Technical manual

Washington State
Bridge Inspection
Manual
m 36-64.02
February 2010
Highways and Local Programs Division Bridge Preservation Offce
Transportation Building 7345 Linderson Way SW
PO Box 47390 PO Box 47341
Olympia, WA 98504-7390 Olympia, WA 98504-7341
(360) 705-7370 (360) 570-2555
Americans with Disabilities Act (ADA) Information
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at 360-705-7097. Persons who are deaf or hard of hearing may contact OEO through the
Washington Relay Service at 7-1-1.
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It is the Washington State Department of Transportations (WSDOT) policy to assure that no
person shall, on the grounds of race, color, national origin or sex, as provided by Title VI of
the Civil Rights Act of 1964, be excluded from participation in, be denied the benefts of, or
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please contact OEOs Title VI Coordinator at 360-705-7098 or 509-324-6018.
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Washington State Department of Transportation
Administrative and Engineering Publications
PO Box 47304
Olympia, WA 98504-7304
Phone: 360-705-7430
E-mail: [email protected]
Internet: www.wsdot.wa.gov/publications/manuals
Washington State Bridge Inspection Manual Page i
December 2006
Foreword
The Washington State Bridge Inspection Manual is the result of a team
effort by the Bridge Inspection Committee, a team represented by WSDOT
Bridge and TransAid, the cities and counties of Washington, and FHWA.
This manual is the second edition written to guide inspectors through
inspection and inventory coding of bridges. It replaces the Local Agency
Bridge Inspection Manual.
This manual represents several years of effort to bring consistency to our
bridge condition inspection techniques and to reporting the results of those
inspections. Washington State has always been a leader in the condition
inspection of bridges and management of bridge replacement/
rehabilitation programs.
This manual will assist us in improving our management of bridges
by defning elements requiring maintenance, repair, rehabilitation,
or replacement. This will help place our resources into programs that
can extend the life of our bridges until replacement is dictated by economics.
This is the goral of a good bridge management system and is the direction
Washington State wants to proceed.
Page ii Washington State Bridge Inspection Manual
December 2006
Bridge Inspection Committee Members
Barry Brecto
FHWA
711 South Capitol Way
Olympia, WA 98501
[email protected]
(360) 753-9482
John Buswell
Seattle Transportation Department
700 5th Ave. , Suite 3900
PO Box 34996
Seattle, WA 98124-4996
[email protected]
Russel Esses
Grays Harbor County
100 Broadway, Suite 31
Montesano, WA 98563-3614
[email protected]
(360) 249-4222
Mark Serbousek
City of Spokane
1433 North Normandy
Spokane, WA 99201
[email protected]
(509) 625-7749
Tim Lane
King County
Department of Transportation
201 S Jackson St
Seattle, WA 98104-2637
[email protected]
(206) 296-3708
Dave Mounts, Co-Chair
WSDOT Highways & Local Programs
PO Box 47390
Olympia, WA 98504-7390
[email protected]
(360) 705-7379
Glen Scroggins, Co-Chair
WSDOT Bridge Preservation
PO Box 47341
Olympia, WA 98504-7341
[email protected]
(360) 570-2557
Grant Griffn
WSDOT Highways & Local Programs
PO Box 47390
Olympia, WA 98504-7390
[email protected]
(360) 705-7870
George Comstock
WSDOT Bridge Preservation
PO Box 47341
Olympia, WA 98504-7341
[email protected]
(360) 570-2540
Bruce Thill
WSDOT Bridge and Structures
PO Box 47340
Olympia, WA 98504-7340
[email protected]
(360) 705-7393
Washington State Bridge Inspection Manual Page iii
December 2006
Comment Request Form
From: Date:
Phone:
To: Highways and Local Programs
Washington State Department of Transportation Building
310 Maple Park Avenue SE
PO Box 47329
Olympia, WA 98504-7329
Subject: Bridge Inspection Manual Comment
Comment (marked copies attached):
Preserve this original for future use Submit copies only
Page iv Washington State Bridge Inspection Manual
December 2006
Washington State Bridge Inspection Manual Page v
December 2006
Contents
Foreword i
Bridge Inspection Committee Members ii
Comment Request Form iii
Introduction xi
History xi
Purpose xiii
Revisions xiii
Chapter 1 Bridge Inspection Program Requirements 1-1
1.01 General 1-1
A. Defnitions 1-1
B. Bridge Program Responsibilities 1-2
1.02 Bridge Inspection Organization 1-2
A. Program Manager 1-2
B. Team Leader 1-3
C. Assistant Inspector 1-3
1.03 Bridge Inventory 1-3
1.04 Inspection Frequency 1-4
1.05 Inspection Types 1-4
A. Inventory Inspection 1-5
B. Routine Inspection 1-5
C. Fracture Critical Member Inspection 1-5
D. Underwater Inspection 1-5
E. Special Feature Inspection of Complex Bridges 1-5
F. Other Inspections 1-6
1.07 Load Rating 1-6
1.08 Scour Evaluation 1-7
1.09 Bridge Records 1-7
1.10 Quality Assurance 1-8
A. FHWAs Role 1-8
B. WSDOTs Role for State Inspected Bridges 1-8
C. WSDOTs Role for Bridges Inspected by a Local Agency 1-8
Page vi Washington State Bridge Inspection Manual
December 2006
Chapter 2 Bridge Inventory Coding Guide 2-1
2.01 General 2-1
2.02 WSBIS Inventory Report 2-2
A. Control Fields 2-2
B. Card Indicator Boxes 2-3
C. Data Display Fields 2-3
D. Error Reporting 2-3
2.03 Coding Procedures 2-3
A. Establishing/Reestablishing the Inventory Record 2-4
B. Updating the Inventory 2-6
C. Deleting/Transferring the Inventory Record 2-7
D. Type of Records 2-8
2.04 Inventory Coding Fields 2-8
2.05 Edit Process 2-127
A. Valid Range Edits 2-127
B. Fatal Field Edits 2-127
C. Dependency Edits 2-127
D. Logical Edits 2-128
2.06 Error Codes 2-128
Appendix
2-A Half Bridges 2-A-1
Forms
WSBIS Inventory Coding Form
Washington State Legislative Districts Map
Chapter 3 Inspections and Reports 3-1
3.01 General 3-1
3.02 Offce Planning and Preparations 3-2
3.03 Inspection Equipment and Tools 3-2
3.04 Bridge Inspections 3-2
3.05 Types of Inspections and Reporting 3-5
A. Inventory 3-5
B. Routine 3-6
C. Fracture Critical 3-11
D. Underwater Inspections 3-20
E. Special Features 3-23
F. Other Inspections 3-25
3.06 Appendixes 3-30
3.07 Forms 3-30
Washington State Bridge Inspection Manual M 36-64.02 Page vii
February 2010
Appendix
3.06-A WSDOT Bridge Preservation Inspection Guidelines 3.06-A-1
3.06-B UBIT Owners 3.06-B-1
3.06-C Example Underwater Inspection Report 3.06-C-1
3.06-D Example Fracture Critical Report & Procedures 3.06-D-1
3.07 WSDOT FORMS 3.07-1
Forms
Bridge Inspection Report
Inspection Report (Supplemental Form)
WSBIS Inventory Record
Inventory Report
Scour Field Evaluation
Underwater Inspection Report
Daily Site Dive Log
Fracture Critical Inspection Report
Prestressed Concrete Damage Report and Steel Damage Report
Fall Protection Plan
Emergency Action Plan
Lead Exposure Control Work Plan
Respirator Record
Confned Space Entry and Hot Work Permit
Chapter 4 Bridge Management System 4-1
4.0 Bridge Management System Introduction 4-1
4.1 Bridge Decks 4-5
4.2 Superstructure 4-11
4.3 Substructure 4-34
4.4 Culverts 4-46
4.5 Tunnels 4-48
4.6 Sidewalk and Supports 4-49
4.7 Bearings 4-51
4.8 Bridge Rail 4-54
4.9 Pedestrian Rail 4-55
4.10 Smart Flags 4-56
4.11 Seismic Restrainers 4-59
4.12 Expansion Joint BMS 4-61
4.13 Movable Bridges 4-70
4.14 Other Bridge Elements 4-70
4.15 Bridge Deck Overlays 4-73
4.16 Protective Coatings 4-73
Page viii Washington State Bridge Inspection Manual M 36-64.01
February 2009
Chapter 5 Bridge Analysis 5-1
5.01 General 5-1
5.02 Bridge Load Rating Revision Criteria 5-3
5.03 Scour Evaluation 5-5
A. Determining Susceptibility to Scour 5-5
B. Action Plans for Scour Critical Bridges 5-5
C. Recording Bridge Scour Information 5-7
5.06 Bridge Suffciency Rating 5-9
Chapter 6 Special Reports Damage and Repairs 6-1
6.01 General 6-1
6.02 Critical Damage - Bridge Repair Report 6-1
6.03 Routine Bridge Repairs 6-5
6.04 Maintenance - Bridge Repair Report 6-8
Forms
Critical Damage - Bridge Repair Report
Maintenance - Bridge Repair Report
Local Agency Sample Bridge Repair Form
Chapter 7 Short Span Bridges 7-1
7.01 General 7-1
7.02 Criteria 7-1
A. Short Span Bridges Inspected 7-2
B. Short Span Bridges Not Inspected 7-2
7.03 Inspections 7-2
7.04 Bridge Files 7-3
7.05 Reporting 7-3
Appendix
7-A Bridge with Fill on Deck 7-A-1
7-B Bridge with No Fill on Deck 7-B-1
7-C Culvert with Fill on Deck 7-C-1
Washington State Bridge Inspection Manual Page xi
December 2006
Introduction
History
On December 15, 1967, as holiday and rush hour traffc streamed across
the Silver Bridge between Ohio and West Virginia, it collapsed and sent 46
people tumbling to their deaths in the freezing Ohio River. This tragic loss
of so many lives focused national attention on the condition of the nations
bridges. In response to that tragedy, the Federal Highway Administration
(FHWA) issued the National Bridge Inspection Standards (NBIS).
The NBIS, published April 27, 1971, established a program for regular,
comprehensive inspection of all federal highway system bridges. Minimum
qualifcations were set forth for bridge inspectors, specifc types and fre-
quencies for bridge inspection were established, and the reporting of certain
standard information about each bridge was required. In 1978, these require-
ments were extended to all public bridges carrying vehicular traffc.
A national bridge inspection program has been in place ever since, and state
and local agencies have performed bridge inspections in accordance with
these guidelines. Because these guidelines remained constant for many
years with only minor changes, the bridge inspectors in many states became
accustomed to certain methods and procedures and developed a certain com-
placency. In l987, when the Offce of the Inspector General (OIG) conducted
a review of the national bridge inspection programs in six states, a number of
shortcomings were found. A report, issued in January 1988, summarized the
fndings as follows:
Inadequate or nonexistent underwater inspections were being performed.
Inadequate supervision was being provided for bridge inspectors.
Written inspection procedures were often not available or were not
followed.
Bridge inspection teams were not periodically reviewed to monitor their
compliance with bridge inspection procedures.
Bridge inventory fles were incomplete, lacking such things as photos,
completed reports, or history of maintenance activities.
Proper equipment was not being used to perform bridge inspections so
that some bridge elements were not completely inspected.
Action was not always taken to correct problems or defciencies
identifed during an inspection.
Load rating calculations were not made for all bridges.
Bridge inspectors did not always meet NBIS requirements.
Page xii Washington State Bridge Inspection Manual
December 2006
These fndings brought to light a need to improve and enhance the bridge
inspection programs in each state. As a result, in August 1988, FHWA issued
revisions to the NBIS.
The principal areas changed are listed below.
An alternate means for bridge inspectors to meet the minimum education
and experience requirement was added.
A means to petition for approval of inspection intervals of up to once
every four years was included for certain bridges.
A requirement to inspect the underwater portions of a bridge which
cannot be visually inspected at low water was added. In addition, a
requirement to conduct a scour evaluation of bridge piers founded on
erodible soils was included.
A requirement was added to identify and inspect the fracture critical
members on a bridge (those members whose failure could cause a portion
of or the entire bridge to collapse).
A requirement was added to inspect all unique elements of a bridge
warranting special attention or requiring special equipment to be
inspected (i.e., Under Bridge Inspection Truck (UBIT)).
A requirement was added to develop a master list containing information
on each bridge having underwater elements, fracture critical members, or
requiring special equipment or procedures to be inspected.
A requirement was added that load ratings must be determined (in
accordance with AASHTO guidelines) for all bridges and those bridges
not meeting minimum load requirements must be posted.
The depth and scope of inventory information that must be maintained
about each bridge was expanded. In addition, prompt reporting, of any
changes in the inventory information, to FHWA is required.
A requirement to submit formal recommendations for major bridge repair
and to ensure that such repairs are accomplished was added.
The effect of these additional requirements on state and local bridge inspec-
tion programs was signifcant, changing the way inspections are performed:
in the level of information gathered about each bridge,
in the degree of expertise needed to perform each inspection,
in the types of tools and equipment required,
procedures for conducting entirely new types of inspections.
Washington State Bridge Inspection Manual Page xiii
December 2006
Purpose
The Local Agency Bridge Inspection Manual is superceded by this manual.
The Washington State Bridge Inspection Manual has been developed to
provide guidance, offer needed technical details, and serve as an information
source. Bridge inspectors may also refer to the most current editions of the
following:
Bridge Inspectors Training Manual 90
Culvert Inspection Manual
Inspection of Fracture Critical Bridge Members
AASHTO Manual for Condition Evaluation of Bridges
Evaluating Scour at Bridges, Hydraulic Engineering Circular (HEC)
No. 18
Code of Federal Regulations (23CFR) 650, Subpart C
FHWA Recording and Coding Guide for the Structure Inventory and
Appraisal of the Nations Bridges
AASHTO Guide Specifcations for Strength Evaluation of Existing Steel
and Concrete Bridges
Detail Manual for Certifcation in the Field of Transportation
Engineering Technology - Subfeld of Bridge Safety Inspection, contains
the requirements for NICET certifcation. Contact the National Institute
for Certifcation in Engineering Technologies
M 23-11, Transportation Structures Preservation Manual
Revisions
The Washington State Bridge Inspection Manual is not a static document. It
will be updated to incorporate periodic revisions based on the practices out-
lined by FHWA and the state. We encourage the user to submit to the Bridge
Inspection Committee any revisions or new material, by using the form pro-
vided at the front of this manual.
In the event of conficting information or requirements between the Wash-
ington State Bridge Inspection Manual and NBIS, the NBIS will govern.
Agencies are not relieved from the responsibility of complying with the
NBIS even when a confict exists. If a confict is discovered, notify the
Washington State Department of Transportation Regional Bridge Inspection
Engineer or the Bridge Engineer for Local Agencies at once.
Washington State Bridge Inspection Manual Page 1-1
December 2006
Bridge Inspection Program Requirements
Chapter 1 Bridge Inspection Program Requirements
1.01 General
The National Bridge Inspection Standards (NBIS) are published in the Code
of Federal Regulations, 23 CFR 650, subpart C. The NBIS sets the national
standard for the proper safety inspection and evaluation of bridges and apply
to all structures defned as highway bridges located on all public roads. The
Washington State Bridge Inspection Manual details Washington States
policies and procedures for the condition inspection of bridges.
The complete text of the NBIS can be found at
http://www.wsdot.wa.gov/TA/Operations/BRIDGE/BRIDGEHP.HTM.
A. Defnitions
Some defnitions for use with this manual are as follows:
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 traffc or other moving loads, and having an opening
measured along the center of the roadway of more than 20 feet between
under copings 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 Condition Inspection Training (BCIT): A comprehensive bridge
inspector training course offered by WSDOT.
Bridge Inspection: The condition inspection and evaluation of in-service
bridges
Inventory Record: Defnes how a bridge relates to a route and identifes
whether the bridge carries the route or crosses over the route.
Local Agency: Generally refers to City or County Bridge Owners but also
includes bridge owners other than state and federal.
National Bridge Inventory (NBI) Bridges: All structures defned as
highway bridges located on all public roads that are subject to the NBIS. This
defnition refers to On-records. Under- records can be any bridge structure
over a highway such as pedestrian, railroad, or utility bridge. This record
is required regardless of service carried by the structure. See Chapter 2,
Section 2.01.
Small City: A city with a population of less than 5000
The State: The Washington State Department of Transportation (WSDOT)
Additional NBIS bridge program defnitions can be found Appendix 1A.
Page 1-2 Washington State Bridge Inspection Manual
December 2006
Bridge Inspection Program Requirements
B. Bridge Program Responsibilities
The NBIS require that each state have the following:
1. A bridge inspection organization composed of individuals who satisfy the
NBIS qualifcations for bridge program personnel.
2. A bridge inventory containing a record for each State and local agency
owned bridge.
3. Master lists with a schedule for the regular inspection of all bridges at
inspection frequencies required by the NBIS.
4. An offcial bridge fle for each structure in the bridge inventory.
A general overview of bridge inspection program requirements is provided
in the following sections. A comprehensive explanation of each requirement
is provided in subsequent chapters.
1.02 Bridge Inspection Organization
The NBIS require each State transportation department to inspect, or cause
to be inspected, all highway bridges located on public roads that are fully
or partially located within the States boundaries, except for bridges that
are owned by Federal agencies.
Each State transportation department must include a bridge inspection
organization that is responsible for the following:
1. Statewide bridge inspection policies and procedures, quality
assurance and quality control, and preparation and maintenance
of a bridge inventory.
2. Bridge inspections, reports, load ratings, scour evaluations, and other
requirements of the NBIS.
3. The functions noted above may be delegated, but such delegation
does not relieve the State transportation department of the underlying
responsibility.
4. The State transportation department must have a program manager with
the qualifcations listed under Section 1.02A of this manual.
A. Program Manager
The program manager is the individual in charge of the bridge program that
has been assigned or delegated the responsibilities for bridge inspection,
reporting, and inventory. The program manager provides overall leadership
and is available to inspection team leaders to provide guidance. The State
may delegate program manager status to qualifed local agency bridge
owners.
See http://www.wsdot.wa.gov/TA/Operations/BRIDGE/BRIDGEHP.HTM
for a fowchart of program manager qualifcations
Washington State Bridge Inspection Manual Page 1-3
December 2006
Bridge Inspection Program Requirements
B. Team Leader
The team leader is the individual in charge of an inspection team responsible
for planning, preparing, and performing the feld inspection of bridges.
A certifed team leader is required on site for the inspection of all NBI
Bridges. The State verifes the qualifcations of all team leaders and
assigns an inspector identifcation number to certify those qualifcations.
An individual must have a bridge inspector identifcation number in order
to submit inspection data to the State bridge inventory.
See http://www.wsdot.wa.gov/TA/Operations/BRIDGE/BRIDGEHP.HTM
for a fowchart of team leader qualifcations.
C. Assistant Inspector
The assistant inspector accompanies the Team Leader during on site bridge
inspections. Typical duties include helping to organize bridge inspection
trips, taking measurements, compiling notes, and taking photographs.
Serving as an assistant inspector allows a bridge inspector-in-training to
accrue the necessary experience to become a certifed team leader. Assistant
inspectors learn to assess the condition of bridge components and elements,
determine condition and appraisal codes, and assist in report writing and
other inspection documentation. Scheduling inspection teams of two or more
is also considered a good safety practice.
The NBIS does not set specifc training or educational requirements for
assistant inspectors. However, bridge inspector training is available to
all assistant bridge inspectors through WSDOT and constitutes a good
foundation for beginning inspectors as well as being a requirement for
advancement to Team Leader.
1.03 Bridge Inventory
The NBIS require each State bridge inspection organization to prepare and
maintain an inventory of all bridges for which they are responsible. The
bridge inventory for Washington State is called the Washington State Bridge
Inventory System (WSBIS).
The bridge inventory provides certain standard information about each
bridge and how it relates to the route it serves. The bridge inventory
information is evaluated and updated throughout the bridges service life. In
Washington State, the bridge owner establishes and maintains the record for
each NBI bridge.
There are two distinct types of bridge inventory records depending
on whether a route is carried on the bridge or the bridge crosses over a route.
In addition, these records are handled by the WSBIS computer inventory
system by two distinct methods. The record type is either an On-record
or an Under-record and the method is either a Main Listing or a Secondary
Listing.
Page 1-4 Washington State Bridge Inspection Manual
December 2006
Bridge Inspection Program Requirements
All bridges that carry or cross a public highway will have a Main Listing
record entered in the database. When a bridge carries a highway on its deck,
the listing for that route will be the Main Listing and is called the On
record. Therefore that record is known as the Main Listing On Record.
For a bridge that carries a public highway on its deck over another public
highway a Secondary Listing for the route under the bridge will be entered in
the database. This record is known as the Secondary Listing Under Record.
Regardless of the Service Level of either highway the listing for the route
on the bridge will be the Main Listing and the listing for the route under the
bridge will be the Secondary Listing.
For bridge structures that do not carry a public highway but that cross a
public highway there will be a Main Listing Under Record recorded for
the route under the bridge. This is the case for pedestrian bridges, railroad
bridges, and utility bridges.
For a detailed explanation, see Chapter 2, WB74 - 32.
Since the NBI contains all the nations bridges, it is used as a source for
assigning federal dollars and establishing national needs and priorities.
1.04 Inspection Frequency
The responsibility for establishing criteria for determining appropriate bridge
inspection frequencies lies with the bridge Program Manager. The NBIS
specifes frequency requirements for various inspection types. However,
factors such as age, condition, and bridge design may dictate reduced
frequencies. Detailed information on frequency can be found in Section 1.05,
Inspection Types, and in NBIS fowcharts that are available at http://www.
wsdot.wa.gov/TA/Operations/BRIDGE/BRIDGEHP.HTM under bridge
information.
1.05 Inspection Types
Each NBI bridge shall be inspected in accordance with the NBIS. There are
fve main inspection types:
Inventory (Initial) Inspection
Routine Inspection
Fracture Critical Member Inspection
Underwater Inspection
Special Features Inspection for Complex Bridges
Other inspection types include damage, scour, and in-depth inspections.
Specialized inspection procedures must be prepared for fracture critical,
underwater and special feature inspections. Scour critical bridges require
special inspection and monitoring in accordance with specifc plans of
action unique to the bridge. The type of inspection depends on the design
and construction of the bridge. Also consider age, condition, and any other
factors that can affect the serviceability of the bridge.
See Chapter 3 for further information.
Washington State Bridge Inspection Manual Page 1-5
December 2006
Bridge Inspection Program Requirements
A. Inventory Inspection
An inventory inspection is the initial inspection of a bridge as it becomes part
of the bridge inventory or after a major rebuild when the year rebuilt is coded
greater than zero. Inventory inspections provide structure inventory and
appraisal (SI&A) data along with bridge element information and baseline
structural condition. Inventory inspections usually begin in the offce with
the construction plans and route information then proceed to the feld for
verifcation of the as-built conditions.
B. Routine Inspection
A routine inspection is performed at regular intervals not to exceed twenty-
four months. Inspection intervals of greater than twenty-four months, not to
exceed forty-eight months, may be approved when past inspection fndings
and analysis justify increased inspection intervals. Written FHWA approval
is required when increasing inspection intervals to greater than twenty-four
months.
The routine inspection identifes the current structural and hydraulic
adequacy and condition of the bridge. Included in the routine inspection
report are repair recommendations and recommendations for further analysis
or investigation.
C. Fracture Critical Member Inspection
A fracture critical inspection is an in depth evaluation of critical bridge
components performed in accordance with procedures developed for that
structure. These inspection procedures identify the location of fracture
critical members and describe the inspection requirements. A fracture critical
member is defned as a steel member in tension, or with a tension element,
whose failure would probably cause a portion of or the entire bridge to
collapse. Inspect fracture critical members at intervals not to exceed twenty-
four months.
D. Underwater Inspection
An underwater inspection is performed on bridges with structural elements
that are not accessible for inspection otherwise. Underwater inspection
procedures shall be developed to identify, locate, and describe underwater
elements for each bridge requiring an underwater inspection. Inspect
underwater structural elements at regular intervals not to exceed sixty
months.
E. Special Feature Inspection of Complex Bridges
A special inspection is required on complex bridges that have unique or
special features requiring additional attention. Inspection procedures shall be
developed that identify specialized inspection requirements and additional
inspector training and experience necessary to inspect complex brides.
Complex bridges include:
Page 1-6 Washington State Bridge Inspection Manual
December 2006
Bridge Inspection Program Requirements
Movable Bridges
Floating Bridges
Suspension Bridges
Redundant Pin and Hanger Bridges
Precast Segmental Bridges
Ferry Terminal Structures
High Strength steel Bridges
Cable-stayed Bridges
The need for special access equipment such as a Under Bridge Inspection
Truck (UBIT) is not considered a special features inspection.
F. Other Inspections
A variety of other inspections may be required on a bridge during its service
life. The types of inspections can include but are not limited to damage
inspections, in-depth inspection, and interim inspections. These other
inspections are not usually performed on a set frequency but are performed
as needed. They provide added information and detail to the routine bridge
inspection. Findings from Other inspection should be included in the
routine inspection report.
An inspection report must be completed for every bridge inspection
performed. This report is essential as it provides specifc details about
the inspection and about the bridge itself. Standard report forms have
been developed for most inspection types. These forms provide a means
for recording standard information pertinent to all bridges and special
information unique to the particular bridge. Photographs, sketches, and
detailed measurements should be included to quantify any problem areas
found. A detailed sketch of the entire bridge may be needed in order to
number and identify particular bridge elements.
1.07 Load Rating
Load rating calculations shall be performed on all NBI bridges to determine
live load carrying capacity. An updated load rating calculation is required
whenever the capacity of the bridge changes due to the condition of
the structure, impact on the bridge due to approach roadway or deck
deterioration, or if the dead load of the bridge has been increased.
A bridge must be load posted whenever the legal load exceeds the bridge
capacity. Load posting consists of signs indicating the load limit in advance
of the applicable section of highway or structure at points where prohibited
vehicles can detour or turn around. The Manual on Uniform Traffc Control
Devices (MUTCD), Section 6F.10, provides guidance on signs for bridge
load posting.
Washington State Bridge Inspection Manual Page 1-7
December 2006
Bridge Inspection Program Requirements
1.08 Scour Evaluation
A scour evaluation is required for bridges over water. The purpose of a
scour evaluation is to determine susceptibility of the bridges foundation to
the erosive actions of fowing water removing material from the bridges
foundation. A bridge is considered scour critical if its foundation is
determined to be unstable for observed or calculated scour conditions. The
NBIS require plans of action for scour critical bridges. The plan of action
details the procedures for monitoring known and potential defciencies and
for addressing critical fndings.
See http://www.wsdot.wa.gov/TA/Operations/BRIDGE/BRIDGEHP.HTM
for scour evaluation and scour plan of action guidance.
1.09 Bridge Records
Comprehensive bridge records must be maintained on each bridge. These
fles must be kept up to date and must include the following:
The most current WSBIS Inventory Report
The most Current and all previous bridge inspection reports signed and
dated by the team leader responsible for the inspection
A copy of any Critical Damage Bridge Repair Reports
Photographs or sketches of the bridge with descriptions including date
and orientation.
Bridge plans or detailed drawings
Scour analysis for all bridges over water and a plan of action and plotted
soundings for Scour Critical Bridges
Load rating calculations stamped, signed and dated by the professional
engineer responsible
Maintenance records with repair recommendations and other
maintenance activities
General correspondence
Established inspection procedures for fracture critical members,
underwater elements, or other special features
Other relevant information
Other general information that an agency is required to maintain includes:
A master list of all bridges within the agencys jurisdiction that have
fracture critical members, require underwater inspection, and/or warrant
special attention because of their design, location, or strategic importance
The experience and training records for all bridge program personnel.
These records are used for verifcation of program manager and team
leader status as well as to determine minimum qualifcations for
certifcation of assistant inspectors.
For more detail, see http://www.wsdot.wa.gov/TA/Operations/BRIDGE/
BRIDGEHP.HTM. under bridge information for a link to the Local Agency
Guidelines (LAG), Chapter 34.
Page 1-8 Washington State Bridge Inspection Manual
December 2006
Bridge Inspection Program Requirements
1.10 Quality Assurance
Quality Assurance, Q/A, is the sampling and other measures to assure the
adequacy of quality control, Q/C, procedures in order to verify or measure
the quality level of the entire bridge inspection program. Q/A differs from
Q/C in that the Q/A is conducted independent of the bridge inspection
production program.
A. FHWAs Role
FHWA conducts an annual review of the State bridge inspection
organization. The purpose of this review is to assure compliance with the
NBIS. A specifc geographical area of the state is targeted each year to
review both state and local agency bridge programs. The review will focus
on bridge records and is intended to identify and correct any weaknesses
while building upon existing strengths. In addition, site reviews of bridge
inspections and interviews of inspection personnel are conducted.
B. WSDOTs Role for State Inspected Bridges
NBIS 650.307 (c)(1) stipulates that each State agency is responsible for
a quality assurance and quality control program. The NBIS leaves the
defnition of this program to each agency. The NBIS 650.313 (g) adds each
agency is to assure systematic Q/C and Q/A procedures are used to maintain
a high degree of accuracy and consistency in the inspection program.
Include periodic feld review of inspection teams, periodic bridge inspection
refresher training for program managers and team leaders, and independent
review of inspection reports and computations.
NBIS 650.307 (d) further stipulates the functions of this section may be
delegated, but such delegation does not relieve the State transportation
department of its responsibilities.
For local agency bridges inspected by WSDOT, letters with attached
inspection reports and recommended repairs with priorities are sent to each
applicable local agency and small city. Follow-ups to the local agency repairs
are completed at the time of the next scheduled bridge inspection or with the
Bridge Engineer for Local Agencies.
C. WSDOTs Role for Bridges Inspected by a Local Agency
The WSDOT Local Agency Bridge Engineer conducts quality assurance
reviews of select local agency bridge programs annually. Each bridge
program is evaluated at least once every three years. The Local Agency
Bridge Engineer visits the agency and interviews bridge program personnel,
Reviews Bridge fles, and conducts feld reviews of bridge inspections
with team leaders. The purpose of the review is to identify bridge program
strengths as well as possible weaknesses. If defciencies are found, the
agency is provided the guidance and assistance necessary to correct the
problem. Elements of the review include the following:
Washington State Bridge Inspection Manual Page 1-9
December 2006
Bridge Inspection Program Requirements
The evaluation of bridge program personnel qualifcations
The review of Bridge fles
The review of bridge master lists
The review of bridge inspection procedures
The review of scour evaluations and plans of action
The review of load ratings and bridge postings
The review of critical fnding procedures
A feld review of bridge inspection reports
A close-out conference is held between agency personnel and the reviewer to
discuss the fndings of the quality assurance review. A fnal report is prepared
and sent to the agency and a comprehensive report of the years reviews is
sent to FHWA annually.
See http://www.wsdot.wa.gov/TA/Operations/BRIDGE/BRIDGEHP.HTM
under bridge information for a link to the LAG, Chapter 34, for additional
local agency bridge program information.
Washington State Bridge Inspection Manual Page 2-1
December 2006
Bridge Inventory Coding Guide
Chapter 2 Bridge Inventory Coding Guide
2.01 General
This chapter describes how to create a Washington State Bridge Inventory
System (WSBIS) record (Inventory Record). It also describes the procedures
which must be followed in order to add, update, and/or delete this inventory
information.
The National Bridge Inspection Standards (NBIS) require that a bridge
inventory record be established and maintained for each bridge in the
statemeetingcertainqualifcations.
1. An inventory record must be kept for all bridges greater than 20 feet
inlengthandlocatedonpublicroadswhichcarryvehiculartraffc.This
is regardless of whether or not the bridge is on the Federal Aid System.
Bridges less than 20 feet in length may be inventoried when they meet
thequalifcationsenumeratedinChapter7.Howevertheserecords
willnotbereportedtotheFHWA.
2. An inventory record must also be kept for all bridges over a federal aid
route,StrategicHighwayCorridorNetwork(STRAHNET)route,orany
otherwise important route. This can include a pedestrian bridge, a tunnel
or even a pipeline. An Agency may also choose to maintain a record for
bridges over public routes not listed above.
Bridges that do not intersect a public road must be carefully coded to
avoidsubmittaltotheFHWA.
In Washington, to facilitate the collection and storage of such a volume
of information, a computer database called WSBIS has been developed.
This computer system allows the bridge inventory records for every bridge
in the state to be stored in a single computer database. This system was
developed by the Washington State Department of Transportation (WSDOT)
so that all public bridge information in the state could be coded and stored
in a standard, consistent, and accessible format. From this central database,
information can easily be gathered into reports or transferred to the national
database called the National Bridge Inventory (NBI).
Bridge information stored in WSBIS is the responsibility of the owner
agency. Maintaining the inventory records for bridges throughout the
stateistheresponsibilityoftheWSDOTBridgePreservationOffce.
In some instances, a local agency will contract with WSDOT or a consultant
to inspect and update the inventory for a local agency bridge (i.e., when the
localagencydoesnothavetheequipmentorresourcesneeded).However,
the owner agency is still responsible for the accuracy of all of their data.
Page 2-2 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
Thefrstpartofthischapterdescribestheprocedureswhichmustbe
followed to add, update, and delete an individual bridge inventory record.
Thesecondpartprovidesafeld-by-felddescriptionoftheWSBISInventory
Report,defningeachfeldandgivingtheacceptablecodingvalueswhich
may be entered.
The last part describes the computer editing process performed by the
WSBIS system to check the values entered on the report as the inventory
record is added or updated.
2.02 WSBIS Inventory Report
A WSBIS Inventory Report is produced for every bridge record that has
been established in the WSBIS database. This report is your hard copy
record of an individual bridges inventory information and should be
reviewed for accuracy whenever updates to the record have been made.
The format of this report is a hold over from a time when coding was
submitted on paper forms for entry into the database. To make information
easier to enter and retrieve, the form was arranged into four distinct sections:
ControlFields,cardindicatorboxes,dataentryfelds,andaspacefor
errornotifcations.Whiledataisnolongercollectedonapaperform
an understanding of the reports layout is useful.
Thefrstthreesectionsarecomposedofboxescalledfelds.Eachfeldis
uniquelynamed.Eachhasnumberedticmarksdenotingcolumns,which
indicatesthenumberofcharacterseachfeldisallowed.Thewhitespace
totherightofthetopsetofboxesiswhereyouwillfndanyerrorcodes
that may have been generated by the quality control program.
A. Control Fields
AlongthetopoftheReport(columns1to27)aresixfeldsknownasControl
Fields. They uniquely identify the individual bridge record in the following
manner. First a unique alphanumeric number is assigned to the record. This
number,calledtheStructureIdentifcationservesasaPrimaryKeyforthe
WSBISdatabasesystem.TheBridgeNumberuniquelyidentifesthebridge
withineachagencyssystem.TheOwnerCode,CountyCodeandCityCode
uniquely identify the political subdivision which has control over that bridge.
TheUpdateCodeisnolongerused.
Insteadthefollowinglogicisused.IftheStructureIdentifcationnumber
existstherecordisupdated.IftheStructureIdentifcationnumberdoes
notexistanewrecordiscreated.Instructionsaregivenin2.03Cbelow
to delete a record.
Thereisoneothercontrolfeldthatismadeupofseveralfeldsfromthe
Report.Thisfeldiscalledthecrossingkey.Itisa14characterfeldthat
combines the owner code, route, and milepost to create a unique address
forMainandSecondaryListingrecords(seeWB74-32).
Washington State Bridge Inspection Manual Page 2-3
December 2006
Bridge Inventory Coding Guide
B. Card Indicator Boxes
Alongtheleft-handsideoftheReport(columns28to31)areeight
boxesnumberedfromWB71toWB78.Thesenumberedboxesidentify
information on the Report as belonging to the WSBIS Inventory. These
boxnumbers(WB71,etc.)areduplicatedontheforms(Tabs)intheBridge
InspectionSoftwarewherethedataisentered.Theyarealsousedinfeld
call-outs.
C. Data Display Fields
ThedatadisplayfeldsarestackeddirectlybeneaththeControlFields.This
has been done so that all the information can be contained on a single page.
Thedatadisplayfeldsarewherethecodinginformationspecifctothegiven
bridgeisdisplayed.TheyarearefectionofthedataenteredintheBridge
InspectionSoftwareontheformsindicatedbythatCardIndicatorBox.The
middlerowofeachfelddisplaysthedataasitisrecordedinWSBIS.The
bottom row will display any updates recently made when the report is printed
from the application. The bottom row will be blank after all corrections
have been updated to the WSBIS on the report returned to you from Bridge
Preservation.
D. Error Reporting
As noted above, error codes, If any, will be found in the white space to the
rightofthetoprowoffelds.Ifanerrorcodeisreportedtherecordshould
bereviewedandtheerror(s)correctedwhenthenextsubmittalismade.
In the rare case where an error code is incorrectly reported it can be ignored.
Anexampleofsuchacasewouldbetherecordingofasidehillviaduct(half
bridge).ThequalitycontrolprogramwillreturntheerrorcodeE489,Curb
toCurbWidthisgreaterthanOuttoOutDeckWidth.Howeversincethe
correctcodingoftheCurbtoCurbWidthistheroadwaywidthandtheOut
to Out is the actual deck width the coding is not in error. The quality control
program simply cannot recognize this record as a half bridge which has
unique coding requirements.
2.03 Coding Procedures
To establish and maintain the bridge inventory information, the inspector
mustentertheinformationintoacomputerwithaPC-basedWSBIS
compatiblesystem.CurrentlythetwoversionsofBridgeInspection
SoftwareusedinWashingtonStatearelaptop98(LocalAgencies)andMobil
Bridge Inspection (WSDOT). This Section provides instructions for proper
preparation of an Inventory Report.
The Inventory Report is a valuable reference of the bridges recorded
inventory information. It is also useful for determining the number
ofcharacterseachfeldisallowed.Anditprovidesamethodoflocating
thenamedfeldonthereportinacalloutaswellastheformsintheBridge
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December 2006
Bridge Inventory Coding Guide
InspectionSoftware.Themethodcombinestheboxesontheleftwiththe
beginningcolumnnumberofthefeldbeingreferenced.Soinacallout
BridgeNamewouldbereferencedasWB7132,BridgeNameandwould
befoundintheapplicationonformWB71.ADTYearwouldbereferenced
asWB7453,ADTYearandfoundonformWB74.
Usually,numericcodedvalueswillberight-justifedandzeroesusedtofll
inanyleadingblankspaces.Alphacodedentrieswillbeleft-justifed,upper
case, with blanks following. Unless otherwise noted, all felds must be
completely flled in.
Examples:
1. ForROUTENUMBER,thevalue101shallbeenteredas00101.
Forcertainfelds(notedinthefelddescriptions),thecodedvaluemust
beleftjustifedandanytrailingcolumnstotherightaretobeleftblank.
2. ForBRIDGENAME,thenameTuleCreekBridgewouldbeleft
justifed.Ithas17characterssotherewouldbe7trailingspaces(itisnot
required to enter trailing spaces).
Special characters from a keyboard should be limited (i.e., the slash (/), the
apostrophe (), or the ampersand (&) are allowable but others should be
avoided). Abbreviations may also be used where space is limited, but the
abbreviations must be kept meaningful.
Refertothedescriptionsofeachfeldtodeterminethepropercodetoenter.
Eachdescriptionshouldbereadcarefullyasacodehavingaparticular
meaninginonefeldmaymeansomethingelseentirelyinanotherfeld.For
example,wheninformationdoesnotapply,insomeinstancesaninewillbe
enteredinthefeld,inotherinstancesazerowillbeentered,andinother
instances,thefeldwillneedtobeleftblank.Thefelddescriptionwill
explaintheproperproceduretofollow.
A. Establishing/Reestablishing the Inventory Record
The original inventory record needs to be established only once. This is
required:
Whenanewbridgehasbeenbuilt(usuallybeforeitisplacedinservice).
Whenanexistingbridgehasbeenreplacedwithanewbridge(it is
required that the existing record be deleted before a new record for
the bridge is created).
Whenadetourbridgehasbeenbuiltandremainsinserviceformorethan
three years or beyond the life of the contract under which it was built.
Whenanexistingbridgenotpreviouslyinventoriedisaddedtothe
statewide inventory.
A bridges original inventory record can be established by following the
steps listed below.
Washington State Bridge Inspection Manual Page 2-5
December 2006
Bridge Inventory Coding Guide
1. In the Bridge Inspection Software select the command to add a new
record (Add Short Span or Bridge, in laptop98) on the start up form.
a new window will pop up with nine data entry felds. Enter valid
data in all of the felds. Assign a temporary Structure Identifer in the
following manner. (The actual Structure Identifer will not be assigned
until the original inventory record is processed.)
Use the frst three letters of your agencys name, then the frst and last
initials of the lead inspectors name. The last three characters are used as
a sequencer for the creation of more than one record in the same dataset.
For example: Jane E. Doe, a lead inspector for the city of Yakima
is coding new records for two bridges. For the frst record, she
would assign the Structure Identifer YAKJD001, for the second
YAKJD002, etc.
After completing all felds close the window and then select the record
you just created in the record selection boxes on the start up form.
2. Enter appropriate values in the data entry felds on the application forms.
The following conditions will apply:
Information must be entered in all Fatal Fields. These felds
are edited during the update process for values that are within
a predetermined range. If a Fatal Field is blank or out of range,
the record cannot be created.
Required Fields should be completed If the information is known.
These felds are cross-referenced by the program for relational logic
and valid range entries. If the information for one of these felds is
unknown, it should be left blank until the correct information can be
determined.
The Suffciency Rating generator uses a number of the Fatal and
Required felds to generate the Adequacy Appraisals, Suffciency
Rating and Status. Therefore for accurate ratings these felds must
be entered.
Other information can then be entered in the Optional Fields
Information entered here is not edited so these felds can be coded
or not at the agencys discretion. (See the feld descriptions on
the following pages for an explanation of what information can be
entered in these Optional Fields.)
3. A copy of this Inventory Report shall be kept in the bridge fle.
Reestablishing the Inventory Record
If an Inventory record for a bridge has been mistakenly deleted (as
sometimes happens when a bridge has changed ownership), it can be
recovered in the following manner:
Page 2-6 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
1. Obtain the latest copy of the Inventory Report or recover the data from
a data backup. If an Inventory Report is not available, or the data cannot
be recovered, it will have to be reentered in the application.
2. Verify that all Control Fields are correct. Correct them If necessary.
The Inventory records original Structure Identifer shall be used.
3. A cover letter shall be included with the submittal to alert the WSBIS
Inventory Engineer that this record is a recovery and not a mistake
in coding.
4. Verify and correct any information for the rest of the data.
5. Submit the data in the manner described for updating the inventory.
B. Updating the Inventory
The original bridge inventory record needs to be updated whenever new data
must be added or whenever changes must be made to the existing record.
Updates to the original inventory data may be required as a result
of damage to the bridge, new conditions noted during an inspection, safety
improvements or rehabilitation, when new computations or measurements
are made, or when the bridge changes ownership. Changes to the bridge
inventory record must be reported to the Bridge Engineer for Local
Agencies, or the WSDOT Inventory Engineer within 90 days.
To complete an update, this procedure will be followed.
1. Review the data displayed in the Bridge Coding Softwares forms and
a current Inventory Report.
2. Enter new coding values in each Data Entry Field that must be updated.
Make sure your entry is complete.
If you are entering new data, simply enter the appropriate values
in the feld.
If you are making a change to existing data, the entire feld must be
re coded. For example, If the name shown in WB72 - 32, Features
Intersected, has been misspelled, the entire name must be reentered,
not just one or two letters corrected.
If you want to blank out an entire feld, place an asterisk (*) in the
left-most column of the feld. If the feld is not a fatal feld, the
existing data contained in that feld will be erased and the feld will be
blank after the record is processed. Fatal Fields can only be updated.
4. When all updates are complete save the records to the Updates.mdb fle.
5. Send the Updates.mdb fle to the Bridge Engineer for Local Agencies
The updated information will be edited as the information is processed.
Washington State Bridge Inspection Manual Page 2-7
December 2006
Bridge Inventory Coding Guide
If any errors are found, they will be noted at the top of the Inventory
Report when it is returned to your agency. These errors should be
corrected when the record is submitted with future updates.
6. This copy of the current Inventory Record shall be kept in your local
agency bridge fle.
C. Deleting/Transferring the Inventory Record
When an inventory record becomes obsolete, it needs to be deleted from the
WSBIS database. The reasons a record may become obsolete include:
A bridge has been bypassed and is no longer in use, or
A bridge has been demolished, or
A bridge has been permanently closed to traffc.
If a new bridge is built on the site of an old bridge, the agency should
frst delete the old record before establishing a new inventory record.
(This will ensure that each new bridge is assigned a unique Structure
Identifer.)
To delete the inventory record:
1. An e-mail or a signed letter shall be sent to the Bridge Engineer for Local
Agencies. This communication shall include the Structure Identifcation
Number and Bridge Name along with instructions that the record is to be
deleted. The communication will be forwarded to the WSDOT Inventory
Engineer for processing.
If the jurisdiction of a bridge is being transferred from one agency to
another, the bridge record shall not be deleted.
Instead, the Owner Code, Custodian Code and If necessary the City Code
shall be updated by the Transferor prior to sending the bridge records to
the Transferee. For example:
The city of Selah has expanded its boundaries and annexed a bridge from
Yakima County.
Yakima County would update the Owner Code from 02 to 04,
the Custodian Code the same If appropriate, and the City Code from
0000 to 1155 prior to the data being submitted for update. Selah would
then be responsible to correct the Bridge Number and all other data for
the Inventory record.
This will ensure that a given bridge retains its unique Structure Identifer
throughout the life of the bridge.
A sample of the entire WSBIS Inventory Report is shown in the forms
section.
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December 2006
Bridge Inventory Coding Guide
D. Type of Records
Before entering information for a new record, a determination must be made
as to whether the record applies to a route on the bridge or a route under
the bridge. There is a distinct difference between the two, and the coding
requirements are not the same (see WB74 - 32).
An on record is the information about the highway on the bridge. This
is the most common record type. For those sites in which a bridge carries
a public highway, all the felds in the Bridge Coding Softwares coding forms
need to be evaluated and coded If applicable.
However, when the bridge does not carry a public highway on the bridge, but
instead crosses over a public highway, an under record will be coded. This
would be the case for a pedestrian or railroad undercrossing. In these cases,
not all felds in the Bridge Coding Software forms need to be coded (see
WB74 - 32 for a list of the felds required for under records).
The key to the coding is how the route relates to the bridge site. No matter
whether WB74 - 32 is coded as an on or an under record, it is an
indication of the relationship of the route to the bridge.
With that in mind, the following is a feld-by-feld description of the WSBIS
Inventory Report.
2.04 Inventory Coding Fields
The following describes the valid codes that may be used and the purpose
of each feld. It also defnes the control felds, fatal felds, required felds,
and optional felds.
structure_id Structure Identifer (Fatal)
Control Field
FHWA Item 8A This is a unique, eight-character code assigned by the WSDOT Inventory
Engineer when the original bridge inventory record is processed. The
Structure Identifer is a Primary Key which ties all tables with related
information for that bridge together in the WSBIS database. It will not
change throughout the life of the bridge.
structure_id Structure Identifer (Fatal)
Control Field
FHWA Item 8A This is a unique, eight-character code assigned by the WSDOT Inventory
Engineer when the original bridge inventory record is processed. The
Structure Identifer is a Primary Key which ties all tables with related
information for that bridge together in the WSBIS database. It will not
change throughout the life of the bridge.
Washington State Bridge Inspection Manual Page 2-9
December 2006
Bridge Inventory Coding Guide
bridge_no Bridge Number (Fatal)
Control Field This is a unique (to the owner agency) alphanumeric code assigned by
the owner of the bridge. This feld does not require all spaces to be flled;
however, the feld cannot be left blank.
For local agencies, the bridge number should conform to their agencys
numbering system.
The inspector should be aware that special characters can cause undesirable
results; therefore, the bridge number should be limited to an alpha-numeric
code as much as possible. However, the characters / and - are acceptable.
Owner Code Owner Code (Fatal)
Control Field
FHWA Item 022 This code identifes the agency of record which owns the bridge. Jointly-
owned bridges must be reported by only one of the owner agencies.
There will need to be an agreement between the owner agencies as to
which agency will be reporting the bridge to WSBIS. This will prevent
both agencies from reporting the same bridge under a different Structure
Identifer.
Use one of the following codes.
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 County Park, Forest, or Reservation Agency
13 City/Other Park, Forest, or Reservation Agency
21 Other State Agencies
24 Other County Agencies
25 Other City or Local Agencies
26 Private (Ports and non-Railroad)
27 Railroad
31 State Toll Authority
32 County Toll Authority
33 City or Other Toll Authority
60 Other Federal Agencies (not listed below)
61 Indian Tribal Government
62 Bureau of Indian Affairs
63 Bureau of Fish and Wildlife
64 U.S. Forest Service
66 National Park Service
68 Bureau of Land Management
69 Bureau of Reclamation
70 Corps of Engineers (Civilian)
71 Corps of Engineers (Military)
Page 2-10 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
72 Air Force
73 Navy/Marines
74 Army
75 NASA
76 Metropolitan Washington Airport Services
80 Unknown
91 Canada
92 Idaho
93 Oregon
county_id County Number (Fatal)
Control Field
FHWA Item 003 This is a two-digit code which identifes the county in which the bridge is
located. If this is a jointly owned bridge, the county that is responsible for
reporting the data to the inventory should be entered here. Use one of the
following codes.
Washington State Bridge Inspection Manual Page 2-11
December 2006
Bridge Inventory Coding Guide
County Name County Code Region Code
Adams 01 EA
Asotin 02 SC
Benton 03 SC
Chelan 04 NC
Clallam 05 OL
Clark 06 SW
Columbia 07 SC
Cowlitz 08 SW
Douglas 09 NC
Ferry 10 EA
Franklin 11 SC
Garfeld 12 SC
Grant 13 NC
Grays Harbor 14 OL
Island 15 NW
Jefferson 16 OL
King 17 NW
Kitsap 18 OL
Kittitas 19 SC
Klickitat 20 SW
Lewis 21 SW
Lincoln 22 EA
Mason 23 OL
Okanogan 24 NC
Pacifc 25 SW
Pend Oreille 26 EA
Pierce 27 OL
San Juan 28 NW
Skagit 29 NW
Skamania 30 SW
Snohomish 31 NW
Spokane 32 EA
Stevens 33 EA
Thurston 34 OL
Wahkiakum 35 SW
Walla Walla 36 SC
Whatcom 37 NW
Whitman 38 EA
Yakima 39 SC
Page 2-12 Washington State Bridge Inspection Manual
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Bridge Inventory Coding Guide
city_id City Number (Fatal)
Control Field This is the city in which the bridge is located. (Codes for cities and towns
are identifed according to the most recent U.S. Bureau of the Census
Identifcation Schedule.) Contact the Bridge Engineer for Local Agencies for
newly incorporated municipalities.
If the bridge is outside of corporate limits or in an unincorporated city, code
all zeros.
Use the following codes.
City Code City Code City Code
UNINCORPORATED 0000
ABERDEEN 0005
AIRWAY HEIGHTS 0010
BUCODA 0013
ALBION 0015
ALGONA 0020
ALMIRA 0025
ANACORTES 0030
ARLINGTON 0045
ASOTIN 0050
AUBURN 0055
BAINBRIDGE ISLAND 0058
BATTLE GROUND 0060
BEAUX ARTS VILLAGE 0070
BELLEVUE 0075
BELLINGHAM 0080
BENTON CITY 0085
BINGEN 0090
BLACK DIAMOND 0095
BLAINE 0100
BONNEY LAKE 0105
BOTHEL 0110
BREMERTON 0115
BREWSTER 0120
BRIDGEPORT 0125
BRIER 0127
BUCKLEY 0130
BURIEN 0138
BURLINGTON 0140
CAMAS 0145
CARBONADO 0150
CARNATION 0155
CASHMERE 0165
CASTLE ROCK 0170
CATHLAMET 0175
CENTRALIA 0180
CHEHALIS 0190
CHELAN 0195
CHENEY 0200
CHEWELAH 0205
CLARKSTON 0215
CLE ELUM 0220
CLYDE HILL 0225
COLFAX 0230
COLLEGE PLACE 0235
COLTON 0240
COLVILLE 0250
CONCONULLY 0255
CONCRETE 0260
CONNELL 0265
COSMOPOLIS 0270
COULEE CITY 0275
COULEE DAM 0280
COUPEVILLE 0290
CRESTON 0295
CUSICK 0300
DARRINGTON 0305
DAVENPORT 0310
DAYTON 0315
DEER PARK 0320
DES MOINES 0325
DUPONT 0330
DUVAL 0335
EAST WENATCHEE 0350
EATONVILLE 0360
EDGEWOOD 0364
EDMONDS 0365
ELECTRIC CITY 0375
ELLENSBURG 0380
ELMA 0385
ELMER CITY 0390
ENDICOTT 0395
ENTIAT 0405
ENUMCLAW 0410
EPHRATA 0415
EVERETT 0420
EVERSON 0425
FAIRFIELD 0430
FARMINGTON 0440
FEDERAL WAY 0443
FERNDALE 0445
FIFE 0450
FIRCREST 0455
FORKS 0465
FRIDAY HARBOR 0470
GARFIELD 0480
GEORGE 0489
GIG HARBOR 0490
GOLD BAR 0495
GOLDENDALE 0500
GRAND COULEE 0510
GRANDVIEW 0515
GRANGER 0520
GRANITE FALLS 0525
HAMILTON 0535
HARRAH 0540
HARRINGTON 0545
HARTLINE 0550
HATTON 0555
HOQUIAM 0560
HUNTS POINT 0570
ILWACO 0575
INDEX 0580
IONE 0585
ISSAQUAH 0590
Washington State Bridge Inspection Manual Page 2-13
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Bridge Inventory Coding Guide
City Code City Code City Code
KAHLOTUS 0595
KALAMA 0600
KELSO 0605
KENMORE 0609
KENNEWICK 0610
KENT 0615
KETTLE FALLS 0620
KIRKLAND 0625
KITTITAS 0630
KRUPP 0635
LA CENTER 0640
LACEY 0643
LA CONNER 0650
LA CROSSE 0655
LAKE FOREST PARK 0657
LAKE STEVENS 0664
LAKEWOOD 0665
LAMONT 0668
LANGLEY 0670
LATAH 0675
LEAVENWORTH 0680
LIBERTY LAKE 0684
LIND 0685
LONG BEACH 0690
LONGVIEW 0695
LYMAN 0705
LYNDEN 0710
LYNNWOOD 0715
MABTON 0725
MCCLEARY 0728
MALDEN 0730
MANSFIELD 0735
MARCUS 0740
MARYSVILLE 0745
MATTAWA 0750
MEDICAL LAKE 0755
MEDINA 0760
MERCER ISLAND 0763
MESA 0765
METALINE 0770
METALINE FALLS 0775
MILL CREEK 0778
MILLWOOD 0780
MILTON 0785
MONROE 0790
MONTESANO 0795
MORTON 0800
MOSES LAKE 0805
MOSSYROCK 0810
MOUNTLAKE
TERRACE 0815
MOUNT VERNON 0820
MOXEE CITY 0825
MUKILTEO 0830
NACHES 0835
NAPAVINE 0840
NESPELEM 0855
NEWCASTLE 0858
NEWPORT 0860
NEWCASTLE 0861
NOOKSACK 0865
NORMANDY PARK 0870
NORTH BEND 0875
NORTH BONNEVILLE 0877
NORTHPORT 0885
OAKESDALE 0890
OAK HARBOR 0895
OAKVILLE 0900
OCEAN SHORES 0907
ODESSA 0910
OKANOGAN 0915
OLYMPIA 0920
OMAK 0925
OROVILLE 0935
ORTING 0940
OHELLO 0945
PACIFIC 0950
PALOUSE 0955
PASCO 0960
PATEROS 0970
PE ELL 0975
POMEROY 0985
PORT ANGELES 0990
PORT ORCHARD 1000
PORT TOWNSEND 1005
POULSBO 1010
PRESCOTT 1015
PROSSER 1020
PULLMAN 1025
PUYALLUP 1030
QUINCY 1040
RAINIER 1050
RAYMOND 1055
REARDAN 1060
REDMOND 1065
RENTON 1070
REPUBLIC 1075
RICHLAND 1080
RIDGEFIELD 1085
RITZVILLE 1090
RIVERSIDE 1095
ROCKFORD 1100
ROCK ISLAND 1105
ROSALIA 1115
ROSLYN 1120
ROY 1125
ROYAL CITY 1127
RUSTON 1130
ST JOHN 1135
SAMMAMISH 1136
SEATAC 1139
SEATTLE 1140
SEDRO-WOOLLEY 1150
SELAH 1155
SEQUIM 1160
SHELTON 1165
SHORELINE 1169
SKYKOMISH 1175
SNOHOMISH 1180
SNOQUALMIE 1185
SOAP LAKE 1190
SOUTH BEND 1195
SOUTH CLE ELUM 1205
SOUTH PRAIRIE 1210
SPANGLE 1215
SPOKANE 1220
Page 2-14 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
City Code City Code City Code
SPOKANE VALLEY 1221
SPRAGUE 1225
SPRINGDALE 1230
STANWOOD 1235
STARBUCK 1240
STEILACOOM 1245
STEVENSON 1250
SULTON 1255
SUMAS 1265
SUMNER 1270
SUNNYSIDE 1275
TACOMA 1280
TEKOA 1285
TENINO 1290
TIETON 1295
TOLEDO 1300
TONASKET 1305
TOPPENISH 1310
TUKWILA 1320
TUMWATER 1325
TWISP 1330
UNION GAP 1335
UNIONTOWN 1340
UNIVERSITY PLACE 1343
VADER 1345
VANCOUVER 1350
WAITSBURG 1360
WALLA WALLA 1365
WAPATO 1375
WARDEN 1380
WASHOUGAL 1385
WASHTUCNA 1390
WATERVILLE 1395
WAVERLY 1400
WENATCHEE 1405
WESTPORT 1420
WEST RICHLAND 1425
WHITE SALMON 1435
WILBUR 1440
WILKESON 1445
WILSON CREEK 1450
WINLOCK 1455
WINSLOW 1460
WINTHROP 1465
WOODINVILLE 1469
WOODLAND 1470
WOODWAY 1475
YACOLT 1480
YAKIMA 1485
YARROW POINT 1490
YELM 1495
ZILLAH 1500
Washington State Bridge Inspection Manual Page 2-15
December 2006
Bridge Inventory Coding Guide
bridge_name Bridge Name (Fatal)
WB71 - 32 This is the name of the bridge.
If the bridge name is more than one word, separate words with a blank space.
If the name of the bridge is too long to ft in the feld, use abbreviations
to shorten it. Left-justify the entry and leave following columns blank.
This feld does not require a complete entry, but must not be left blank.
location Location (Fatal)
WB71 - 56
FHWA Item 009 This feld gives a narrative description of the physical location of the bridge
with respect to the route being inventoried. The location should be keyed
to a permanent, distinguishable feature, such as a road junction or a county
line. Descriptions should be oriented ahead on station whenever possible.
Do not use city limits, as these boundaries may move.
Left-justify this description and do not enter zeroes in remaining blank
spaces (otherwise, the zeroes will be considered part of the location
description). This feld does not require a complete entry, but must
not be left blank.
section Section (Fatal)
WB71 - 81 This is the number of the section in which the bridge is located.
Enter a numeric code from 01 to 36.
Section, township, and range numbers are location markers established
by survey mapping.
If the bridge runs along a section, township, or range line, use the smaller
of the two numbers. If a bridge crosses any line, use the number at the
beginning of the bridge.
township Township (Fatal)
WB71 - 83 This is the number of the township in which the bridge is located.
Enter a numeric code from 01 to 41.
Township designations carry a directional suffx (north or south); however,
since all townships in Washington are north, this directional indicator need
not be entered.
Page 2-16 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
range Range (Fatal)
WB71 - 85 This feld contains the number of the range in which this bridge is located.
There are two parts to this feld. In the frst two columns, enter the number
of the range in which the bridge is located. Valid ranges are:
01 through 47 If the third column is E
01 through 16 If the third column is W
In the third column, enter the directional suffx which indicates the position
of the range in relation to the Willamette Meridian. Enter one of the
following codes:
E East
W West
latitude Latitude (Fatal)
WB71 - 88
FHWA Item 016 This feld contains the degrees of latitude at the centerline of the bridge at its
beginning milepost. Latitude is designated in degrees, minutes, and seconds
to the hundredth of a second. Since all of Washington is located in northern
latitudes, the directional suffx (N) need not be entered. It is recommended
this feld be coded using GPS or an accurate digital mapping program.
longitude Longitude (Fatal)
WB71 - 96
FHWA Item 017 This feld contains the degrees of longitude at the centerline of the bridge
at its beginning milepost. Longitude is indicated in degrees, minutes, and
seconds to the hundredth of a second. Since all of Washington is located
in western longitudes, the directional suffx (W) need not be entered. It is
recommended this feld be coded using GPS or an accurate digital mapping
program.
Washington State Bridge Inspection Manual Page 2-17
December 2006
Bridge Inventory Coding Guide
feature_intersected Features Intersected (Fatal)
WB72 - 32
FHWA Item 006A This is the name or names of the features intersected by the bridge, i.e., the
features under the bridge. If full names will not ft in the feld, abbreviations
may be used where necessary but an effort shall be made to keep them
meaningful. Left-justify the name or names entered without using trailing
zeroes. This feld does not require a complete entry, but must not be left
blank.
If one of the features intersected is another roadway, indicate the signed route
number or name of the highway (i.e., SR 99).
If there is an alternate name for a feature, enclose this second identifer
in parentheses. For example a signed number route that is also a named
memorial route (i.e., SR 99 (Aurora Avenue)).
If more than one feature is intersected, give both names, signed route frst
separated by a comma (i.e., SR 99, Blue R, UPR).
Figure WB72 - 32
Page 2-18 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
facilities_carried Facilities Carried (Fatal)
WB72 - 56
FHWA Item 007 This is the name (or names) of the facility carried by the bridge. In all
situations this describes the use on the bridge.
Left-justify the roadway name or names (use abbreviations If necessary) and
do not enter trailing zeroes.
If there is an alternate name for a feature, enclose this second identifer
in parentheses. For example a signed number route that is also a named
memorial route (i.e., SR 99 (Aurora Avenue)).
This feld does not require a complete entry, but must not be left blank.
region_code WSDOT Region (Fatal)
WB72 - 74
FHWA Item 002 This is the WSDOT region in which the bridge is located. Use the following
codes. Some counties may be shared by more than one region. Local
Agencies should use the regions assigned below.
Region Names (Code) County Names
Eastern Region (EA) Adams
Ferry
Lincoln
Pend Oreille
Spokane
Stevens
Whitman
North Central Region (NC) Chelan
Douglas
Grant
Okanogan
Northwest Region (NW) Island
King
San Juan
Skagit
Snohomish
Whatcom
Olympic Region (OL) Clallam
Grays Harbor
Jefferson
Kitsap
Mason
Pierce
Thurston
Washington State Bridge Inspection Manual Page 2-19
December 2006
Bridge Inventory Coding Guide
South Central Region (SC) Asotin
Benton
Columbia
Franklin
Garfeld
Kittitas
Walla Walla
Yakima
Southwest Region (SW) Clark
Cowlitz
Klickitat
Lewis
Pacifc
Skamania
Wahkiakum
Washington State Bridge Inspection Manual Page 2-23
January 2002
Bridge Inventory Coding Guide
South Central Region (SC) Asotin
Benton
Columbia
Franklin
Garfield
Kittitas
Walla Walla
Yakima
Southwest Region (SW) Clark
Cowlitz
Klickitat
Lewis
Pacific
Skamania
Wahkiakum
90
90
5
5
82
82
90
5
Douglas
Okanogan
Chelan
Kittitas
Yakima
Grant Adams
Lincoln
Whitman
King
Snohomish
Skagit
Whatcom
Pierce
Lewis
Clallam
Klickitat
Jefferson
Skamania
Cowlitz
Benton
Franklin
Walla
Walla
Spokane
Ferry
Stevens
Pend
Oreille
Grays
Harbor
Pacific
Clark
Columbia
Asotin
Wahkiakum
Thurston
Mason
San
Juan
Kitsap
Garfield
Northwest
North
Central
Olympic
Southwest
South Central
Eastern
Spokane
Yakima
Everett
Longview
Vancouver
Olympia
Tacoma
Seattle
Wenatchee
Ellensburg
Kennewick
Omak
Pullman
Pt. Angeles
Bellingham
Island
Page 2-20 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
fps_code Fips Place Code (Required)
WB72 - 76
FHWA Item 004 This feld identifes the census-designated place in which the bridge
is located using the Federal Information Processing Standards (FIPS 55)
code, given in the current version of the Census of Population and
Housing - Geographic Identifcation Code Scheme.
These codes can be located on the Internet at the following web address:
http:/www.itl.nist.gov/fpspubs/55new/nav-top-fr.htm
If no code is applicable, enter all zeroes.
leg_dist_code_1 Legislative District Number (1) (Required)
WB72 - 81 This feld identifes the frst or only State Legislative District in which
the bridge is located (see Section 2.08, Forms).
If the legislative district number is followed by a letter (District 19A,
for example), disregard the letter and enter the two-digit number only.
Washington State Legislative District Maps can be found in Chapter 2
error codes.
leg_dist_code_2 Legislative District Number (2) (Required)
WB72 - 83 For bridges which span a State Legislative District dividing line,
use this feld to identify the second State Legislative District number.
Use both this and the Legislative District Number (1) feld to enter the
two separate State Legislative District numbers. If no code is applicable,
enter all zeroes.
toll_code Toll (Fatal)
WB72 - 85
FHWA Item 020 This code indicates If a toll is required for use of the bridge.
One of the following codes will apply.
1. Toll bridge a toll must be paid specifcally to use the bridge.
2. On toll road a toll must be paid to use the roadway carried
by thevbridge.
3. Non-toll bridge no tolls are paid to use the bridge or the roadway
carried by the bridge.
4. On interstate toll segment under secretarial agreement. Bridge functions
as a part of the toll segment.
5. Toll bridge is a segment under secretarial agreement. Bridge is separate
agreement from highway segment.
Washington State Bridge Inspection Manual Page 2-21
December 2006
Bridge Inventory Coding Guide
custodian_id Custodian (Fatal)
WB72 - 86
FHWA Item 021 This code describes the type of agency that has primary responsibility for
maintaining the bridge (may not be the same as the owner). Acceptable
values to enter in this feld are as follows:
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 County Park, Forest, or Reservation Agency
13 City/Other Park, Forest, or Reservation Agency
21 Other State Agencies
24 Other County Agencies
25 Other City or Local Agencies
26 Private (other than Railroad)
27 Railroad
31 State Toll Authority
32 County Toll Authority
33 City or Other Toll Authority
60 Other Federal Agencies (not listed below)
62 Bureau of Indian Affairs
63 Bureau of Fish and Wildlife
64 U.S. Forest Service
66 National Park Service
68 Bureau of Land Management
69 Bureau of Reclamation
70 Corps of Engineers (Civilian)
71 Corps of Engineers (Military)
72 Air Force
73 Navy/Marines
74 Army
75 NASA
76 Metropolitan Washington Airport Services
80 Unknown
91 Canada
92 Idaho
93 Oregon
Page 2-22 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
parallel_structure_ Parallel Structure (Fatal)
WB72 - 88
FHWA Item 101 This feld contains a code to identify situations in which separate bridges
carry the same inventory route in opposite directions of travel over the same
feature. The lateral distance between bridges has no bearing on the coding
of this feld.
Right and left are determined by facing in the direction of increasing
mileposts or, in the absence of milepost markers, by facing north or east.
R To indicate the right-hand bridge of the pair
L To indicate the left-hand bridge of the pair
N To indicate the bridge is not a parallel bridge
temporary_structure_ Temporary Structure (Required)
WB72 - 89
FHWA Item 103 This code indicates If a temporary bridge has been built or temporary
measures have been taken on an existing bridge to maintain a fow of traffc.
Temporary bridges or temporary repair measures may be required during the
modifcation or replacement of a bridge found to be defcient.
Any one of the following conditions will require that a code of T be
entered in this feld:
The bridge has been shored up or additional temporary supports have
been installed.
Temporary repairs have been made to keep the bridge open.
A temporary bridge has been built to provide an interim bypass.
Other temporary measures have been taken, such as barricaded traffc
lanes, to keep the bridge open to traffc.
If none of these conditions exist, leave the feld blank.
Any repaired bridge or replacement bridge expected to remain in service
without further project activity (other than maintenance) for a signifcant
period of time shall not be considered temporary. Under such conditions,
that bridge, regardless of its type, shall be considered the minimum adequate
to remain in place and shall be evaluated accordingly.
If this item is coded T, then all data recorded for the bridge shall be for the
condition of the bridge without temporary measures, except for the following
items which shall be coded for the temporary bridge:
WB72 - 93 Structure Open, Posted, or Closed to Traffc
WB73 - 70 Minimum Vertical Clearance Over Bridge Deck
WB73 - 74 Minimum Vertical Clearances Under Bridge
WB73 - 79 Minimum Lateral Underclearance Right
Washington State Bridge Inspection Manual Page 2-23
December 2006
Bridge Inventory Coding Guide
WB73 - 83 Minimum Lateral Underclearance Left
WB74 - 91 Horizontal Clearance Route Direction
WB74 - 95 Horizontal Clearance Reverse Direction
WB76 - 60 Operating Level
critical_facility Critical Facility (Required)
WB72 - 90
FHWA Item 6B No longer coded, leave blank.
median_code Median (Fatal)
WB72 - 91
FHWA Item 033 This code indicates If there is a median on the bridge. By defnition, a bridge
median can only exist on divided highways.
A divided highway can be identifed by the use of traffc control devices
separating the route and reverse route directions of travel. Devices such
as a concrete barrier, or yellow crosshatching between solid double yellow
lines 18 inches or more apart, or others, such that vehicles are restricted
to the right-hand lanes unless directed or permitted in the left-hand lanes
by a police offcer, or other offcial traffc control devices.
If a structure has been divided into a left and a right bridge so that the median
is between the two structures then no median is considered to be on the
bridge. Culverts will often have a median similar to the diagram for Code 1.
Use the following diagrams to identify the median device on the bridge.
0 No median (undivided roadway).
1 Open median.
2 Closed median painted (Traffc lanes are separated only by painted
median).
3 Closed median mountable curb or center island.
4 Closed median fex or thrie beam guardrail.
5 Closed median box beam guardrail.
6 Closed median Concrete (i.e., NJB, Type F barrier, etc.).
7 Open median with safety modifcations
(i.e., a net has been installed).
9 Other type of median.
Page 2-24 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
Figure WB72 - 91
Code 1
Route Direction
Reverse Direction
Median
Code 4
Code 3
Washington State Bridge Inspection Manual Page 2-25
December 2006
Bridge Inventory Coding Guide
Figure WB72 - 91
Code 7
Code 5
Code 6
Page 2-26 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
hist_signif Historical Signifcance (Fatal)
WB72 - 92
FHWA Item 037 A bridge may be considered historically signifcant If it is a particularly
unique example of the history of engineering, the crossing itself is
historically signifcant, the bridge is associated with historical property,
or the bridge was involved in events of historical signifcance.
If the bridge is only on the National Register of Historic Places (NRHP)
list, use the numeric code. If the bridge is only on the Historical American
Engineering Record (HAER) list, use the alpha code. If the bridge is on
both NRHP and HAER lists, use the numeric code. For questions, contact
the Offce of Archeology and Historic Preservation at (360) 586-3065. Their
web address is www.oahp.wa.gov.
1 or A Bridge is on the NRHP or HAER.
2 or B Bridge is eligible for the NRHP or HAER.
3 or C Bridge is possibly eligible for the NRHP or HAER. (Further
investigation is required before a determination can be made.)
4 Bridges historical signifcance has not been determined at this time.
(This code should be used If the bridge is less than 50 years old.)
5 Bridge has been reviewed by the State Offce of Archaeology
and Historic Preservation and is not eligible for the NRHP, HAER.
6 Bridge has been reviewed and a determination has been made that
this bridge has no historical signifcance.
Washington State Bridge Inspection Manual Page 2-27
December 2006
Bridge Inventory Coding Guide
open_closed Open, Closed, or Posted (Fatal)
WB72 - 93
FHWA Item 041 This feld provides information about the actual weight capacity status
of a bridge. The feld review could show that a structure is posted, but
WB76 - 60 Operating Level may indicate that posting is not required. This
is possible and acceptable coding since WB76 - 60 is based on the operating
stress level and the governing agencys posting procedures may specify
posting at some stress level less than the operating rating. One of the
following codes shall be used:
A Bridge is open with no restrictions.
B Bridge is open. Posting has been recommended but but has not been
legally implemented (all signs are not in place).
D Bridge is open. It would be posted or closed except that temporary
shoring, etc., has been used to allow for unrestricted traffc fow.
If this code is used, WB72 - 89 shall be coded T.
E Bridge is open, but it is a temporary bridge carrying traffc while the
original bridge is being replaced or rehabilitated. If this code is used,
WB72 - 89 shall be coded T.
G Bridge is new and not yet open to traffc.
K Bridge is closed to traffc.
P Bridge is posted for weight restrictions.
R Bridge is posted for other load-capacity restrictions such as speed
or limiting the number of vehicles allowed on the bridge at one time.
program_year Program Year (Required)
WB72 - 94 If the bridge has been included in an approved six-year construction
program, this feld contains the year that work is to start on the project,
including preliminary engineering.
Work to be performed on the bridge must be major construction or
reconstruction. If the bridge is not included in a six-year program, code
zeroes in this feld.
Page 2-28 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
Washington State Bridge Inspection Manual Page 2-29
December 2006
Bridge Inventory Coding Guide
built_year Year Built (Fatal)
WB73 -32
FHWA Item 027 This is the year that original construction of the bridge was completed.
If the year the bridge was built is not known, enter an estimate of that date.
If the bridge was built during or before the year 1900, enter 1900 in the feld.
There are cases where a careful evaluation of the year built and year rebuilt
must be made. The frst is when an existing bridge has been moved to a new
site. The second is when parts of a dismantled bridge from another site are
used at a new site. And the third is when parts of the old bridge are used at
the same site.
Excluding engineering and safety considerations, an evaluation of the
impact on future funding is a factor. The year built and year rebuilt are key
felds used to determine If a bridge is eligible for federal funding. Another
consideration would be the percentage of used material in relation to new
material. The greater the percentage of new material used in the bridge
the less need there is of capturing the original date of construction in the
inventory.
Since every occasion of these instances will be unique in its application
guidance should be sought from your Program Manager when there is
question as to the proper year to use.
Address farther defnition of this topic when old parts are used
rebuilt_year Year Rebuilt (Fatal)
WB73 - 36
FHWA Item 106 This is the year in which the last major rehabilitation of the existing bridge
was completed.
Record and code the year of most recent reconstruction of the structure.
Code all four digits of the latest year in which reconstruction of the structure
was completed. If there has been no reconstruction, code 0000.
For a bridge to be defned as rebuilt, the type of work performed, whether or
not it meets current minimum standards must have been eligible for funding
under any of the federal aid funding categories. The eligibility criteria would
apply to the work performed regardless of whether all state or local funds or
federal aid funds were used.
Some types of eligible work not to be considered as rebuilt are listed:
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).
Page 2-30 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
Utility work.
Emergency repair to restore structural integrity to the previous status
following an accident.
Retroftting to correct a defciency which does not substantially alter
physical geometry or increase the load-carrying capacity.
Work performed to keep a bridge operational while plans for complete
rehabilitation or replacement are under preparation (for example, adding
a substructure element or extra girder).
Example Code
Rebuild completed 1970 1970
structure_length Bridge Length (Fatal)
WB73 - 40
FHWA Item 49 This is the measurement for the length of roadway supported by the bridge.
This measurement is taken along the center of the roadway from the back
of the backwall of each abutment or from the back of paving notch (seat) to
paving notch (seat). Culvert lengths are measured along the centerline of the
roadway from inside face to inside face of the exterior walls, or from spring
line to spring line, regardless of depth below grade. When the culvert is not
perpendicular to the roadway, the centerline length must be calculated. Code
this measurement to the nearest foot.
The bridge length entered in this feld is considered the length when
determining eligibility for federal funding, except when the bridge length is
near 20 feet. If that is the case, the length of the bridge as entered in NBIS
Length will be used. See Figure WB73 - 40A and Figure WB73 - 40B.
nbi_length NBIS Length (Fatal, If WB 73 - 40 is between 19 and 23 feet)
WB73 - 46
FHWA Item 112 The NBIS bridge length is a measurement along the center of the roadway
between undercopings of abutments, spring lines of arches, or the extreme
ends of openings for multiple boxes.
This measurement is coded to the nearest lesser foot and may be different
from the measurement entered in Bridge Length.
If the measurement as entered in Bridge Length is between 19 and 23 feet,
a measurement of the NBIS length shall be coded in this feld.
If the measurement as entered in Structure Length is greater than 23 feet, this
feld should be left blank. See Figure WB73 - 40A and Figure WB73 - 40B.
Washington State Bridge Inspection Manual Page 2-31
December 2006
Bridge Inventory Coding Guide
max_span_length Maximum Span Length (Fatal)
WB73 - 48
FHWA Item 048 This is the number of feet which the bridge spans at its maximum opening.
This length is measured along the centerline of the bridge. The span
length is measured either as the center-to-center distance between bearings
or the clear distance between piers, bents, or abutments. The preferred
measurement to enter is the center-to-center distance between bearings. The
span may be either a main span or approach span. See Figure WB73 - 40A
and Figure WB73 - 40B.
Page 2-32 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
Figure WB73 40A
A & B & C
A
C
B
A = Structure Length (WB73-40)
B = NBIS Length (WB 73-46)
C = Maximum Span Length (WB73-48)
For a culvert, it doesn't matter if the roadway is on the slab
or on ballast, "A" will remain unchanged.
A & B
C
Washington State Bridge Inspection Manual Page 2-33
December 2006
Bridge Inventory Coding Guide
Figure WB73 40B
7
C = cos (30) = 8.08' (Code: 8')
Opening Distance = 18 = 5+ 1+ 7+ 1+ 4
18' 18'
(Code: 20')
A (normal to the pipes) = cos (30) = .867 = 20.76'
A = Structure length
A & B
7'
1'
4'
C
L
30
SKEW
ANGLE
C
B = NBIS Length (WB73 46)
C = Maximum span length
A
B & C
For a structure with ballast (where the ballast is > A/2) such that the live load is
not transferred into the deck, A will be inside the face of the exterior walls.
5'
1'
D = the distance between
consecutive pipes, which
must be = or < _ the
diameter of the smallest
pipe in the series.
D
Page 2-34 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
lane_on Lanes On (Fatal)
WB73 - 52
FHWA Item 028A The number of lanes of motor vehicle traffc carried by the bridge must
be entered in this feld. It includes all traffc lanes which are striped or
otherwise marked as full-width lanes for the entire length of the ridge.
Include any full-width merge lanes or ramp lanes carried on the bridge. The
number of traffc lanes is independent of the direction in which these lanes
carry traffc. That is, a one-lane bridge which carries traffc in two directions
is considered to have only one lane on the bridge.
It should be noted here for purposes of the Deck Geometry Evaluation any
one-way bridge (excluding ramps, WB74 - 34 coded 7) which has a curb-
to-curb width 16 feet or greater shall be evaluated as two lanes. Also, If the
curb-to-curb is less than 16 feet and the bridge carries two way traffc, then
WB73 - 52 is coded 1 and WB74 - 90 is coded 5. For information to code
a half bridge, see Appendix 2.07A.
lane_under Lanes Under (Fatal)
WB73 - 54
FHWA Item 028B This feld contains the number of lanes of motor vehicle traffc carried by the
highway or highways which pass underneath the bridge.
If the bridge carries highway traffc (WB74 - 32 is coded 1, regardless
of ownership and/or maintenance responsibility), it is the total number
of lanes of all inventory routes passing underneath.
If the route being inventoried is under the bridge (WB74 - 32 coded 2 or A-
Z), this is the number of lanes of the inventoried route only.
There may be a separate record of some or all of the routes located under the
bridge (see WB74 - 32 for routes requiring a record in the NBI).
Washington State Bridge Inspection Manual Page 2-35
December 2006
Bridge Inventory Coding Guide
curb_to_curb_width Curb-to-Curb Width (Fatal)
WB73 - 56
FHWA Item 051 The curb-to-curb width is the measurement, in feet, of the most restrictive
width of the structure from curb-to-curb (or inside face of rail to inside face
of rail If no curb). This is a Fatal Field.
This measurement is recorded to the nearest tenth of a foot. For structures
that carry lanes of traffc separated by a median barrier, the curb-to-curb
width is the sum of the most restrictive minimum widths of each roadway
carried on the structure. The widths of any open medians, raised or non-
mountable medians, barrier-protected horse or bicycle lanes, or fared ramps
should be excluded from this measurement.
When the roadway runs directly on the top slab or wearing surface
of a culvert (such as a reinforced concrete box without fll), the actual
roadway width from curb-to-curb or from rail-to-rail is entered in this feld.
This is also the case If the fll is minimal and the culvert headwalls reduce
the roadway width. When there are no lateral restrictions such as curbs
or rails the actual useable roadway width is recorded as the curb-to-curb
measurement.
When the roadway is carried on suffcient fll covering a pipe or box culvert
so that the load is not transferred into the structure, and when headwalls or
parapets do not affect the fow of traffc, a value of should be entered
in this feld. The flled section over the culvert simply maintains the roadway
cross-section, the structure itself is considered to have no deck and thus no
curb-to-curb width.
It should be noted, however, that for purposes of Suffciency Rating
calculations the program will default to a curb-to-curb width of 36 for the
S2, D, and E calculations.
For the correct coding of a Side Hill Viaduct (Half Bridge), see
Appendix 2.07A
Curb-to-Curb Roadway Width
Figure WB73 - 56
Page 2-36 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
Curb-to-Curb Roadway Width
Figure WB73 - 56
Non-mountable
median and
curb
2 = 2a + 2b + 2c
1 = 1a + 1b
WB73-56 (1) Bridge Roadway Width, Curb-to-Curb
WB73-60 (2) Deck Width, Out-to-Out
WB73-64 (3) Curb or Sidewalk Width
1a 1b 1c 3
2
1 = 1a + 1b + 1c
2
Mountable
median
1 = 1a + 1b + 1c
1c
2a
1a
2c
1b
1a
3
varies
2b
1b
Non-mountable
median and
curb
44 50.2 12.7 3
Out-To-Out
Curb-to-Curb Width = 44+50.2+12.7 = 106.9
Washington State Bridge Inspection Manual Page 2-37
December 2006
Bridge Inventory Coding Guide
out_to_out_width Out-to-Out Deck Width (Fatal)
WB73 - 60
FHWA Item 052 This feld contains the measurement of the most representative out-to-out
width on the bridge. This measurement should be taken normal to centerline
from the outside edges of each side of the deck and coded to the nearest
tenth of a foot. The widths of any open medians, or fared ramps should
be excluded from this measurement. For through structures, the out-to-
out width is a measurement of the lateral clearance between superstructure
members. See Figures WB73 - 56 and WB73 - 60.
When the roadway runs directly on the culvert (as described in Curb-to-
Curb Width), the width of the culvert itself, from outside edge to outside
edge, should be entered in this feld. When the roadway is carried on fll
over a buried culvert (also described in Curb-to-Curb Width), a value of zero
should be entered.
See Appendix 2.07-A for Side Hill Viaduct (Half Bridge) coding.
Page 2-38 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
Figure WB73 -60
Bridge Inventory Coding Guide
E
C
A
B
D
A = Curb-to-Curb width (WB73 56)
B = Out-to-Out Deck width (WB73 60)
C = Sidewalks and Curb Left (WB73 64)
D = Sidewalks and Curb Right (WB73 67)
E = Minimum Vertical Clearance Over Bridge Deck (WB73 70)
HORIZONTAL / VERTICAL MEASUREMENTS
(Looking Ahead on Mileposts)
Washington State Bridge Inspection Manual Page 2-39
December 2006
Bridge Inventory Coding Guide
sdwk_curb_left Sidewalk/Curb Width, Left (Required)
WB73 - 64
FHWA Item 050A The combined useable width of the left-hand sidewalk and curb on the bridge
is entered in this feld. The left-hand side of the bridge is determined by
facing in the direction of increasing mileposts. If no mileposts are in use, left
is determined by facing north or east. See Figure WB73 - 64.
This measurement is coded to the nearest tenth of a foot.
If the bridge has no functional sidewalks and/or curbs, code zeroes in this
feld. If the bridge has concrete barriers for rails and no sidewalks, also code
zeroes.
Curb or
sidewalk
No longer
usable as curb
or sidewalk
Before Rail Retrofit After Rail Retrofit.
Code curb/sidewalk
Left of Right zero
Figure WB73 - 64
sdwk_curb_right Sidewalk/Curb Width, Right (Required)
WB73 - 67
FHWA Item 050B The combined useable width of the right-hand sidewalk and curb on the
bridge is entered in this feld. The right-hand side of the bridge is determined
by facing in the direction of increasing mileposts. If no mileposts are in use,
right is determined by facing north or east.
This measurement is coded to the nearest tenth of a foot.
If the bridge has no functional sidewalks and/or curbs, code zeroes in this
feld. If the bridge has concrete barriers for rails and no sidewalks, also code
zeroes.
Page 2-40 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
min_vert_deck Minimum Vertical Clearance Over Deck (Required)
WB73 - 70
FHWA Item 053 The minimum vertical clearance over the bridge deck is entered in this feld.
This measurement is coded to the nearest lesser inch and should be taken
from the top of the traffc lane or shoulder to a point where the clearance is
the most restrictive to include bridge mounted elements. The foot () and
inch () symbols are already marked in the feld. See Figure WB73 - 60.
If there is no restriction, code 9999 in this feld. If the minimum restriction
is a distance greater than 100 feet, code 9912.
min_vert_under Minimum Vertical Clearance Under Bridge
WB73 - 74 (Required)
FHWA Item 054B This feld contains the minimum vertical clearance measured under the
bridge. This is the minimum vertical clearance from the roadway (travel
lanes only) or railroad track beneath the bridge to the underside of the
superstructure. See Figure WB73 - 74.
The value is coded to the nearest lesser inch. The posted clearance is
typically less than the measured value. The measured value should be
reported in this feld. WSDOT typically posts bridges with clearance less
than 15-3.
If the bridge does not cross a highway or a railroad, zeroes should be entered.
If the bridge crosses both a highway and a railroad, code the most critical
dimension and note why it is the one recorded in the inspection report (see
Figure WB73 - 78).
Washington State Bridge Inspection Manual Page 2-41
December 2006
Bridge Inventory Coding Guide
Figure WB73 74 and WB73 - 78
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5' 13' 12' 12' 4' 4' 12' 12' 13' 5'
6' 8' 5' 8' 6'
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Code the most Restrictive Clearances:
WB73 74 would be coded 1410
WB73 78 would be coded H
Page 2-42 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
vert_under Vertical Underclearance Code (Required)
WB73 - 78
FHWA Item 054A The code in this feld identifes the feature from which the minimum
vertical underclearance was taken. If the bridge does not cross a highway
or a railroad, the letter N shall be entered. If the bridge crosses both
a highway and a railroad, the measurement of the minimum vertical
underclearance should be taken to the most critical feature. See Figure
WB73 - 78.
H Highway
R Railroad
N Neither
From the WSDOT Design Manual 1120.03(5) revised December 1997, the
minimum clearance over railroad is 22 feet 6 inches, and minimum clearance
over a roadway is 14 feet 6 inches. Select the most restrictive measurement.
The current coding for WB73 - 74 and WB73 - 78 is as follows:
If the bridge crosses neither a highway nor a railroad, code N.
If the bridge crosses a highway with a minimum vertical underclearance
of 18 feet 5 inches, code 185H.
If the bridge crosses a railroad with a minimum vertical underclearance
of 23 feet 9 inches, code 239R.
If the bridge crosses both a highway and a railroad, and the highway has
a clearance greater than minimum design standards but the railroad is less
than design standards, code the measurement to the railroad.
measurement to the railroad.
Vertical Clearances
Figure WB73 - 78
Washington State Bridge Inspection Manual Page 2-43
December 2006
Bridge Inventory Coding Guide
lateral_route_right Minimum Lateral Underclearance Right (Required)
WB73 - 79
FHWA Item 055B Using a three-digit number and a one-digit code (WB73 - 82), record the
minimum lateral underclearance on the right to the nearest tenth of a foot
(with an assumed decimal point). When both a railroad and highway are
under the bridge, code the most critical dimension. This measurement is
determined while facing the direction the traffc fows.
The lateral clearance should be measured from the right edge of the roadway
(excluding shoulders) or from the centerline (between rails) of the right hand
track of a railroad to the nearest substructure unit (pier, abutment, etc.), to
a rigid barrier (concrete bridge rail, etc.), or to the toe of a slope steeper than
3:1. The clearance measurements to be recorded will be the minimum after
measuring the clearance in both directions of travel. In the case of a divided
highway, this would mean the outside clearances of both roadways should
be measured and the smaller distance recorded and coded (see Figures
WB73 - 79 through WB73 - 83).
If two related features are below the bridge, measure both and record the
lesser of the two. An explanation should be written on the inspection form as
to what was recorded. When the clearance is 100 feet or greater, code 999.
If the feature beneath the bridge is not a railroad or highway, code N to
indicate not applicable.
The presence of ramps and acceleration or turning lanes is not considered
in this item; therefore, the minimum lateral clearance on the right should be
measured from the right edge of the through roadway.
Examples Code
Railroad 6.22 feet centerline to pier 062
Highway 6.16 feet edge of pavement to pier 062
Creek beneath bridge 000
lateral_route Lateral Underclearance Code (Required)
WB73 - 82
FHWA Item 055A This code identifes the type of reference feature from which the minimum
lateral underclearance measurement on the right was taken. See Figures
WB73 - 79 through WB73 - 83.
H Highway beneath bridge.
R Railroad beneath bridge.
N Feature beneath the bridge is neither a highway nor a railroad.
Page 2-44 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
lateral_route_left Minimum Lateral Underclearance Route Left
WB73 - 83 (Required)
FHWA Item 056 Code only for divided highways, one way streets, and ramps. This is not
applicable to railroads or two-way roads with closed medians. Using a three-
digit number, record and code the minimum lateral underclearance on the
left (median side for divided highways) to the nearest tenth of a foot (with
an assumed decimal point). The lateral clearance should be measured from
the left edge of the roadway (excluding shoulders) to the nearest substructure
unit, to a rigid barrier, or to the toe of slope steeper than 1 to 3. Refer to
Figures WB73 - 79 through WB73 - 83.
In the case of a divided highway, the median side clearances of both
roadways should be measured and the smaller distance recorded and coded.
If there is no obstruction in the median area, a notation of open should
be recorded and 999 should be coded. For clearances greater than 100 feet,
code 998. Code to indicate not applicable.
Code Description
000 Not applicable.
998 Clearance equal to 99.8 feet or greater.
999 Divided highway with no obstructions.
Washington State Bridge Inspection Manual Page 2-45
December 2006
Bridge Inventory Coding Guide
Figures WB73 79 through 83
15.1'
UNDIVIDED HIGHWAY
RAILROAD
C
L
20.4' 30.5'
For Minimum Lateral Underclearance Left, Code 000
2
:
1
2
:
1
For Minimum Lateral Underclearance Right, Code 20.4R
For Minimum Lateral Underclearance Left, Code 000
20.1'
KMA
For Minimum Lateral Underclearance Right, Code 15.1H
Page 2-46 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
Figures WB73 79 through 83
DIVIDED HGHWAY
15.1' 20.1'
For Minimum Lateral Underclearance Right, Code 20.4H
For Minimum Lateral Underclearance Left, Code 18.2
For Minimum Lateral Underclearance Right, Code 20.1H
For Minimum Lateral Underclearance Left, Code 15.1
ONE - WAY ROADWAY
20.4'
19.3' 21.1' 18.2'
KMA
KMA
Washington State Bridge Inspection Manual Page 2-47
December 2006
Bridge Inventory Coding Guide
nav_control_code Navigation Control Code (Fatal)
WB73 - 86
FHWA Item 038 This feld indicates whether or not a navigation control (a bridge permit for
navigation as issued by the United States Coast Guard) is required.
0 No navigation control on waterway (bridge permit does not exist).
1 Yes, navigation control on waterway (a bridge permit exists).
N Not applicable (bridge does not cross a waterway).
nav_vert_clrnc Navigation Vertical Clearance (Required)
WB73 - 87
FHWA Item 039 This feld contains the minimum vertical clearance allowable for navigational
purposes. If the Navigation Control code has been coded 1, this feld will
show the number of feet (to the nearest foot rounded down) of minimum
vertical clearance imposed at the site. This is not a feld measurement but
is the number of feet as measured above a datum point specifed on the
navigation permit.
In the case of a swing or bascule bridge, the clearance should be measured
with the bridge in the closed position. In the case of a vertical lift bridge, the
clearance should be measured with the bridge in the raised or open position.
If the Navigation Control code has been coded or N, enter zeros in this
feld to indicate there is no navigational clearance.
nav_horiz_clrnc Navigation Horizontal Clearance (Required)
WB73 - 90
FHWA Item 040 This feld contains the minimum horizontal clearance allowable for
navigational purposes. If the Navigation Control code has been coded 1,
this feld will show the number of feet (to the nearest foot rounded down)
of minimum horizontal clearance between fenders (If any), or the minimum
clear distance between piers or bents. This is the measurement shown on
the navigation permit and may be less than the actual clearance distance
measured on site.
If the Navigation Control code has been coded or N, enter zeros in this
feld to indicate there is no navigational clearance.
Page 2-48 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
Figure WB73 - 97
/ 042
/ 096
/ 054
/ 054
Washington State Bridge Inspection Manual Page 2-49
December 2006
Bridge Inventory Coding Guide
vert_lift_min_clrnc Vertical Lift Minimum Navigation Clearance (Required)
WB73 - 94
FHWA Item 116 For vertical lift bridges, this value indicates the minimum vertical clearance
for navigational purposes when the bridge is in the closed position (that is,
when the bridge allows vehicular traffc to cross).
If the Navigation Control code has been coded 1 and the bridge is a vertical
lift bridge, this feld will show the number of feet (to the nearest foot rounded
down) of minimum vertical clearance imposed at the site. This is the number
of feet as measured above a datum point specifed on a navigation permit.
If the Navigation Control code has been coded 1, but the bridge is not
a vertical lift bridge, leave the feld blank.
aprch_width Approach Roadway Width (Fatal)
WB73 - 97
FHWA Item 032 This is the normal width to the nearest foot of the roadway approaching
the bridge. This measurement should include the width of shoulders If the
shoulders have been constructed so that they are maintained fush with the
adjacent traffc lane and are structurally consistent with these traffc lanes.
This measurement should disregard localized widening. Grass or dirt
adjacent to the traffc lanes but not within the maintained roadway should not
be considered part of the approach roadway for this item.
For bridges with closed medians, the normal width of the median between
the roadways approaching the bridge should not be included in this
measurement. Where there is a variation between the approach widths at
either end of the bridge, code the narrowest of the approach widths in this
feld. See Figure WB73 - 97.
Page 2-50 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
nominal_skew_angle Skew Angle (Fatal)
WB73 - 100
FHWA Item 034 The skew angle is a measurement of the angle of intersection between the
centerline of a pier and a line drawn perpendicular to the roadway centerline.
This angle is coded to the nearest whole degree. See Figure WB73 - 100.
If the bridge is not skewed, enter 00 in this feld. If the skew angle varies
from pier to pier, enter the average skew angle, provided it is a representative
fgure. If it is not, code 99 in this feld to indicate that a major variation
exists in the skew angles measured from the separate piers supporting the
bridge.

