The waterproofing of bridge decks is recognised in UK as a vital and necessary operation to enhance the longevity and durability of the bridge. It represents the first line of defence against the ingress of water, road de-icing salts and aggressive chemicals which would corrode the steel reinforcing bar in the concrete causing severe damage and eventual destruction.

Some countries with mainly warm and dry climates may choose not to waterproof their bridge decks but, in the USA for example, they are now counting the cost. A recent analysis showed that almost 200,000 decks are suffering from corrosion resulting in a direct cost of $2 billion for replacement or refurbishment.

The earliest attempts to waterproof bridge decks included the "waddle and daub" technique and the primitive use of pitch as a sealing medium.

In 1945 the Ministry of War Transport published a Memorandum No 577 on Design and Construction of Bridges which included mastic asphalt as an acceptable waterproofing material. In practice it was proved not to be the case.

The increasing awareness and use of de-icing salts in the 1960s initiated a response by the Ministry of Transport who published Technical Memorandum (Bridges) BE1: Waterproofing of Bridge Decks, in December 1965, directing that the waterproofing of motorway and trunk road bridges be mandatory.
 

In 1971, waterproofing materials and systems had to meet the requirements of DoT Technical Memorandum BE27 1970 with the Specification for Road and Bridge works (DoE 1976) and, later, the Specification for Highway Works (DoT 1986) providing contract requirements.

In 1994 BA47 and BD47 were introduced by the Department of Transport and were reissued in 1999 pending the completion and imposition of European Standards.

In addition, since 1975, materials used in the deck waterproofing operation have been subjected to a series of tests in order to obtain a British Board of Agrément Roads and Bridges Certificate, necessary to comply with the prevailing standards.