## 1 Introduction
\begin{table}
\begin{tabular}{c c} \hline \hline \multicolumn{2}{c}{**Division**} & \multicolumn{2}{c}{**Standard of Division**} \\ \hline \hline \multirow{4}{*}{\begin{tabular}{c} Type 1 \\ \end{tabular} } & \multirow{4}{*}{\begin{tabular}{c} Road \\ \end{tabular} } & \multicolumn{2}{c}{Bridges whose super structure type is a suspension bridge, cable-stayed bridge, arch bridge, or truss bridge.} \\ \cline{3-3}  & & \multicolumn{2}{c}{Bridges with a maximum span length of 50 m or more (excluding single-span bridges).} \\ \cline{3-3}  & & \multicolumn{2}{c}{Bridges with a length of 500 m or more.} \\ \cline{3-3}  & & \multicolumn{2}{c}{A covering structure with a width of 12 m or more and an extension of 500 m or more.} \\ \cline{3-3}  & & \multicolumn{2}{c}{Bridge for a high-speed train.} \\ \cline{3-3}  & & \multicolumn{2}{c}{Urban railway bridges and overpass bridges.} \\ \cline{3-3}  & & \multicolumn{2}{c}{Bridges whose super structure is a truss bridge or an arch bridge.} \\ \cline{3-3}  & & \multicolumn{2}{c}{Bridges with a length of 500 m or more.} \\ \hline \multirow{4}{*}{\begin{tabular}{c} Type 2 \\ \end{tabular} } & \multirow{4}{*}{\begin{tabular}{c} Road \\ \end{tabular} } & \multicolumn{2}{c}{One-span bridge with a span length of 50 m or more.} \\ \cline{3-3}  & & \multicolumn{2}{c}{Bridges that do not fall under type 1 and have a length of 100 m or more.} \\ \cline{3-3}  & & \multicolumn{2}{c}{Covering structures that do not fall under type 1 and have a width of 6 m or more and a length of 100 m or more.} \\ \cline{3-3}  & & Railway & Bridges that do not fall under type 1 and have a length of 100 m or more. \\ \hline \multirow{4}{*}{\
\begin{tabular}{c} Type 3 \\ \end{tabular} } & \multirow{4}{*}{
\begin{tabular}{c} Bridge \\ \end{tabular} } & \multicolumn{2}{c}{Road bridges with a length of 20 m or more as per the \(\lceil\)Act on the maintenance and improvement of road networks in agricultural and fishing villages\(\lfloor\).} \\ \cline{3-3}  & & \multicolumn{2}{c}{Bridges with a length of 20 m or more.} \\ \cline{3-3}  & & \multicolumn{2}{c}{Railway bridges with a length of less than 100 m.} \\ \cline{3-3}  & & \multicolumn{2}{c}{Pedestrian Overpass} & \multicolumn{2}{c}{Pedestrian bridge over 10 years old.} \\ \hline \hline \end{tabular}
\end{table} 
Table 2: Criteria for the classification of bridge facilities. devices are essential for preventing gap formation, thereby ensuring vehicle safety and driving performance. Expansion joint devices are primarily classified into steel and rubber types based on their material properties. Steel expansion joint devices, such as finger and rail joints, are characterized by their durability and adjustable expansion capacity, making them suitable for long-span and medium-sized bridges. In contrast, monocell joints, featuring a rubber driving surface, offer superior shock absorption and enhance vehicle driving performance. However, their application is limited to smaller bridges, due to their restricted expansion capacity. Additionally, the rubber material of monocell joints is inherently susceptible to wear. Expansion joint devices in bridges are designed with a specific gap to flexibly accommodate the displacement between the upper girders. However, this gap can lead to issues such as the corrosion of the upper girders (concrete and steel box girders), due to rainwater penetration and debris accumulation from vehicle traffic. To mitigate these problems, rubber expansion joints, often termed rubber seals, are installed within these gaps, functioning similarly to water trays. These joints are effective in diverting rainwater away from the bridge structure and preventing debris from falling underneath. Despite their utility, rubber expansion joints, as consumable components, are susceptible to damage, due to continuous load-bearing and external impacts. Figure 1 illustrates the primary forms of damage to expansion joint devices, with rubber expansion joints constituting 18.4% of the total damage.