Skew
Angle
Figure WB73 - 100
fared_fag Flared Flag (Fatal)
WB73 - 102
FHWA Item 035 This code indicates whether or not the width of the bridge varies (or fares).
Although there may be other causes, generally such variance is the result
of ramps converging or diverging from the structures through lanes. Minor
widening at the four corners of the bridge (i.e., for aesthetic reasons) is not to
be considered a fare.
N No, bridge does not fare.
Y Yes, bridge fares.
Washington State Bridge Inspection Manual Page 2-51
December 2006
Bridge Inventory Coding Guide
on_under_code Inventory Route On /Under (Fatal)
WB74 - 32 FHWA Item 005A This feld identifes whether the route being
inventoried is carried on or is under the bridge. It cannot be overemphasized
that all route-oriented data must agree in the coding as to whether the route
being inventoried ison or under the bridge.
For all records, there are data elements related to the structure and data
elements related to the inventory route. The data elements related to
the structure (structure data) will not change whether you are coding for
the route on the bridge or for the route under the bridge. However, the
data elements related to the inventory route (crossing data) are related
to the specifc route being inventoried.
These two data element types are maintained in two separate tables in the
database and are related to each other by the Structure Identifer and
a Crossing Key. The Crossing Key is created from the owner code, route
number, and mile post to create a unique addressing code for each crossing.
Therefore, each bridge will have only one structure record but may have
multiple crossing records.
In order for the computer to keep multiple crossings related to their structure
elements, it uses a fag known as the Main listing and Secondary listing
fag. All structure records are related to the Main listing. The frst or only
crossing record for a route is also related to the Main listing. The same is
true for under routes where no on record is coded, such as a tunnel.
However, where a record for a route is coded on a bridge and another
record(s) will be coded for a route(s) under the same bridge, there must
be a Secondary listing(s) created. This Inventory Coding Form was not
designed to report Secondary listings. Regardless of whether the code in this
feld is 1 or 2, this report always displays the Main listing information.
For Secondary listings, another form must be used. If your agency has
a bridge over a federal aid route that fts into this category, contact the Bridge
Engineer for Local Agencies for the proper procedures.
For entering the code in this feld for the Main listing, use one of the
following codes:
Code Description
1 Route being inventoried is On the bridge.
2 Route being inventoried is Under the bridge. This would be the code
for a single route under the bridge, for tunnels, pedestrian, and
railroad undercrossings or even a building.
A-Z Multiple routes go Under the bridge. The code A will be used
for the most important of the multiple routes on separate roadways
under the bridge. Z will be for the 26th route under the bridge. The
level of importance is determined by STRAHNET designation and
the highway class.
Page 2-52 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
If the code entered here is 2 or A-Z, only the following felds need to be
entered:
Field Name WSBIS Code FHWA No.
Location WB71 - 56 009
Latitude WB71 - 88 016
Longitude WB71 - 96 017
Features Intersected WB72 - 32 006A
Facilities Carried WB72 - 56 007
FIPS Place Code WB72 - 76 004
Toll WB72 - 85 020
Parallel Structure WB72 - 88 101
Temporary Structure WB72 - 89 103
Critical WB72 - 90 06B
Year Built WB73 - 32 027
Bridge Length WB73 - 40 049
NBIS Length WB73 - 46 112
Maximum Span Length WB73 - 48 048
Lanes On WB73 - 52 028A
Lanes Under WB73 - 54 028B
Min Vertical Clearance Under Bridge WB73 - 74 054B
Vertical Underclearance Code WB73 - 78 054B
Minimum Lateral Underclearance Right WB73 - 79 055B
Lateral Underclearance Code WB73 - 82 055A
Minimum Lateral Underclearance Route Left WB73 - 83 056
On/Under WB74 - 32 005A
Highway Class WB74 - 33 005B
Service Level WB74 - 34 005C
Route Number WB74 - 35 005D
Mile Post WB74 - 40 01}
ADT On Inventory Route WB74 - 45 029
Truck ADT PCT WB74 - 51 109
ADT Year WB74 - 53 030
National Highway System WB74 - 83 104
Base Highway Network WB74 - 84 012
Strahnet WB74 - 85 100
Fed Funct Class WB74 - 87 026
National Truck Net WB74 - 89 110
Lane Use Direction WB74 - 90 102
Horizontal Clearance Route Dir WB74 - 91 047
Horizontal Clearance Reverse Dir WB74 - 95 047
Max Vertical Clearance Route Dir WB74 - 99 110
Detour Length WB74 - 103 119
Main Span Material WB75 - 32 043A
Main Span Design WB75 - 33 043B
Service On WB75 - 44 042A
Service Under WB75 - 45 042B
Washington State Bridge Inspection Manual Page 2-53
December 2006
Bridge Inventory Coding Guide
Tunnels shall be coded as an under record only; that is, they shall not be
coded as a bridge carrying highway traffc.
hwy_class Inventory Route Highway Class (Fatal)
WB74 - 33
FHWA Item 005B This code identifes what type of highway the inventoried route is on using
the following:
1 Interstate highway
2 U.S. numbered highway
3 State highway
4 County road
5 City street
6 Federal lands road
7 State lands road
8 Other (include toll roads not otherwise identifed.)
When two or more routes are concurrent, the highest class of route will be
used. The hierarchy is in the order listed above.
serv_level_ Inventory Route Service Level (Fatal)
WB74 - 34
FHWA Item 005C This code describes the designated level of service provided by the
inventoried route:
1 Mainline (most local agency bridges)
2 Alternate
3 Bypass
4 Spur
6 Business
7 Ramp or Y
8 Service and/or unclassifed Frontage Road
None of the above
route Route (Fatal)
WB74 - 35
FHWA Item 005D The number of the inventory route on (or under) the bridge must be entered
in this feld. County agencies should enter the County Road Log Number
as the inventory route number. City agencies should enter a route number
If one has been assigned. If not, the city can enter any unique number
in this feld; however, rather than arbitrarily assigning a random number, it
is recommended that city agencies enter their city number code. This will
ensure that two cities within the same county will not enter an identical route
number.
Example:
If the bridge is located on highway 14, code 00014.
If the bridge is located in Sprague, code 01225.
Page 2-54 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
traffc_fow Milepost (Fatal)
WB74 - 40
FHWA Item 01 The Linear Referencing System (LRS) milepost is used to establish the
location of the bridge on the Base Highway Network (see WB74 - 84).
It must be from the same LRS Inventory Route and milepost system as
reported in the Highway Performance Monitoring System (HPMS). The
milepost coded in this item directly relates to WB74 - 67 and WB74 - 77,
the LRS Inventory Route, and Subroute Number.
This item must be coded for all bridges reportable to the NBI. Code a fve-
digit number to represent the milepost distance in miles to the nearest
hundredth (with an assumed decimal point). For bridges carrying the
Inventory Route, code the milepost at the beginning of the bridge (i.e.,
the lowest milepost on the bridge). When the Inventory Route goes under
the bridge (WB74 - 32 coded 2 or A-Z), then code the milepost on the
underpassing route where the bridge is frst encountered.
For records where mileposts are not provided, use a logical referencing
system. Mileposts of zero are undesirable. Mileposts may be coded for
bridges that are not located on the Base Highway Network; however,
WB74 - 84, Base Highway Network shall be coded 0 for these records.
The milepost is coded aligned to the assumed decimal point and zero flled
where needed to fll the fve digits.
Examples Code
milepost is 130.34 13034
milepost is 9.60 00960
adt ADT on the Inventory Route (Required)
WB74 - 45
FHWA Item 029 This is the Average Daily Traffc (ADT) volume carried on the route being
inventoried. If bridges on a divided highway are coded as parallel, then
the ADT is the volume carried on the individual bridge, not the cumulative
volume carried on the route. The determined ADT volume must be no more
than four (4) years old. Add leading zeros to fll all spaces in the feld.
adt_truck_pct Truck ADT Percentage (Required)
WB74 - 51
FHWA Item 109 This is the percentage of the ADT volume that is truck traffc. It does not
include vans, pickups, or other light delivery trucks. Code to the nearest
whole percent.
adt_year ADT Year (Required)
WB74 - 53
FHWA Item 030 This is the year in which the estimate of the ADT volume was determined.
If the year entered in this feld is more than four years in the past, a new ADT
volume must be determined and entered in the ADT (WB74 - 45) and the
year the ADT was determined in this feld.
Washington State Bridge Inspection Manual Page 2-55
December 2006
Bridge Inventory Coding Guide
future_adt Future ADT (Required)
WB74 - 57
FHWA Item 114 This is the ADT volume that the inventory route is expected to carry 20 years
in the future. This feld may be updated whenever a new projection is made.
The feld must be updated any time the projected date of this forecast is less
than 17 years, but not more than 22 years from the current year.
This volume is intended to provide a basis for forecasting future construction
needs.
future_adt_year Future ADT Year (Required)
WB74 - 63
FHWA Item 115 This is the year for which WB74 - 57 has been projected.
This date must be at least 17, but no more than 22 years from the current
year. If the date in this feld is outside these limits, then a new value will be
required for WB74 - 57 and a new year will need to be entered in this feld.
lrs_route Linear Referencing System Route (Required)
WB74 - 67
FHWA Item 013A If WB74 - 84, Base Highway Network, has been or is to be coded , then
this feld should be left blank.
The LRS inventory route and subroute numbers are a 12-digit code
composed of two segments. These items must correspond to the LRS
inventory route and subroute numbers reported by Washington State for the
Highway Performance Monitoring System (HPMS).
If WB74 - 84, Base Highway Network, has been coded 1, the LRS inventory
route number is ten digits, right justifed, and zero flled. The code can be
alphanumeric but cannot contain blanks. The LRS inventory route number
is not necessarily the same as the route number posted along the roadway,
but is a number used to uniquely identify a route within at least a county and
perhaps throughout the state.
George will identify where this can be located.
Example 1: WB74 - 84 has been coded zero, structure carries route 99
WB74 - 67 LRS code will be: blank
Example 2: WB74 - 84 has been coded one, structure carries route 99
WB74 - 67 LRS code will be: 0000000099
lrs_sub_route LRS Sub Route (Required)
WB74 - 77
FHWA Item 013B If WB74 - 84, Base Highway Network, has been or is to be coded 0, then this
two-digit feld should be left blank.
This is the second segment of the LRS inventory route number. It is
a number that uniquely identifes portions of an inventory route sections
where duplicate mileposts occur or where a route passes through another
agencies jurisdiction. If there is no sub route number, code 00 in this
segment.
Page 2-56 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
fed_aid_route Federal Aid Route Number (Required)
WB74 - 79 If the route being inventoried is a federal aid highway, enter its federal aid
route number in this feld.
Federal Aid Route Numbers are shown on the Statewide National Functional
Classifcation System Maps. These maps are located at local agency
planning departments or at WSDOT Service Center Planning.
If the bridge is not on a federal aid highway, the feld should be flled with
zeros.
fed_hwy_system_ National Highway System (Required)
WB74 - 83
FHWA Item 104 This item shall be coded for all records in the inventory. For the inventory
route identifed in WB74 - 35, indicate whether the inventory route is on
the NHS or not on that system. This code shall refect an inventory route
on the NHS as described in the TRANSPORTATION EQUITY ACT FOR
THE 21ST CENTURY (TEA21). State of Washington National Highway
System Maps are located at local agency planning departments or at WSDOT
Service Center Planning.
If more than one federal aid highway is carried on or under the bridge,
indicate only the classifcation of the more primary route.
0 Inventory Route is not on the NHS.
1 Inventory Route is on the NHS.
base_hwy_net Base Highway Network (Fatal)
WB74 - 84
FHWA Item 012 This item shall be coded for all records in the inventory, both on and under
records.
For the inventory route identifed in WB74 - 35 (Route), indicate whether or
not the inventory route is a part of the Base Highway Network.
The Base Highway Network includes the through lane (mainline) portions
of the NHS system, rural and urban principal arterials, and rural minor
arterials. Ramps, frontage roads, and other roadways are not included in the
Base Highway Network. If WB74 - 87 (Federal Function Class) is coded
one of the following: 01, 02, 06, 11, 12, 14, this feld should be coded 1.
0 Inventory route is not on the Base Highway Network.
1 Inventory route is on the Base Highway Network.
Washington State Bridge Inspection Manual Page 2-57
December 2006
Bridge Inventory Coding Guide
strahnet_hwy STRAHNET Highway (Required)
WB74 - 85
FHWA Item 100 This item shall be coded for all records in the inventory.
For identifcation of STRAHNET routes, see the State of Washington
National Highway System map. State of Washington Highway System maps
are located at local agency planning departments or at WSDOT Service
Center Planning.
For the inventory route identifed in WB74 - 35, indicate STRAHNET
highway status using one of the following codes:
0 The inventory route is not a STRAHNET highway.
1 The inventory route is an Interstate STRAHNET highway.
2 The inventory route is a non-Interstate STRAHNET highway.
3 The inventory route connects with a Department of Defense facility.
fed_lands_hwy_ Federal Lands Highway (Required)
WB74 - 86
FHWA Item 105 This code identifes bridges on roads which lead to and traverse through
federal lands. These bridges may be eligible to receive funding from the
Federal Lands Highway Program.
Washington State Forest Highways maps can be found in the Emergency
Relief chapter of the Local Agencies Guidelines (LAG) manual.
As of January 1, 2000, there are three Land Management Systems. There are
two in Douglas County and one in Lincoln County.
Use one of the following codes:
0 Not Applicable
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
For defnition of IRR (Indian Reservation Roads), see Title 23 USC
Section 101.
Page 2-58 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
fed_functional_class Federal Functional Class (Required)
WB74 - 87
FHWA Item 026 This code describes the Federal Functional classifcation of the inventory
route as classifed according to Statewide National Functional Classifcation
System maps. Statewide National Functional Classifcation System maps
are located at local agency planning departments or WSDOT Service Center
Planning.
Separate codes are used to distinguish roadways located in rural or in urban
areas. Routes shall be coded rural If they are not inside a designated urban
area, Codes 08, 09, 17 and 19 are for roads off the Federal Aid System. See
WB74 - 79, Federal Aid Route Number to reference whether the bridge is on
or off the Federal Aid Route system.
Rural Codes
01 Principal Arterial-Interstate
02 Principal Arterial-Other
06 Minor Arterial
07 Major Collector (Federal Aid Secondary)
08 Minor Collector
09 Local
Urban Codes
11 Principal Arterial-Interstate
12 Principal Arterial-Other Freeway or Expressway
14 Other Principal Arterial
16 Minor Arterial
17 Collector
19 Local
nat_truck_ntwrk_ National Truck Network (Required)
WB74 - 89
FHWA Item 110 A one letter code is entered in this feld to indicate whether the inventory
route carried on or under the bridge is part of the National Network for
Trucks. This network includes the Interstate System and the Federal Aid
Primary System. Routes considered to be a part of the Federal Aid Primary
System are rural arterials and their extensions into or through urban
areas in existence on June 1, 1991 (as identifed in the Code of Federal
Regulations (23 CFR 658)). Roadways on this network are available for
use by commercial motor vehicles of the dimensions and confgurations
described in the Code of Federal Regulations.
Y Inventory route is part of the National Truck Network.
N Inventory route is not part of the National Truck Network.
Washington State Bridge Inspection Manual Page 2-59
December 2006
Bridge Inventory Coding Guide
F
i
g
u
r
e

