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Specifications for the National Bridge Inventory

**** DRAFT VERSION ****

Description of Items and Codes Required to Conform with the National Bridge Inspection Standards (NBIS),

(23 USC 144, 23 CFR 650, Subpart C) and support the Highway Bridge Program,

(23 USC 144, 23 CFR 650, Subpart D)

Office of Bridge Technology October 2006

DRAFT VERSION – 10/16/06

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FOREWORD / PREFACE The National Bridge Inventory (NBI) is the most comprehensive source of information on highway bridges throughout the United States. For each bridge in excess of 6.1 meters (20 feet) in total length located on a public road, biennial bridge inspections are required by the National Bridge Inspection Standards (23 USC 151, 23 CFR 650 Subpart C). The minimum data collection requirements are defined by the Recording and Coding Guide for the Structure Inventory and Appraisal of the Nation’s Bridges (publication FHWA-PD-96-001, herein referred to as the Guide). The Guide was initially developed in 1972 and received substantial coding changes in 1978, 1988 and 1995. The philosophy and general approach, however, has not changed since initiation. With rapidly changing information technology, it became evident at the close of the 20th century that revisions to the Guide were warranted. In 2000, a group of FHWA employees, State DOT representatives, and representatives of other bridge owning agencies began discussions to generate ideas on changes to the Guide. A number of meetings were held and a significant amount of work was performed by the team. Recommendations were produced in the form of a draft in August 2003. This FHWA & State team recommended a significant number of changes. They proposed that the Guide be renamed as the Specifications for the National Bridge Inventory (herein referred to as the Specifications). Philosophical changes relating to the format and type of data being collected for routes and bridges were incorporated. Fields were renumbered and the information included was reorganization. The team also proposed including several additional items, deletion of select existing items, document reformatting, alternative delivery formats, such as web-publishing making use of hypertext capabilities, and other changes. After completion of the draft, suggested changes were distributed to the State DOT’s and other stakeholders for analysis and comment. Comments were received from over 40 States. Comments were received from State DOT personnel, the American Association of State Highway and Transportation Officials (AASHTO), FHWA Division Bridge Engineers, County and Local bridge engineers, Consultants, and other government engineers. An FHWA team was assembled to review the proposed 2003 draft Specifications and the comments received. This team consisted of FHWA bridge engineers, transportation specialists and data specialists, who were charged with evaluating the FHWA needs, the proposed 2003 Specifications and comments, and development of a new draft version of the Guide/Specifications. The results of this effort are included in this document for review and comment by stakeholders. The reader is encouraged to compare the proposed Specification to the existing NBI Coding Guide. Particular emphasis should be placed on the items with significant changes. To facilitate review, attempts were made to put each item on an individual page. Where this is not possible, the item extends beyond one page. The impacts of issuing the recommendations and making the changes suggested by the team are currently being assessed by the FHWA. Comments are being solicited from stakeholders to provide a basis for evaluation and decision making by the Federal Highway Administration.


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ACKNOWLEDGEMENTS This Bridge Inventory Specification was developed through the work of representatives from the Federal Highway Administration, several state Departments of Transportation, the Department of Defense, and other Federal agencies. The effort was sponsored by Raymond J. McCormick, and Thomas Everett of the FHWA Office of Bridge Technology, Washington, DC. The following members participated in the effort at various stages of the development and their efforts in completing this work are greatly appreciated. Marc Barthello MTMCTEA, Newport News, VA Araceli (Raz) Baust SDDC Transportation Engineering Agency, Newport News, VA Nancy Bobb FHWA – CA Division, Sacramento, CA Barry Brecto FHWA – WA Division, Olympia, WA Shay Burrows FHWA Resource Center, Baltimore, MD Wade F. Casey FHWA – Federal Lands Highways, Washington, D.C. FHWA – Office of Asset Management, Washington, D.C. John Coleman Virginia DOT, Richmond, VA Sheila Rimal Duwadi FHWA – Office of Infrastructure R&D, McLean, VA Phil Fish Wisconsin DOT, Madison, WI Bill Forrester FHWA Resource Center, San Francisco, CA Michael B. Johnson CalTrans Engineering Service Center, Sacramento, CA Richard Kerr Florida DOT, Tallahassee, FL Dave Logan Maryland State Highway Administration, Baltimore, MD Gary Moss FHWA – Office of Bridge Technology, Washington, DC Jon Nekritz FHWA – MI Division, Lansing, MI Larry O’Donnell FHWA Resource Center, Olympia Fields, IL Keith Ramsey Texas DOT, Austin, TX Ann Shemaka FHWA Office of Bridge Technology, Washington, DC Edgar Small FHWA Office of Bridge Technology, Washington, DC


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INTRODUCTION Following the collapse of the Silver Bridge in 1967, the National Bridge Inspection Standards (NBIS) (23 CFR 650C) were developed. These standards were developed through a joint effort by the US Department of Transportation - Federal Highway Administration (FHWA), State DOT’s and the American Association of State Highway Officials (AASHO). Guided by these standards, bridges located on public roads throughout the United States receive periodic safety inspections. The inventory and inspection information collected is reported biennially to the FHWA in accordance with federal reporting requirements. The resulting information is maintained in the National Bridge Inventory (NBI) database, which enables national-level analyses and reporting, supports federal funding programs, and facilitates the identification of defense-critical corridors and connectors. Information collected, reported and maintained in the NBI database is described within these Specifications for the National Bridge Inventory (herein referred to as the Specifications) . This Specifications are intended for use by States, Federal agencies and other bridge owners in recording and coding the data elements that comprise the National Bridge Inventory database. By having a complete and thorough inventory, an accurate report can be made to the Congress on the number and status of the Nation’s bridges. The data also supports the Federal Highway Administration programs and efforts of the Military Surface Deployment and Distribution Command Transportation Engineering Agency (SDDCTEA). Submission of the information is used to meet several Federal reporting requirements (23 CFR 650.315) as well as State needs. The Manual for Condition Evaluation of Bridges, produced by the American Association of State Highway and Transportation Officials' (AASHTO), discusses the various items of information that are to be recorded as part of original bridge reports. That manual and the Bridge Inspector's Reference Manual discuss inspection procedures and the preparation of detailed reports about the structure components. These reports will be the basis for recording values for many of the data elements shown in this Specification, particularly those having to do with the condition ratings. The Specifications describe condition ratings for deck, superstructure, substructure and culverts using a component philosophy based on visual inspection. Some bridge owners are collecting bridge condition ratings these items (Deck, Superstructure, Substructure and Culvert Condition Ratings) using the AASHTO Guide for Commonly Recognized (CoRe) Structural Elements. CoRe element inspection ratings provide detailed condition assessments that can serve as input into a comprehensive bridge management system (BMS). The FHWA has provided bridge owners with a computer program for translating bridge condition data in the CoRe element format to National Bridge Inventory (NBI) condition ratings for the purpose of NBI data submittal to FHWA. The purpose of the program is to permit bridge inspectors to record condition information in a format that satisfies both BMS and NBI data collection requirements. Condition ratings for these primary elements may be collected directly by the inspector or translated using the FHWA-supplied translation program. The Structure Inventory and Appraisal (SI&A) Sheet and the sufficiency rating formula, with examples, are included as the appendices. The SI&A sheet is intended to be a tabulation of the pertinent elements of information about an individual structure. Use of the SI&A sheet provided in this document is optional and States may elect to use any other format to collect the minimum required data described in these Specifications plus any State-specific items chosen for internal bridge management purposes. It is important to note that the SI&A Sheet is


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not an inspection report form but merely a summary sheet of bridge data required by the FHWA to effectively monitor and manage a National bridge program. States and Federal agencies must use the fields and instructions in this Specification when submitting NBI data to FHWA. Each State and Federal agency may use its own code scheme provided that the data are directly translatable into the format prescribed herein. An agency choosing to use its own codes shall provide for translation or conversion of its own codes into those used in these Specifications. In other words, agencies are responsible for having the capability to obtain, store, and report certain information about bridges in the format described in these Specifications, irrespective of whether or not this Specification or the SI&A Sheet is used within the State. Requests by the FHWA for submittals of the bridge inventory and inspection data will be based on the definitions, explanations, and fields supplied in the NBIS, this Specification, the AASHTO Manual for Condition Evaluation of Bridges and the Bridge Inspector's Reference Manual plus supplements. The values provided in the tables or otherwise listed in this Specification are for rating purposes only. Current design standards must be used for structure design or rehabilitation. All possible combinations of actual site characteristics are not provided in this Specification. If a special situation not listed in the Specification is encountered, the evaluation criteria closest to the actual site situation should be used. In this Specification, substantial changes have been made to both the data and to the structure of the data. A commentary that compares, item by item, the 1995 Recording and Coding Guide for the Structure Inventory and Appraisal of the Nation’s Bridges (Guide) with currently in-place errata, to this Specification is included in the Appendix. This commentary provides a ready reference for data item changes. Organizationally, the data has been re-aligned and grouped into sections with like characteristics. Though the reorganization may appear to provide a logical data model, it is not intended to provide a table structure for relational-database development. Rather, reorganization of the data was performed to make the information more useful to the bridge engineering community. The data organization maintained in the Specification is organized into the sections shown in the following figure:


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DEFINITIONS The definitions of terms used in this Specification are provided below. Average Daily Traffic (ADT): The average total daily volume of all vehicular traffic on a highway segment or route of interest. Average Daily Truck Traffic (ADTT): The average total daily volume of truck traffic on a highway segment. This is frequently represented as a percentage of the ADT. Bridge: A structure including supports erected over a depression or an obstruction, such as water, highway, or railway, and having a track or passageway for carrying traffic or other moving loads, and having an opening measured along the center of the roadway of more than 20 feet (6.1 meters) between undercopings of abutments or spring lines of arches, or extreme ends of openings for multiple boxes; it may also include multiple pipes, where the clear distance between openings is less than half of the smaller contiguous opening (Reference: AASHTO Transportation glossary and 23 CFR 650.305). Bridge Management System (BMS): A system designed to optimize the use of available resources for the inspection, maintenance, rehabilitation and replacement of bridges. Commonly Recognized (CoRe) Structural Elements: A set of structural elements that are commonly used in highway bridge construction and encountered on bridge safety inspections and have been endorsed by AASHTO. The CoRe elements provide a uniform basis for data collection for bridge management systems, enable the sharing of data between States and agencies, and allow a uniform translation of data to the Deck, Superstructure, Substructure and Culvert Condition Ratings. Culvert: A structure designed hydraulically to take advantage of submergence to increase hydraulic capacity. Culverts, as distinguished from bridge type structures, are usually covered with embankment and are composed of structural material around the entire perimeter, although some are supported on spread footings with the streambed serving as the bottom of the culvert. Culverts that meet the NBIS definition of a bridge are considered bridges from a legal standpoint and thus are subject to all requirements of the NBIS. To accommodate the differing engineering characteristics, culvert condition ratings are assessed in lieu of deck, superstructure and substructure condition ratings. Engineered Wood: Products that improve the natural characteristics of wood. This is done by making veneers, plywood, reconstituted wood panel products or engineered wood assemblies. Engineered wood products include glued laminated timber (glulam), I-joists, and laminated veneer lumber (LVL). Exodermic Deck: Exodermic decks are a newer type of bridge deck in which a reinforced concrete slab is placed on top of, and is made composite with, a steel grid. Composite action is achieved by studs that extend into the reinforced concrete slab and are welded to the grid deck below. Galvanized sheeting is used as a bottom form to keep the concrete from falling through the grid holes. Exodermic decks generally weigh 50% to 65% lighter than precast reinforced concrete decks. Forest Highway (FH): A road, under the jurisdiction of, and maintained by, a public authority and open to public travel; wholly or partly within, or adjacent to, and serving the US National


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Forest System (NFS) and which is necessary for the protection, administration, and utilization of the NFS and the use and development of its resources. (23 CFR 660). Fiber Reinforced Polymer (FRP) Composite: FRP is also known as fiberglass reinforced plastic and is a composite made from fiberglass reinforcement in a plastic (polymer) matrix. With reinforcement of the plastic matrix, a wide variety of physical strengths and properties can be designed into the material. Additionally, the type and configuration of the reinforcement can be selected, along with the type of plastic and additives within the matrix. These variations allow an incredible range of strength and physical properties to be obtained. Highway Bridge: A bridge that carries a public road, which is any road or street under the jurisdiction of and maintained by a public authority and open to public travel. Bridges that carry only pedestrians, railroad tracks, pipelines, or other types of non-highway passageways are not highway bridges. Highway Performance Monitoring System (HPMS): A database of universe and sample data that describes the nation's public road mileage. The data are annually updated and submitted to FHWA by the State Highway Agencies, Puerto Rico and the District of Columbia. The universe data provides some basic characteristics of all public road mileage while the sample of the arterial and collector systems allows for assessment of the condition, performance, usage and additional characteristics of the nation's major highway systems. Indian Reservation Road (IRR): A public road that is located within or provides access to an Indian reservation as described in Title 23, U.S.C., Sect.101. The terminus of a road providing access to an Indian reservation or other Indian land is defined as the point at which the road intersects with a road functionally classified as a collector or higher classification (outside the reservation boundary) in both urban and rural areas. In the case of access from an Interstate Highway, the terminus is the first interchange outside the reservation. Inventory Route: A highway for which applicable roadway data is recorded in the NBI. A highway bridge will always have one inventory route carried on the bridge and may have zero, one or multiple inventory routes passing under it. An inventoried non-highway bridge (such as a railroad bridge over a highway) will not carry an inventory route on the bridge, but will have one or more inventory routes passing under it. Land Management Highway System (LMHS): Adjoining state and local public roads that provide major public access to Bureau of Land Management administered public lands, resources, and facilities. Linear Referencing System (LRS): A set of procedures for determining and retaining a record of specific points along a highway. Typical methods used are kilometer point (mile point), kilometer post (milepost), reference point, and link node. LRS data is required for the annual Highway Performance Monitoring System (HPMS) data submittal from the States to the FHWA. National Bridge Inspection Standards (NBIS): Federal regulations establishing requirements for a bridge inspection organization, inspection procedures qualifications of personnel, frequency of inspections, preparation and maintenance of a State bridge inventory, and reference manuals. The NBIS apply to all structures defined as highway bridges located on all public roads. The NBIS is described in 23 CFR 650 Subpart C.


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National Bridge Inventory (NBI): An aggregation of State and Federal agency bridge and roadway records maintained by the Federal Highway Administration (FHWA). The NBIS requires each state [and Federal agency] to prepare and maintain a bridge inventory, which must be submitted to the FHWA in accordance with this Specification when requested (usually annually). Navigable Waterway: Navigable waterways are determined by the Commandant of the United States Coast Guard. Title 33 of the Code of Federal Regulations, Section 2, defines navigable waterways as consisting of:

1. Territorial seas of the United States; 2. Internal waters of the United States that are subject to tidal influence; and 3. Internal waters of the United States not subject to tidal influence that:

a. Are or have been used, or are or have been susceptible for use, by themselves or in connection with other waters, as highways for substantial interstate or foreign commerce, notwithstanding natural or man-made obstructions that require portage, or

b. A governmental or non-governmental body, having expertise in waterway improvement, determines to be capable of improvement at a reasonable cost (a favorable balance between cost and need) to provide, by themselves or in connection with other waters, highways for substantial interstate or foreign commerce.

NBI Record: There are 2 types of NBI records, as follow:

NBI Bridge On Record: A set of data that identifies, describes, and defines the bridge and the features carried by, or on, the structure. NBI Under Record: A set of data that identifies, describes, and defines a route or feature crossed by, or under, the structure.

Non-structural Cracking (Concrete): Cracks resulting from shrinkage of concrete during curing. Orthotropic Deck: An orthotropic deck consists of a flat, thin steel plate stiffened by a series of closely spaced longitudinal ribs at right angles to the floor beams. The deck acts integrally with the steel superstructure. An orthotropic deck becomes the top flange of the entire floor system. Public Road: Any road under the jurisdiction of and maintained by a public authority and open to public travel. Roadway: An open way for the passage of vehicles, persons, or animals on land. The road class is based on design, weatherability, their governmental designation, and the Department of Transportation functional classification system.

Route: A specific road, highway or travel way owned and maintained by a public authority and open to public travel

Strategic Highway Network (STRAHNET): A system of public highways defined as part of United States strategic policy. It provides defense access, continuity, and emergency capabilities for movements of personnel and equipment in both peace and war. It includes the entire 73,025 km Interstate System and 25,215 km of other important public highways.


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STRAHNET Connectors: Additional highway routes linking over 200 important military installations and ports to the STRAHNET. Structural Cracking: Cracks resulting from the application of live load, settlement, impact or deterioration. Structure Inventory and Appraisal (SI&A) Sheet: A report for a bridge containing a set of NBI bridge and roadway record data in accordance with this Specification. Temporary Structure Designation: Temporary structures or conditions are those that are required to facilitate traffic flow. This may occur either before or during the modification or replacement of a structure found to be deficient. Such conditions include: Temporary shoring with or without temporary supports, temporary repairs to keep a bridge open, temporary structures, temporary runarounds or bypasses and other temporary measures. Underwater Inspection: Inspection of the underwater portion of a bridge substructure and the surrounding channel, which cannot be inspected visually at low water by wading or probing, generally requiring diving or other appropriate techniques.


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COMMENTS ON NUMERICAL INFORMATION Conversion of Numerical Data: Conversion and Rounding Throughout this Specification, standard conversion factors are employed, to four decimal places. For conversion of metric to English units, and vice versa, the following conversion factors are used:

• Foot to meter: multiply by 0.3048 • Mile to kilometer: multiply by 1.6093

All numeral values in this Specification, except as specifically noted, follow standard decimal rounding criteria, as follows:

• 5 and above are rounded up to the next higher unit • 4 and below are rounded down to the next lower unit

In certain data, rounding may cause a safety hazard for clearance. In these cases, the numeric measurement will be truncated at the specified accuracy rather than rounded. This means that decimal places to the right of the specified accuracy are dropped. For example, 4.117 would be truncated to 4.11 when precision to the hundredth is required for the item. Information is truncated as opposed to rounded will be indicated in the item descriptions.


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COMMENTS ON THE DOCUMENT FORMAT The specifications provide information in a format modeled in part after AASHTO design specifications with specifications separated and presented parallel to the commentary. The format used to present the data items is as shown in the following table:

Item Name Format

Frequency

Record Type

Item Number

Specification Commentary

Specifications and any codes and information required.

Commentary on the specifications.

Additional information for the specifications and/or commentary, examples, etc.

The fields are described as follows: Format – Designates whether the data is a numeric (N), alphanumeric (AN – will

include a suggested length of the field), or floating point (which will include a specified precision), or date (which includes the date format used). The number of characters or decimals will be provided where applicable. This is provided to assist owners when establishing databases.

Frequency – Indicates whether the data must be collected initially, when a change

is made, or during each inspection. Record Type – Specifies whether the data must be coded for a bridge on-record, a

bridge under-record or all records. Item Number – Identifies the item number as traditionally used in the Recording and

Coding Guide for the Structure Inventory and Appraisal of the Nation’s Bridges. In this version of the Specifications, items numbers are not prescribed. This approach is intended to give States the flexibility to organize the documents to conform with their local practice. To assist in review and to provide a relationship to the 1995 Guide, the old item numbers are provided for reference purposes.

Specification - Presents the coding required. The commentary is provided next to the item specification. Where additional space is required, which is frequently needed when figures are employed, space at the bottom of the table is employed.


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TABLE OF CONTENTS

FOREWORD / PREFACE .............................................................................................. 2

ACKNOWLEDGEMENTS .............................................................................................. 3

INTRODUCTION ............................................................................................................ 4

DEFINITIONS ................................................................................................................. 6

COMMENTS ON NUMERICAL INFORMATION.......................................................... 10

COMMENTS ON THE DOCUMENT FORMAT............................................................. 11

TABLE OF CONTENTS ............................................................................................... 12

IDENTIFICATION SECTION ........................................................................................ 16

Structure Number............................................................................................. 17 State Code ........................................................................................................ 18 County Code..................................................................................................... 19 Place Code........................................................................................................ 20 Highway Agency District ................................................................................. 21 Record Type ..................................................................................................... 22 Route Type........................................................................................................ 23 Service Type ..................................................................................................... 24 Route Number .................................................................................................. 25 Route Carried By Bridge.................................................................................. 27 Feature Intersected By Bridge ........................................................................ 28 Location ............................................................................................................ 29 Lrs Inventory Route ......................................................................................... 30 Lrs Subroute..................................................................................................... 31 Lrs Kilometer (Mile) Point................................................................................ 32 Latitude ............................................................................................................. 33 Longitude.......................................................................................................... 34 Border Bridge State Or Country Code............................................................ 35 Border Bridge Responsibility.......................................................................... 36 Border Bridge Structure Number.................................................................... 38

BRIDGE TYPE AND MATERIAL SECTION ................................................................ 39

Main Span Material Type ................................................................................. 40 Main Span Configuration................................................................................. 41 Main Span Design Type................................................................................... 42 Number Of Main Spans.................................................................................... 43 Approach Span Material Type......................................................................... 44 Approach Span Configuration ........................................................................ 45


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Approach Span Design Type .......................................................................... 46 Number Of Approach Spans ........................................................................... 47 Deck Type ......................................................................................................... 48 Additional Deck Surface.................................................................................. 49 Waterproofing Membrane................................................................................ 50 Internal Deck Protection.................................................................................. 51 Abutment Material Type................................................................................... 52 Abutment Design Type .................................................................................... 53 Abutment Foundation Type............................................................................. 54 Main Pier/Bent Material Type .......................................................................... 55 Main Pier/Bent Design Type ............................................................................ 56 Main Pier/Bent Foundation Type .................................................................... 57 Approach Pier/Bent Material Type.................................................................. 58 Approach Pier/Bent Design Type ................................................................... 59 Approach Pier/Bent Foundation Type............................................................ 60

AGE AND SERVICE SECTION.................................................................................... 61

Year Built .......................................................................................................... 62 Year Rehabilitated............................................................................................ 63 Service On The Bridge..................................................................................... 64 Service Under The Bridge ............................................................................... 65 Lanes On The Bridge ....................................................................................... 66 Lanes Under The Bridge.................................................................................. 67 Direction Of Traffic........................................................................................... 69 Average Daily Traffic (Adt) .............................................................................. 70 Average Daily Truck Traffic (Adtt) .................................................................. 71 Year Of Average Daily Traffic (Adt) ................................................................ 72 Bypass, Detour Length.................................................................................... 73

GEOMETRIC DATA SECTION .................................................................................... 74

Structure Length .............................................................................................. 75 Maximum Span Length.................................................................................... 76 Nbis Bridge Definition...................................................................................... 77 Deck Width, Out-To-Out................................................................................... 78 Bridge Roadway Width, Curb-To-Curb........................................................... 79 Left Curb Or Sidewalk Width........................................................................... 80 Right Curb Or Sidewalk Width ........................................................................ 81 Approach Roadway Width............................................................................... 82 Skew.................................................................................................................. 83 Bridge Median .................................................................................................. 84 Minimum Vertical Clearance Over Roadway.................................................. 85 Minimum Vertical Underclearance Over Railroad ......................................... 86 Minimum Horizontal Underclearance From Roadway, Left .......................... 87 Minimum Horizontal Underclearance From Roadway, Right ....................... 88 Minimum Horizontal Underclearance From Railroad.................................... 89

NAVIGATION SECTION .............................................................................................. 90


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Navigable Waterway ........................................................................................ 91 Navigation Vertical Clearance......................................................................... 92 Moveable Bridge Maximum Navigation Vertical Clearance.......................... 93 Navigation Horizontal Clearance .................................................................... 94 Substructure Navigation Protection............................................................... 95

FUNCTIONAL DESCRIPTION SECTION .................................................................... 96

Functional Classification................................................................................. 97 Nhs Designation............................................................................................... 98 Strahnet Designation ....................................................................................... 99 Federal Lands Highway ................................................................................. 100 Toll................................................................................................................... 101 Owner.............................................................................................................. 102 Maintenance Responsibility .......................................................................... 103 Historic Significance...................................................................................... 104

CONDITION RATINGS SECTION.............................................................................. 105

Deck Condition Rating................................................................................... 106 Superstructure Condition Rating.................................................................. 111 Substructure Condition Rating ..................................................................... 116 Culvert Condition Rating............................................................................... 121 Stream Stability/Channel Protection Rating ................................................ 125

INSPECTION DATE AND FREQUENCY SECTION .................................................. 127

Routine Inspection Date ................................................................................ 128 Routine Inspection Frequency...................................................................... 129 Fracture Critical Member Inspection Date ................................................... 130 Fracture Critical Member Inspection Frequency ......................................... 131 Underwater Inspection Date.......................................................................... 132 Underwater Inspection Frequency ............................................................... 133

LOAD AND LOAD RATING SECTION ...................................................................... 134

Design Load.................................................................................................... 135 Load Rating Method....................................................................................... 136 Load Rating Date............................................................................................ 137 Inventory Load Rating Factor ....................................................................... 138 Operating Load Rating Factor....................................................................... 139 Posting Load Rating Factor .......................................................................... 140 Controlling Vehicle For Posting Load Rating Factor .................................. 141 Posting Requirement ..................................................................................... 142 Posting Status ................................................................................................ 143

APPRAISAL SECTION .............................................................................................. 144

Waterway Adequacy ...................................................................................... 145


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Approach Roadway Alignment ..................................................................... 146 Bridge Rails .................................................................................................... 147 Rail Transitions .............................................................................................. 148 Approach Guardrails ..................................................................................... 149 Approach Guardrail Ends.............................................................................. 150 Scour Vulnerability ........................................................................................ 151 Scour Plan Of Action ..................................................................................... 153

APPENDIX A: APPRAISAL ITEMS CALCULATED BY THE EDIT/UPDATE PROGRAM ................................................................................................................. 154

Structural Evaluation ..................................................................................... 155 Deck Geometry Appraisal Rating ................................................................. 156 Deck Overclearance Appraisal Rating ......................................................... 159 Roadway Horizontal Underclearance Appraisal Rating.............................. 160 Railroad Horizontal Underclearance Appraisal Rating ............................... 162 Roadway Vertical Underclearance Appraisal Rating .................................. 163 Railroad Vertical Underclearance Appraisal Rating.................................... 164 Sufficiency Rating.......................................................................................... 165 Status .............................................................................................................. 166

APPENDIX B: STRUCTURAL INVENTORY AND APPRAISAL SHEET .................. 167

APPENDIX C: SUFFICIENCY RATING FORMULA AND EXAMPLE ....................... 168

APPENDIX D: STRUCTURE NUMBER CHANGES .................................................. 177

APPENDIX E: NATIONAL BRIDGE INSPECTION STANDARDS ............................ 178

APPENDIX F: COMMENTARY – ITEM CHANGES AND COMPARISION WITH THE 1995 RECORDING AND CODING GUIDE................................................................. 186


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IDENTIFICATION SECTION The items in the section uniquely identify and locate the bridge, locate and classify the type of route carried on and/or under the structure, and locate the bridge within spatial coordinate systems, such as LRS. The following items are included:

o Structure Number o State Code o County Code o Place Code o Highway Agency District o Record Type o Route Type o Service Type o Route Number o Route Carried by Bridge

o Feature Intersected by Bridge o Location o LRS Inventory Route o LRS Subroute o LRS Kilometer (Mile) Point o Latitude o Longitude o Border Bridge State or Country Code o Border Bridge Responsibility o Border Bridge Structure Number


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Structure Number Format AN15

Frequency Initial

Record Type On & Under

Item Number 8

Specification Commentary Record the structure number according to agency policy. The structure number must be unique for each bridge within the State. Structure numbers are to be assigned for structures that carry non-highways (pedestrian, utility, railroad, etc.) over Federal-aid highways, NHS and STRAHNET routes or connectors.

