of photos with the required content. However, there is an 'art' to taking photos in a manner that maximizes their effectiveness in communicating the required information, which can only fully be learned in the field. Therefore, thorough communication should occur between the Team Leader and the photographer to obtain the best photos possible. In addition, the Team Leader should also capture 'essential' photos with another camera, to be used if any photos from the camera are destroyed, lost, or do not fully capture what was intended. 'Essential' photos should include

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moderate or severe structural and scour/erosion problems for routine inspections, and identification photos for initial inspections.

Cameras are fragile and expensive. Keep cameras dry and clean, keep the camera strap around the neck at all times, and generally treat them with a high level of care.

As a general rule, photos of both portals, a general view of the tunnel section, a general roadway or slab view, at least two (2) representative photos of every significant structural or erosion problem, and at least one (1) photo of typical minor problems should be taken. In some cases, the minimum vertical clearance is posted several hundred feet from the tunnel, if possible, the portal should appear in this photo. A photo of each vertical clearance sign should be included in the report. The portal photos should include a portion of the approach roadway, the roadway through the tunnel, and any signs, traffic signals, if applicable. The general roadway/slab photo should focus on the roadway/slab and capture a portion of each wall, and railing/curbing system if present. The general view of the tunnel section should include each side of the lining and a portion of the ceiling. When the lining material varies within a tunnel, such as when the ends are lined with concrete, but the midsection is unlined, a photo of each section should be taken. Keep in mind that most report readers have not been to the tunnel and need general orientation photos to view in order to make better sense of close-up photos.

The approach photos should show the tunnel and a significant amount of the approach roadway.

The approach alignment should be discernable in this photo. These photos can be taken either looking toward the tunnel or looking through the tunnel, whichever position gives the best view of the alignment.

Do not use the camera to zoom in or out excessively for the approach photo, as the tunnel will appear much longer or shorter than it actually is; walk to the appropriate location instead.

Additionally, photography in tunnels can be troublesome due to the low light levels in longer tunnels. Often the flash will pick up only dust stirred up by traffic. It is advisable to take a photo with the flash and one without the flash and determine which one adequately displays the target when reviewing the photos on your laptop.

Other members of the team or shadows should be kept out of the photos.

Additional Guidance on Photos

• A typical tunnel will usually require approximately ten (10) to twenty (20) photos to meet the above criteria. However, depending on problems and complexity, as few as six

(6) photos and as many as forty (40) photos may be needed for some tunnels.

• Take photos generally in order of how they will appear in the report when possible.

• Typically take two (2) photos of each structural problem; first one general, second one close up (same as preferred report printout). Sometimes one good photo is sufficient, TUNNEL INSPECTION PROGRAM PAGE 21 especially for problems with secondary elements. If a structural problem is repetitive in several locations on the structure, then two (2) photos representing the typical condition are sufficient.

• As a rule, check photos at the tunnel site, to ensure that all required photos have been captured and are of acceptable quality. This is a good time to delete redundant and unnecessary photos before they are unnecessarily loaded onto the office server and into InspectTech system.

• Make sure to take a photo of each approach; even if it is not used in the inspection report, it is a good reference to have in each photo directory folder.

Video Video clips should be taken for serious or unusual problems that are difficult to fully characterize using still photos only. Examples may include widespread roadway, lining, portal, and erosion problems; documentation of traffic hazards such as restrictive vertical clearance, excessive leakage through the lining or drain chases, or of sounding of concrete or tiles. A digital video camera with video capability, or a digital camera with this capability and extra memory cards, should be taken on all inspections.

Before Leaving the Tunnel It is recommended that the Team Leader verifies that all data collection has been completed and that the inspection notes are clear and concise, including condition codes and recommendation ideas, while at the tunnel site. It is easy to forget about a recommendation or the exact condition of an element unless everything is documented in the field. Also, the Team Leader should review photos taken by an inexperienced photographer to ensure that all necessary photos were captured, and that quality is satisfactory. The team should review the element level sheet to ensure that all the elements are captured and that the quantities and condition states reflect the condition of the tunnel.

Critical Findings If, in the opinion of the Team Leader, a portion of the tunnel poses an immediate danger to the traveling public or could compromise the integrity of the structure, a recommendation should immediately be given to the client representative to close the tunnel to traffic. Such conditions should also be reported to the Program Manager or LSE (or their designated alternate if the Program Manager or LSE cannot be reached).

Post Inspection De-Briefings The Team Leader should meet with the Program Manager or LSE immediately following the inspection to discuss any of the following:

- serious, critical, or unusual findings;

- significant requests, remarks from clients;

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- significant repairs or other work done.

The Team Leader should also prepare an executive summary for each facility with tunnels that have a Priority of Improvement higher than a “D” or minor. This summary should include a brief synopsis of the overall condition, significant deficiencies, and any repairs or modifications to the tunnel since the previous inspection.

Miscellaneous Data Collection Fill out the all the Field Inspection Checklists for each tunnel while in the field. The information contained in the BIP A and BIP B sub-tabs under the Internal BIP Codes tab in the database should be verified.