W
B
7
4

-
6
7

t
h
r
o
u
g
h

8
9
Page 2-60 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
lane_direction_ Lane Use Direction (Required)
WB74 - 90
FHWA Item 102 Code the direction of traffc on the inventory route identifed in WB74 - 35
as a one-digit number using one of the codes below. This item must be
compatible with other traffc-related items such as WB73 - 52, WB73 - 56,
WB74 - 45, and WB74 - 91.
0 No highway traffc carried.
1 One-way traffc carried.
2 Two-way traffc carried.
3 Two-way and reversible traffc carried.
4 Reversible traffc only carried.
5 Two-way traffc carried on one-lane bridge
(curb-to-curb distance must be < 16).
horiz_clrnc_route Horizontal Clearance, Route Direction (Required)
WB74 - 91
FHWA Item 047 This clearance is the maximum horizontal distance available for wide loads
moving across (or under) the bridge or culvert. This measurement should be
coded in feet and inches. See Figure WB74 - 91.
For undivided highways (or one-way ramps or streets), the measurement
of horizontal clearance is taken from one side of the roadway to the other.
The measurement of horizontal clearance for divided highways is taken
only for one side of the roadway, which carries traffc in the direction
of increasing mileposts or, in the absence of mileposts, toward the east
or north. The measurement of horizontal clearance for the lanes carrying
traffc in the opposite direction, called the Reverse Direction, is entered
in WB74 - 95 (Horizontal Clearance Reverse Direction).
If the inventory route is carried on the bridge, measure and code the smallest
distance between the inside faces of the bridge rail, nonmountable curbs, or
the truss members.
If the inventory route is carried under the bridge, measure and code the
smallest distance between a substructure element and the median barrier.
(If the horizontal clearance is restricted by an embankment, measure to the
toe of the slope.)
Washington State Bridge Inspection Manual Page 2-61
December 2006
Bridge Inventory Coding Guide
Figure WB74 91 through 95
Inventory Route
A B
Horizontal Clearance
Route Direction = A+B
UNDIVIDED HIGWAY
DIVIDED HIGHWAY
Reverse Direction
(Decreasing Mileposts)
Route Direction
(Increasing Mileposts)
Horizontal Clearance
Reverse Direction = B
Horizontal Clearance
Route Direction = A
B
Curb
Looking ahead on mile posting
A
KMA
Page 2-62 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
horiz_clrnc_rvrs Horizontal Clearance, Reverse Direction (Required)
WB74 - 95
FHWA Item 047 This is the minimum horizontal clearance for that side of the divided
roadway which carries traffc in the direction of decreasing mileposts, or,
in the absence of mileposts, to the south or west (see Figure WB74 - 91).
This is called the reverse direction. The measurement should be coded
in feet and inches.
If the inventory route is not a divided highway, leave this feld blank.
vert_clrnc_route_max Maximum Vertical Clearance Route Direction
WB74 - 99
FHWA Item 010 A value must be entered in this feld to indicate If any height restrictions
(imposed by this bridge) apply to loads carried on the inventory route. This
measurement is coded in feet and inches. If the inventory route is carried
on or under the bridge, code the vertical clearance for the 10-foot width
of the traveled part of the roadway which will allow passage of the highest
vehicle without striking the bridge. The maximum vertical height allowed
in any 10 foot roadway width is the least vertical clearance in the 10 foot
width of the roadway with the maximum vertical clearance. If there is no
vertical restriction caused by the bridge, leave the feld blank (see Figure
WB74 - 99).
Figure WB74 - 99
Washington State Bridge Inspection Manual Page 2-63
December 2006
Bridge Inventory Coding Guide
detour_length Detour Length (Fatal)
WB74 - 103
FHWA Item 019 The detour length is the distance a vehicle, when starting at one end of the
bridge, must travel along the shortest alternate route to reach the opposite
end of the bridge. The total detour length is coded to the nearest mile. To
be an acceptable detour, an alternate route must be a public road and must
be able to provide a similar level of load-carrying capacity as the inventory
route (see Figure WB74 - 103).
If the bridge is at an interchange and a ground-level bypass or the other side
of a parallel bridge can be used as the detour route, code in this feld.
If the bridge is not at an interchange and a ground level bypass or parallel
bridge can be used as a detour route, code 1.
If the bridge is on a dead-end road where there is no alternate route, or If the
distance that must be traveled is greater than 98 miles, code 99 in the feld.
Figure WB74 - 103
Page 2-64 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
Washington State Bridge Inspection Manual Page 2-65
December 2006
Bridge Inventory Coding Guide
fed_main_material_ Main Span Material (Required)
WB75 - 32
FHWA Item 043A This code describes the kind of material and /or design used in the bridges
main span.
When coding this feld, indicate the composition of the superstructures main
load carrying member. That is, If the bridge has a concrete deck carried on
timber stringers, code 7 (for timber). Or, If the bridge has a concrete deck
carried on steel beams, code 3 (for steel).
1 Concrete
2 Concrete continuous
3 Steel
4 Steel continuous
5 Prestressed concrete
6 Prestressed concrete continuous
7 Timber
8 Masonry
9 Aluminum, wrought iron, cast iron
0 Other
Both pre-tensioned concrete and post-tensioned concrete are considered
prestressed concrete.
fed_main_design_ Main Span Design (Required)
WB75 - 33
FHWA Item 043B This code describes the predominant type of design and/or type
of construction used in the bridges main span. This is a Fatal Field for
WSDOT only.
01 Slab
02 Stringer/multi-beam or girder
03 Girder and foorbeam system
04 Tee beam
05 Box beam/box girder-multiple
06 Box beam/box girder-single or spread
07 Rigid frame
08 Orthotropic
09 Truss-deck
10 Truss through (Includes Pony Truss)
11 Arch-deck
12 Arch through (With or without overhead lateral bracing)
13 Suspension
14 Stayed girder
15 Movable-lift
16 Movable-bascule
17 Movable-swing
18 Tunnel
19 Culvert
Page 2-66 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
21 Segmental box girder
22 Channel beam (bathtub unit)
22 Channel beam (bathtub unit)

00 Other
fed_aprch_material_ Approach Span Material (Required)
WB75 - 35
FHWA Item 044A This code identifes the kind of material used in the bridges approach spans.
1 Concrete
2 Concrete continuous
3 Steel
4 Steel continuous
5 Prestressed concrete
6 Prestressed concrete continuous
7 Timber
8 Masonry
9 Aluminum, wrought iron, cast iron
0 Other
When coding this feld, indicate the composition of the superstructures main
load carrying member. That is, If the bridge has a concrete deck carried on
timber stringers, code 7 (for timber). Or, If the bridge has a concrete deck
carried on steel beams, code 3 (for steel).
fed_aprch_design_ Approach Span Design (Required)
WB75 - 36
FHWA Item 044B This code identifes the predominant type of design and/or type
of construction used in the bridges approach spans. BMS element
descriptions may differ from the following approach span design types.
01 Slab
02 Stringer/multi-beam or girder
03 Girder and foorbeam system
04 Tee beam
05 Box beam/box girder-multiple
06 Box beam/box girder-single or spread
07 Rigid frame
08 Orthotropic
09 Truss-deck
10 Truss-through
11 Arch-deck
12 Arch-through
13 Suspension
14 Stayed girder
15 Movable-lift
16 Movable-bascule
17 Movable-swing
18 Tunnel
19 Culvert
Washington State Bridge Inspection Manual Page 2-67
December 2006
Bridge Inventory Coding Guide
20 Mixed types
21 Segmental box girder
22 Channel beam (bathtub unit)
22 Channel beam (bathtub unit)

00 Other
main_span_qty Number of Main Spans (Required)
WB75 - 38
FHWA Item 045 This is the number of spans in the main or major unit of the bridge. A bridge
will contain at least one span. Most bridges will contain a main unit with
no approach spans. In such cases, code the number of spans in this feld
and enter zeroes in WB75 - 41. If the bridge contains a main section and
approach sections, code the number of spans in the main section only in this
feld, and code the number of spans in the approach section(s) in WB75 - 41.
aprch_span_qty Number of Approach Spans (Required)
WB75 - 41
FHWA Item 046 This is the number of spans in the approach(es) to the main section of the
bridge.
If the bridge has no approach spans, enter zeros.
serv_on_code Service On (Fatal)
WB75 - 44
FHWA Item 042A This feld describes the type of service carried on the bridge.
1 Highway
2 Railroad
3 Pedestrian exclusively
4 Highway and railroad
5 Highway and pedestrian
6 Overpass bridge 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
serv_under_code Service Under (Required)
WB75 - 45
FHWA Item 042B This feld describes the type of service under the bridge.
1 Highway, with or without pedestrian traffc
2 Railroad
3 Pedestrians exclusively
4 Highway and railroad
5 Waterway
6 Highway and waterway
7 Railroad and waterway
8 Highway, waterway, and railroad
9 Relief for waterway
0 Other
Page 2-68 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
fed_deck_type Deck Type (Required)
WB75 - 46
FHWA Item 107 This is the federal code for the type of deck system on the bridge.
If the deck is composed of more than one type of material, indicate what type
of material is the most predominant.
If the bridge is a culvert and the roadway is carried on fll, code N to
indicate that the deck type is not applicable. WB75 - 47, Wearing Surface,
WB75 - 48, Membrane, and WB75 - 49, Deck Protection will also be coded
N in this case.
1 Concrete cast-in-place
2 Concrete precast panels
3 Steel grating-open
4 Steel grating-flled with concrete
5 Steel plate (including orthotropic)
6 Corrugated steel
7 Aluminum
8 Treated timber
9 Untreated timber
Other
A Filled arches
B Precast integral with beam
N Not applicable (bridge has no deck)
fed_wear_surf Wearing Surface (Required)
WB75 - 47
FHWA Item 108A This is the federal code for the type of wearing surface on the bridge deck.
1 Concrete
2 Integral concrete (non-modifed concrete layer added)
3 Latex modifed or other modifed concrete
4 Low slump concrete
5 Protective overlays (epoxy, methyl methacrylate, polyester)
6 Bituminous (i.e., ACP or BST)
7 Timber
8 Gravel (ballast)
9 Other
None (traffc does not ride on wearing surface)
N Not applicable (bridge has no deck)
Washington State Bridge Inspection Manual Page 2-69
December 2006
Bridge Inventory Coding Guide
fed_membrane Membrane (Required)
WB75 - 48
FHWA Item 108B This is the federal code for the type of deck membrane used on the bridge.
1 Built-up (roofng tar or liquid asphalt)
2 Preformed fabric
3 Epoxy
8 Unknown
9 Other
None
N Not applicable (bridge has no deck)
fed_deck_prot Deck Protection (Required)
WB75 - 49
FHWA Item 108C This is the federal code for the type of deck-protective system on the bridge.
1 Epoxy coated reinforcing
2 Galvanized reinforcing
3 Other coated reinforcing bar
4 Cathodic protection
6 Polymer impregnated
7 Internally sealed
8 Unknown
9 Other
None
N Not applicable (bridge has no deck)
design_load_ Design Load (Required)
WB75 - 50
FHWA Item 031 This code expresses the type and amount of live load the bridge has been
designed to carry. Classify any other loading, when feasible, using the
nearest equivalent valid code.
Description
1 H 10
2 H 15
3 HS 15
4 H 20
5 HS 20
6 HS 20 + Military Mod
7 Pedestrian
8 Railroad
9 HS 25
0 Other or Unknown
A HL-93
B HS-30
Page 2-70 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
oper_rtng_meth Operating Rating Method (Required)
WB75 - 51
FHWA Item 063 Code this feld with one of the following codes to indicate which load rating
method was used to determine the Operating Rating for this bridge. FHWA
has chosen the Load Factor Method as the standard for computing Operating
and Inventory ratings reported to the NBI. For proper coding, see load rating
section of Chapter 5.
Code Description
F Load Factor
W Working Stress
L Load and Resistance Factor
T Load Testing
N No rating analysis was performed
A Administrative
oper_rtng_tons Operating Rating Tons (Required)
WB75 - 52
FHWA Item 064 This feld contains a value which indicates the absolute maximum gross
weight (in tons) to which the bridge may be subjected for the type of vehicle
used in the operating rating.
HS loading shall be used in the rating. The following conditions will apply:
If the bridge will not carry a minimum of 3 tons of live load, code zeros,
and consistent with the direction of the AASHTO Manual for Condition
Evaluation of Bridges, it shall be closed.
If the bridge has been closed, code zeros.
If the bridge is a temporary bridge, code zeros in this feld (since there
is no permanent bridge) even though the temporary bridge is rated for as
much as a full legal load.
If the bridge is shored up or repaired on a temporary basis, it is
considered a temporary bridge and should be coded as If the shoring
were not in place.
Code 99 for a bridge under suffcient fll such that according to AASHTO
design the live load is insignifcant in the bridge load capacity.
Washington State Bridge Inspection Manual Page 2-71
December 2006
Bridge Inventory Coding Guide
invt_rtng_meth Inventory Rating Method (Required)
WB75 - 54
FHWA Item 065 Code this feld with one of the codes listed below to indicate which load
rating method was used to determine the Inventory Rating coded for this
bridge. FHWA has chosen the Load Factor Method as the standard for
computing Operating and Inventory rating reported to the NBI.
Code Description
F Load Factor
W Working Stress
L Load and Resistance Factor
T Load Testing
N No rating analysis was performed
A Administrative
invt_rtng_tons Inventory Rating Tons (Required)
WB75 - 55
FHWA Item 066 This is the capacity rating, in tons, which results in a load level which can
safely utilize an existing bridge for an indefnite period of time. HS loading
shall be used in the rating. The following conditions will apply:
If the bridge has been closed, code zeros.
If the bridge is a temporary bridge, code zeros in this feld (since there
is no permanent bridge) even though the temporary bridge is rated for as
much as a full legal load.
If the bridge is shored up or repaired on a temporary basis, it is
considered a temporary bridge and should be coded as If the shoring
were not in place.
Code 99 for a bridge under suffcient fll such that according to AASHTO
design the live load is insignifcant in the bridge load capacity.
design_exception_date Design Exception Date (Optional)
WB75 - 57 If a design exception has been granted by the FHWA to permit a deviation
from required standards, this is the effective date of FHWA approval.
For example, If approval to build a one-lane bridge on a low volume road
was granted, enter the date approval was given for this exception. Indicate
the date in the MMDDYYYY format. If no design exception has been
granted, leave the feld blank.
fed_aid_project Federal Aid Project (Optional)
WB75 - 65 This is the most recent federal aid project number under which federal
funds have been used for construction or reconstruction from the year
1970 forward.
Left justify and leave unused columns blank. If the construction work has
been assigned more than one federal aid project number, enter the number
for the most recently completed (or current) portion of the project. If federal
funds have not been used, leave the feld blank.
Page 2-72 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
border_state_code Border Bridge State Code (Required)
WB75 - 85
FHWA Item 098A For bridges which do not cross a Washington State border, leave this feld
blank.
This is the code of the neighboring state with which Washington State,
or a Local Agency within Washington State, shares responsibility for
improvements on the existing bridge which crosses state borders. Valid
codes are:
160 Idaho
410 Oregon
CAN Canada
border_pct Border Bridge Percent (Required)
WB75 - 88
FHWA Item 098B For bridges which do not cross a Washington State border, leave the feld
blank.
This is the percentage of responsibility a neighboring state accepts for
improvements on an existing bridge which crosses state borders.
Code the percentage of square footage of the existing bridge that the
neighbor is responsible for funding.
border_structure_id Border Bridge Structure Identifer (Required)
WB75 - 90
FHWA Item 099 If the bridge does not cross a Washington State border, leave this feld blank.
This is the neighboring states 15 character National Bridge Inventory
Structure Number.
The entire 15 character feld must be flled in exactly, including any blank
spaces and any leading, trailing, or imbedded zeros.
The Bridge Inspection Report (BIR) NBI section has numbers in parentheses
that refect the inventory form WB76. For example, WB 76 - 57, Structural
Adequacy Appraisal, is (657) on the BIR.
Washington State Bridge Inspection Manual Page 2-73
December 2006
Bridge Inventory Coding Guide
Type Field Name WSBIS FHWA
ItemInspection Elements
Reqd. Routine Inspection Frequency WB76 - 32 091
Fatal Date of Last Routine Inspection WB76 - 34 090
Optl. Routine Inspection Hours on Site WB76 - 42
Reqd. Inspectors Initials WB76 - 46
Fatal Inspectors Certifcation Number WB76 - 49
Optl. Co-Inspectors Initials WB76 - 54
Adequacy Appraisals
Gen. Structural WB76 - 57 067
Gen. Deck Geometry WB76 - 58 068
Gen. Underclearance WB76 - 59 069
Reqd. Operating Level WB76 - 60 070
Reqd. Alignment WB76 - 61 072
Reqd. Waterway WB76 - 62 071
Inspection Conditions
Reqd. Overall Deck Condition WB76 - 63 058
Optl. Drain Condition WB76 - 64
Optl. Drain Status WB76 - 65
Optl. Deck Scaling Severity WB76 - 66
Optl. Deck Scaling Percent WB76 - 67
Optl. Deck Rutting WB76 - 69
Optl. Deck Exposed Steel Code WB76 - 70
Reqd. Superstructure Overall WB76 - 71 059
Optl. Curb Condition WB76 - 72
Optl Sidewalk Condition WB76 - 73
Optl. Paint Condition WB76 - 74
Optl Number of Utilities WB76 - 75
Reqd. Substructure Condition WB76 - 76 060
Reqd. Channel Protection WB76 - 77 061
Reqd. Culvert Condition WB76 - 78 062
Reqd. Pier / Abutment Protection WB76 - 79 111
Reqd. Scour WB76 - 80 113
Reqd. Approach Roadway Condition WB76 - 81
Optl. Retaining Walls Condition WB76 - 82
Optl. Pier Protection Condition WB76 - 83
Reqd. Traffc Safety, Bridge Rails WB76 - 840 36A
Reqd. Traffc Safety, Bridge Rails WB76 - 850 36B
Reqd. Traffc Safety, Bridge Rails WB76 - 860 36C
Reqd. Traffc Safety, Bridge Rails WB76 - 870 36D
Bridge Condition Inspection Fields
Table WB76 - 32
Page 2-74 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
inspn_freq Routine Inspection Frequency (Required)
WB76 - 32
FHWA Item 091 This is the number of months between consecutive routine inspections.
The standard maximum frequency of NBI bridges for Routine Inspections is
24 months.
last_inspn_date Date of Last Routine Inspection (Fatal)
WB76 - 34
FHWA Item 090 This is the date the most recent routine inspection was performed on this
bridge.
inspn_hours Routine Inspection Hours on Site (Optional)
WB76 - 42 This is the total number of inspection hours (to the tenth of an hour) that the
inspection team spent on the bridge during a Routine Inspection.
inspr_initials Inspectors Initials (Required)
WB76 - 46 These are the initials of the inspector whose certifcation number appears
in WB76 - 49.
cert_no Inspectors Certifcation Number (Fatal)
WB76 - 49 This is the certifcation number of the lead inspector at the bridge site
performing the routine inspection.
co_inspr_initials Co-Inspectors Initials (Optional)
WB76 - 54 These are the initials of the individual who assisted the lead inspector
in performing a routine inspection.
Adequacy Appraisal There are six felds used to appraise the adequacy of the bridge in relation
to the level of service it provides on the highway system of which it is a part.
To make this appraisal, the present condition of the bridge is compared to
the condition of a new bridge built to current standards for that particular
classifcation of road (with the exception of underclearance).
The appraisal codes for Structural Adequacy Appraisal, Deck Geometry
Appraisal, and Underclearance Adequacy Appraisal are computed
automatically by the WSBIS system.
The appraisal codes for Operating Level, Alignment Adequacy Appraisal,
and Water Way Adequacy Appraisal are not computed automatically and
must be entered by the bridge inspector. See the feld descriptions that
follow.
Washington State Bridge Inspection Manual Page 2-75
December 2006
Bridge Inventory Coding Guide
structure_adqcy Structural Adequacy Appraisal (Generated)
WB76 - 57
FHWA Item 067 The value in this feld is generated by the WSBIS system and rates the
adequacy of the structures condition, taking into account any major
structural defciencies. This rating is based on the overall condition of the
superstructure, substructure, the inventory rating, and the ADT.
Table WB76 - 57 explains how the inventory rating may further lower this
code. The code for this item is no higher than the lowest of the condition
codes for Superstructure Overall, Substructure Condition, or Culvert
Condition.
ADT Structural
Adequacy
Appraisal
Rating Code
0-500 501-5000 >5000
Inventory Rating HS Truck (Tons)
Not applicable 9
36 36 36 8
31 31 31 7
23 25 27 6
18 20 22 5
12 14 18 4
Inventory rating less than value in rating codeof 4 and
requiring corrective action.
3
Inventory rating is less than above and bridgerequires
replacement, WB78 - 44 is coded 31 or 32.
2
Bridge is closed and requires replacement.
Structural Adequacy Appraisal Rating
Table WB76 - 57
Page 2-76 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
deck_geometry_aprsl Deck Geometry Appraisal (Generated)
WB76 - 58
FHWA Item 068 The value in this feld is generated by the WSBIS system. This is the
adequacy appraisal rating of the bridges deck geometry. The level of service
provided by the bridge is evaluated with respect to the highway system
of which it is a part. This appraisal is based on the number of traffc lanes,
the curb-to-curb width, the minimum vertical clearance over the bridge deck,
the ADT, and the federal functional classifcation.
The following Tables, WB76 - 58A through E, explain how the values are
determined with respect to the highway system of which the bridge is a part.
The lowest code determined from the tables is used.
Curb-to-Curb Bridge Roadway Width (In feet)
Deck Geometry
Appraisal
Rating Code
Average Daily Traffc (ADT) (Both Directions)
0-100 101-400 401-1000 1001-2000 2001-5000 >5000
Not applicable 9
32 36 40 44 > 44 > 44 8
28 32 36 40 44 44 7
24 28 30 34 40 44 6
20 24 26 28 34 38 5
18 20 22 24 28 32 (28) 4
16 18 20 22 26 30 (26) 3
Bridge is open and has a width less than required for a rating code of 3 and
WB78 - 44 is coded 31.
2
Bridge is closed.
NOTES:
1. For bridges longer than 200 feet, use the values shown in parentheses.
2. Use the lower rating code for roadway widths between those shown.
3. For bridges with 3 or more undivided lanes of 2-way traffc, use Table WB76 - 58C under
the column NUMBER of LANES (Other Roadways).
Deck Geometry Appraisal Rating 2-Lane Bridge With 2-Way Traffc
Table WB76 - 58A
Washington State Bridge Inspection Manual Page 2-77
December 2006
Bridge Inventory Coding Guide
Curb-to-Curb Bridge Roadway Width (In feet)
Deck Geometry
Appraisal Rating Code
Average Daily Traffc (ADT) (Both Directions)
0-100 >100
Not applicable 9
1511 - 8
15 - 7
14 - 6
13 - 5
12 - 4
11 1511 3
Bridge is open and has a width less than required for a rating
code of 3 and WB78 - 44 is coded 31.
2
Bridge is closed.
NOTES:
1. Use the lower rating code for a roadway widths between those shown.
2. All single lane bridges with a deck width less than 16 feet and an ADT > 100
should be rated at 3 or below.
Deck Geometry Appraisal Rating 1-Lane Bridge With 2-Way Traffc
Table WB76 - 58B
Page 2-78 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
Curb-to-Curb Bridge Roadway Width (In feet)
Two or More Lanes in Each Direction
Deck Geometry
Appraisal
Rating Code
Number of Lanes
(Interstate)
Number of Lanes
(Other Roadways)
2 Lanes > 2 Lanes 2 Lanes > 2 Lanes
Not applicable 9
42 12N + 24 42 12N + 18 8
40 12N + 20 38 12N + 15 7
38 12N + 16 36 12N + 12 6
36 12N + 14 33 11N + 10 5
34 (29) 11N + 12
(11N + 7)
30 11N + 6 4
33 (28) 11N + 11
(11N + 6)
27 11N + 5 3
Bridge is open and has a width less than required for rating code of 3 and
WB78 - 44 is coded 31.
2
Bridge is closed
NOTES:
1. N = Number of traffc lanes.
2. Use the lower rating code for roadway widths between those shown.
3. For bridges longer than 200 feet, use the values shown in parentheses.
Deck Geometry Appraisal Rating Bridges With 2-Way Traffc
Table WB76 - 58C
Washington State Bridge Inspection Manual Page 2-79
December 2006
Bridge Inventory Coding Guide
Bridge/Ramp Width (In feet)
Deck Geometry
Appraisal Rating Code
Number of Lanes
1 Lane > 1 Lane
Not applicable 9
26 12N + 12 8
24 12N + 10 7
22 12N + 8 6
20 12N +6 5
18 12N +4 4
16 12N + 2 3
Bridge is open and has deck width less than required for
a rating code of 3 and WB78 - 44 is coded 31.
2
Bridge is closed.
NOTES:
1. N = Number of traffc lanes.
2. Use the lower rating code for a roadway width between those shown.
Deck Geometry Appraisal Rating Bridges or Ramps With 1-Way Traffc
Table WB76 - 58D
Page 2-80 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
Functional Class
Deck
Geometry
Appraisal
Rating Code
Interstate and
Other Freeway
Other
Principal
and Minor
Arterials
Major
and Minor
Collectors
and Locals
Designated
Routes*
Undesignated
Routes*
Minimum Vertical Clearance
Not Applicable 9
170 160 166 166 8
169 156 156 156 7
166 146 146 146 6
159 143 143 143 5
150 140 140 140 4
Vertical clearance is less than value for rating of 4; corrective action
is required.
3
Vertical clearance is less than value for rating of 4 and WB78 - 44
is coded 31; replacement is required.
2
Bridge is closed.
NOTES:
*Use the frst column (Designated Routes) for all routes except designated routes in urban
areas where there is an alternative interstate of freeway facility with a minimum clearance of at
least 160. Use the second column (Undesignated Routes) for all undesignated interstate or
freeway facilities.
1. Use the lower rating code for any vertical clearance measurements between those shown.\
Deck Geometry Appraisal Rating
Table WB76 - 58E
Washington State Bridge Inspection Manual Page 2-81
December 2006
Bridge Inventory Coding Guide
underclrnc_aprsl Underclearance Adequacy Appraisal (Generated)
WB76 - 59
FHWA Item 069 The code for this feld is generated by the WSBIS system.
It rates the adequacy of the bridges underclearance. This appraisal is based
on the vertical and lateral underclearances beneath the bridge as related
to the federal functional classifcation of the roadway carried beneath the
bridge. If the bridge is not over a highway or a railroad, the feld will be
set to 9.
See Tables WB76 - 59A and B for an explanation of how the values
are calculated.
Functional Class
Under-
clearance
Adequacy
Appraisal
Rating Code
Interstate and
Other Freeway
Other
Principal
and Minor
Arterials
Major
and Minor
Collectors
and Locals
Railroads
Designated
Routes*
Undesignated
Routes*
Minimum Vertical Underclearance
Not Applicable 9
170 160 166 166 230 8
169 156 156 156 226 7
166 146 146 146 220 6
159 143 143 143 210 5
150 140 140 140 200 4
Vertical clearance is less than value for rating of 4; corrective action is
required.
3
Vertical clearance is less than value for rating of 4 and WB 78 - 44 is coded
31; replacement is required.
2
Bridge is closed.
NOTES:
*Use the frst column (Designated Routes) for all routes except designated routes in urban
areas where there is an alternative interstate of freeway facility with a minimum clearance
of at least 160. Use the second column (Undesignated Routes) for all undesignated interstate
or freeway facilities.
1. Use the lower rating code for any vertical clearance measurements between those shown.
Underclearance Adequacy Appraisal Rating
Table WB76 - 59A
Page 2-82 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
Functional Class
Under-
clearance
Adequacy
Appraisal
Rating Code
1-Way Traffc 2-Way Traffc
Railroads
Principal Arterials
(Interstate, etc.)
Other
Principal
and Minor
Arterials
Major
and Minor
Collectors
and Locals
Main Line Ramp
Lt. Rt. Lt. Rt.
Minimum Lateral Underclearance (Feet)
Not Applicable 9
30 30 4 10 30 12 20 8
18 21 3 9 21 11 17 7
6 12 2 8 12 10 14 6
5 11 2 6 10 8 11 5
4 10 2 4 8 6 8 4
Underclearance is less than value for rating of 4; corrective action is
required.
3
Underclearance is less than value for rating of 4 and WB 78 - 44 is coded
31; replacement is required.
2
Bridge is closed.
NOTES:
1. Use the lower rating code for any underclearance measurements between those shown.
2. Use the value from the Right Ramp column to determine the rating code when
acceleration or deceleration lanes or ramps are provided under 2-way traffc.
Underclearance Adequacy Rating
Table WB76 - 59B
Washington State Bridge Inspection Manual Page 2-83
December 2006
Bridge Inventory Coding Guide
safe_load_code Operating Level (Required)
WB76 - 60
FHWA Item 070 This appraisal is a consideration of the relationship between the load that
may legally use the bridge and the desired load capacity for this type
of bridge in the state of Washington. It is to be based on the bridges
operating rating.
When the maximum legal load allowed in the state exceeds the operating
rating, the bridge must be posted. This is in accordance with the
requirements of the NBIS. Agencies, however, may elect to post bridges at
lower rating capacities. If this is done, WB72 - 93 may show that the bridge
is posted while the feld may show that posting is not required. Such coding
information is not in confict but is acceptable and correct.
If the bridge is a temporary bridge, the operating level appraisal rating must
refect its actual load-carrying capacity at the operating rating. The rating
should be made based on the loads the bridge is actually carrying. This also
applies to bridges which have been shored up or repaired on a temporary
basis.
Refer to Table WB76 - 60 and the Federal coding guide to determine the
proper code to enter in this feld (see Figure 5.03A-1 for AASHTO Trucks).
Code
Relationship of
Operating Rating to Maximum Legal Load
Operating Rating (Tons)
Type
3
Type
3S2
Type
3-3
5 Equal to or above legal load; no posting is required. 25.0 36.0 40.0
4 0.1% to 9.9% below legal load; posting is required. 22.5 32.4 36.0
3 10.0% to 19.9% below legal load; posting is required. 20.0 28.8 32.0
2 20.0% to 29.9% below legal load; posting is required. 17.5 25.2 28.0
1 30.0% to 39.9% below legal load; posting is required. 15.0 21.6 24.0
Greater than 39.9% below legal load; posting
is required.
<15.0 < 21.6 < 24.0
Note: These codes are to be used as a guide for coding purposes only. They are not intended
to be used for design or posting considerations.
Operating Level Appraisal Rating
Table WB76 - 60
Page 2-84 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
alignment_aprsl Alignment Adequacy Appraisal (Required)
WB76 - 61
FHWA Item 072 The evaluation of the approach roadway alignment is based on an
assessment of how that alignment relates to the general alignment of the
section of highway the bridge is on. The approach roadway alignment is
not intended for comparison to current standards, but rather to the existing
highway alignment. This feld identifes bridges which do not function
properly or safely due to the alignment of their approach roadways.
Speed reductions necessary because of the width of the bridge deck will not
be considered.
The following codes are to be used:
9 Not applicable (non-vehicular traffc use).
8 No reduction in speed required for vehicle as it approaches
the bridge.
6 Minor reduction in speed required for vehicle as it approaches
the bridge.
3 Horizontal or vertical curvature of approach roadway requires
substantial reduction in the speed of vehicle as it approaches
the bridge.
waterway_aprsl Waterway Adequacy Appraisal (Required)
WB76 - 62
FHWA Item 071 This item appraises the waterway opening with respect to passage of fow
beneath the bridge. The following codes shall be used in evaluating
waterway adequacy (interpolate where appropriate). Site conditions may
warrant somewhat higher or lower rating than indicated by Table WB76 - 62
(i.e., fooding of an urban area due to a restricted bridge opening).
The frequency of overtopping means the following:
Remote greater than 100 years
Slight 11 to 100 years
Occasional 3 to 10 years
Frequent less than 3 years
Adjectives describing traffc delays mean the following:
Insignifcant Minor inconvenience. Highway passable in
a matter of hours.
Signifcant Traffc delays of up to several days.
Severe Long-term delays to traffc with resulting hardship.
Washington State Bridge Inspection Manual Page 2-85
December 2006
Bridge Inventory Coding Guide
Description
Functional Class*
1 2 3
Code
Bridge not over a waterway 9 9 9
Bridge deck and roadway approaches above
food(high) water elevations. Chance of overtopping
remote.
8 8 8
Bridge deck above roadway approaches. Slight
chanceof overtopping roadway approaches.
7 7 8
Slight chance of overtopping bridge deck and
roadwayapproaches.
6 6 7
Bridge deck is higher than approaches.
Occasionalovertopping of roadway approaches with
insignifcantdelays.
4 5 6
Bridge deck is higher than approaches.
Occasionalovertopping of roadway approaches with
signifcantdelays.
3 4 5
Occasional overtopping of both bridge deck and
roadwayapproaches with signifcant delays.
2 3 4
Frequent overtopping of both bridge deck and
roadwayapproaches with signifcant delays.
2 2 3
Occasional or frequent overtopping of both bridge
deckand roadway approaches with severe delays.
2 2 2
Bridge closed - hydraulics problem
*FUNCTIONAL CLASS:
1 = Principal arterials, interstates, freeways, or expressways.
2 = Other principal arterials, minor arterials, and major collectors.
3 = Minor collectors and local roadways.
Waterway Adequacy Appraisal Rating
Table WB76 - 62
Condition
Rating Codes Codes are entered in WB76 - 63 to WB76 - 83 to describe (rate) the
current condition of the existing, in-place bridge as compared to its as built
condition. WB76 - 71 and WB76 - 76 are based on the overall condition
of the bridge elements that comprise either the superstructure or substructure.
Condition codes are properly used when they provide an overall
characterization of the general condition of the entire set of components
being rated. They are improperly used If they attempt to describe localized
or nominally occurring instances of deterioration or disrepair. In assigning
condition codes, therefore, the engineer should consider both the severity
of deterioration or disrepair and the extent to which it is widespread
throughout the components being rated.
Page 2-86 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
The existing condition of the bridge should be the only consideration
in making these evaluations. The fact that a bridge may be posted or may
have been designed for less than the current legal load should have no
bearing on the evaluation of its present condition. Similarly, the fact that
portions of a bridge are being supported or strengthened by temporary braces
should not be considered. In such instances, the bridge is to be rated as
If the temporary braces were not in place.
A completed bridge not yet open to traffc should be coded as If it were open
to traffc.
Use Table WB76 - 63A to determine the proper code to enter for all primary
load carrying bridge members (i.e., superstructure, substructure, etc.). Use
Table WB76 - 64 to determine the proper code to enter for all secondary
bridge members (i.e., curbs, sidewalks, rails, etc.). Where other coding
values are appropriate, the feld description will specify what codes to enter.
deck_overall_cond Overall Deck Condition (Required)
WB76 - 63
FHWA Item 058 This item describes the overall condition rating of the deck. BMS will
address local conditions (see Chapter 4). Rate
and code the deck condition in accordance with the general condition ratings
by using Table WB76 - 63A Condition Codes for Primary Bridge Members
(Deck) based on a visual inspection and/or Table WB76 - 63B Condition
Rating Guide for Deck Conditions/Overall based on deck testing results
(chloride, delamination, rebar cover).
Use a code of 9 for culverts and other bridges without a deck (i.e., flled
arch bridge).
The condition of the wearing surface/protective system, joints, expansion
devices, curbs, sidewalks, parapets, facias, bridge rail, and scuppers shall
not be considered in the overall deck evaluation. However, their condition
should be noted on the inspection form.
Decks integral with the superstructure will be rated as a deck only and may
infuence the superstructure rating (for example, rigid frame, slab, deck
girder or T-beam, voided slab, box girder, etc.). The superstructure of an
integral deck-type bridge will not infuence the deck rating.
If deck testing has been completed then the deck condition rating will
be determined from the lowest rating obtained from Tables WB76 - 63A
and WB76 - 63B. If deck testing has not been completed, then the deck
condition rating will be based only on Table WB76 - 63A.
If the bridge has a concrete deck that has been rehabilitated with a protective
concrete overlay (such as Latex or Microsilica) then the deck shall be rated
based on Table WB76 - 63A. The deck testing results and Table WB76 - 63B
will no longer be used to determine the deck condition rating in this case.
Washington State Bridge Inspection Manual Page 2-87
December 2006
Bridge Inventory Coding Guide
For slab type bridges, deck condition codes shall match the superstructure
condition code.
9 Not Applicable.
8 Very Good Condition. No problems noted.
7 Good Condition. Some minor problems.
6 Satisfactory Condition. Structural elements show some
minordeterioration.
5 Fair Condition. All primary structural elements are sound but
mayhave defciencies such as minor section loss, deterioration,
cracking,spalling, or scour.
4 Poor Condition. Advanced defciencies such as section
loss,deterioration, cracking, spalling, orscour.
3 Serious Condition. Loss of section, deterioration, spalling, or
scourhave seriously affected primary structural components.
Local failuresare possible. Fatigue cracks in steel or shear cracks
in concrete maybe present.
2 Critical Condition. Advanced deterioration of primary
structuralelements. Fatigue cracks in steel or shear cracks
in concrete maybepresent or scour may have removed
substructure support. Unlessclosely monitored, it may be
necessary to close the bridge untilcorrective action is taken.
1 Imminent Failure Condition. Major deterioration or section
losspresent in critical structural components or obvious vertical
orhorizontal movement affecting structure stability. Bridge is
closedtotraffc but corrective action may put back in light service.
Failed Condition. Out of service. Beyond corrective action.
Condition Rating for Primary Bridge Members (Deck)
Table WB76 - 63A
Page 2-88 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
Rebar Cover
Visible
Cracking
Visible Spalls &/or
Delamination
Chloride Content
at Rebar Level
Code
N/A N/A N/A N/A 9
No exposed Rebar Minor Shrinkage None
None
> 1# / C.Y.
8
No exposed Rebar
Minor Medium
Longitudinal/
Transverse
None
None
> 2# / C.Y.
7
Random Exposed
Rebar
Medium Map
Cracking
< 1% (of deck area)
< 20% has
> 2# / C.Y.
6
Exposed Rebar<
1% (of deck area)
Extensive Map
Cracking
1% - 2%
(of deck area)
21-40% has
> 2# / C.Y.
5
Exposed Rebar >
1% (of deck area)
Extensive Cracking
w/ Rebar Corrosion
2% - 5% (of deck
area)
41-60% has
> 2# / C.Y.
4
N/A N/A> 5% (of deck area)
> 60% has> 2# /
C.Y.
3
Condition Rating Guide for Deck Conditions/Overall
Table WB76 - 63B
drain_cond Drains Condition (Optional)
WB76 - 64 This is the condition rating of the drains in the bridge deck.
A rating of 5 should be used to indicate the drains are completely plugged
with dirt and debris. Use Table WB76 - 64 Condition Rating for Secondary
Bridge Members (Drains).
9 Not Applicable.
8 Very Good Condition. No problems noted.
7 Good Condition. Some minor problems.
6 Satisfactory Condition. Structural elements show some
minordeterioration.
5 Fair Condition. All primary structural elements are sound but
mayhave defciencies such as minor section loss, deterioration,
cracking,spalling, or scour.
4 Poor Condition. Advanced defciencies such as section
loss,deterioration, cracking, spalling, or scour.
Condition Rating for Secondary Bridge Members (Drains)
Table WB76 - 64
Washington State Bridge Inspection Manual Page 2-89
December 2006
Bridge Inventory Coding Guide
drain_status_ Drains Status (Optional)
WB76 - 65 This code describes the present status of the drains on the bridge.
0 Drains do not exist
1 Drains exist as built
2 Drains have been permanently blocked
3 Drains have been replaced by another type
4 Drains have been disconnected
9 Drains status is unknown
deck_scaling_ Deck Scaling Severity (Optional)
WB76 - 66 This code describes the severity of any deck scaling present.
The amount and type of deterioration present in the top surface of concrete
bridge decks is to be rated. If the bridge does not have a concrete deck (for
example, it has an asphalt overlay or a steel or timber deck), code N.
N None
L Light (scaling up to 1/4 deep)
M Moderate (scaling up to 1/2 deep)
H Heavy (scaling or spalls up to 1 deep)
S Severe (over 1 deep)
deck_scaling_pct Deck Scaling Percent (Optional)
WB76 - 67 This value is the percentage of the total deck area where scaling and/or
spalling are present. It includes any areas which have been patched.
In scaled areas of more than 1 percent, estimate the percentage at 5 percent
increments. The amount and type of deterioration present in the top surface
of concrete bridge decks is to be calculated. If the bridge does not have
a concrete deck (for example, it has an asphalt overlay or a steel or timber
deck), code 00.
deck_rutting_ Deck Rutting (Optional)
WB76 - 69 The amount and type of deterioration present in the top surface of concrete
bridge decks is to be rated using the following codes. If the bridge does not
have a concrete deck (i.e., it has an asphalt overlay or a steel or timber deck),
code .
8 No wear
7 Exposed aggregate
5 Visible wheel track rutting
3 Wheel track rutting has exposed reinforcing steel
0 Not applicable
Page 2-90 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
deck_exposed_steel_ Deck Exposed Steel (Optional)
WB76 - 70 This code describes the degree to which the deck area shows exposed
reinforcing steel.
The amount and type of deterioration present in the top surface of concrete
bridge decks is to be rated. If the bridge does not have a concrete deck (for
example, it has an asphalt overlay or a steel or timber deck), code .
8 None
7 Some cracking in deck over reinforcing steel
5 0 to 5 percent of deck area shows exposed reinforcing steel
3 More than 5 percent of deck area shows exposed reinforcing steel
0 Not applicable
superstructure_cond Superstructure Overall (Required)
WB76 - 71
FHWA Item 059 This item describes the physical condition of all structural members
comprising the superstructure. Rate and code the condition in accordance
with the previously described general condition ratings. BMS will address
local conditions (see Chapter 4). Code 9 for all culverts.
The condition of secondary members such as bracing, diaphragms, bearings,
joints, paint system, etc., shall not be included in this rating, except
in extreme situations, but should be noted on the inspection form.
On bridges where the deck is integral with the superstructure, the
superstructure condition rating may be affected by the deck condition.
The resultant superstructure condition rating may be lower than the deck
condition rating where the girders have deteriorated or been damaged.
Use Table WB76 - 71 Condition Rating for Primary Bridge Members
(Superstructure).
Washington State Bridge Inspection Manual Page 2-91
December 2006
Bridge Inventory Coding Guide
9 Not Applicable.
8 Very Good Condition. No problems noted.
7 Good Condition. Some minor problems.
6 Satisfactory Condition. Structural elements show some
minordeterioration.
5 Fair Condition. All primary structural elements are sound but
mayhave defciencies such as minor section loss, deterioration,
cracking,spalling, or scour.
4 Poor Condition. Advanced defciencies such as section
loss,deterioration, cracking, spalling, orscour.
3 Serious Condition. Loss of section, deterioration, spalling, or
scourhave seriously affected primary structural components.
Local failuresare possible. Fatigue cracks in steel or shear cracks
in concrete maybe present.
2 Critical Condition. Advanced deterioration of primary
structuralelements. Fatigue cracks in steel or shear cracks
in concrete maybepresent or scour may have removed substructure
support. Unlessclosely monitored, it may be necessary to close the
bridge untilcorrective action is taken.
1 Imminent Failure Condition. Major deterioration or section
losspresent in critical structural components or obvious vertical
orhorizontal movement affecting structure stability. Bridge is
closedtotraffc but corrective action may put back in light service.
Failed Condition. Out of service. Beyond corrective action.
Condition Rating for Primary Bridge Members (Superstructure)
Table WB76 - 71
Page 2-92 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
curb_cond Curb Condition (Optional)
WB76 - 72 This is the condition rating of any curbs located on the bridge. Use Table
WB76 - 72 Condition Rating for Secondary Bridge Members (Curbs).
9 Not Applicable.
8 Very Good Condition. No problems noted.
7 Good Condition. Some minor problems.
6 Satisfactory Condition. Structural elements show some
minordeterioration.
5 Fair Condition. All primary structural elements are sound but
mayhave defciencies such as minor section loss, deterioration,
cracking,spalling, or scour.
4 Poor Condition. Advanced defciencies such as section
loss,deterioration, cracking, spalling, orscour.
Condition Rating for Secondary Bridge Members (Curbs)
Table WB76 - 72
sdwk_cond Sidewalk Condition (Optional)
WB76 - 73 This is the condition rating of any sidewalks which are an integral part
of or are attached to the bridge. This rating considers the condition of any
structural members (i.e., stringers, etc.) which may support the sidewalk.
To be considered a sidewalk, the member must be greater than or equal to
three feet in width. Use Table WB76 - 73 Condition Rating for Secondary
Bridge Members (Sidewalk).
9 Not Applicable.
8 Very Good Condition. No problems noted.
7 Good Condition. Some minor problems.
6 Satisfactory Condition. Structural elements show some
minordeterioration.
5 Fair Condition. All primary structural elements are sound but
mayhave defciencies such as minor section loss, deterioration,
cracking,spalling, or scour.
4 Poor Condition. Advanced defciencies such as section
loss,deterioration, cracking, spalling, orscour.
Condition Rating for Secondary Bridge Members (Sidewalk)
Table WB76 - 73
Washington State Bridge Inspection Manual Page 2-93
December 2006
Bridge Inventory Coding Guide
paint_cond Paint Condition (Optional)
WB76 - 74 This feld contains the condition rating of any paint applied to the bridge to
protect the primary structural steel members.
If paint has been applied only on secondary members such as bridge rails or
light posts, code 9 in this feld.
9 Not applicable.
8 Bridge has recently been painted.
7 Paint is in good condition with only minor weathering.
6 Bridge needs to be painted within fve years.
5 Bridge needs to be painted within three years.
4 Bridge needs to be painted within two years.
A paint code of 5 or 4 needs to have at least one paint inspection form
completed as part of the inspection report in the bridge fle. The bridge is
also a candidate for paint testing.
utilities_qty Number of Utilities (Optional)
WB76 - 75 This feld indicates the number of franchise utilities attached to the bridge.
Utilities include but are not limited to water pipes, sewer lines,
telephone lines, power lines, and gas lines. Conduit for electricity used on
the bridge is not considered a utility. a conduit cluster (i.e., a telephone
cluster) is considered one utility.
This feld is not used to evaluate the condition of utilities on the bridge, only
the number of utilities present.
If more than nine utilities are attached to the bridge, code 9. If there are
no utilities, code . If the number of utilities is not known, leave this feld
blank.
substructure_cond Substructure Condition (Required)
WB76 - 76
FHWA Item 060 This item describes the overall physical condition of piers, abutments,
piles, fenders, footings, or other components. Rate and code the condition
in accordance with the previously described general condition ratings. Code
9 for all culverts. BMS will address local conditions (see Chapter 4)
The condition of secondary members such as bracing, diaphragms, bearings,
joints, paint system, etc., shall not be included in this rating, except
in extreme situations, but should be noted on the inspection form.
The rating given by WB76 - 80, Scour, may have a signifcant effect on
this item If scour has substantially affected the overall condition of the
substructure.
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Bridge Inventory Coding Guide
The substructure condition rating shall be made independent of the deck and
superstructure.
Integral-abutment wing walls to the frst construction or expansion joint
shall be included in the evaluation. For non-integral superstructure and
substructure units, the substructure shall be considered as the portion below
the bearings.
Use Table WB76 - 76 Condition Rating for Primary Bridge Members
(Substructure).
9 Not Applicable.
8 Very Good Condition. No problems noted.
7 Good Condition. Some minor problems.
6 Satisfactory Condition. Structural elements show some
minordeterioration.
5 Fair Condition. All primary structural elements are sound but
mayhave defciencies such as minor section loss, deterioration,
cracking,spalling, or scour.
4 Poor Condition. Advanced defciencies such as section
loss,deterioration, cracking, spalling, orscour.
3 Serious Condition. Loss of section, deterioration, spalling, or
scourhave seriously affected primary structural components.
Local failuresare possible. Fatigue cracks in steel or shear cracks
in concrete maybe present.
2 Critical Condition. Advanced deterioration of primary
structuralelements. Fatigue cracks in steel or shear cracks
in concrete maybepresent or scour may have removed
substructure support. Unlessclosely monitored, it may be
necessary to close the bridge untilcorrective action is taken.
1 Imminent Failure Condition. Major deterioration or section
losspresent in critical structural components or obvious vertical
orhorizontal movement affecting structure stability. Bridge is
closedtotraffc but corrective action may put back in light service.
Failed Condition. Out of service. Beyond corrective action.
Condition Rating for Primary Bridge Members (Substructure)
Table WB76 - 76
Washington State Bridge Inspection Manual Page 2-95
December 2006
Bridge Inventory Coding Guide
channel_prot Channel Protection (Required)
WB76 - 77
FHWA Item 061 This item describes the physical conditions associated with the fow of water
beneath the bridge such as stream stability and the condition of the channel,
riprap, slope protection, or stream control devices including spur dikes. The
inspector should be particularly concerned with visible signs of excessive
water velocity which may affect undermining of slope protection, erosion
of banks, and realignment of the stream which may result in immediate or
potential problems. Accumulation of drift and debris on the superstructure
and substructure should be noted on the inspection form but not included
in the condition rating.
If more than one condition is present, enter the lowest of the codes that
apply. Use Table WB76 - 77.
DevicesDescription Code
Bridge is not over a waterway. 9
Protected, well vegetated banks. No river control devices required
or they arein stable condition.
8
Bank protection needs minor repair. River control devices/slope
protectionshow minor damage. Banks and/or channel show minor
accumulation of drift.
7
Bank beginning to slump. River control devices/slope protection
showwidespread damage. Minor movement of streambed. Debris
restricts waterway.
6
Eroded bank protection. River control devices/slope protection
have majordamage. Trees and brush restrict waterway.
5
Banks severely undermined. River control devices/slope protection
havesevere damage. Large deposits of debris in waterway.
4
Failed bank protection. River control devices are destroyed.
Waterway haschanged course so it now threatens the bridge and/
or approach roadway.
3
Waterway has changed course to extent that bridge is now near
collapse.
2
Bridge closed - may be able to be repaired. 1
Bridge closed - beyond repair. 0
Rating for Channel and Channel Protection
Table WB76 - 77
Page 2-96 Washington State Bridge Inspection Manual
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Bridge Inventory Coding Guide
culvert_cond Culvert Condition (Required)
WB76 - 78
FHWA Item 062 This is the general overall condition rating of any bridge which is a culvert.
A culvert is defned in the FHWA Culvert Inspection Manual as a drainage
opening beneath an embankment, usually a pipe, which has been designed
to allow the even fow of water beneath a roadway and designed to take
advantage of submergence. This is a bridge with WB75 - 33 coded 19.
If the bridge is not a culvert, code 9 in this feld.
Any culvert with a clear opening of more than 20 feet when measured along
the center of the roadway, must be inventoried. In addition, any multiple
pipes with a total span of more than 20 feet and a clear distance between
openings of less than half of the smaller contiguous opening must also be
inventoried. Culverts or multiple pipes which measure less than 20 feet may
be inventoried at the agencys discretion.
When rating the general condition of the culvert, evaluate the alignment,
degree of settlement, and structural integrity. Wingwalls which have been
poured integral to the culverts frst construction or expansion joint should be
included in this evaluation. Refer to the FHWA Culvert Inspection Manual
for a detailed discussion regarding the inspection and rating of culverts. See
Figure WB76 - 78 and Table WB76 - 78A Rating for Concrete Culverts or
Table WB76 - 78B Rating for Metal Culverts.