This item only addresses the format of the structure number for the NBI. As a national number sequence standard does not exist, each State or Federal Agency is encouraged to develop its own structure number sequence. Additional direction and discussion is provided below.

Structure numbers are not required for non-highway structures crossing off-system, non-NHS, and non-STRAHNET routes, but States are encouraged to also inventory these structures.

Structure Number Changes Structure numbers should not change when work is performed, or the structure is reconstructed, except in unusual circumstances. When a structure number must be changed, a complete cross reference of corresponding "old" and "new" numbers must be provided to the FHWA in a digital format as prescribed by the FHWA and shown in Appendix D. When a bridge is replaced, a new and unique structure number should be assigned. Open/Closed Medians and Parallel Structures When recording this item, the functionality of the superstructure should be considered. Parallel structures with connected superstructures and/or decks are considered as one structure. Any structure or structures with a closed median, where the area between the two roadways on the structure is bridged over and is capable of supporting traffic, is to be recorded as one bridge. Separate superstructures with an open median (not meeting the closed median criteria above) sharing a common substructure unit or units are to be recorded as two bridges. Assigning Structure Numbers to Complex or Unique Structures A structure carrying a ramp that merges into another structure, has at least one distinct abutment, and is greater than 6.1 m (20 ft) in length, is to be recorded as a separate bridge. The separating point between bridges should be the closest deck joint or other logical and reasonable location as determined by the bridge owner. A structure that divides into two (or more) separate structures (or vice versa) is to be recorded as two (or more) bridges. The separating point between bridges should be the closest deck joint or other logical and reasonable location as determined by the bridge owner. Double deck bridges may be recorded as one or two structures. All related data must be compatible with the method selected. For other complex or unique structures not covered here, the bridge owner should consult with the FHWA to determine the logical and reasonable number of bridge numbers to be assigned.


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State Code Format

AN2 Frequency

Initial Record Type On & Under

Item Number 1

Specification Commentary Record the State where the bridge is located using one of the codes in the table below.

State codes are derived from the Federal Information Processing Standards (FIPS), Standard Codes For States (FIPS PUB 5-2). These codes can also be found at the following web sites:

http://www.fhwa.dot.gov/ohim/hpmsmanl/word/appa.doc http://www.itl.nist.gov/fipspubs/fip5-2.htm

Code Description Code Description Code Description

01 Alabama 22 Louisiana 40 Oklahoma

02 Alaska 23 Maine 41 Oregon

04 Arizona 24 Maryland 42 Pennsylvania

05 Arkansas 25 Massachusetts 44 Rhode Island

06 California 26 Michigan 45 South Carolina

08 Colorado 27 Minnesota 46 South Dakota

09 Connecticut 28 Mississippi 47 Tennessee

10 Delaware 29 Missouri 48 Texas

11 District of Columbia 30 Montana 49 Utah

12 Florida 31 Nebraska 50 Vermont

13 Georgia 32 Nevada 51 Virginia

15 Hawaii 33 New Hampshire 53 Washington

16 Idaho 34 New Jersey 54 West Virginia

17 Illinois 35 New Mexico 55 Wisconsin

18 Indiana 36 New York 56 Wyoming

19 Iowa 37 North Carolina 72 Puerto Rico

20 Kansas 38 North Dakota

21 Kentucky 39 Ohio

http://www.fhwa.dot.gov/ohim/hpmsmanl/word/appa.doc


http://www.itl.nist.gov/fipspubs/fip5-2.htm


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County Code Format

AN3 Frequency

Initial Record Type

On Item Number

3 Specification Commentary

Record the code for the county, parish or borough in which the bridge is located. Use the Federal Information Processing Standards (FIPS) in the current version of the Census of Population and Housing - Geographic Identification Code Scheme to determine the appropriate code.

County, parish or borough codes can be found at the following web site: http://www.itl.nist.gov/fipspubs/co-codes/states.htm. Codes for county-equivalent entities of the U.S. Possessions and freely associated states can be found in Appendix A and Appendix B, respectively, of the above web site.

http://www.itl.nist.gov/fipspubs/co-codes/states.htm

http://www.itl.nist.gov/fipspubs/co-codes/states.htm


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Place Code Format

AN5 Frequency

Initial Record Type

On Item Number


Record the code for the city, town, township, village, and other census-designated place where the bridge is located. Use the Federal Information Processing Standards (FIPS) in the current version of the Census of Population and Housing - Geographic Identification Code Scheme to determine the city, town, township, village, or other census-designated place code. Record 00000 if there is no FIPS place code for the bridge’s location.

FIPS place codes can be found at the following web sites: http://www.itl.nist.gov/fipspubs/fip55-3.htm http://geonames.usgs.gov/


http://geonames.usgs.gov/


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Highway Agency District Format

AN2 Frequency

Initial Record Type

On Item Number


Record the State highway agency district or region where the bridge is located.

Where districts or regions are identified by number, use the existing number. Where districts or regions are identified by name, record a number based on an alphabetical or organizational listing of the districts or regions. Federal agencies should record the state highway agency district or region where the bridge is located.


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Record Type Format

AN1 Frequency


Item Number 5A

Specification Commentary Record the record type using one of the following codes:

Code Description

1 Route carried “on” the structure (highway bridge only)

2 Single route goes “under” the structure

A First of multiple routes going “under” the structure

B Second of multiple routes going “under” the structure

.

.

. Z 26th of multiple routes going

“under” the structure

All roadway items must be coded with respect to the route identified in the following items:

• Route Type (page 23) • Service Type (page 24) • Route Number (page 25) • Highway Agency District (page 21)

Records are classified as either "on" or "under" the structure. Code 1 is used when the route is carried by the structure. Code 2 is used for the under record where there is a single route under the structure. Codes A, B, C, etc. are used consecutively for multiple routes under the same structure. All roadway-oriented data must agree with the coding as to whether the route is "on" or "under" the bridge. Routes that go through tunnels are coded as an "under" record, not as an “on” record. Routes under pedestrian, utility, railroad, buildings, etc. should be recorded using the appropriate “under” code. When 2 or more routes are concurrent, the hierarchy of routes should be in the order listed from Route Type item on page 23. When a ramp separates from the mainline route, the ramp shall be recorded as an individual route. For “on” records, all items described in this specification must be recorded. For “under” records, the following information is required: the State, District, County & Place Codes, Feature Intersected, Facility Carried, Structure Number, Location, LRS Information, Latitude, Longitude, Detour Length, Toll Status, Functional Classification, Lanes & Service On & Under, ADT & ADTT (and year), Clearances, Direction of Traffic, STRAHNET, NHS, and National Network Info. The applicability (i.e whether the item should be populated for on records, under records or both) is indicated for each item. See the table on page 26 for examples.


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Route Type Format

AN1 Frequency


Item Number 5B

Specification Commentary Record the route type using one of the following codes: Code Description

1 Interstate highway 2 U.S. numbered highway 3 State highway 4 County highway 5 City street 6 Federal lands road 7 State lands road 8 Other (includes toll roads not

otherwise indicated above)

When 2 or more route types are concurrent, the hierarchy of roadway should be in the order listed. See the table on page 26 for examples.


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Service Type Format

AN1 Frequency


Item Number 5C

Specification Commentary Record the designated service type for the roadway using one of the following codes: Code Description

1 Mainline 2 Alternate 3 Bypass 4 Spur 6 Business 7 Ramp, connector, etc. 8 Service or unclassified frontage

road 0 None of the above

See the table on page 23 for examples.


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Route Number Format

AN5 Frequency


Item Number 5D & 5E

Specification Commentary Record the route number of the inventory route identified in the Record Type item on page 19. Where letters are used as part of the route numbers, the letter should be included. Code 00000 for bridges on roads without route numbers.

If concurrent routes of the same type are carried by the same structure, the lowest numbered route must be coded. If concurrent routes of different types (i.e., Interstate and U.S. Highway) are carried by the same structure, the route number of the higher classification of roadway should be coded. (See the Route Type item on page 20 for roadway hierarchy.) See the table on page 23 for examples.


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CODING EXAMPLES FOR INVENTORY ROUTE ITEMS

Example Record Type

Route Type

Service Type

Route Number

1 Interstate 95 (route on) 1 1 1 00095 Interstate 70S (route under) 2 1 1 0070S 2 Interstates 95 and 495, (route on) 1 1 1 00095 3 State Highway 104, Spur (route under) 2 3 4 00104 4 US 30E Bypass (route on) 1 2 3 0030E 5 City street (route on) 1 5 0 00000 Ramp from I-81 (route under) 2 1 7 00081 6 County Highway 173 (route on) 1 4 1 00173 Interstate 84 (route under) 2 1 1 00084 7 Interstate 495 (route on) 1 1 1 00495 State Hwy 120 (STRAHNET route

under) A 3 1 00120

Alternate State Hwy 130 (route under) B 3 2 00130 8 State Highway A1A (route on) 1 3 1 00A1A 9 Tunnel on Interstate 70 2 1 1 00070


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Route Carried by Bridge Format AN50

Frequency Initial


Item Number 7

Specification Commentary Record the name of the route that is carried on the bridge.

The owner may include directional or other descriptive information in this field if they choose. Official names and local names may be entered. The name of the bridge (I.e. Golden Gate Bridge, George Washington Bridge, etc.) may be included in this item following the route name. EXAMPLES Interstate 90 - Massachusetts Turnpike Interstate 64 Aurora Avenue, SR99 John Hanson Highway I95N – George Washington Bridge I95S – George Washington Bridge, Lower Deck


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Feature Intersected by Bridge Format AN50

Frequency Initial

Record Type On

Item Number 6

Specification Commentary Record the description of the feature(s) intersected by the structure.

When one of the features intersected is another highway, the signed number or name of the highway should appear first (leftmost) in the field. The names of any other features should follow. Parentheses should be used to provide a second identification of the same feature (see third example). Examples I-81, U.S. 60, River Road Mississippi River U.S. 60 (Richmond Road)


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Location Format AN50

Frequency Initial

Record Type On

Item Number 9

Specification Commentary Record a narrative description of the bridge location.

The location shall be keyed to a distinguishable feature on an official highway department map such as road junctions and topographical features. EXAMPLES 6 km Southwest of Mississippi River 3.5 km South of the Junction of State Road 35


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LRS Inventory Route Format AN10

Frequency Initial


Item Number 13A

Specification Commentary Record the linear referencing system (LRS) Inventory Route number for LRS inventory route defined by the State for the HPMS. The LRS inventory route number can be alphanumeric, but must not contain blanks.

The LRS inventory route number is not necessarily the same as that posted along the roadway, but is a number used to uniquely identify a route within at least a county and perhaps throughout the State. See the examples below. LRS Inventory Route Code Inventory Route 2775 0000002775 Inventory Route U.S. 66 000000US66


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LRS Subroute Format

AN2 Frequency


Item Number 13B

Specification Commentary Record the linear referencing system (LRS) Subroute number for LRS inventory route defined by the State for the HPMS. The LRS Subroute number must not contain blanks.

Record 00 when there is no subroute number.

The subroute number uniquely identifies portions of inventory route sections where duplicate kilometer (mile) points occur. These subroute numbers, if they exist, are identified in the State's HPMS-LRS records. See the examples below. LRS Subroute Number Code No subroute number 00 Subroute number 3 03


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LRS Kilometer (Mile) Point Format

Floating point, 3 decimals

Frequency Initial


Item Number 11

Specification Commentary Record the linear referencing system (LRS) kilometer (mile) point to the nearest thousandth. Leave item blank when kilometer (mile) points are not provided. Kilometer (mile) points may be recorded for routes not defined on the LRS.

The LRS kilometer (mile) point is used to establish the location of the bridge on the Inventory Route. It must be from the same LRS Inventory Route and kilometer (mile) point system as reported in the Highway Performance Monitoring System (HPMS). The kilometer (mile) point coded in this item directly relates to the LRS Inventory Route and LRS Subroute Number items on pages 27 and 28 respectively. For structures carrying an LRS Inventory Route, record the kilometer point at the beginning of the structure (i.e. the lowest kilometer (mile) point on the bridge). When the LRS Inventory Route goes under the structure (Record Type on page 19 coded 2 or A-Z), record the kilometer (mile) point on the under passing route where the structure is first encountered. See the examples below. LRS Kilometer (Mile) Point Code 130.344 130.344 9.6 9.600 No kilometer (mile) point (blank)


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Latitude Format


Frequency Initial

Record Type On

Item Number 16

Specification Commentary Record the latitude of the bridge in decimal degrees. The point of this coordinate should be at the beginning of the structure in the direction of the inventory route and at the right edge of the traveled way.

The reason for the increased precision is to facilitate the use of Global Positioning System (GPS) data directly into this item. See the examples below. Latitude Code 35º 27’ 18.55” 35.45515278 81º 5’ 50.65” 81.09740278 157º 10’ 00.00” 157.16666667


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Longitude Format


Frequency Initial

Record Type On

Item Number 17

Specification Commentary Record the longitude of the bridge in decimal degrees. The point of this coordinate should be at the beginning of the structure in the direction of the inventory route and at the right edge of the traveled way.

The reason for the increased precision is to facilitate the use of Global Positioning System (GPS) data directly into this item. See the examples below. Longitude Code 35º 27’ 18.55” 35.45515278 81º 5’ 50.65” 81.09740278 157º 10’ 00.00” 157.16666667


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Border Bridge State or Country Code Format

AN2 Frequency

Initial Record Type

On Item Number

98A Specification Commentary

Record the neighboring State code using the codes listed in State Code item on page 15. Record the value CN or MX for a structure on the border with Canada or Mexico, respectively. Leave item blank when the bridge does not border another State or country.

Use this item to indicate structures crossing borders of States or Countries. State codes are derived from the Federal Information Processing Standards (FIPS), Standard Codes For States (FIPS PUB 5-2). These codes can also be found at the following web sites: http://www.fhwa.dot.gov/ohim/hpmsmanl/word/appa.doc http://www.itl.nist.gov/fipspubs/fip5-2.htm See the table on page 34 for examples.





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Border Bridge Responsibility Format Numeric

Frequency Initial

Record Type On

Item Number 98B

Specification Commentary Record the percent financial responsibility of your State for preserving or improving the bridge. Leave item blank when the bridge does not border another State or country.

Record this item as 0 when a neighboring State or country accepts 100% of the financial responsibility, but your State inventories the bridge. The intent of this item is to capture the financial responsibility for all entities within the State geographical boundaries, regardless of ownership (State, city, county, etc.) and to compare responsibility with neighboring States or Countries

See the table on page 34 for examples.


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EXAMPLES FOR CODING BORDER BRIDGE ITEMS

Example Border Bridge State or Country Code

Border Bridge Responsibility

Bridge connects your State with Arizona and Arizona assumes 45% of future improvement costs

04 55

Bridge connects your State with New York and New York assumes all the future improvement costs

36 0

Bridge connects your State with Canada and your State assumes all the future improvement costs

CN 100

Bridge is completely within your State’s borders (blank) (blank)


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Border Bridge Structure Number Format AN15

Frequency Initial

Record Type On

Item Number 99

Specification Commentary Record the neighboring State's 15-character NBI Structure Number for any bridge where the Border Bridge State or Country Code item is coded. Record 000000000000000 when the bordering State or country does not have a Structure Number in the National Bridge Inventory. Leave item blank when the bridge does not border another State or country.

This number must match exactly the bordering State's submitted NBI structure number. The entire 15-character field must be accounted for including zeros and blank spaces whether they are leading, trailing, or embedded in the field.


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BRIDGE TYPE AND MATERIAL SECTION The items in this section identify the material for the bridge, deck and deck surface and classify the type of bridge. The following items are included:

o Main Span Material Type o Main Span Configuration o Main Span Design Type o Number of Main Spans o Approach Span Material Type o Approach Span Configuration o Approach Span Design Type o Number of Approach Spans o Deck Type o Additional Deck Surface o Waterproofing Membrane o Internal Deck Protection

o Abutment Material Type o Abutment Design Type o Abutment Foundation Type o Main Pier/Bent Material Type o Main Pier/Bent Design Type o Main Pier/Bent Foundation Type o Approach Pier/Bent Material Type o Approach Pier/Bent Design Type o Approach Pier/Bent Foundation Type


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Main Span Material Type Format

AN2 Frequency

Initial Record Type

On Item Number


Record the predominant type of superstructure material for the main span(s) using one of the following codes: Code Description 11 Concrete 12 Concrete, pre-tensioned 13 Concrete, post-tensioned 21 Steel, Painted 22 Steel, Weathering 23 Steel, Other Protective System 24 Steel, Unprotected 31 Timber 32 Engineered Wood 41 Masonry 51 Aluminum 52 Iron (wrought or cast) 61 FRP Composite 99 Other

Main spans are those of greatest length within a bridge and are normally at the center of the feature being crossed. Prestressed concrete is distinguished by the type of prestressing employed; pre-tensioning or post-tensioning. Engineered Wood products improve the natural characteristics of wood, by making veneers, plywood, reconstituted wood panel products or engineered wood assemblies. This includes glued laminated timber (glulam), I-joists, and laminated veneer lumber (LVL). Fiber Reinforced Polymer (FRP) Composites, also known as fiberglass reinforced plastics, are made from fiberglass reinforcement in a plastic (polymer) matrix.


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Main Span Configuration Format

AN1 Frequency

Initial Record Type

On Item Number


Record the design/geometric configuration for the main span(s) using one of the following codes. Code Description

1 Simple Span 2 Continuous span

The intent of this item is to capture the continuity. Use the predominant design / geometric configuration for the main span superstructure elements and not the configuration of the deck.


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Main Span Design Type Format

AN2 Frequency

Initial Record Type

On Item Number

43B Specification Commentary

Record the predominant type of design and/or type of construction for the main span(s) using one of the following codes:

Code Description 01 Slab 02 Multi-beam/girder 03 Girder & floor beam system (including

thru girders) 04 Tee beam 05 Box beam/girder –Adjacent 06 Box beam/girder – Single or spread 07 Rigid frame (except frame culverts) 08 Orthotropic 09 Truss – Deck 10 Truss – Thru/pony 11 Arch – Deck (including filled arch) 12 Arch – Thru 13 Suspension 14 Stayed girder 15 Movable – Vertical lift 16 Movable – Bascule 17 Movable – Swing 18 Tunnel 19 No longer used (see codes 31-33) 20 Mixed types(not applicable for main

spans) 21 Segmental box girder 24 Channel beam – Adjacent 25 Channel beam – Single or spread 31 Box culvert, Single (including frame

culvert) 32 Box culvert, Multiple 33 Arch culvert, Single 34 Arch culvert, Multiple 35 Pipe culvert, Single 36 Pipe culvert, Multiple 99 Other

EXAMPLES 05 – Adjacent Box Beam/Girder (cross section)

06 – Spread Box Beam/Girder (cross section)

09 – Deck Truss (profile and section views)

10 – Thru/pony Truss (profile and section views)


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Number of Main Spans Format Numeric

Frequency Initial

Record Type On

Item Number 45

Specification Commentary Record the number of main spans on the bridge.

This item will include all spans of most bridges or the major span(s) of a sizable structure.


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Approach Span Material Type Format

AN2 Frequency

Initial Record Type

On Item Number


Record the predominant type of superstructure material for the approach span(s) using one of the following codes: Code Description 11 Concrete 12 Concrete, pre-tensioned 13 Concrete, post-tensioned 21 Steel, Painted 22 Steel, Weathering 23 Steel, Other Protective System 24 Steel, Unprotected 31 Timber 32 Engineered Wood 41 Masonry 51 Aluminum 52 Iron (wrought or cast) 61 FRP Composite 99 Other NA Not applicable

Approach spans are those spans of a different type, or of the same type but significantly shorter than the longest main span and are normally at one or both ends of the main spans. Prestressed concrete is distinguished by the type of prestressing employed; pre-tensioning or post-tensioning. Engineered Wood products improve the natural characteristics of wood, by making veneers, plywood, reconstituted wood panel products or engineered wood assemblies. This includes glued laminated timber (glulam), I-joists, and laminated veneer lumber (LVL). Fiber Reinforced Polymer (FRP) Composites, also known as fiberglass reinforced plastics, are made from fiberglass reinforcement in a plastic (polymer) matrix. Not applicable (NA) is used when all the spans are included in Number of Main Spans item on page 40.


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Approach Span Configuration Format

AN1 Frequency

Initial Record Type

On Item Number


Record the design/geometric configuration for the approach span(s) using one of the following codes: Code Description

1 Simple Span 2 Continuous span N Not applicable

The intent of this item is to capture the structural continuity of the structure. Use the predominant design / geometric configuration for the approach span superstructure elements and not the configuration of the deck. Not applicable (N) is used when all the spans are included in Number of Main Spans item on page 40


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Approach Span Design Type Format

AN2 Frequency

Initial Record Type

On Item Number


Record the predominant type of design and/or type of construction for the approach span(s) using one of the following codes:

Code Description 01 Slab 02 Multi-beam/girder 03 Girder & floor beam system (including

thru girders) 04 Tee beam 05 Box beam/girder –Adjacent 06 Box beam/girder – Single or spread 07 Rigid frame (except frame culverts) 08 Orthotropic 09 Truss – Deck 10 Truss – Thru/pony 11 Arch – Deck (including filled arch) 12 Arch – Thru 13 Suspension 14 Stayed girder 15 Movable – Vertical lift 16 Movable – Bascule 17 Movable – Swing 18 Tunnel 19 No longer used (see codes 31-33) 20 Mixed types 21 Segmental box girder 24 Channel beam – Adjacent 25 Channel beam – Single or spread 31 Box culvert, Single (including frame

culvert) 32 Box culvert, Multiple 33 Arch culvert, Single 34 Arch culvert, Multiple 35 Pipe culvert, Single 36 Pipe culvert, Multiple 99 Other NA Not applicable

Mixed types (20) is used when no one type of design and/or construction is predominate for the approach spans. Not applicable (NA) is used when all the spans are included in Number of Main Spans item on page 40 EXAMPLES 05 – Adjacent Box Beam/Girder (cross section)

06 – Spread Box Beam/Girder (cross section)


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Number of Approach Spans Format Numeric

Frequency Initial

Record Type On

Item Number 46

Specification Commentary Record the number of approach spans. Record 0 when all the spans are included in Number of Main Spans item on page 40


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Deck Type Format

AN2 Frequency

Initial Record Type

On Item Number


Record the predominant type of deck system on the bridge using one of the following codes: Code Description 01 Concrete, cast-in-place 02 Concrete, precast panel 03 Open grating 04 Filled grating 05 Steel plate (including orthotropic) 06 Corrugated steel 07 Aluminum 08 Wood or timber 09 No Longer Used 10 FRP composite 11 Exodermic 99 Other NA Not applicable

An orthotropic deck consists of a flat, thin steel plate stiffened by a series of closely spaced longitudinal ribs at right angles to the floor beams. The deck acts integrally with the steel superstructure. An orthotropic deck becomes the top flange of the entire floor system. Orthotropic decks are occasionally used on large bridges. Record NA for a filled culvert or filled arch with the approach roadway section carried across the structure.


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Additional Deck Surface Format

AN2 Frequency

Initial Record Type

On Item Number


Record the predominant type of deck surface on the bridge using one of the following codes: Code Description 11 Concrete 12 Latex concrete (or similar additive) 13 Low slump concrete 14 Micro-silica concrete 21 Epoxy overlay 31 Bituminous 41 Timber 51 Gravel 99 Other 00 None NA Not applicable

This item for the deck wearing surface covers only additional thickness on-top of the deck structure type item. See the descriptions below for more information. Concrete Separate codes are provided for the following type of concrete wearing surfaces. Traditional concrete, latex modified concrete, low-slump overlays, and micro-silica concrete surfaces. Traditional concrete wearing surfaces are developed by adding additional concrete cover above the reinforcement. (Note that the concrete cover required by design would not be considered as an additional wearing surface.) Epoxy overlay This can be a true epoxy or a polymer surface. Bituminous This is to include all asphalt overlays. Wood This is included for situations where running boards are added on timber decks. None This applies where no additional concrete thickness or wearing surface is included on top of the bridge deck. Not applicable This applies only to structures with no deck.


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Waterproofing Membrane Format

AN1 Frequency

Initial Record Type

On Item Number


Record whether a protective membrane exists on the bridge deck using one of the following codes: Code Description

Y Yes N No U Unknown

Types of membranes include built-up, preformed fabric, epoxy, bituminous admixtures and others. These are only considered as membranes when applied between the deck and the wearing surface to provide protection through waterproofing. Additional details are provided in the Bridge Inspectors Reference Manual (BIRM).


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Internal Deck Protection Format

AN1 Frequency

Initial Record Type

On Item Number

108C Specification Commentary

Record the predominant protective system on the bridge deck using one of the following codes: Code Description 01 Epoxy coated reinforcing 02 Galvanized reinforcing 04 Cathodic reinforcing 05 FRP reinforcing 06 Polymer impregnated 07 Internally sealed 08 Unknown 11 Stainless steel reinforcing 12 Stainless steel clad reinforcing 99 Other 00 None NA Not applicable

Not applicable is only relevant for structures with no deck or no deck rebar. This item should be coded 00 for none when deck rebar is unprotected, such as with black steel.


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Abutment Material Type Format

AN2 Frequency

Initial Record Type

On Item Number

NEW Specification Commentary

Record the abutment type using one of the following codes: Code Description 11 Concrete 12 Concrete, pre-tensioned 13 Concrete, post-tensioned 21 Steel, Painted 22 Steel, Weathering 23 Steel, Other Protective System 24 Steel, Unprotected 31 Timber 32 Engineered Wood 41 Masonry 51 Aluminum 52 Iron (wrought or cast) 71 Mechanically Stabilized Earth 81 Mixed Material Types 99 Other

The abutment material type is to be recorded. Codes are equivalent to those used for superstructure material type with the addition of Code 71 – Mechanically Stabilized Earth (MSE) and Code 81 – Mixed material types. In recording the abutment material type, the material code should reflect the material which provides the support for the transfer of the superstructure load. For example, most MSE abutments support the superstructure loads with deep foundations rather than spread footings. In cases where one abutment employs a material type that is different from the other abutment on a bridge, code 81 – Mixed material types, should be employed. Mechanically stabilized earth includes a facing type and employ various combinations of geotechnical materials and reinforcement materials. MSE Abutment systems are referred to as reinforced earth and/or retained earth.