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FUNCTIONAL SYSTEMS

Maintenance, testing, and inspection shall align with manufacturer’s guidelines or agency-developed procedures for each functional system. Refer to the individual tunnel inspection plan for guidance on specific inspection procedures, systems testing, and documentation requirements.

COMPLEX TUNNEL INSPECTION PROCEDURES

Complex tunnel inspections are to be performed in accordance with the TOMIE manual. Refer to the individual tunnel inspection plan for guidance on specific inspection procedures, systems testing, and documentation requirements.

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INSPECTION REPORT PREPARATION

Preparation of a clear, accurate, and easy-to-read tunnel inspection report of a consistent format for our internal and external clients is nearly as important to a successful inspection program as the inspection itself. Inspection findings and recommendations are fully useful only if communicated effectively to both internal and external clients.

Report preparation shall be done with InspectTech. Step-by-step instruction and other guidance for InspectTech use will not be covered in this manual. Use of a consistent, uniform format for inspection reports is also very important, for several reasons. Inspection reports are historic, meaning that reports are re-generated for a particular tunnel for each subsequent inspection. If the format changed significantly, the reader may have difficulty finding the desired content. If the verbiage changes, the reader will typically assume that the tunnel condition has changed.

For this reason, and to streamline report preparation, it is not recommended to change a past remark unless it is clearly inaccurate, unclear, grammatically incorrect, or no longer applies.

In addition, the verbiage should be professional, and business like with avoidance of slang or local terms, while at the same time using terminology that a layman will generally understand. Similar verbiage should be used in all reports, this reduces confusion to the client. Primary consideration should be given to the accuracy and clarity of each remark. Abbreviations should not be used unless necessary for the cover and other sheets with SI&A items, in which case commonly used abbreviations should be used.

If a tunnel is closed due to rehabilitation or reconstruction, an abbreviated report should be prepared for the structure file, consisting of a cover and the SIA sheet. A note should be added to Item 231 – ‘Additional Considerations’ on the SIA sheet stating that the inspection was not conducted during this cycle, and under Item 230 – ‘Structure History' the year and the work being performed.

Report distribution: A copy of the transmittal letter and one (1) copy of each report shall be made available to the appropriate client’s representatives electronically.

An updated tunnel location map should typically be sent with the reports to any facilities with more than one (1) tunnel, with the exception of Parkways, where the tunnels are easily located by the client on a facility map via mile point identification. Judgement should be used to determine whether a facility with only one (1) or two (2) tunnels would benefit from a map to clarify the location of tunnels. Any new or replacement maps should be completed in electronic format as per current office policy.

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PAGE BY PAGE GUIDANCE

Reports should be prepared using the latest approved version of InspectTech. Report items not covered below should be done as per current EFLHD policy. The items discussed below are for new items or those where clarification appears to be most needed.

COVER

Date Inspected This field should be coded as the actual date of the inspection; if the inspection occurs over multiple days, then the date the inspection started should be entered.

Inspection Type The INSPECTION TYPE field should reflect the correct type (INITIAL, ROUTINE, DAMAGE, IN- DEPTH, or SPECIAL) as outlined in this manual.

Structure Name All tunnels should be given a name, generally using the roadway carried or the mountain the tunnel is passing through. If the roadway carries more than one (1) consecutive tunnel then a numerical should be included (i.e., Ferrin Knob Tunnel #1, #2, #3). However, if the tunnel owner has a name for a given tunnel (i.e., Baker-Barry Tunnel) use that name in lieu of above guidance.

Spell out State names if five letters or less. Examples: MAINE, VA, WA, OHIO, etc. The other approved abbreviations are MTN (for mountain), RR (for railroad), R (for river), RD (for road), U.S.

(for United States), and all standard facilities abbreviations as indicated on facilities maps. Spell out all other words if possible. If there is insufficient room to spell everything out on one line, then use additional legitimate abbreviations where necessary. If the road name (usually on the facility’s map) is unknown, use the facility, State, or U.S. route number if known. If the tunnel is simply part of a connector road between two (2) known roads, state as such.

Example 1: WAWONA ROAD THROUGH MOUNTAINSIDE Example 2: BEACH DRIVE THROUGH NATIONAL ZOOLOGICAL PARK Example 3: BLUE RIDGE PARKWAY THROUGH FRYING PAN MOUNTAIN

Parent Asset This field is automatically populated but should be spot-checked for accuracy. If the facility name is incorrect, notify the Program Manager or LSE.

Mile/Kilometer Point If applicable, the mile/kilometer point should read to the hundredths. Both mile point and kilometer point should be displayed for Parkways or clients with these points displayed along the

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road or passageway, such as the Blue Ridge Parkway. If the tunnel has no mile point, display neither.

Identification Photos For tunnels, each photo should show a portal. These two (2) photos should then be repeated as the first two (2) photos in the Appendix. For north to south tunnels, the North Portal is on top, and for east to west tunnels, the East Portal is on top. Each cover photo should be labeled with a 2-digit abbreviation, in caps:

• NP = North Portal

• SP = South Portal

• EP = East Portal

• WP = West Portal

The photos should be clear and generally good photo quality with details reasonably discernable.