When culvert condition is coded (not including 9), code the following
felds a 9.
Type Field Name WSBIS FHWA Item
Reqd. Overall Deck Dondition WB76 - 63 058
Reqd. Superstructure Overall WB76 - 71 059
Reqd. Substructure Condition WB76 - 76 060
Table WB76 - 78
Washington State Bridge Inspection Manual Page 2-97
December 2006
Bridge Inventory Coding Guide
Figure WB76 - 78
Page 2-98 Washington State Bridge Inspection Manual
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Description Code
Bridge is not a culvert. 9
No noticeable or noteworthy defects. 8
Cracking, light scaling and spalling which does not expose
reinforcing steel. Minor damage from drift. Insignifcant scouring
near wingwalls or pipes.
7
Minor deterioration, chloride contamination cracking, leaching, or
spalling. Minor scouring near wingwalls or pipes.
6
Moderate to major deterioration, cracking, leaching or spalling.
Minor settlement or misalignment. Moderate scouring or erosion at
wingwalls or pipes.
5
Major deterioration (large spalls, heavy scaling, wide cracks, open
construction joints, etc). Considerable settlement or misalignment.
Considerable scouring or erosion at wingwalls or pipes.
4
Extensive deterioration. Severe movement, differential settlement
of segments, loss of fll. Holes in walls or slab. Wingwalls nearly
severed. Severe scouring or erosion at wingwalls or pipes.
3
Collapsed wingwalls, severe settlement of roadway due to loss
of fll. Section failure of culvert. Complete undermining at wingwalls
or pipes.
2
Bridge closed - culvert may be able to be repaired. 1
Bridge closed - culvert beyond repair.
Rating for Concrete Culverts
Table WB76 - 78A
Washington State Bridge Inspection Manual Page 2-99
December 2006
Bridge Inventory Coding Guide
Description Code
Bridge is not a culvert 9
No noticeable or noteworthy defects. Bolts are in good condition,
in place, and tight.
8
Smooth, symmetrical curvature with superfcial corrosion and no
pitting. Bolts may have superfcial corrosion, are in place and tight.
7
Smooth curvature, non-symmetrical shape, and signifcant
corrosion or moderate pitting. Bolts may have signifcant corrosion
and 10 percent of the bolts in a panel seam maybe missing
or loose.
6
Signifcant distortion and defection in one section. Signifcant
corrosion or deep pitting. Bolts may have signifcant corrosion and
20 percent of the bolts in a panel seam maybe missing or loose.
5
Signifcant distortion and defection throughout. Extensive corrosion
or deep pitting. Bolts may have extensive corrosion and 30 percent
of the bolts in a panel seam maybe missing or loose.
4
Extreme distortion and defection in one section. Extensive
corrosion or deep pitting with scattered perforations. Bolts may
have extensive corrosion and 40 percent of the bolts in a panel
seam maybe missing or loose.
3
Extreme distortion and defection in one section. Extensive
perforations due to corrosion. Bolts may have extensive corrosion
and 50 percent of the bolts in a panel seam maybe missing or
loose.
2
Bridge closed - culvert may be able to be repaired. 1
Bridge closed - culvert beyond repair.
Rating for Metal Culverts
Table WB76 - 78B
Page 2-100 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
Description Code
Bridge is not a culvert 9
No noticeable or noteworthy defects 8
Insignifcant deterioration, decay or scour. No structural loss. 7
Minor deterioration, decay or scour. All primary structural elements
are sound.
6
Moderate deterioration, decay or scour. All primary structural
elements are sound but have some section loss.
5
Major deterioration, decay or scour. Advanced section loss or scour
that affects the load capacity of the structure.
4
Extensive deterioration, decay or scour. Advanced section loss or
scour that signifcantly affects the load capacity of the structure.
3
Severe deterioration, decay or scour. Critical structural members
have obvious vertical or horizontal movement affecting structural
stability.
2
Bridge closed - culvert may be able to be repaired. 1
Bridge closed - culvert beyond repair.
Rating for Timber Culverts
Table WB76 - 78C
pier_abutment_prot Pier / Abutment Protection (Required)
WB76 - 79
FHWA Item 111 This is only required If the bridge crosses a navigable channel. This item
contains a code which indicates the presence and adequacy of pier and/or
abutment navigation protection features (i.e., fenders and dolphins).
WB76 - 79 evaluates the adequacy of the pier protection features and is not
an evaluation of their general condition. WB76 - 83 is to be used for rating
their general condition. However, the adequacy evaluation of these features
should correspond to condition ratings entered in WB76 - 83 in the manner
noted.
If WB73 - 86 has not been coded 1, code N in this feld.
1 No pier protection is required.
2 Pier protection is in place and functioning properly
(it has a condition rating of 6, 7, or 8).
3 Pier protection is in place but is in a deteriorating condition
(it has a condition rating of 4 or 5),
4 Pier protection is in place but a reevaluation of its design is needed.
5 No pier protection is present but a reevaluation of the need for it
should be made.
N Not applicable.
Washington State Bridge Inspection Manual Page 2-101
December 2006
Bridge Inventory Coding Guide
scour_ Scour (Required)
WB76 - 80
FHWA Item 113 This rating is used to identify the current status of a bridge regarding its
vulnerability to scour. Details on conducting a scour analysis are included
in Chapter 5 of this manual. Whenever a rating factor of 4 or below is
determined for this item, the rating factor for WB76 - 76, Substructure may
need to be revised to refect the severity of actual scour and resultant damage
to the bridge. a scour critical bridge is one with abutment or pier foundations
which are rated as unstable due to (1) observed scour at the bridge site or (2)
a scour potential as determined from a scour evaluation study.
When a bridge inspector identifes an actual or potential scour problem, the
bridge must be further evaluated to determine whether or not it should be
considered scour critical. This evaluation process includes feld observations
by an individual (or individuals) with a knowledge of foundation, hydraulic,
and geotechnical engineering and may require that calculations of anticipated
scour depths be made.
See Figure WB76 - 80 and Table WB76 - 80 Rating for Scour.
Remove 6 from table add notation that 6 is no longer acceptable.
Page 2-102 Washington State Bridge Inspection Manual
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Bridge Inventory Coding Guide
Figure WB76 - 80
Washington State Bridge Inspection Manual Page 2-103
December 2006
Bridge Inventory Coding Guide
Description Code
Bridge is not over a waterway. N
Bridge with unknown foundation that has not been evaluated for
scour. Since risk cannot be determined, fag for monitoring during
food events and, If appropriate, closure
U
Bridge is over tidal waters and has not been evaluated for
scour. Considered low risk. Bridge will be monitored with regular
inspection cycle and with appropriate underwater inspections.
T
Bridge foundations (including piles) well above food water
elevations.
9
Bridge foundations determined stable for calculated/evaluated
scour conditions. Calculated/evaluated scour is above top
of footing. (Figure WB76 - 80, A)
8
Countermeasures have been installed to correct a previously
existing scour problem. Bridge is no longer scour critical.
7
Acode of 6 is no longer an acceptable value
Bridge foundations determined stable for evaluated scour
conditions. Scour is within limits of footing or piles. (Figure
WB 76 - 80B)
5
Bridge foundations determined stable for calculated scour
conditions: feld review indicates action is required to protect
exposed foundations from effects of additional erosion or
corrosion.
4
Bridge is scour critical; bridge foundations determined unstable for
calculated scour depths: 1) Within limits of footings or piles (Figure
WB 76 - 80B) Below footing base or pile tips (Figure WB76 - 80C)
3
Bridge is scour critical; feld review indicates that extensive scour
has occurred at bridge foundations. Immediate action is required
to provide scour countermeasures.
2
Bridge is scour critical; feld review indicates that failure of piers/
abutments is imminent. Bridge is closed to traffc.
1
Bridge is scour critical. Bridge has failed and is closed to traffc.
Rating for Scour
Table WB76 - 80
Page 2-104 Washington State Bridge Inspection Manual
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Bridge Inventory Coding Guide
aprch_cond Approach Roadway Condition (Optional)
WB76 - 81 This is the general physical condition rating of the approach roadway. This
evaluation takes into consideration visible signs of wear, cracking, spalling,
etc., but does not consider the alignment or width of this roadway.
9 Not applicable.
8 Smooth approach onto the bridge structure.
6 Less than 1 of settlement of the approach roadway causing minor
bouncing and load impact onto the bridge. Monitor the settlement.
3 More than 1 of settlement of the approach roadway causing bouncing
and load impact onto the bridge. Needs to be ACP feather repaired to
provide a smooth transition onto the bridge.
Note: Code 6 for well maintained gravel roads. Code 3 for gravel roads
in rough condition.
retaining_wall_cond Retaining Walls Condition (Optional)
WB76 - 82 This feld contains the general condition rating of any retaining walls
associated with the bridge. This evaluation should take into consideration
whether movement, cracking, or settling has occurred.
Wingwalls and curtain walls should not be considered under this code as they
are considered part of the abutment. Use Table WB76 - 82 Condition Rating
for Retaining Walls.
Washington State Bridge Inspection Manual Page 2-105
December 2006
Bridge Inventory Coding Guide
9 Not Applicable.
8 Very Good Condition. No problems noted.
7 Good Condition. Some minor problems.
6 Satisfactory Condition. Structural elements show some
minordeterioration.
5 Fair Condition. All primary structural elements are sound but
mayhave defciencies such as minor section loss, deterioration,
cracking,spalling, or scour.
4 Poor Condition. Advanced defciencies such as section
loss,deterioration, cracking, spalling, orscour.
3 Serious Condition. Loss of section, deterioration, spalling, or
scourhave seriously affected primary structural components.
Local failuresare possible. Fatigue cracks in steel or shear cracks
in concrete maybe present.
2 Critical Condition. Advanced deterioration of primary
structuralelements. Fatigue cracks in steel or shear cracks
in concrete maybepresent or scour may have removed substructure
support. Unlessclosely monitored, it may be necessary to close the
bridge untilcorrective action is taken.
1 Imminent Failure Condition. Major deterioration or section
losspresent in critical structural components or obvious vertical
orhorizontal movement affecting structure stability. Bridge is
closedtotraffc but corrective action may put back in light service.
Failed Condition. Out of service. Beyond corrective action.
Condition Rating for Retaining Walls
Table WB76 - 82
Page 2-106 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
pier_prot Pier Protection Condition (Optional)
WB76 - 83 This rating describes the general condition rating of any pier and/or abutment
protection features (i.e., fenders and dolphins) which have been put in place
to protect the bridge against collisions from vessels or objects in tow.
This feld is used for rating the general condition of the bridges pier
protection features and does not evaluate the adequacy of those features.
If no pier protection exists, code 9. Use Table WB76 - 83 Condition Rating
for Secondary Bridge Members (Pier Protection).
9 Not Applicable.
8 Very Good Condition. No problems noted.
7 Good Condition. Some minor problems.
6 Satisfactory Condition. Structural elements show some
minordeterioration.
5 Fair Condition. All primary structural elements are sound but
mayhave defciencies such as minor section loss, deterioration,
cracking,spalling, or scour.
4 Poor Condition. Advanced defciencies such as section
loss,deterioration, cracking, spalling, orscour.
Condition Rating for Secondary Bridge Members (Pier
Protection)
Table WB76 - 83
bridge_rail_adqcy Traffc Safety, Bridge Rails (Required)
WB76 - 84
FHWA Item 036A This code indicates whether or not the bridge railings meet current design
standards as established by the AASHTO Standards Specifcations for
Highway Bridges. To meet current design standards, bridge railings must be
capable of smoothly redirecting an impacting vehicle and meet current crash
test standards. Factors which may affect this capability are bridge rail height,
strength, type of material, and geometric design. See Figure WB76 - 84.
0 Does not meet currently acceptable standards or a feature is required
but not provided.
1 Meets currently acceptable standards.
N Not applicable, or not required, such as a non-vehicular bridge.
Washington State Bridge Inspection Manual Page 2-107
December 2006
Bridge Inventory Coding Guide
rail_trans_adqcy Traffc Safety, Transitions (Required)
WB76 - 85
FHWA Item 036B This rating indicates whether or not the transition between the bridge rail
and the approach guardrail meets current design standards. See Figure
WB76 - 87. To meet design standards, the transition must provide for the
following:
A gradual stiffening of the approach guardrail in a manner that will not
cause sagging or pocketing due to vehicle impact.
A frm attachment between the approach guardrail and the bridge by
a WSDOT Type F anchor, a WSDOT Type 3 beam guardrail anchor,
or extension of the concrete barrier.
A gradual tapering out of the curb ends.
0 Does not meet currently acceptable standards or a feature is required
but not provided.
1 Meets currently acceptable standards.
N Not applicable, or not required, such as a non-vehicular bridge.
aprch_rail_adqcy Traffc Safety, Guardrails (Required)
WB76 - 86
FHWA Item 036C This rating indicates whether or not the approach guardrail meets current
design standards. To meet standards, the approach guardrail should be
of adequate length, height, and structural quality to shield motorists from
bridge ends or from other hazards at the bridge site. Design standards are
given in the AASHTO Roadside Design Guide. See Figure WB76 - 87.
Does not meet currently acceptable standards or a feature is required
but not provided.
1 Meets currently acceptable standards.
N Not applicable, or not required, such as a non-vehicular bridge.
rail_end_adqcy Traffc Safety, Terminals (Required)
WB76 - 87
FHWA Item 036D This code indicates whether or not the terminals (guardrail ends) meet
current design standards. To meet standards, the terminals should either
be fared, buried, shielded, or able to break away. Design standards for
terminals are given in the AASHTO Roadside Design Guide. See Figure
WB76 - 87.
Does not meet currently acceptable standards or a feature is required
but not provided.
1 Meets currently acceptable standards.
N Not applicable, or not required, such as a non-vehicular bridge.
Page 2-108 Washington State Bridge Inspection Manual
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Bridge Inventory Coding Guide
rating_calc_ Rating (Optional)
WB76 - 88 This code indicates whether or not the load ratings WB75 - 52 and
WB75 - 55 need to be reviewed or calculated.
Y Yes, operating and/or inventory ratings need to be reviewed,
or original ratings need to be established.
N No, operating and/or inventory ratings need not be reviewed.
repair_status_ Repair Status (Optional)
WB76 - 89 The inspector should code this feld Y If there are recommended repairs.
Y Recommended repair add to Bridge Repair List items.
N No Recommended Repairs.
card_check_ Card Check (Optional)
WB76 - 90 This feld indicates that a Kardex card check is required as part of this
inspection. This is either a new or rebuilt bridge. Used by WSDOT
personnel only.
Y Yes, perform a card check as part of this inspection.
N No, do not perform a card check.
Washington State Bridge Inspection Manual Page 2-109
December 2006
Bridge Inventory Coding Guide
Approach Rail Requirements
Figures WB76 - 84 through WB76 - 87
2 way roadway
4 lanes or less
Approach guardrail required
where shown (Typ.)
2 way roadway
5 lanes or more
NOTES:
A. Approach guardrail required at all
corners for reversible lane bridges.
B. Approach guardrail may not be
Divided highways
required if the bridge is in an urban
area with sidewalks continuing well
beyond the bridge ends.
Guardrail
terminal
Approach guardrail
Curb face extension line
Transition Bridge
rail
APPROACH RAIL REQUIREMENTS
Bridge
end
Note: See Standard Plans Section C
for current standards.
Page 2-110 Washington State Bridge Inspection Manual
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inspn_photo_ Photographs (Optional)
WB76 - 91 This code identifes the types of photographs to be taken during this
inspection.
D Take deck photographs.
E Take elevation photographs.
P Take both deck and elevation photographs.
Leave this feld blank If photographs are not required. Use an asterisk to
remove a code.
inspn_season_ Season (Optional)
WB76 - 92 This feld specifes the time of year in which this bridge should be inspected,
either summer, winter, or another seasonal inspection.
L During low water
S Summer
W Winter
B Outside bird nesting season
F Outside fsh windows
K Call for utility
Use an asterisk to remove a code.
inspn_soundings_ Soundings (Optional)
WB76 - 93 This code indicates whether or not soundings of the streambed are required.
Y Soundings should be taken.
N Soundings need not be taken.
measure_clrnc_ Clearances (Optional)
WB76 - 94 This feld identifes which clearances need to be checked on a bridge.
C Measure both horizontal and vertical clearances.
H Measure horizontal clearances.
V Measure vertical clearances.
Leave this feld blank If clearances are not required. Use an asterisk to
remove a code.
monitor_structure_ Monitor Structure (Optional)
WB76 - 95 This feld prompts the inspector to review comments from the previous
inspection to identify what to monitor during an inspection.
Y Yes
N No
Washington State Bridge Inspection Manual Page 2-111
December 2006
Bridge Inventory Coding Guide
inspn_fracture_type Fracture Critical/UBIT Inspection, Type (Required)
WB77 - 32
FHWA Item 92A Code If a fracture critical inspection is required or whether an Under Bridge
Inspection Truck (UBIT) is needed.
U A Fracture Critical inspection is required (using a UBIT).
Y A Fracture Critical inspection is required (without using a UBIT).
I Requires UBIT for inspection, not Fracture Critical.
N No Fracture Critical inspection is required.
fracture_inspn_freq Fracture Critical/UBIT Inspection, Frequency (Required)
WB77 - 33
FHWA Item 92A A two-digit code representing the number of months between consecutive
fracture critical or UBIT inspections.
fracture_inspn_date Fracture Critical/UBIT Inspection Last Inspection Date (Fatal)
WB77 - 35
FHWA Item 93A The date on which the most recent fracture critical inspection was completed.
Code this feld in the mmddyyyy format.
fracture_inspn_hours Fracture Critical/UBIT Inspection Hours (Required)
WB77 - 43 The total number of inspection hours (to the nearest tenth of an hour) that the
inspection team spent on the bridge during the most recent fracture critical/
UBIT inspection. Use leading zeros.
fracture_inspr_initials Fracture Critical/UBIT Inspection Inspector (Optional)
WB77 - 47 The initials of the lead inspector of the inspection team who performed the
most recent fracture critical/UBIT inspection.
fracture_cert_no Fracture Critical/UBIT Inspector Identifcation No (Fatal)
WB77 - 50 The certifcation number of the lead inspector at the bridge site during the
most recent fracture critical /UBIT inspection.
fracture_co_ inspr_initials Fracture Critical/UBIT Co-Inspector (Optional)
WB77 - 55 The initials of the individual who assisted the lead inspector in performing
the most recent fracture critical /UBIT inspection.
inspn_underwater_type Underwater Inspection, Type (Required)
WB77 - 58
FHWA Item 92B The type of underwater inspection that is required for the bridge.
D Underwater inspection with a diver (and fathometer, If necessary)
is required.
N No underwater inspection is required.
O Other type of underwater inspection is required
(submarine, ROV, etc.).
W Underwater inspection w/o diver (wading) is required.
Page 2-112 Washington State Bridge Inspection Manual
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Bridge Inventory Coding Guide
underwater_inspn_freq Underwater Inspection, Frequency (Required)
WB77 - 59
FHWA Item 92B A two-digit code representing the number of months between consecutive
underwater inspections.
underwater_ inspn_date Underwater Inspection Last Inspection Date (Fatal)
WB77 - 61
FHWA Item 93B The date on which the most recent underwater inspection was completed.
Code this feld in the mmddyyyy format.
underwater_ inspn_hours Underwater Inspection Hours (Optional)
WB77 - 69 The total number of inspection hours (to the nearest tenth of an hour) that
the inspection team spent at the bridge during the most recent underwater
inspection. Use leading zeros.
underwater_ inspr_initials Underwater Inspection Inspector (Required)
WB77 - 73 The initials of the lead inspector of the inspection team who performed
the most recent underwater inspection.
underwater_cert_no Underwater Inspection Inspector Identifcation No (Fatal)
WB77 - 76 The certifcation number of the lead inspector at the bridge site during
the most recent underwater inspection.
underwater_co_ inspr_initials Underwater Inspection Co-Inspector (Optional)
WB77 - 81 The initials of the individual who assisted the lead inspector in performing
the most recent underwater inspection.
inspn_special_type Other Special Inspections, Type (Required)
WB77 - 84
FHWA Item 92C This feld identifes the type of special inspection that is required
for the bridge.
1 Movable bridge.
2 Floating bridge.
3 Suspension bridge.
4 Redundant pin/hanger bridge.
5 Segmental.
6 Ferry terminal.
7 High strength steel bridge.
8 Bridges with temporary supports (require intermediate inspections).
9 Cable stayed.
Other special features.
N No special inspection is required.
Washington State Bridge Inspection Manual Page 2-113
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Bridge Inventory Coding Guide
special_inspn_freq Special Inspection Frequency (Required)
WB77 - 85
FHWA Item 92C A two-digit code representing the number of months between consecutive
special inspections.
special_inspn_date Special Inspection Date (Fatal)
WB77 - 87
FHWA Item 93C The date on which the most recent special inspection was completed.
Code this feld in the mmddyyyy format.
special_inspn_hours Special Inspection Hours (Optional)
WB77 - 95 The total number of inspection hours (to the nearest tenth of an hour) that the
inspection team spent at the bridge during the most recent special inspection.
special_inspr_initials Other Special Inspectors Initials (Required)
WB77 - 99 The initials of the lead inspector of the inspection team who performed
the most recent special inspection.
special_cert_no Other Special Inspector Certifcation No. (Fatal)
WB77 - 102 The certifcation number of the lead inspector at the bridge site during
the most recent special inspection.
special_co_inspr_initials Other Special Co-Inspectors Initials (Optional)
WB77 - 107 The initials of the individual who assisted the lead inspector in performing
the most recent special inspection.
Page 2-114 Washington State Bridge Inspection Manual
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Washington State Bridge Inspection Manual Page 2-115
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water_type Water Type (Required)
WB78 - 32 This feld describes the type of water the bridge crosses over.
B Brackish (a mixture of fresh and salt water).
F Fresh water.
S Salt water.
T Tidal.
Leave blank If not over water.
food_plain_intrusion_ Flood Plain Intrusion (Required)
WB78 - 33 This code indicates whether or not the structures approach roadway
or abutment intrude into the food plain of the waterway (i.e., whether or
not previous or possible fooding could cause or has caused water to rise
so it touches the structures approach roadway embankment or abutment).
A No intrusion into the food plain.
B Bridge or approaches intrude into the waterway causing minor
backwater.
C Overtopping of approach roadway has occurred.
D A portion of the superstructure has been under water.
U Flood plain intrusion is unknown.
Leave blank If not over water.
food_control_ Flood Control (Required)
WB78 - 34 This feld indicates If there is any existing type of food control on the
waterway the bridge crosses. To be considered, this food control must
be in place either upstream or downstream from the bridge and must
be near enough to have an effect on the bridge. Flood control may
be provided by dams, dikes, fll, or other means.
B Both upstream and downstream.
U Upstream.
D Downstream.
N No food control.
Leave blank If not over water.
scour_history_ Scour History (Required)
WB78 - 35 This code describes scour conditions at the bridge site.
C Current scour problems.
H History of scour problems but scour conditions are now stable.
N No history of scour.
U Scour history is unknown.
Leave blank If not over water.
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streambed_material_type Streambed Material Type (Required)
WB78 - 36 This code describes the composition of the streambed at the bridge site.
Enter one of the following codes to indicate the predominant type of material
that is evident.
1 Bedrock
2 Sediment
3 Gravel
4 Sand
5 Cobbles
6 Lined Canal
7 Vegetation
8 Alluvial Fan
9 Unknown
Leave blank If not over water.
substructure_ stability_ Substructure Stability (Required)
WB78 - 37 This code describes the type of material upon which the bridges
substructure rests. This code is used to determine the degree of stability
that can be expected in the bridge substructure.
Code the lower number value If different sections of a continuous
span bridge are supported by different materials.
1 Spread footing, simple spans.
2 Spread footing, continuous spans.
3 Pile foundation, simple spans.
4 Pile foundation, continuous spans.
5 Bedrock, simple spans.
6 Bedrock, continuous spans.
7 Unknown, simple spans.
8 Unknown, continuous spans
Leave blank If not over water.
waterway_ obstruction Waterway Obstruction (Required)
WB78 - 38 This code indicates any conditions in the waterway which affect the fow
of water beneath the bridge.
A Debris accumulates at the bridge.
B Ice accumulates at the bridge.
C The waterway is overgrown with vegetation.
D A and C above.
E A and B above.
F B and C above.
G A, B, and C above.
N No obstruction to the fow of water beneath the bridge.
Leave blank If not over water.
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Bridge Inventory Coding Guide
streambed_ stability_ Streambed Stability (Required)
WB78 - 39 This code describes any existing stream conditions which may infuence
scour at the bridge site.
A Sharp bends.
B Signifcant lateral shifts.
C Steep slopes.
D High water velocity.
E Degradation.
F Aggredation.
G No conditions infuencing scour exist.
H Streambed conditions are unknown.
Leave blank If not over water.
streambed_ anabranch_ Streambed Anabranch (Required)
WB78 - 40 This feld indicates whether or not confuences or shifting anabranches are
present in the waterway. a confuence is a fowing together of two or more
streams. An anabranch is a river branch that re-enters the main stream,
creating an island in the waterway.
Code only those conditions which exist near the bridge site.
A Anabranches are present.
B Both anabranches and confuences are present.
C Confuences are present.
N Neither anabranches nor confuences are present.
U Waterway confguration is unknown.
Leave blank If not over water.
piers_in_waterway Piers in Water (Required)
WB78 - 41 This feld contains the number of the structures piers in the water at normal
yearly high water.
If the bridge is inspected at low water, look for evidence that the piers or pile
bents have been in the water.
0 No piers in the water.
1-9 Number of piers in the water.
M More than nine piers in the water.
Leave blank If not over water.
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prpsed_serv_ on_code Proposed Improvement Service On (Required)
WB78 - 42 This feld identifes the type of service to be carried on the proposed bridge.
1 Highway.
2 Railroad.
3 Pedestrian exclusively.
4 Highway and railroad.
5 Highway and pedestrian.
6 Overpass bridge 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 or Not Applicable.
The code means Other only If there are proposed improvements.
If there are no proposed improvements to the bridge, the code means
not applicable.
prpsed_serv_ under_code Proposed Improvement Service Under (Required)
WB78 - 43
This feld identifes the type of service under the proposed bridge.
1 Highway, with or without pedestrian traffc.
2 Railroad.
3 Pedestrians exclusively.
4 Highway and railroad.
5 Waterway.
6 Highway and waterway.
7 Railroad and waterway.
8 Highway, waterway, and railroad.
9 Relief.
0 Other or Not Applicable
The code 0 means Other only If there are proposed improvements.
If there are no proposed improvements to the bridge, the code 0 means
not applicable.
prpsed_work_ type Proposed Improvement Work Type (Required)
WB78 - 44
FHWA Item 075A This feld identifes the type of work to be accomplished on the proposed
improvement. The proposed work should improve the bridge to the degree
that it can provide the type of service needed. This feld must be coded for
bridges eligible for the Highway Bridge Replacement and Rehabilitation
Program. To be eligible, a bridge must carry highway traffc, be defcient
and have a suffciency rating of 80.0 or less.
31 Replacement of bridge because of substandard load-carrying
capacity or substandard bridge roadway geometry.
32 Replacement of bridge because of relocation of road.
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33 Widening of existing bridge without deck rehabilitation
or replacement OR lengthening of a culvert.
34 Widening of existing bridge with deck rehabilitation or replacement.
35 Rehabilitation of bridge because of general structural deterioration
or inadequate strength.
36 Rehabilitation of bridge deck with only incidental widening.
37 Replacement of bridge deck with only incidental widening.
38 Other structural work, includes hydraulic replacements.
00 If there are no proposed improvements to the bridge, the code
00 means not applicable.
If there are no proposed improvements to the bridge, the code 00 means
not applicable.
prpsed_work_meth Proposed Improvement Work Method (Required)
WB78 - 46
FHWA Item 075B This feld indicates who will perform the work (as indicated in WB78 - 44)
on the proposed improvement.
1 Work to be done by contract.
2 Work to be done by the agency which owns the bridge.
prpsed_length Proposed Improvement Length (Required)
WB78 - 47
FHWA Item 76 This feld contains the length of the proposed improvement. The
measurement is to the nearest foot. This should be a measurement of the
proposed length of the bridge only, not the length of the project. (Do
not include the length of approach guardrails.)
If only a portion of the bridge is to be rehabilitated or replaced, the
improvement length is a measurement of the portion being improved only.
If the entire bridge is being rehabilitated or replaced, the improvement length
is measured from back to back of abutment backwalls or from pavement
notch to pavement notch. See Figure WB78 - 47A.
If the bridge is a pipe or culvert, the improvement length is measured
along the centerline of the barrel, regardless of pipe or culvert depth below
grade. For pipes, code the total length of the pipe before ends have been
mitered. This is not the length as is referenced in WB74 - 40. See Figure
WB78 - 47B.
If the proposed improvement is to the substructure or channel beneath
the bridge, code the length of the bridge directly over, or supported
by, the substructure or channel.
This feld must be coded for bridges eligible for the Highway Bridge
Replacement and Rehabilitation Program.
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Figure WB78 - 47A
/ 0 / 0 / 021 / 0
/ 0 / 0 / 0 / 064
Washington State Bridge Inspection Manual Page 2-121
December 2006
Bridge Inventory Coding Guide
Figure WB78 - 47B
/ 0 / 0 / 0127
/ 0 / 0 / 0 / 058
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prpsed_roadway_width Proposed Improvement Roadway Width (Required)
WB78 - 53 This feld contains the curb-to-curb width of the roadway on the proposed
bridge. This measurement is coded to the nearest foot.
prpsed_lanes_on Proposed Improvement Lanes On (Required)
WB78 - 57 This feld contains the number of through lanes the proposed bridge
will carry.
prpsed_lanes_under Proposed Improvement Lanes Under (Required)
WB78 - 59 This feld contains the number of lanes that will pass beneath the
proposed bridge.
prpsed_total_cost Proposed Improvement Total Cost (Required)
WB78 - 61
FHWA Item 096 This feld must be coded for bridges eligible for the Highway Bridge
Replacement and Rehabilitation Program. This feld contains the total cost
of the proposed improvements in thousands of dollars. This value includes
the bridge cost, the roadway cost, and all incidental costs normally associated
with the proposed bridge improvement project. The total project cost will,
therefore, usually be greater than the sum of the bridge and roadway costs.
If WB78 - 83 is coded N, the cost will not be automatically generated.
If no improvement is needed, code all zeroes.
Do not use this feld to estimate maintenance costs.
prpsed_structure_cost Proposed Improvement Structure Cost (Required)
WB78 - 67
FHWA Item 094 This feld must be coded for bridges eligible for the Highway Bridge
Replacement and Rehabilitation Program. This feld contains the estimated
cost, in thousands of dollars, for the proposed bridge or major bridge
improvements. This total should include only bridge construction costs.
It excludes any roadway, right of way, detour, demolition, preliminary
engineering, maintenance, guardrail, or paving costs that are not part
of the bridge cost.
If WB78 - 83 is coded N, the cost will not automatically be generated.
If no improvement is needed, code all zeroes.
prpsed_roadway_cost Proposed Improvement Roadway Cost (Required)
WB78 - 73
FHWA Item 095 This feld contains the estimated cost, in thousands of dollars, for any
proposed roadway improvements. This total includes all roadway
construction costs, including guardrail and paving costs, but does not include
bridge , right of way, detour, extensive roadway realignment, preliminary
engineering, or maintenance costs.
If WB78 - 83 is coded N, the cost will not automatically be generated.
This feld must be coded for bridges eligible for the Highway Bridge
Replacement and Rehabilitation Program.
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Bridge Inventory Coding Guide
prpsed_estimate_year Proposed Improvement Estimate Year (Required)
WB78 - 79
FHWA Item 097 This feld contains the year in which the project cost estimates have been
made. If this date is more than eight years old, the cost estimates entered
in WB78 - 61, WB78 - 67, and WB78 - 73 must be revised and a new
estimate year must be entered in this feld.
prpsed_cost_calc_ Proposed Improvement Calculation (Required)
WB78 - 83 This feld directs the WSBIS system to compute costs for any proposed
bridge improvements.
If no improvements are proposed for the bridge, this feld should be
left blank.
Y Yes, compute the replacement costs automatically.
N No, do not automatically compute the replacement costs.
inspn_agency_id Inspecting Agency (Optional)
WB78 - 84 If the agency which owns the bridge does not have primary responsibility for
inspecting it, this feld describes the type of agency inspecting the bridge.
If the owner agency has primary responsibility for inspecting the bridge,
leave this feld blank, otherwise enter a code to indicate the type of agency
inspecting the bridge.
When the agency which owns the bridge performs routine inspections on
it and uses other agencies to perform special inspections (for example,
a consultant performs underwater inspections), the primary responsibility
for inspecting the bridge is still considered to rest with the owner agency.
The feld should be left blank. Use the following codes.
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 County Park, Forest, or Reservation Agency
13 City/Other Park, Forest, or Reservation Agency
21 Other State Agencies
24 Other County Agencies
25 Other City or Local Agencies
26 Private (Consultant)
27 Railroad
31 State Toll Authority
32 County Toll Authority
33 City or Other Toll Authority
60 Other Federal Agencies (not listed below)
61 Indian Tribal Government
62 Bureau of Indian Affairs
63 Bureau of Fish and Wildlife
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Bridge Inventory Coding Guide
64 U.S. Forest Service
66 National Park Service
68 Bureau of Land Management
69 Bureau of Reclamation
70 Corps of Engineers (Civilian)
71 Corps of Engineers (Military)
72 Air Force
73 Navy/Marines
74 Army
75 NASA
76 Metroplitan Washington Airport Services
80 Unknown
91 Canada
92 Idaho
93 Oregon
city_inspn_no Inspecting Agency Number (Optional)
WB78 - 86 If the agency which owns the bridge does not have primary responsibility
for inspecting it, this feld contains a code which indicates the entity which
is performing the inspections.
Use the following criteria for determining the proper code to enter:
1 If the inspecting entity is a county, code that countys number in the
frst two feld positions and leave the last two feld positions blank.
2 If the inspecting agency is a city, code that citys four-digit number
in the feld.
3 If the inspecting entity is WSDOT or an agency outside Washington
State, code all zeroes in the feld.
If the owner agency is inspecting the bridge, leave this feld blank
seismic_superstrctr_main_b Seismic Status Superstructure Main Biennium
(Optional)
WB78 - 90 This feld contains the biennium in which the superstructure main span group
was ftted with seismic restraining devices.
Enter the beginning and ending years of the biennium. For example, code
the 1997-1999 biennium as 9799.
Leave this feld blank If the superstructure of the main span group has not
been ftted with seismic restraining devices.
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Bridge Inventory Coding Guide
seismic_ superstrctr_aprch_b Seismic Status Superstructure Approach Biennium
(Optional)
WB78 - 94 This feld contains the biennium in which the superstructure approach
span group was ftted with seismic restraining devices.
Enter the beginning and ending years of the biennium. For example,
code the 1997-1999 biennium as 9799.
Leave this feld blank If either there are no approach spans or If the
superstructure of the approach span group has not been ftted with seismic
restraining devices.
seismic_substrctr_main_b Seismic Status Substructure Main Biennium (Optional)
WB78 - 98 This feld contains the biennium in which the substructure main span
group was ftted with seismic restraining devices.
Enter the beginning and ending years of the biennium. For example,
code the 1997-1999 biennium as 9799.
Leave this feld blank If the substructure of the main span group has not been
ftted with seismic restraining devices.
seismic_substrctr_aprch_b Seismic Status Substructure Approach Biennium (Optional)
WB78 - 102 This feld contains the biennium in which the substructure approach span
group was ftted with seismic restraining devices.
Enter the beginning and ending years of the biennium. For example, code
the 1997-1999 biennium as 9799.
Leave this feld blank If either there are no approach spans or If the
substructure of the approach span group has not been ftted with seismic
restraining devices.
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2.05 Edit Process
The WSBIS system has been designed so that various checks of the coded
values are made before the form is processed and the information stored
in WSBIS. These edit checks are made each time information is added or
updated. There are four different types of edit checks performed and each is
described below.
A. Valid Range Edits
Each feld is edited to see If a complete entry was made and whether the
coded values fall within the acceptable range of values for that feld. For
example, acceptable values for SECTION (WB71 - 81) are the numbers
1 through 36. The number 42, therefore, is an invalid entry in this feld.
When a valid range error is found during processing, the error is underlined
in the feld and asterisks are printed in the Card Indicator Box corresponding
to that feld. (Card WB71 in the example above). These errors should be
corrected and the form resubmitted. Refer to the VALID RANGE EDITS
table on the following pages for a listing of valid values for each feld.
B. Fatal Field Edits
Certain felds are considered critical and must contain acceptable values
for information to be added or updated on the form. These are called Fatal
Fields. For example, COUNTY NUMBER is considered a Fatal Field.
Therefore, an acceptable value (a number between 1 and 39) must be coded
in the feld.
If a Fatal Field error is found when data is frst being added, the inventory
record will not be created. When a Fatal Field error is found as the form is
being updated, the original data will be left in the feld and an error message
will be displayed. Refer to the FATAL FIELD EDITS table on the following
pages for a list of Fatal Fields, and the feld descriptions.
C. Dependency Edits
Certain felds are cross-checked against each other to confrm compatibility
of codes in related felds. For example, If the MAXIMUM SPAN LENGTH
has been coded 78, then the BRIDGE LENGTH (WB73 - 40) must be
coded as greater than 78 (since the total length of the structure is usually
greater than the length of the maximum span). Similarly, If NAVIGATION
CONTROL (WB73 - 86) has been coded 1 (to indicate that navigation
control exists) then NAVIGATION VERTICAL CLEARANCE and
NAVIGATION HORIZONTAL CLEARANCE must be coded with values
greater than (since a navigable channel must have some vertical and
horizontal clearance).
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When a dependency error is found during processing of the form,
the problematic felds are marked and an error message code is printed
at the top of the form. These messages are preceded by the letter E and
indicate the source of the problem. For a listing of the error codes which
may appear on the form and what each means, refer to the ERROR CODES
table on the following pages.
D. Logical Edits
Values coded in certain felds are checked to see If they are reasonable. For
example, for the MINIMUM VERTICAL CLEARANCE UNDER BRIDGE
(WB73 - 74) to be coded at 8 feet, would be questionable. Values coded
in certain felds are also checked against other values to see If a reasonable
relationship exists between two felds. For example, If YEAR BUILT
(WB73 - 32) has been coded to show that the bridge has been built
in the past fve years, it would be unreasonable for the DECK CONDITION
OVERALL to be coded through 4 (how could a fve year old bridge deck
be in such deteriorated condition?)
When logical coding errors are found during the processing of the form, the
problematic felds are marked and an error message code is printed at the top
of the form. These messages are preceded either by the letter R or the letter
L and indicate the source of the problem. For a listing of error codes which
may appear on the form and what each means, refer to the ERROR CODES
table on the following pages.
2.06 Error Codes
E400 One of the following conditions is true:
National Highway System (WB74 - 83) is coded 1 and
Highway Class (WB74 - 33) is in the range 4 through 8
OR
National Highway System (WB74 - 83) is not coded 1 and
Highway Class (WB74 - 33) is coded 1
E401 On/Under (WB74 - 32) is coded 2 or is in the range A
through Z and one of the following conditions is true:
Lanes On (WB73 - 52) is greater than / and Service On
(WB75 - 44) is coded , 2, 3, or 9
OR
Lanes On (WB73 - 52) is coded / and Service On
(WB75 - 44) code is coded 1 or is in the range 4
through 8
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E402 One of the following conditions is true:
Lanes Under (WB73 - 54) is greater than / and Service
Under (WB75 - 45) is not 1, 4, 6, or 8
OR
Lanes Under (WB73 - 54) is coded / and Service Under
(WB75 - 45) is not 2, 3, 5, 7, 9, or
E403 One of the following conditions is true:
National Highway System (WB74 - 83) is coded and
Federal Functional Classifcation (WB74 - 87) is coded
1, 2, 11, 12, or 14)
OR
National Highway System (WB74 - 83) is coded 1 and
Federal Functional Classifcation (WB74 - 87) is coded
6, 7, 8, 9, 16, 17, or 19
E404 Deck Geometry (WB76 - 58) is coded in the range through
5 and one of the following conditions is true:
Year Built (WB73 - 32) is within 10 years of current year
OR
Year Rebuilt (WB73 - 36) is within 10 years of current year
E405 If Year Rebuilt (WB73 - 36) > and Year Rebuilt
(WB73 - 36) is earlier than Year Built (WB73 - 32)
E406 Underclearance Adequacy (WB76 - 59) is in the range
through 5 and one of the following conditions is true:
Year Built (WB73 - 32) is within 10 years of current year
OR
Year Rebuilt (WB73 - 36) is within 10 years of current year
E407 On/Under (WB74 - 32) is coded 2 or is in the range A
through Z and Lanes Under (WB73 - 54) is coded /
E408 On/Under (WB74 - 32) is coded 1 and one of the following
conditions is true:
Navigation Control (WB73 - 86) is coded 1 and Navigation
Horizontal Clearance (WB73 - 90) is coded
OR
Navigation Control (WB73 - 86) is coded or N and
Navigation Horizontal Clearance (WB73 - 90) is greater than

E409 On/Under (WB74 - 32) is coded 1 and one of the following
conditions is true:
Navigation Control (WB73 - 86) is coded 1 and Navigation
Vertical Clearance (WB73 - 87) is coded
OR
Navigation Control (WB73 - 86) is coded or N and
Navigation Vertical Clearance (WB73 - 87) is greater than