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Abutment Design Type Format

AN2 Frequency

Initial Record Type

On Item Number


Record the predominant type of design and/or type of construction for the abutment using one of the following codes: Code Description 11 Full Height/Closed Abutments 21 Stub Abutments 31 Open/Spill Through Abutments 41 Integral Abutments 51 Mixed Types 99 Other

Full height or closed abutments include gravity abutment, counterfort, cantilever, curtain wall/pedestal, timber bents and crib abutments. Most MSE abutments will be characterized as stub abutments, though a growing number can be considered as integral abutments.

Stub abutments include stub, semi-stub and shelf type designs. Open abutments are also known as spill-through abutments. These abutments are similar in construction to multi-column piers. Instead of being retained by a solid wall, the approach roadway embankment extends on a slope below the bridge seat and through the columns.

Where there are two abutments using different types of designs, record the structure as having mixed types (code 51).


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Abutment Foundation Type Format

AN2 Frequency

Initial Record Type

On Item Number


Record the predominant abutment foundation type using one of the following codes: Code Description

1 Spread Footing 2 Pile Supported 3 Mixed Types U Unknown

Spread footing designs include both spread footings founded on soil and those founded on rock.

Pile supported foundations include a wide variety of pile types, such as the following: Augered piles, drilled shafts, precast piles, micropiles, Steel H-Piles, Timber Piles, etc.

Use code 3 when the abutments are designed with a combination of spread and pile supported designs.

Use code U when the predominant abutment foundation type is unknown.


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Main Pier/Bent Material Type Format

AN2 Frequency

Initial Record Type

On Item Number


Record the material used for the main pier/bent configuration using one of the following codes: Code Description 11 Concrete 12 Concrete, pre-tensioned 13 Concrete, post-tensioned 21 Steel, Painted 22 Steel, Weathering 23 Steel, Other Protective System 24 Steel, Unprotected 31 Timber 41 Masonry 51 Aluminum 52 Iron (wrought or cast) 81 Mixed Material Types 99 Other NA Not Applicable

As with the superstructure elements, for structures with multiple piers, the pier types should be categorized as main and approach pier types. The main pier types should be those which carry the main spans and, likewise, the approach piers should be those which carry the approach spans. The material type used for the predominant pier/bent configuration is to be recorded. Codes are equivalent to those used for superstructure material type with the addition of Code 81 – Mixed material types. The number of piers and/or function and importance of the piers should be considered when determining which piers should be characterized as the predominant pier/bent. Prestressed concrete is distinguished by the type of prestressing employed; pre-tensioning or post-tensioning.


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Main Pier/Bent Design Type Format

AN2 Frequency

Initial Record Type

On Item Number


Record the predominant pier/bent type using one of the following codes: Code Description 11 Solid Shaft Pier 21 Column Pier 22 Column Pier with Web Wall 31 Cantilever or Hammerhead Pier 41 Column Bents or Open Bent 51 Pile Bent 99 Other NA Not Applicable

A pier or a bent is an intermediate substructure unit located between the ends of the bridge. For a single-span structure, there would be no piers/bents and the item should be coded as NA. For multiple span structures, intermediate supports are necessary and piers or bents are employed.

Both piers and bents provide the same function; however, piers generally have one column or shaft supported by a large footing. Bents have two or more columns or pile extensions with a cap or cross bracing.

Examples:

Solid Shaft Pier Column Pier Column Pier with Web Wall

Cantilever Hammerhead Pier Column Bent Pile Bent


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Main Pier/Bent Foundation Type Format

AN2 Frequency

Initial Record Type

On Item Number


Record the predominant foundation type for the main piers/bents using one of the following codes: Code Description




Use code 3 when the piers/bents are designed with a combination of spread and pile supported designs.

Use code U when pier/bent foundation type is unknown.


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Approach Pier/Bent Material Type Format

AN2 Frequency

Initial Record Type

On Item Number


Record the material used for the approach pier/bent configuration using one of the following codes: Code Description 11 Concrete 12 Concrete, pre-tensioned 13 Concrete, post-tensioned 21 Steel, Painted 22 Steel, Weathering 23 Steel, Other Protective System 24 Steel, Unprotected 31 Timber 41 Masonry 51 Aluminum 52 Iron (wrought or cast) 81 Mixed Material Types 99 Other NA Not Applicable

As with the superstructure elements, for structures with multiple piers, the pier types should be categorized as main and approach pier types. The main pier types should be those which carry the main spans and, likewise, the approach piers should be those which carry the approach spans. The material type used for the predominant pier/bent configuration is to be recorded. Codes are equivalent to those used for superstructure material type with the addition of Code 81 – Mixed material types. The number of piers and/or function and importance of the piers should be considered when determining which piers should be characterized as the predominant pier/bent. Prestressed concrete is distinguished by the type of prestressing employed; pre-tensioning or post-tensioning.


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Approach Pier/Bent Design Type Format

AN2 Frequency

Initial Record Type

On Item Number


Record the predominant pier/bent type using one of the following codes: Code Description 11 Solid Shaft Pier 21 Column Pier 22 Column Pier with Web Wall 31 Cantilever or Hammerhead Pier 41 Column Bents or Open Bent 51 Pile Bent 99 Other NA Not Applicable

A pier or a bent is an intermediate substructure unit located between the ends of the bridge. For a single-span structure, there would be no piers/bents and the item should be coded as NA. For multiple span structures, intermediate supports are necessary and piers or bents are employed.

Both piers and bents provide the same function; however, piers generally have one column or shaft supported by a large footing. Bents have two or more columns or pile extensions with a cap or cross bracing.

Examples:

Solid Shaft Pier Column Pier Column Pier with Web Wall

Cantilever Hammerhead Pier Column Bent Pile Bent


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Approach Pier/Bent Foundation Type Format

AN2 Frequency

Initial Record Type

On Item Number


Record the predominant foundation type for the approach pier/bent(s) using one of the following codes: Code Description




Use code 3 when the piers are designed with a combination of spread and pile supported designs.

Use code U when the pier/bent foundation type is unknown.


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AGE AND SERVICE SECTION The items in this section provide information about the age of the structure and type of traffic carried over and/or under the structure. The following items are included:

o Year Built o Year Rehabilitated o Service On the Bridge o Service Under the Bridge o Lanes On the Bridge o Lanes Under the Bridge o Direction of Traffic o Average Daily Traffic (ADT) o Average Daily Truck Traffic (ADTT) o Year of Average Daily Traffic o Bypass, Detour Length


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Year Built Format Numeric

Frequency Initial

Record Type On

Item Number 27

Specification Commentary Record the 4-digit year in which construction of the bridge was completed.

Provide a best estimate when the year built is unknown. Partial rehabilitation of the structure should not change the year built. (See Year Rehabilitated item on page 60).


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Year Rehabilitated Format Numeric

Frequency When Applicable

Record Type On

Item Number 106

Specification Commentary Record the 4-digit year the most recent rehabilitation of the structure was completed. Record 0 when there has been no rehabilitation.

For a bridge to be defined as rehabilitated for this item, the work performed should be extensive in scope. Rehabilitation is defined as major work required to restore the structural integrity and extend the useful life of a bridge as well as work necessary to correct major safety defects, including substandard vertical clearance, approach roadway alignment, and bridge widths. The work performed should be sufficient to remove the structural deficiency or functional obsolescence classification for a minimum of 10 years.

Some examples of rehabilitation work are:

• Full depth replacement of bridge deck where the replaced portion(s) of the deck is 50% or more of the original bridge deck area

• Bridge widening which adds one or more traffic lanes or results in substructure widening • 50% or more of superstructure or substructure units replaced

Some types of work NOT to be considered as rehabilitation are:

• Safety feature replacement or upgrading (for example, bridge rail, approach guardrail or impact attenuators)

• Painting of structural steel • Overlay of bridge deck as part of a larger highway surfacing project (for example, overlay

carried across bridge deck for surface uniformity without additional bridge work) • Utility work • Minor emergency repair to restore structural integrity to the previous status following an

accident • Minor retrofitting to correct a deficiency which does not substantially alter physical

geometry or increase the load carrying capacity • Work performed to keep a bridge operational while plans for rehabilitation or replacement

are under preparation (for example, adding a substructure element or extra girder)


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Service On the Bridge Format

AN1 Frequency


Item Number 42A

Specification Commentary Record the type of service on the bridge using one of the following codes: Code Description

1 Highway 2 Railroad 3 Pedestrian-bicycle 4 Highway-railroad 5 Highway-pedestrian 6 Overpass structure at an

interchange or second level of a multilevel interchange

7 Third level of a multilevel interchange

8 Fourth level of a multilevel interchange

9 Building or plaza 0 Other

This item should be coded 1 for highway when a bridge is carrying a highway and there is no interchange at that location.

This item should be coded 6 for overpass structure at an interchange when a bridge is carrying a highway and there is an interchange at that location.

This item should be coded the same on both the on and under records.


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Service Under the Bridge Format

AN1 Frequency


Item Number 42B

Specification Commentary Record the type of service under the bridge using one of the following codes: Code Description

1 Highway, with or without pedestrian

2 Railroad 3 Pedestrian-bicycle 4 Highway-railroad 5 Waterway 6 Highway-waterway 7 Railroad-waterway 8 Highway-railroad-waterway 9 Relief for waterway 0 Other

This item should be coded the same on both the on and under records.


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Lanes On the Bridge Format Numeric

Frequency Initial


Item Number 28A

Specification Commentary Record the number of traffic lanes being carried by the bridge. Record 0 when there are no traffic lanes being carried by the bridge.

Include all lanes carrying highway traffic (i.e., cars, trucks, buses), including merge lanes and ramp lanes, and two-way left-turn lanes, which are striped or otherwise operated as a full width traffic lane for the entire length of the bridge. A route striped or signed for 1-lane traffic carrying 2-directional traffic is considered to carry only one lane. The number of lanes recorded for double deck bridges should be consistent with their structure number (see Structure Number item on page 14). This item should be coded the same on both the on and under records. See the table on page 65 for examples.


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Lanes Under the Bridge Format Numeric

Frequency Initial


Item Number 28B

Specification Commentary Record the number of traffic lanes being crossed over by the bridge. Record 0 when there are no traffic lanes being crossed over by the bridge.

Include all lanes carrying highway traffic (i.e., cars, trucks, buses), including merge lanes and ramp lanes, and two-way left-turn lanes, which are striped or otherwise operated as a full width traffic lane. A route striped or signed for 1-lane traffic carrying 2-directional traffic is considered to carry only one lane. The number of lanes recorded for double deck bridges should be consistent with their structure number (see Structure Number item (p. 14). The sum of all traffic lanes on all inventory routes under the bridge should be recorded for the on record (Record Type item is coded 1 (p. 19)). The number of traffic lanes for each inventory route under the bridge should be recorded separately for each under record (Record Type item is coded 2 or A-Z (p. 19)). This item should be coded the same on both the on and under records. See the table on page 65 for examples.


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EXAMPLES FOR CODING LANES ON AND LANES UNDER STRUCTURE ITEMS

Example Record Type

Lanes On the Structure

Lanes Under the Structure

1 lane on bridge, 0 lanes under the bridge 1 1 0

1 3 1 3 lanes on the bridge, 1 lane under the bridge 2 3 1

1 8 12 A 8 6 B 8 4

8 lanes on the bridge, 3 routes under the bridge with 6, 4, and 2 lanes on each route

C 8 2

1 10 2 5 lanes in each direction of a double deck bridge, 2 lanes under the bridge (Bridge has one Structure Number) 2 10 2

1 5 2 5 lanes in each direction of a double deck bridge, 2 lanes under the bridge (Bridge has two Structure Numbers) 2 5 2

Railroad or pedestrian on the bridge, 4 lanes under the bridge 2 0 4


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Direction of Traffic Format

AN1 Frequency


Item Number 102

Specification Commentary Record the direction of traffic on the inventory route with one of the following codes: Code Description

1 1-way traffic 2 2-way traffic 0 Highway traffic not carried

The recorded direction of traffic must be compatible with other bridge and route related items.


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Average Daily Traffic (ADT) Format Numeric

Frequency 5-Year Max.


Item Number 29

Specification Commentary Record the average daily traffic (ADT) from the most recent count within the last five years. Record the design ADT for newly inventoried bridges when actual ADT information is not yet available.

Included in this item are the trucks referred to in the Average Daily Truck Traffic item on page 68. The recorded ADT must be compatible with the other bridge and route related items. For parallel structures carrying one directional traffic, record the ADT carried by each structure. ADT counts for multiple routes passing under a structure shall be recorded individually. If the route passes under a structure, only the ADT actually passing under a structure shall be included. If the route crosses a bridge, and the bridge is closed, record the actual ADT from before the closure occurred.


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Average Daily Truck Traffic (ADTT) Format Numeric

Frequency 5-Year Max


Item Number 109

Specification Commentary Record the percentage of the Average Daily Traffic (ADT) item on page 67 that is truck traffic from the most recent count within the last five years.

The recorded ADTT must be compatible with the other bridge and route related items. Do not include vans, pickup trucks and other light delivery trucks in this percentage. Estimate the average percentage for the route when this information is not available.


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Year of Average Daily Traffic (ADT) Format Numeric

Frequency 5-Year Max


Item Number 30

Specification Commentary Record the 4-digit year when the average daily traffic (ADT) was collected.


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Bypass, Detour Length Format Numeric

Frequency Initial


Item Number 19

Specification Commentary Record the length to the nearest kilometer (mile) of the actual detour route. Record 999 when the detour length is greater than 999 kilometers (miles) or where a detour does not exist.

The detour length is for the route carried on or crossed over by the structure and represents the total additional travel for a vehicle that would result from closing the route at the bridge. The detour route will be established following criteria determined by the bridge owner. (Some owners will not allow a designated detour over a road or bridge of lesser “quality.”) The factor to consider when determining if a bypass is available at the site is the potential for moving vehicles, including military vehicles, around the bridge. This is particularly true when the bridge is in an interchange. For instance, a bypass likely would be available in the case of diamond interchanges, interchanges where there are service roads available, or other interchanges where the positioning and layouts of the ramps are such that they could be used without difficulty to get around the bridge. See examples below.

Examples Bypass, Detour Length = 4 kilometers Bypass, Detour Length = 0 kilometers


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GEOMETRIC DATA SECTION The items in this section provide geometric data for the structure and roadway. The following items are included:

o Structure Length o Maximum Span Length o NBIS Bridge Definition o Deck Width, Out-to-Out o Bridge Roadway Width, Curb-to-Curb o Left Curb or Sidewalk Width o Right Curb or Sidewalk Width o Approach Roadway Width o Skew o Bridge Median o Minimum Vertical Clearance over Roadway o Minimum Vertical Underclearance over Railroad o Minimum Horizontal Underclearance from Roadway, Left o Minimum Horizontal Underclearance from Roadway, Right o Minimum Horizontal Underclearance from Railroad


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Structure Length Format

Floating point, 1 decimal

Frequency Initial

Record Type On

Item Number 49

Specification Commentary Record the total length of the structure to the nearest tenth of a meter (foot).

The length should be measured along the centerline of the bridge from back-to-back of backwalls of abutments or from paving notch to paving notch measured along the centerline of the roadway. Culvert lengths should be measured along the centerline of roadway regardless of their depth below grade. Measurement should be made between inside faces of exterior walls. Arch lengths should be measured from along the spring line.

Examples:


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Maximum Span Length Format


Frequency Initial

Record Type On

Item Number 48

Specification Commentary Record the length of the maximum span to the nearest tenth of a meter (foot).

The measurement shall be center-to-center of bearing points or center-to-center of piers measured along the centerline of the roadway. In the case of rigid frames, arches, culverts, integral abutments or similar types where exact bearing points cannot be determined, the clear open distance between supports may be used.


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NBIS Bridge Definition Format

AN1 Frequency

Initial Record Type

On Item Number


Record whether this structure meets the bridge length requirements of the National Bridge Inspection Standards (23 CFR 650 Subpart C) using one of the following codes: Code Description

Y Meets NBIS bridge definition N Does not meet NBIS bridge

definition

The following is the NBIS bridge definition:

A structure including supports erected over a depression or an obstruction, such as water, highway, or railway, and having a track or passageway for carrying traffic or other moving loads, and having an opening measured along the center of the roadway of more than 6.1 meters (20 feet) between undercopings of abutments or spring lines of arches, or extreme ends of openings for multiple boxes; it may also include multiple pipes, where the clear distance between openings is less than half of the smaller contiguous opening.

Examples:


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Deck Width, Out-to-Out Format


Frequency Initial

Record Type On

Item Number 52

Specification Commentary Record the minimum out-to-out deck width to the nearest hundredth of a meter (foot).

The width should be measured perpendicularly to the centerline of the roadway. The measurement should not include the width of any flared areas, such as those for ramps. The lateral clearance between superstructure members should be recorded for bridges with through-type superstructures. The out-to-out width of the headwall or parapet should be recorded when they affect the flow of traffic over culverts. The route width from edge of pavement to edge of pavement should be recorded when the roadway is carried across a culvert and the headwalls, parapets, or railings do not affect the flow of traffic. For side hill viaduct structures record the actual out-to-out structure width.


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Bridge Roadway Width, Curb-to-Curb Format


Frequency Initial

Record Type On

Item Number 51

Specification Commentary Record the minimum usable distance between curbs or rails on the structure roadway to the nearest hundredth of a meter (foot).

The width should be measured perpendicularly to the centerline of the roadway. Medians with heights greater than 150 mm (6 in), open medians, sidewalks, curbs, barrier-protected bicycle and equestrian lanes, and barrier widths are to be excluded from the total width. The measurement should not include flared areas for ramps. Where the parapets or headwalls of culverts affect the flow of traffic record the roadway width to the headwall or parapet. The sum of the most restrictive minimum distances for all roadways carried by the bridge should be recorded for bridges with closed medians and for double decked structures. Raised or non-mountable medians, open medians, and barrier widths are to be excluded from the summation along with barrier protected bicycle and equestrian lanes. The route width from edge of pavement to edge of pavement should be recorded when the roadway is carried across a culvert and the headwalls, parapets, or railings do not affect the flow of traffic. For side hill viaduct structures record the actual full curb-to-curb roadway width.


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Left Curb or Sidewalk Width Format


Frequency Initial

Record Type On

Item Number 50A

Specification Commentary Record the width of the left curb and/or sidewalk to the nearest hundredth of a meter (foot).

The width should be measured perpendicularly to the centerline of the roadway. The minimum width should be recorded when the sidewalk and/or curb widths vary through the length of the bridge. "Left" should be determined on the basis of direction of the route carried by the bridge. For structures carrying two-way traffic, this is west to east or south to north.

Example: Width indicated by #3


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Right Curb or Sidewalk Width Format


Frequency Initial

Record Type On

Item Number 50B

Specification Commentary Record the width of the right curb and/or sidewalk to the nearest hundredth of a meter (foot).

The width should be measured perpendicularly to the centerline of the roadway. The minimum width should be recorded when the sidewalk and/or curb widths vary through the length of the bridge. “Right" should be determined on the basis of direction of the route carried by the bridge. For bridges carrying two-way traffic, this is west to east or south to north.

Example: Width indicated by #3


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Approach Roadway Width Format


Frequency Initial

Record Type On

Item Number 32

Specification Commentary Record the normal width of usable roadway measured to the nearest hundredth of a meter (foot).

The width should be measured perpendicularly to the centerline of the roadway. Usable roadway width includes the width of traffic lanes and the widths of shoulders. Shoulders must be contiguous with the traveled way and must be structurally adequate for all weather and traffic conditions consistent with the facility carried. Unstabilized grass or dirt, with no base course, flush with and beside the traffic lane is not to be considered a shoulder for this item. Usable route widths should be measured beyond the flared roadway transitions approaching the structure. For structures carrying two-way traffic, record the most restrictive of the usable route widths at either end of the structure. For structures carrying one-way traffic, record the usable route width leading to the structure, not departing.

Examples: Left Shoulder = 3.0m Left Roadway = 7.2 m Median = 4.8 m Right Roadway = 10.8 m Right Shoulder = 3 m TOTAL = 28.8 m (code as 28.80)

If a ramp is adjacent to the through lanes approaching the structure, it shall be included in the approach roadway width. The total approach roadway width for the example below is 29.2 meters (code as 29.20).


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Skew Format Numeric

Frequency Initial

Record Type On

Item Number 34

Specification Commentary Record the skew angle to the nearest degree. Record the average skew when the structure is on a curve or if the skew varies for some other reason, if reasonable. Otherwise, record 99 to indicate a major variation in skews of substructure units.

The skew angle is the angle between the centerline of a substructure unit and a line perpendicular to the roadway centerline. The skew angle can be taken directly from the plans, if available, or measured in the field. A structure that is perpendicular to a crossing will usually have a 0 degree skew.


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Bridge Median Format Numeric

Frequency Initial


Item Number 34

Specification Commentary Record the number of bridge medians on the structure for on records and under the structure for under records.

All types of medians are considered: open medians, closed medians with no barrier and closed medians with non-mountable barriers.


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Minimum Vertical Clearance over Roadway Format


Frequency Inspection


Item Number 10 & 53

Specification Commentary Record the minimum vertical clearance over the route, including shoulders, truncated to the hundredth of a meter (foot). The vertical clearance measurement that is recorded should be the minimum from the route to any superstructure restriction or other appurtenances attached to the bridge. Record 99.99 when no restriction exists above the route or when the clearances are greater then 30 meters (99 feet).

For multi-level structures, record the minimum vertical clearance even if that measurement is to a mid-level structure.


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Minimum Vertical Underclearance over Railroad Format



Record Type On

Item Number 54

Specification Commentary Record the minimum vertical clearance over the railroad tracks truncated to the hundredth of a meter (foot). The vertical clearance measurement that is recorded should be the minimum from the railroad tracks to any superstructure restriction or other appurtenances attached to the bridge. Record 99.99 when the clearances are greater then 30 meters (99 feet). Leave item blank when no railroad exists beneath the bridge.

This item is applicable only when a railroad is under the bridge.


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Minimum Horizontal Underclearance from Roadway, Left Format



Record Type On

Item Number 56

Specification Commentary Record the minimum horizontal underclearance to the left of the roadway truncated to the hundredth of a meter (foot). The horizontal underclearance measurement that is recorded should be the minimum after measuring the clearance in both directions of travel, where applicable. Record 99.99 when no restrictions exist to the right of the roadway or when the underclearances are greater then 30 meters (99 feet). Leave item blank when there is no roadway beneath the bridge, or if the roadway is a two-way roadway or undivided highway.

This item is applicable when a divided highway, one-way street, or one-way ramp is under the bridge. The measurement should be made from the left edge of the roadway (excluding shoulders) to the nearest substructure unit, rigid barrier, or toe of slope that is steeper than 1 to 3.


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Minimum Horizontal Underclearance from Roadway, Right Format



Record Type On

Item Number 55

Specification Commentary Record the minimum horizontal underclearance to the right of the roadway truncated to the hundredth of a meter (foot). The horizontal underclearance measurement that is recorded shall be the minimum after measuring the clearance in both directions of travel, where applicable. Record 99.99 when no restrictions exist to the right of the roadway or when the underclearances are greater then 30 meters (99 feet). Leave item blank when there is no roadway beneath the bridge.

This item is applicable when a roadway is under the bridge. The measurement should be made from the right edge of the roadway (excluding shoulders) to the nearest substructure unit, rigid barrier, or toe of slope that is steeper than 1 to 3.


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Minimum Horizontal Underclearance from Railroad Format



Record Type On

Item Number 55

Specification Commentary Record the minimum horizontal underclearance from the centerline (between rails) of the track truncated to the hundredth of a meter (foot). The horizontal underclearance measurement that is recorded should be the minimum after measuring the clearances in both directions from all tracks. Record 99.99 when no restrictions exist or when the underclearances are greater then 30 meters (99 feet). Leave item blank when there is no railroad beneath the bridge.

This item is applicable only when a railroad is under the bridge. The measurement should be made from the centerline (between the rails) of the outermost track to the nearest substructure unit, rigid barrier, or toe of slope that is steeper than 1 to 3.


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NAVIGATION SECTION The items in this section contain information on the navigable waterway crossed by the structure. The following items are included:

o Navigable Waterway o Navigation Vertical Clearance o Moveable Bridge Maximum Navigation Vertical Clearance o Navigation Horizontal Clearance o Substructure Navigation Protection


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Navigable Waterway Format

AN1 Frequency

Initial Record Type

On Item Number

38

Specification Commentary Record this item based on definition of a navigable waterway with one of the following codes: Code Description

Y Bridge crosses a navigable waterway

N Bridge does not cross a navigable waterway

All navigable waters are defined by the U.S. Coast Guard. Usually when a structure is over a navigable waterway, a bridge permit from the U.S. Coast Guard or other controlling agency is required for any work on or modifications to the structure.


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Navigation Vertical Clearance Format


Frequency Initial

Record Type On

Item Number 39 & 116

Specification Commentary Record the minimum vertical clearance over the waterway truncated to the tenth of a meter (foot). The vertical clearance measurement that is recorded should be the minimum from the reference elevation to any superstructure restriction or other appurtenances attached to the bridge. Leave item blank when there is no navigable waterway beneath the bridge.

This item records the clearance at the structure for navigational purposes. For navigable waterways, reference elevations are established by the US Coast Guard. The bridge owner must consult the local controlling agency and/or the Coast Guard to get information on established datums. In the case of a moveable bridge, the vertical clearance should be measured with the bridge in the closed position (i.e., open to vehicular traffic).


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Moveable Bridge Maximum Navigation Vertical Clearance Format


Frequency Initial

Record Type On

Item Number Replaces 116

Specification Commentary Record the maximum vertical clearance for moveable bridges in the open position truncated to the tenth of a meter (foot). The vertical clearance measurement that is recorded should be the minimum from the reference elevation to any superstructure restriction or other appurtenances attached to the bridge. Record 999.9 when the maximum navigation vertical clearance is unlimited. Leave item blank when there is no navigable waterway beneath the bridge, or when the bridge is not moveable.

This item records the clearance at the structure for navigational purposes. For navigable waterways, reference elevations are established by the US Coast Guard. The bridge owner must consult the local controlling agency and/or the Coast Guard to get information on established datums. This item is coded for moveable bridges in the open position. For bascule and swing bridges this clearance will probably be unlimited. For vertical lift bridges this clearance is when the structure is in the open position for maritime traffic.


