cally visually surveyed, recorded and rated by an expert group。 In addition, long-term measurements of joint movements were conducted and the polymer-modified BEJ tem- peratures recorded for one of the structures。

Table 1。 Bridges monitored in the survey

Bridge Object Can- ton BEJ

Types Road Type Traffic ASL

[m] Climate Expected horiz movement [mm]

Sisseln AG 4 Motorway heavy 340 Low Land 7&pide;19

Fulach SH 2 Canton。 Rd。 medium 425 Low Land 5 (abutment) & 46

Inn, Isla Glischa GR 2 Canton。 Rd。 medium 1710 Alps 27 & 45

Fahrlibach NW 3 Canton。 Rd。 moderate 490 Pre-Alps 6 (abutment) & 24

Pont sur la Ve- noge VD 1 Motorway heavy 418 Low Land 10&pide;15 (& ca。 3 dyn。, vertical)

Semiponte Ron- caccio TI,1 4 Canton。 Rd。 heavy 225 South Alps 20

Viad。 delle Cantine TI,2 2 Motorway heavy 330 South Alps 5 (abutment)

& 32&pide;48

4。2 In situ survey and performance evaluation

During the five-year monitoring period, three plug joints had to be partly or totally re- placed due to severe damage。 In these cases, excessive joint movement (up to 43 mm), leaks in the adjoining pavements and overheating of the binder during installation were the main causes of failure。 Lateral debonding in non-trafficked areas, e。g。 bridge para- pet/footway zones, was recorded for nearly 70 % of the investigated polymer-modified BEJs。 These non-trafficked locations clearly represent weak points in polymer-modified BEJ systems。 The percentage of the total number of BEJs that suffered damage in the parapet zone, the border zone and emergency lane as well as the traffic lane are shown in Figure 8。 In the bridge deck area, cracking and partial debonding were the major damage phenomena followed by blistering。 In the parapet zone partial debonding was predomi- nant。