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Bridge Inventory Coding Guide
E410 Maximum Span Length (WB73 - 48) is greater than Bridge
Length (WB73 - 40)
E411 On/Under (WB74 - 32) is coded 2 or is in the range A
through Z and Underclearance Adequacy (WB76 - 59) is in the
range through 3 and none of the following are true:
Service Under (WB75 - 45) is coded 1 or 6 and
Minimum Vertical Clearance Under Bridge (WB73 - 74)
is less than 15 feet and STRAHNET (WB74 - 85) is coded 2
OR
Service Under (WB75 - 45) is coded 1 or 6 and
Minimum Vertical Clearance Under Bridge (WB73 - 74)
is less than 14 feet and STRAHNET (WB74 - 85) is coded
or 1
OR
Service Under (WB75 - 45) is coded 2, 4, 7, or 8 and
Minimum Vertical Clearance Under Bridge (WB73 - 74)
is less than 20 feet
OR
Service Under (WB75 - 45) is coded , 3, 5,
or 9
E412 On/Under (WB74 - 32) is coded 2 or is in the range A
through Z and Underclearance Adequacy (WB76 - 59) is in the
range through 3 and Service Under (WB75 - 45) is coded
2, 4, 7, or 8 and the lesser of Horizontal Clearance
Route Direction (WB74 - 91) and Horizontal Clearance Reverse
Direction (WB74 - 95) is less than 8 feet.
E415 On/Under (WB74 - 32) is coded 2 or is in the range A
through Z and Underclearance Adequacy (WB76 - 59) is in the
range through 3 and Service Under (WB75 - 45) is coded
1, 4, 6, or 8 and Median (WB72 - 91) is greater than
and either of the following is false:
ADT (WB74 - 45) is greater than 249 and less than 999999
and Minimum Lateral Underclearance Left (WB73 - 83)
is less than 2 feet
OR
ADT (WB74 - 45) is less than 25 or equal to 999999 and
Minimum Lateral Underclearance Left (WB73 - 83) is less
than 16
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E416 On/Under (WB74 - 32) is coded 2 or is in the range A
through Z and Underclearance Adequacy (WB76 - 59) is in the
range through 3 and Minimum Lateral Underclearance
Right Code (WB73 - 82) is H and one of the following is false:
ADT (WB74 - 45) is greater than 249 and less than 999999
and Minimum Lateral Underclearance Right (WB73 - 79)
is less than 6 feet
OR
ADT (WB74 - 45) is less than 25 or equal to 999999
and Minimum Lateral Underclearance Right (WB73 - 79)
is less than 4 6
E417 STRAHNET (WB74 - 85) is coded 1 or 2 and Horizontal
Clearance Route Direction (WB74 - 91) is zero and Horizontal
Clearance Reverse Direction (WB74 - 95) is zero
E418 STRAHNET (WB74 - 85) is coded 1 or 2 and Latitude
(WB71 - 88) is not within range
E419 STRAHNET (WB74 - 85) is coded 1 or 2 and Longitude
(WB71 - 96) is not within range
E420 Curb to Curb Width (WB73 - 56) is coded and Main
Span Design (WB75 - 33) does not equal 19
E421 Out to Out Deck Width (WB73 - 60) is coded and
Main Span Design (WB75 - 33) does not equal 19
E422 One of the following conditions is true:
Main Span Design (WB75 - 33) is coded 19 and Deck
Overall (WB76 - 63) is in the range through 8
OR
Main Span Design (WB75 - 33) is not coded 19 and Deck
Overall (WB76 63) is coded 9
E423 One of the following conditions is true:
Main Span Design (WB75 - 33) is coded 19 and
Superstructure Overall (WB76 - 71) is in the range
through 8
OR
Main Span Design (WB75 - 33) is not coded 19 and
Superstructure Overall (WB76 - 71) is coded 9
E424 One of the following conditions is true:
Main Span Design (WB75 - 33) is coded 19 and
Substructure Overall (WB76 - 76) is in the range
through 8
OR
Main Span Design (WB75 - 33) is not coded 19 and
Substructure Overall (WB76 - 76) is coded 9
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E425 One of the following conditions is true:
Main Span Design (WB75 - 33) is coded 19 and Culvert
(WB76 - 78) is coded 9
OR
Main Span Design (WB75 - 33) is not coded 19 and
Culvert (WB76 - 78) is in the range through 8
E426 Open Closed (WB72 - 93) is coded E or K and Operating
Rating Tons (WB75 - 52) is greater than zero
E427 Open Closed (WB72 - 93) is coded E or K and Inventory
Rating Tons (WB75 - 55) is greater than zero
E428 Proposed Improvements Total Cost (WB78 - 61) is less than
the sum of Proposed Improvements Structure Cost (WB78 - 67)
plus Proposed Improvements Roadway Cost (WB78 - 73)
E429 Proposed Improvements Estimate Year (WB78 - 79) is greater
than and one of the following conditions is true:
Proposed Improvements Structure Cost (WB78 - 67) is zero
OR
Proposed Improvements Roadway Cost (WB78 - 73) is zero
OR
Proposed Improvements Total Cost (WB78 - 61) is zero
E430 Main Span Design (WB75 - 33) is coded 15 and Vertical Lift
Minimum Clearance (WB73 - 94) is blank
E431 ADT (WB74 - 45) is greater than 1 and Truck ADT Percent
(WB74 - 51) is blank
E432 NBIS Length (WB73 - 46) is greater than or equal to 2 feet and
Bridge Length (WB73 - 40) is less than 2 feet
E433 One of the following conditions is not met:
Border State Code (WB75 - 85) = spaces and Border State
Percent (WB75 88) = spaces and Border State Structure
Identifer (WB75 - 90) = spaces
OR
Border State Code (WB75 - 85) not = spaces and Border
State Percent (WB75 - 88) not = spaces and Border State
Structure Identifer (WB75 - 90) not = spaces
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E437 Suffciency Rating is less than or equal to 8 . and the
Defcient Obsolete Status is 1 (SD) or 2 (FO) and one or
more of the following felds are coded zero:
Proposed Improvement Work Type (WB78 - 44)
Proposed Improvement Work Method (WB78 - 46)
Proposed Improvement Structure Improvement Length
(WB78 - 47)
Proposed Improvement Structure Cost (WB78 - 67)
Proposed Improvement Roadway Cost (WB78 - 73)
Proposed Improvement Total Cost (WB78 - 61)
E450 On/Under (WB74 - 32) is coded 1 and Lanes On (WB73 - 52)
is coded /
E451 On/Under (WB74 - 32) is coded 1 and Service On (WB75 - 44)
is coded , 2, 3, or 9
E452 On/Under (WB74 - 32) is coded 2 or is in the range A
through Z and Service Under (WB75 - 45) is coded , 2,
3, 5, 7, or 9
E453 Underclearance Adequacy (WB76 - 59) is in the range
through 8 and Service Under (WB75 - 45) is coded , 3,
5, or 9
E454 Waterway Adequacy (WB76 - 62) is in the range through
8 and Service Under (WB75 - 45) is coded 1, 2, 3, or 4
E455 Service Under (WB75 - 45) is in the range 5 through 9 and
Substructure Stability (WB78 - 37) is blank
E456 Service Under (WB75 - 45) is in the range 5 through 9 and
Flood Control (WB78 - 34) is blank
E457 Service Under (WB75 - 45) is in the range 5 through 9 and
Flood Plain Intrusion (WB78 - 33) is blank
E459 Service Under (WB75 - 45) is in the range 5 through 9 and
Piers in Water (WB78 - 41) is blank
E460 Service Under (WB75 - 45) is in the range 5 through 9 and
Scour (WB76 - 80) is N or blank
E461 Service Under (WB75 - 45) is in the range 5 through 9 and
Waterway Obstruction (WB78 - 38) is blank
E462 Service Under (WB75 - 45) is in the range 5 through 9 and
Streambed Anabranch (WB78 - 40) is blank
E463 Service Under (WB75 - 45) is in the range 5 through 9 and
Streambed Material (WB78 - 36) is blank
E464 Service Under (WB75 - 45) is in the range 5 through 9 and
Scour History (WB78 - 35) is blank
E465 Service Under (WB75 - 45) is in the range 5 through 9 and
Streambed Stability (WB78 - 39) is blank
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E466 Service Under (WB75 - 45) is in the range 5 through 9 and
Channel Protection (WB76 - 77) is coded 9
E467 Service Under (WB75 - 45) is in the range 5 through 9 and
Water Type (WB78 - 32) is blank
E468 One of the following conditions is true:
Navigation Control (WB73 - 86) is coded 1 and Pier /
Abutment (WB76 79) is coded N or blank
OR
Navigation Control (WB73 - 86) is coded N and Pier /
Abutment (WB76 79) is in the range 1 through 5
E470 Service Under (WB75 - 45) is in the range 1 through 4 or
and Substructure Stability (WB78 - 37) is not blank
E471 Service Under (WB75 - 45) is in the range 1 through 4 or
and Flood Control (WB78 - 34) is not blank
E472 Service Under (WB75 - 45) is in the range 1 through 4 or
and Flood Plain Intrusion (WB78 - 33) is not blank
E473 Service Under (WB75 - 45) is in the range 1 through 4 or
and Navigation Control (WB73 - 86) is coded or 1
E474 Service Under (WB75 - 45) is in the range 1 through 4 or
and Navigation Horizontal Clearance is greater than zero
E475 Service Under (WB75 - 45) is in the range 1 through 4 or
and Navigation Vertical Clearance is greater than zero
E476 Service Under (WB75 - 45) is in the range 1 through 4 or
and Pier / Abutment (WB76 - 79) is in the range 1 through 5
E477 Service Under (WB75 - 45) is in the range 1 through 4 or
and Piers in Water (WB78 - 41) is not blank
E478 Service Under (WB75 - 45) is in the range 1 through 4 or
and Channel Protection (WB76 - 77) is in the range
through 8
E479 One of the following conditions is true:
Service Under (WB75 - 45) is in the range 1 through 4
or and Scour (WB76 - 80) is coded U or T or in the
range through 9)
OR
Service Under (WB75 - 45) is in the range 5 through 9
and Scour (WB76 80) is coded N
E480 Service Under (WB75 - 45) is in the range 1 through 4 or
and Waterway Obstruction (WB78 - 38) is not blank
E481 Service Under (WB75 - 45) is in the range 1 through 4 or
and Streambed Anabranch (WB78 - 40) is not blank
Washington State Bridge Inspection Manual Page 2-135
December 2006
Bridge Inventory Coding Guide
E482 Service Under (WB75 - 45) is in the range 1 through 4 or
and Streambed Material (WB78 - 36) is not blank
E483 Service Under (WB75 - 45) is in the range 1 through 4 or
and Scour History (WB78 - 35) is not blank
E484 Service Under (WB75 - 45) is in the range 1 through 4 or
and Streambed Stability (WB78 - 39) is not blank
E485 Service Under (WB75 - 45) is in the range 1 through 4 or
and Water Type (WB78 - 32) is not blank
E489 Curb to Curb Width (WB73 - 56) is greater than Out to Out
Deck Width (WB73 60)
E490 Inventory Rating Tons (WB75 - 55) is greater than Operating
Rating Tons (WB75 - 52)
E491 Superstructure Overall (WB76 - 71) is coded or 1 and
Open Closed (WB72 - 93) is not coded D, E, or K
E492 Substructure Overall (WB76 - 76) is coded or 1 and Open
Closed (WB72 93) is not coded D, E, or K
E493 Culvert (WB76 - 78) is coded or 1 and Open Closed
(WB72 - 93) is not coded D, E, or K
E494 One of the following conditions is true:
Temporary Structure (WB72 - 89) is coded T and Open
Closed (WB72 93) is not coded D, E, or P
OR
Open Closed (WB72 - 93) is coded D or E and
Temporary Structure (WB72 - 89) is not coded T
E495 Proposed Improvements Work Type (WB78 - 44) is greater than
/ and Proposed Improvements Estimate Year (WB78 - 79)
is coded zero or is blank
E496 Proposed Improvements Work Type (WB78 - 44) is greater than
/ and Proposed Improvements Lanes On (WB73 - 52)
is coded zero or is blank
E497 Proposed Improvements Work Type (WB78 - 44) greater than
/ and Proposed Improvements Structure Improvement
Length
(WB78 - 47) is coded zero or is blank
E499 Proposed Improvements Work Type (WB78 - 44) is greater
than / and Proposed Improvements Roadway Width
(WB78 - 53) is coded zero or is blank
E500 Proposed Improvements Work Type (WB78 - 44) is greater than
/ and Proposed Improvements Service On (WB75 - 44) is
coded zero or is blank
Page 2-136 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
E501 Proposed Improvements Work Type (WB78 - 44) is greater than
/ and Proposed Improvements Structure Cost (WB78 - 67)
is coded zero or is blank
E502 Proposed Improvements Work Type (WB78 - 44) is greater than
/ and Proposed Improvements Total Cost (WB78 - 61)
is coded zero or blank
E504 Proposed Improvements Work Type (WB78 - 44) is greater than
/ and Proposed Improvements Work Method (WB78 - 46)
is coded zero or is blank
E507 One of the following conditions is true:
Inspecting Agency Code (WB78 - 84) is in the group (1,
11, 21, 26, 27, 31, 62, 63, 64, 66 thru 71,
or 8) and Inspecting Agency Number (WB78 - 86) does
not = spaces
OR
Inspecting Agency Code (WB78 - 84) is in the group
(2, 12, 24, or 32) and Inspecting Agency Number
(WB78 - 86) is not in County Table
OR
Inspecting Agency Code (WB78 - 84) is in the group (3,
4, 13, 25, or 33) and Inspecting Agency Number
(WB78 - 86) is not in City Table
E511 One of the following conditions is true:
Base Highway Network (WB74 - 84) = 1 and Linear
Referencing System Route (WB74 - 67) and Linear
Referencing System Sub Route (WB74 - 77) are not coded
OR
Base Highway Network (WB74 - 84) = and Linear
Referencing System Route (WB74 - 67) is coded or Linear
Referencing System Sub Route (WB74 - 77) is coded
E512 Base Highway Network (WB74 - 84) is coded 1 and Federal
Functional Classifcation (WB74 - 87) is not coded 1, 2,
6, 11, 12, or 14
E513 Lanes On (WB73 - 52) is coded 1 and Lane Use Direction
(WB74 - 90) is not coded 1 or 5
E515 On/Under (WB74 - 32) is coded 2 or in the range A through
Z and Lanes Under (WB73 - 54) is coded 1 and Lane Use
Direction (WB74 - 90) is not coded 1 or 5
Washington State Bridge Inspection Manual Page 2-137
December 2006
Bridge Inventory Coding Guide
E516 One of the following conditions is true:
Lanes On (WB73 - 52) is coded / and Service On
(WB75 - 44) not = , 2, 3, or 9
OR
Lanes On (WB73 - 52) is greater than / and Service On
(WB75 - 44) is coded , 2, 3, or 9
E603 Owner (Control Field) is coded 1 and Service On
(WB75 - 44) is coded 1 or is in the range 4 through 8 and
Curb Condition (WB76 - 72) is blank
E605 Owner (Control Field) is coded 1 and Service On
(WB75 - 44) is coded 1 or is in the range 4 through 8 and
Sidewalk Condition (WB76 - 73) is blank
E613 Owner (Control Field) is coded 1 and Service On
(WB75 - 44) is coded 1 or is in the range 4 through 8 and
Paint Condition (WB76 - 74) is blank
E616 Owner (Control Field) is coded 1 and Service On
(WB75 - 44) is coded 1 or is in the range 4 through 8 and
Pier Protection (WB76 - 83) is blank
E617 Owner (Control Field) is coded 1 and Service On
(WB75 - 44) is coded 1 or is in the range 4 through 8 and
Number of Utilities (WB76 - 75) is blank
E618 Owner (Control Field) is coded 1 and Service On
(WB75 - 44) is coded 1 or is in the range 4 through 8 and
Scaling Severity (WB76 - 66) is blank
E619 Owner (Control Field) is coded 1 and Service On
(WB75 - 44) is coded 1 or is in the range 4 through 8 and
Scaling Percent (WB76 - 67) is blank
E620 Owner (Control Field) is coded 1 and Service On
(WB75 - 44) is coded 1 or is in the range 4 through 8 and
Deck Rutting (WB76 - 69) is blank
E621 Owner (Control Field) is coded 1 and Service On
(WB75 - 44) is coded 1 or is in the range 4 through 8 and
Exposed Reinforcing Steel (WB76 - 70) is blank
E622 Owner (Control Field) is coded 1 and Service On
(WB75 - 44) is coded 1 or is in the range 4 through 8 and
Drain Condition (WB76 - 64) is blank
E623 Owner (Control Field) is coded 1 and Service On
(WB75 - 44) is coded 1 or is in the range 4 through 8 and
Retaining Walls (WB76 - 82) is blank
Page 2-138 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
E630 One of the following conditions is true
Lane Use Direction (WB74 - 90) is coded and Lanes On
(WB73 - 52) is greater than zero
OR
On/Under (WB74 - 32) is coded 1 and Lane Use Direction
(WB74 - 90) is in the range 1 through 5 and Lanes On
(WB73 - 52) is equal to zero
L007 Future ADT (WB74 - 57) is greater than 2,
L008 Future ADT Year (WB74 - 63) is not in the range of 17 to 23
years in the future
L009 ADT (WB74 - 45) is greater than 2,
L010 Truck ADT Percent (WB74 - 51) is greater than 4
L011 ADT Year (WB74 - 53) is more than 4 years old
L012 Alignment Adequacy (WB76 - 61) is coded or 1
L047 Channel Protection (WB76 - 77) is coded or 1
L085 Deck Geometry (WB76 - 58) is coded or 1
L092 Deck Overall (WB76 - 63) is coded or 1
L132 One of the following conditions is true:
Main Span Design (WB75 - 33) is coded /
OR
Main Span Material (WB75 - 32) is coded
L158 Horizontal Clearance Reverse Direction (WB74 - 95) is less
than 8 feet
L159 Horizontal Clearance Route Direction (WB74 - 91) is less than
8 feet
L163 Routine Inspection Frequency (WB76 - 32) is greater than 24
months
L183 Lanes On (WB73 - 52) is greater than 14
L184 Lanes Under (WB73 - 54) is greater than 2
L185 Routine Inspection Last Inspection Date (WB76 - 34) is more
than three years old
L210 Maximum Span Length (WB73 - 48) is greater than 984 feet
L223 Minimum Vertical Clearance Under Bridge (WB73 - 74) is
greater than zero and less than 7 feet
L228 Navigation Horizontal Clearance (WB73 - 90) is greater than
984 ft.
L229 Navigation Vertical Clearance (WB73 - 87) is greater than
25 feet.
L231 Proposed Improvements Estimate Year (WB78 - 79) is more
than 8 years old
Washington State Bridge Inspection Manual Page 2-139
December 2006
Bridge Inventory Coding Guide
L232 Number of Main Spans (WB75 - 38) is greater than 5
L233 Number of Approach Spans (WB75 - 41) is greater than 5
L318 Operating Level (WB76 - 60) is coded or 1
L321 Sidewalk Curb Left (WB73 - 64) is greater than 12 feet
L322 Sidewalk Curb Right (WB73 - 67) is greater than 12 feet
L339 Bridge Length (WB73 - 40) is greater than 3937 feet
L341 Structural Adequacy (WB76 - 57) is coded or 1
L368 Underclearance Adequacy (WB76 - 59) is coded or 1
L378 Maximum Vertical Clearance Route Direction (WB74 - 99) is
less than 8 feet
L382 Waterway Adequacy (WB76 - 62) is coded or 1
R700 On/Under (WB74 - 32) is coded 1 and Year Built (WB73 - 32)
is within the last 5 years and Deck Overall (WB76 - 63) is less
than 5
R701 On/Under (WB74 - 32) is coded 1 and Year Built (WB73 - 32)
is within the last 5 years and Superstructure Overall
(WB76 - 71) is less than 5
R702 On/Under (WB74 - 32) is coded 1 and Year Built (WB73 - 32)
is within the last 5 years and Substructure Overall (WB76 - 76)
is less than 5
R703 On/Under (WB74 - 32) is coded 1 and Year Built (WB73 - 32)
is within the last 5 years and Channel Protection (WB76 - 77) is
less than 5
R704 On/Under (WB74 - 32) is coded 1 and Year Built (WB73 - 32)
is within the last 5 years and Culvert (WB76 - 78) is less than 5
R705 On/Under (WB74 - 32) is coded 1 and Year Built (WB73 - 32)
is within the last 5 years and Structural Adequacy (WB76 - 57) is
less than 5
R706 On/Under (WB74 - 32) is coded 1 and Year Built (WB73 - 32)
is within the last 5 years and Deck Geometry (WB76 - 58) is less
than 5
R707 On/Under (WB74 - 32) is coded 1 and Year Built (WB73 - 32)
is within the last 5 years and Underclearance Adequacy
(WB76 - 59) is less 5
R708 On/Under (WB74 - 32) is coded 1 and Year Built (WB73 - 32)
is within the last 5 years and Operating Level (WB76 - 60) is less
than 5
R709 On/Under (WB74 - 32) is coded 1 and Year Built (WB73 - 32)
is within the last 5 years and Waterway Adequacy (WB76 - 62) is
less than 5
Page 2-140 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
R710 On/Under (WB74 - 32) is coded 1 and Year Built (WB73 - 32)
is within the last 5 years and Alignment Adequacy (WB76 - 61) is
less than 5
R711 On/Under (WB74 - 32) is coded 1 and Year Built (WB73 - 32)
is within the last 5 years and Inventory Rating Tons (WB75 - 55)
is less than 2 tons
R712 On/Under (WB74 - 32) is coded 1 and Year Built (WB73 - 32)
is within the last 5 years and Operating Rating Tons (WB75 - 52)
is less than 2 tons
R713 On/Under (WB74 - 32) is coded 1 and Year Rebuilt
(WB73 - 36) is within 5 years and Deck Overall (WB76 - 63) is
in the range through 5
R714 On/Under (WB74 - 32) is code d 1 and Year Rebuilt
(WB73 - 36) is within 5 years and Superstructure Overall
(WB76 - 71) is in the range through 4
R715 On/Under (WB74 - 32) is coded 1 and Year Rebuilt
(WB73 - 36) is within 5 years and Substructure Overall
(WB76 - 76) is in the range through 4
R716 On/Under (WB74 - 32) is coded 1 and Year Rebuilt
(WB73 - 36) is within 5 years and Channel Protection
(WB76 - 77) is in the range through 4
R717 On/Under (WB74 - 32) is coded 1 and Year Rebuilt
(WB73 - 36) is within 5 years and Culvert (WB76 - 78) is in the
range through 4
R718 On/Under (WB74 - 32) is coded 1 and Year Rebuilt
(WB73 - 36) is within 5 years and Structural Adequacy
(WB76 - 57) is in the range through 4
R719 On/Under (WB74 - 32) is coded 1 and Year Rebuilt
(WB73 - 36) is within 5 years and Deck Geometry (WB76 - 58)
is in the range through 4
R720 On/Under (WB74 - 32) is coded 1 and Year Rebuilt
(WB73 - 36) is within 5 years and Underclearance Adequacy
(WB76 - 59) is in the range through 4
R721 On/Under (WB74 - 32) is coded 1 and Year Rebuilt
(WB73 - 36) is within 5 years and Operating Level (WB76 - 60)
is in the range through 4
R722 On/Under (WB74 - 32) is coded 1 and Year Rebuilt
(WB73 - 36) is within 5 years and Waterway Adequacy
(WB76 - 62) is in the range through 4
R723 On/Under (WB74 - 32) is coded 1 and Year Rebuilt
(WB73 - 36) is within 5 years and Alignment Adequacy
(WB76 - 61) is in the range through 4
Washington State Bridge Inspection Manual Page 2-141
December 2006
Bridge Inventory Coding Guide
R727 Median (WB72 - 91) is coded , or in the range 2 through
7, or 9 and Minimum Lateral Underclearance Left
(WB73 - 83) is coded 99.9
R729 Service On (WB75 - 44) is coded 1 or is in the range 4
through 8 and Approach Roadway Width (WB73 - 97) is less
than 8 feet
R730 Service On (WB75 - 44) is coded 1 or is in the range 4
through 8 and Curb to Curb Width (WB73 - 56) is less than
9 feet
R731 Service On (WB75 - 44) is coded 1 or is in the range 4
through 8 and Out to Out Deck Width (WB73 - 60) is less than
9 feet
R732 Service On (WB75 - 44) is coded 1 or is in the range 4
through 8 and Minimum Vertical Clearance Over Deck
(WB73 - 70) is less than 7 feet
R733 Service Under (WB75 - 45) is coded 1, 2, 4, 6, 7 or 8
and Minimum Vertical Clearance Under Bridge (WB73 - 74) is
zero
R736 Main Span Design (WB75 - 33) is in the range / through
18, or 21, or 22 and Curb to Curb Width (WB73 - 56) is
between and 9 feet or between 15 feet and 999 feet
R737 Main Span Design (WB75 - 33) is in the range / through
18, or 21, or 22 and Out to Out Deck Width (WB73 - 60)
is between and 9 feet or between 15 feet and 999 feet.
R738 Bridge Length (WB73 - 40) is between 19 feet and 23 feet and
NBIS Length (WB73 - 46) is blank
R742 Open Closed (WB72 - 93) is coded A and Superstructure
Overall (WB76 - 71) is in the range through 4
R743 Open Closed (WB72 - 93) is coded A and Substructure
Overall (WB76 - 76) is in the range through 4
R744 Open Closed (WB72 - 93) is coded A and Culvert (WB76 - 78)
is in the range through 4
R745 Open Closed (WB72 - 93) is coded A and Superstructure
Overall (WB76 - 71) is greater than 4 and Substructure
Overall (WB76 - 76) is greater than 4 and Culvert (WB76 - 78)
is greater than 4 and Operating Rating Tons (WB75 - 52) is
greater than 36 tons and Structural Adequacy (WB76 - 57) is
in the range through 3
R746 Open Closed (WB72 - 93) is coded A and Operating Level
(WB76 - 60) is in the range through 4
R747 On/Under (WB74 - 32) is coded 1 and Operating Rating Tons
(WB75 - 52) is coded zero and Open Closed (WB72 - 93) is not
coded K and Temporary Structure (WB72 - 89) is blank
Page 2-142 Washington State Bridge Inspection Manual
December 2006
Bridge Inventory Coding Guide
R762 Routine Inspection Last Inspection Date (WB76 - 34) is less
than the current date minus Routine Inspection Frequency
(WB76 - 32)
R763 Curb to Curb Width (WB73 - 56) does not equal zero and Lanes
On (WB73 - 52) is greater than 3 and Approach Roadway Width
(WB73 - 97) is greater than 1.5 times Curb to Curb Width
(WB73 - 56)
R764 Curb to Curb Width (WB73 - 56) does not equal zero and Lanes
On (WB73 - 52) is less or equal to 3 and Approach Roadway
Width (WB73 - 97) is greater than or equal to 2 times Curb to
Curb Width (WB73 - 56)
R765 Open Closed (WB72 - 93) is coded B, D, E, P or R and
Routine Inspection Frequency (WB76 - 32) is not less than 24
months
R766 Open Closed (WB72 - 93) is not coded D, E, or K and any
of the following felds is coded and all others of this group are
coded 2 or greater
Deck Overall (WB76 - 63)
Superstructure Overall (WB76 - 71)
Substructure Overall (WB76 - 76)
Culvert (WB76 - 78)
Structural Adequacy (WB76 - 57)
Deck Geometry (WB76 - 58)
Underclearance Adequacy (WB76 - 59)
Waterway Adequacy (WB76 - 62)
R767 Operating Level (WB76 - 60) is coded 5 and Superstructure
Overall (WB76 71) is coded , 1, 2, or 3
R768 Operating Level (WB76 - 60) is coded 5 and Substructure
Overall (WB76 - 76) is coded , 1, 2, or 3
R769 Operating Level (WB76 - 60) is coded 5 and Culvert
(WB76 - 78) is coded , 1, 2, or 3
R770 Fracture Critical/UBIT Inspection Type (WB77 - 32) is not
coded N and Fracture Critical/UBIT Inspection Frequency
(WB77 - 33) is greater than / and Fracture Critical/
UBIT Inspection Last Inspection Date (WB77 - 35) is older
than current date minus the Fracture Critical/UBIT Inspection
Frequency (WB77 - 33)
R771 Underwater Inspection Type (WB77 - 58) is not coded N and
Underwater Inspection Frequency (WB77 - 59) is greater than
/ and Underwater Inspection Last Inspection Date
(WB77 - 61) is older than current date minus the Underwater
Inspection Frequency (WB77 - 59)
Washington State Bridge Inspection Manual Page 2-143
December 2006
Bridge Inventory Coding Guide
R772 Other Special Inspection Type (WB77 - 84) is not coded N
and Other Special Inspection Frequency (WB77 - 85) is greater
than / and Other Special Inspection Last Inspection Date
(WB77 - 87) is older than current date minus the Other Special
Inspection Frequency (WB77 - 85)
R773 Future ADT (WB74 - 57) is less than four-tenths ADT
(WB74 - 45)
R774 Future ADT (WB74 - 57) is greater than 4 times ADT
(WB74 - 45)
R775 Minimum Vertical Clearance Under Bridge (WB73 - 74) is
coded R and Minimum Vertical Clearance Under Bridge
(WB73 - 74) is less than 15 9
R776 Minimum Lateral Underclearance Right (WB73 - 79) is coded
R and Minimum Lateral Underclearance Right (WB73 - 79)
is less than 411
R777 Curb to Curb Width (WB73 - 56) is less than 16 / and
Lanes On (WB73 - 52) is greater than 1
R778 The following conditions are not met:
Curb to Curb Width (WB73 - 56) is greater than 16 /
and
Lanes On (WB73 - 52) is 2 or greater and
Service Level (WB74 - 34) is not coded 7
R779 Curb to Curb Width (WB73 - 56) is less than half of Out to Out
Deck Width (WB73 - 60)
R780 One of the following conditions is true:
National Highway System (WB74 - 83) is coded 1 and
Federal Functional Classifcation (WB74 - 87) is not coded
1, 2, 11, 12, and 14
OR
National Highway System (WB74 - 83) is coded and
Federal Functional Classifcation (WB74 - 87) is not coded
6, 7, 8, 9, 16, 17, and 19
R781 National Highway System (WB74 - 83) is coded 1 and
Highway Class (WB74 33) is coded 2 or 3
Appendix
2-A Half Bridges
Forms
WSBIS Inventory Coding Form
Washington State Legislative Districts Map
Washington State Bridge Inspection Manual Page 2-A-1
December 2006
Half Bridges
Appendix 2-A Half Bridges
See diagram below for the correct method of coding Side Hill
Viaducts(HalfBridges).
The Items of concern are LANES ON, ADT - TOTAL FOR BOTH
DIRECTION,APPROACH ROADWAY WIDTH, INVENTORY ROUTE -
TOTAL HORIZON-TAL CLEARANCE, CURB TO CURB, OUT TO OUT,
LANE USE DIRECTION.The problem is trying to maintain compatibility
between these different dataelements, especially in determining the deck
geometry rating, and the bridge deckarea used in calculating apportionments.
Therefore, the items above are coded asthey apply to the inventoried route,
i.e., ADT, Lane Use Direction, etc., are codedfor the entire inventory route
and not just that portion carried by the bridge.
The following fgure illustrates the best way to code these viaducts since
they donot ft the mold of a standard bridge. This coding scheme will ensure
compatibilitybetween the Items listed above. At the same time, the actual
structure deck areawill be recorded. The fact that the CURB-TO-CURB
width will be more than theOUT-TO-OUT width will cause an error message
in the Edit / Update Program.However, this is not a fatal error and can be
checked and ignored for these typesofstructures.
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Washington State Bridge Inspection Manual Page 3-1
December 2006
Inspections and Reports
Chapter 3 Inspections and Reports
3.01 General
This section provides guidelines to inspect bridges, including documentation.
The FHWA NHI 03-001 Bridge Inspectors Reference Manual BIRM (Section 3
Fundamentals of Bridge Inspection) provides guidelines regarding what
preparation is necessary, how to inspect, what to look for, when inspections are
required, how to document the results of the inspections, and provide appropriate
follow-up to the inspection.
A number of different types of inspections have been developed to address specifc
needs. The BIRM (Section 3 Topic 3.1.8 - Types of Bridge Inspections)
discusses the need and requirements for each type of bridge inspection. This section
of the manual will identify and briefy describe each inspection type.
Required Inspection Types
Inventory Inspection - the initial data collection and baseline assessment of the
condition of the bridge.
Routine Inspection - the standard type performed at least every 24 months
on each bridge.
Inspection Types That May Be Required
Equipment Inspection - if the underside of the bridge deck cannot be given close
or adequate inspection from the ground (the bridge crosses a deep ravine, for
example) or from the shore (the bridge crosses a wide body of water), then a special
inspection using a boat or an under bridge inspection truck (UBIT), is required.
Underwater Inspection - performed at least every 60 months if the bridge has piers
or pilings in water too deep or too muddy to permit their visual inspection from the
surface, a wading inspection must be done, or a diver must be used to conduct an
underwater inspection.
Scour Evaluation/Inspection - if the bridge crosses a waterway or streambed,
then an evaluation of the scour potential at the bridge site must be made and,
if necessary, a scour inspection performed
Fracture Critical Inspection - performed at least every 24 months if the bridge has
fracture critical members whose failure could cause a portion of or the entire bridge
to collapse (a pin-connected truss, for example), then a fracture critical inspection
must be performed.
Critical Damage - Bridge Repair Report - must be completed whenever problems
which require major repair are discovered (see Chapter 6). When the repairs
are completed, a follow-up report is submitted verifying that the work has been
accomplished.
Page 3-2 Washington State Bridge Inspection Manual
December 2006
Inspections and Reports
Supplemental Inspection Types
In-Depth Inspection - if conditions that cannot be adequately evaluated by the
routine inspection are found.
Damage Inspection - may be appropriate if the bridge has been damaged
by a vehicle impact, earthquake, or fre.
Flood Inspection - may be necessary after a high water event.
These supplemental inspections may be performed separately or concurrently with
routine or other types of inspections.
3.02 Offce Planning and Preparations
Prior to inspecting a bridge, the team leader inspector must plan and prepare in
order to use time effciently, to have adequate knowledge of the bridge and to obtain
the necessary equipment. The BIRM (Section 3 - Topic 3.1 - Duties of the Bridge
Inspection Team) discusses this subject in detail.
3.03 Inspection Equipment and Tools
Bridge inspections are conducted to determine the condition and functionality of
the bridge elements, and to provide a continuous record of the bridge condition and
the rate of deterioration. A successful bridge inspection program is dependent on
proper planning and techniques, adequate equipment, understanding the properties
of bridge materials, and the types of defects and their locations. The BIRM
(Section 3 Topic 3.4 - Inspection Equipment) discusses the many different tools
necessary for bridge inspection.
3.04 Bridge Inspections
Before beginning a bridge inspection, there are various items to note at the bridge
site, followed by the specifc items to inspect based upon the type of bridge being
inspected and the type of inspection being performed. The inspector should refer to
the BIRM (Section 3 Topic 3.1.5 - Performing the Inspection) This section of
the BIRM also discusses each of the common types of bridge decks, superstructures,
and substructures and procedures to use for inspection.
A component numbering system is needed so that there is a consistency in the
inspection reports. The component numbers system for the Washington State
Department of Transportation (WSDOT) goes from the west to east and from the
south to the north or in the direction of increasing mile post. The subcomponents
are numbered from the left to the right. The component numbering system for the
system needs to follow their agency convention. If WSDOT inspects bridges for
the agency, they will follow WSDOT convention (see Figure 3.02-A and 3.02-B) or
follow established agency orientation.
Washington State Bridge Inspection Manual Page 3-3
December 2006
Inspections and Reports

Figure 3.02-A
Page 3-4 Washington State Bridge Inspection Manual
December 2006
Inspections and Reports
9/20/2006
ORIENTATION: B.O.B. NORMALLY SOUTH OR WEST ENDS FOLLOWING ROUTE
ORIENTATION.
EXCEPTIONS INCLUDE:
ONE WAY RAMPS B.O.B. = FIRST END TO RECEIVE TRAFFIC.
SELECTED BRIDGES THAT FOLLOW PLAN ORIENTATION.
THERE IS NO GOLDEN RULE ABOUT ORIENTATION EXCEPT THAT B.O.B. MUST ALWAYS BE
IDENTIFIED IN THE 0 NOTE ALONG WITH BASIS FOR THIS ASSUMPTION. IT IS HELPFUL TO
REFER TO GEOGRAPHICAL MARKERS (STREETS, RIVERS, ETC) WHEN DESCRIBING THE B.O.B.
ORIENTATION: B.O.B. NORMALLY SOUTH OR WEST ENDS FOLLOWING ROUTE ORIENTATION.
EXCEPTIONS INCLUDE:
ONE WAY RAMPS B.O.B. = FIRST END TO RECEIVE TRAFFIC.
SELECTED BRIDGES THAT FOLLOW PLAN ORIENTATION.
THERE IS NO GOLDEN RULE ABOUT ORIENTATION EXCEPT THAT B.O.B. MUST ALWAYS BE
IDENTIFIED IN THE 0 NOTE ALONG WITH BASIS FOR THIS ASSUMPTION. IT IS HELPFUL TO
REFER TO GEOGRAPHICAL MARKERS (STREETS, RIVERS, ETC) WHEN DESCRIBING THE B.O.B.
9/20/2006
Figure 3.02-B
Appendix 3.06-A (WSDOT Bridge Preservation Office Inspection
Guidelines) provides guidelines for inspection processes and procedures
specific to the WSDOT Bridge Preservation Office. These guidelines can
be used as a reference or can be implemented.
3.05 Types of Inspections and Reporting
A. Inventory
B. Routine
C. Fracture Critical
1. General


Figure 3.02-B
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Inspections and Reports
Appendix 3.06-A (WSDOT Bridge Preservation Offce Inspection Guidelines)
provides guidelines for inspection processes and procedures specifc to the WSDOT
Bridge Preservation Offce. These guidelines can be used as a reference or can be
implemented.
3.05 Types of Inspections and Reporting
A. Inventory
The frst inspection performed on any bridge is the inventory inspection. An
inventory inspection is also performed after rehabilitation work that changes a
bridges dimensions or clearances. The purpose of this inspection is to add the
bridge to the statewide inventory of bridges and to establish certain baseline
information. The BIRM (Section 3 Topic 3.1.8 - Types of Bridge Inspections)
also discusses Inventory Inspections.
1. Offce
Establish baseline information about the bridge from the original construction
plans or as-built plans.
Record the required WSBIS data on the WSBIS Inventory Record and
in a PC-based WSBIS system. Also record the required Bridge Management
System (BMS) elements on the Bridge Inspection Report Form and PC-based
system.
For new bridges, much of the required Inventory Record information can be
obtained from the original construction plans or from the as-built plans (see
Chapter 2). During this offce procedure, BMS elements and their condition
states are recorded, as are the WSBIS bridge condition ratings, which are coded
as new. Any information not known or which cannot be determined from the
plans, can be left blank until site inspection.
2. Site Inspection
Visit the bridge site to verify and update the inventory information.
After the bridge has been completed, and preferably before it is placed
in service, the inspector must visit the bridge site to verify the inventory
information that has been coded and to establish any information that was not
known. At the bridge site, the inspector can review the information on the
form to confrm the actual bridge dimensions and clearance measurements and
to verify the condition of all bridge elements. For example, the inspector may
fnd that damage has taken place during construction so that a BMS Condition
State should be changed or the condition of a bridge element warrants a WSBIS
condition code of less than 8. Or, the inspector may fnd that the bridges
actual physical dimensions or clearances are different than those indicated
on the plans.
These changes or additions to the WSBIS data, or to the Bridge Inspection
Report Form, and to the BMS elements, must either be noted on the inspection
form and entered into the PC-based system. The information is sent via
electronic fle to the WSDOT Local Agency Bridge Engineer for Local Agency
Bridges who then forwards the fle to the Bridge Inventory Engineer.
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3. Check Coding
Record the inspection fndings on the Bridge Inspection Report Form, and on
the WSBIS Inventory Record Form.
The inventory inspection fndings should be recorded on the Bridge Inspection
Report Form and on the WSBIS Inventory Record. The Bridge Inspection
Report Form should note any inconsistencies found between the planned and
the as-built bridge and should provide an explanation of any coding changes
made. For example, if surface cracks have been found in a newly-poured bridge
deck but these cracks do not warrant lowering the condition coding for the deck,
the inspector should note the location and extent of the cracking so that it can be
looked for and further evaluated during future inspections.
As part of this report, two photographs of the bridge should be taken: an
elevation and a deck photograph. The elevation photograph should be taken
(looking north or east) to show a view from one side of the bridge. The deck
photograph should be taken (ahead on station) to show a view of the bridge
looking onto the bridge deck.
4. Updating
The WSBIS Inventory Record, the Bridge Inspection Report Form, and the two
photographs provide a record of the inventory inspection. These items should
be placed in the bridge fle created for the given bridge. Each time the bridge is
revisited, additional inspection reports, any new photos, and any updates to the
WSBIS and to the Bridge Inspection Report Form are added to the fle so that
the bridge records remain current.
B. Routine
A regular inspection of the entire bridge is to be performed at least once every 24
months throughout the life of the bridge. This is known as the routine inspection.
The purpose of the routine inspection is to determine the bridges current structural
adequacy and condition, verify that previously recommended repairs have been
made, monitor known defciencies, and determine if further analysis or investigation
of the structures adequacy or condition is needed. The BIRM (Section 3 Topic
3.1.8 - Types of Bridge Inspections) also discusses Routine Inspections.
No two bridges will be alike; thus, there is no single set of procedures which
can be followed in all cases. Clearly, the procedure to follow when inspecting
a 50-year-old steel truss will be much different than those used to inspect a
6-year-old concrete box girder. In addition, certain bridge elements or design
features may require other types of inspection altogether. For example, a bridge
with piers in water too deep to allow for visual inspection of the piers from
the surface will require an underwater inspection in addition to the routine
inspection. Accomplishing any routine inspection, therefore, will require the
inspector to use their best engineering judgment, expertise, and common sense.
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1. Inspecting Bridge Components
The BIRM (Sections 5 through 13) describes the general inspection
procedures to be followed for inspecting any concrete, steel, or timber bridge,
and the specifc procedures to follow for inspecting a given bridge element (i.e.,
the bridge abutments). These steps can be used by the inspector as a checklist
to help accomplish the inspection and to help spot particular types of problems
a given bridge or bridge element will be prone to. Following these procedures
will help ensure a thorough and comprehensive inspection is achieved.
As can be true with any inspection, however, specifc problems not covered in
these general procedures may be encountered. If that is the case, the inspector
will want to refer to the manuals which describe special inspection procedures
in greater detail:
AASHTO Manual for Condition Evaluation of Bridges, 2
nd
Edition, 2003
Interim (with yearly revisions)
HEC 18 Evaluating Scour of Bridges, Fourth Edition
HEC 20 Stream Stability at Highway Structures, Third Edition
HEC 23 Bridge Scour and Stream Instability Countermeasures Experience,
Selection, and Design Guidance Second Edition.
If the inspector still does not fnd the guidance needed, the problem may be
beyond their expertise. If that is the case, call on experts or those in specialty
felds to analyze or assess a given problem.
For state bridges, contact the WSDOT Regional Bridge Inspection Engineers
at (360) 570-2530 or 2552. For local agency bridges, contact the WSDOT
Bridge Engineer for Local Agencies at (360) 705-7870.
2. Inspecting for Scour
The routine inspection of any bridge over water should include an assessment
of existing scour conditions, their affect on the bridge, effectiveness of
countermeasures, and recommendations for repair, if appropriate. The BIRM
(Section 11 Inspection and Evaluation of Waterways) discusses inspection
of bridges over water. The feld inspection is used in conjunction with the scour
analysis (Section 5.05) to identify and verify the potential of harmful effects of
scour to the bridge.
The Scour Field Evaluation Form was developed to supplement the Bridge
Inspection Report for water crossings. It is to be completed by the inspection
team leader during the on-site inspection. A sample of this report form is shown
in the Section 3.07, Forms.
Soundings of streambed elevations should be taken during the routine
inspection or another scheduled inspection. For details on sounding procedures,
refer to Section 3.05-D. The report should note the location and depth of the
streambed at each point where a sounding was taken. This information should
be plotted and shown on a map. A sample of a soundings report form is shown
in the Section 3.07, Forms.
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The report should also note the specifc location and extent of any deterioration,
damage, or undermining in:
The stream channel and stream banks.
The substructure elements (i.e., intermediate bents, pier walls, web walls,
columns, or shafts).
The foundation (i.e., footings and seals).
Channel protection devices (i.e., dams and levees).
Scour countermeasures (i.e., riprap or shielding).
Finally, the report should recommend any repairs, replacement, or maintenance
required. Such comments need to be included in the Bridge Inspection
Report Form.
a. Some upstream and downstream observations to make include:
Observe the condition of the banks. (Are they stable or is there
evidence of sloughing or undermining?)
Observe the condition of the main channel. (Is it clear and open or are
there islands or debris in the waterway?)
Observe the overall foodplain. (Is there evidence of fooding or
overtopping of the bridge or the approach roadway?)
Note the presence of debris. (Is it blocking the stream fow or
accumulating in the waterway?)
Note the infuence of other bridges, dams, tributaries, etc., on
the stream.
b. Some bridge site observations include:
Observe the condition of the substructure. (Is there evidence of
movement of the piers or abutments? Is there any damage to scour
countermeasures? Is there a change in the streambed elevation at the
foundations? Are there changes in the streambed cross-section?)
Observe the condition of the superstructure. (Is there evidence of
overtopping? Does the superstructure obstruct the stream fow so that
debris collects? Is the bridge design nonredundant so the bridge is
subject to collapse if the foundation moves or shifts?)
Observe the condition of any channel protection devices or scour
countermeasures in place. (Is riprap adequately stationed? Are any
guidebanks in place? Is the main current striking upon the piers or
abutments at an angle which may cause scouring to occur? Has the
stream channel changed course?)
Note the waterway area. (Is the waterway too small? Do bars or islands
constrict the fow of water under the bridge? Are the approach roadways
regularly overtopped?)
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3. Routine Inspection Reports
An inspection report must be prepared at the completion of each routine
inspection. The purpose of this report is to record the inspection fndings,
provide a narrative description of conditions at the bridge site, and note any
changes in the WSBIS coding information. The inspector may record and
submit the fndings of the routine inspection on the Bridge Inspection Report
Form or use a PC-based WSBIS system for this purpose. The BIRM (Section 4
- Bridge Inspection Reporting System) discusses inspection reporting.
The information and procedures described on the following pages pertain to
the use of the Bridge Inspection Report Form.
Verify that the information preprinted on the form correctly identifes the bridge.
(If it does not, you will need to submit an update to the WSBIS to correct it.)
The Bridge Inspection Report Form will have the following preprinted
information that will identify the bridge:
BRIDGE NUMBER:
BRIDGE NAME:
STRUCTURE ID:
ROUTE: The number of the inventory route carried on or under the bridge.
MILEPOST: The bridges milepost location on the inventory route.
INTERSECTING: The feature or features which intersect with the bridge.
See WB72-32.
LOCATION: The physical location of the bridge. See WB 71-56.
SUFFICIENCY RATING: The structures calculated suffciency rating and
whether it is functionally obsolete (FO) or structurally defcient (SD).
YEAR BUILT/REBUILT: The year the bridge was completed and the year
of the last major reconstruction, if any.
STRUCTURE TYPE: The structure type (for local agency bridges, this feld
may be blank).
4. Completing the Bridge Inspection Report
a. Review the Adequacy Appraisal codes, NBI condition codes, BMS
elements, and their respective condition states, and make the necessary
changes. Complete the narrative describing the existing conditions.
b. Enter on the inspection report: team leader initials, team leader
identifcation number, co-inspector initials, date of inspection, and total
number of hours at the bridge site, regardless of the number of inspectors
in the team. The team leader and co-inspector (assisting team leader) are
required to sign the permanent bridge fle copy of the Bridge Inspection
Report Form and place it in the bridge fle.
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c. Updating the WSBIS Inventory Record
WSDOT Inspectors: The bridge inspection laptop computers are
downloaded by the Bridge Inspectors.
Local Agency Inspectors: Local agency inspectors enter inspection
information on the Laptop98 bridge inspection software available for
download at http://www.wsdot.wa.gov/TA/Software/. Laptop98 generates
an update fle that is submitted by e-mail to the WSDOT Local Agency
Bridge Engineer. The update information is reviewed and forwarded to the
WSBIS Inventory Engineer for incorporation into the bridge inventory. See
WSBIM Chapter 2 for special record submittals such as record creation,
record deletion, and transfer of ownership.
d. After the data is processed by the WSBIS Engineer, the WSBIS main
database is then updated with the new bridge information. A new WSBIS
Inventory Record is generated for each bridge that has changes. The error
codes on the newly generated form need to be reconciled, and may require
additional data submittal correcting these errors.
e. The updated WSBIS Inventory Record and other applicable reports need to
be fled in their respective bridge fles.
At the conclusion of the routine inspection, complete the Inspection Report
and Inventory Record. Confrm the condition and adequacy coding for the
various bridge elements and make any changes necessary in this coding.
Recommend any of the following special inspections:
An underwater inspection by wading or by a diver if one is needed to
inspect underwater portions of the bridge.
A fracture critical inspection if the bridge contains fracture critical
members.
A UBIT inspection if, during the routine inspection, certain bridge elements
cannot be reached for suffcient examination.
An in-depth inspection if certain bridge elements warrant more detailed
inspection or analysis.
Special features inspection.
Conclusions and fndings from special inspections should be incorporated into
the routine Bridge Inspection Report to support the codes and ratings.
Prepare a list of any bridge elements in need of repair and recommend the type
of repair that should be done. A photo of repair areas should be taken with each
type of recommended repair. Examples of some (though not all) of the things
the inspector may wish to recommend are:
Repair cracks, improper welds, or spalled areas.
Straighten or strengthen deformed members.
Replace a broken member.
Replace deformed, sheared, or missing rivets or bolts.
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Replace missing, broken, or severely deteriorated elements.
Clean and paint surface areas.
Strengthen corroded areas.
Contact a structural engineer to evaluate the condition of deformed or
misplaced main structural members.
If it is felt that a critical bridge defciency has been identifed resulting in an
emergency load restriction, lane closure, bridge closure or a failed bridge,
submit a formal recommendation for repair by completing the Critical Damage
Bridge Repair Report Form. When this type of damage is encountered a special
tracking procedure is initiated. For an explanation of this procedure, see
Chapter 6.
Update the WSBIS Inventory Record Form as necessary. Verify that the load
rating of the bridge is properly recorded and/or recompute the load rating if
necessary. (If the bridges load-carrying capacity is substandard, the bridge
will require posting in accordance with the AASHTO Manual for Condition
Evaluation of Bridges, 2
nd
Edition, 2003 Interim. Chapter 5 discusses and
illustrates the type of signs used for posting bridges.
C. Fracture Critical
The National Bridge Inspection Standards (NBIS) require that a fracture critical
inspection be performed at least once every 24 months on bridge members identifed
as fracture critical. According to the AASHTO defnition, a fracture critical member
is a steel tension member in a bridge whose failure could result in the partial or total
collapse of the bridge.
The Silver Bridge collapse in 1967, which spawned the NBIS, was due to the failure
of a fracture critical member. The Mianus River Bridge collapse in Connecticut in
1983, which infuenced the 1988 revisions to the NBIS, was also due to the failure
of a fracture critical member. The consequences of these major bridge failures have
been severe. They have included:
Loss of life.
Financial loss due to litigation.
Loss of capital investment in the bridge itself.
Economic loss to nearby businesses or industries that rely on the bridge for
public transportation.
Loss of public confdence in bridge inspection programs and their ability to
foresee or forestall such catastrophes.
The fracture critical inspection is to ensure that fracture critical bridge members are
identifed and are then inspected with care and caution. The degree of caution that
must be exercised during the inspection cannot be overemphasized; this is largely
due to the manner in which fracture critical problems manifest themselves. By the
time a hairline fracture is visible on the surface of a steel member, over 95 percent
of the life of that member has expired. This hairline fracture can spread and widen
within a short time until the member fractures and there is a sudden and catastrophic
collapse of the entire bridge.
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The following pages provide information to assist the bridge inspector in identifying
fracture critical bridge members, preparing written procedures, planning effective
fracture critical inspections, performing such inspections, and completing the
required inspection report. The information presented here is meant as a summary
of the main points of the fracture critical inspection. A complete description of
the fracture critical members and the fracture critical inspection procedure is
provided in the BIRM (Section 8 - Inspection and Evaluation Of Common Steel
Superstructures).
1. General
Determine which bridges have fracture critical elements and identify the
particular fracture critical members within each bridge.
A fracture critical member is defned by AASHTO as a steel tension member
or steel tension component of a member, of a bridge whose failure would
be expected to result in the collapse of the bridge. For this member to be
considered fracture critical then, two conditions must exist. First, the member
must be in tension. The area of the bridge where the member is located must be
subject to tensioning (expanding) forces. Second, there must be no redundancy
in the member or the bridge. There must be no other structural elements able to
carry the load of the member if the given member fails.
There are three types of redundancy load path, structural, and internal. Only
load path redundancy is evaluated to determine whether a member is fracture
critical. Load path redundancy is the number of supporting elements, usually
parallel, such a girders or trusses. AASHTO neglects structural and internal
redundancies in determining whether a member is fracture critical. For a
bridge to be nonredundant, it must have two or less load paths.
Each agency should identify the bridges within its jurisdiction to
determine which contain fracture critical members. An experienced structural
engineer may need to be consulted in order to help make this determination.
2. Bridge Types
The following is a list of the types of bridges in which fracture critical members
will be found. Figures are also shown which illustrate these bridge types and
note the location of the fracture critical areas.
a. Two-beam or Two-girder Systems (Figure 3.05.C-1)
(1) Simple Spans: Each beam or girder should be considered fracture
critical as failure of either one could cause the bridge to collapse
(Example A).
(2) Continuous Spans: In general, at the midpoint of the span, the bottom
of the girder should be considered fracture critical and over the pier,
the top of the girder should be considered fracture critical. A structural
engineer may need to assess the bridge to determine the actual
redundancy and presence of fracture critical elements (Example B).
(3) Cantilever-suspended Span: In addition to the bottom of the girder
at mid-span and the top of the girder over the pier, the top fange and
adjacent portion of the web in the area of the cantilevered support
should be considered fracture critical (Example C).
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Figure 3.05.C-1
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b. Truss Systems (Figure 3.05.C-2)
Most truss bridges employ only two trusses and are thus considered fracture
critical. For inspectors, all truss members in tension should be regarded
as fracture critical. The exception is, when a detailed analysis by an
experienced structural engineer, verifes loss of a member would not result
in collapse of the bridge or major component.
The following elements within any truss bridge should also warrant
special attention:
(1) Pin-connections: Any pin connections on a truss bridge should be
considered fracture critical.
(2) Category D and E Welds: On a truss bridge, any tension member
containing a Category D or E weld. (See Inspecting Steel Bridges
for Fatigue Damage published by Pennsylvania DOT.)
Figure 3.05.C-2
c. Tied Arches (Figure 3.05.C-3)
The tie girder which keeps the supports from spreading apart is in tension
and should be considered fracture critical.