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Navigation Horizontal Clearance Format


Frequency Initial

Record Type On

Item Number 40

Specification Commentary Record the horizontal clearance measurement shown on the navigation permit truncated to the tenth of a meter (foot). Leave item blank when there is no navigable waterway beneath the bridge.

This item measures the width of the navigational channel beneath the bridge. If a navigation permit is required but not available, use the minimum horizontal clearance between fenders, if any, or the clear distance between piers or bents.


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Substructure Navigation Protection Format

AN1 Frequency Inspection

Record Type On

Item Number 111

Specification Commentary Record the presence and adequacy of pier or abutment protection using one of the following codes: Code Description

0 Protection is required but none present

1 Protection does not meet currently acceptable standards

2 Protection meets currently acceptable standards

N Not applicable, or protection is not required

Navigation protection for the piers or abutments can be fender systems, dolphins, or other systems that prevent the substructure from being impacted or adequately reduce the impact load that is transferred into the substructure. If a protection system is provided, a structural analysis or evaluation by a structural engineer may be needed to determine if it meets current acceptable standards. Navigation protection is not required when the substructure units cannot be struck by navigational traffic, or the substructure units are designed to resist ship impact. Record 2 when the substructure units have been designed for ship impact and additional protection is also provided.


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FUNCTIONAL DESCRIPTION SECTION The items in this section describe the functional characteristics of the routes and the structure. The following items are included:

o Functional Classification o NHS Designation o STRAHNET Designation o Federal Lands Highway o Toll o Owner o Maintenance Responsibility o Historical Significance


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Functional Classification Format

AN2 Frequency


Item Number 26

Specification Commentary Record the functional classification of the inventory route using one of the following codes: RURAL ROUTES Code Description 01 Principal arterial – Interstate 02 Principal arterial – Other 06 Minor arterial 07 Major collector 08 Minor collector 09 Local

URBAN ROUTES Code Description 11 Principal arterial – Interstate 12 Principal arterial – Other freeways

and expressways 14 Other principal arterial 16 Minor arterial 17 Collector 19 Local

Functional classifications result from the grouping of highways by the character of service they provide. The functional classifications designated by the States in accordance with 23 CFR 470 are used in the highway performance monitoring system (HPMS). The urban or rural designation depends on the location of the bridge and not the character of the roadway.


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NHS Designation Format

AN1 Frequency


Item Number 106

Specification Commentary Record whether the inventory route is on the National Highway System (NHS) using one of the following codes: Code Description

Y Inventory route is on the NHS N Inventory route is not on the NHS

This item identifies whether the inventory route is on the National Highway System (NHS) or not on the system. The National Highway System Designation Act of 1995 established the NHS. The term “National Highway System” means the Federal-aid highway system described in 23 U.S.C. 103 (b) and consists of a network of nationally significant highways. NHS routes and connectors are identified in the Highway Performance Monitoring System (HPMS). All Interstate routes are part of the NHS. State maps of the NHS can be found at: http://www.fhwa.dot.gov///////hep10/nhs/index.html.

http://www.fhwa.dot.gov///////hep10/nhs/index.html

http://www.fhwa.dot.gov///////hep10/nhs/index.html


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STRAHNET Designation Format

AN1 Frequency


Item Number 100

Specification Commentary Record the Strategic Highway Network (STRAHNET) designation of the inventory route using one of the following codes: Code Description

0 The inventory route is not on STRAHNET route

1 The inventory route is an Interstate STRAHNET route

2 The inventory route is a non-Interstate STRAHNET route

3 The inventory route is on a STRAHNET connector route

The Strategic Highway Network (STRAHNET) is a system of Interstate and primary highways and connectors that provide access to major US military installations and strategic ports. STRAHNET is determined by the Surface Deployment and Distribution Command (SDDC - previously the Military Traffic Management Command, MTMC) in coordination with FHWA. FHWA provides data to the SDDC from the NBI regarding clearances, sufficiency ratings, condition, and load-carrying capabilities on these routes. STRAHNET connectors are roads that connect military installations and ports to the STRAHNET. By definition, all interstate routes are STRAHNET routes and should be recorded as 1. STRAHNET routes can be found at: http://www.tea.army.mil/pubs_res/strahnet/strahnet.htm. The link leads to a password protected site, which is controlled by US Army and accessible by FHWA and other agencies requiring access. Information and procedures for obtaining access are provided on the SDDC web-site referenced.

http://www.tea.army.mil/pubs_res/strahnet/strahnet.htm

http://www.tea.army.mil/pubs_res/strahnet/strahnet.htm


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Federal Lands Highway Format

AN1 Frequency

Initial Record Type

On Item Number

105

Specification Commentary Record whether the inventory route carried by the structure is a Federal lands road using one of the following codes: Code Description 1 Indian reservation road (IRR) 2 Forest highway (FH) 3 Land management highway system

(LMHS) 4 Both IRR and FH 5 Both IRR and LMHS 6 Both FH and LMHS 9 Combined IRR, FH, and LMHS N Not applicable

This item identifies structures owned by State and local jurisdictions on roads that lead to and traverse through Federal lands. These structures may be eligible to receive funding from the Federal Lands Highway Program under 23 U.S.C. The term “Federal lands highway” means a forest highway, public lands highway, park road, parkway, refuge road, and Indian reservation road that is a public road. For assistance in locating forest highway and Indian reservation road routes, contact Federal Lands Highway via phone numbers shown at: http://www.fhwa.dot.gov/flh/field.htm#hq.

http://www.fhwa.dot.gov/flh/field.htm


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Toll Format

AN1 Frequency

Initial Record Type

On Item Number

20

Specification Commentary Record the toll status of the bridge using one of the following codes: Code Description

1 Toll bridge 2 Bridge is on a toll road 3 Bridge is toll-free and carries a toll-

free road 4 Bridge is on a toll road under

Secretarial Agreement 5 Toll bridge under Secretarial

Agreement

This item identifies the toll status of the bridge. Interstate toll segments under Secretarial Agreement (23 U.S.C 129) must be identified separately. The tolls on a toll bridge are paid specifically to use the bridge. The tolls on a toll road are paid to use the facility, which includes the roadway and the bridge.


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Owner Format

AN2 Frequency

Initial Record Type

On Item Number


Record the agency that has primary ownership of the bridge using one of the following codes:

Code Description 01 State highway agency 02 County highway agency 03 Town or township highway agency 04 City or municipal highway agency 11 State park, forest, or reservation

agency 12 Local park, forest, or reservation

agency 21 Other State agencies 25 Other local agencies 26 Private (other than railroad) 27 Railroad 31 State toll authority 32 Local toll authority 60 Other Federal agencies (not listed

below) 61 Indian tribal government 62 Bureau of Indian Affairs 63 Fish and Wildlife Service 64 U.S. Forest Service 66 National Park Service 67 Tennessee Valley Authority 68 Bureau of Land Management 69 Bureau of Reclamation 70 Corps of Engineers (civil) 71 Corps of Engineers (military) 72 Air Force 73 Navy/Marines 74 Army 75 NASA 76 Metropolitan Washington Airports

Service 80 Unknown

The hierarchy of State, Federal, county, city, railroad, and other private should be used when more than one agency has equal ownership of the bridge.


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Maintenance Responsibility Format

AN2 Frequency

Initial Record Type

On Item Number

21

Specification Commentary Record the agency that has primary responsibility for maintaining the bridge using one of the following codes:

Code Description 01 State highway agency 02 County highway agency 03 Town or township highway agency 04 City or municipal highway agency 11 State park, forest, or reservation

agency 12 Local park, forest, or reservation

agency 21 Other State agencies 25 Other local agencies 26 Private (other than railroad) 27 Railroad 31 State toll authority 32 Local toll authority 60 Other Federal agencies (not listed

below) 61 Indian tribal government 62 Bureau of Indian Affairs 63 Fish and Wildlife Service 64 U.S. Forest Service 66 National Park Service 67 Tennessee Valley Authority 68 Bureau of Land Management 69 Bureau of Reclamation 70 Corps of Engineers (civil) 71 Corps of Engineers (military) 72 Air Force 73 Navy/Marines 74 Army 75 NASA 76 Metropolitan Washington Airports

Service 80 Unknown

The hierarchy of State, Federal, county, city, railroad, and other private should be used when more than one agency has equal maintenance responsibility of the bridge.


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Historic Significance Format

AN1 Frequency

Initial Record Type

On Item Number

37

Specification Commentary Record the historic significance of the bridge using one of the following codes: Code Description

1 Bridge is on the National Register of Historic Places

2 Bridge is eligible for the National Register of Historic Places

3 National historic significance has not been determined, but bridge is on a State or local historic register

4 National historic significance has not been determined, and bridge is not on a State or local historic register

5 Bridge is not eligible for the National Register of Historic Places

This item identifies whether the structure is of historic significance. The term “historic significance” is defined as the importance for which a property has been evaluated and found to meet the National Register criteria. Each state has a historic preservation officer. The historic significance of a structure involves a variety of characteristics. The bridge owner is encouraged to consult with the State Historic Preservation Officer to determine the historic significance of a bridge. Bridge, for example, may be historically significant for a variety of reasons, including: • the bridge may be a particularly unique

example of engineering history; • the crossing itself might be significant; • the bridge might be associated with a

historic property or area; or • historic significance could be derived from

the fact the bridge was associated with significant events or circumstances.

See 36 CFR 60 for further information on National Register Criteria at: http://www.access.gpo.gov/nara/cfr/cfr-retrieve.html#page1.

http://www.access.gpo.gov/nara/cfr/cfr-retrieve.html

http://www.access.gpo.gov/nara/cfr/cfr-retrieve.html


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CONDITION RATINGS SECTION The items in this section provide condition information on the structure and waterway. Condition ratings are measured on a 9 (best) to 0 (worst) scale. The following items are included:

o Deck Condition Rating o Superstructure Condition Rating o Substructure Condition Rating o Culvert Condition Rating o Stream Stability/Channel Protection Rating

The 9 to 0 rating scale is defined for these items in general terms as: Code Description 9 Excellent condition 8 Very good condition 7 Good condition 6 Satisfactory condition 5 Fair condition 4 Poor condition 3 Serious condition 2 Critical condition 1 Imminent failure condition 0 Failed condition N Not applicable Each particular item has more extensive descriptions for the proper condition ratings. The Deck, Superstructure, Substructure, and Culvert Condition Ratings have language specific to the basic (concrete, steel, and timber) material types used in each item and a graphical interpretation of the condition ratings has been provided for each item. For other material types, the inspector should use the best judgment in assigning the proper condition rating.


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Deck Condition Rating Format


Record Type On

Item Number 58


Record the overall deck condition using one of the following codes:

Code Description 9 Excellent condition 8 Very good condition 7 Good condition 6 Satisfactory condition 5 Fair condition 4 Poor condition 3 Serious condition 2 Critical condition 1 Imminent failure condition 0 Failed condition N Not applicable

Record N for culverts and other bridges without decks (e.g., filled arch bridge).

Guidance on the assignment of the condition ratings is given in the commentary below and through the graphs provided. The deck condition language is intended to cover commonly occurring deterioration patterns and does not represent an exhaustive list. The inspector should use the condition scale established as a guideline when rating features or conditions not specifically addressed in the language. Record not applicable (N) if no deck exists or if 1 meter (3 feet) or more of fill/material exists between the riding surface and the deck surface. Decks should be inspected for defects in accordance with the Bridge Inspector’s Reference Manual (BIRM). The condition of the non-integral wearing surface, protective system, joints, expansion devices, curbs, sidewalks, parapets, bridge rail, and scuppers shall not be considered in the overall deck evaluation. Non-integral wearing surfaces include flexible overlays of any thickness (i.e. bituminous or asphaltic concrete), thin rigid overlays less than 25 mm (1 in) thick (i.e. epoxy/sand surface, chip seals), or other similar surfaces. The condition of rigid concrete wearing surfaces, including monolithic concrete and latex or Microsilica modified concrete overlays, are to be considered in the overall deck rating. For structures with integral decks, the deck condition may affect the superstructure condition rating; however, the superstructure condition will not affect the deck condition rating (i.e. rigid frames, slabs, deck girder or T-beam, voided slab, box girder, etc.).


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CODE DESCRIPTION OF DECK CONDITION RATINGS 9 Excellent condition – No deficiencies 8 Very good condition – No noticeable or noteworthy deficiencies which affect the

condition of the deck 7 Good condition – Some minor deficiencies including one or more of the following:

• Concrete o Up to 2% spalls and patched areas with insignificant deck cracking or

soffit deterioration o Iinsignificant spalls and patched areas with minor deck cracking or soffit

deterioration • Steel

o Up to 2% of corrosion and paint system distress with insignificant section loss and sound connections

o Insignificant corrosion and paint system distress with minor section loss and a few failed connections

• Timber o Up to 2% decay with insignificant cracks, splits, or checks o Insignificant decay with minor cracks, splits, or checks

6 Satisfactory condition – Minor deterioration including one or more of the following: • Concrete

o 2-10% spalls and patched areas with insignificant deck cracking or soffit deterioration

o Up to 2% spalls and patched areas with minor deck cracking or soffit deterioration

o Insignificant spalls and patched areas with moderate deck cracking or soffit deterioration

• Steel o 2-10% of corrosion and paint system distress with insignificant section

loss and sound connections o Up to 2% corrosion and paint system distress with minor section loss and

a few failed connections o Insignificant corrosion and paint system distress with moderate section

loss or several failed connections • Timber

o 2-10% decay with insignificant cracks, splits, or checks o Up to 2% decay with minor cracks, splits, or checks o Insignificant decay with moderate cracks, splits, or checks


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5 Fair condition – Moderate deterioration including one or more of the following: • Concrete


o 2-10% spalls and patched areas with minor deck cracking or soffit deterioration

o Up to 2% spalls and patched areas with moderate deck cracking or soffit deterioration

o Insignificant spalls and patched areas with severe deck cracking or soffit deterioration


loss and sound connections o 2-10% corrosion and paint system distress with minor section loss and a

few failed connections o Up to 2% corrosion and paint system distress with moderate section loss

or several failed connections o Insignificant corrosion and paint system distress with severe section loss

or numerous failed connections • Timber

o 10-25% decay with insignificant cracks, splits, or checks o 2-10% decay with minor cracks, splits, or checks o Up to 2% decay with moderate cracks, splits, or checks o Insignificant decay with severe cracks, splits, or checks

4 Poor condition – Severe deterioration including one or more of the following: • Concrete



o 2-10% spalls and patched areas with moderate deck cracking or soffit deterioration

o Up to 2% spalls and patched areas with severe deck cracking or soffit deterioration


loss and sound connections o 10-25% corrosion and paint system distress with minor section loss and

a few failed connections o 2-10% corrosion and paint system distress with moderate section loss or

several failed connections o Up to 2% corrosion and paint system distress with severe section loss or

numerous failed connections • Timber

o 25-50% decay with insignificant cracks, splits, or checks o 10-25% decay with minor cracks, splits, or checks o 2-10% decay with moderate cracks, splits, or checks o Up to 2% decay with severe cracks, splits, or checks


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3 Serious condition – Advanced deterioration including one or more of the following: • Concrete

o More than 50% spalls and patched areas with insignificant deck cracking or soffit deterioration


o 10-25% spalls and patched areas with moderate deck cracking or soffit deterioration

o 2-10% spalls and patched areas with severe deck cracking or soffit deterioration

• Steel o More than 50% corrosion and paint system distress with insignificant

section loss and sound connections o 25-50% corrosion and paint system distress with minor section loss and

a few failed connections o 10-25% corrosion and paint system distress with moderate section loss

or several failed connections o 2-10% corrosion and paint system distress with severe section loss or

numerous failed connections • Timber

o More than 50% decay with insignificant cracks, splits, or checks o 25-50% decay with minor cracks, splits, or checks o 10-25% decay with moderate cracks, splits, or checks o 2-10% decay with severe cracks, splits, or checks

2 Critical condition - Advanced deterioration of the primary structural elements of the deck. Unless closely monitored it may be necessary to close the bridge until corrective action is taken.

1 Imminent failure condition - Major deterioration of the primary structural elements of the deck. Bridge is or should be closed to traffic and corrective action may put the bridge into light service.

0 Failed condition - Bridge is out of service and the deck is beyond corrective action.


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Concrete Deck Condition Rating

2

3

4

5

6

7

8

9

0 20 40 60 80 100

% of deck area with spalls and patched areas

NB

I C

ondi

tion

Rat

ing With no deck cracking

and soffit deterioration

With minor deck crackingand soffit deterioration

With moderate deckcracking and soffitdeteriorationWith severe deckcracking and soffitdeterioration

Steel Deck Condition Rating

2

3

4

5

6

7

8

9

Representative corrosion severity

NB

I C

ondi

tion

Rat

ing With no section loss and

sound connections

With minor section lossand few failedconnenctionsWith moderate sectionloss several failedconnenctionsWith severe section lossand numerous failedconnenction

Minor Moderate Severe

Timber Deck Condition Rating

2

3

4

5

6

7

8

9

Representative decay severity

NB

I C

ondi

tion

Rat

ing With no checks, splits, or

checksWith minor checks, splits,or checksWith moderate checks,splits, or checksWith severe checks,splits, or checks



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Superstructure Condition Rating Format


Record Type On

Item Number 59


Record the overall superstructure condition using one of the following codes:


Record N for culverts.

Guidance on the assignment of the condition ratings is given in the commentary below and through the graphs provided. The superstructure should be inspected for signs of distress that may include cracking, spalling, deterioration, section loss, and broken weld/connectors. The condition of bearings, joints, paint system, etc. should not be included in this rating, except in extreme situations, but should be noted in the inspection report. The superstructure condition language is intended to cover commonly occurring deterioration patterns and does not represent an exhaustive list. The inspector should use the condition scale established as a guideline when rating features or conditions not specifically addressed in the language. Structural cracking is defined as cracks resulting from the application of live load, settlement, impact or deterioration. Non-structural cracking is defined as those cracks resulting from shrinkage of concrete during curing. For structures with integral decks, the deck condition may affect the superstructure condition rating; however, the superstructure condition will not affect the deck condition rating (i.e. rigid frames, slabs, deck girder or T-beam, voided slab, box girder, etc.). The resultant superstructure condition rating may be lower than the deck condition rating where the girders have deteriorated or been damaged.


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CODE DESCRIPTION OF SUPERSTRUCTURE CONDITION RATINGS 9 Excellent condition – No deficiencies 8 Very good condition – No noticeable or noteworthy deficiencies which affect the

condition of the superstructure 7 Good condition – Some minor deficiencies including one or more of the following:

• Concrete o Up to 2% spalls and non-structural cracking with insignificant structural

cracking or reinforcing section loss in high stress areas o Insignificant spalls and non-structural cracking with minor structural

cracking or reinforcing section loss in high stress areas • Steel

o Up to 2% of corrosion and paint system distress with insignificant structural cracking or section loss in high stress areas

o Insignificant corrosion and paint system distress with minor structural cracking or reinforcing section loss in high stress areas

• Timber o Up to 2% decay with insignificant cracks, splits, or checks in high stress

areas o Insignificant decay with minor cracks, splits, or checks in high stress

areas 6 Satisfactory condition – Minor deterioration including one or more of the following:

• Concrete o 2-5% spalls and non-structural cracking with insignificant structural

cracking or reinforcing section loss in high stress areas o Up to 2% spalls and non-structural cracking with minor structural

cracking or reinforcing section loss in high stress areas o Insignificant spalls and non-structural cracking with moderate structural


o 2-5% of corrosion and paint system distress with insignificant structural cracking or section loss in high stress areas

o Up to 2% corrosion and paint system distress with minor structural cracking or section loss in high stress areas

o Insignificant corrosion and paint system distress with moderate structural cracking or section loss in high stress areas

• Timber o 2-5% decay with insignificant cracks, splits, or checks in high stress

areas o Up to 2% decay with minor cracks, splits, or checks in high stress areas o Insignificant decay with moderate cracks, splits, or checks in high stress

areas


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CODE DESCRIPTION OF SUPERSTRUCTURE CONDITION RATINGS 5 Fair condition – Moderate deterioration including one or more of the following:


cracking or reinforcing section loss in high stress areas o 2-5% spalls and non-structural cracking with minor structural cracking or

reinforcing section loss in high stress areas o Up to 2% spalls and non-structural cracking with moderate structural

cracking or reinforcing section loss in high stress areas o Insignificant spalls and non-structural cracking with severe structural



o 2-5% corrosion and paint system distress with minor structural cracking or section loss in high stress areas

o Up to 2% corrosion and paint system distress with moderate structural cracking or section loss in high stress areas

o Insignificant corrosion and paint system distress with severe structural cracking or section loss in high stress areas


areas o 2-5% decay with minor cracks, splits, or checks in high stress areas o Up to 2% decay with moderate cracks, splits, or checks in high stress

areas o Insignificant decay with severe cracks, splits, or checks in high stress

areas 4 Poor condition – Severe deterioration including one or more of the following:


cracking or reinforcing section loss in high stress areas o 5-10% spalls and non-structural cracking with minor structural cracking

or reinforcing section loss in high stress areas o 2-5% spalls and non-structural cracking with moderate structural

cracking or reinforcing section loss in high stress areas o Up to 2% spalls and non-structural cracking with severe structural




o 2-5% corrosion and paint system distress with moderate structural cracking or section loss in high stress areas

o Up to 2% corrosion and paint system distress with severe structural cracking or section loss in high stress areas


areas o 5-10% decay with minor cracks, splits, or checks in high stress areas o 2-5% decay with moderate cracks, splits, or checks in high stress areas o Up to 2% decay with severe cracks, splits, or checks in high stress areas


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CODE DESCRIPTION OF SUPERSTRUCTURE CONDITION RATINGS 3 Serious condition – Advanced deterioration including one or more of the following:

• Concrete o More than 25% spalls and non-structural cracking with insignificant

structural cracking or reinforcing section loss in high stress areas o 10-25% spalls and non-structural cracking with minor structural cracking

or reinforcing section loss in high stress areas o 5-10% spalls and non-structural cracking with moderate structural

cracking or reinforcing section loss in high stress areas o 2-5% spalls and non-structural cracking with severe structural cracking

or reinforcing section loss in high stress areas • Steel

o More than 25% corrosion and paint system distress with insignificant structural cracking or section loss in high stress areas


o 5-10% corrosion and paint system distress with moderate structural cracking or section loss in high stress areas

o 2-5% corrosion and paint system distress with severe structural cracking or section loss in high stress areas

• Timber o More than 25% decay with insignificant cracks, splits, or checks in high

stress areas o 10-25% decay with minor cracks, splits, or checks in high stress areas o 5-10% decay with moderate cracks, splits, or checks in high stress areas o 2-5% decay with severe cracks, splits, or checks in high stress areas

2 Critical condition - Advanced deterioration of the primary structural elements of the superstructure. Unless closely monitored it may be necessary to close the bridge until corrective action is taken.

1 Imminent failure condition - Major deterioration of the primary structural elements of the superstructure. Bridge is or should be closed to traffic and corrective action may put the bridge into light service.

0 Failed condition - Bridge is out of service and the superstructure is beyond corrective action.


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Concrete Superstructure Condition Rating

2

3

4

5

6

7

8

9

0 10 20 30 40 50

% of spalls and non-structural cracking

NB

I C

ondi

tion

Rat

ing Insignificant structural

cracking or reinf. sectionloss in high stress areasMinor structural crackingor reinf. section loss inhigh stress areasModerate structuralcracking or reinf. sectionloss in high stress areasSevere structural crackingor reinf. section loss inhigh stress areas

Steel Superstructure Condtion Rating

2

3

4

5

6

7

8

9


NB

I C

ondi

tion

Rat


cracking or section loss inhigh stress areasMinor structural crackingor section loss in highstress areasModerate structuralcracking or section loss inhigh stress areasSevere structural crackingor section loss in highstress areas


Timber Superstructure Condtion Rating

2

3

4

5

6

7

8

9


NB

I C

ondi

tion

Rat

ing Insignificant cracks, splits,

or checks in high stressareasMinor cracks, splits, orchecks in high stressareasModerate cracks, splits, orchecks in high stressareasSevere cracks, splits, orchecks in high stressareas



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Substructure Condition Rating Format


Record Type On

Item Number 60


Record the overall substructure condition using one of the following codes:


Record N for culverts. Scour should only be considered if it has an observed affect on the structure and not from a calculated potential. Record 2, 1, or 0 when the Scour Vulnerability item on page 148 is coded 2, 1, or 0, respectively. The condition of fenders and other substructure protection systems should not be considered in the overall substructure evaluation but should be noted in the inspection report.

Guidance on the assignment of the condition ratings is given in the commentary below and through the graphs provided. This item describes the physical condition of piers, abutments, piles, footings, or other substructure components. All substructure elements should be inspected for visible signs of distress including evidence of cracking, section loss, settlement, misalignment, scour, collision damage, decay and corrosion The substructure condition language is intended to cover commonly occurring deterioration patterns and does not represent an exhaustive list. The inspector should use the condition scale established as a guideline when rating features or conditions not specifically addressed in the language. Wingwalls integral with the abutment should be included in the evaluation to the first construction or expansion joint. For non-integral superstructure and substructure units, the substructure shall be considered as the portion below the bearings. For bridges where the substructure and superstructure are integral, the substructure should be considered as the portion below the girders/beams. For arch bridges, any portion below and including the thrust blocks should be considered substructure.