It is important to check the quality of the photos prior to leaving the site, and retake them if necessary. If the photos are later found to be of undesirable quality, a photo from the previous report file can be re-used. If a photo does not exist, then a general view inside of the tunnel photo can be used instead, or a photo that otherwise best shows the character of the tunnel.

STRUCTURE SUMMARY

Tunnel Identification and Description Check the SI&A data throughout the page for accuracy, paying particular attention to the lining material, springline length, curb to curb width, and minimum vertical clearance. For year built and reconstructed, choose 'EST' if estimated.

Location On this page is a LOCATION field, which should have been partially filled out automatically from a small field in the SI&A database. Expand this field for hard-to-field tunnels when appropriate, to save time and aggravation for the next team. Provide as much information as necessary so that the next team can easily find the tunnel. For example:

From US Route 101 take Sausalito Exit (no NPS signs visible from US Route 101).

This section should also include any special inspection access requirements (keys needed, etc.)

Structure Evaluation Summary The summary is intended to serve several purposes. In general, it should give a non-technical planner or manager an overall understanding of the tunnel’s type and overall condition, main

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problems, and any repairs or rehabilitation that has taken place since the previous inspection.

Other pertinent and useful historical or project information should also be included.

This section should include the following statements as a minimum; some statements can be combined as appropriate:

• The tunnel type and overall condition using a scale of good, fair, poor, or critical.

Examples include:

o This shotcrete lined tunnel is in good condition at this time with only minor problems at this time.

o This unlined tunnel is in fair condition.

o This concrete lined tunnel is in poor condition with serious issues which include widespread delamination and spalling along the crown which poses a threat to passing motorists.

If the tunnel is in poor to critical condition and needs immediate attention, then this should be emphasized.

• One (1) or more statements explaining the main problems. This should not include minor problems, but should include moderate to severe structural problems, and only more severe approach and safety problems. Typically, with tunnels, these problems would include leakage onto the roadway or loose lining material above the roadway. If there are only minor problems, state accordingly. If necessary, causes and effects can be discussed to clarify a complex or unusual condition, but theories should not be stated as facts. The problems should be listed in order of the repair/rehabilitation cost.

• One (1) or more statements explaining any significant changes in the condition of the tunnel. If there have been no significant changes since the previous inspection, then this can be stated. If the tunnel has had repairs or rehabilitation since the previous inspection, the corrective actions or changes should be noted in the summary.

• The final statement should explain that if corrective action is not taken, then there is the risk that this issue may develop into a more serious or costly problem in the future.

Conversely, if no repairs are necessary at this time, then that should be stated.

For many tunnels, typically those in good condition, a summary will only consist of a few standard sentences. For others, additional statements are needed to adequately convey the above information.

Use the available overflow sheet if necessary, to complete long summaries. It is recommended that select text from each summary be reused in the Transmittal Letter via cutting and pasting to

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ensure consistency. The summary can be copied into Word or another word processing program and checked for spelling and grammar, then copied back into InspectTech.

Inspectors Enter first initial and last names of inspectors, with the Team Leader first.

Signature Block Typically, the ‘Report Review’ will be done by M. Miller, and the ‘Report Approval’ by J. Ceesay.

RECOMMENDED WORK AND ESTIMATED COSTS

Priority of Improvement (Item 226) This code is intended to identify and rank the need for improvement, which may arise from structural deterioration or a safety problem of some kind. In many cases, it is not primarily related to structural condition. The following guidance should be used:

In general, ‘A’ means that there is a critical problem that warrants immediate closure of the tunnel to all traffic, whether the problem is structural or non-structural. If a tunnel is safe but is closed for political or other reasons, it should not be coded 'A'.

'B' generally means that the tunnel needs to be programmed immediately for improvement or rehabilitation, due to a serious structural or non-structural problem that will likely become critical within 5 years (since major corrective action typically takes up to 5 years to occur).

‘C’ generally means that either the tunnel needs a high degree of maintenance (heavy maintenance/repairs), or that a problem is developing for which work needs to be programmed in the near to intermediate future (generally 5 years or less) to prevent an unsafe situation, or to prevent a substantially more expensive rehabilitation.

‘D’ denotes a tunnel in generally good condition with some maintenance work or minor repairs necessary.

Code this item ‘E’ if the tunnel is under major rehabilitation or reconstruction at the time of the inspection.

Maintenance/5-Year Rehabilitation In general, list all work necessary to restore the primary structural elements to a ‘satisfactory’ or ‘good’ condition (NBI condition rating of 6 or greater). Engineering judgement should be used to determine when recommended work for some types of minor problems is impractical.

Recommended work should include preventative maintenance as well as repairs and

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rehabilitation necessary to restore and maintain the tunnel to 'Good' or 'Satisfactory' condition and full serviceability.

The recommended work items should be listed in order of cost followed by importance and urgency. Directly related or sequential items should be combined when practical and listed sequentially when not combined.

Recommendations should clearly state the work that is needed, but should never endorse one specific product, and as a general rule should not specify a technique or method unless it is…