Figure 3.05.C-3
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d. Suspension Spans (Figure 3.05.C-4)
(1) Cables: If the main suspension member is a cable, the cable should be
considered fracture critical. (Example A)
(2) Cable Stayed Bridge: The bridge is of such complexity that it should
be reviewed by a structural engineer to determine the criticality of the
various ties to fracture. (Example B)
Example A: Cable Suspension Bridge
Example B: Cable Stayed Bridge
Figure 3.05.C-4
e. Other Fracture Critical Bridge Details
(1) Steel Cross Beams and Caps: In mid-span, the lower portion of the
I-section or box beam is in tension and should be considered fracture
critical. (Figure 3.05.C-5)
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Figure 3.05.C-5
(2) Pin and Hanger Supports: The pin and hanger connection used to
support a suspended span from a cantilever span should be considered
fracture critical if the member is nonredundant. The pin connection
and hanger support in a two-girder or three-girder system is fracture
critical as the bridge has no built in redundancy. The same connections
in a multi-beam system (more than 3 beams) are not fracture critical as
the bridge has a high degree of redundancy. Pin connections in such
bridges should be inspected with the same techniques and methods as
fracture critical pins. (Figure 3.05.C-6)
Figure 3.05.C-6
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3. Prepare Written Procedures
Once the fracture critical members within a bridge have been identifed, the
agency must prepare a detailed plan as to how it will accomplish the fracture
critical inspection. This written procedure may be developed by others being
hired to perform the fracture critical inspection. However, if this is done, the
team leader for the agency should carefully review the written plan to ensure
that a suffcient analysis of the member will be made and that the task will be
accomplished in a reasonable manner. These written inspection procedures
aretobekeptineachbridgefle.
Fracture critical inspections can prove costly; therefore, in the development
of the inspection plan, particular attention should be given to each of the
following:
a. Scheduling
Generally, it will be best to schedule a fracture critical inspection during
cold weather (as cracks will be more visible), at low water (if the fracture
critical member is underwater at high water), during daylight hours, and
when traffc on the bridge will be lightest (as some form of traffc control
may be necessary).
b. Equipment
The bridge inspector will require close access to each fracture critical
member; thus, some type of equipment may be needed to provide suffcient
access. Ladders, scaffolding, aerial work platforms, or UBITs may be
deemed appropriate for a given situation. The choice of equipment will
depend on the cost of rental, the time needed to perform the inspection
using that equipment, and equipment availability. If a UBIT is used, it
should be determined, before its use, whether it could overload the bridge,
operate on the bridge grade, has suffcient reach, and if it might damage
the deck. Use of a UBIT may also create a need for traffc control.
c. Workforce
In order to keep the amount of time spent at the bridge site to a minimum,
consideration should be given to the level of manpower needed. Once the
number of individuals needed is determined, the duties to be performed by
each individual should be clearly defned.
d. Tools
The standard tools common to any routine inspection should be on hand
for the fracture critical inspection. In particular, a wire brush, a magnifying
glass, and a light source able to provide 50- to 100-foot candlepower should
be considered mandatory. In addition, specialized tools for carrying out
nondestructive testing may also be warranted (i.e., a dye penetrant kit or
ultrasonic testing device).
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e. Inspection Procedures
The Fracture Critical Member inspection plan should identify the inspection
frequency and method(s) to be used. These should be developed depending
on the criticality of the feature based on experience with other similar
details or structures, calculated remaining fatigue life, current indications,
material properties, consequences and likelihood of rapid failure, etc.
If several types of inspection are employed, identify when, where and how
they are to be used. For example, a pinned truss bridge may require each
of the pins to be examined visually during each inspection, supplemented
by ultrasonic testing of 1/3 of the pins during each inspection. So all of
the pins would be inspected ultrasonically in a 72 month period, if the
inspection frequency was 24 months.
4. Perform the Fracture Critical Inspection
The purpose of the fracture critical inspection is to assess the structural
condition of each bridge member identifed as fracture critical. When
inspecting these members, it is always best to err on the side of conservatism.
The consequences of dismissing or failing to note a blemish on a fracture
critical member are too great. Therefore, the inspection should be conducted
carefully and thoroughly. Such close inspection of single members can be
tedious; however, the inspector should work in a manner that insures the same
degree of care and attention to the last area inspected as the frst. The previous
pages described the general areas within a bridge where fracture critical
members will be located. The following pages describe the particular features
to note.
First, the inspector must gain access to the fracture critical area. The inspector
should be no further than 24 inches from the surface being inspected and should
work with a light source of at least 50- to 100-foot candles. The best viewing
angle is at approximately 120. The inspector will want to look for deteriorated
surfaces or surface cracks. The BIRM (Section 8 - Inspection and Evaluation
Of Common Steel Superstructures) discusses inspection procedures and the
types of problems that may be found.)
The following areas or members should be checked:
Areas vulnerable to corrosion (under deck joints, on surfaces where water
collects, in places where dissimilar materials meet).
Areas where there is a change in the bridge cross section, where stress is
concentrated, or which show out-of-plane bending.
Web stiffeners (especially at the ends).
Coped sections and/or re-entrant corners.
Eyebars.
Shear connectors.
Pin and hanger assemblies.
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Punched holes.
Rivet and bolt heads.
Tack welds and feld welds (especially at weld ends or returns).
If any cracks, blemishes, or other irregularities are found, the inspector will
need to evaluate these further, which may include the use of a magnifying
glass. A dye penetrant kit can be used to establish the limits of a crack. Use
of magnetic or ultrasonic testing devices may be required to detect internal
problems not apparent to the eye. Some of these devices will provide more
accurate and dependable information than others. The agency will need to
determine which devices will be the most cost effective and reliable for the
given situation.
Finally, the inspector will need to record the location and size of any cracks
found. Mark and date the crack ends in permanent marker for follow up on the
structure. In most cases, it will be helpful to take a photograph of such cracks
to provide visual documentation. This information and the photographs are to
be included in the Fracture Critical Inspection Report.
5. Prepare the Fracture Critical Inspection Report
At the conclusion of the fracture critical inspection, a Fracture Critical
Inspection Report should be prepared to provide detailed verifcation of the
inspection fndings. The report should provide qualitative and quantitative
information concerning the fracture critical member. This information is
important for a number of reasons: it can offer insight about the condition of the
member, it can provide a history of the bridge, and it can be used to substantiate
the thoroughness of the inspection effort in the event of litigation arising from a
bridge failure. See Appendix 3.06-D For an example Fracture Critical Report.
The inspection report should:
Identify what parts of the bridge were inspected and the location of each
fracture critical bridge member. (This can be shown on a photograph or
sketch of the bridge.)
Describe the procedures followed to inspect the fracture critical member.
Describe the condition of the fracture critical member.
Provide the following details about any defects found:
a. What the defect is.
b. Where the defect is located (using a sketch to illustrate its location
relative to the ends of the member, and its position in the cross section
of the member).
c. Why the defect has occurred (if it can be determined).
Summarize the inspection fndings (addressing how individual defects
affect the members overall condition.
Make any appropriate recommendations (i.e., repair the fracture critical
member, recalculate load ratings, close the bridge).
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6. Update the WSBIS Inventory Record and the Master List
Any changes that need to be made to the WSBIS Inventory Record (the fracture
critical inspection felds) should be submitted so that the WSBIS Inventory
Record can be updated (see Chapter 2).
The Master List should also be updated so that it contains the most current
information about the bridge (see Chapter 5).
7. Update the Bridge File as Needed
Place the Fracture Critical Inspection Report in the bridge fle. This report
can be referred to if necessary to help determine the appropriate inspection
frequency for the bridge, evaluate the degree to which bridge conditions have
changed from one inspection to the next, and determine what maintenance or
repair may be required on the bridge.
D. Underwater Inspections
Bridges over water have special inspection requirements. If the bridge has members
in water too deep to permit a visual or tactile (hands-on and/or wading) inspection
from the surface at low water or during seasonal low stream fows, a diver must
conduct an underwater inspection, also an evaluation of the bridges susceptibility
to scour needs to be conducted (see Section 5.05). Most bridge failures are due
to underwater or scour problems; therefore, the importance of these types of
inspection cannot be overemphasized. There may be environmental restrictions that
need to be taken into consideration prior to conducting an underwater inspection.
An underwater inspection on the underwater elements of a bridge, is required at
least once every 60 months. The purpose of the underwater inspection is to examine
the underwater elements to the extent necessary to determine their structural
condition and adequacy. At a minimum, a diver must swim by and look at all
underwater portions of the bridge, clean surface encrustations from and tactically
inspect at least 10 percent of the underwater portion of the bridge, and probe the
stream bottom around the piers or at other locations to determine the condition
of the streambed. If signifcant problems are encountered during the course of
the inspection, a more detailed inspection of the bridge may be needed.
Existing scour conditions must be evaluated during an underwater inspection.
The inspector must assess condition and depth of the streambed, determine the
susceptibility of the streambed to scour, and determine what countermeasures can
be taken to safeguard the bridge. The primary requirement of the scour inspection
is to establish a cross-section of the streambed. This is accomplished by sounding
and can be carried out with either a fathometer (also known as a fsh fnder) or
a lead line. See the BIRM (Section 11 Topic 11.3 Underwater Inspections)
for guidance on performing underwater inspections.
With each underwater and/or scour inspection performed, an inspection report must
be prepared to document the fndings. This report should provide details about the
observations made, provide visual documentation (sketches, photographs, and/or
video recordings) of any problem areas, and make recommendations for repair or
subsequent monitoring. Updates shall be made to the WSBIS inventory data, the
Bridge Inspection Report, and/or to the Master List as a result of the underwater
or scour inspection fndings. A copy of each report is to be kept in the agency
bridge fle.
Washington State Bridge Inspection Manual Page 3-21
December 2006
Inspections and Reports
Prepare Written Procedures
Written inspection procedures need to be developed for each bridge requiring an
underwater inspection. The inspection plan should detail as a minimum:
Type and frequency of required inspection
Location of members to be inspected
Type(s) of foundation
Bottom of foundation elevation or pile tip elevation
Identifcation of scour critical substructure units
Special equipment requirements
Follow-up actions taken on fndings of last inspection
Document the Underwater Inspection
Prepare a Daily Dive Report after each dive and prepare an Underwater Inspection
Report when inspection of the entire underwater portion of the bridge is concluded.
See Appendix 3.06C for an example underwater inspection report.
a. Daily Dive Report
This report must be completed by the inspection team leader (in concert with
the diver). Section 3.07, Forms, provides a sample of this report. The report
should summarize what equipment was used in the dive, what procedures
were employed, what problems were encountered (such as strong currents or
underwater obstructions or accumulations of debris), and should provide any
information which may be helpful for planning future dives. A separate Daily
Dive Report should be completed for each dive made.
It may be helpful to tape the conversation between the diver and the inspection
team leader when the diver comes out of the water. If the report is prepared
later, it will be diffcult to remember all the observations made at the time. A
tape recording can capture these words and make writing the report much easier.
b. Underwater Inspection Report
This report must be completed by the inspection team leader and reviewed
by the diver. In the appendix is a sample of this report. The report should
be thorough and include the following information for the various levels
of inspection performed.
(1) For a Routine Underwater Inspection, note:
The areas of the bridge that were cleaned (which pilings, at what
depths, etc.).
What conditions were found as a result of cleaning.
The condition of any protective coatings.
Evidence of any signifcant defects or damage.
Evidence of scour or the build-up of debris at the piers.
The location of exposed foundation elements.
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December 2006
Inspections and Reports
The condition of the streambed around each pier (from probing).
The water fow (whether high, medium, or low) and an approximation of
the velocity (ft/sec.).
The infuence of any signifcant environmental conditions (i.e., corrosive
pollutants, salt water, etc.).
Any changes to the surrounding area which have or may alter the fow
characteristics around the pilings (i.e., logs upstream, construction going on
nearby).
Any discrepancies between the bridge design and its actual confguration.
Any recommendations for repairs, a subsequent scour inspection, a change
in inspection frequency, or an in-depth inspection.
(2) For an In-Depth Underwater Inspection, note:
The areas tested.
The amount and type of testing performed.
Testing results and/or fndings.
Any recommendations for repair or replacement of individual members or
the bridge itself.
In addition to the written information provided in the report, problem areas
in the bridge should be carefully identifed and documented with drawings,
photographs, and/or video recordings. Although underwater photos and video
recordings are often preferred, they may not always offer clear views of the
problem areas so sketches may need to be relied upon. If a recommendation is
made for bridge repair, visual documentation of the problem will be required.
Update the WSBIS Inventory Record and the Master List
Any changes to the inventory coding information (the date of underwater
inspection, the condition coding for piers, intermediate bents, etc.) should be entered
so that the WSBIS Inventory Record can be updated accordingly (see Chapter 2).
Update the Bridge File
After the Underwater Inspection Report is completed, the summary fndings need to
be included on the current Bridge Inspection Report. This can be added as a dated
note in the notes portion of the laptop Bridge Inspection Report. The date, type
of underwater inspection, hours, inspectors and co-inspectors initials, inspectors
certifcation number, and any NBIS or BMS codes (that need to be changed with
this added information) are updated on the WSBIS Inventory Record. Once
this form is flled out, it needs to be submitted to the Bridge Inventory Engineer.
The Underwater Inspection Report and the Daily Dive Report should be placed in
the bridge fle. These reports can be referred to as necessary to help determine
the appropriate inspection frequency for the bridge, evaluate the degree to which
bridge conditions have changed from one inspection to the next, and determine what
maintenance or repair may be required.
Washington State Bridge Inspection Manual Page 3-23
December 2006
Inspections and Reports
E. Special Features
Special bridges include bridges with special features such as movable bridges,
foating bridges, suspension and cable-stayed bridges, and ferry terminals. Also
included are bridges built with special materials such as high strength steel, and
bridges that were built using techniques such as segmentally constructed post-
tensioned concrete boxes. Bridges with pin and hanger connections are also
considered to be special bridges.
Written procedures must be developed and included in the bridge fle for all Special
Features Inspections. Procedures should include:
Type, detail, and frequency of required inspection.
The location of members to be inspected.
Special equipment required.
Complex bridge types normally have detailed maintenance and inspection manuals
specifc to each bridge.
1. Movable Bridges
There are three basic types of movable bridges: vertical lifts, bascules, and
swings. All of these structures are operated either by electro-mechanical drive
systems or by hydraulic systems. See the BIRM (Section 12 Topic 12.2
Movable Bridges) for guidance on performing inspections on movable bridges.
2. Floating Bridges
Floating bridges in Washington State consist of concrete pontoons that are
bolted together longitudinally and are held in position by steel cables connected
to anchors on the bottom of the waterway. Some of the bridges are reinforced
with prestressing steel. Two of Washington States foating bridges contain
movable spans that have unique operating characteristics.
Unique inspection components in foating bridges are the anchor cables and
their anchors, the sockets on the ends of the cables, and the watertight hatches
that allow access to the interior of the pontoons and between cells inside each
pontoon. Tracks, bolts and/or pins provided to adjust the tension in the anchor
cables require inspection, as well as the portals where the anchor cables enter
the pontoons. Water sensors in the pontoons and any cathodic anchor cable
protection systems should be tested to ensure they are working properly. The
bolts between the pontoons as well as the water-tightness of the concrete
pontoons themselves must be inspected. Other special components on foating
bridges with movable spans include vertical and horizontal guide wheels, guide
wheel tracks, center and end locks, lift cylinders and span leveling devices, span
drive machinery, control systems, and weather monitoring equipment. Each of
the foating bridges in Washington State have dedicated Operation, Inspection,
and Maintenance Manuals detailing the special features and procedures.
Page 3-24 Washington State Bridge Inspection Manual
December 2006
Inspections and Reports
3. Suspension Bridges
Suspension bridges consist of a pair of main cables hanging between and
passing over two towers and anchored by backstays into large counterweights
on opposite shores. Suspender ropes hang from the main cables and support
a pair of stiffening trusses or girders that run the length of the suspended
spans. The stiffening trusses or girders support foor beams, stringers, and a
roadway deck. Orthotropic decks may be used in place of the stringers and
roadway deck. See the BIRM (Section 12 - Topic 12.1 - Cable Supported
Bridges) for guidance on performing inspections of suspension bridges.
4. Cable-Stayed Bridges
Cable-stayed bridges are very distinct structures with many unique details that
require special inspection. On a cable-stayed bridge the longitudinal structural
components that support the road deck are supported by inclined cables or
stays that extend directly into anchors or saddles in one or two towers. One
cantilevered component is balanced by another cantilevered component on
the opposite side of the support tower. Typically, the deck is anchored to
the ground in at least one spot to resist seismic forces and any unbalance in
the cantilevered spans. See the BIRM (Section 12 Topic 12.1 Cable
Supported Bridges) for guidance on performing inspections on cable-stayed
bridges.
5. Precast Segmental Bridges
Precast segmental bridges are unique due to their construction. A precast
segmental girder is a single or multiple box girder that is formed from precast
segments post-tensioned together. This type of construction takes advantage
of the standardization of the manufacturing process. See the BIRM (Section 7
Topic 7.11 Concrete Box Girders Including Segmental) for guidance on
performing inspections of precast concrete segmental bridges.
6. Ferry Terminals
Ferry terminals usually have a dock or holding area built over the water and a
movable transition span to carry the traffc on to the ferry deck. The holding
area can be constructed of treated timber, concrete, or steel components. The
movable spans generally are steel trusses or girders with one end supported on
the fxed pier and a free end which can be raised or lowered onto the boat to
accommodate tidal changes.
The marine environment is very harsh to steel and timber. The inspector should
monitor the paint condition of steel and check carefully for section loss due
to corrosion. Treated timber rots from the inside out. Timber members that
appear solid may only be a hollow shell. The inspector should sound all timber
regularly and inspect for insect infestation and damage. Divers should inspect
structural members that are submerged at maximum 60 month intervals and
more often when needed.
Because of the complexity of ferry terminal inspections, WSDOT has the Ferry
Terminal Inspection Procedures Manual to describe the report.
Washington State Bridge Inspection Manual Page 3-25
December 2006
Inspections and Reports
7. Pin and Hanger Connections
A pin and hanger is a system used to connect suspended spans to cantilevered
spans. The hanger is connected to a beam or girder by a pin on one or both
ends. In two-girder and three-girder systems, the pin and hanger connection
is fracture critical. Even when used in a multi-beam system where the bridge
has a high degree of redundancy, the connection should still be inspected as
closely as any fracture critical element. This is due to problems experienced in
other states with pins in multi-beam suspended spans. See the BIRM (Section
8 Topic 8.4 Pin and Hanger Assemblies) for guidance on performing
inspections of pin and hanger assemblies.
8. A-514 Steel High Performance Steel
A-514 steel is used in high stress areas of larger steel bridges to reduce member
size and total weight of steel. A typical location would be the top and bottom
fanges of plate girders over the intermediate piers.
Bridges fabricated from A514 steel have suffered from hydrogen cracks
which occurred during fabrication. Also, higher strength steels generally are
subject to larger stress ranges than the lower strength steels. In tension zones,
cracks may initiate and propagate faster than in the lower strength steels. It is
important that inspectors check tension zones closely for cracks particularly at
welds, bolt holes, copes, and other fatigue prone locations.
F. Other Inspections
A variety of other inspections may be performed on a bridge during its service life.
The need for these inspections should be determined by the team leader. The types
of inspection that may be called for include:
1. Damage
Any time the bridge has been struck and damaged due to a collision from a
vehicle or a vessel, or damage due to food, etc., a damage inspection should
be performed to determine the extent and the appropriate action(s) to take. The
BIRM (Section 3 Topic 3.1.8 - Types of Bridge Inspections) also discusses
Damage Inspections. To conduct a damage inspection:
a. Collision
(1) Assess Damage
The purpose of the damage inspection is to assess the extent of any
structural damage to the bridge. A thorough examination of the
damaged areas should be made, along with an assessment of any
residual damage to other bridge components. The amount of time
and effort required to make this assessment will obviously depend upon
the extent and seriousness of the damage.
If signifcant damage has occurred, the inspector will need to:
Identify any fractured members.
Determine any loss of foundation support.
Compute the amount of any section loss.
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December 2006
Inspections and Reports
Measure the amount any member is out of alignment.
Recalculate load ratings, if necessary.
As a result of the damage inspection, the inspector may determine that
load restrictions are needed or that the bridge should be closed until
repairs can be accomplished. If so a Critical Damage-Bridge Repair
Report needs to be completed.
(2) Reporting
Record the inspection fndings on the Damage Inspection Report.
See Appendix 3.07 WSDOT FORMS for a blank form. The following
information should be noted:
The location, extent, and type of any damage found.
The amount of any section loss.
The degree to which any members are out of alignment.
The need for new load ratings, if applicable.
Any recommendations for repair or maintenance.
(3) Critical Damage-Bridge Repair Reporting
If the bridge has been damaged to the extent that has resulted in an
emergency load restriction, lane closure, bridge closure or a failed
bridge, the inspector must submit a formal recommendation for
repair by completing the Critical Damage-Bridge Repair Report (see
Chapter 6).
(4) Update the WSBIS Inventory Record
If any changes to the WSBIS Inventory Record (the inventory or load
ratings, for example) are needed, they should be submitted on the
WSBIS Inventory Report.
(5) Update the Bridge File
A copy of the Damage Inspection Report and an updated copy of the
WSBIS Inventory Record (if applicable) should be placed in the bridge
fle at the completion of the Damage Inspection.
b. Floods
Any time fooding has occurred on the waterway the bridge crosses, an
inspection should be conducted both during and immediately after the
fooding to assess what effects the increased water fow is having, or had,
on the bridge. The following explains these procedures:
(1) During Event Inspection
An inspection during the food can provide information about the
structures safety and condition under adverse conditions. Observations
made during the food may help the inspector recommend appropriate
measures to protect the bridge from failure or damage due to any future
fooding.
Washington State Bridge Inspection Manual Page 3-27
December 2006
Inspections and Reports
To the extent possible during the food, the inspector should look for the
suggestion or the presence of any of the following:
Streambed scour around underwater bridge elements.
Bank erosion.
Lateral migrations in the channel.
Sediment transport or accumulation.
Debris transport or accumulation (especially around piers).
(2) Follow-up Inspection
The bridge should be revisited immediately after the food to assess
any damage to the bridge and to provide information about the actual
impact of the food. The inspector should assess the impact of any of
the following:
Streambed scour around underwater bridge elements.
Bank erosion.
Lateral migrations in the channel.
Sediment transport or accumulation.
Debris transport or accumulation (especially around piers).
(3) Reporting
If the bridge is damaged as a result of the food or if conditions have
changed at the bridge site, a Damage Inspection Report and a new
Scour Field Evaluation must be completed (see Chapter 5).
The report should provide the following information:
Flood stage at which the bridge was visited.
Approximate streamfow volume and velocity at the time of
the visit.
Location and extent of any damage to the bridge.
Current condition of any bridge elements affected by the food.
Any recommendations for scour countermeasures, bank protection,
channel protection, etc., which may protect the bridge from damage
during future fooding or reduce the potential for future fooding.
(4) Update the WSBIS Inventory Record
(5) Update Bridge File
A copy of the new Scour Field Evaluation Form shall be placed in
the bridge fle and must be cross referenced to the current Bridge
Inspection Report. See Section 3.07 WSDOT FORMS for a blank
scour feld evaluation form.
Page 3-28 Washington State Bridge Inspection Manual
December 2006
Inspections and Reports
2. In-Depth
Any time a bridge element or portion of the bridge requires further evaluation,
analysis, or investigation to accurately assess its condition, complete an in-depth
inspection. This inspection may involve testing, monitoring, or conducting
specifc analyses of given bridge elements. The BIRM (Section 3 Topic 3.1.8
- Types of Bridge Inspections) also discusses In-Depth Inspections. For an in-
depth inspection:
a. Identify Need
Any time the structural condition of an element cannot be determined in
the course of a routine inspection, an in-depth inspection is required. The
in-depth inspection is performed obtain more sophisticated data, perform
special testing, and/or bring in other experts to assess a particular problem.
The need for an in-depth inspection generally arises as a result of a routine
inspection; however, such a need may also be the result of a damage, food,
or interim inspection. Whenever such a need is discovered, an in-depth
inspection should be performed.
b. Performing the Inspection
The in-depth inspection should include as detailed an analysis as necessary
to determine the condition of the given bridge element. There can be no
standard set of procedures to follow or observations to be made. Many
factors will infuence the depth and extent of analysis required. To facilitate
accomplishment of the inspection, the inspector should make sure that any
traffc control measures or necessary special equipment will be available.
c. Reporting
There is no standard form to be completed for reporting in-depth inspection
fndings. When the inspection is concluded, the inspector should prepare a
formal written report to note:
The location of each bridge element inspected.
The procedures used to analyze and assess the particular bridge
element.
The names, titles, and observations made by any specialists who
were consulted.
The results of any testing performed.
Any recommendations for maintenance or repair.
d. Update the WSBIS Inventory Record
If any changes to the WSBIS inventory data (the inventory or load ratings,
for example) are needed.
e. Update the Bridge File
A copy of the report and an updated copy of the WSBIS Inventory
Record (if applicable) must be placed in the bridge fle at the
completion of the In-Depth Inspection and must be cross referenced
to the current Bridge Inspection Report.
Washington State Bridge Inspection Manual Page 3-29
December 2006
Inspections and Reports
3. Interim
Any time a known or suspected defciency needs to be monitored between
routine inspections, an interim inspection may be required. The BIRM
(Section 3 Topic 3.1.8 - Types of Bridge Inspections) also discusses Interim
Inspections.
a. Identifying Need
The interim inspection is performed to monitor a particular known or
suspected defciency and is carried out between regularly scheduled
routine inspections. For example, if noticeable settling has occurred in
the foundation, or if a particular bridge member shows signs of rapid
deterioration. The inspector should observe and monitor this condition
to determine the effect on the bridge or the danger posed to the bridge.
b. Performing Inspection
The inspector is free to schedule an interim inspection at his or her
discretion as the need arises. This type of inspection can be accomplished
by any suitable person who has some familiarity with the bridge. That
is, the team leader need not be present during the inspection. However,
if someone other than the team leader will perform the inspection, this
individual should be carefully instructed as to what to look for, what
measurements to take, what results might be expected, and/or how the
problem can affect the structural integrity of the bridge.
c. Reporting
A report documenting the inspection fndings should be prepared by the
individual who performed the inspection. Any of the following information
may be appropriate to include:
The date of inspection.
The inspectors name.
The location of the element or elements inspected.
Any measurements taken.
The procedures utilized to analyze and assess the given bridge
element(s).
The results of any testing performed.
Any recommendations for maintenance or repair.
d. Update the WSBIS Inventory Record
If any changes to the WSBIS Inventory Record (i.e., the inventory or
load ratings) are needed, they must be submitted on the WSBIS Inventory
Report. The routine bridge inspection date should not be changed due to an
interim inspection.
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December 2006
Inspections and Reports
e. Update the Bridge File
A copy of the report and an updated copy of the WSBIS Inventory
Record (if applicable) must be placed in the bridge fle at the
completion of the interim inspection and must be cross referenced
to the current Bridge Inspection Report.
3.06 Appendixes
3.06-A WSDOT Bridge Preservation Inspection Guidelines
3.06-B UBIT Owners & UBIT Inspections and Procedures
3.06-C Example Underwater Inspection Report
3.06-D Example Fracture Critical Inspection Report & Procedures
3.07 Forms
Bridge Inspection Report
Inspection Report (Supplemental Form)
WSBIS Inventory Record
Inventory Report
Scour Field Evaluation
Underwater Inspection Report
Daily Site Dive Log
Fracture Critical Inspection Report
Prestressed Concrete Damage Report and Steel Damage Report
Fall Protection Plan
Emergency Action Plan
Lead Exposure Control Work Plan
Respirator Record
Confned Space Entry and Hot Work Permit
Washington State Bridge Inspection Manual Page 3.06-A-1
December 2006
WSDOT Bridge Preservation Inspection Guidelines
Appendix 3.06-A WSDOT Bridge Preservation
Inspection Guidelines
The following describe specifc inspection processes and procedures used by the
WSDOT Bridge Preservation Offce.
Contents
General ........................................................................................................... 3.06-A-2
SOUNDINGS................................................................................................. 3.06-A-8
CULVERT CODING ................................................................................... 3.06-A-10
BRIDGE RAIL (WB76-84) ......................................................................... 3.06-A-10
TRANSITIONS (WB76-85)**,*** ............................................................. 3.06-A-10
GUARDRAIL (WB76-86)**,*** ............................................................... 3.06-A-11
TERMINALS (WB76-87)*,** .................................................................... 3.06-A-11
BRIDGE INSPECTION NOTES STANDARD PRACTICE 2005 ............. 3.06-A-13
ADMINISTRATIVE GUIDELINESSTATE OWNED
PEDESTRIAN BRIDGES/SHORT SPANS ............................................ 3.06-A-17
INVENTORY INSPECTIONS .................................................................... 3.06-A-17
SAFETY INSPECTIONS ............................................................................ 3.06-A-18
EMERGENCY/DAMAGE INSPECTIONS................................................ 3.06-A-18
BRIDGE DECK WALKING GUIDELINES FOR
BRIDGE INSPECTIONS ........................................................................ 3.06-A-19
REPAIRS ..................................................................................................... 3.06-A-20
PRIORITY REPAIRS (Section 7.03) ........................................................ 3.06-A-21
CHANGING EXISTING REPAIRS ............................................................ 3.06-A-22
LOCAL AGENCY REPORTS ..................................................................... 3.06-A-23
LOCAL AGENCY BRIDGE SCOUR ......................................................... 3.06-A-23
RENTAL EQUIPMENT ............................................................................. 3.06-A-24
Page 3.06-A-2 Washington State Bridge Inspection Manual
December 2006
WSDOT Bridge Preservation Inspection Guidelines
INSPECTION PROCEDURES March 2006
BMP (Chapter 3)
General
Inspection report comments are required for the National Bridge Inventory
(NBI) Deck Overall (663), Superstructure (671), and Substructure (676) codes
of 5 or less.
Detailed notes are to be entered separately under each Bridge Management
System (BMS) element. NBI smart fags can reference the appropriate BMS
element note.
Inspection report summary comments are required for any BMS element in
Condition State (CS) 3 or 4 and recommended for CS 2.
Specifc dates should be used (e.g. Soundings taken during 2001 inspection.
or Soundings taken 10/1/01. Not Soundings taken today.).
Refer to specifc joints by pier or span numbers instead of joint numbers.
Whenever an in-span hinge separates two bridges, the bearings and joint are to
be coded with the dependent structure. Explain any exceptions to this rule in
the 0 note.
Whenever measurements are taken, whether for joint openings, monitored
conditions, or anything else, include in the report the date, the surface
temperature or air temperature, and the time of day measurements were taken.
Timber structures:
A Yellow Tagged (YT) member is one that has rot and a shell between 1-
and 3. A YT member requires a Priority 4 repair.
A Red Tagged (RT) member is one that has rot and a shell less than 1-. A
RT member requires a Priority 1 repair.
Spot-check the BMS elements and quantities. Pay attention to the Smart Flags
(especially BMS element #361) and all elements of new bridges.
When circumstances prevent any required work from being completed at the
time of inspection, report this fact to your supervisor. In the inspection report
clearly identify both why the work wasnt completed and what is required of the
next inspector to achieve the task.
When submitting reports for initial review, include feld notes in the review
package along with a clean copy of the report, the Washington State Bridge
Inventory System (WSBIS) sheet, the inspection photographs, and other
relevant reports (fracture critical, soundings, etc.).
Avoid using the phrase open crack without a further description such as
width, location, and repetitive nature. Mark the specifc crack location on the
bridge with the crack width, inspectors initials, and the date. Consider taking a
photo of the marked crack to include in the inspection report. See Page 4-7 of
the Washington State Bridge Inspection Manual (WSBIM).
Washington State Bridge Inspection Manual Page 3.06-A-3
December 2006
WSDOT Bridge Preservation Inspection Guidelines
0 Note
Bridge orientation and identifcation of the pier/span numbering system is
always required, stating the basis of orientation such as increasing mileposts,
ramp direction, or per plans. Any potentially confusing orientation issues
or deviations from standards (west to east or south to north) must be clearly
identifed. Describe photos with respect to bridge orientation, not geographic
direction.
If interim inspections are required, provide the schedule for inspections in the
following format: Interim inspections of RT timber are done in odd numbered
years and routine inspections of the entire bridge are done in even numbered
years. Briefy describe what is to be accomplished during the interim
inspections.
Place any special instructions and information that doesnt ft anywhere else
under the 0 note.
During the frst inspection cycle, state the date when the initial inventory
inspection was performed on a new bridge under the 0 note.
48 - MONTH FREQUENCY CANDIDATES
Place this note as a separate paragraph under the 0 Note:
Continue to validate the status of this bridge each inspection as a 48-month
inspection candidate. Verify condition ratings, load ratings, vertical clearances,
ADT, scour codes when applicable, and that no major maintenance has been
completed in the last two years. Refer to the WSDOT letter sent to FHWA,
dated July 28, 1998, for further details. The electronic fle is located in the
N:\Inspection Guidelines folder.
1 Note
This note is maintained by the inspector and is used for every bridge that is fracture
critical and/or requires a special feature inspection (see WB77-84, codes 4, 5, 7,
and 0). Use this note to identify the inspection schedule, type of equipment used,
and areas inspected. Examples: Use a manlift to inspect the upper portions of the
south truss, or UBIT cannot deploy off south side due to the close proximity of a
parallel bridge.
5 Note
Program Management (Bruce Thill) maintains this note. It contains information
regarding scheduled rehabilitation or replacement, and other upcoming program
management items.
Page 3.06-A-4 Washington State Bridge Inspection Manual
December 2006
WSDOT Bridge Preservation Inspection Guidelines
9 Note
The 9 note is used to insert information contained in an Underwater Report, which
could be pertinent to the coding of the bridge substructure. The BPO Dive Team
or a consultant frm can provide this note. This note should provide information
about the consultant (when appropriate), date of inspection, and a brief synopsis of
the fndings and relationship to previously found conditions. The Scour Engineer,
Harold Redman, usually edits this, but the lead inspector can also enter information.
This is tied to WB77-58 if there is a D entered.
If possible, attach a copy of the report or a summary sheet from the Underwater
Inspection Report to the Bridge Inspection Report.
11 Note
The Load Rating Engineer, Mohammad Al-Salman, maintains this feld. It is used to
explain any load restrictions placed on a bridge. This note is closely associated with
NBI note 688.
361 Scour Note (BMS Element #361)
A BMS #361 element and note is required for all bridges over water. Note the
following:
State the direction of stream fow in the BMS element #361 note.
The BMS quantity must match WB78-41 (verify both felds) recording piers in
normal yearly high water. In the event that there are more than nine piers in
the water, the BMS quantity should record the actual number, not M. Also
note that this represents piers in the water, not columns in the water. Note that
the BMS quantity may be 0 in cases where the piers or abutments are well
clear of normal high water.
Where element #361 has condition states of 2 or greater, provide detailed notes
and photos describing the condition.
Any inspection directive in the NBI 680 feld must be specifcally responded to
by the inspector in the BMS element #361 note and the NBI 677 note. As an
example, the 680 note could say, Riprap at Pier 3 must be maintained. Based
on this statement, the inspector must state the condition as found with a date in
element #361: Riprap at Pier 3 found in good condition on 2/20/03.
If the NBI 680 feld states that the riprap must be maintained, review the scour
plans located on the Bridge Engineering Information System (BEIST) web
site before inspecting the bridge in order to determine the designed riprap
placement.
If high water or any other obstruction prevents an adequate inspection of an
element specifcally identifed in 680, or if the bridge has a scour code of 2,
3, or 6, use the seasonal code under the WB-77 tab stating the reason why an
inspection was impossible and the appropriate time of year in which to conduct
an adequate inspection.
Washington State Bridge Inspection Manual Page 3.06-A-5
December 2006
WSDOT Bridge Preservation Inspection Guidelines
676 NBI Substructure Note
In all the following cases, document the scour condition thoroughly and notify
Harold Redman upon return to the offce.
Spread footing bridges with undermined footings, or footings where the full
face is exposed:
If the NBI Scour code (680) is 2, 3, or 6, the NBI Substructure code (676)
should be assigned based on the actual condition of the substructure, taking
into account the degree of scour of the foundation. For a substructure whose
load carrying capacity is not reduced and is not unstable, drop the Substructure
code to a 5 (fair condition). A code of 4 (poor condition) would be appropriate
if the scour had undermined the foundation, reducing the load carrying capacity
of the pier or abutment or if it was potentially unstable. If local failure of the
foundation or substructure element were possible, it would be best coded a
3 (serious condition). Evaluate and comment on any riprap or other scour
countermeasures in place.
If the NBI Scour code is 5, the NBI Substructure code is not affected by scour.
Carefully document the scour condition and establish the distance between the
exposed bottom of the footing and some point on the bridge that can be used
to compare with the plans. This allows Harold to establish the elevation of the
footings as found.
If the NBI Scour code is 7, the NBI Substructure code is not affected by
scour. Evaluate and document the condition of the scour countermeasures.
Since the footings are fully exposed or undermined, it is likely that the scour
countermeasures are failed or inadequate. The Substructure code should be
assigned based on the actual condition of the substructure taking into account
the degree of scour of the foundation. The NBI chan/protection code (677) may
also be coded down if the channel embankments are affected.
If the NBI Scour code is 8, the NBI Substructure code is not affected by scour.
Attempt to confrm bedrock foundation and specifcally comment on what you
could or could not confrm. Unless there is contrary evidence, or signifcant
undermining, assume the bridge is founded on non-erodable material and do
not lower the Substructure code. Carefully document any undermining and
establish a monitor fag. If it is judged that the scour is signifcant, use your
judgment as to how the Substructure code is affected.
Spread footing bridges with footing tops and/or some face exposed:
If the NBI Scour code is 2, 3, or 6, drop the NBI Substructure code to 5 and
comment that the Substructure rating is based on the scour condition. Evaluate
and comment on any riprap or other scour countermeasures in place. Document
the scour condition thoroughly.
If the NBI Scour code is 5, the NBI Substructure code is not affected by scour.
Document the scour condition and establish the distance between the ground
line and some point on the bridge that can be used to compare with the plans.
This allows Harold to establish the elevations of the ground line at the footings.
Page 3.06-A-6 Washington State Bridge Inspection Manual
December 2006
WSDOT Bridge Preservation Inspection Guidelines
If the NBI Scour code is 7, the NBI Substructure code is not affected by scour.
Evaluate and document the condition of the scour countermeasures. Since the
footings are exposed, it is likely that the scour countermeasures are inadequate,
and the Substructure code should be a 5, although it is possible that there are
exceptions. Document the scour condition.
If the NBI Scour code is 8, the NBI Substructure code is not affected by scour.
Assume the bridge is founded on non-erodable material and do not lower the
Substructure code. Note the exposed footings in the report comments and
confrm bedrock if possible.
Spread footing bridges with scour holes or embankment erosion near the
structure, but no exposed footings:
The NBI Substructure code is not affected by the scour condition.
If the NBI Scour code is 2, 3, or 6, the bridge is scour critical or analysis has not
been done. Document the scour condition thoroughly.
If the NBI Scour code is 5, foundations are stable for evaluated scour
conditions. Scour is within limits of footing or piles.
If the NBI Scour code is 7, scour countermeasures have been installed.
Evaluate and document the condition of the scour countermeasures.
If the NBI Scour code is 8, the structure is stable and the scour depths are above
the piles or footings, or the footings are on non-erodable material. Note the
scour conditions in the report comments.
Pile founded bridges with evidence of scour:
Check NBI Scour note (680) for comments from Harold Redman about
embedded pile depth.
If scour holes have reached embedded depths to between 5 and 10 feet, drop the
NBI Substructure code to a 5 and comment that the Substructure rating is based
on the pile embedment length. Evaluate and comment on any riprap or other
scour countermeasures that are in place. Make a recommendation to evaluate
the pile for lateral stability. Document the scour condition thoroughly.
If scour holes have reduced embedded depths to 5 feet or less, drop the NBI
Substructure code to 3 and directly comment that the Substructure rating is
based on the pile embedment length. Evaluate and comment on any riprap
or other scour countermeasures that are in place. Make a recommendation to
evaluate the pile for lateral stability. Document the scour condition thoroughly.
677 Channel Protection Note
The NBI Chan/Protection code (677), rating the channel and the potential danger to
the bridge or approaches, is required for all bridges over water.
This note should be kept separate from the BMS element 361 note.
Inspection notes are required for codes of 7 or less.
Note that a bridge with no scour potential (piles founded or on bedrock) can
have a very low channel rating based on a threat to the approach fll. In this
situation the 677 code is the only way to fag the problem.
Washington State Bridge Inspection Manual Page 3.06-A-7
December 2006
WSDOT Bridge Preservation Inspection Guidelines
Note that roadway embankment erosion due to bridge or roadway runoff is
NOT included in this feld. These issues are addressed in the abutment BMS
feld.
679 Pier/Abutment Protection and 683 Pier Protection Notes
The 679 and 683 notes are ONLY used for navigable channels (WB73-86 is
coded 1); otherwise they should be coded N and 9.
680 NBI Scour Note
The Scour Engineer, Harold Redman, maintains this feld. Any scour comments
by the feld inspector should be placed in BMS element #361 (scour) or NBI 677
(channel condition), depending upon which is most appropriate.
688 Revise Rating Flag/Note
The Revise Rating Flag/Note should be turned on by the inspector when:
The thickness of the overlay increases to at least fve inches. Make sure you
note the total thickness of the overlay; otherwise revisions cannot be made.
The bridge rails have been removed and replaced with heavier rails (e.g. thrie-
beam with steel posts replaced with concrete bridge rails).
The condition of a structural element has deteriorated or has been damaged. For
example: broken strands or section loss of reinforcing bars or steel members
(over 10 percent) in the main structural members or rot in the timber elements.
Identify the location of the deterioration based on span length and top or bottom
of the affected member.
Short span bridges do not have the 688 fag turned on. Currently we do not have
ratings for these bridges and in most cases we do not have design plans in order
to rate them. If you observe any deterioration that will compromise the structural
integrity of a short span structure, recommend Priority 1 or Urgent repairs for the
affected members.
For State owned bridges, do not use the Priority L repair. Any load rating issues
should be addressed under NBI Item 688. Correct any old inspection reports using
this type of repair.
Delete any 688 notes that dont have relevance to the existing condition of the
bridge.
Make sure you write a note under 688 identifying the reasons for turning the fag on.
If you have any questions contact the Load Rating Engineer, Mohamad Al-Salman.
691 Photos Flag
Photos should identify the orientation, location, and what is photographed.
All photos except deck and elevation photos must be referenced in a BMS
element note and should have the photo number.
In the BMS #691 note include the date (or inspection year) when the deck and
elevation photos were taken.
Page 3.06-A-8 Washington State Bridge Inspection Manual
December 2006
WSDOT Bridge Preservation Inspection Guidelines
Photos that are no longer relevant to the inspection report should be deleted.
Keep the repair photos in the report for an additional inspection cycle so that the
Bridge Repair Engineer, Glen Scroggins, can compare them. The deleted photo
numbers must be documented in the BMS #691 note under an ARCHIVED
PHOTOS heading. Enter the date a particular photo was archived. This archived
list is kept in the report.
Do not place a new photo over an existing photo in the photo log. Every photo
must have its own number in the archive for possible future reference.
Use a P when a photo other than deck or elevation is needed.
Photos should be referenced with respect to the assumed bridge orientation,
consistent with the rest of the report.
SOUNDINGS
The Scour Engineer, Harold Redman, determines which bridges need stream cross
sections (soundings) by placing a Y in the NBI soundings fag (693). When this
is required as part of the inspection, perform the following:
1. Enter data into the Scour Field Evaluation Excel spreadsheet (a read-only copy
is in N:\Soundings\Scour Field Evaluation Form.xlt). This spreadsheet replaces
the Filemaker Pro, electronic form 234-037EF.
a. If you could not take soundings on the initial inspection trip, plan on getting
them on another trip, either by coordinating with another lead inspector or
by doing it yourself.
b. If there is a reason soundings should be taken at a different time of the year
(e.g. low water, low tide, or fsh windows), add a 9300 note stating the
reason.
2. Save the fle under the bridge number (e.g. 5_24S.xls) in the appropriate year
Soundings folder found in Nailcommon on Dotbrgnail.
3. Attach the completed form to the appropriate bridge Mobile Bridge inspection
report File tab.
4. Change the 693 fag from Y to N.
5. Place the date soundings were taken in the 693 note. (e.g. Soundings taken
2/1/2004).
6. When you return to the offce submit an e-mail to Harold Redman stating that
the soundings have been completed and that the fndings are in the Soundings
folder for his review.
7. Harold will e-mail an electronic stream profle fle that you will attach to the
report Files tab.
a. Replace any existing stream profle fle with the updated one.
b. Print the stream profle fle sent to you by Harold and include it with your
inspection review packet.
c. When preparing for an inspection that requires soundings, print any existing
stream profle fle to include in your inspection feld packet.
Washington State Bridge Inspection Manual Page 3.06-A-9
December 2006
WSDOT Bridge Preservation Inspection Guidelines
WSBIS Coding:
Secondary WSBIS and NBI elements are no longer used on either the State or
Local Agency bridge reports.
For 688 to 694 fags still being used, change Y to N after the inspection,
leaving felds blank where possible.
Curb notes should be moved into the sidewalk or bridge rail BMS element note.
If a timber bridge has had repairs or replacement of primary structural timber
elements, establish that WB72-89 is coded a T and that WB72-93 is coded
a D and that the related NBI codes remain low. Code the respective BMS
elements as to the actual condition state found during the inspection.
Compare Curb to Curb Deck Width (WB73-56) and Horizontal Clearance
(WB74-91 and 95) and investigate differences (typically they should be the
same, except for non-mountable median barrier).
WB-77 Panel
This panel now contains report types and the ability to add resources to a
given report type. The inspection types include: Routine, Fracture Critical,
Underwater, Special, Interim, Equipment, Damage, Safety, Short Span, 2 Man
UBIT (for local agency inspections), Informational and Inventory. The two new
report types are the Short Span and the Informational. The resources panel is
used for the 9000 codes and equipment resources such as a UBIT, bucket truck,
platform truck, boat, fagging, keys, manual, or special.
The Short Span inspection option allows the separation of short span bridges for
scheduling purposes, as these are not reported to the NBI. If you are doing this
type of inspection, report it as a Short Span and not a Routine inspection type.
The Informational Report option gives us a means to add notes, and attach fles
or photos to the report between scheduled inspections. Select the Informational
check box and add the new information to the appropriate part of the report. The
Informational Report will not show up on the inspection report as an inspection.
Be aware that this is a one time use only report. In other words, at this time
Mobile Bridge can only accommodate one report of any specifc type at a time.
If you have a routine inspection report of a bridge that is not fracture critical and
the UBIT is used with the same frequency as the inspection, attach resources to
the Routine report including the UBIT as a resource.
If you have a Fracture Critical inspection report using a UBIT, attach resources
to the Fracture Critical Report Type, including the UBIT as a resource.
If you use a UBIT on an inspection that is not the same frequency as the
routine inspection, use a Routine Report and an Equipment Report. Attach the
resources, including the UBIT, to the Equipment Report.
If you have an old inspection type that needs to be removed from your report
(e.g. a Routine with Equipment from a previous inspection date), change
the inspection from a Y to an N. This report type will still be entered
on the current inspection report when printed, but will not be present on any
subsequent report.
Page 3.06-A-10 Washington State Bridge Inspection Manual
December 2006
WSDOT Bridge Preservation Inspection Guidelines
CULVERT CODING
Concrete three-sided rigid frames carrying deck traffc are coded as bridges.
Concrete three-sided rigid frames with any embankment on them are coded as
culverts.
Concrete Boxes with or without embankment are coded as culverts.
Steel Pipe Arches are coded as culverts.
The BMS quantity is determined by measuring from inlet to outlet of one barrel/
pipe and is not dependent upon the number of barrels or pipes.
Do not code any of the 684 to 687 NBI codes as N unless they meet the defnition
of not applicable, or not required, such as when there is suffcient roadway fll
allowing guardrail placement that is not attached to the culvert structure.
The Deck Type (WB75-46) should be coded an N for culverts under roadway fll.
The Repair Engineer, Glen Scroggins, will address questions regarding the absence
of bridge or guardrails on culverts and short span bridges (yet to be determined).
BRIDGE RAIL (WB76-84)
Coding of the WB76-84 entry on the Washington State Bridge Inventory System
(WSBIS) sheet should refect the current standards.
Acceptable crash tested bridge rails are shown on sheet #6 and fall into two general
categories:
Thrie-beam retroft
Thrie-beam mounted to baluster rail
Steel truss and thrie-beam
Edge mounted thrie-beam
Thrie-beam mounted to steel posts on concrete deck
Thrie-beam mounted to concrete girder
Concrete rail
New Jersey style rail
F-shaped concrete rail
Single slope concrete rail
32 vertical concrete parapet
TRANSITIONS (WB76-85)**,***
Transition details are shown in Standard Plans C-3 thru C-3c. Features that the
inspector should note are:
Transitions must be nested (two layers). In most cases this will be thrie-
beam. W-beam is allowed only when there is insuffcient bridge rail height to
accommodate the thrie-beam transition.
Washington State Bridge Inspection Manual Page 3.06-A-11
December 2006
WSDOT Bridge Preservation Inspection Guidelines
Post spacing should decrease in the transition resulting in gradual stiffening as
a vehicle moves along the transition from a fexible guardrail to the more stiff
concrete bridge rail.
Type III transitions (hollow steel post) are not acceptable on two-way highways.
On one-way highways, these posts are acceptable on the trailing edge.
GUARDRAIL (WB76-86)**,***
W-beam and thrie-beam are acceptable rail types. Details of these rails are shown in
Standard Plans C-1 thru C-1b. Features that the inspector should pay close attention
to while inspecting the approach rail are:
W-beam:
Posts should be 6 x 8 timber (nominal), or W6x9s, spaced at 6 3 o.c.
Guardrail height (from ground to top of W-beam) should be between 24 and
27.
Thrie-beam:
Posts should be 6 x 8 timber (nominal), or W6x9s, spaced at 6 3 o.c.
Nested thrie-beam is also acceptable but requires lower post spacing (see
Standard Plans).
Guardrail height (from ground to top of thrie-beam) should be 30.
TERMINALS (WB76-87)*,**
Acceptable guardrail terminals are:
1) Buried terminals
1
2) Bent back, slotted terminals with anchor cables
2
3) Square terminals with end piece designed to turn over when impacted3
4) Attenuator style terminals (dont need to be slotted)4
5) Inertial barriers (barrels flled with sand)
5
6) Median bullnose terminals
6
* Terminals should only be coded if within reasonable distance of the bridge. On
a fll embankment, this would be near the bottom of the fll slope (Derived from
the Design Manual, Figure 700-5).
** Rails are not necessarily required at all four corners of the bridge. For
clarifcation, see the Washington State Bridge Inspection Manual, page 2-113.
*** Note: Concrete rail is also acceptable
1
Standard Plans C-4 and C-4a
2
Design Manual Figure 710-13
3
Design Manual Figure 710-13
4
Design Manual Section 720
5
Design Manual Section 720
6
Standard Plan C-4f
7
Washington State Design Manual 710-06.2.e
Page 3.06-A-12 Washington State Bridge Inspection Manual
December 2006
WSDOT Bridge Preservation Inspection Guidelines
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Washington State Bridge Inspection Manual Page 3.06-A-13
December 2006
WSDOT Bridge Preservation Inspection Guidelines
BRIDGE INSPECTION NOTES STANDARD PRACTICE 2005
A. Cardinal directions (north, south, east, and west) are never capitalized, except
at the beginning of a sentence. These directions are also not abbreviated. The
directions northeast, southeast, northwest, and southwest may be abbreviated
NE, SE, NW, and SW.
B. For acronyms, follow the standard practice of spelling out the frst time use
with the acronym in parenthesis following (e.g.: Highways and Local Programs
[H&LP]).
C. Use of abbreviations should be limited. The following are allowed
abbreviations:
F Fahrenheit A.M. a.m.
in. or inch (inches) P.M. p.m.
ft. foot (feet) NW NE SW SE directions
sq. ft. square feet etc. etcetera
psi pounds per sq.in. YT Yellow tagged
psf pounds per sq.ft. RT Red tagged
ACP asphalt concrete
pavement
LMC latex modified
concrete
BST bituminous surface
treatment
HMA hot mix asphalt
SR State Route US National Highway
I Interstate
The following abbreviations can be used on sketches, tables, and other supporting
documents where space limitations justify it:
elev. elevation dia. diameter
deg. degree o.c. on center
approx. approximately horiz. horizontal
misc. miscellaneous vert. vertical
transv. transverse alum. aluminum
longit. longitudinal galv. galvanized
max. maximum ss stainless steel
min. minimum RR railroad
avg. average O.D. outside diameter
I.D. inside diameter
Page 3.06-A-14 Washington State Bridge Inspection Manual
December 2006
WSDOT Bridge Preservation Inspection Guidelines
D. Limit the use of symbols to for degrees and % for percent.
E. Dimensions are noted with a space between feet and inches, and a hyphen
between whole inches and fractions of an inch. When combined with other
dimensions, a 0 should precede bare fractions of an inch. Measurements
greater than 12 may be listed in inches, if appropriate. Decimal inches may
also be used. For example:
a. 1 1-1/16 x 6 0-7/8
b. 6 x 14 timber stringers.
c. 8 x 14 x 1/2 deep spall.
d. 3 ft. wide x 14 ft. long x 2.5 ft. tall bridge corbel.
e. 12 ft. (L) x 15 6 (W) x 3 (D) popout in south face of Pier 2.
f. 1 0-3/4(l) x 0.125(w) crack in east face of Girder 2F.
g. 42.2 long anchor bolts.
F. Floorbeam is one word. Pier 1 is not abbreviated P1. Prestressed and post-
tensioned are the correct spellings of those words.
G. Deck photos need not be labeled as roadway deck.
Washington State Bridge Inspection Manual Page 3.06-A-15
December 2006
WSDOT Bridge Preservation Inspection Guidelines
Page 3.06-A-16 Washington State Bridge Inspection Manual
December 2006
WSDOT Bridge Preservation Inspection Guidelines
ORIENTATION: B.O.B. NORMALLY SOUTH OR WEST ENDS FOLLOWING
ROUTE ORIENTATION.
EXCEPTIONS INCLUDE:
ONE WAY RAMPS B.O.B. = FIRST END TO RECEIVE TRAFFIC.
SELECTED BRIDGES THAT FOLLOW PLAN ORIENTATION.
THERE IS NO GOLDEN RULE ABOUT ORIENTATION EXCEPT THAT B.O.B.
MUST ALWAYS BE IDENTIFIED IN THE 0 NOTE ALONG WITH BASIS
FOR THIS ASSUMPTION.
Washington State Bridge Inspection Manual Page 3.06-A-17
December 2006
WSDOT Bridge Preservation Inspection Guidelines
ADMINISTRATIVE GUIDELINES
STATE OWNED PEDESTRIAN BRIDGES/SHORT SPANS
These bridges are not submitted to the Federal Highway Administration (FHWA).
The reports should be written as though they are submitted. Include all BMS
elements that apply and code the NBI section as you would any other state bridge.
INVENTORY INSPECTIONS
Bridges receiving their frst inspections (usually new bridges, but also widenings,
agency transfers, etc.) require a thorough check of the WSBIS and BMS elements
and quantities.
Inventory inspections fall into three categories:
1. Inventory inspections of structures under contract at substantial completion.
These must be closely coordinated with the construction project offce and
carefully timed to be part of the punch list at substantial completion. The
Bridge Preservation Offce (BPO) makes every effort to perform inventory
inspections this way. The following information is taken from N:\Inspection
Guidelines\Inventory Inspections.doc. See the fle for additional information
taken from the Construction Manual.
Inspection of Structures Under Contract
Inventory Inspection Packet organized by the Bridge Inventory Technician
will include the Project Offce contact and contract numbers.
For inventory inspection or safety inspection under contract, the BPO
inspector MUST make contact with the Project Offce (Project Engineer if
possible) prior to performing inspection.
If construction defects or safety issues are found during inspection:
Emergency contacts:
1st) Project Engineer
2nd) Harvey Coffman / Glen Scroggins
3rd) Construction Offce
Routine Maintenance - contact the Project Offce and Regional Maintenance
Staff.
When you discover a bridge to be inspected that is under contract, try
to make contact with the project offce and get permission to enter. If
no contact can be made, skip inspection until contact can be made and
permission is granted.
Do not directly talk to contractor.
Construction Offce Contacts:
Mohammad (Mo) Sheikhizadeh (360) 705-7828
Virgil Schmidt (360) 705-7825
Mark Gaines (360) 705-7827
Page 3.06-A-18 Washington State Bridge Inspection Manual
December 2006
WSDOT Bridge Preservation Inspection Guidelines
2. Inventory inspections conducted after contract completion: Sometimes it isnt
possible to schedule inventory inspections to match the date of substantial
completion. In these situations, the inspector needs to make sure that there is
no construction activity before performing the inspection. If there are signs of
activity, the inspector must contact the project offce and obtain permission to
enter the site.
3. Inventory/safety inspections of structures under contract before substantial
completion: These inspections are required because the partially completed
bridge is opened to traffc but signifcant phases of the construction work are
not yet completed. These inspections must also be closely coordinated with the
construction offce and performed within 90 days of opening to traffc. This
type of inspection is really a safety inspection, and no BMS element coding is
required. See SAFETY INSPECTIONS below.
SAFETY INSPECTIONS
The Bridge Preservation Engineer, Harvey Coffman, has directed that the following
bridges receive safety inspections, although there is no federal mandate to perform
these.
1. Non-State owned bridges crossing over state routes. The NBI codes for deck
(663), superstructure (671) and substructure (676) should be coded a 9. These
bridges could be railroads, local roads, local agency pedestrian bridges, or
utility bridges owned by the utility. The inspection frequency is generally 72
months, and the only BMS code used is element #366.
2. New State bridges under construction that are not substantially complete
yet open to traffc. The NBI codes for deck (663), superstructure (671) and
substructure (676) should be coded as appropriate for a routine inspection. All
appropriate NBI codes shall be entered, but only BMS element #366 is used.
The maximum inspection frequency in this case is 12 months.
Note that all state owned bridges; even if they are not NBI bridges (pedestrian
and short spans) should receive full NBI and BMS inspections. The inspection
frequency is generally 24, 48, or 72 months. The 24-month frequency is used for
timber bridges or bridges needing repair.
EMERGENCY/DAMAGE INSPECTIONS
If called upon to do an Emergency/Damage Inspection, fll out a damage
inspection report in Mobile Bridge. Add comments under the appropriate
BMS elements describing the damage. Add an Impact Damage (362) element
if required. Add the damage photos and revise the BMS condition state codes
if necessary. Write a repair if one is required. Attach the ALERT form and the
Critical Damage-Bridge Repair Report (CDBRR) form (if used) to the report.
Submit the report to Review in Mobile Bridge. Deliver a clean copy of the
damage report as well as your feld notes to your supervisor for review.
An ALERT form is required for all Emergency/Damage inspections. An
electronic copy of this form can be found in Nailcommon\BridgeDamage\
ALERT.
A CDBRR form (#140-151EF) is submitted to the Bridge Preservation
Engineer, Harvey Coffman. This form is required when a bridge fails, a lane
Washington State Bridge Inspection Manual Page 3.06-A-19
December 2006
WSDOT Bridge Preservation Inspection Guidelines
or bridge closure is required due to structural damage affecting load carrying
capacity, or the bridge is load posted until repairs are made. See Section 7.02 of
the WSBIM for further clarifcation.
Place all electronic fles, including emails and photos, associated with an
Emergency/Damage inspection into Nailcommon\BridgeDamage\2005\(bridge
number and date).
Send an e-mail, with relevant forms and photos attached, to the Bridge
Preservation Supervisor, Glen Scroggins, informing him of the bridge damage
inspection.
The review process for a damage report will be similar to that of a regular
report. However if the report has repairs related to the damage, the report will
require Glenn Scroggins approval and agreement to the repairs called out.
After the inspection report package has been signed place the report,
attachments, and relevant photos in the for scanning tray located in Sharan
Linzys cubicle.
The report will ultimately be scanned and submitted to the Bridge Engineering
Information System (BEIST) as a Damage Report. The Bridge Information
Unit will place a copy of the approved/signed damage inspection report
including all associated fles and photos in the bridge letter fle.
BRIDGE DECK WALKING GUIDELINES FOR BRIDGE INSPECTIONS
For routes/locations other than those designated for rolling attenuator inspection or
rolling video inspection:
DONT COMPROMISE YOUR SAFETY! Decks must be walked facing
traffc.
DO consider these conditions before judging it safe to walk the deck:
Traffc volume and speed
Weather conditions: rain, fog, ice
Time of day, ambient light, visibility
Time of day: peak vs. low traffc volumes
Length of time required on deck for inspection
Shoulder width, sidewalk width
Bridge length
Can inspection team return at another better time?
Can inspection team use traffc control, schedule rolling attenuator
inspection, or use rolling video inspection?
The lead inspector and co-inspector shall agree on the course of action; if either
judges it unsafe the bridge deck shall not be walked. If you can return to walk
the deck at a safe time do so. Otherwise note in the report that deck wasnt
inspected and why, with your recommendation as to whether it needs weekend
deck walking, traffc control, rolling attenuator inspection, or rolling video
inspection.
Page 3.06-A-20 Washington State Bridge Inspection Manual
December 2006
WSDOT Bridge Preservation Inspection Guidelines
REPAIRS
The Bridge Repair Engineer, Glen Scroggins, wants to increase the use of standard
descriptions for similar types of repairs. See Glen for repair description guidance.
Please note that the inspectors repair priority recommendations are subject to
change during review. Consequently, the descriptions in the inspection report must
be very specifc regarding the condition. Avoid any statements in the BMS element
note concerning the need for repair or type of repair, except as indicated below. All
such descriptions must be placed in the repair note itself.
A REPAIR notation should be put in the individual element note with the
appropriate repair number.
Example (element #113, Steel Stringer): Stringer F in Panel 2 at Floorbeam
2 has a 4- long crack at the top cope. See photo #7. REPAIR 123456.
Example (element #311, Moveable Bearings): Rocker bearings measured
at 55 degrees F on 6/16/2004 at 10:30 a.m. The offset of rocker axis from
the vertical was measured at the center of the top pin. REPAIR 123456.
Rocker bearings at Pier 7 are tipped as follows:
Rocker A: 2 expansion side (north). See photo #3.
Rocker B: 1- expansion side. See photo #4.
Rocker C: 2 expansion side. See photo #6.
Note that these examples could be Priority 1 through Priority 4 (Monitor).
A completed repair should have the verifcation date along with the repair
number in the individual element note. Remove this verifcation note during the
subsequent inspection.
Example (element #113, Steel Stringer): Stringer F in Panel 2 at Floorbeam
2 crack, REPAIR 123456 verifed 1/20/02. See photo #9.
A photo must be taken of every proposed and completed repair of any priority.
Multiple photographs, including an overall view, are helpful to bridge
maintenance personnel. If repair photos are not taken, someone will need to
return to the site to obtain them. If there is a chance that a defect may require a
repair, take a photo.
The text in the description of all repairs should be concise and detailed,
including exact measurements and location.
Do not put multiple repairs in the same repair note, unless they are similar.
SIMILAR: Replace 10 ft. red tagged (RT) timber cap at Pier 2 and 5 ft. RT
timber cap at Pier 3.
NOT SIMILAR: Replace upper 10 ft. RT Timber Pile 5A and entire Submerged
Timber Pile 4B.
Any portion of a primary BMS element that has been repaired should be coded
CS 2.
For any repairs that require instructions from the BPO offce, consult Glen
Scroggins for the required repair design lead-time.
Washington State Bridge Inspection Manual Page 3.06-A-21
December 2006
WSDOT Bridge Preservation Inspection Guidelines
For repairs involving exterior girders having embankment material piled up
against them, frst check the plans in order to determine if the bearings are
designed with a caulking detail allowing fll to be placed against the girders. If
this caulking detail is not present, use a Priority 2 repair when the bearings are
affected and a Priority 3 repair when they are not.
Investigate fully and report any and all joint noises and their origination.
PRIORITY REPAIRS (Section 7.03)
Priority 1: These are repairs that affect the structural integrity of the bridge or
are potentially unsafe for vehicle or pedestrian traffc. This type of repair should
be completed as soon as possible. The frequency may be shortened in order
to verify that repairs have been completed and that safety concerns have been
addressed.
Examples: Exposure of damaged strands and/or rebar, existing potential for
material falling from the bridge, loose or missing balusters in pedestrian
and/or bridge rail, D spalls in the joint header at the bridge (this could be a
Priority 2).
Priority 2: This type of repair is for defciencies in structural components.
These defects do not cause major impact to the safe operation of vehicle or
pedestrian traffc.
Example: Spalling in the deck sofft and/or concrete girders (if not
excessive this could be a Priority 3).
Priority 3: These repairs are usually not structural in nature. They are
generally housekeeping type of repairs.
Examples: Clean drains, remove ivy from abutment, and remove debris
from around bearings.
Priority 4: Priority 4 (monitor) repairs require no action from the region bridge
crews, but they should be aware of the condition, since the problem/defect could
evolve into a repair. A reduced inspection frequency may be necessary in order
to monitor the problem/defect. Signifcant refnements to monitor repairs will
be implemented in 2006, as follows:
1. Every monitor repair note must be updated at each routine or interim
inspection with a clear statement of fndings. This update including the
inspection date, inspector initials, and notes on the changed condition will
be appended to the existing repair note. If the condition is unchanged
simply state, No changes noted. If there are changes, documentation of
the changed condition must be attached.
2. Every monitor repair note must include measurable information about the
condition of interest, allowing subsequent inspectors to more easily and
accurately determine if the condition is changing. Photos, sketches, and/or
measurements are among the ways to provide this information, which must
also clearly include location and date. It may be appropriate to reference an
attached fle with historical data in the monitor repair note.
Page 3.06-A-22 Washington State Bridge Inspection Manual
December 2006
WSDOT Bridge Preservation Inspection Guidelines
3. Over time, every monitor repair note will provide information on what
circumstances warrant repair action. Inspectors will be expected to provide
this information when possible, but it is recognized that this information
may require more detailed evaluation and structural analysis beyond the
scope of bridge inspection work.
Some existing monitor repairs may not meet the requirements listed above. In
this case, please coordinate with Glen Scroggins to determine if a monitor repair
is appropriate.
Priority J: This type of repair should be used for repairs not directly affecting
or directly attached to the bridge. Approach roadways as well as guardrail and
guardrail attachments to the bridge rail are usually Priority J. Deck joints and
defects on both sides of the abutment headers are not Priority J.
Examples: Trim tree branches, removal of trees that are in the operating
path of the UBIT, erosion gullies not affecting foundation, and potholes in
the approaches.
Priority S: This is a fag for further evaluation by the Scour Engineer, Harold
Redman, and should be used to identify new or changed scour conditions. If
there is a Priority 1 through 4 scour repair but the condition has changed,
change the priority to S and add descriptive text to the repair note including
your initials and the date.
Contact Harold with information when it is apparent that repairs have been
made and allow him to verify them. Include photos and other information
about the repairs. Put a note in BMS element #361 with the date Harold was
contacted.
Priority V: This is a fag for a repair used for the physical posting of height
restrictive bridges. All WSDOT bridges require vertical posting if the vertical
clearance is less than or equal to 15 ft. (see WSBIM page 2-43). The verbiage
in the note should indicate the height to be shown on the posting signs (3
less than the measured height) and where that measurement was taken (e.g.
centerline, white edge stripe, yellow fog line). This repair note should
also state: Region maintenance please verify this height prior to installing the
posting signs.
The actual measured height is shown in WB73-70 and at the far right of the NBI
codes on the Bridge Inspection Report.
WB76-94 should be populated if a measurement needs to be taken (See Page
2-114 of the WSBIM).
CHANGING EXISTING REPAIRS
Add a dated and initialed note in parenthesis briefy explaining the reasons for
any changes to an existing repair note, including a priority change.
If you need to rewrite a repair, eliminate the original repair description by
entering a date in the Verifed column. Add a note in parenthesis in the repair
description stating reasons for its removal, and then enter the new repair with
the original repair date.
Washington State Bridge Inspection Manual Page 3.06-A-23
December 2006
WSDOT Bridge Preservation Inspection Guidelines
Break out and rewrite repairs when dissimilar elements are called out in the
same repair. Date the new repair with the original repair date.
Be sure to revise the BMS element notes where the new and old repairs are
referenced.
Maintain repair notes with multiple items that are similar in nature. For each
item in a given repair, add a dated verifed note opposite each item when that
particular repair is completed.
LOCAL AGENCY REPORTS
After the local agency reports are fnalized and signed, submit a complete
package to the Bridge Resource Technician, Sharan Linzy. Sharan scans the
reports and forwards them to Highways and Local Programs (H&LP). H&LP
sends the packets to the local agency.
A complete package consists of:
WSBIS sheet
Signed inspection report in complete status
Color copies of photos (no need for signatures) must be clean with
no markings
Signed Fracture Critical Report (procedures, report, drawings) when
applicable
Sounding Report when applicable
Any and all reports/documents required/requested
Changes to the inspection frequency, after discussion between the Regional
Inspection Engineer (Craig Yasuda or Jody Bywater) and the H&LP Engineer
(Grant Griffn), are to be noted in an N repair.
LOCAL AGENCY BRIDGE SCOUR
All scour critical bridges need soundings at every routine inspection.
Bridges with NBI 680 scour codes of 2, 3, and 4 are defnitely scour critical.
We are assuming that bridges with scour codes of 6, U, or T are scour
critical. The NBI 693 note needs the following comment: Take soundings
every routine inspection on this scour critical bridge. Also ensure that the 693
fag code is a Y at all times. This will help the process stay in place over
time.
Bridges that are not scour critical do not need cross sections unless there is
some specifc need that is documented in the report. If for some reason there
is a fag to perform a cross section, look for some justifcation and take the
soundings, but indicate in the 693 note to discontinue soundings in the future.
Scour critical bridges (and those with codes of 6, U, or T that are assumed
to be scour critical) that have exposed footings or have a history of scour caused
exposed footings REQUIRE a priority 1 scour repair. This repair should read as
follows: Scour mitigation needs to be evaluated.
Page 3.06-A-24 Washington State Bridge Inspection Manual
December 2006
WSDOT Bridge Preservation Inspection Guidelines
Bridges with a scour code of 6, U, or T need an N priority repair with the
following statement: WB76-80 is coded [6, U, or T] indicating that the
bridge foundation [has not been evaluated, is not known, is tidal, and has not
been evaluated]. This inspection report assumes the bridge is scour critical.
RENTAL EQUIPMENT
For rented access equipment the following is required:
Review the invoice when you receive it from the BPO Accountant, Alice
Nabors, making sure that the rate and time used are correct.
Notify the rental offce of any discrepancies found.
Write the bridge number and dates used on the invoice.
Return it to Alice for processing.
Washington State Bridge Inspection Manual Page 3.06-B-1
December 2006
UBIT Owners
Appendix 3.06-B UBIT Owners
Contact the Individuals Below for Prices
Owner Contact Person Specifications
* WASHINGTON *
WSDOT Regional Bridge
Inspection Engineer
360-570-2530
360-570-2552
Four UBITs with operators
available for rent. One weighs
approximately 33,000 lbs. with
approximately 30 of horizontal
reach, two weigh 64,800 lbs.
with a 50 horizontal reach, and
one weighs 64,600 lbs. with a
60 horizontal reach. Available for
rent only when state bridge inspect
schedule allows. Call for additional
specifications.
City of Spokane City Bridge Engineer
509-625-7738
UBIT with operator available for
rent. UBIT weighs 61,000 lbs. and
has about a 50 horizontal reach.
City of Seattle Bridge Maintenance and
Operations Manager
206-684-8325
UBIT (UB50) with operator
available for rent. The UBIT
weighs 60,000 lb. Max.horizontal
reach is 51, the max.vertical
reach is 63.
B.E.R. LLC.
Underbridge
Equipment Rentals
1-888-806-0204
Fax 201-934-0369
UBIT trucks and truck mounted
platforms advertised for rent. Call
for rates and specifications.
* OREGON *
ODOT State of Oregon
Transportation Services
UBIT Dispatcher
503-986-2743
Two trucks available for rent. Call
for rates and specifications.
WEST COAST
Bridge Access
Equipment
503-209-9011
Office/Fax 503-632-1885
Hydra Platform 1000 lb Capacity
City of Portland Bridge Maintenance
Engineer
503-823-6668
UBIT with optional platform
available for rent. Call for rates
and specifications.
* BRITISH COLUMBIA *
Al Ferris
Contracting
Al Ferris
604-936-5344
UBIT with two operators available;
weighs 58,000 lbs. and has 37
horizontal reach.
Page 3.06-B-2 Washington State Bridge Inspection Manual
December 2006
UBIT Owners
UBIT Inspections and Procedures
The following explains the procedures for Under Bridge Inspection Truck (UBIT)
inspections.
1. Determine Those Bridges Which Will Require Inspection With a UBIT
On some structures the inspector will not be unable to gain suffcient access to
determine the structural condition of the member (for example, foorbeam and
stringer connections, a pier cap, or a bearing device in midspan or on top of
interior piers that are too high for ladders). If this is the case, a UBIT, ladder,
scaffolding, catwalk, boat, or some other means maybe required to provide
suffcient access.
Make a Master List of all the bridges needing a Routine UBIT Inspection.
2. Provide for the Use of the UBIT
The UBIT is an expensive piece of equipment and only a few agencies have
enough budget to purchase one. There are only a few UBIT owners in the
Pacifc Northwest. In addition, these trucks are complicated pieces of equipment
which require special expertise to operate. A trained driver must be used to
operate the truck.
The Washington State Department of Transportation (WSDOT) has purchased
UBITs. WSDOT Highways and Local Programs Service Center funds for all
Washington State local agency UBIT inspections.
3. Conduct the UBIT Inspection
The UBIT inspection gives hands on access to under bridge elements for
the routine inspection. The inspector should make the same observations and
assessments as would be made during a routine inspection. (See the heading
ROUTINE INSPECTIONS for details.) Given the expense of contracting for
the use of this equipment, special care should be taken to ensure that the UBIT
inspection is performed effectively.
It is a good idea to map out an inspection plan that will allow an inspection of
the entire under portion of the bridge in as few steps as possible and with as
few changes in the positioning of the UBIT as needed. Contact between the
inspector in the bucket and the truck operator should be maintained at all times
to ensure the safety of the operation and to allow for proper positioning for the
inspection. The inspector should be sure to carry along any and all inspection
equipment required (test hammer, note pad, camera, etc.). Finally, the inspector
should ensure that needed traffc control can be provided and that all other
necessary special equipment will be available. If these steps are taken, the UBIT
inspection can be accomplished quickly and at minimum expense.
4. Record the Inspection Findings on the Bridge Inspection Report
The UBIT inspection fndings should be recorded on the Bridge Inspection
Report. The same procedures can be followed as were described Routine
Inspection Reports in Section 3.05-B.
Washington State Bridge Inspection Manual Page 3.06-B-3
December 2006
UBIT Owners
5. Update the WSBIS Inventory Record and the Master List
Any other changes needed for the WSBIS Inventory Record (add the inspection
date for UBIT, Fracture Critical, and/or Special Inspections) should be
submitted on the WSBIS inventory report (see Chapter 2).
The Master List may also require updating so that it contains the most current
information for the bridge schedule.
6. Frequency
The federal training manual does not give any instructions of how often a
routine UBIT inspection needs to be completed. To determine the frequency
necessary, a history of the bridge condition and deterioration needs to be
established. After a few Routine UBIT Inspections are completed the history
and deterioration can be determined. For those bridges that dont need a UBIT
Routine Inspection each time, the inspection frequency can be rotated. For a
rule of thumb, the state of Washington has chosen the following:
Type of Structure
Frequency
(Months)
Timber 24
Steel Trusses 24
Steel Bridges with pins and hangers 24
Non-fracture Critical Steel Bridges 48
Concrete Bridges with movable bearing in the interior spans 48
Concrete Bridges with fixed bearing or no bearings maximum 72
7. Traffc Control
A lane of traffc or equivalent shoulder width needs to be taken for the UBIT
Inspection. The traffc control needs to follow the MUTCD Manual for proper
signing and fagging in the temporary work zone. Local events and traffc
disruptions need to be checked before scheduling an UBIT Truck. Emergency
response agencies, schools, the public, and businesses affected by the inspection
need to be notifed so they can adjust as necessary. All these items need to be
checked and completed before committing to the actual inspection date.
8. Fall Protection Plans
L&I and the WAC require a Fall Protection Plan be completed at each UBIT
Inspection site. The retrieval systems and the safety emergency plans need to be
known and signed on the Fall Protection Form by all in the work zone prior to
beginning the inspection. Costly fnes can result if this is not completed.
Washington State Bridge Inspection Manual Page 3.06-C-1
December 2006
Example Underwater Inspection Report
Appendix 3.06-C Example Underwater Inspection Report
LAKE SAMISH BRIDGE
August 30, 2005 Inspection Date:
Joe Anybody, P.E. G1407
Bridge Preservation Dive Team
UNDERWATER INSPECTION REPORT
107 BRIDGE NO.
Lead Inspector/Diver: Cert. #:
(Signature)
Jeff Somebody, P.E. Inspector/Diver:
FOR THE
(Signature)
08363700 STRUCTURE ID
Page 3.06-C-2 Washington State Bridge Inspection Manual
December 2006
Example Underwater Inspection Report
UNDERWATER INSPECTION REPORT
FOR THE
LAKE SAMISH BRIDGE
BRIDGE NO. 107
STRUCTURE ID: 08363700
EXECUTIVE SUMMARY
The WSDOT BPO Dive Team completed the underwater inspection of the Lake Samish
Bridge on August 30, 2005.
Overall, the structure is in good condition. The timber piles and bracing were sounded an
arms length above the waterline down to the mudline. There was no indication of rot or
decay in either of these elements. A sample of the bolted connections for the bracing were
cleaned and inspected at each bent. There is some corrosion and minor surface pitting, but
no significant structural defects. Water depths at the various bents were similar to the
previous U/W report denoting no scour condition or real change in the channel profile. No
repairs are recommended at this time.
INSPECTION FINDINGS
Horizontal bracing; approx. 6 ft below the waterline at Bents 3 and 4, and approx. 3 ft below
waterline at Bents 2 and 5, was located. There is no mention of this bracing in the previous
underwater report. At Bents 2 and 5, steel brackets with newer crossbeams were noted, but
not inspected (see Photos #1 and #4).
Timber piling and bracing were sounded with no defects noted. A majority of the piles have
structurally insignificant splits at the mudline due to pile driving operations. Throughout the
structure, the bolted connections were cleaned for closer inspection. Minor corrosion and
surface pitting was noted, but overall condition is good (see Photos #5 and #6).
At the mudline, there is some wooded debris, wire rope, and construction debris, but none is
significant. The lake bottom consists mainly of sand with a silt layer on top. This layer is
easily disturbed and reduces visibility instantly.
FATHOMETRIC SURVEY
A fathometric survey of the lakebed was not performed. Refer to the Layout sheets for water
depths.
1
Washington State Bridge Inspection Manual Page 3.06-C-3
December 2006
Example Underwater Inspection Report
DOT Form 140-090 EF
4/98
Daily Site Dive Log
Inspector Date
Bridge Number Bridge Name
Bridge Type Waterway Name
Dive Objective
Joe Anybody, P.E. August 30, 2005
107 Lake Samish Bridge
Treated Timber Trestle Lake Samish
U/W inspection of bridge substructure components.
Diving Operation
SCUBA
Hard Hat
Submarine (ROV)
Surface Supplied Air
Other Type of Operation
Equipment Suit
Air Supply
Site Access
Inspection Tools
Repair Tools
Repair Materials
High Tide Pro Dry Suit
AGA Full Face Mask, Faber LP 95 Steel Tanks w/ Aluminum 19 Pony
Jonboat (14 boat)
Wireless Comms., Hammer, U/W Lights, U/W Camera
N/A
N/A
Conditions
Water
Surface
Surf
Tide
Current
Weather
Salt Fresh
Calm Choppy Rough
Small Medium Large N/A
High Low Flood Ebb N/A
Fast Moderate Slow
Sunny Cloudy Overcast Rain
Thermocline Temperature Depth
Temperature Visibility
ft/sec.
ft.
Velocity
70 15 +
0
N/A N/A
Diver Checks
First Aid Equipment on Site
Comunication for EMS
Dive Gear Inspection
Air Source Checked
Physical Condition of Diver(s) Checked
Communications for Diver(s)
Dive Team Briefed and Understand Dive
Special Site Hazards Noted
Dive Plan and Dive Team Procedures
Conduct site tour and pre-dive safety checklist. Determine individual roles and responsibilities. Two person dive
inspection team will dive adjacent piles beginning at Pier 2 then proceed on the surface in unison to the next pier.
At completion of the inspection, check physical condition of the divers and perform post-dive safety briefing.
Air Temperature
70
O
F
O
F
Page 3.06-C-4 Washington State Bridge Inspection Manual
December 2006
Example Underwater Inspection Report
DOT Form 140-090 EF
4/98
Dive Narrative
Arrived on-site, performed site tour and pre-dive safety checklist, then assigned roles and responsibilities. Joe
Anybody would be the working diver with Jeff Somebody as the safety diver in a two person inspection team.
Bob Nobody would control surface support and communications.
The divers began at Bent 2, sounding the timber piling an arms length above the waterline down to mudline. At
each bent, several of the bolted connections were cleaned to ascertain condition of the bolts and the bracing.
Depths for each pile were recorded prior to moving to the next adjacent bent. This inspection procedure was
utilized for each bent. The visibility allowed an excellent visual inspection of the substructure components, as well
as constant visual contact between divers.
At the completion of the inspection, a physical check of the divers ensued with a post-dive briefing.
Dive Schedule
Dive No. Entry Time Exit Time Total Time in Water Maximum Depth Remarks
1 12:17 pm 1:20 pm 1:03:00 15 ft
Dive Team Members Joe Anybody, P.E.
Jeff Somebody, P.E.
Bob Nobody, P.E.
(Print Name)
(Print Name)
(Print Name)
(Print Name)
(Print Name)
(Role)
Working Diver
(Role)
Safety Diver
(Role)
Surface Support / Communications
(Role)
(Role)
Washington State Bridge Inspection Manual Page 3.06-C-5
December 2006
Example Underwater Inspection Report
DOT Form 234-026 EF
Revised 9/98
Underwater Inspection Report
Bridge Number
Bridge Name
Agency
Intersecting
Date
Hours on Site
Dive Contractor
Structure Type Substructure Type
Number of Spans Foundation Type Number of Piers in Waterway
6
N
8
Bents (1)
Abut/Pier Wall (2)
Web Wall (3)
Columns (4)
Shaft (5)
Piles (6)
Bracing (7)
Foundation (8)
Footing (9)
Seal (10)
Piles (11)
Scour (12)
Scour Mitigat. (13)
Channel (14)
Streambed (15)
Drift (16)
Flow (17)
1
4
6
7
12
14
15
16
17
Diver Name Diver Name
107 N Lake Samish DR Whatcom County 8/30/2005
Joe Anybody, P.E.
Lake Samish
WSDOT BPO Dive Team
3
Treated Timber Trestle Timber Pile
Timber Pile 5 4
Page of 1 1
Inspector
Lake Samish Bridge
Route
Identification No.
G1407
Joe Anybody, P.E. Jeff Somebody, P.E.
Bents 2 and 5 have recently installed steel brackets with newer crossbeam.
See Photos #1 and #4.
Timber piles in good condition. No rot or decay noted.
A majority of the piles have splits at the mudline from pile driving operations.
No structurally significant defects noted. Several piles have 1 diam. drilled holes
from abandoned bracing connections. Not significant.
Bracing in good condition. Connections have typical corrosion and surface
pitting, but are sound. Refer to Photos #5 and #6.
Scour is not applicable.
Channel is well vegetated.
Lakebed is mostly sand with light silt. Silt stirs up easily if disturbed.
Some wooded debris, wire rope, and construction debris at mudline. No significant hazard to structure or
divers.
No flow.
Page 3.06-C-6 Washington State Bridge Inspection Manual
December 2006
Example Underwater Inspection Report
Bridge Number Bridge Name Date
107 Aug 30, 2005 Lake Samish Bridge
Steel brackets with newer crossbeam at Bent 2 looking south. 1 Photograph :
1 of 3 Page
Bent 3 looking south. 2 Photograph :
Washington State Bridge Inspection Manual Page 3.06-C-7
December 2006
Example Underwater Inspection Report
Bridge Number Bridge Name Date
107 Aug 30, 2005 Lake Samish Bridge
Bent 4 looking south. 3 Photograph :
2 of 3 Page
Steel brackets with newer crossbeam at Bent 5 looking south. 4 Photograph :
Page 3.06-C-8 Washington State Bridge Inspection Manual
December 2006
Example Underwater Inspection Report
Bridge Number Bridge Name Date
107 Aug 30, 2005 Lake Samish Bridge
Typical condition of bolted connections prior to Level II inspection. 5 Photograph :
3 of 3 Page
Typical condition of bolted connections after Level II cleaning of corrosion. 6 Photograph :
Washington State Bridge Inspection Manual Page 3.06-C-9
December 2006
Example Underwater Inspection Report
B
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N
T