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CODE DESCRIPTION OF SUBSTRUCTURE CONDITION RATINGS 9 Excellent condition – No deficiencies 8 Very good condition – No noticeable or noteworthy deficiencies which affect the

condition of the substructure 7 Good condition – Some minor deficiencies including one or more of the following:


cracking or reinforcing section loss in high stress areas o Insignificant spalls and non-structural cracking with minor structural


o Up to 2% of corrosion and paint system distress with insignificant structural cracking or section loss in high stress areas

o Insignificant corrosion and paint system distress with minor structural cracking or reinforcing section loss in high stress areas

• Timber o Up to 2% decay with insignificant cracks, splits, or checks in high stress

areas o Insignificant decay with minor cracks, splits, or checks in high stress

areas 6 Satisfactory condition – Minor settlement or deterioration including one or more of

the following: • Concrete

o 2-5% spalls and non-structural cracking with insignificant structural cracking or reinforcing section loss in high stress areas

o Up to 2% spalls and non-structural cracking with minor structural cracking or reinforcing section loss in high stress areas

o Insignificant spalls and non-structural cracking with moderate structural cracking or reinforcing section loss in high stress areas

• Steel o 2-5% of corrosion and paint system distress with insignificant structural

cracking or section loss in high stress areas o Up to 2% corrosion and paint system distress with minor structural

cracking or section loss in high stress areas o Insignificant corrosion and paint system distress with moderate structural

cracking or section loss in high stress areas • Timber

o 2-5% decay with insignificant cracks, splits, or checks in high stress areas

o Up to 2% decay with minor cracks, splits, or checks in high stress areas o Insignificant decay with moderate cracks, splits, or checks in high stress

areas


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5 Fair condition – Moderate settlement or deterioration including one or more of the following: • Concrete


o 2-5% spalls and non-structural cracking with minor structural cracking or reinforcing section loss in high stress areas

o Up to 2% spalls and non-structural cracking with moderate structural cracking or reinforcing section loss in high stress areas

o Insignificant spalls and non-structural cracking with severe structural cracking or reinforcing section loss in high stress areas

• Steel o 5-10% of corrosion and paint system distress with insignificant structural

cracking or section loss in high stress areas o 2-5% corrosion and paint system distress with minor structural cracking

or section loss in high stress areas o Up to 2% corrosion and paint system distress with moderate structural

cracking or section loss in high stress areas o Insignificant corrosion and paint system distress with severe structural



o 2-5% decay with minor cracks, splits, or checks in high stress areas o Up to 2% decay with moderate cracks, splits, or checks in high stress

areas o Insignificant decay with severe cracks, splits, or checks in high stress

areas 4 Poor condition – Severe settlement or deterioration including one or more of the

following: • Concrete



o 2-5% spalls and non-structural cracking with moderate structural cracking or reinforcing section loss in high stress areas

o Up to 2% spalls and non-structural cracking with severe structural cracking or reinforcing section loss in high stress areas

• Steel o 10-25% of corrosion and paint system distress with insignificant

structural cracking or section loss in high stress areas o 5-10% corrosion and paint system distress with minor structural cracking

or section loss in high stress areas o 2-5% corrosion and paint system distress with moderate structural

cracking or section loss in high stress areas o Up to 2% corrosion and paint system distress with severe structural



o 5-10% decay with minor cracks, splits, or checks in high stress areas o 2-5% decay with moderate cracks, splits, or checks in high stress areas o Up to 2% decay with severe cracks, splits, or checks in high stress areas


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3 Serious condition – Advanced settlement or deterioration including one or more of the following: • Concrete

o More than 25% spalls and non-structural cracking with insignificant structural cracking or reinforcing section loss in high stress areas


o 5-10% spalls and non-structural cracking with moderate structural cracking or reinforcing section loss in high stress areas

o 2-5% spalls and non-structural cracking with severe structural cracking or reinforcing section loss in high stress areas

• Steel o More than 25% corrosion and paint system distress with insignificant

structural cracking or section loss in high stress areas o 10-25% corrosion and paint system distress with minor structural

cracking or section loss in high stress areas o 5-10% corrosion and paint system distress with moderate structural

cracking or section loss in high stress areas o 2-5% corrosion and paint system distress with severe structural cracking

or section loss in high stress areas • Timber

o More than 25% decay with insignificant cracks, splits, or checks in high stress areas

o 10-25% decay with minor cracks, splits, or checks in high stress areas o 5-10% decay with moderate cracks, splits, or checks in high stress areas o 2-5% decay with severe cracks, splits, or checks in high stress areas

2 Critical condition - Advanced deterioration of the primary structural elements of the substructure or Scour Vulnerability item on page 148 is coded 2. Unless closely monitored it may be necessary to close the bridge until corrective action is taken.

1 Imminent failure condition - Major deterioration of the primary structural elements of the substructure or Scour Vulnerability item on page 148 is coded 1. Bridge is or should be closed to traffic and corrective action may put the bridge into light service.

0 Failed condition - Bridge is out of service and the substructure is beyond corrective action.


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Concrete Substructure Condition Rating

2

3

4

5

6

7

8

9

0 10 20 30 40 50

% of of spalls and non-structural cracking

NB

I C

ondi

tion

Rat


cracking or reinf. sectionloss in high stress areasMinor structural crackingor reinf. section loss inhigh stress areasModerate structuralcracking or reinf. sectionloss in high stress areasSevere structural crackingor reinf. section loss inhigh stress areas

Steel Substructure Condtion Rating

2

3

4

5

6

7

8

9


NB

I C

ondi

tion

Rat


cracking or section loss inhigh stress areasMinor structural crackingor section loss in highstress areasModerate structuralcracking or section loss inhigh stress areasSevere structural crackingor section loss in highstress areas


Timber Substructure Condtion Rating

2

3

4

5

6

7

8

9


NB

I C

ondi

tion

Rat

ing Insignificant cracks, splits,

or checks in high stressareasMinor cracks, splits, orchecks in high stressareasModerate cracks, splits, orchecks in high stressareasSevere cracks, splits, orchecks in high stressareas



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Culvert Condition Rating Format


Record Type On

Item Number 62


Record the overall culvert condition using one of the following codes:


Record N when the bridge is not a culvert.

Guidance on the assignment of the condition ratings is given in the commentary below and through the graphs provided. Note that for culvert designs, which are indicated by span design codes of 31 through 36 for the main and approach spans, the culvert condition rating item is used in lieu of the deck, superstructure and substructure condition ratings. This item evaluates the alignment, settlement, joints, structural condition, scour, and other items associated with culverts. The rating code is intended to be an overall condition evaluation of the culvert. Integral headwalls and wingwalls to the first construction or expansion joint should be included in the evaluation. The culvert condition language is intended to cover commonly occurring deterioration patterns and does not represent an exhaustive list. The inspector should use the condition scale established as a guideline when rating features or conditions not specifically addressed in the language. The presence of drift, debris, or soil accumulation should not be considered when assigning a culvert condition rating. The Deck Condition Rating, Superstructure Condition Rating, and Substructure Condition Rating items should be coded N for all culverts. The inspector may consult the Bridge Inspector’s Reference Manual (Publication FHWA NHI 03-002) for a detailed discussion regarding the inspection and rating of culverts.


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CODE DESCRIPTION OF CULVERT CONDITION RATINGS 9 Excellent condition – No deficiencies 8 Very good condition – No noticeable or noteworthy deficiencies which affect the

condition of the culvert 7 Good condition – Some minor deficiencies including one or more of the following:


cracking or reinforcing section loss o Insignificant spalls and non-structural cracking with minor structural

cracking or reinforcing section loss • Metal

o Up to 2% of corrosion with insignificant distortion or section loss o Insignificant corrosion with minor distortion or section loss

6 Satisfactory condition – Minor settlement or deterioration including one or more of the following: • Concrete

o 2-5% spalls and non-structural cracking with insignificant structural cracking or reinforcing section loss

o Up to 2% spalls and non-structural cracking with minor structural cracking or reinforcing section loss

o Insignificant spalls and non-structural cracking with moderate structural cracking or reinforcing section loss

• Metal o 2-5% of corrosion with insignificant distortion or section loss o Up to 2% corrosion with minor distortion or section loss o Insignificant corrosion with moderate distortion or section loss

5 Fair condition – Moderate settlement or deterioration including one or more of the following: • Concrete


o 2-5% spalls and non-structural cracking with minor structural cracking or reinforcing section loss

o Up to 2% spalls and non-structural cracking with moderate structural cracking or reinforcing section loss

o Insignificant spalls and non-structural cracking with severe structural cracking or reinforcing section loss

• Metal o 5-10% of corrosion with insignificant distortion or section loss o 2-5% corrosion with minor distortion or section loss o Up to 2% corrosion with moderate distortion or section loss o Insignificant corrosion with severe distortion or section loss


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CODE DESCRIPTION OF CULVERT CONDITION RATINGS 4 Poor condition – Severe settlement or deterioration including one or more of the

following: • Concrete



o 2-5% spalls and non-structural cracking with moderate structural cracking or reinforcing section loss

o Up to 2% spalls and non-structural cracking with severe structural cracking or reinforcing section loss

• Metal o 10-25% of corrosion with insignificant distortion or section loss o 5-10% corrosion with minor distortion or section loss o 2-5% corrosion with moderate distortion or section loss o Up to 2% corrosion with severe distortion or section loss

3 Serious condition – Advanced settlement or deterioration including one or more of the following: • Concrete

o More than 25% spalls and non-structural cracking with insignificant structural cracking or reinforcing section loss


o 5-10% spalls and non-structural cracking with moderate structural cracking or reinforcing section loss

o 2-5% spalls and non-structural cracking with severe structural cracking or reinforcing section loss

• Metal o More than 25% corrosion with insignificant distortion or section loss o 10-25% corrosion with minor distortion or section loss o 5-10% corrosion with moderate distortion or section loss o 2-5% corrosion with severe distortion or section loss

2 Critical condition - Advanced deterioration of the primary structural elements of the culvert. Unless closely monitored it may be necessary to close the bridge until corrective action is taken.

1 Imminent failure condition - Major deterioration of the primary structural elements of the culvert. Bridge is or should be closed to traffic and corrective action may put the bridge into light service.

0 Failed condition - Bridge is out of service and the culvert is beyond corrective action.


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Concrete Culvert Condition Rating

2

3

4

5

6

7

8

9

0 10 20 30 40 50

% of of spalls and non-structural cracking

NB

I C

ondi

tion

Rat


cracking or reinf. sectionlossMinor structural crackingor reinf. section loss

Moderate structuralcracking or reinf. sectionlossSevere structural crackingor reinf. section loss

Metal Culvert Condtion Rating

2

3

4

5

6

7

8

9


NB

I C

ondi

tion

Rat

ing Insignificant distortion or

section lossMinor distortion or sectionlossModerate distortion orsection lossSevere distortion orsection loss



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Stream Stability/Channel Protection Rating Format


Record Type On

Item Number 61


Record the condition of the channel using one of the following codes:


Record N when the bridge is not over a waterway.

Guidance on the assignment of the condition ratings is given in the commentary below and in the table on page 126. Consideration should be given to the stream stability, slope protection, and stream control devices such as spur dikes and riprap. The inspector should be particularly concerned with visible signs of excessive water velocity that may affect undermining of slope protection, erosion of banks, and realignment of the stream that may result in immediate or potential problems.

Accumulation of drift and debris on the superstructure and substructure should be noted on the inspection report, but not included in this condition rating unless it is causing lateral movement of the channel.


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CODE DESCRIPTION OF STREAM STABILITY/CHANNEL PROTECTION RATINGS

9 Excellent condition – No deficiencies 8 Very good condition - Banks are protected or well vegetated. River control devices

such as spur dikes and embankment protection are not required or are in a stable condition.

7 Good condition - Bank protection is in need of minor repairs. River control devices and embankment protection have a little minor damage. Banks and/or channel have minor amounts of drift.

6 Satisfactory condition - Bank is beginning to slump. River control devices and embankment protection have widespread minor damage. There is minor stream bed movement evident. Debris is restricting the channel slightly.

5 Fair condition - Bank protection is being eroded. River control devices and/or embankment have major damage. Trees and brush restrict the channel.

4 Poor condition - Bank and embankment protection is severely undermined. River control devices have severe damage. Large deposits of debris are in the channel.

3 Serious condition - Bank protection has failed. River control devices have been destroyed. Streambed aggradation, degradation or lateral movement has changed the channel to now threaten the bridge and/or approach roadway.

2 Critical condition - The channel has changed to the extent the bridge is near a state of collapse. Unless closely monitored, it may be necessary to close the bridge until corrective action is taken.

1 Imminent failure condition – Major channel deterioration. Bridge is or should be closed to traffic and corrective action may put the culvert into light service.

0 Failed condition - Bridge closed because of channel failure. Replacement necessary.


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INSPECTION DATE AND FREQUENCY SECTION The items in this section describe and document the type, date and frequency of inspections. The following items are included:

o Routine Inspection Date o Routine inspection Frequency o Fracture Critical Member Inspection Date o Fracture Critical Member Inspection Frequency o Underwater Inspection Date o Underwater Inspection Frequency


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Routine Inspection Date Format

Date Format (mm/dd/yyyy)


Record Type On

Item Number 90

Specification Commentary Record the month, day and year of the most recent routine inspection.

A routine inspection is a regularly scheduled inspection consisting of observations and/or measurements needed to determine the physical and functional condition of the bridge, to identify any change from initial or previously recorded conditions, and to ensure that the structure continues to satisfy present service requirements. The routine inspection must satisfy the requirements of the National Bridge Inspection Standards (23 CFR Part 650, Subpart C). A routine inspection may be referred to as a regular inspection by some states. The routine inspection date may be different from those recorded in the Fracture Critical Inspection Date, Underwater Inspection Date, and Special Inspection Date items.


of 205

Routine Inspection Frequency Format Numeric


Record Type On

Item Number 91

Specification Commentary Record the number of months scheduled between routine inspections for the bridge.

The maximum frequency of a routine inspection is set by the National Bridge Inspection Standards(23 CFR 650 Subpart C). The designated inspection frequency can vary from inspection to inspection depending on the condition of the bridge at the time of inspection. Setting frequencies that are less than the maximum inspection frequency should be done in accordance of the State or Federal agency’s established criteria. See the FHWA Technical Advisory T 5140.21 dated September 16, 1988 for extended inspection frequencies at: http://www.fhwa.dot.gov/legsregs/directives/techadvs/t514021.htm.

http://www.fhwa.dot.gov/legsregs/directives/techadvs/t514021.htm

http://www.fhwa.dot.gov/legsregs/directives/techadvs/t514021.htm


of 205

Fracture Critical Member Inspection Date Format



Record Type On

Item Number New

Specification Commentary Record the month, day and year of the most recent fracture critical member inspection. Leave item blank when a fracture critical member inspection is not required for the bridge.

A fracture critical member inspection is a hands-on inspection of a fracture critical member or member components that may include visual and other nondestructive evaluation. The fracture critical member inspection must satisfy the requirements of the National Bridge Inspection Standards (23 CFR Part 650, Subpart C). The area of interest in fracture critical members is failure by cracking. Generally speaking, a fracture in an existing bridge will begin with a small crack, which grows slowly over the years until it reaches critical size. The critical size depends on the type of steel, the stress in the steel, and the temperature of the steel. Whatever the critical size, once a crack reaches that size, it grows instantaneously across the remainder of the cross-sectional element resulting in a fracture. A fracture is not always catastrophic, but in certain situations where only a few separate steel elements are available to carry the load, a single undetected crack in one element could result in a catastrophic fracture that causes the bridge to collapse. The following are examples of bridge components that may require fracture critical inspections: one or two steel girder systems, steel pier caps, suspension systems with eyebars, trusses, pin and hanger connections on two or three girder systems, and suspended spans with two girders.


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Fracture Critical Member Inspection Frequency Format Numeric


Record Type On

Item Number 92A

Specification Commentary Record the number of months scheduled between fracture critical member inspections for the bridge. Leave item blank when a fracture critical member inspection is not required for the bridge.

The maximum frequency of a fracture critical member inspection is set by the National Bridge Inspection Standards (23 CFR 650 Subpart C). The method to determine the proper frequency for fracture critical member inspections should consider items that affect the vulnerability of the bridge to fracture failure, such as remaining fatigue life, active cracks, stress range, and type of fatigue prone details. Setting frequencies that are less than the maximum inspection frequency should be done in accordance of the State or Federal agency’s established criteria.


of 205

Underwater Inspection Date Format



Record Type On

Item Number New

Specification Commentary Record the month, day and year of the most recent underwater inspection. Leave item blank when an underwater inspection is not required for the bridge.

An underwater inspection is an inspection of the underwater portion of a bridge substructure and the surrounding channel, which cannot be inspected visually at low water by wading or probing, generally requiring diving or other appropriate techniques. The underwater inspection must satisfy the requirements of the National Bridge Inspection Standards (23 CFR Part 650, Subpart C). Areas of concern that should be monitored during these inspections are scour, drift accumulation, deterioration of substructure elements, and impact damage. Underwater inspections may be required for some scour critical bridges immediately after flood events.


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Underwater Inspection Frequency Format Numeric


Record Type On

Item Number 92B

Specification Commentary Record the number of months scheduled between underwater inspections for the bridge. Leave item blank when an underwater inspection is not required for the bridge.

The maximum frequency of an underwater inspection is set by the National Bridge Inspection Standards (23 CFR 650 Subpart C). The method to determine the proper frequency for underwater inspections should consider the condition of the substructure and the channel. Setting frequencies that are less than the maximum inspection frequency should be done in accordance of the State or Federal agency’s established criteria.


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LOAD AND LOAD RATING SECTION The items in this section provide information on the load carrying capacity of bridges, the method used to determine the capacity and load posting. The following items are included:

o Design Load o Load Rating Method o Load Rating Date o Inventory Load Rating Factor o Operating Load Rating Factor o Posting Load Rating Factor o Controlling Vehicle for Posting Load Rating Factor o Posting Requirement o Posting Status


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Design Load Format

AN2 Frequency

Initial Record Type

On Item Number


Record the live load for which the bridge was designed using one of the following codes:

Description Code

Metric English 00 Unknown Unknown 01 M 9 H 10 02 M 13.5 H 15 03 MS 13.5 HS 15 04 M 18 H 20 05 MS 18 HS 20 06 MS 18+Mod HS 20+Mod 07 Pedestrian Pedestrian 08 Railroad Railroad 09 MS 22.5 HS 25 10 HL 93 HL 93 11 Greater than MS

22.5 or HL-93 Greater than HS 25 or HL-93

12 Other Other Classify any other loading, when feasible, using the nearest equivalent loadings.

Code 06 references MS 18 + Mod (HS20 +Mod). In this context Mod indicates the inclusion of military loading. Code 11 refers to design loads greater than other highway design loads above. This code is to be used only for AASHTO design load configurations that have loadings greater than MS 22.5 (HS25) or HL-93. Code 12 refers to other situations which increase the design load, but are not based upon AASHTO design load configurations, such as designs based on specific truck loading.


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Load Rating Method Format

AN1 Frequency

As necessary Record Type

On Item Number

63 & 65 Specification Commentary

Record the load rating method used to determine the inventory and operating ratings for the bridge using one of the following codes:. Code Description

0 No rating analysis performed 1 Load factor (LF) 2 Allowable stress (AS) 3 Load and resistance factor (LRFR) 4 Load testing 5 Field evaluation only (no plans

available)

Both the inventory rating and the operating rating must be calculated and recorded using the method specified. The AASHTO Manual for Condition Evaluation of Bridges defines acceptable load rating methods, such as new load and resistance factor (LRFR) rating method, in addition to the traditional allowable stress (AS) and load factor (LF) methods. The allowable stress load rating method is acceptable only for timber and masonry structures.


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Load Rating Date Format 8 digits

(mm/dd/yyyy)

Frequency As necessary

Record Type On

Item Number New

Specification Commentary Record the month, day and year of the most recent load rating.

This item reflects the date of the most recent calculation or validation of the load rating factor established in the Inventory Load Rating Factor, Operating Load Rating Factor, and Posting Load Rating Factor items. The load ratings may be performed independently of the inspections. This field is added to indicate the date of the load rating and should be populated for highway bridge records, regardless of whether the load rating is performed with the inspection or separately. Inspection findings may require reevaluation of the load rating. When reevaluation of load rating factors is required, report the date of the reevaluation for this item.


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Inventory Load Rating Factor Format

Floating point 2 decimals


Record Type On

Item Number 66

Specification Commentary Record the inventory load rating factor truncated to the hundredth using the standard AASHTO MS 18 (HS 20) or HL-93 truck. The HL-93 AASHTO design truck should be the only vehicle used for LRFR. Record 0.00 when there is a temporary bridge or temporary structure in place. Record 0.00 when the inventory load rating factor is below 0.08.

The inventory load rating factor reflects the live load which can safely utilize the bridge for an indefinite period of time. A bridge shored up or repaired on a temporary basis is considered a temporary bridge and shall be rated as if the temporary shoring were not in place. See the definition on page 9 for more information on temporary structure designations.


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Operating Load Rating Factor Format



Record Type On

Item Number 64

Specification Commentary Record the operating load rating factor truncated to the hundredth using standard AASHTO MS 18 (HS 20) or HL-93 truck. The HL-93 AASHTO design truck should be the only vehicle used for LRFR. Record 0.00 when there is a temporary structure in place. Record 0.00 when the operating load rating factor is below 0.08

The operating load rating factor reflects the maximum live load which can safely utilize the bridge. A bridge shored up or repaired on a temporary basis is considered a temporary bridge and shall be rated as if the temporary shoring were not in place. See the definition on page 9 for more information on temporary structure designations.


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Posting Load Rating Factor Format



Record Type On

Item Number New

Specification Commentary Record the minimum posting load rating factor truncated to the hundredth using the typical AASHTO legal loads, Type 3, Type 3S2, and Type 3-3, and/or the State legal loads. Record 0.00 when there is a temporary structure in place.

The posting load rating factor reflects the maximum, controlling live load which can safely utilize the structure based upon the AASHTO legal loads and/or State legal loads. The bridge should be load posted for any truck configuration that is evaluated and has a Posting Load Rating Factor below 1.00. A bridge shored up or repaired on a temporary basis is considered a temporary bridge and shall be rated as if the temporary shoring were not in place. See the definition on page 9 for more information on temporary structure designations.


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Controlling Vehicle for Posting Load Rating Factor Format

AN1 Frequency

As necessary Record Type

On Item Number

New

Specification Commentary Record the type of truck configuration that results in the lowest Posting Load Rating Factor using one of the following codes: Code Description

1 AASHTO Type 3 2 AASHTO Type 3S2 3 AASHTO Type 3-3 4 Other AASHTO Vehicle 5 State Legal Load

The posting load rating factor reflects the maximum, controlling live load which can safely utilize the structure based upon the AASHTO legal loads and/or State legal loads.


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Posting Requirement Format


Record Type On

Item Number 70

Specification Commentary Record whether the structure requires load posting using one of the following codes: Code Description

Y Posting required N Posting not required

States determine the legal load configuration(s) used for bridge posting. When the States chosen load configuration(s) exceeds the maximum load capacity of the bridge for a particular configuration, the NBIS requires that the structure shall be posted. Posting should be in accordance with the NBIS and with the AASHTO Manual for Condition Evaluation of Bridges. Highway agencies may choose to post at a lower level; however, unless the criteria established above is met, the item should be coded as ‘N’. The highway agencies may elect to use LF, AS or LRFR to establish posting limits. This posting practice may appear to produce conflicting coding when Posting Status is recorded to show the bridge as actually posted at the site and Posting Requirement is recorded as N. Since different criteria are used for coding these 2 items, this coding is acceptable and correct when the highway agency elects to post at less than the maximum load capacity for the States chosen legal load configuration(s). The use or presence of a temporary bridge affects the coding. The actual maximum load capacity for the temporary bridge should be used to determine this item. This also applies to bridges shored up or repaired on a temporary basis. The field review could show that a structure is posted, but Posting Requirement may indicate that posting is not required. This is possible and acceptable coding since Posting Requirement is based on the maximum stress level and the governing agency's posting procedures may specify posting at some stress level less than the maximum load rating.


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Posting Status Format


Record Type On

Item Number 41

Specification Commentary Record the operational status of the structure using one of the following codes: Code Description

A Open, no restriction B Open, posting or posting reduction

recommended, but not legally implemented

C Open, closure recommended, but not legally implemented

D Open, would be posted or closed, but temporary shoring, etc. allows for unrestricted traffic

E Open, temporary structure in place to carry legal loads while original structure is closed and awaiting rehabilitation or replacement

G New structure not opened to traffic K Bridge closed to all traffic P Bridge posted for load restriction R Bridge posted for other load

capacity restriction (speed, number of vehicles on bridge, etc.)

The field review could show that a structure is posted, but the Posting Requirement item on page 139 may indicate that posting is not required. This is possible and acceptable coding since the Posting Requirement item is based on the maximum stress level and the governing agency's posting procedures may specify posting at some stress level less than the maximum load rating. A closed structure would have barricades or obstructions that prevent public vehicular use, or has been removed. When the Posting Load Rating Factor item on page 139 falls below 0.3, the structure should be closed for trucks. Not legally implemented postings can include the following: all signs not in place, non-standard signs, public hearings not held, if required, no physical barriers for closure.


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APPRAISAL SECTION The items in this section are used to evaluate the structural and functional adequacy of the bridge in relation to acceptable standards for that particular functional classification of roadway. The following items are included:

o Waterway Adequacy o Approach Roadway Alignment o Bridge Rails o Rail Transitions o Approach Guardrails o Approach Guardrail Ends o Scour Vulnerability o Scour Plan of Action


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Waterway Adequacy Format


Record Type On

Item Number 71

Specification Commentary Record the waterway adequacy based on the following functional classification groups using one of the codes in the table below Record N when the bridge is not over a waterway.

This item appraises the waterway opening with respect to passage of flow through the bridge. The descriptions given in the table below for chance of overtopping mean the following: • Slight - 11 to 100 years • Occasional - 3 to 10 years • Frequent - less than 3 years The descriptions given in the table below for traffic delays mean the following: • Insignificant - Highway passable in a

matter of hours • Significant - Traffic delays of up to several

days

WATERWAY ADEQUACY CODING DESCRIPTIONS

Functional Classification Groups Group I* Group II* Group III*

Description

4 4 4 Slight chance of overtopping bridge deck and roadway approaches.

2 3 4 Bridge deck above roadway approaches. Occasional overtopping of roadway approachewith insignificant traffic delays.

1 2 3 Bridge deck above roadway approaches. Occasional overtopping of roadway approachewith significant traffic delays.

1 1 2 Occasional overtopping of bridge deck and roadway approaches with significant traffic delays.

1 1 1 Frequent overtopping of bridge deck and roadway approaches with significant traffic delays.

* I – Principal Arterials (Functional Classification item codes 01, 11, 12 on page 94) * II – Other Arterials & Major Collectors (Functional Classification item codes 02, 06, 07,

14, 16 on page 94) * III – Minor Collectors, Locals (Functional Classification item codes 08, 09, 17, 19 on

page 94)


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Approach Roadway Alignment Format


Record Type On

Item Number 72

Specification Commentary Record the adequacy of the approach roadway alignment based on the general appraisal rating criteria using one of the following codes: Code Description

4 At, or above, desirable criteria 3 Better than present minimum

criteria 2 At, or slightly better than, present

minimum criteria 1 Below present minimum criteria

It is not intended that the approach roadway alignment be compared to current standards but rather to the existing conditions. This concept differs from other appraisal evaluations. The establishment of set criteria to be used at all sites is not appropriate for this item. The basic criteria are how the alignment of the route relates to the general highway alignment for the section of highway the bridge is on. The general appraisal rating criteria are used for this item based upon reductions in vehicle operating speed at the bridge. The references in this item for operating speed are typically the posted speed limit for that highway section. Speed reductions due to the structure width and not the alignment shall not be considered in evaluating this item. Code 4 shall be used when there is no speed reduction required. Code 3 shall be used when there is a very minor speed reduction required. Code 2 shall be used when there is a minor speed reduction required. And, code 1 shall be used when a substantial speed reduction is required.


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Bridge Rails Format


Record Type On

Item Number 36A

Specification Commentary Record the appraisal of the bridge rails based on the current AASHTO bridge design specifications using one of the following codes: Code Description

0 One, or more, bridge rails do not meet currently acceptable standards or a bridge rail is required and none is provided*

1 All bridge rails meet currently acceptable standards*

N Not applicable or bridge rails are not required*

* For structures on the NHS, FHWA policy

requires the rail to meet NCHRP Report 350 crash testing requirements. For those not on the NHS, it shall be the responsibility of the highway agency (state, county, local or federal) to set standards.

Some factors that affect the proper functioning of bridge rail are height, material, strength, and geometric features. Rails must be capable of smoothly redirecting an impacting vehicle. Acceptable bridge rail should be crash tested in accordance with National Cooperative Highway Research Program (NCHRP) - Report 350 Recommended Procedures for the Safety Performance Evaluation of Highway Features, 1993. A listing of recently tested bridge rails can be found at http://safety.fhwa.dot.gov/fourthlevel/hardware/listing.cfm. It shall be the owner’s responsibility to provide a list or other reference of currently acceptable bridge rails to their inspectors. Collision damage or deterioration of the elements is not considered when coding this item.


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Rail Transitions Format


Record Type On

Item Number 36B

Specification Commentary Record the appraisal of the rail transitions using one of the following codes: Code Description

0 One, or more, guardrail transition do not meet currently acceptable standards or a guardrail transition is required and none is provided*

1 All guardrail transitions meet currently acceptable standards*

N Not applicable or guardrail transitions are not required*


requires the guardrail transition to meet NCHRP Report 350 crash testing requirements. For those not on the NHS, it shall be the responsibility of the highway agency (state, county, local or federal) to set standards.

The transition from approach guardrail to bridge rail requires that the approach guardrail be firmly attached to the bridge rail. It also requires that the approach guardrail be gradually stiffened as it comes closer to the bridge rail. The ends of curbs and safety walks need to be gradually tapered out or shielded. It shall be the owner’s responsibility to provide a list or other reference of currently acceptable rail transitions to their inspectors. Collision damage or deterioration of the elements is not considered when coding this item.


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Approach Guardrails Format


Record Type On

Item Number 36C

Specification Commentary Record the appraisal of the approach guardrails using one of the following codes: Code Description

0 One, or more, approach guardrails do not meet currently acceptable standards or an approach guardrail is required and none is provided*

1 All approach guardrails meet currently acceptable standards*

N Not applicable or approach guardrails are not required*


requires the approach guardrail to meet NCHRP Report 350 crash testing requirements. For those not on the NHS, it shall be the responsibility of the highway agency (state, county, local or federal) to set standards.

The structural adequacy and compatibility of approach guardrails with transition designs should be determined. Rarely does the need for a barrier stop at the end of a bridge. Thus, an approach guardrail with adequate length and structural qualities to shield motorists from the hazards at the bridge site needs to be installed. In addition to being capable of safely redirecting an impacting vehicle, the approach guardrails must also facilitate a transition to the bridge railing that will not cause snagging or pocketing of an impacting vehicle. Acceptable guardrail design suggestions are contained in the AASHTO Roadside Design Guide and subsequent FHWA or AASHTO guidelines. It shall be the owner’s responsibility to provide a list or other reference of currently acceptable approach guardrail to their inspectors. Collision damage or deterioration of the elements is not considered when coding this item.


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Approach Guardrail Ends Format


Record Type On

Item Number 36D

Specification Commentary Record the appraisal of the approach guardrail ends using one of the following codes: Code Description

0 One, or more, approach guardrail ends do not meet currently acceptable standards or an approach guardrail end is required and none is provided*

1 All approach guardrail ends meet currently acceptable standards*

N Not applicable or approach guardrail ends are not required*


requires the approach guardrail to meet NCHRP Report 350 crash testing requirements. For those not on the NHS, it shall be the responsibility of the highway agency (state, county, local or federal) to set standards.

The ends of approach guardrails to bridges should be flared, buried, made breakaway, or shielded as appropriate. Design treatment of guardrail ends is given in the AASHTO Roadside Design Guide. It shall be the owner’s responsibility to provide a list or other reference of currently acceptable approach guardrail ends to their inspectors. Collision damage or deterioration of the elements is not considered when coding this item.


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Scour Vulnerability Format


Record Type On

Item Number 113

Specification Commentary Record the scour vulnerability of the bridge using one of the codes from the table on page 149.

Evaluations shall be made by a Scour Evaluation Team. The Scour Evaluation Team should include hydraulic, geotechnical and structural engineers. Guidance on conducting a scour evaluation is included in the FHWA Technical Advisory T 5140.23 titled, "Evaluating Scour at Bridges." Detailed engineering guidance is provided in the Hydraulic Engineering Circular (HEC) 18 titled “Evaluating Scour at Bridges.” Whenever a rating factor of 2 or below is determined for this item, the Substructure Condition Rating item on page 113 and other affected Items should be revised to be consistent with the severity of observed scour and resultant damage to the bridge. If observed conditions are unstable and do not correspond to the stability assessment, then inspectors should record a rating of 2 or 1 as appropriate and the Scour Evaluation Team should reassess. See the Scour Plan of Action item on page 150 for guidance on the plan of action for scour critical bridges.


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CODE DESCRIPTION OF SCOUR VULVERABILITY APPRAISAL RATINGS

9 Bridge foundations are on dry land well above flood water elevations and are not vulnerable to scour.

8 Bridge foundations determined to be stable for the assessed or calculated scour condition. Scour is determined to be above top of footing (Example A) by assessment, by calculation or by installation of properly designed countermeasures.

7 Countermeasures have been installed to mitigate an existing problem with scour and to reduce the risk of bridge failure during a flood event. Instructions contained in a plan of action have been implemented to reduce the risk to users from a bridge failure during or immediately after a flood event.

6 Scour calculation/evaluation has not been made. 5 Bridge foundations determined to be stable for assessed or calculated scour

condition. Scour is determined to be within the limits of footing or piles (Example B) by assessment, by calculations or by installation of properly designed countermeasures.

4 Bridge foundations determined to be stable for assessed or calculated scour conditions; field review indicates action is required to protect exposed foundations.

3 Bridge is scour critical; bridge foundations determined to be unstable for assessed or calculated scour conditions

2 Bridge is scour critical; field review indicates that extensive scour has occurred at bridge foundations, which are determined to be unstable by: - a comparison of calculated scour and observed scour during the bridge inspection, or - an engineering evaluation of the observed scour condition reported by the bridge inspector in the Substructure Condition Rating item on page 113

1 Bridge is scour critical; field review indicates that failure of piers/abutments is imminent. Bridge is closed to traffic. Failure is imminent based on: - a comparison of calculated and observed scour during the bridge inspection, or - an engineering evaluation of the observed scour condition reported by the bridge inspector in the Substructure Condition Rating item on page 113

0 Bridge is scour critical; bridge has failed and is closed to traffic U Bridge with unknown foundation that has not been evaluated for scour. Until risk can

be determined, a plan of action should be developed and implemented to reduce the risk to users from abridge failure during and immediately after a flood event

T Bridge over tidal waters that has not been evaluated for scour, but considered low risk. Bridge will be monitored with regular inspection cycle and with appropriate underwater inspections until an evaluation is performed

N Not applicable, bridge not over waterway


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Scour Plan of Action Format

AN1 Frequency As needed

Record Type Bridge

Item Number New

Specification Commentary Record whether the bridge has a scour plan of action using one of the following codes: Code Description

0 A scour plan of action is not developed nor implemented

1 A scour plan of action is developed and implemented

N Not applicable, the bridge is not scour critical or the bridge is not over a waterway

A plan of action should be developed for each scour critical bridge (see FHWA Technical Advisory T 5140.23, 23 CFR 650 Subpart C, HEC 18 and HEC 233). A scour critical bridge is one with abutment or pier foundations which are rated unstable due to observed scour at the bridge site (Scour Vulnerability on page 148 coded 2, 1, or 0) or a scour potential as determined from a scour evaluation study (Scour Vulnerability on page 148 coded 3). Until risk can be determined for bridges with unknown foundations, a plan of action should be developed and implemented to reduce the risk to users from a bridge failure during and immediately after flood events.


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APPENDIX A: APPRAISAL ITEMS CALCULATED BY THE EDIT/UPDATE PROGRAM

The items in this Appendix are calculated by the FHWA Edit/Update program. It uses information from other items in the National Bridge Inventory. These items have been removed from the body of these Specifications as not to confuse the inspector. The calculation procedures are presented for reference. The following items are included:

o Structural Evaluation o Deck Geometry Appraisal Rating o Deck Overclearance Appraisal Rating o Roadway Horizontal Underclearance Appraisal Rating o Railroad Horizontal Underclearance Appraisal Rating o Roadway Vertical Underclearance Appraisal Rating o Railroad Vertical Underclearance Appraisal Rating o Sufficiency Rating o Status

The first seven items above will be coded with a 1-digit code that indicates the appraisal rating for the item. The codes and descriptions are:

Code Description 4 At, or above, desirable criteria 3 Better than present minimum criteria 2 At present minimum criteria 1 Below present minimum criteria


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Structural Evaluation Format

AN1 Frequency

NBI Submittal Record Type

On Item Number


Record the appraisal of the structural evaluation of the bridge using one of the following codes: Code Description

4 Inventory Load Rating Factor is equal to, or greater than, 1.00

3 Inventory Load Rating Factor is equal to, or greater than, 0.65 and less than 1.00

2 Inventory Load Rating Factor is equal to, or greater than, 0.30 and less than 0.65

1 Inventory Load Rating Factor is below 0.30

This item is calculated by the FHWA Edit/Update Program and is not coded by the inspector. The calculated values provided in this specification are developed for rating purposes only. Current design standards must be used for structure design or rehabilitation. This appraisal rating considers one item; Inventory Load Rating Factor (page 13).


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Deck Geometry Appraisal Rating

Format AN1

Frequency NBI Submittal

Record Type On

Item Number 68


Record the appraisal of the deck geometry of the bridge using one of the codes from Tables 2A, 2B, 2C, 2D, or 2E below. Use the lower code when the Bridge Roadway Width, Curb-to-Curb is between the values listed on the tables.

This item is calculated by the FHWA Edit/Update Program and is not coded by the inspector. The calculated values provided in this specification are developed for rating purposes only. Current design standards must be used for structure design or rehabilitation. This appraisal rating considers six items; Bridge Roadway Width, Curb-to-Curb (p. 76), Average Daily Traffic (p. 67), Functional Classification (p. 94), Lanes on the Structure p. 63), Bridge Median (p. 81), and Service Type (p. 21).

Table 2A: Deck Geometry Appraisal Rating for Bridges on Local Roads and Streets

(Functional Classification item equals 09 or 19)

Bridge Roadway Width, Curb-to-Curb, vs. ADT Code

< 400 400 - 1500 1501 - 2000 >2000

4 3.35N + 0.61M m

11N + 2M ft 3.35N + 1.52M m

11N + 5M ft 3.66N + 1.83M m

12N + 6M ft 3.66N + 2.44M m

12N + 8M ft

3 3.05N + 0.61M m

10N + 2M ft 3.20N + 1.52M m

10.5N + 5M ft 3.50 N + 1.83M m

11.5 N + 6M ft 3.50N + 2.44M m

11.5 N + 8M ft

2 2.74N + 0.61M m

9N + 2M ft 3.05 N + 1.52M m

10N + 5M ft 3.35N + 1.83M m

11N + 6M ft 3.35N + 2.44M m

11N + 8M ft 1 Less than the widths corresponding to code 2

N equals the number of lanes on the structure. M equals the number of shoulders on the structure defined as (Bridge Median x 2) + 2.


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Table 2B: Deck Geometry Appraisal Rating for Bridges on Collector Roads and Streets

(Functional Classification item equals 07, 08, or 17)


< 400 400 – 1500 1501 – 2000 >2000

4 3.35N + 0.61M m

11N + 2M ft 3.35N + 1.52M m

11N + 5M ft 3.66N + 1.83M m

12N + 6M ft 3.66N + 3.66M m

12N + 12M ft

3 3.2N + 0.61M m 10.5 N + 2M ft

3.2N + 1.52M m 10.5N + 5M ft

3.5N + 1.83M m 11.5N + 6M ft

3.66N + 3.05M m 12N + 10M ft

2 3.05N + 0.61M m

10N + 2M ft 3.05 N + 1.52M m

10N + 5M ft 3.35N + 1.83M m

11N + 6M ft 3.66N + 2.44M m

12N + 8M ft 1 Less than the values corresponding to code 2


Table 2C: Deck Geometry Appraisal Rating for Bridges on Arterial Roadways

(Functional Classification item equals 02, 06, 12, 14 or 16)


< 400 400 – 1500 1501 – 2000 >2000

4 3.35N + 0.61M m

11N + 2M ft 3.35N + 1.52M m

11N + 5M ft 3.66N + 1.83M m

12N + 6M ft 3.66N + 3.66M m

12N + 12M ft

3 3.2N + 0.61M m 10.5N + 2M ft

3.2N + 1.52M m 10.5N + 5M ft

3.5N + 1.83M m 11.5N + 6M ft

3.66N + 3.05M m 12N + 10M ft

2 3.05N + 0.61M m

10N + 2M ft 3.05 N + 1.52M m

10N + 5M ft 3.35N + 1.83M m

11N + 6M ft 3.66N + 2.44M m




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Table 2D: Deck Geometry Appraisal Rating for Bridges on Freeways, or other Divided Facilities

(Functional Classification item equals 01 or 11 or Bridge Median is greater than 0)

Bridge Roadway Width, Curb-to-Curb, vs. Number of Lanes Code

2 lanes in each direction 3, or more, lanes in each direction

4 3.66N + 3.05M m

12N + 10M ft 3.66N + 3.66M m

12N + 12M ft

3 3.66N + 2.6M m 12N + 8.5M ft

3.66N + 3.35M m 12N + 11M ft

2 3.66N + 2.13M m

12N + 7M ft 3.66N + 3.05M m



Table 2E: Deck Geometry Appraisal Rating for Bridges on Ramps

(Service Type item equals 7)

Bridge Roadway Width, Curb-to-Curb, vs. Number of Lanes Code

1 lane 2, or more, lanes

4 7.32 m 24 ft

3.66N + 1.52M m 12N + 5M ft

3 6.10 m 20 ft

3.66N + 1.06M m 12N + 3.5M ft

2 4.88 m 16 ft

3.66N + 0.61M m 12N + 2 ft

1 Less than the values corresponding to code 2 N equals the number of lanes on the structure. M equals the number of shoulders on the structure defined as (Bridge Median x 2) + 2.


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Deck Overclearance Appraisal Rating

Format AN1


Record Type On

Item Number 68


Record the appraisal of the deck overclearance of the bridge using one of the following codes: Code Description

4 Clearance greater than or equal to 4.88 m (16 ft)

3 Clearance less than 4.88 m (16 ft) and greater than or equal to 4.57 m (15 ft)


1 Clearance less than 4.27 m (14 ft)

This item is calculated by the FHWA Edit/Update Program and is not coded by the inspector. The calculated values provided in this specification are developed for rating purposes only. Current design standards must be used for structure design or rehabilitation. This appraisal rating considers one item; Minimum Vertical Clearance over Roadway (p. 82).


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Roadway Horizontal Underclearance Appraisal Rating

Format AN1


Record Type On

Item Number 69


Record the appraisal of the deck geometry of the bridge using one of the codes from Tables 3A, 3B, 3C, 3D, or 3E below. Use the lower code when an individual table lists several ratings for the same roadway width under a specific ADT.

This item is calculated by the FHWA Edit/Update Program and is not coded by the inspector. The calculated values provided in this specification are developed for rating purposes only. Current design standards must be used for structure design or rehabilitation. This appraisal rating considers six items; Minimum Horizontal Underclearance from Roadway, Left (p. 84) and Minimum Horizontal Underclearance from Roadway, Right (p. 85), Lanes Under the Bridge (p. 64), Average Daily Traffic (p. 67), Functional Classification (p. 94), and Service Type (p. 21).

Table 3A: Roadway Horizontal Underclearance Appraisal Rating for Bridges on Local and

Collector Roads and Streets (Functional Classification item equals 07, 08, 09, 17 or 19 on Under Record)

Minimum Horizontal Underclearance from Roadway, Right vs. ADT

Code < 400 400 – 1500 1501 - 2000 >2000

4 1.83 m

6 ft 2.74 m

9 ft 3.05 m 10 ft

3.66 m 12 ft

3 1.22 m

4 ft 2.13 m

7 ft 2.44 m

8 ft 3.05 m 10 ft

2 0.61 m

2 ft 1.52 m

5 ft 1.83 m

6 ft 2.44 m

8 ft 1 Less than the clearances corresponding to code 2


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Table 3B: Roadway Horizontal Underclearance Appraisal Rating for Bridges on Arterial

Roadways (Functional Classification item equals 02, 06, 12, 14 or 16 on Under Record)

Minimum Horizontal Underclearance from Roadway, Right vs. ADT

Code < 400 400 – 1500 1501 - 2000 >2000

4 2.44 m

8 ft 3.05 m 10 ft

3.05 m 10 ft

3.66 m 12 ft

3 1.83 m

6 ft 2.44 m

8 ft 2.44 m

8 ft 3.05 m 10 ft

2 1.22 m

4 ft 1.83 m

6 ft 1.83 m

6 ft 2.44 m


Table 3C: Roadway Horizontal Underclearance Appraisal Rating for Bridges on Freeways, or

other Divided Facilities (Functional Classification item equals 01 or 11 on Under Record)

Minimum Horizontal Underclearance from Roadway, Left and Right vs.

Lanes Under the Bridge 2 lanes in each direction 3, or more, lanes in each direction

Code

Left Right Left Right

4 3.05 m 10 ft

4.27 m 14 ft

4.27 m 14 ft

4.27 m 14 ft

3 2.14 m

7 ft 3.66 m 12 ft

3.66 m 12 ft

3.66 m 12 ft

2 1.22 m

4 ft 3.05 m 10 ft

3.05 m 10 ft

3.05 m 10 ft

1 Less than the clearances corresponding to code 2

Table 3D: Roadway Horizontal Underclearance Appraisal Rating for Bridges on Ramps

(Service Type item equals 7 on the Under Record)

Minimum Horizontal Underclearance from Roadway, Left and Right Code

Left Right

4 2.44 m

8 ft 4.27 m 14 ft

3 2.03 m

5 ft 3.05 m 10 ft

2 0.61 m

2 ft 1.83 m



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Railroad Horizontal Underclearance Appraisal Rating

Format AN1


Record Type On

Item Number 69


Record the appraisal of the railroad horizontal underclearance of the bridge using one of the following codes: Code Description


3 Clearance less than 6.10 m (20 ft) and greater than or equal to 4.42 m (14.5 ft)

2 Clearance less than 4.42 m (14,5 ft) and greater than or equal to2.74 m (9 ft)


This item is calculated by the FHWA Edit/Update Program and is not coded by the inspector. The calculated values provided in this specification are developed for rating purposes only. Current design standards must be used for structure design or rehabilitation. This appraisal rating considers the item Minimum Horizontal Underclearance from Railroad (page 86) More information on railroad clearances can be found in 23 CFR 646, Subpart B Appendix.


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Roadway Vertical Underclearance Appraisal Rating

Format AN1


Record Type On

Item Number 69


Record the appraisal of the roadway vertical underclearance of the bridge using one of the following codes: Code Description





This item is calculated by the FHWA Edit/Update Program and is not coded by the inspector. The calculated values provided in this specification are developed for rating purposes only. Current design standards must be used for structure design or rehabilitation. This appraisal rating considers the item Minimum Roadway Vertical Underclearance (page 82).


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Railroad Vertical Underclearance Appraisal Rating

Format AN1


Record Type On

Item Number 69


Record the appraisal of the railroad vertical underclearance of the bridge using one of the following codes: Code Description


3 Clearance less than 7.01 m (23 ft) and greater than or equal to 6.55 m (21.5 ft)

2 Clearance less than 6.55 m (21.5 ft) and greater than or equal to 6.10 m (20 ft)


This item is calculated by the FHWA Edit/Update Program and is not coded by the inspector. The calculated values provided in this specification are developed for rating purposes only. Current design standards must be used for structure design or rehabilitation. This appraisal rating considers the item Minimum Railroad Vertical Underclearance (page 83). More information on railroad clearances can be found in 23 CFR 646, Subpart B.


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Sufficiency Rating

Format Floating point

1 decimal


Record Type On

Item Number


Calculate the sufficiency rating using the sufficiency rating formula in Appendix C.

The sufficiency rating is a numerical rating between 0 and 100 given to each highway bridge. The value is based on the bridge’s structural adequacy and safety, essentiality for public use, and its serviceability and functional obsolescence.


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Status Format

AN1 Frequency

NBI Submittal Record Type

On Item Number


Record the status of the bridge based on the criteria developed by FHWA using on of the following codes: Code Description

0 Bridge is not deficient 1 Bridge is structurally deficient 2 Bridge is functionally obsolete N Not applicable

Any bridge that is classified as structurally deficient is excluded from the functionally obsolete category.

This item considers several condition and appraisal items from the NBI. To be considered for the classification of a deficient bridge, a structure must meet the NBIS definition of a bridge and had not been constructed or had major reconstruction within the past 10 years. In order to be considered for the structurally deficient classification a highway bridge must meet one of the following: • Deck Condition Rating ≤ 4 • Superstructure Condition Rating ≤ 4 • Substructure Condition Rating ≤ 4 • Culvert Condition Rating ≤ 41 • Structural Evaluation = 1

In order to be considered for the functionally obsolete classification a highway bridge must meet one of the following: • Waterway Adequacy = 12 • Approach Roadway Alignment = 1 • Deck Geometry = 1 • Deck Overclearance Appraisal Rating = 1 • Roadway Horizontal Underclearance

Appraisal Rating = 13 • Railroad Horizontal Underclearance

Appraisal Rating = 13 • Roadway Vertical Underclearance

Appraisal Rating = 13 • Railroad Vertical Underclearance Appraisal

Rating = 13

1 The Culvert Condition Rating applies only if the Main Span Design Type is coded 31 through 36 (p. 42) 2 The Waterway Adequacy applies only if the Service Under Bridge is coded 0, 5, 6, 7, 8, or 9 (p. 65) 3 The horizontal and vertical underclearance appraisal ratings apply only if the Service Under Bridge is coded 0, 1, 2, 4, 6, 7, or 8 (p. 65)


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APPENDIX B: STRUCTURAL INVENTORY AND APPRAISAL SHEET

TO BE PROVIDED WHEN SPECIFICATIONS ARE FINALIZED


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APPENDIX C: SUFFICIENCY RATING FORMULA AND EXAMPLE The sufficiency rating formula described herein is a method of evaluating highway bridge data by calculating four separate factors to obtain a numeric value, which is indicative of bridge sufficiency to remain in service. The result of this method is a percentage in which 100 percent would represent an entirely sufficient bridge and zero percent would represent an entirely insufficient or deficient bridge. An asterisk prefix is used to identify a sufficiency rating that was calculated even though some essential data was missing or coded incorrectly. The Edit/Update Program will substitute a value for the unusable data (which will not lower the rating) and calculate the sufficiency rating. The asterisk is dropped when the unusable data is corrected. The sufficiency rating formula has four factors that together determine the sufficiency rating of each highway bridge in the National Bridge Inventory. The four factors use 27 different items from the Specifications for the National Bridge Inventory. Each factor and the items used are listed below. Following that is a description of how each item affects the sufficiency rating for highway bridges. 1. Structural Adequacy and Safety, S1 (55% maximum)

o Superstructure Condition Rating o Substructure Condition Rating o Culvert Condition Rating o Inventory Load Rating Factor

2. Serviceability and Functional Obsolescence, S2 (30% maximum)

o Waterway Adequacy o Approach Roadway Alignment o Structural Evaluation o Deck Geometry Appraisal Rating o Deck Overclearance Appraisal Rating o Roadway Horizontal Underclearance Appraisal Rating o Railroad Horizontal Underclearance Appraisal Rating o Roadway Vertical Underclearance Appraisal Rating o Railroad Vertical Underclearance Appraisal Rating o Deck Condition Rating o STRAHNET Designation o Bridge Roadway Width, Curb-to-Curb o Approach Roadway Width o Minimum Vertical Clearance over Roadway o Record Type o Main Span Design Type o Lanes On the Bridge o Average Daily Traffic


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3. Essentiality for Public Use, S3 (15% maximum)

o STRAHNET Designation o Average Daily Traffic o Bypass, Detour Length

4. Special Reductions, S4 (13% maximum)

o Bridge Rails o Rail Transitions o Approach Guardrails o Approach Guardrail Ends o Main Span Design Type o Bypass, Detour Length

1. Structural Adequacy and Safety, S1 (55 maximum)

a. Use the lowest rating code of the Superstructure Condition Rating, Substructure Condition Rating, or Culvert Condition Rating to determine the structural adequacy factor, A.

If the Superstructure Condition Rating or Substructure Condition Rating is: ≤ 2 A = 55 = 3 A = 40 = 4 A = 25 = 5 A = 10

If the Superstructure Condition Rating and Substructure Condition Rating = N and the Culvert Condition Rating is:

≤ 2 A = 55 = 3 A = 40 = 4 A = 25 = 5 A = 10

b. Use the following factors where IR is the value of the Inventory Load Rating Factor or use Figure 1 to determine the safety factor, B.

B = (1.0 - IR)1.5 x 62.65, or If (1.0 - IR) < 0, then B = 0 B shall not be less than 0 nor greater than 55. S1 = 55 - (A + B) S1 shall not be less than 0 nor greater than 55.


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FIGURE 1: Reduction for Load Capacity

0

10

20

30

40

50

60

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1

IR = Inventory Load Rating Factor

B =

Red

uct

ion

Fac

tor B = (1 - IR)1.5 x 62.65

2. Serviceability and Functional Obsolescence, S2 (30 maximum)

a. Use the factors listed below to determine the serviceability rating reduction factor, I. When more than one item is considered use the lower/lowest value. (13 maximum)

If the Deck Condition Rating is: ≤ 3 C = 5 = 4 C = 3 = 5 C = 1 If the Structural Evaluation is: = 1 D = 4 = 2 D = 2 = 3 D = 1

If the lower value of the Deck Geometry Appraisal Rating or Deck Overclearance Appraisal Rating is:

= 1 E = 4 = 2 E = 2 = 3 E = 1

If the lower value of the Roadway Horizontal Underclearance Appraisal Rating, Railroad Horizontal Appraisal Rating, Roadway Vertical Underclearance Appraisal Rating, or Railroad Vertical Underclearance Appraisal Rating is:


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≤ 3 F = 4 = 4 F = 2 = 5 F = 1 If the Waterway Adequacy is: = 1 G = 4 = 2 G = 2 = 3 G = 1 If the Approach Roadway Alignment is: = 1 H = 4 = 2 H = 2 = 3 H = 1 I = (C + D + E + F + G + H) I shall not be less than 0 nor greater than 13. b. Use the factors listed below to determine the bridge width reduction factors, J and K.