5
B
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N
T

4
B
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N
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3
B
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N
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2
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1 3
Page 3.06-C-10 Washington State Bridge Inspection Manual
December 2006
Example Underwater Inspection Report
B
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2 3
Washington State Bridge Inspection Manual Page 3.06-C-11
December 2006
Example Underwater Inspection Report
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Washington State Bridge Inspection Manual Page 3.06-D-1
December 2006
Example Fracture Critical Report & Procedures
Appendix 3.06-D Example Fracture
Critical Report & Procedures
Bridge Name: Black River Bridge
Bridge No: 012/076
Structure ID: 0001576C
Owner: WSDOT
Milepost: 37.59
Features to be inspected: Truss Tension Members (Riveted)
Procedures:
FCM Per
FCM FCM Girder or
Location Type Truss Line Sh. No. Contract Sh. Name
Span 2 Truss Tension Member 28 3 1576 Layout
(riveted) ----- Archived Standard Plan
104 ft Steel Pony Truss
G0580130.tif
Note: FCM = Fracture Critical Member
Rivet Server Plans
FRACTURE CRITICAL BRIDGE
INSPECTION SUMMARY SHEET
1. As required, use mirrors or other equipment to check inside surfaces of FCMs.
2. Check for loose or unevenly loaded member sub-elements.
3. Check all rivets at connection plates, with emphasis on first row. The first row is the row closest to the edge
of the connection or gusset plate.
4. Check for any welds, including plug, tack, or repair welds. Record location of welds, regardless of condition,
and document weld type and category.
5. Check FC members and associated connection or gusset plates for areas of heavy or pitted corrosion, nicks,
gouges, sharp bends, and collision damage. Record location of all these conditions and estimated section loss,
if applicable.
6. Check all heat straightened or repaired areas. Record location of these areas, regardless of condition.
Page 3.06-D-2 Washington State Bridge Inspection Manual
December 2006
Example Fracture Critical Report & Procedures
F
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3
Washington State Bridge Inspection Manual Page 3.06-D-3
December 2006
Example Fracture Critical Report & Procedures
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2

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3
Page 3.06-D-4 Washington State Bridge Inspection Manual
December 2006
Example Fracture Critical Report & Procedures
F
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/



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Washington State Bridge Inspection Manual Page 3.06-D-5
December 2006
Example Fracture Critical Report & Procedures
S
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Page 3.06-D-6 Washington State Bridge Inspection Manual
December 2006
Example Fracture Critical Report & Procedures
S
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Washington State Bridge Inspection Manual Page 3.07-1
December 2006
WSDOT FORMS
Appendix 3.07 WSDOT FORMS
Page 3.07-2 Washington State Bridge Inspection Manual
December 2006
WSDOT FORMS
DOT
Form 234-029 EF
Revised 9/98
Page of
Bridge Number Bridge Name Date
Inspector Co-Inspector
Inspection Report
Washington State Bridge Inspection Manual Page 3.07-3
December 2006
WSDOT FORMS
Inspection Report
Bridge Number Bridge Name Date
Inspector Co-Inspector
DOT Form 234-029 EF
Revised 9/98
Page of Datum
Page 3.07-4 Washington State Bridge Inspection Manual
December 2006
WSDOT FORMS
Washington State Bridge Inspection Manual Page 3.07-5
December 2006
WSDOT FORMS
N:\Soundings\Scour Field Evaluation Form.xlt
Lead Inspector Co-Inspector
Thalweg (ft):
Distance to thalweg (ft):
Distance was measured from:
Rail Height from Deck (ft):
Soundings
Inspector's Remarks:
(Taken from top of the upstream bridge rail)
Bridge Name
Scour Field Evaluation
Bridge Number Structure ID
Date
Location Measurement (ft)
Repairs Warranted:
Ice/Debris in Channel
Heavy Growth Along Banks
Channel/Embankments are Eroding/Sloughing
Damage to Riprap/Abutments/Piers
Scour Holes Near Piers/Abutments
Riprap in Place at Piers/Abutments
Boat Required
Divers Required
UBIT Required
Winter Inspection
Repair Required
Monitoring Required
Page 3.07-6 Washington State Bridge Inspection Manual
December 2006
WSDOT FORMS
Underwater Inspection Report
Bridge Number
Bridge Name
Agency/Owner
Intersecting
Date
Hours on Site
Dive Contractor
Structure Type Substructure Type
Number of Spans Foundation Type Number of Piers in Waterway
Bents (1)
Abut/Pier Wall (2)
Web Wall (3)
Columns (4)
Shaft (5)
Piles (6)
Bracing (7)
Foundation (8)
Footing (9)
Seal (10)
Piles (11)
Scour (12)
Scour Mitigat. (13)
Channel (14)
Streambed (15)
Drift (16)
Flow (17)
Diver Name Diver Name
Page of
Inspector
Route
Identification No.
Washington State Bridge Inspection Manual Page 3.07-7
December 2006
WSDOT FORMS
Daily Site Dive Log
Inspector Date
Bridge Number Bridge Name
Bridge Type Waterway Name
Dive Objective
Diving Operation
SCUBA Snorkel Other Type of Operation
Equipment Suit
Air Supply
Site Access
Inspection Tools
Repair Tools
Repair Materials
Conditions
Water
Surface
Surf
Tide
Current
Weather
Salt Fresh Brackish
Calm Choppy Rough
Small Medium Large N/A
High Low Flood Ebb N/A
Fast Moderate Slow
Sunny Cloudy Overcast Rain
Thermocline Temperature Depth
Temperature Visibility
ft/sec.
ft.
Velocity
Diver Checks
First Aid Equipment on Site
Communication for EMS
Dive Gear Inspected
Air Source Checked
Physical Condition of Diver(s) Checked
Communications for Diver(s) Checked
Team Briefed and Understand Dive Plan
Special Site Hazards Noted
Dive Plan and Dive Team Procedures
Air Temperature
O
F
O
F
O
F
Page of
Page 3.07-8 Washington State Bridge Inspection Manual
December 2006
WSDOT FORMS
Dive Narrative
Dive Schedule
Dive No. Entry Time Exit Time Total Time in Water Maximum Depth Remarks
Dive Team Members
(Print Name)
(Print Name)
(Print Name)
(Print Name)
(Print Name)
(Role)
(Role)
(Role)
(Role)
(Role)
Page of
Washington State Bridge Inspection Manual Page 3.07-9
December 2006
WSDOT FORMS
D
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Page 3.07-10 Washington State Bridge Inspection Manual
December 2006
WSDOT FORMS
D
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Washington State Bridge Inspection Manual Page 3.07-11
December 2006
WSDOT FORMS
DOT Form 234-030 EF
Revised 9/98
Prestressed Concrete Damage Report
Page of
Bridge Number Bridge Name Date
Inspector Co-Inspector
Description of Damage
Section A-A
Bottom View
Elevation View
A
A
Reported By Bridge No. Bridge Name
Room No. Region Priority
Beam Number Number of Damaged Strands
Page 3.07-12 Washington State Bridge Inspection Manual
December 2006
WSDOT FORMS
Steel Damage Report
DOT Form 234-030 EF
Revised 9/98
Page of
Bridge Number Bridge Name Date
Inspector Co-Inspector
Description of Damage
Member Sizes
Reported By Bridge No. Bridge Name
Room No. Region Priority
Washington State Bridge Inspection Manual Page 3.07-13
December 2006
WSDOT FORMS
A Copy of This Work Plan Must Be On Job Site
Fall Protection Plan
DOT Form 750-001 EF
Revised 10/97
Date Location Supervisor
Description of Work
Recognized Fall Hazards
Ladders
Forming
Catwalks
Sloped Access
Work over Water
Scaffold
Pouring
Welding at Height
Set Girders
Leading Edge
Bridge Decks
Excavations
Drilling Shafts
Connect Girders
Work Decks
Walkways / Ramps
Stressing
Tieback Strands
Perimeter Edge, Stairwell,
Method of Protection
Crane Boom Truck Forklift Other
Personnel Hoisting
Roof, Window Opening
Assembly, disassembly, and maintenance of all equipment will be done according to manufacturers recommended procedures.
A visual inspection of all safety equipment will be done daily or before each use.
Any defective equipment will be tagged and removed from service immediately.
Procedure for Assembly, Maintenance, Inspection, and Disassembly of System
Type of Harness
Type of Lanyard
Anchorage
Control Zones/Warning
Lines and Monitors
Fall Restraint
Guardrail
Nets
Other
Yes No
Yes No
Type of Harness
Type of Lanyard
Type of Life Line
Anchorage
Deceleration Device
Other Type of
Equipment Used
Yes No
Fall Arrest
Overhead Protection
Hard Hats
3 1/2 inch (89mm) Toe Boards
Warning Signs
Debris Nets
Other
Tool Handling, Storage, and Securing
3 1/2 inch (89mm) Toe Boards
Debris Nets
Tool Buckets
Other
Tool Belts
Page 3.07-14 Washington State Bridge Inspection Manual
December 2006
WSDOT FORMS
DOT Form 750-001 EF
Revised 10/97
Emergency Action Plan
First Aid / CPR
Names of Trained Personnel on Site
Location of First Aid Equipment
Describe Procedure for Removal of Injured Employee
(Note: No removal will be attempted without supervision of qualified emergency rescue personnel)
Initiate Emergency Services (call or radio 911 if available)
Location of Phone Phone Number of Sheriff or Police Phone No. of Emergency Resp. Team
Crane
Hoist
Winch
Block / Tackle
Yes No
Yes No
Yes No
Yes No
Location
Location
Location
Location
Other (Describe)
Plan Reviewed at Job Site Yes No
Employee Signature
Employee Signature
Employee Signature
Employee Signature
Washington State Bridge Inspection Manual Page 3.07-15
December 2006
WSDOT FORMS
NOTE: This document is for field use only. A comprehensive plan is maintained by the supervisor/organization to document and
track Lead Exposure Control efforts.
Date Location Competent Person
Description of Work
Activities Producing Exposure
Welding/Cutting/Heating
Spray Painting
Demolition
Inspection
Abrasive Blasting
Grinding/Scraping/Brushing
Needle Scaling
Housekeeping
Containment Take Down
Waste Handling
Other (Specify)
Work Practices
Paint Removal
Debris Containment
Inspection
Housekeeping
Containment Set-up/Take Down
Site Control
Hygiene Practices
Other (Specify)
Personal Protective Equipment
Coveralls Daily Weekly
Comments
Respiratory Protection
Faceshield/Eye Protection
Gloves
Ear Plugs and/or Muffs
Hard Hat
Welding Gloves
Boots or Shoe Covers
Air-Line Helmet
Air-Line 1/2 Mask
Air-Purifying HEPA Filter Air-Line Full-Facepiece
Air-Purifying Combination Cartridge
Hose Length Air Pressure
Hygiene Facilities
Hand Washing Location
Location
Location
Location
Location
Housekeeping
HEPA Vacuum
Waste Containers
DOT Form 750-060 EF
8/94
Lead Exposure Control
Work Plan
Change Area
Lunch Area
Showers
Toilet
Page 3.07-16 Washington State Bridge Inspection Manual
December 2006
WSDOT FORMS
DOT Form 750-060 EF
8/94
Emergency Action Plan
First Aid / CPR
Names of Trained Personnel on Site
Location(s) of First Aid Equipment
Initiate Emergency Services (Call or Radio 9 1 1 if Available)
Location of Telephone
Phone Number of Sheriff / Police Phone Number of Emergency Response Team
Describe Procedures for Removal of Injured Employee
(NOTE: No removal will be attempted without supervision of qualified emergency rescue personnel)
Crane
Hoist
Winch
Block / Tackle
Other (Describe)
Location
Location
Location
Location
Yes No
Yes No
Yes No
Yes No
Yes No Plan Review at Job Site
Employee Signature
Employee Signature
Employee Signature
Employee Signature
Washington State Bridge Inspection Manual Page 3.07-17
December 2006
WSDOT FORMS
Name Social Security Number Organization Code
Supervisor's Name Telephone Number
Exposure
Welding/Cutting/Brazing
Spray Painting
Vehicle Body Repair
Pavement Marking
Lead
Pestcides
Asbestos
Silica
Solvents
Bridge Maintenance
Abrasive Blasting
Grinding/Sanding
Pigeon Droppings
Other (Specify)
Restrictions
Facial Hair
Corrective Lenses
Reduced Lung Function
None
Other (Explain)
Fit Test
Date of Fit Test Type of Fit Test Used
Tester
Qualitative Quantitative N/A
Pass Fail
Respirator
Size
Facepiece
Type
Manufacturer
Model Number Approval Number
Small Medium Large
1/2 Mask Full Face Hood/Helmet
SCBA
PAPR
Air Line
Dust / Mist
Other (Describe)
Chemical Cartridge
Gas Mask
Combination
North
MSA
Willson
Survivair
3M
Bullard
Northstar
American Optical
Scott
Glendale
Uvex
Other
Comments
DOT Form 750-090 EF
Revised 12/98
Respirator Record
Page 3.07-18 Washington State Bridge Inspection Manual
December 2006
WSDOT FORMS
Confined Space Entry and Hot Work Permit
NOTE: This form is required to be completed, appropriately signed prior to, and utilized during entry into any confined space.
Confined Space ID No. Region
Location
DOT
Form 750-094 EF
Revised 2/2000
Description of Work
Employees Assigned Entry Date / Time Issued
Date / Time Expired
What are the Potential Work Hazards? (Check all that apply)
Have the Following Precautions Been Taken?

Were hazards, testing, and emergency procedures discussed?

Have authorized entrants and attendants been trained regarding confined spaces?
Has safety equipment been properly calibrated and checked?
Have emergency response or rescue procedures been discussed?
Have the duties of the authorized entrants and attendants been discussed?

Personal Protective and Safety Equipment? (Check all that apply)
Region Safety Manager
0verread
urder Fool
Type of Work:
Purpose of Entry
Authorized Attendants
0lrer (spec|ly):
Corros|ves
lol wor| (r|vel|rg, We|d|rg, gr|rd|rg, ourr|rg)
F|arrao|e Valer|a|s
0usl
lazardous Alrosprere
E|eclr|ca|
Vecrar|ca|
8|o|og|ca|
Ladders 0ver 10 Feel
Terperalure
Alrosprere Vor|lor|rg (corp|ele rexl secl|or)
L|le L|res ard larress
Corrur|cal|ors Equ|prerl
verl||al|or Equ|prerl
Resp|ralory Prolecl|or
lead, lard, Fool, ard Eye
lear|rg
0lrer (spec|ly):
This space entered times per 0ay wee| Vorlr Year
Washington State Bridge Inspection Manual Page 3.07-19
December 2006
WSDOT FORMS
Atmospheric Test Results
Atmospheric Monitoring Equipment/Instrument
Make Serial No.
Date of Calibration
Model
Date / Time Oxygen Flammability Carbon Monoxide Other
Other
Note: Make sure calibration gas cylinders have not expired. If the instrument readings are not within 5-10% of the known gas
concentrations, recalibrate or send in to manufacturer for recalibration.
Oxygen Flammables Carbon Monoxide
Atmospheric Monitoring Equipment - Equipment Check and Calibration
Concentration of Calibration Gases and Instrument Readings: Gas Concentration | Instrument Reading
Other:
Is hot work (riveting, welding, cutting, brazing, burning, grinding) to be performed in the confined space?
If Yes, complete the Hot Work Section. If No, skip to Page 3, Qualified Person Verification and Signature Section
Hot Work
Description of Work or Equipment Presenting a Potential Ignition Source or Generating a Hazardous Atmosphere
Have employees been properly trained, advised, and monitored with regards to hot work performed in confined spaces?
Yes No
IF YOU ANSWERED NO, STOP ALL WORK ACTIVITIES AND CONSULT WITH MANAGERS.
Does the working surface or equipment being used have a potential of generating toxic gases, fumes, dust, or vapors? Check all that apply:
Welding Rods and Flux
Lead Paint / Paint
Silica or Respirable Dusts
Animal Wastes
Oxygen Displacement
Carbon Monoxide
Other
Describe in detail the type of ventilation (volumes, air exchanges, air intakes, that will be used to remove the gases, fumes, dust, or
vapors.
DOT
Form 750-094 EF
Revised 2/2000
Yes No
Page 3.07-20 Washington State Bridge Inspection Manual
December 2006
WSDOT FORMS
I have verified the procedures and work activities and have briefed the Authorized Entrants and Attendants on the proper practices and
associated hazards of confined spaces and the associated work activities.
This Confined Space Entry and Hot Work Permit serves as a master record for data and information collected during
the field operations and confined space entry. The qualified person shall annually provide copies of the completed
forms to their respective Region Safety Manager. It is recommended that all completed forms be kept on file for at
least five years.
Signature of Qualified Person
Name of Qualified Person Phone Date
DOT
Form 750-094 EF
Revised 2/2000
Describe in detail the personal protective equipment to be used during the hot work activities:
Respiratory Requirements:
Atmosphere Monitoring Equipment:
Rescue Equipment or Rescue Team:
Fire Extinguishing Media:
Head, Foot, Hand, Eye:
Other:
Date / Time Oxygen Flammability Carbon Monoxide Other
Atmospheric Monitoring Data During Hot Work (must be continuous)
Is employee exposure monitoring being performed during the hot work activities?
Yes No
Organization
Hot Work - Continued
Qualified Person Verification and Signature
If yes, describe the monitoring:
Washington State Bridge Inspection Manual M 36-64.02 Page i
February 2010
Chapter 4 Bridge Management System Contents
4.0 Bridge Management System Introduction 4-1
4.1 Bridge Decks 4-5
4.2 Superstructure 4-11
4.3 Substructure 4-34
4.4 Culverts 4-46
4.5 Tunnels 4-48
4.6 Sidewalk and Supports 4-49
4.7 Bearings 4-51
4.8 Bridge Rail 4-54
4.9 Pedestrian Rail 4-55
4.10 Smart Flags 4-56
4.11 Seismic Restrainers 4-59
4.12 Expansion Joint BMS 4-61
4.13 Movable Bridges 4-70
4.14 Other Bridge Elements 4-70
4.15 Bridge Deck Overlays 4-73
4.16 Protective Coatings 4-73
Page ii Washington State Bridge Inspection Manual M 36-64.02
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Contents
Washington State Bridge Inspection Manual M 36-64.02 Page 4-1
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Chapter 4 Bridge Management System
4.0 Bridge Management System Introduction
This chapter provides an overview of the Bridge Management System (BMS)
philosophy for the inspection of bridges. This chapter will provide a brief history
of BMS, provide information about BMS computer programs, and outline the
procedures for performing a BMS type inspection. The instructions in this chapter
are intended to supplement those in Chapter 3 Inspections and Reports.
The Federal Highway Administration (FHWA) requires each state to provide
information about each bridge in their inventory as described in the FHWAs
Recording and Coding Guide for the Structure Inventory and Appraisal of the
Nations Bridges. This information is used to generate a National Bridge Inventory
(NBI). The FHWA categorizes bridges as structurally defcient or functionally
obsolete based on their condition and appraisal ratings. Bridge eligibility for
rehabilitation and replacement is determined by a suffciency rating formula.
The NBI does not provide information that can be used to predict a bridges future
condition or provide an estimate on future maintenance and repair needs of an
agency bridge inventory.
Recognizing that a different strategy towards future bridge preservation was needed,
the National Cooperative Highway Research Program (NCHRP) published a report
(Report 300) in December 1987 to provide the framework for a BMS. The overall
objective of this report was to develop a model bridge management system that
could be implemented by a state or local transportation agency. BMS is intended
to ensure the effective use of available funds and identify the effects of various
funding levels on an agency bridge network.
BMS is designed to provide information not currently available from NBI data.
FHWA recommends agency use of BMS to provide comprehensive management
of their bridge system. BMS can provide the following:
Improvements in the type and quality of data that is collected, stored, managed,
and used in a bridge system analysis.
A logical method for setting priorities for current needs.
Realistic and reliable forecasts of future needs.
Ways to implement changes in management philosophies and goals.
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Bridge Management System
4.01 Common BMS Bridge Elements
BMS elements are commonly used in highway bridge construction and encountered
on bridge inspections. These elements are labeled Commonly Recognized (CoRe)
structural elements because of their nationwide recognition and use. A single BMS
element can incorporate only those components of a bridge that:
Are made of the same material.
In normal service be expected to deteriorate in a very similar fashion and
at a similar rate.
Can be inventoried with units that are easily assessed by the inspector.
The AASHTO Guide for Commonly Recognized (CoRe) Structural Elements
provides basic defnitions for CoRe elements. In general, all girders, trusses, arches,
cables, foor beams, stringers, abutments, piers, pins and hangers, culverts, joints,
bearings, railings, decks and slabs are identifed as CoRe elements. AASHTO
CoRe elements contain a description, defnition, condition state language, a unit
of measurement and a feasible action. The condition of a CoRe element is identifed
by condition states and corresponding condition state language. Each CoRe element
has a range of 3 to 5 condition states. The frst condition state (#1) would represent
a like new condition while the last condition state would represent the worst
condition. The AASHTO defnitions have been signifcantly modifed for use
by the State of Washington.
Smart Flags are used to fag unique problems not identifed by BMS elements.
A Smart Flag can have multiple condition states. Smart-Flags do not have feasible
actions associated with their condition states since the deterioration rate is not
predictable. Examples of Smart Flags are Steel Fatigue (cracks in steel elements),
Scour, Pack Rust, etc.
Information from each CoRe element along with expert input to predict how
the condition of that element will change over time is used in BMS computer
programs. The BMS programs can estimate future network funding levels based
on the predicted future bridge conditions and the corresponding costs to repair or
replace them.
4.02 BMS Inspections
As previously stated, a BMS inspection is intended to supplement but not replace
an NBI type inspection. All procedures for bridge inspection outlined in Chapter 3
of need to be followed. The following outline provides a short BMS summary for
a typical inspection and is discussed in the following paragraphs.
A. Identify the BMS elements that apply to the structure.
B. Determine the total quantity for each element.
C. Inspect bridge and record the defcient quantity for each element in the
corresponding condition state.
WSDOTs Bridge Preservation Offce uses a laptop computer program to allow
an inspector to record information from both an NBI and a BMS type inspection.
A sample Bridge Inspection Report (BIR) is shown in Chapter 3.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-3
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Bridge Management System
A. Identify the BMS Elements
Details about the design of the bridge are important when identifying the BMS
elements. As-built plans provide the best resource for choosing the correct elements.
Elements can be defned with as-built plans in the offce prior to the inspection and
then feld verifed. If as-built plans are not available, then the elements will have to
be defned at the bridge site.
For example, lets say a bridge has a reinforced concrete bridge deck. In order
to determine if the BMS coding for the concrete deck should be element No.12
or element No. 26 the type of steel reinforcing needs to be identifed. Plans and
special provisions would note if the reinforcing steel in a concrete deck was epoxy
coated or not. A feld inspection could not accurately determine if the steel was
epoxy coated thus if as-built plans are not available then the type of element would
need to be assumed. It should be noted that epoxy coated rebar in bridge decks
became an industry standard in Washington State in the early 1980s.
An average bridge made of the same material will have six to ten elements. A large
or complex bridge may have up to 20 elements. A typical bridge will have a bridge
deck, possibly a deck overlay, bridge rails, a primary load carrying member like a
prestressed concrete girder, primary substructure support like concrete columns,
other elements like abutments, expansion joints and/or bearings.
B. Determine the Total Quantity of the Element
The units to be used for each element are defned with the corresponding element.
The units are listed as SF (square feet), or LF (lineal feet), or EA (each).
The SF value is used to determine the area of a deck element and the area of steel
for paint elements. For bridge decks use the curb-to-curb width of the deck by the
length to determine the deck area.
The LF value is used to determine the total length of an element. The length of
an element is based on the way it was constructed. For example: A bridge may have
been built using fve Prestressed Concrete Girders. Each one was individually
pre-cast and then put into place at the bridge site. If each girder were 100 feet in
length then the total element quantity would be 500 LF. If the same bridge was
a Concrete Box Girder then the total quantity would be 100 LF since the box
girder was constructed as one unit.
The quantity for the abutment elements is determined by estimating the length along
the abutment. For example; if the abutment has integral wing walls then include
them in the total length. If a retaining wall is being used for the abutment and the
wall extends beyond the bridge then use the bridge out to out width value plus
40 feet for the total abutment length.
The EA value is used to determine the number of members in a condition state.
For example: A two span bridge may have been built with 5 piles at each support for
a total of 15 piles in the bridge. The pile is inspected, evaluated, and recorded in the
appropriate condition state.
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Bridge Management System
C. Inspect the Element and Record the Quantity in the Corresponding
Condition State
The frst step is to review the condition state language for the elements to be
inspected. A complete list of the condition state descriptions is provided in this
chapter. Code the appropriate quantity of the element in the corresponding condition
state or condition states. The total quantity for those with units of EA would be
coded in one condition state while elements with units of LF or SF could have
quantities in one or all of the condition states.
Element condition state (CS) language is based on four condition states for all
primary structural members, regardless of the materials. Similar to the NBI system
of evaluation, the BMS requires the inspector to evaluate defects and also quantify
the defects impact to the element or possibly the bridge. Different philosophies
apply to the non-primary structural elements such as deck/overlays, joints, paint,
and smart fags. The following summarizes the general BMS condition state
philosophy for primary structural members. It must be noted that a defect could be
CS1, CS3, or CS4 depending on the location and/or quantity.
Condition State 1: Most parts of a bridge will be in this condition state for all BMS
elements. The element may have some defects, but is in good condition. Many times
new bridges have insignifcant defects and older bridges will acquire insignifcant
defects with time. In order to determine if the defect is insignifcant, the inspector
must decide if the defect will impact the element load carrying capacity with time.
Inspectors are cautioned to look at new construction that may not be CS1.
Condition State 2: This condition state documents repairs to structural members.
Generally, these are easy to identify and report. Common repairs do not have the
same integrity or longevity as original construction. Many times members are
diffcult to access and prohibit a good quality repair. Inspectors are cautioned
to verify repairs to make sure they are functioning as intended. If a repair is not
completed correctly or is not functioning properly, then the repair should be coded
as CS3 or CS4.
Condition State 3: This condition state records any signifcant defect noticed by the
inspector, but the defect does not signifcantly impact the capacity of the element.
Capacity is not currently threatened, but if left unchecked, it could be threatened in
the future. Repairs may apply to the elements in CS3 because the defects are more
economical address now than to wait and repair later.
Condition State 4: This condition state documents members with defects that have
impacted the structural capacity of the element. Based on the visual inspection, the
owner of the bridge must address this defciency in order to preserve or restore the
capacity of the member and/or structure. Generally, these defects have reduced the
structural capacity of the element, but are still within safe operating limits of design.
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Bridge Management System
Concrete Cracking
The following table is reproduced from the Bridge Inspectors Reference Manual
(BIRM), Volume 1, Table 2.2.3; and should be used to distinguish between different
sizes of concrete cracks.
Concrete Crack With Guidelines
Reinforced Concrete Prestressed Concrete
English Metric English Metric
Hairline (HL) < 1/16 < 1.6 mm < 0.004 < 0.1 mm
(0.0625)
Narrow (N) 1/16 to 1/8 1.6 to 3.2 mm 0.004 to 0.009 0.1 to 0.23 mm
0.0625 - 0.125
Medium (M) 1/8 to 3/16 3.2 to 4.8 mm 0.010 to 0.030 0.25 to 0.76 mm
0.125 - 0.1875
Wide (W) > 3/16 > 4.8 mm > 0.030 > 0.76 mm
> 0.1875
Concrete Structural cracking: For the purpose of BMS coding, concrete structural
cracks are narrow (or wider) in regions of high shear or moment (see BIRM). Crack
width is signifcant to the extent that it indicates exposure of rebar to water and/or
a structural problem in a concrete element. Generally, most concrete elements have
hairline cracking and not considered signifcant structurally.
4.03 BMS Computer Programs
WSDOT currently uses the Bridgit computer program for bridge network analysis
only. One of the many functions of this software is to provide guidance on how
best to allocate funds in an agency bridge network. Bridgit software will allow
quick answers to various What If? funding scenarios, providing immediate
feedback needed in the budgeting and programming process. A BMS element
for the environment state is controlled by the BMS Engineer and used for
modeling the What If. This element is not coded by the bridge inspectors for the
Washington bridges.
4.1 Bridge Decks
The intent of the bridge deck elements is to record the top surface deterioration.
The Concrete Deck Sofft, slab, or deck-girder elements record the structural
deterioration. Deck elements 12, 13, 14, 20, and 26 record deck patches in CS2,
deck spalls in CS3, and delaminations in CS4. Other deck top surface distress such
as cracking, scaling, and rutting are not tracked in the deck BMS condition states.
These items should be described in the notes at the inspectors discretion. Do not
count flling in of the rut as a patch. These locations have flled in a rut with ACP
or Ure-Fast and are not considered a deck structural repair.
All bridges will have at least one deck element, even though some bridges do not
have a traditional deck and use elements 13 or 14. (The one exception is a Luten
Arch structure that is earth flled with an asphalt pavement only.)
Traditional concrete bridge decks use elements 12, 20, or 26 to record the top
surface deterioration; and have the Structural Concrete Deck Element (35) to record
the structural deterioration.
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Bridge Management System
Non-Traditional concrete decks use elements 13 or 14 to record the top surface
deterioration. The slab or deck-girder elements record the structural deterioration.
Steel and Timber decks use elements 28, 29, 30, 31 to record structural condition
only, since there is little need to track the wearing surface defects.
Inspectors are encouraged to take the time to locate and describe the patches
and spalls on larger structures using photos and descriptions. The preferred
documentation format for patching is the number and SF per span. This format
is easiest for the next inspector to identify quantity changes.
Quantity estimates must be based on the sum of the estimated length and width of
the patched or spalled areas. Approximations based on the percent of area are not
useful.
NBI Deck Overall Condition should be coded based on Table WB76-63B Chapter 2,
page 88.
12 Concrete Deck Units - SF
This element defnes a concrete bridge deck constructed with uncoated steel
reinforcement. The quantity should equal the decks curb-to-curb width times
the length.
1. Defects are superfcial. The deck surfaces have no spalls/delaminations
or previous repairs. The deck surfaces may have hairline cracks or rock pockets.
Wear and rutting may expose aggregate or reinforcing.
2. Deck area with repairs or patches. Do not include the rare case rutting flled
with patching material.
3. Deck area with spalling.
4. If the results of deck delamination testing are available, record the delaminated
area (CS4) from element 376 in the deck CS4.
Voided Slab Units
Elem 14- Fully Supported
Concrete Deck
Elem 13- Bridge Deck Surface
Deck Bulb Tee Girders
Asphalt Overlay
Elem 13 & 14
Voided Slab Units
Elem 14- Fully Supported
Concrete Deck
Elem 13- Bridge Deck Surface
Deck Bulb Tee Girders
Asphalt Overlay
Elem 13 & 14
13 Bridge Deck Surface Units - SF
This element defnes a surface of a bridge deck that consists of a slab or girder
without a traditional deck. Usually there is a deck protection system (overlay)
present, but in some cases, traffc may be driving directly on the girder or slab. The
Bridge Deck Surface consists of precast or prestressed girders with no span between
the fanges. This element is generally used with superstructure elements 38, 49,
50, 51, 52, 54, 108, 109, or 114. The quantity should equal the deck curb-to-curb
width times the length.
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Bridge Management System
14 Fully Supported Concrete Deck Units - SF
This element defnes a fully supported concrete bridge deck constructed with one
layer of coated reinforcement (epoxy, galvanizing, stainless steel, etc.). The bridge
support surface consists of precast or prestressed girders with no span between the
fanges. This element may apply to superstructure elements 50, 51, 108, 109, or 114.
The quantity should equal the decks curb-to-curb width times the length.
1. Defects are superfcial. The deck surfaces have no spalls/delaminations
or previous repairs. The deck surfaces have no exposed reinforcing. The deck
surfaces may have hairline cracks, rock pockets and/or be worn exposing
aggregate.
2. If the top of the slabs or girders are visible, area of deck with repairs.
3. If the top of the slabs or girders are visible, area of deck spalling
4. If the results of deck delamination testing are available, record the delaminated
area (CS4) from element 376 in the deck CS4.
20 Concrete Deck Lightweight Aggregate Units - SF
This element defnes a lightweight concrete bridge deck constructed with
lightweight aggregate and steel reinforcement. The total design weight of the deck
is approximately 120 lbs./C.Y. The quantity should equal the decks curb-to-curb
width times the length.
26 Concrete Deck w/Coated Bars Units - SF
This element defnes a concrete bridge deck constructed with coated (epoxy,
galvanizing, stainless steel, etc.) reinforcement. The quantity should equal
the decks curb-to-curb width times the length.
1. Defects are superfcial. The deck surfaces have no spalls/delaminations
or previous repairs. The deck surfaces may have hairline cracks or rock pockets.
Wear and rutting may expose aggregate or reinforcing.
2. Deck area with repairs or patches. Do not include the rare case rutting flled
with patching material.
3. Deck area with spalling.
4. If the results of deck delamination testing are available, record the delaminated
area (CS4) from element 376 in the deck CS4.
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Bridge Management System
2
Orthotropic Deck Types Closed Trapezoid Orthotropic Deck
27 Steel Orthotropic Deck Units - SF
This element defines a bridge deck constructed of a flat deck plate stiffened either
longitudinally or transversely, or in both directions, see BIRM, Volume 1, Figure P.1.2.7.
The quantity should equal the decks curb-to-curb width times the length.
28 Steel Deck Open Grid Units - SF
This element defines a bridge deck constructed of steel grids that are open and unfilled. The
quantity should equal the decks curb-to-curb width times the length.
29 Steel Deck Concrete Filled Grid Units - SF
This element defines a bridge deck constructed of steel grids with either all of the openings
or just those in the wheel lines filled with concrete. The quantity should equal the decks
curb-to-curb width times the length.
30 Deck Corrugated or Other Steel system Units - SF
This element generally defines a bridge decks constructed of corrugated metal filled with
Portland cement concrete or asphaltic concrete. This element may also be used to identify
other non-standard steel decks. The quantity should equal the decks curb-to-curb width
times the length.
(Report the quantity of deck area in each corresponding condition state.)
1 Investigation indicates no deterioration. The connectors (welds, etc.) are functioning as
designed.
2 Deck area that has been repaired, patched, or plated.
3 The connectors (weld, rivets, etc.) are failing. Concrete/asphalt filler is spalling or
failing. Significant steel section loss is less than 10 percent. The strength or
serviceability of the deck section is not yet affected.
4 Steel section loss and/or connector failure is sufficient to warrant analysis or structural
analysis has determined repairs are essential to restore the full capacity of the element.
2
Orthotropic Deck Types Closed Trapezoid Orthotropic Deck
27 Steel Orthotropic Deck Units - SF
This element defines a bridge deck constructed of a flat deck plate stiffened either
longitudinally or transversely, or in both directions, see BIRM, Volume 1, Figure P.1.2.7.
The quantity should equal the decks curb-to-curb width times the length.
28 Steel Deck Open Grid Units - SF
This element defines a bridge deck constructed of steel grids that are open and unfilled. The
quantity should equal the decks curb-to-curb width times the length.
29 Steel Deck Concrete Filled Grid Units - SF
This element defines a bridge deck constructed of steel grids with either all of the openings
or just those in the wheel lines filled with concrete. The quantity should equal the decks
curb-to-curb width times the length.
30 Deck Corrugated or Other Steel system Units - SF
This element generally defines a bridge decks constructed of corrugated metal filled with
Portland cement concrete or asphaltic concrete. This element may also be used to identify
other non-standard steel decks. The quantity should equal the decks curb-to-curb width
times the length.
(Report the quantity of deck area in each corresponding condition state.)
1 Investigation indicates no deterioration. The connectors (welds, etc.) are functioning as
designed.
2 Deck area that has been repaired, patched, or plated.
3 The connectors (weld, rivets, etc.) are failing. Concrete/asphalt filler is spalling or
failing. Significant steel section loss is less than 10 percent. The strength or
serviceability of the deck section is not yet affected.
4 Steel section loss and/or connector failure is sufficient to warrant analysis or structural
analysis has determined repairs are essential to restore the full capacity of the element.
Orthotropic Deck Types Closed Trapezoid Orthotropic Deck
27 Steel Orthotropic Deck Units - SF
This element defnes a bridge deck constructed of a fat, deck plate stiffened either
longitudinally or transversely, or in both directions. See BIRM, Volume 1, Figure
P.1.2.7. The quantity should equal the decks curb-to-curb width times the length.
28 Steel Deck Open Grid Units - SF
This element defnes a bridge deck constructed of steel grids that are open and
unflled. The quantity should equal the decks curb-to-curb width times the length.
29 Steel Deck Concrete Filled Grid Units - SF
This element defnes a bridge deck constructed of steel grids with either all of the
openings or just those in the wheel lines flled with concrete. The quantity should
equal the decks curb-to-curb width times the length.
30 Deck Corrugated or Other Steel system Units - SF
This element generally defnes a bridge deck constructed of corrugated metal flled
with Portland cement concrete or asphaltic concrete. This element may also be used
to identify other non-standard steel decks. The quantity should equal the decks
curb-to-curb width times the length.
1. Defects are superfcial. The connectors (such as welds, rivets, etc.) or concrete/
asphalt fller are functioning as designed.
2. Deck area with repairs or replaced panels.
3. Deck area with structural defects. The defects do not signifcantly affect
structural capacity. Defciencies do not warrant analysis, but may require
repairs.
4. Deck area with damage in signifcant locations or quantity and has reduced
the structural capacity of the element. Structural analysis is warranted or has
determined repairs are essential to restore the full capacity of the element.
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Bridge Management System
31 Timber Deck Units - SF
This element defnes a bridge deck constructed of timber. The deck may be
longitudinally or transversely laminated or of planks. The deck may have an overlay
or may be constructed with runners of metal or timber. The quantity should equal
the decks curb to curb width times the length.
1. Defects are superfcial and have no effect on the structural capacity of the
element. Decay, insect infestation, cracks, splits, or checks may exist.
2. Timber deck area with repairs, plates, or replaced timbers.
3. Timber deck area with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may require
repairs. These areas are typically marked with a YELLOW TAG by inspectors.
4. Timber deck area with damage in signifcant locations or quantity and has
reduced the structural capacity of the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to restore the full
capacity of the element. These areas are typically marked with a RED TAG by
inspectors.
32 Fiber Reinforced Polymer (FRP) Deck Units - SF
This element defnes a bridge deck constructed of fber reinforced polymer. The
quantity should equal the decks curb to curb width times the length.
1. Defects are superfcial. Cracking or delamination of layers may be present.
2. FRP Deck area with repairs, patches, or plated.
3. FRP Deck area with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may
require repairs.
4. FRP Deck area with damage in signifcant locations or quantity and has
reduced the structural capacity of the element or the bridge. Structural analysis
is warranted or has determined repairs are essential to restore the full capacity
of the element.
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35 ConcreteDeckSofft Units-SF
This element defnes the bottom (or undersurface) and edge of a concrete deck
and is to be included with concrete deck elements 12, 20, and 26. It is extremely
valuable when an asphalt overlay exists on the top surface of the deck. The purpose
of the element is to identify decks that may have a reduced structural capacity
through visual inspections of the deck sofft. Element 35 does not apply if steel
stay-in-place forms are present on the sofft. To be consistent with the deck quantity,
the deck sofft quantity should equal the decks curb-to-curb width times the length.
Delaminations on concrete soffts over roadways may pose a danger to traffc
below the bridge. In this situation, a repair should be recommended to correct
the condition.
1. The undersurface of the deck is not showing signs of distress. There
may be rust stains from rebar chairs, spalls without exposed rebar, or
cracks with efforescence.
2. Deck sofft area with repairs or patches.
2
BMS Element 35 Concrete Deck Soffit Units - SF
This element defines the bottom (or undersurface) and edge of a concrete deck and is to be
included with concrete deck elements 12, 20, and 26. It is extremely valuable when an
asphalt overlay exists on the top surface of the deck. The purpose of the element is to
identify decks that may have a reduced structural capacity through visual inspections of the
deck soffit. Element 35 does not apply if steel stay-in-place forms are present on the soffit.
To be consistent with the deck quantity, the deck soffit quantity should equal the decks
curb-to-curb width times the length.
Delaminations on concrete soffits over roadways may pose a danger to traffic below the
bridge. In this situation, a repair should be recommended to correct the condition.
(Report the quantity of deck soffit area in each corresponding condition state.)
1 The undersurface of the deck is not showing signs of distress. There may be minor rust
stains from rebar chairs, spalls without exposed rebar, or cracks with efflorescence.
2 Deck area that has been repaired, patched, or plated.
3. Deck area showing signs of reduced structural capacity. Concrete
deck area with heavy to severe rust staining from deck
reinforcement. Spalling with exposed rebars indicating active
corrosion. Cracks are full depth, severe, or leaking water.
36 Deck Rebar Cover Units - SF
This element is used to identify the top surface of bridge decks with concrete cover less than
1 inch and having rebar exposed. This condition results from either lack of cover during
construction or general rutting that has exposed rebar. Deck patching is often difficult at
these locations. This flag will determine method of deck rehabilitation.
Report square foot of visible deficiency in CS2.
1 Deck top surface area with adequate concrete cover
2 Area with visible lack of cover due to construction or general
rutting that has exposed rebar.
3. Deck sofft area showing signs of reduced structural
2
BMS Element 35 Concrete Deck Soffit Units - SF
This element defines the bottom (or undersurface) and edge of a concrete deck and is to be
included with concrete deck elements 12, 20, and 26. It is extremely valuable when an
asphalt overlay exists on the top surface of the deck. The purpose of the element is to
identify decks that may have a reduced structural capacity through visual inspections of the
deck soffit. Element 35 does not apply if steel stay-in-place forms are present on the soffit.
To be consistent with the deck quantity, the deck soffit quantity should equal the decks
curb-to-curb width times the length.
Delaminations on concrete soffits over roadways may pose a danger to traffic below the
bridge. In this situation, a repair should be recommended to correct the condition.
(Report the quantity of deck soffit area in each corresponding condition state.)
1 The undersurface of the deck is not showing signs of distress. There may be minor rust
stains from rebar chairs, spalls without exposed rebar, or cracks with efflorescence.
2 Deck area that has been repaired, patched, or plated.
3. Deck area showing signs of reduced structural capacity. Concrete
deck area with heavy to severe rust staining from deck
reinforcement. Spalling with exposed rebars indicating active
corrosion. Cracks are full depth, severe, or leaking water.
36 Deck Rebar Cover Units - SF
This element is used to identify the top surface of bridge decks with concrete cover less than
1 inch and having rebar exposed. This condition results from either lack of cover during
construction or general rutting that has exposed rebar. Deck patching is often difficult at
these locations. This flag will determine method of deck rehabilitation.
Report square foot of visible deficiency in CS2.
1 Deck top surface area with adequate concrete cover
2 Area with visible lack of cover due to construction or general
rutting that has exposed rebar.