When more than one item is considered use the lower/lowest value. (15 maximum) Use the sections below that apply:

(i) applies to all bridges (ii) applies to 1-lane bridges only

(iii) applies to 2 or more lane bridges (iv) applies to all except 1-lane bridges. Also determine the value of X and Y as follows:

Average Daily Traffic X (ADT/lane) =

Lanes on Bridge

Bridge Roadway Width, Curb-to-Curb Y (width/lane) =

Lanes on Bridge

(i) Use when the value of Main Span Design Type is not equal to 31 (Box Culvert), 32 (Arch Culvert), or 33 (Pipe Culvert):

If [ (Bridge Roadway Width, Curb-to-Curb + 0.6 m (2 ft)) < Approach Roadway Width ] J = 5

(ii) For 1-lane bridges only, use Figure 2 or the following:

If Lanes on Bridge = 1, and:


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Y < 4.3 m (14.1 ft) K = 15

4.3 m (14.1 ft) ≤ Y < 5.5 m (18.0 ft) K = 15

(5.5 m (18.0 ft) – Y

)Y > 5.5 m (18.0 ft) K = 0

(iii) For 2 or more lane bridges. If these limits apply, do not continue on to (iv)

as no lane width reductions are allowed.

If Lanes on Bridge = 2 and Y > 4.9 m (16.1 ft) K = 0 If Lanes on Bridge = 3 and Y > 4.6 m (15.1 ft) K = 0 If Lanes on Bridge = 4 and Y > 4.3 m (14.1 ft) K = 0 If Lanes on Bridge > 5 and Y > 3.7 m (12.1 ft) K = 0

(iv) For all except 1-lane bridges, use Figure 2 or the following: If X < 50, and

Y < 2.7 m (8.9 ft) K = 7.5 Y > 2.7 m (8.9 ft) K = 0

If 50 < X ≤ 125, and

Y < 3.0 m (9.8 ft) K = 15 3.0 m (9.8 ft) ≤ Y < 4.0 m (13.1 ft) K = 15(4 m (13.1 ft) – Y) Y > 4.0 m (13.1 ft) K = 0

If 125 < X ≤ 375, and

Y < 3.4 m (11.1 ft) K = 15 3.4 m (11.1 ft)≤ Y < 4.3 m (14.1 ft) K = 15(4.3 m (14.1 ft) – Y) Y > 4.3 m (14.1 ft) K = 0

If 375 < X < 1350, and

Y < 3.7 m (12.1 ft) K = 15

3.7 m (12.1 ft) ≤ Y < 4.9 m (16.1 ft) K = 15

(4.9 m (16.1 ft) – Y

)Y > 4.9 m (16.1 ft) K = 0

If X > 1350, and

Y < 4.6 m (15.1 ft) K = 15


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4.6 m (15.1 ft) ≤ Y < 4.9m (16.1 ft) K = 15

(4.9 m (16.1 ft) – Y

)Y > 4.9 m (16.1 ft) K = 0

(J + K) shall not be less than 0 nor greater than 15.

Figure 2: Width of Roadway Insufficiency

0

5

10

15

2.5 3 3.5 4 4.5 5 5.5 6Y = Width per Lane (m)

K =

Red

uct

ion

Per

cen

tage

X > 1350375 < X < 1350125 < X <37550 < X < 125One-lane Bridge

X = ADT/Lane

c. Use the factors listed below to determine the bridge vertical clearance reduction

factor, L. (2 maximum) If STRAHNET Designation > 0, and

Minimum Vertical Clearance over Roadway (for On Record where Record Type equals 1) > 4.87 m (16.0 ft) L = 0

Minimum Vertical Clearance over Roadway (for On Record where Record Type equals 1) < 4.87 m (16.0 ft) L = 2

If STRAHNET Designation = 0, and

Minimum Vertical Clearance over Roadway (for On Record where Record Type equals 1) > 4.26 m (14.0 ft) L = 0

Minimum Vertical Clearance over Roadway (for On Record where Record Type equals 1) < 4.26 m (14.0 ft) L = 2

S2 = 30 - [ I + (J + K) + L ]


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S2 shall not be less than 0 nor greater than 30. 3. Essentiality for Public Use, S3 (15 maximum)

a. Use the factors listed below to determine the detour reduction factor, M. (15 maximum) Determine the value of Z as follows:

S1 + S2 Z =

85

Calculate:

Average Daily Traffic x Bypass, Detour Length (km)M = 15 [ 320,000 x Z ] or

Average Daily Traffic x Bypass, Detour Length (mile)

M = 15 [ 198,840 x Z ]

M shall not be less than 0 nor greater than 15. c. Use the factors listed below to determine the STRAHNET reduction factor, N. (2

maximum) If the STRAHNET Designation is: > 0 N = 2 = 0 N = 0 S3 = 15 - (M + N) S3 shall not be less than 0 nor greater than 15. 4. Special Reductions (Use only when S1 + S2 + S3 > 50) a. Use the factors listed below or Figure 3 to determine the special detour reduction

factor, O. (5 maximum) O = (Bypass, Detour Length (km))4 x (7.9 x 10-9) or O = (Bypass, Detour Length (mile))4 x (5.3 x 10-8) O shall not be less than 0 nor greater than 5.


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Figure 3: Special Reduction for Detour Length

0

1

2

3

4

5

0 20 40 60 80 100 120 140 160

Bypass, Detour Length (km)

O =

Det

our L

engt

h R

educ

tion

Fact

or

O = (Bypass, Detour Length (km))4 x (7.9x10-9)

b. Use the factors listed below to determine the special structure reduction factor, P. (5

maximum) If the Main Span Design Type equal 10, 12, 13, 14, 15, 16, or 17, then P = 5 c. Use the factors listed below to determine the special traffic safety feature reduction

factor, Q. (3 maximum)

Bridge Rails Rail Transitions Approach Guardrails Approach Guardrail Ends

If 2 of the above items = 0 Q = 1 If 3 of the above items = 0 Q = 2 If 4 of the above items = 0 Q = 3 S4 = O + P + Q S4 shall not be less than 0 nor greater than 13. _________________________________________________________________ Sufficiency Rating = S1 + S2 + S3 - S4 The rating shall not be less than 0 nor greater than 100.


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EXAMPLE – To be developed

TO BE PROVIDED WHEN SPECIFICATIONS ARE FINALIZED


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APPENDIX D: STRUCTURE NUMBER CHANGES

Data Submittal Specifications for Structure Number Changes

The Structure Number must be unique for each bridge within the State, and once established should preferably never change for the life of the bridge. If a structure number (NBI Item 8) must be changed, the coding guide requires that the Bridge Division must be notified and provided with a cross reference of "old" and "new" numbers. The FHWA required format for submittal is as follows:

Submit an 80 character ASCII file without delimiters. The new ID and the old ID (the ID includes State code, Structure Number and the first digit of Inventory Route - Item 5) must be furnished as well as the date and the reason for change. The record layout for this file is:

Field Position Field size Item description

1- 3 3 State code 4-18 15 New Structure Number 19 1 first digit of Item 5 20-22 3 Blank Spaces (3) 23-25 3 State code

26-40 15 Old Structure Number 41 1 first digit of Item 5 42-44 3 Blank Spaces (3) 45-50 6 Date of change (MMDDYY) 51-53 3 Blank Spaces (3) 54-78 25 Reason for change 79-80 2 Blank Spaces (2)


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APPENDIX E: NATIONAL BRIDGE INSPECTION STANDARDS

Title 23: Highways PART 650—BRIDGES, STRUCTURES, AND HYDRAULICS

Subpart C—National Bridge Inspection Standards

Source: 69 FR 74436, Dec. 14, 2004, unless otherwise noted.

§ 650.301 Purpose.

This subpart sets the national standards for the proper safety inspection and evaluation of all highway bridges in accordance with 23 U.S.C. 151.

§ 650.303 Applicability.

The National Bridge Inspection Standards (NBIS) in this subpart apply to all structures defined as highway bridges located on all public roads.

§ 650.305 Definitions.

Terms used in this subpart are defined as follows:

American Association of State Highway and Transportation Officials (AASHTO) Manual. “Manual for Condition Evaluation of Bridges,” second edition, published by the American Association of State Highway and Transportation Officials (incorporated by reference, see §650.317).

Bridge. A structure including supports erected over a depression or an obstruction, such as water, highway, or railway, and having a track or passageway for carrying traffic or other moving loads, and having an opening measured along the center of the roadway of more than 20 feet between undercopings of abutments or spring lines of arches, or extreme ends of openings for multiple boxes; it may also include multiple pipes, where the clear distance between openings is less than half of the smaller contiguous opening.

Bridge inspection experience. Active participation in bridge inspections in accordance with the NBIS, in either a field inspection, supervisory, or management role. A combination of bridge design, bridge maintenance, bridge construction and bridge inspection experience, with the predominant amount in bridge inspection, is acceptable.

Bridge inspection refresher training. The National Highway Institute “Bridge Inspection Refresher Training Course” 1 or other State, local, or federally developed instruction aimed to improve quality of inspections, introduce new techniques, and maintain the consistency of the inspection program.

1 The National Highway Institute training may be found at the following URL: http://www.nhi.fhwa.dot.gov./

http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr;sid=1654051557622fc2ac0ed351435e7d05;rgn=div5;view=text;node=23%3A1.0.1.7.27;idno=23;cc=ecfr


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Bridge Inspector's Reference Manual (BIRM). A comprehensive FHWA manual on programs, procedures and techniques for inspecting and evaluating a variety of in-service highway bridges. This manual may be purchased from the U.S. Government Printing Office, Washington, DC 20402 and from National Technical Information Service, Springfield, Virginia 22161, and is available at the following URL: http://www.fhwa.dot.gov/bridge/bripub.htm.

Complex bridge. Movable, suspension, cable stayed, and other bridges with unusual characteristics.

Comprehensive bridge inspection training. Training that covers all aspects of bridge inspection and enables inspectors to relate conditions observed on a bridge to established criteria (see the Bridge Inspector's Reference Manual for the recommended material to be covered in a comprehensive training course).

Critical finding. A structural or safety related deficiency that requires immediate follow-up inspection or action.

Damage inspection. This is an unscheduled inspection to assess structural damage resulting from environmental factors or human actions.

Fracture critical member (FCM). A steel member in tension, or with a tension element, whose failure would probably cause a portion of or the entire bridge to collapse.

Fracture critical member inspection. A hands-on inspection of a fracture critical member or member components that may include visual and other nondestructive evaluation.

Hands-on. Inspection within arms length of the component. Inspection uses visual techniques that may be supplemented by nondestructive testing.

Highway. The term “highway” is defined in 23 U.S.C. 101(a)(11).

In-depth inspection. A close-up, inspection of one or more members above or below the water level to identify any deficiencies not readily detectable using routine inspection procedures; hands-on inspection may be necessary at some locations.

Initial inspection. The first inspection of a bridge as it becomes a part of the bridge file to provide all Structure Inventory and Appraisal (SI&A) data and other relevant data and to determine baseline structural conditions.

Legal load. The maximum legal load for each vehicle configuration permitted by law for the State in which the bridge is located.

Load rating. The determination of the live load carrying capacity of a bridge using bridge plans and supplemented by information gathered from a field inspection.

National Institute for Certification in Engineering Technologies (NICET). The NICET provides nationally applicable voluntary certification programs covering several broad engineering technology fields and a number of specialized subfields. For information on the NICET program certification contact: National Institute for Certification in Engineering Technologies, 1420 King Street, Alexandria, VA 22314–2794.


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Operating rating. The maximum permissible live load to which the structure may be subjected for the load configuration used in the rating.

Professional engineer (PE). An individual, who has fulfilled education and experience requirements and passed rigorous exams that, under State licensure laws, permits them to offer engineering services directly to the public. Engineering licensure laws vary from State to State, but, in general, to become a PE an individual must be a graduate of an engineering program accredited by the Accreditation Board for Engineering and Technology, pass the Fundamentals of Engineering exam, gain four years of experience working under a PE, and pass the Principles of Practice of Engineering exam.

Program manager. The individual in charge of the program, that has been assigned or delegated the duties and responsibilities for bridge inspection, reporting, and inventory. The program manager provides overall leadership and is available to inspection team leaders to provide guidance.

Public road. The term “public road” is defined in 23 U.S.C. 101(a)(27).

Quality assurance (QA). The use of sampling and other measures to assure the adequacy of quality control procedures in order to verify or measure the quality level of the entire bridge inspection and load rating program.

Quality control (QC). Procedures that are intended to maintain the quality of a bridge inspection and load rating at or above a specified level.

Routine inspection. Regularly scheduled inspection consisting of observations and/or measurements needed to determine the physical and functional condition of the bridge, to identify any changes from initial or previously recorded conditions, and to ensure that the structure continues to satisfy present service requirements.

Routine permit load. A live load, which has a gross weight, axle weight or distance between axles not conforming with State statutes for legally configured vehicles, authorized for unlimited trips over an extended period of time to move alongside other heavy vehicles on a regular basis.

Scour. Erosion of streambed or bank material due to flowing water; often considered as being localized around piers and abutments of bridges.

Scour critical bridge. A bridge with a foundation element that has been determined to be unstable for the observed or evaluated scour condition.

Special inspection. An inspection scheduled at the discretion of the bridge owner, used to monitor a particular known or suspected deficiency.

State transportation department. The term “State transportation department” is defined in 23 U.S.C. 101(a)(34).

Team leader. Individual in charge of an inspection team responsible for planning, preparing, and performing field inspection of the bridge.

Underwater diver bridge inspection training. Training that covers all aspects of underwater bridge inspection and enables inspectors to relate the conditions of underwater bridge elements to established criteria (see the Bridge Inspector's Reference Manual section on underwater


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inspection for the recommended material to be covered in an underwater diver bridge inspection training course).

Underwater inspection. Inspection of the underwater portion of a bridge substructure and the surrounding channel, which cannot be inspected visually at low water by wading or probing, generally requiring diving or other appropriate techniques.

§ 650.307 Bridge inspection organization.

(a) Each State transportation department must inspect, or cause to be inspected, all highway bridges located on public roads that are fully or partially located within the State's boundaries, except for bridges that are owned by Federal agencies.

(b) Federal agencies must inspect, or cause to be inspected, all highway bridges located on public roads that are fully or partially located within the respective agency responsibility or jurisdiction.

(c) Each State transportation department or Federal agency must include a bridge inspection organization that is responsible for the following:

(1) Statewide or Federal agencywide bridge inspection policies and procedures, quality assurance and quality control, and preparation and maintenance of a bridge inventory.

(2) Bridge inspections, reports, load ratings and other requirements of these standards.

(d) Functions identified in paragraphs (c)(1) and (2) of this section may be delegated, but such delegation does not relieve the State transportation department or Federal agency of any of its responsibilities under this subpart.

(e) The State transportation department or Federal agency bridge inspection organization must have a program manager with the qualifications defined in §650.309(a), who has been delegated responsibility for paragraphs (c)(1) and (2) of this section.

§ 650.309 Qualifications of personnel.

(a) A program manager must, at a minimum:

(1) Be a registered professional engineer, or have ten years bridge inspection experience; and

(2) Successfully complete a Federal Highway Administration (FHWA) approved comprehensive bridge inspection training course.

(b) There are five ways to qualify as a team leader. A team leader must, at a minimum:

(1) Have the qualifications specified in paragraph (a) of this section; or

(2) Have five years bridge inspection experience and have successfully completed an FHWA approved comprehensive bridge inspection training course; or

(3) Be certified as a Level III or IV Bridge Safety Inspector under the National Society of Professional Engineer's program for National Certification in Engineering Technologies (NICET)


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and have successfully completed an FHWA approved comprehensive bridge inspection training course, or

(4) Have all of the following:

(i) A bachelor's degree in engineering from a college or university accredited by or determined as substantially equivalent by the Accreditation Board for Engineering and Technology;

(ii) Successfully passed the National Council of Examiners for Engineering and Surveying Fundamentals of Engineering examination;

(iii) Two years of bridge inspection experience; and

(iv) Successfully completed an FHWA approved comprehensive bridge inspection training course, or

(5) Have all of the following:

(i) An associate's degree in engineering or engineering technology from a college or university accredited by or determined as substantially equivalent by the Accreditation Board for Engineering and Technology;

(ii) Four years of bridge inspection experience; and

(iii) Successfully completed an FHWA approved comprehensive bridge inspection training course.

(c) The individual charged with the overall responsibility for load rating bridges must be a registered professional engineer.

(d) An underwater bridge inspection diver must complete an FHWA approved comprehensive bridge inspection training course or other FHWA approved underwater diver bridge inspection training course.

§ 650.311 Inspection frequency.

(a) Routine inspections. (1) Inspect each bridge at regular intervals not to exceed twenty-four months.

(2) Certain bridges require inspection at less than twenty-four-month intervals. Establish criteria to determine the level and frequency to which these bridges are inspected considering such factors as age, traffic characteristics, and known deficiencies.

(3) Certain bridges may be inspected at greater than twenty-four month intervals, not to exceed forty-eight-months, with written FHWA approval. This may be appropriate when past inspection findings and analysis justifies the increased inspection interval.

(b) Underwater inspections. (1) Inspect underwater structural elements at regular intervals not to exceed sixty months.

(2) Certain underwater structural elements require inspection at less than sixty-month intervals. Establish criteria to determine the level and frequency to which these members are inspected


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considering such factors as construction material, environment, age, scour characteristics, condition rating from past inspections and known deficiencies.

(3) Certain underwater structural elements may be inspected at greater than sixty-month intervals, not to exceed seventy-two months, with written FHWA approval. This may be appropriate when past inspection findings and analysis justifies the increased inspection interval.

(c) Fracture critical member (FCM) inspections. (1) Inspect FCMs at intervals not to exceed twenty-four months.

(2) Certain FCMs require inspection at less than twenty-four-month intervals. Establish criteria to determine the level and frequency to which these members are inspected considering such factors as age, traffic characteristics, and known deficiencies.

(d) Damage, in-depth, and special inspections. Establish criteria to determine the level and frequency of these inspections.

§ 650.313 Inspection procedures.

(a) Inspect each bridge in accordance with the inspection procedures in the AASHTO Manual (incorporated by reference, see §650.317).

(b) Provide at least one team leader, who meets the minimum qualifications stated in §650.309, at the bridge at all times during each initial, routine, in-depth, fracture critical member and underwater inspection.

(c) Rate each bridge as to its safe load-carrying capacity in accordance with the AASHTO Manual (incorporated by reference, see §650.317). Post or restrict the bridge in accordance with the AASHTO Manual or in accordance with State law, when the maximum unrestricted legal loads or State routine permit loads exceed that allowed under the operating rating or equivalent rating factor.

(d) Prepare bridge files as described in the AASHTO Manual (incorporated by reference, see §650.317). Maintain reports on the results of bridge inspections together with notations of any action taken to address the findings of such inspections. Maintain relevant maintenance and inspection data to allow assessment of current bridge condition. Record the findings and results of bridge inspections on standard State or Federal agency forms.

(e) Identify bridges with FCMs, bridges requiring underwater inspection, and bridges that are scour critical.

(1) Bridges with fracture critical members. In the inspection records, identify the location of FCMs and describe the FCM inspection frequency and procedures. Inspect FCMs according to these procedures.

(2) Bridges requiring underwater inspections. Identify the location of underwater elements and include a description of the underwater elements, the inspection frequency and the procedures in the inspection records for each bridge requiring underwater inspection. Inspect those elements requiring underwater inspections according to these procedures.


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(3) Bridges that are scour critical. Prepare a plan of action to monitor known and potential deficiencies and to address critical findings. Monitor bridges that are scour critical in accordance with the plan.

(f) Complex bridges. Identify specialized inspection procedures, and additional inspector training and experience required to inspect complex bridges. Inspect complex bridges according to those procedures.

(g) Quality control and quality assurance. Assure systematic quality control (QC) and quality assurance (QA) procedures are used to maintain a high degree of accuracy and consistency in the inspection program. Include periodic field review of inspection teams, periodic bridge inspection refresher training for program managers and team leaders, and independent review of inspection reports and computations.

(h) Follow-up on critical findings. Establish a statewide or Federal agency wide procedure to assure that critical findings are addressed in a timely manner. Periodically notify the FHWA of the actions taken to resolve or monitor critical findings.

§ 650.315 Inventory.

(a) Each State or Federal agency must prepare and maintain an inventory of all bridges subject to the NBIS. Certain Structure Inventory and Appraisal (SI&A) data must be collected and retained by the State or Federal agency for collection by the FHWA as requested. A tabulation of this data is contained in the SI&A sheet distributed by the FHWA as part of the “Recording and Coding Guide for the Structure Inventory and Appraisal of the Nation's Bridges,” (December 1995) together with subsequent interim changes or the most recent version. Report the data using FHWA established procedures as outlined in the “Recording and Coding Guide for the Structure Inventory and Appraisal of the Nation's Bridges.”

(b) For routine, in-depth, fracture critical member, underwater, damage and special inspections enter the SI&A data into the State or Federal agency inventory within 90 days of the date of inspection for State or Federal agency bridges and within 180 days of the date of inspection for all other bridges.

(c) For existing bridge modifications that alter previously recorded data and for new bridges, enter the SI&A data into the State or Federal agency inventory within 90 days after the completion of the work for State or Federal agency bridges and within 180 days after the completion of the work for all other bridges.

(d) For changes in load restriction or closure status, enter the SI&A data into the State or Federal agency inventory within 90 days after the change in status of the structure for State or Federal agency bridges and within 180 days after the change in status of the structure for all other bridges.

§ 650.317 Reference manuals.

(a) The materials listed in this subpart are incorporated by reference in the corresponding sections noted. These incorporations by reference were approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. These materials are incorporated as they exist on the date of the approval, and notice of any change in these documents will be published in the Federal Register. The materials are available for purchase at the address listed below, and are available for inspection at the National Archives and Records Administration (NARA). These materials may also be reviewed at the Department of


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Transportation Library, 400 Seventh Street, SW., Washington, DC, in Room 2200. For information on the availability of these materials at NARA call (202) 741–6030, or go to the following URL: http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html. In the event there is a conflict between the standards in this subpart and any of these materials, the standards in this subpart will apply.

(b) The following materials are available for purchase from the American Association of State Highway and Transportation Officials, Suite 249, 444 N. Capitol Street, NW., Washington, DC 20001. The materials may also be ordered via the AASHTO bookstore located at the following URL: http://www.aashto.org/aashto/home.nsf/FrontPage.

(1) The Manual for Condition Evaluation of Bridges, 1994, second edition, as amended by the 1995, 1996, 1998, and 2000 interim revisions, AASHTO, incorporation by reference approved for §§650.305 and 650.313.

(2) 2001 Interim Revision to the Manual for Condition Evaluation of Bridges, AASHTO, incorporation by reference approved for §§650.305 and 650.313.

(3) 2003 Interim Revision to the Manual for Condition Evaluation of Bridges, AASHTO, incorporation by reference approved for §§650.305 and 650.313.


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APPENDIX F: COMMENTARY – ITEM CHANGES AND COMPARISION WITH THE 1995 RECORDING AND CODING GUIDE

(Organized by NBI Item Number Used in 1995 Guide)

It may be noted that all items below which are collected based upon units of measurement, such as length measurements, are now proposed using dual English/Metric units. Responses to the previous draft forwarded for comment in 2005 indicated a strong desire by many stakeholders to revert to English units. At the Federal-level, the data will be stored in Metric units; however, this does not preclude individual States from maintaining their data in English units. To accommodate both the stakeholders that desire English units and Metric units, this manual is produced in dual units. Instructions for data submittal and procedures used to translate English to Metric units will be distributed separately with the final version of the specifications after the comment period.

1. State Code

In the existing Guide, a three digit, compound code consisting of the State FIPS Code (2 digits) and the FHWA Region Code (one digit) was employed. The FHWA Region Codes are obsolete and no longer required. Thus, the State Code was changed from a three digit code to a two digit code. The new State code can be obtained by truncating the last digit (the Region Code) of the existing code. This makes the NBI State code equivalent to the 2-digit Census FIPS codes.

2. Highway Agency

No coding changes are proposed.

3. County (Parish) Code


4. Place Code


5. Inventory Route Information

a. Record Type

No Coding Changes are proposed.

b. Route Type


c. Designated Level of Service


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d. Route Number

Changed to indicate the direction together with the route number. This information was distinctly maintained in the Guide where the route number was indicated in Item 5D and the directional suffix maintained in Item 5E. States should code the route number directional suffix together when the roadway carried by the bridge is distinctly defined by the directional suffix (i.e. a bridge carrying both directions of I-95 would be coded as 00095 while a bridge carrying only the southbound traffic of I-95 would be coded as 0095S). Care should be taken to ensure that the coding of this item is consistent with the information maintained (and necessary) for the State GIS and LRS systems.

This action was proposed in the previous version distributed for comment in 2005. This version retains the change proposed previously.

6. Feature Intersected –

Critical facility indicator has been removed. Field length changed from 25 characters to 50 characters. Field lengths were increased to accommodate needs expressed by stakeholders. Expansion of the field lengths was proposed in the previous version distributed for comment in 2005. This version changes the field length to 50 characters as opposed to the larger size proposed previously.

7. Facility Carried

Field length changed from 18 characters to 50 characters. Field lengths were increased to accommodate needs expressed by stakeholders. Expansion of the field lengths was proposed in the previous version distributed for comment in 2005. This version changes the field length to 50 characters as opposed to the larger size proposed previously.

8. Structure Number


9. Location

Field length changed from 25 digits to 50 characters. Field lengths were increased to accommodate needs expressed by stakeholders. Expansion of the field lengths was proposed in the previous version distributed for comment in 2005. This version changes the field length to 50 characters as opposed to the larger size proposed previously.

10. Inventory Route Minimum Vertical Clearance –

ITEM REPLACED – The information previously collected in this item is included in the item for Minimum Vertical Clearance over Roadway, which combines this information with the data formerly maintained in Item 53.


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11. Kilometer/Milepoint

This item is modified to accommodate both metric units (kilometerpoints) and English units (milepoints).

12. Base Highway Network –

ITEM DELETED – This was proposed in the previous version distributed for comment in 2005. Stakeholders articulated that this information was not required and no compelling reason was presented for retaining the item.

13. LRS Inventory Route, Subroute Number

a. LRS Inventory Route

This item is changed to accommodate Metric or English. Responses to the previous draft forwarded for comment in 2005 indicated a strong desire by many stakeholders to revert to English units. At the Federal-level, the data will be stored in Metric units; however, this does not preclude individual States from maintaining their data in English units. To accommodate both the stakeholders that desire English units and Metric units, this manual is produced in dual units. Instructions for data submittal and procedures used to translate English to Metric units will be distributed separately with the final version of the specifications after the comment period.

b. LRS Subroute Number


14. Not used/Reserved – Item Deleted


16. Latitude

Changed from DMS format to Decimal degrees. This change is proposed to simplify data collection, particularly with implementation of GPS data.

17. Longitude

Changed from DMS format to Decimal degrees. This change is proposed to simplify data collection, particularly with implementation of GPS data.

18. Not used/Reserved - Item Deleted

19. Bypass, Detour Length –

This item was changed to accommodate English and Metric units.

20. Toll-



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21. Maintenance Responsibility


22. Owner





26. Functional Classification of Inventory Route


27. Year Built


28. Lanes On and Under the Structure

In the Guide, the lanes on and lanes under information was maintained in a compound, 4-digit field where the first 2 digits indicated the number of lanes on the bridge and the second two digits indicated the number of lanes under the bridge. These were defined as separate fields in the Specifications.

a. Lanes On


b. Lanes Under


29. Average Daily Traffic


30. Year of Average Daily Traffic

No coding changes are proposed

31. Design Load

The design load code was changed from a single digit code to two digit code to accommodate additional codes. Codes 1 – 9, which are currently employed in the Guide, are effectively unchanged becoming codes 01 – 09 respectively. Code 0, which formerly was for other or unknown now only indicates unknown design loads. Code 10 is added for HL-93. Code 11 is added to indicate design loads that are greater than HL-93 or MS22.5. Other design loads are coded as 12.


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32. Approach Roadway Width

Changed to accommodate English (feet) and Metric (meters) units.

33. Bridge Median

Changed to indicate the number of medians present on or under the bridge instead of the type of median. The number of medians is required to calculated appraisal items. The type of median was proposed to be eliminated in the previous version of the Specifications distributed in 2005.

34. Skew


35. Structure Flared

ITEM DELETED – This was proposed in the previous version distributed for comment in 2005. Stakeholders articulated that this information was not required and no compelling reason was presented for retaining the item.

36. Traffic Safety Features

Traffic safety features are retained and no changes are proposed to the coding, which indicated whether or not the feature meets currently acceptable standards. Furthermore, the features are now collected as separate items. Features are as follows:

a. Bridge Railings b. Transitions c. Approach Guardrail d. Approach Guardrail Ends

37. Historical Significance


38. Navigation Control

The Guide maintains a code indicating whether there is navigation control on the waterway (i.e. whether a bridge permit is required by the Coast Guard – note that typically such a permit is require any time work is being performed on a bridge over navigable waterways). This field is modified to indicate simply whether or not the bridge crosses a navigable waterway (note that this will not indicate whether the bridge is crossing water as all bridge crossing non-navigable waterways together with those which do not cross waterways are coded as N – bridge does not cross a navigable waterway).

39. Navigation Vertical Clearance

Changed to accommodate English (feet) and Metric (meters) units. TTHERE IS SA CHANGE FOR VERTICAL LIFT BRIDGES


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40. Navigation Horizontal Clearance


41. Structure Open, Posted, or Closed to Traffic

All codes from the Guide are retained as in these Specifications. One code is proposed to be added:

C – Open, Closure recommended but not legally implemented.

42. Type of Service

In the Guide, the type of service was reported as a two digit compound code where the first digit indicated the service on the bridge and the second digit indicated the service under the bridge. Service on and service under are defined in these Specifications as separate items. There are no coding changes proposed.

43. Structure Type, Main & Item 44, Structure Type, Approach

The structure type coding for the main and approach spans in the Guide consisted of a compound, 3-digit field where the first digit reflected the material and continuity while the second two digits reflected the design type. These items were defined separately in the Specifications.

a. Material Type

Ten, 1-digit codes are used in the current Coding Guide. These codes were as follows:

1 – Concrete 2 – Concrete Continuous 3 – Steel 4 – Steel Continuous 5 – Prestressed Concrete 6 – Prestressed Concrete Continuous 7 – Wood or Timber 8 – Masonry 9 – Aluminum, Wrought Iron or Cast Iron 0 – Other

These codes were redefined in the Specifications. To avoid confusion and ensure data quality during the transition period, a two-digit coding system was developed. Material types were grouped by series: 10 series – Concrete, 20 series – Steel, 30 series – Timber, 40 series – Masonry, 50 series – Other metals, 60 series – Composites and new materials. With this categorization, there is a significant amount of space to accommodate future expansion and State-specific coding, which can then be translated into the codes defined below for submittal. Codes are as follows:

11 – Concrete


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12 – Concrete, Pre-tensioned 13 – Concrete, Post-tensioned 21 – Steel, Painted 22 – Steel, Weathering 23 – Steel with Other Protective System 24 – Steel, Unprotected 31 – Timber 32 – Engineered Wood 41 – Masonry 51 – Aluminum 52 – Iron (wrought or cast) 61 – FRP Composite 99 – Other

A separate item was also added to address the continuity, which in the current guide captured together with the material type. The information is collected separately in the Specifications, in conformance with standard database design practices. The main span configuration codes are as follows:

1 – Simple Span 2 – Continuous span

b. Design Type

The design type codes were maintained with minor additions. Codes 01 through 18 were retained clarifications to the descriptions. Code 19 for culverts was eliminated and additional culvert items were added to reflect the type of culvert used. The following codes were employed:

31 – Box Culvert, Single (includes frame culverts) 32 – Box Culvert, Multiple Boxes 33 – Arch Culvert, Single 34 – Arch Culvert, Multiple 35 – Pipe Culvert, Single 36 – Pipe Culvert, Multiple

Code 20 in the Guide is for mixed-types. This code is retained in the Specifications and, as in the Guide, is only applicable for approach spans.

Code 21 has been retained for segmental box girders. Code 22, indicating channel beams in the Guide, has been expended to two codes indicating whether the channel beams are installed in an adjacent or single/spread design. Codes for channel beams are thus as follows:

25 – Channel beam – Adjacent 26 – Channel beam – Single or spread

Other designs not included in the list above are coded as 99 in the Specifications. These designs were previously coded as 00 in the Guide.

44. Approach Spans (see above discussion on main span material and design type).


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Note that for approach span material type, a code of NA is applicable where there are no approach spans. For approach span configuration, a code of N is added to cover situations where there are no approach spans. Likewise, for the approach span design type, a code of NA for not applicable is added. Furthermore, for approach span design type, a code of 20 indicating mixed types is also applicable, as has been indicated in the previous discussion above.

45. Number of Spans in Main Unit


46. Number of Approach Spans


47. Inventory Route, Total Horizontal Clearance

ITEM DELETED – The information required from total horizontal clearance is captured by minimum horizontal clearance items included in the geometric data section.

48. Length of Maximum Span


49. Structure Length


50. Curb or Sidewalk Widths

The curb and sidewalk widths are currently maintained for the left and right widths in a single compound field in the Guide. The information is separated in the Specifications and two fields are used to define the left and right curb and sidewalk widths. Outside of the field redefinition, data is only changed to accommodate English (feet) and Metric (meters) units.

51. Bridge Roadway Width, Curb-to-Curb


52. Deck Width, Out-to-Out


53. Minimum Vertical Clearance Over Bridge Roadway

ITEM REPLACED – The information previously collected in this item is included in the item for Minimum Vertical Clearance over Roadway, which combines this information with the data formerly maintained in Item 10.

54. Minimum Vertical Underclearance


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ITEM REPLACED - Changed to accommodate two different items: Roadway vertical underclearance and railroad vertical underclearance.

55. Minimum Lateral Underclearance on Right

ITEM REPLACED - The information required from lateral underclearance is captured by minimum horizontal clearance items included in the geometric data section.

56. Minimum Lateral Underclearance on Left


Note that this item is modified and this information is only applicable when a divided highway, one-way street or one-way ramp is under the bridge. Throughout the redevelopment of these Specifications, all attempts were made to bring the guide in line with the current AASHTO standards. For one-way highway segments, AASHTO provides guidance for standard shoulder widths to the right and the left. However, for two-way highway segments, guidance is only provided for the shoulder to the right of the travel way, regardless of direction. This, lateral underclearance information for bridges crossing these two-way highway segments is captured in the minimum horizontal clearance items used to replace item 55.

57. Reserved – Item Deleted

CONDITION RATINGS

In the proposed version of the Specifications distributed for comment, a 1 to 8 condition rating scale was proposed. A significant number of comments were received arguing against this change. In general, comments concluded that such a change would be too costly and such costs would outweigh the benefits obtained. While there is merit to the arguments which may be used to support the move to an 8 category scale, the FHWA agrees that benefits of doing so do not outweigh potential costs. Thus, the 0 to 9 condition rating scale was maintained.

In the previous version of the Specifications forwarded for comment in 2005, significant changes were made to incorporate quantitative language for the condition rating categories. This philosophical change was maintained and examination of the specifications will show that quantitative guidelines have been included for the deck, superstructure, substructure and culvert condition ratings. The addition of quantitative language in the guidelines is supplemented by graphs intended to assist inspectors in assigning ratings based on quantitative measures.

58. Deck

There is no change to the condition rating scale or the generalized descriptions (excellent to very good … imminent failure to failure). Additional guidance is on the assignment of condition ratings is provided.

59. Superstructure


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60. Substructure


61. Channel and Channel Protection


62. Culverts


63. Method Used to Determine Operating Rating

The method used to determine operating rating (item 63) and the method used to determine inventory rating (item 65) were recorded separately in the Guide. In the Specifications, only one field will be used to record the method used to determine the load rating. This requires that the same method be used for determining the inventory and operating ratings. Analysis of the data in the database shows that for the overwhelming majority of structures, the same method is currently used to determine inventory and operating ratings; therefore, this change is anticipated to have minimal impact on current practice. The existing codes used in the Guide, and as supplemented by the March 2004 memorandum, remain unchanged in the Specifications.

64. Operating Rating

The Operating Rating has been changed from recording metric tons to recording the load rating factor.

65. Method Used to Determine Inventory Rating

The method used to determine operating rating (item 63) and the method used to determine inventory rating (item 65) were recorded separately in the Guide. In the Specifications, only one field will be used to record the method used to determine the load rating. This requires that the same method be used for determining the inventory and operating ratings. Analysis of inventory data shows that for the overwhelming majority of structures, the same method is currently used; therefore, this change is anticipated to have minimal impact on current practice. The existing codes used in the Guide, and as supplemented by the March 2004 memorandum, remain unchanged in the Specifications.


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66. Inventory Rating

The Inventory Rating has been changed from recording metric tons to recording the load rating factor.

APPRAISAL RATINGS

The appraisal ratings are used for the assessment of deficiency status. For some time, stakeholders have indicated that the rating systems used were not in conformance with the AASHTO policy on geometric design. The rating scale was revisited by the FHWA team and a 0 to 9 scale was unwarranted. The ratings were redefined using a 1 to 4 scale. This enables the FHWA to retain the ability to assign deficiency status (code 1) and determine deficiency points for the sufficiency rating calculations (codes 1, 2 and 3).

For each of the items contributing to deficiencies, the full extent of the impact of this redevelopment must be documented. Some of the changes are expected to increase the numbers of deficiencies caused by that factor; however, since other factors also contribute to the deficiencies, the net effect on the total number of deficiencies and the apportionment factors needs to be determined. This is being evaluated by the FHWA.

In redefining the rating scales, changes must also be made with respect to structural evaluation appraisal and waterway adequacy. In the existing guide employing the 0 to 9 scale, these items contribute to either structural deficiencies or functional obsolescence, depending on the rating. In the 0 to 4 scale approach, only codes of 1 contribute to deficiencies and it is thus difficult to use a single item to define either structural deficiencies or functional obsolescence. Thus, the structural evaluation appraisal ratings are proposed to only contribute to structural deficiencies while waterway adequacy is proposed to contribute only to functional obsolescence. The extent of this change must also be evaluated.

67. Structural Evaluation

In the current Guide, this is a calculated field which is currently based on a 0 to 9 scale. The 0 to 9 scale is extraneous thus has been redefined with the item calculated based on a 0 to 4 scale. The 1 to 4 scale has been defined to be in accordance with work being performed by AASHTO on LRFR. Load rating factors of 1 indicate that no restrictions are required. Inventory rating factors of 0.3, as a rule of thumb, is a lower limiting factor for truck loads. Any rating factor below this value, in general, is going to result in significant restrictions placed on truck traffic and a code of 1 will be assigned. Rating factor 3 is arbitrarily defined between the limits of 1 and 0.3. The codes are as follows:

4 – At or above desirable criteria 3 – Better than present minimum criteria 2 - At, or slightly better than, present minimum criteria 1 – Below present minimum criteria.

68. Deck Geometry

In the current Guide, this is a calculated field which is currently based on a 0 to 9 scale. The 0 to 9 scale is extraneous thus has been redefined with the item calculated based on a 0 to 4 scale.


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The tables used to calculate this item were redefined based on values published in the current version of the AASHTO Policy for Geometric Design of Highways and Streets, otherwise known as the Green book. It must be emphasized, that this change, while bringing the values in line with AASHTO policy, will also result in a dramatic increase in the number of bridges that are deficient as a result of this item. As previously mentioned, the impact of the change on the number of deficiencies, however, is not known since there are combinatorial considerations that must be examined. Furthermore, the impact of this change on the apportionment factors also must be examined. These impacts are being evaluated by the FHWA.

The 0 to 4 scale is as follows:


69. Underclearances, Vertical and Horizontal

ITEM REPLACED: In the current Guide, this is a calculated field which is currently based on a 0 to 9 scale. A number of different measures were considered in this item through the tables, such as vertical and horizontal underclearances and clearances to both railroads and roadways. These items were separated in the new Guide and the item is thus replaced by several addition clearance items. Furthermore, the 0 to 9 scale is extraneous thus has been redefined with the item calculated based on a 1 to 4 scale. For each of the items, this scale is as follows:


As with other appraisal items, the full extent of the impact of these changes must evaluated. This evaluation will be performed by the FHWA.

70. Bridge Posting

This item has been changed. In the Guide, the posting requirement and the relationship of the operating rating to the maximum legal load were maintained. In the specifications, coding is provided simply to determine whether or not the bridge is posted. This is a yes (Y) or no (N) field.

71. Waterway Adequacy

The waterway adequacy rating has been assigned as part of the inspection, based on the severity and probability of overtopping. The item has been traditionally rated using a 0 to 9 scale. This scale was determined to be extraneous and the existing tables were modified and changed to reflect the 1 to 4 scale, described as follows:


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For this item, when a bridge does not cross a waterway, a code of N is assigned. This is the same criteria as was employed in the Guide for structures not crossing waterway.

72. Approach Roadway Alignment

This item has been changed from a rating on a 0 to 9 scale to a rating on a 1 to 4 scale. Ratings from the existing tables were translated to the 1 to 4 scale, which is defined as follows:


73. Not used – Noted as being reserved – Item Deleted


75. Type of Work

ITEM DELETED – The type of work was proposed for elimination by the team prior to release of the draft version for comment in 2005. This item was determined, however, to be required for the appraisal ratings in the existing Guide. However, as these appraisal ratings have been redefined, the type of work proposed is no longer necessary. As no other uses of the data have been identified, the item is recommended for deletion.

76. Length of Structure Improvement

ITEM DELETED – The length of structure improvement could be used in determining projected future costs; however, for national level estimating, this information can be obtained using other techniques, such as the deck area growth and unit costs. Furthermore, this item was proposed for elimination by the team prior to release of the draft version for comment in 2005. As no other uses of the data have been identified, the item is recommended for deletion.








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90. Inspection Date

The format of the date is changed to include the day together with the month and year.

91. Designated Inspection Frequency


92. Critical Feature Inspection

Critical feature inspection information and frequency was recorded in the Guide for fracture critical details, underwater inspection and other special inspections. Information is retained in the Specifications for inspection frequency on fracture critical details and underwater inspection. Binary yes/no field indicating whether the inspections are required are eliminated as this information may be culled from the frequency data. Information requirements for other special inspections are eliminated from the Specifications.

93. Critical Feature Inspection Date

As specified under critical feature inspections, information on other special inspections are eliminated. Inspection information will be retained only for fracture critical inspections and for underwater inspections. This information is maintained in separate fields and dates will be collected in MM/DD/YYYY format.

94. Bridge Improvement Cost

ITEM DELETED – This information is not currently used by the FHWA Office of Bridge Technology and was proposed for elimination by the team prior to the 2005 draft. It is recognized that there may be parties outside the FHWA Office of Bridge Technology that have a compelling reason for maintaining this information. If such needs are identified, the question of whether to retain the item will be revisited.

95. Roadway Improvement Cost

ITEM DELETED – This information is not currently used by the FHWA Office of Bridge Technology and was proposed for elimination by the team prior to the


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2005 draft. It is recognized that there may be parties outside the FHWA Office of Bridge Technology that have a compelling reason for maintaining this information. If such needs are identified, the question of whether to retain the item will be revisited.

96. Total Project Cost

ITEM DELETED – This information is not currently used by the FHWA Office of Bridge Technology and was proposed for elimination by the team prior to the 2005 draft. It is recognized that there may be parties outside the FHWA Office of Bridge Technology that have a compelling reason for maintaining this information. If such needs are identified, the question of whether to retain the item will be revisited.

97. Year of Improvement Cost Estimate

ITEM DELETED – This item is coupled with the cost estimates in items 94 to 96, which are proposed to be deleted. This information is not currently used by the FHWA Office of Bridge Technology and was proposed for elimination by the team prior to the 2005 draft. It is recognized that there may be parties outside the FHWA Office of Bridge Technology that have a compelling reason for maintaining this information. If such needs are identified, the question of whether to retain the item will be revisited.

98. Border Bridge

a. Border Bridge State or Country Code

In the Guide, a three digit, compound code consisting of the State FIPS Code (2 digits) and the FHWA Region Code (one digit) was employed. The FHWA Region Codes are obsolete and no longer required. Thus, in these Specifications, the State Code was changed from a three digit code to a two digit code. The new State code can be obtained by truncating the last digit (the Region Code) of the existing code. This makes the NBI State code equivalent to the 2-digit Census FIPS codes.

In the Guide, the bordering State code was entered as a 3-digit code. This will now be entered as a 2-digit code in the Specifications. For international bridges bordering Canada and Mexico, the guide employed codes of CAN and MEX respectively. In the specifications, these codes have been changed to CN for Canada and MX for Mexico to accommodate the change to a 2-digit field.

b. Border Bridge Percent Responsibility

In the Guide, the border bridge percent responsibility was maintained as a two digit code indicating the percent responsibility of the neighboring State for maintenance. This code has been changed to a numeric, 3 digit code, termed as Border Bridge Responsibility in the Specifications. Border bridge responsibility indicates the percent responsibility of the State submitting the inspection record.

For instance, consider a border bridge spanning between New Jersey and Pennsylvania where New Jersey maintains 60 percent of the maintenance


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responsibility for the structure (Pennsylvania thus with 40% maintenance responsibility). Both New Jersey and Pennsylvania will enter bridge inspection records indicating their respective responsibilities. (i.e. the record submitted by NJ will indicate 60% responsibility, while the record submitted by PA will indicate 40% responsibility).

99. Border Bridge Structure Number


100. STRAHNET Highway Designation


101. Parallel Structure Designation

ITEM DELETED – This item was proposed for deletion prior to the 2005 review and no arguments were presented for retaining the information. If compelling arguments for retaining the information are received, the question of whether or not the items should be deleted will be revisted.

102. Direction of Traffic

Code 3 in the Guide, which indicated two-way traffic on a one-lane bridge, has been eliminated. All other codes remain the same.

103. Temporary Structure Designation

ITEM DELETED – This item was proposed for deletion prior to the 2005 review and no arguments were presented for retaining the information. If compelling arguments for retaining the information are received, the question of whether or not the items should be deleted will be revisited.

104. Highway System of the Inventory Route

This item is renamed to NHS Designation and changed from a binary field of 0 and 1 for non-NHS and NHS respectively, to Y and N, indicating whether the structure is carrying a route on the NHS.

105. Federal Lands Highway

Codes 1 through 9 are unchanged. Code 0, which indicates that the federal-lands designation is not applicable, has been changed to N.

106. Year Reconstructed

The year reconstructed has been redefined as year rehabilitated. Reconstruction in the Guides was defined based upon the type of work performed, whether or not it meets current minimum standards, and whether it was eligible for funding under any of the Federal-aid funding categories. In the specifications, the criteria is expanded to rehabilitation, which is defined as work that is “extensive in scope” and defined “as major work required to restore the structural integrity and extend the useful life of a bridge as well as work to correct major safety


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defects.” Work excluded from rehabilitation is nearly identical to the work excluded from reconstruction, except that emergency repair and retrofitting are only excluded when considered as ‘minor’.

107. Deck Structure Type

The deck structure type code has been changed from a one-digit code in the Guide to a two digit code in the Specifications. The coding change was made to accommodate the additional code of FRP Composite, which would currently be coded using the Guide using code 9 – Other. There are currently enough FRP decks in-place to warrant the additional code.

Code 1 through 8 are effectively unchanged but are now coded as 01 through 08 respectively. Code 9, which in the guide indicated other deck types, will be eliminated. FRP composites are coded as 10. Exodermic decks are to be coded as 11. Other codes are now indicated as 99.

Where decks are not applicable for the design type, such as for filled culverts and arches, a code of NA is used.

108. Wearing Surface/Protective System

For the wearing surface/protective system item, a compound, 3-digit field was employed where the first digit indicated the type of wearing surface, the second digit indicating the type of membrane, and the third digit indicating the type of deck projection. These items were separated into individual fields.

a. Type of Wearing Surface

The type of wearing surface item was renamed as additional deck surface. A code was added for micro-silica concrete and the items for monolithic and integral concrete were combined. The item was subsequently changed from a single-digit item to a two-digit item to avoid inconsistencies. The codes in the Guide and the new codes in the Specification are as follows:

Codes in the Guide Codes in the Specification

1 – Monolothic Concrete 2 – Integral Concrete

11 – Concrete

3 – Latex concrete (or similar additive)

12 – Latex concrete (or similar additive)

4 – Low-slump concrete 13 – Low-slump concrete 14 – Micro-silica concrete 5 – Epoxy Overlay 21 – Epoxy Overlay 6 – Bituminous 31 – Bituminous 7 – Wood or Timber 41 – Timber 8 – Gravel 51 – Gravel 9 – Other 99 – Other 0 – None 00 – None N – Not applicable NA – Not Applicable


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b. Type of Membrane

Codes are provided for the type of membrane in the Guide. These codes reflect built-up, preformed fabric, epoxy and other membranes. Codes are also provided for unknown, none and not-applicable.

This item was simplified to simply indicate the presence of a membrane and not the type of membrane. Acceptable codes in the Specifications include Y – Yes, N- No and U – Unknown.

c. Deck Protection

The deck protection item was re-named as internal deck protection to reflect the purpose of the data collection more accurately. The original one-digit code was modified to two-digits in order to accommodate added items. Added items included FRP reinforcing, Stainless steel reinforcing, and Stainless-steel clad reinforcing. Considering the existing codes, the code for other-clad reinforcing is removed.

109. Average Daily Truck Traffic


110. Designated National Network

ITEM DELETED – This item was proposed for deletion prior to the 2005 review and no arguments were presented for retaining the information. If compelling arguments for retaining the information are received, the question of whether or not the items should be deleted will be revisisted.

111. Pier or Abutment Protection (for Navigation)

Codes in the Guide Codes in the Specification

1 – Epoxy Coated Reinforcing

01 – Epoxy Coated Reinforcing

2 – Galvanized Reinforcing 02 – Galvanized Reinforcing 3 – Other Coated Reinforcing 4 – Cathodic Protection 04 – Cathodic Protection 05 – FRP reinforcing 6 – Polymer Impregnated 06 – Polymer Impregnated 7 – Internally Sealed 07 – Internally Sealed 8 – Unknown 08 – Unknown 11 – Stainless steel reinforcing 12 – Stainless steel clad

reinforcing 9 – Other 99 – Other 0 – None 00 – None N – Not applicable NA – Not Applicable


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Pier and abutment protection for navigation consists of 5 codes in the Guide:

1 – Navigation protection not required 2 – Navigation protection is in place and functioning 3 – Navigation projection is in place but in a deteriorated condition 4 – Navigation protection is in place but reevaluation of the design is suggested 5 – No navigation protection is present but reevaluation is required.

Code 1, which indicates that navigation protection is not required must be retained. Likewise, this item must indicate where the protection is required but not currently present. The remaining codes are redefined into a binary indicator of whether or not the codes meet currently accepted standards. This item is thus redefined as follows in the Specifications:

0 – Protection is required but none present 1 – Protection does not meet currently acceptable standards 2 – Protection meets currently acceptable standards N – Not applicable, or protection is not required.

112. NBIS Bridge Length

No coding changes have been proposed.

113. Scour Critical Bridges

This item has been renamed as scour vulnerability. No coding changes have been made.

114. Future Average Daily Traffic

ITEM DELETED – This item was proposed for deletion prior to the 2005 review and no arguments were presented for retaining the information. If compelling arguments for retaining the information are received, the question of whether or not the items should be deleted will be revisted.

115. Year of Future Average Daily Traffic

ITEM DELETED – This item was proposed for deletion prior to the 2005 review and no arguments were presented for retaining the information. If compelling arguments for retaining the information are received, the question of whether or not the items should be deleted will be revisited.

116. Minimum Navigation Vertical Clearance – Vertical Lift Bridge

ITEM REPLACED – The clearance items have been redeveloped and this item ahs been replaced by the with other clearance items. Add the note for navigation vertical clearance.


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NEW ITEMS:

Substructure Items: Additional information is required on the substructure to permit the FHWA to report to Congress and to give additional insight on the types of substructures which contribute to substructure deficiencies. Furthermore, additional substructure information is required for vulnerability assessments at the system level. Substructure information is proposed in a format similar to that employed for superstructures (i.e. main/approach format proposed). The following substructure items are proposed:

o Abutment Material Type

o Abutment Design Types

o Abutment Foundation Type

o Main Pier/Bent Material Type

o Main Pier/Bent Design Type

o Main Pier/Bent Foundation Type

o Approach Pier/Bent Material Type

o Approach Pier/Bent Design Type

o Approach Pier/Bent Foundation Type

Additional information on dates of special inspections is proposed. This information is useful to evaluate conformance with NBIS regulations. Information proposed is as follows:

o Fracture Critical Member Inspection Date

o Underwater Inspection Date

The information collected for posting loads is proposed to be enhanced by the addition of the following items:

o Load Rating Date

o Posting Load Rating Factor

o Controlling Vehicle for Posting Load Rating Factor

Finally, additional information is required for scour and the following scour-related item is proposed for collection.

o Scour Plan of Action

specifications for the national bridge inventory · bridge management system (bms): a system...

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