capacity. Typical indications include areas with heavy
to severe rust staining from deck reinforcement; Spalling
with corroded rebar indicating active corrosion; Cracks that
are full depth, severe, or leaking water.
36 Deck Rebar Cover Flag Units - SF
This does not apply to deck spalling with exposed rebar. This element is used to
identify the top surface of bridge decks with concrete cover less than 1 inch and
having rebar exposed. This condition results from either lack of cover during
construction or general rutting that has exposed rebar. Deck patching is often
diffcult at these locations. This fag will determine method of deck rehabilitation.
Report square foot of visible defciency in CS2.
1. Deck top surface area with adequate concrete cover.
2. Concrete deck area with visible lack of cover due to
2
BMS Element 35 Concrete Deck Soffit Units - SF
This element defines the bottom (or undersurface) and edge of a concrete deck and is to be
included with concrete deck elements 12, 20, and 26. It is extremely valuable when an
asphalt overlay exists on the top surface of the deck. The purpose of the element is to
identify decks that may have a reduced structural capacity through visual inspections of the
deck soffit. Element 35 does not apply if steel stay-in-place forms are present on the soffit.
To be consistent with the deck quantity, the deck soffit quantity should equal the decks
curb-to-curb width times the length.
Delaminations on concrete soffits over roadways may pose a danger to traffic below the
bridge. In this situation, a repair should be recommended to correct the condition.
(Report the quantity of deck soffit area in each corresponding condition state.)
1 The undersurface of the deck is not showing signs of distress. There may be minor rust
stains from rebar chairs, spalls without exposed rebar, or cracks with efflorescence.
2 Deck area that has been repaired, patched, or plated.
3. Deck area showing signs of reduced structural capacity. Concrete
deck area with heavy to severe rust staining from deck
reinforcement. Spalling with exposed rebars indicating active
corrosion. Cracks are full depth, severe, or leaking water.
36 Deck Rebar Cover Units - SF
This element is used to identify the top surface of bridge decks with concrete cover less than
1 inch and having rebar exposed. This condition results from either lack of cover during
construction or general rutting that has exposed rebar. Deck patching is often difficult at
these locations. This flag will determine method of deck rehabilitation.
Report square foot of visible deficiency in CS2.
1 Deck top surface area with adequate concrete cover
2 Area with visible lack of cover due to construction or general
rutting that has exposed rebar.

construction or general rutting that has exposed rebar.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-11
February 2010
Bridge Management System
4.2 Superstructure
Girders
A girder is defned as any longitudinal structural
Open
Girders
stringer floorbeam
Elem #107
Steel Open Girder
Elem #92
Steel Welded Girder Prestressed Conc Girder
Elem #115
Timber Sawn Girder
Elem #117
Girders
Elem 140
Pedestrian Bridge

member (single web or box section) that directly
supports the bridge deck. A girder type bridge
will typically have two or more girders. Girders
may be constructed of the following typical
materials: Rolled, welded, bolted (riveted),
steel sections; Post tensioned, prestressed or
reinforced concrete sections; or Timber sections.
Open
Girders
stringer floorbeam
Elem #107
Steel Open Girder
Elem #92
Steel Welded Girder Prestressed Conc Girder
Elem #115
Timber Sawn Girder
Elem #117
Girders
Elem 140
Pedestrian Bridge
Open
Girders
stringer floorbeam
Elem #107
Steel Open Girder
Elem #92
Steel Welded Girder Prestressed Conc Girder
Elem #115
Timber Sawn Girder
Elem #117
Girders
Elem 140
Pedestrian Bridge
Open
Girders
stringer floorbeam
Elem #107
Steel Open Girder
Elem #92
Steel Welded Girder Prestressed Conc Girder
Elem #115
Timber Sawn Girder
Elem #117
Girders
Elem 140
Pedestrian Bridge
Diaphragms
Diaphragms are structural members used
Elem 235
Timber Cap
Elem 206
Timber Col/Pile
Elem 216
Timber Abutment
Abutment
Chapter 4 - #1
Chapter 4 - #2
Chapter 4 - #3
Chapter 4 - #4
Elem 219
Cantilevered Span Abutment Diaphragm
Elem 108
Pile Cap
Pier Cap

to tie adjoining girders together to improve the
strength and rigidity of the girder and to distribute
forces in the lateral direction. There is no BMS
element defned for a diaphragm. If a diaphragm
has advanced deterioration, it should be noted in
the BMS comments of the accompanying girder.
Pedestrian Bridges
The same BMS elements used for bridges that carry vehicular traffc can be used for
pedestrian bridges. Do not use the BMS sidewalk elements (#260 through #266)
for pedestrian bridges.
Open
Girders
stringer floorbeam
Elem #107
Steel Open Girder
Elem 140
Pedestrian Bridge
Page 4-12 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
Slab Bridges
Slab bridges can have precast segments or
Elem 38
Concrete Slab
Submerged
Pile / Column
Conc Submerged
Column
Elem 227
Elem 113
Steel Stringer
Elem 152
Floor Beam

cast in place concrete. The bridge in the
picture is a cast in place concrete slab and
will have a deck element for the deterioration
of the top surface. Structural defciencies of
the slab bottom and edge are documented
in BMS element #38 Concrete Slab.
38 Concrete Slab Units - SF
This element defnes a concrete slab bridge and edge that has been constructed with
uncoated reinforcement. Structural defciencies of the edge and bottom surface are
addressed in the condition states. The slab quantity should equal the slabs curb-to-
curb width times the length.
49 Concrete Hollow Slab Units - SF
This element defnes a concrete slab bridge and edge that has been constructed
with sono-tubes and uncoated reinforcement. Structural defciencies of the edge
and bottom surface are addressed in the condition states. This type of bridge was
typically built in the 50s and 60s on the state highway system. The slab quantity
should equal the slabs curb-to-curb width times the length.
50 Prestressed Concrete Slab Units - SF
This element defnes a concrete slab bridge that has been constructed with
prestressed concrete and uncoated steel reinforcement. Structural defciencies of
the edge and bottom surface are addressed in the condition states. The slab quantity
should equal the slabs curb-to-curb width times the length.
51 Prestressed Concrete Slab w/Coated Bars Units - SF
This element defnes a concrete slab bridge that has been constructed with
prestressed concrete and coated steel reinforcement (epoxy, etc.). This element
may be solid or have built in voids. Structural defciencies of the edge and bottom
surface are addressed in the condition states. The slab quantity should equal the
slabs curb-to-curb width times the length.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-13
February 2010
Bridge Management System
52 Concrete Slab w/Coated Bars Units - SF
This element defnes a concrete slab bridge and edge that has been constructed with
coated (epoxy, etc.) reinforcement. This element may or may not contain a hollow
core. Structural defciencies of the edge and bottom surface are addressed in the
condition states. The slab quantity should equal the slabs curb-to-curb width times
the length.
1. Defects are superfcial and have no effect on the structural capacity of the
element. There may be discoloration, efforescence, and/or superfcial cracking,
spalls or delaminations.
2. Concrete slab area with repairs or patches.
3. Concrete slab area with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may require
repairs.
4. Concrete slab area with damage in signifcant locations
8
4.8.1 Superstructure Reinforced Concrete
Slab Bridges
Slab bridges can have precast segments or cast in place
concrete. The bridge in the picture is a cast in place concrete
slab and will have a deck element for the deterioration of the top
surface. Structural deficiencies of the slab bottom and edge are
documented in BMS element #38 Concrete Slab.
38 Concrete Slab Units - SF
This element defines a concrete slab bridge and edge that has been constructed with
uncoated reinforcement. Structural deficiencies of the edge and bottom surface are
addressed in the condition states. The slab quantity should equal the slabs curb-to-curb
width times the length.
49 Concrete Hollow Slab Units - SF
This element defines a concrete slab bridge and edge that has been constructed with sono-
tubes and uncoated reinforcement. Structural deficiencies of the edge and bottom surface are
addressed in the condition states. This type of bridge was typically built in the 50s and 60s
on the state highway system. The slab quantity should equal the slabs curb-to-curb width
times the length.
52 Concrete Slab w/Coated Bars Units - SF
This element defines a concrete slab bridge and edge that has been constructed with coated
(epoxy, etc.) reinforcement. This element may or may not contain a hollow core. Structural
deficiencies of the edge and bottom surface are addressed in the condition states. The slab
quantity should equal the slabs curb-to-curb width times the length.
(Report the quantity of slab area in each corresponding condition state.)
1 The element shows no deterioration. There may be discoloration, efflorescence, and/or
superficial cracking but without affect on strength and/or serviceability.
2 Concrete area that has been repaired or patched.
3 Area of delaminations, spalls, structural cracking, exposed or corroded reinforcing or
strands. Section loss is incidental and deficiencies do not warrant structural analysis.
4. Area of structural deficiencies, impact damage, corrosion, or
structural cracks that adversely affected the element load
carrying capacity of either the element or the bridge.
Structural analysis is warranted or has determined repairs are
essential to restore the full capacity of the element.
REVISE PARAGRAPH TO ELIMINATE OUTLYERS

or quantity and has reduced the structural capacity of
the element or the bridge. Structural analysis is warranted
or has determined repairs are essential to restore the full
capacity of the element.
54 Timber Slab Units - SF
This element defnes a slab that is constructed of timber. Structural defciencies of
the edge and bottom surface are addressed in the condition states. The slab quantity
should equal the slabs curb-to-curb width times the length.
1. Defects are superfcial and have no effect on the structural capacity of the
element. Decay, insect infestation, cracks, splits, or checks may exist.
2. Slab area with repairs, plates or replaced timbers.
3. Slab area with structural defects. The defects do not signifcantly affect
structural capacity. Defciencies do not warrant analysis, but may require
repairs. These areas are typically marked with a YELLOW TAG by inspectors.
4. Slab area with damage in signifcant locations or quantity and has reduced the
structural capacity of the element or the bridge. Structural analysis is warranted
or has determined repairs are essential to restore the full capacity of the element.
These areas are typically marked with a RED TAG by inspectors.
Page 4-14 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
89 Prestressed Concrete Girder W/Coated Strands Units - LF
This element defnes a girder constructed of precast prestressed concrete and epoxy
coated strand that supports the bridge deck. The element quantity should equal the
sum of each girder length. The total element quantity should equal the length of
each girder multiplied by the number of girders.
1. Defects are superfcial and have no effect on the structural capacity of the
element. There may be discoloration, efforescence, and/or superfcial cracking,
spalls or delaminations.
2. Girder length affected by repair or patch. Capacity repairs such as a strand
splicing should record girder span length.
3. Girder length affected by defects. The defects do not
9
4.8.2 Superstructure Prestressed Concrete
154 Prestressed Concrete Floor Beam Units - LF
This element defines a floor beam constructed of prestressed concrete that supports the
bridge deck in a stringer-floor beam system. The element quantity should equal the length of
each floor beam multiplied by the number of floor beams.
(Report the quantity of girder or slab in each corresponding condition state.)
1 The element shows no deterioration. There may be discoloration, efflorescence, and/or
superficial cracking but without affect on strength and/or serviceability.
2 Concrete area that has been repaired or patched.
3 Area of delaminations, spalls, structural cracking, exposed
or corroded reinforcing. Section loss is incidental and
deficiencies do not warrant structural analysis. There may
be minor exposure but no deterioration of the prestress
system.
4. Area of structural deficiencies, impact damage, corrosion, or
wide structural cracks that adversely affected the element
load carrying capacity of either the element or the bridge.
Area of exposed and/or deteriorated prestress system (loss
of bond, broken strands or wire, failed anchorages, etc.) or
corroded non-prestressed reinforcement. Structural analysis
is warranted or has determined repairs are essential to
restore the full capacity of the element.

signifcantly affect structural capacity. Defciencies do not
warrant analysis, but may require repairs. Girder with defects
such as: delaminations, spalls, structural cracking, exposed
or corroded reinforcing or strands.
4. Girder span length with damage in signifcant locations
9
4.8.2 Superstructure Prestressed Concrete
154 Prestressed Concrete Floor Beam Units - LF
This element defines a floor beam constructed of prestressed concrete that supports the
bridge deck in a stringer-floor beam system. The element quantity should equal the length of
each floor beam multiplied by the number of floor beams.
(Report the quantity of girder or slab in each corresponding condition state.)
1 The element shows no deterioration. There may be discoloration, efflorescence, and/or
superficial cracking but without affect on strength and/or serviceability.
2 Concrete area that has been repaired or patched.
3 Area of delaminations, spalls, structural cracking, exposed
or corroded reinforcing. Section loss is incidental and
deficiencies do not warrant structural analysis. There may
be minor exposure but no deterioration of the prestress
system.
4. Area of structural deficiencies, impact damage, corrosion, or
wide structural cracks that adversely affected the element
load carrying capacity of either the element or the bridge.
Area of exposed and/or deteriorated prestress system (loss
of bond, broken strands or wire, failed anchorages, etc.) or
corroded non-prestressed reinforcement. Structural analysis
is warranted or has determined repairs are essential to
restore the full capacity of the element.

or quantity and has reduced the structural capacity of the
element or the bridge. Structural analysis is warranted or has
determined repairs are essential to restore the full capacity
of the element.
90 Steel Rolled Girder Units - LF
This element defnes a girder unit of structural steel that has an integral web and
fanges and was fabricated in a steel mill by the rolling process. This element may
have bolted, riveted or welded cover plates. This element directly supports the
bridge deck and is part of a two or more longitudinal girder system. The element
quantity should equal the length of each girder multiplied by the number of girders.
91 Steel Riveted Girder Units - LF
This element defnes a girder unit of structural steel that directly support the bridge
deck. This element has a web and fanges that are connected with rivets. This
element is part of a two or more longitudinal girder system. The element quantity
should equal the length of each girder multiplied by the number of girders.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-15
February 2010
Bridge Management System
92 Steel Welded Girder Units - LF
This element defnes a girder unit of structural steel that directly support the bridge
deck. This element has a web and fanges that are connected with welds. This
element is part of a two or more longitudinal girder system. The element quantity
should equal the sum of each girder length.
1. Defects are superfcial and have no effect on the structural capacity of the
element.
2. Girder span length with repairs such as: bolts or rivets have been replaced;
cracks that have been drilled or plated.
3. Girder span length with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may require
repairs. Structural defciencies are not limited to impact damage, cracks, broken
bolts, or measurable section loss due to corrosion (note the location and depth).
4. Girder span length with damage in signifcant locations or quantity and has
reduced the structural capacity of the element or the bridge. Structural analysis
is warranted or has determined repairs are essential to restore the full capacity
of the element. Structural defciencies are not limited to impact damage,
corrosion, a crack in primary load path member or in the attachment welded
to primary member. Retain the quantity of the element reported in CS4 if the
element is repainted but not repaired.
96 Concrete Encased Steel Girder Units - LF
This element defnes a steel girder that is encased in concrete. The element quantity
should equal the length of each girder multiplied by the number of girders.
1. Defects are superfcial and have no effect on the structural capacity of the
element. There may be discoloration, efforescence, and/or superfcial cracking.
2. Girder span length with repairs or patches.
3. Girder span length with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may require
repairs. Structural defciencies are not limited to impact damage, cracks, broken
bolts, or measurable section loss due to corrosion (note the location and depth),
concrete delaminations or spalls in a tension zone.
4. Girder span length with damage in signifcant locations or quantity and has
reduced the structural capacity of the element or the bridge. Structural analysis
is warranted or has determined repairs are essential to restore the full capacity
of the element.
Page 4-16 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
97 Prestressed Concrete Trapezoidal Girder Units - LF
This element defnes a prestressed concrete box girder. Post-tensioning and span
feld splices may or may not be present. The element quantity should equal the sum
of each girder length. The total element quantity will equal the length of each girder
multiplied by the number of girders.
1. Defects are superfcial and have no effect on the structural capacity of
the element. There may be discoloration, efforescence, and/or superfcial
cracking, spalls or delaminations.
2. Girder length affected by repair or patch. Capacity repairs such as a strand
splicing should record girder span length.
3. Girder length affected by defects. The defects do not
9
4.8.2 Superstructure Prestressed Concrete
154 Prestressed Concrete Floor Beam Units - LF
This element defines a floor beam constructed of prestressed concrete that supports the
bridge deck in a stringer-floor beam system. The element quantity should equal the length of
each floor beam multiplied by the number of floor beams.
(Report the quantity of girder or slab in each corresponding condition state.)
1 The element shows no deterioration. There may be discoloration, efflorescence, and/or
superficial cracking but without affect on strength and/or serviceability.
2 Concrete area that has been repaired or patched.
3 Area of delaminations, spalls, structural cracking, exposed
or corroded reinforcing. Section loss is incidental and
deficiencies do not warrant structural analysis. There may
be minor exposure but no deterioration of the prestress
system.
4. Area of structural deficiencies, impact damage, corrosion, or
wide structural cracks that adversely affected the element
load carrying capacity of either the element or the bridge.
Area of exposed and/or deteriorated prestress system (loss
of bond, broken strands or wire, failed anchorages, etc.) or
corroded non-prestressed reinforcement. Structural analysis
is warranted or has determined repairs are essential to
restore the full capacity of the element.

signifcantly affect structural capacity. Defciencies do not
warrant analysis, but may require repairs. Girder with defects
such as: delaminations, spalls, structural cracking, exposed
or corroded reinforcing or strands.
4. Girder span length with damage in signifcant locations
9
4.8.2 Superstructure Prestressed Concrete
154 Prestressed Concrete Floor Beam Units - LF
This element defines a floor beam constructed of prestressed concrete that supports the
bridge deck in a stringer-floor beam system. The element quantity should equal the length of
each floor beam multiplied by the number of floor beams.
(Report the quantity of girder or slab in each corresponding condition state.)
1 The element shows no deterioration. There may be discoloration, efflorescence, and/or
superficial cracking but without affect on strength and/or serviceability.
2 Concrete area that has been repaired or patched.
3 Area of delaminations, spalls, structural cracking, exposed
or corroded reinforcing. Section loss is incidental and
deficiencies do not warrant structural analysis. There may
be minor exposure but no deterioration of the prestress
system.
4. Area of structural deficiencies, impact damage, corrosion, or
wide structural cracks that adversely affected the element
load carrying capacity of either the element or the bridge.
Area of exposed and/or deteriorated prestress system (loss
of bond, broken strands or wire, failed anchorages, etc.) or
corroded non-prestressed reinforcement. Structural analysis
is warranted or has determined repairs are essential to
restore the full capacity of the element.

or quantity and has reduced the structural capacity of the
element or the bridge. Structural analysis is warranted
or has determined repairs are essential to restore the full
capacity of the element.
98 Pontoon Hatch/Bulkhead Units - EA
This element defnes a steel deck or bulkhead hatch access. Deck hatches are
accessed from the exterior of a pontoon and bulkhead hatches provide access
between cells. The condition evaluation of a hatch includes, but is not limited to
the ability of a hatch to provide a watertight structural seal. The performance of the
hatches are critical to the design buoyancy of the pontoon structure during extreme
events. The total element quantity should equal the total number of hatch and
bulkheads on a bridge.
1. Defects are superfcial and are insignifcant to performance of the hatch.
Insignifcant amounts of water enter a cell when a deck hatch is opened.
2. Number of hatch/bulkheads with repairs such as: replaced seals, repaired hold-
down dogs or locks.
3. Number of hatch/bulkheads with structural defects. The defects do not threaten
performance of the hatch.
4. Number of hatch/bulkheads with damage that threatens performance during an
extreme event. All pontoon cells, element 99, threatened by the damaged port
are to be coded CS4.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-17
February 2010
Bridge Management System
99 Concrete Floating Pontoon Units - Cell
This element is defned by the bottom, sides, and interior cell walls of a concrete
foating pontoon. Pontoon element condition will include the top where elevated
decks exist on the pontoon. Note: Deck elements will apply for the entire length
of the pontoon structure. The structural condition evaluation of the pontoon
includes, but is not limited to, the concrete, post-tensioning, exterior hatches, and
connections between pontoons. Maintenance pumping records are applied to assess
the risk of fooding a cell and/or pontoon. The total element quantity should equal
the total number of pontoon cells for the bridge.
1. Defects are superfcial and are insignifcant to structural capacity or buoyancy.
Insignifcant amounts of water may be present due to condensation or when
a deck hatch is opened. If the total quantity is in CS1, then the NBI Substructure
Condition rating (FHWA Item 060) shall be a 7 or 8.
2. Number of pontoon cells with concrete repairs, patches or injected cracks.
If one pontoon cell is in CS2, then the NBI Substructure Condition rating
(FHWA Item 060) shall be a maximum of 6.
3. Number of pontoon cells structural defects. The defects do not threaten
structural capacity or buoyancy of the cell. Water is present in the cell
and remains unchanged from year to year and pumping is not required.
4. Number of pontoon cells with structural damage that threatens structural
capacity or buoyancy of the cell, pontoon or bridge. Water is accumulating
in a cell from a known or unknown source and requires pumping. A cell with
visually leaking cracks. If one pontoon cell is in CS4, then the NBI Substructure
Condition rating (FHWA Item 060) shall be a maximum of 4. See Bridge
Inspection Report, Element 99 BMS notes for pontoon cell criteria that justifes
an NBI Substructure Condition rating (FHWA Item 060) of 3.
Page 4-18 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
100 Post Tensioned Concrete Segmental Box Girder Units - LF
This element defnes a post-tensioned concrete box girder constructed using the
segmental precast process. The quantity should equal the total length of segmental
box girders.
1. Defects are superfcial and have no effect on the structural capacity of the
element. There may be discoloration, efforescence, and/or superfcial cracking,
spalls or delaminations.
2. Girder length affected by repair or patch. Capacity repairs such as a strand
splicing should record girder span length.
3. Girder length affected by defects. The defects do not
9
4.8.2 Superstructure Prestressed Concrete
154 Prestressed Concrete Floor Beam Units - LF
This element defines a floor beam constructed of prestressed concrete that supports the
bridge deck in a stringer-floor beam system. The element quantity should equal the length of
each floor beam multiplied by the number of floor beams.
(Report the quantity of girder or slab in each corresponding condition state.)
1 The element shows no deterioration. There may be discoloration, efflorescence, and/or
superficial cracking but without affect on strength and/or serviceability.
2 Concrete area that has been repaired or patched.
3 Area of delaminations, spalls, structural cracking, exposed
or corroded reinforcing. Section loss is incidental and
deficiencies do not warrant structural analysis. There may
be minor exposure but no deterioration of the prestress
system.
4. Area of structural deficiencies, impact damage, corrosion, or
wide structural cracks that adversely affected the element
load carrying capacity of either the element or the bridge.
Area of exposed and/or deteriorated prestress system (loss
of bond, broken strands or wire, failed anchorages, etc.) or
corroded non-prestressed reinforcement. Structural analysis
is warranted or has determined repairs are essential to
restore the full capacity of the element.

signifcantly affect structural capacity. Defciencies do not
warrant analysis, but may require repairs. Girder with defects
such as: delaminations, spalls, structural cracking, exposed
or corroded reinforcing or strands.
4. Girder span length with damage in signifcant locations or
9
4.8.2 Superstructure Prestressed Concrete
154 Prestressed Concrete Floor Beam Units - LF
This element defines a floor beam constructed of prestressed concrete that supports the
bridge deck in a stringer-floor beam system. The element quantity should equal the length of
each floor beam multiplied by the number of floor beams.
(Report the quantity of girder or slab in each corresponding condition state.)
1 The element shows no deterioration. There may be discoloration, efflorescence, and/or
superficial cracking but without affect on strength and/or serviceability.
2 Concrete area that has been repaired or patched.
3 Area of delaminations, spalls, structural cracking, exposed
or corroded reinforcing. Section loss is incidental and
deficiencies do not warrant structural analysis. There may
be minor exposure but no deterioration of the prestress
system.
4. Area of structural deficiencies, impact damage, corrosion, or
wide structural cracks that adversely affected the element
load carrying capacity of either the element or the bridge.
Area of exposed and/or deteriorated prestress system (loss
of bond, broken strands or wire, failed anchorages, etc.) or
corroded non-prestressed reinforcement. Structural analysis
is warranted or has determined repairs are essential to
restore the full capacity of the element.

quantity and has reduced the structural capacity of the
element or the bridge. Structural analysis is warranted or has
determined repairs are essential to restore the full capacity
of the element.
102 Steel Box Girder Units - LF
This element defnes a box girder unit constructed with structural steel. This element
directly supports the bridge deck. The element quantity should equal the length of
each girder multiplied by the number of girders.
1. Defects are superfcial and have no effect on the structural capacity of the
element.
2. Girder span length with repairs such as: bolts or rivets have been replaced;
cracks that have been drilled or plated.
3. Girder span length with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may require
repairs. Structural defciencies are not limited to impact damage, cracks, broken
bolts, or measurable section loss due to corrosion (note the location and depth).
4. Girder span length with damage in signifcant locations or quantity and has
reduced the structural capacity of the element or the bridge. Structural analysis
is warranted or has determined repairs are essential to restore the full capacity
of the element. Structural defciencies are not limited to impact damage,
corrosion, a crack in primary load path member or in the attachment welded
to primary member. Retain the quantity of the element reported in CS4 if the
element is repainted but not repaired.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-19
February 2010
Bridge Management System
103 Prestressed Concrete Super Girder Units - LF
This element defnes a prestressed WSDOT type W83G, WF83G, W95G,
or WF95G girder. Girders may or may not be post-tensioned. The element quantity
should equal the total length of each girder multiplied by the number of girders.
104 Post Tension Concrete Box Girder Units - LF
This element defnes a box girder unit constructed of post-tensioned, cast in place
concrete. The element quantity should equal the length of each girder multiplied by
the number of girders.
105 Concrete Box Girder Units - LF
This element defnes a box girder superstructure unit constructed with cast in
place reinforced concrete. The element quantity should equal the total length
of box girders.
1. Defects are superfcial and have no effect on the structural capacity of
the element. There may be discoloration, efforescence, and/or superfcial
cracking, spalls or delaminations.
2. Girder length affected by repair or patch. Capacity repairs such as a strand
splicing should record girder span length.
3. Girder length affected by defects. The defects do not
8
4.8.1 Superstructure Reinforced Concrete
Slab Bridges
Slab bridges can have precast segments or cast in place
concrete. The bridge in the picture is a cast in place concrete
slab and will have a deck element for the deterioration of the top
surface. Structural deficiencies of the slab bottom and edge are
documented in BMS element #38 Concrete Slab.
38 Concrete Slab Units - SF
This element defines a floor beam constructed of reinforced concrete
that supports the bridge deck in a stringer-floor beam system. Floor
beams are load caely to the general bridge alignmrom the deck and/or
stringers tent quantity should equal the length of each floor beam
multiplied by the number of floor beams.
(Report the quantity of element in each corresponding condition
state.)
1 erviceability.
2 Concrete area that has been repaired or patched.
3 ns, spalls, structural cracking, or exposed rrosion, but no and
deficiencies do not warrant structural analysis.
4. Area of structural deficiencies, impact damage, corrosion, or
structural cracks that adversely affect(ed) the element load
carrying capacity of either the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to
restore the full capacity of the element.
floorbeam

signifcantly affect structural capacity. Defciencies do not
warrant analysis, but may require repairs. Girder with defects
such as: delaminations, spalls, structural cracking, exposed
or corroded reinforcing or strands.
4. Girder length affected by damage in signifcant locations or
8
4.8.1 Superstructure Reinforced Concrete
Slab Bridges
Slab bridges can have precast segments or cast in place
concrete. The bridge in the picture is a cast in place concrete
slab and will have a deck element for the deterioration of the top
surface. Structural deficiencies of the slab bottom and edge are
documented in BMS element #38 Concrete Slab.
38 Concrete Slab Units - SF
This element defines a floor beam constructed of reinforced concrete
that supports the bridge deck in a stringer-floor beam system. Floor
beams are load caely to the general bridge alignmrom the deck and/or
stringers tent quantity should equal the length of each floor beam
multiplied by the number of floor beams.
(Report the quantity of element in each corresponding condition
state.)
1 erviceability.
2 Concrete area that has been repaired or patched.
3 ns, spalls, structural cracking, or exposed rrosion, but no and
deficiencies do not warrant structural analysis.
4. Area of structural deficiencies, impact damage, corrosion, or
structural cracks that adversely affect(ed) the element load
carrying capacity of either the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to
restore the full capacity of the element.
floorbeam

quantity and has reduced the structural capacity of the
element or the bridge. Structural analysis is warranted
or has determined repairs are essential to restore the full
capacity of the element.
Page 4-20 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System

Bridge Management System (BMS)
Page 4-8 Washington State Bridge Inspection Manual
January 2002
Girders
A girder is defined as any longitudinal structural
member (single web or box section) that directly
supports the bridge deck. A girder type bridge
will typically have two or more girders. Girders
can be constructed with rolled, welded, riveted,
or built-up steel, or prestressed, reinforced
concrete, or timber materials.
Open Girders
An open or through girder is part of a two girder system that is connected
with floor beams. Open girders are located on the outside part of the bridge.
The bridge deck and any sidewalks are contained between the open girders.
Bridges with open girders were generally built prior to 1950 and usually
have built-up riveted steel members.
Pedestrian Bridges
The same BMS elements used for bridges that carry vehicular traffic can be used
for pedestrian bridges.
Do not use the BMS sidewalk elements (#260 through #266) for pedestrian
bridges.
Girders


Elem #92
Steel Welded Girder Prestressed Conc Girder
Elem #115
Timber Sawn Girder
Elem #117

Open
Girders
stringer floorbeam
Elem #107
Steel Open Girder
Elem 140
Pedestrian Bridge
Bridge Management System (BMS)
Page 4-8 Washington State Bridge Inspection Manual
January 2002
Girders
A girder is defined as any longitudinal structural
member (single web or box section) that directly
supports the bridge deck. A girder type bridge
will typically have two or more girders. Girders
can be constructed with rolled, welded, riveted,
or built-up steel, or prestressed, reinforced
concrete, or timber materials.
Open Girders
An open or through girder is part of a two girder system that is connected
with floor beams. Open girders are located on the outside part of the bridge.
The bridge deck and any sidewalks are contained between the open girders.
Bridges with open girders were generally built prior to 1950 and usually
have built-up riveted steel members.
Pedestrian Bridges
The same BMS elements used for bridges that carry vehicular traffic can be used
for pedestrian bridges.
Do not use the BMS sidewalk elements (#260 through #266) for pedestrian
bridges.
Girders


Elem #92
Steel Welded Girder Prestressed Conc Girder
Elem #115
Timber Sawn Girder
Elem #117

Open
Girders
stringer floorbeam
Elem #107
Steel Open Girder
Elem 140
Pedestrian Bridge
Bridge Management System (BMS)
Page 4-8 Washington State Bridge Inspection Manual
January 2002
Girders
A girder is defined as any longitudinal structural
member (single web or box section) that directly
supports the bridge deck. A girder type bridge
will typically have two or more girders. Girders
can be constructed with rolled, welded, riveted,
or built-up steel, or prestressed, reinforced
concrete, or timber materials.
Open Girders
An open or through girder is part of a two girder system that is connected
with floor beams. Open girders are located on the outside part of the bridge.
The bridge deck and any sidewalks are contained between the open girders.
Bridges with open girders were generally built prior to 1950 and usually
have built-up riveted steel members.
Pedestrian Bridges
The same BMS elements used for bridges that carry vehicular traffic can be used
for pedestrian bridges.
Do not use the BMS sidewalk elements (#260 through #266) for pedestrian
bridges.
Girders


Elem #92
Steel Welded Girder Prestressed Conc Girder
Elem #115
Timber Sawn Girder
Elem #117

Open
Girders
stringer floorbeam
Elem #107
Steel Open Girder
Elem 140
Pedestrian Bridge
107 Steel Open Girder Units - LF
This element defnes an open girder unit that is constructed of structural steel. An
open or through girder is part of a two girder system with stringer and foor beam
elements that support a bridge deck. Open girders are located on the outside of the
bridge. The bridge deck and any sidewalks are contained between the open girders.
Bridges with open girders were generally built prior to 1950 and usually have built
up riveted steel members. The element quantity should equal the length of each
girder multiplied by the number of girders.
1. Defects are superfcial and have no effect on the structural capacity of
the element.
2. Steel open girder span length with repairs such as: bolts or rivets have been
replaced; cracks that have been drilled or plated.
3. Steel open girder span length with structural defects. The defects do not
signifcantly affect structural capacity. Defciencies do not warrant analysis,
but may require repairs. Structural defciencies are not limited to impact
damage, cracks, broken bolts, or measurable section loss due to corrosion
(note the location and depth).
4. Steel open girder span length with damage in signifcant locations or quantity
and has reduced the structural capacity of the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to restore the
full capacity of the element. Structural defciencies are not limited to impact
damage, corrosion, a crack in primary load path member or in the attachment
welded to primary member. Retain the quantity of the element reported in CS4
if the element is repainted but not repaired.
108 Prestressed Concrete Bulb-T Girder Units - LF
This element defnes a precast prestressed concrete Bulb-T girder unit. Structural
defciencies of the edge and bottom surface are addressed in the condition states.
The element quantity should equal the length of each girder multiplied by the
number of girders.
109 Prestressed Concrete Multiple Web Girder Units Units - LF
This element defnes a precast prestressed concrete girder that has more than one
web. Structural defciencies of the edge and bottom surface are addressed in the
condition states. The element quantity should equal the length of each girder unit.
The total element quantity should equal the length of each girder unit multiplied by
the number of girders.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-21
February 2010
Bridge Management System
110 Concrete Girder Units - LF
This element defnes a girder (including T-Beams) constructed of non-prestressed
reinforced concrete. The element quantity should equal the length of each girder
multiplied by the number of girders.
1. Defects are superfcial and have no effect on the structural capacity of
the element. There may be discoloration, efforescence, and/or superfcial
cracking, spalls or delaminations.
2. Girder length affected by repair or patch. Capacity repairs such as a strand
splicing should record girder span length.
3. Girder length affected by defects. The defects do not
8
4.8.1 Superstructure Reinforced Concrete
Slab Bridges
Slab bridges can have precast segments or cast in place
concrete. The bridge in the picture is a cast in place concrete
slab and will have a deck element for the deterioration of the top
surface. Structural deficiencies of the slab bottom and edge are
documented in BMS element #38 Concrete Slab.
38 Concrete Slab Units - SF
This element defines a floor beam constructed of reinforced concrete
that supports the bridge deck in a stringer-floor beam system. Floor
beams are load caely to the general bridge alignmrom the deck and/or
stringers tent quantity should equal the length of each floor beam
multiplied by the number of floor beams.
(Report the quantity of element in each corresponding condition
state.)
1 erviceability.
2 Concrete area that has been repaired or patched.
3 ns, spalls, structural cracking, or exposed rrosion, but no and
deficiencies do not warrant structural analysis.
4. Area of structural deficiencies, impact damage, corrosion, or
structural cracks that adversely affect(ed) the element load
carrying capacity of either the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to
restore the full capacity of the element.
floorbeam

signifcantly affect structural capacity. Defciencies do not
warrant analysis, but may require repairs. Girder with defects
such as: delaminations, spalls, structural cracking, exposed
or corroded reinforcing or strands.
4. Girder span length with damage in signifcant locations
8
4.8.1 Superstructure Reinforced Concrete
Slab Bridges
Slab bridges can have precast segments or cast in place
concrete. The bridge in the picture is a cast in place concrete
slab and will have a deck element for the deterioration of the top
surface. Structural deficiencies of the slab bottom and edge are
documented in BMS element #38 Concrete Slab.
38 Concrete Slab Units - SF
This element defines a floor beam constructed of reinforced concrete
that supports the bridge deck in a stringer-floor beam system. Floor
beams are load caely to the general bridge alignmrom the deck and/or
stringers tent quantity should equal the length of each floor beam
multiplied by the number of floor beams.
(Report the quantity of element in each corresponding condition
state.)
1 erviceability.
2 Concrete area that has been repaired or patched.
3 ns, spalls, structural cracking, or exposed rrosion, but no and
deficiencies do not warrant structural analysis.
4. Area of structural deficiencies, impact damage, corrosion, or
structural cracks that adversely affect(ed) the element load
carrying capacity of either the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to
restore the full capacity of the element.
floorbeam

or quantity and has reduced the structural capacity of the
element or the bridge. Structural analysis is warranted or has
determined repairs are essential to restore the full capacity
of the element.
111 Timber Glue-Lam Girder Units - LF
This element defnes a girder unit constructed of glue-lam timber. This element
directly supports the bridge deck. The element quantity should equal the length
of each girder multiplied by the number of girders.
1. Defects are superfcial and have no effect on the structural capacity of the
element. Decay, insect infestation, cracks, splits, or checks may exist.
2. Glue-Lam girder span length with repairs, patches, or plated.
3. Glue-Lam girder span length with structural defects. The defects do not
signifcantly affect structural capacity. Defciencies do not warrant analysis,
but may require repairs. These areas are typically marked with a YELLOW
TAG by inspectors.
4. Glue-Lam girder span length with damage in signifcant locations or quantity
and has reduced the structural capacity of the girder or the bridge. Structural
analysis is warranted or has determined repairs are essential to restore the full
capacity of the element. These areas are typically marked with a RED TAG
by inspectors.
Page 4-22 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
113 Steel Stringer Units - LF
This element defnes a stringer constructed of structural
10
113 Steel Stringer Units - LF
This element defines a stringer constructed of structural steel that
supports the deck in a stringer-floor beam system. A stringer is
connected to a floor beam and directly supports a bridge deck. A steel
stringer and floor beam combination is commonly used in steel truss
and steel open girder bridges. The element quantity should equal the
length of each stringer multiplied by the number of stringers.
126 Steel Thru Truss Units - LF
This element includes all structural steel truss elements except the bottom chord. Code this
element for through and pony trusses only. The truss quantity should equal the sum of each
truss length, which is two times the truss span length.
131 Steel Deck Truss Units - LF
This element includes all truss members of a structural steel deck truss. The top and bottom
chords are included in this element. The truss quantity should equal the sum of each truss
length, which is two times the truss span length.
141 Steel Arch Units - LF
This element includes only the arch constructed of structural steel. The bottom and top
chords are included in this element. When coding NBI, pier caps, cross beams, and any
other coded substructure elements within the arch span are considered superstructure
elements. The element quantity should equal the length measured from one arch support to
the other.
142 Steel Tied Arch Units - LF
This element includes all members of a tied arch constructed of structural steel. The bottom
and top chords are included in this element. The element quantity should equal the length
measured from one arch support to the other.
143 Steel Suspender Units - EA
This element defines a steel suspender used in a suspension bridge. The quantity should
equal the total number of suspenders.
152 Steel Floor Beam Units - LF
This element defines a floor beam constructed of structural steel that
supports stringers in a stringer-floor beam system. Floor beams are
load carry elements located transversely to the general bridge
alignment. Floor beams transmit the loads from the deck and/or
stringers to the outside open girders or to the bottom cord of a truss
bridge. The element quantity should equal the length of each floor
beam multiplied by the number of floor beams.

steel that supports the deck in a stringer-foor beam system.
A stringer is connected to a foor beam and directly supports
a bridge deck. A steel stringer and foor beam combination
is commonly used in steel truss and steel open girder bridges.
The element quantity should equal the length of each stringer
multiplied by the number of stringers.
1. Defects are superfcial and have no effect on the structural capacity of
the element.
2. Stringer span length with repairs such as: bolts or rivets have been replaced;
cracks that have been drilled or plated.
3. Stringer span length with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may require
repairs. Structural defciencies are not limited to impact damage, cracks, broken
bolts, or measurable section loss due to corrosion (note the location and depth).
4. Stringer span length with damage in signifcant locations or quantity and has
reduced the structural capacity of the element or the bridge. Structural analysis
is warranted or has determined repairs are essential to restore the full capacity
of the element. Structural defciencies are not limited to impact damage,
corrosion, a crack in primary load path member or in the attachment welded
to primary member. Retain the quantity of the element reported in CS4 if the
element is repainted but not repaired.
114 Concrete Multiple Web Girder Unit Units - LF
This element defnes a girder constructed of non-prestressed reinforced precast
concrete. Structural defciencies of the edge and bottom surface are addressed in
the condition states. The element quantity should equal the length of each unit
multiplied by the number of units. Check the NBIS main span type.
115 Prestressed Concrete Girder Units - LF
This element defnes a girder constructed of precast prestressed concrete that
supports the bridge deck. The element quantity should equal the sum of each girder
length. The element quantity should equal the length of each girder multiplied by
the number of girders.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-23
February 2010
Bridge Management System
116 Concrete Stringer Units - LF
This element defnes a stringer constructed of reinforced concrete that supports
the bridge deck in a stringer-foor beam system. The element quantity should equal
the length of each stringer multiplied by the number of stringers. See Steel Stringers
and Floor Beams for a more general description.
1. Defects are superfcial and have no effect on the structural capacity of the
element. There may be discoloration, efforescence, and/or superfcial cracking,
spalls or delaminations.
2. Girder length affected by repair or patch. Capacity repairs such as a strand
splicing should record girder span length.
3. Girder length affected by defects. The defects do not
8
4.8.1 Superstructure Reinforced Concrete
Slab Bridges
Slab bridges can have precast segments or cast in place
concrete. The bridge in the picture is a cast in place concrete
slab and will have a deck element for the deterioration of the top
surface. Structural deficiencies of the slab bottom and edge are
documented in BMS element #38 Concrete Slab.
38 Concrete Slab Units - SF
This element defines a floor beam constructed of reinforced concrete
that supports the bridge deck in a stringer-floor beam system. Floor
beams are load caely to the general bridge alignmrom the deck and/or
stringers tent quantity should equal the length of each floor beam
multiplied by the number of floor beams.
(Report the quantity of element in each corresponding condition
state.)
1 erviceability.
2 Concrete area that has been repaired or patched.
3 ns, spalls, structural cracking, or exposed rrosion, but no and
deficiencies do not warrant structural analysis.
4. Area of structural deficiencies, impact damage, corrosion, or
structural cracks that adversely affect(ed) the element load
carrying capacity of either the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to
restore the full capacity of the element.
floorbeam

signifcantly affect structural capacity. Defciencies do not
warrant analysis, but may require repairs. Girder with defects
such as: delaminations, spalls, structural cracking, exposed
or corroded reinforcing or strands.
4. Girder span length with damage in signifcant locations
8
4.8.1 Superstructure Reinforced Concrete
Slab Bridges
Slab bridges can have precast segments or cast in place
concrete. The bridge in the picture is a cast in place concrete
slab and will have a deck element for the deterioration of the top
surface. Structural deficiencies of the slab bottom and edge are
documented in BMS element #38 Concrete Slab.
38 Concrete Slab Units - SF
This element defines a floor beam constructed of reinforced concrete
that supports the bridge deck in a stringer-floor beam system. Floor
beams are load caely to the general bridge alignmrom the deck and/or
stringers tent quantity should equal the length of each floor beam
multiplied by the number of floor beams.
(Report the quantity of element in each corresponding condition
state.)
1 erviceability.
2 Concrete area that has been repaired or patched.
3 ns, spalls, structural cracking, or exposed rrosion, but no and
deficiencies do not warrant structural analysis.
4. Area of structural deficiencies, impact damage, corrosion, or
structural cracks that adversely affect(ed) the element load
carrying capacity of either the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to
restore the full capacity of the element.
floorbeam

or quantity and has reduced the structural capacity of the
element or the bridge. Structural analysis is warranted or has
determined repairs are essential to restore the full capacity of
the element.
117 Timber Sawn Girder Units - LF
This element defnes a girder constructed of sawn timber that supports the bridge
deck. The element quantity should equal the length of each girder multiplied by
the number of girders.
118 Timber Stringer Units - LF
This element defnes a stringer constructed of timber that supports the bridge
deck. The element quantity should equal the length of each stringer multiplied
by the number of stringers. See Steel Stringers, Element 113, for a more
general description.
1. Defects are superfcial and have no effect on the structural capacity of the
element. Decay, insect infestation, cracks, splits, or checks may exist.
2. Girder or stringer span length with repairs or plates.
3. Girder or stringer span length with structural defects. The defects do not
signifcantly affect structural capacity. Defciencies do not warrant analysis,
but may require repairs. Typically, locations in a load path with a 1 to 3
shell thickness are marked with a YELLOW TAG.
4. Girder or stringer span length with damage in signifcant locations or quantity
and has reduced the structural capacity of the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to restore the full
capacity of the element. Typically, locations in a load path with less than a 1
shell thickness are marked with a RED TAG.
Page 4-24 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
119 Concrete Truss Units - LF
This element defnes all members in a truss that is constructed of concrete. There
is only one concrete truss on the state highway system. The truss quantity should
equal the sum of each concrete truss length, which is two times the truss span
length.
1. Truss panel length with superfcial defects that have no effect on the structural
capacity of the element. There may be discoloration, efforescence, and/or
superfcial cracking, spalls or delaminations.
2. Truss panel length with repairs or patches.
3. Truss panel length affected with structural defects.
8
4.8.1 Superstructure Reinforced Concrete
Slab Bridges
Slab bridges can have precast segments or cast in place
concrete. The bridge in the picture is a cast in place concrete
slab and will have a deck element for the deterioration of the top
surface. Structural deficiencies of the slab bottom and edge are
documented in BMS element #38 Concrete Slab.
38 Concrete Slab Units - SF
This element defines a floor beam constructed of reinforced concrete
that supports the bridge deck in a stringer-floor beam system. Floor
beams are load caely to the general bridge alignmrom the deck and/or
stringers tent quantity should equal the length of each floor beam
multiplied by the number of floor beams.
(Report the quantity of element in each corresponding condition
state.)
1 erviceability.
2 Concrete area that has been repaired or patched.
3 ns, spalls, structural cracking, or exposed rrosion, but no and
deficiencies do not warrant structural analysis.
4. Area of structural deficiencies, impact damage, corrosion, or
structural cracks that adversely affect(ed) the element load
carrying capacity of either the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to
restore the full capacity of the element.
floorbeam

The defects do not signifcantly affect structural capacity.
Defects do not warrant analysis, but may require repairs.
Length of truss with defects such as: delaminations, spalls,
structural cracking, exposed or corroded reinforcing or strands.
4. Length of truss affected with damage in signifcant
8
4.8.1 Superstructure Reinforced Concrete
Slab Bridges
Slab bridges can have precast segments or cast in place
concrete. The bridge in the picture is a cast in place concrete
slab and will have a deck element for the deterioration of the top
surface. Structural deficiencies of the slab bottom and edge are
documented in BMS element #38 Concrete Slab.
38 Concrete Slab Units - SF
This element defines a floor beam constructed of reinforced concrete
that supports the bridge deck in a stringer-floor beam system. Floor
beams are load caely to the general bridge alignmrom the deck and/or
stringers tent quantity should equal the length of each floor beam
multiplied by the number of floor beams.
(Report the quantity of element in each corresponding condition
state.)
1 erviceability.
2 Concrete area that has been repaired or patched.
3 ns, spalls, structural cracking, or exposed rrosion, but no and
deficiencies do not warrant structural analysis.
4. Area of structural deficiencies, impact damage, corrosion, or
structural cracks that adversely affect(ed) the element load
carrying capacity of either the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to
restore the full capacity of the element.
floorbeam

locations or quantity and has reduced the structural capacity
of the element or the bridge. Structural analysis is warranted
or has determined repairs are essential to restore the full
capacity of the element.
126 Steel Thru Truss Units - LF
This element includes all structural steel truss members. Code this element for
through and pony trusses only. The truss quantity should equal the sum of each truss
length, which is two times the truss span length.
131 Steel Deck Truss Units - LF
This element includes all truss members of a structural steel deck truss. The top and
bottom chords are included in this element. The truss quantity should equal the sum
of each truss length, which is two times the truss span length.
1. Defects are superfcial and have no effect on the structural capacity of
the element.
2. Truss panel length with repairs such as: bolts or rivets have been replaced;
cracks that have been drilled or plated.
3. Truss panel length with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may require
repairs. Structural defciencies are not limited to impact damage, cracks, broken
bolts, or measurable section loss due to corrosion (note the location and depth).
4. Truss panel length affected by damage in signifcant locations or quantity and
has reduced the structural capacity of the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to restore the
full capacity of the element. Structural defciencies are not limited to impact
damage, corrosion, a crack in primary load path member or in the attachment
welded to primary member. Retain the quantity of the element reported in CS4
if the element is repainted but not repaired.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-25
February 2010
Bridge Management System
135 Timber Truss Units - LF
This element defnes a truss constructed of timber members. The truss quantity
should equal the sum of each truss length, which is two times the truss span length.
1. Truss panel length with defects that are superfcial and have no effect on the
structural capacity of the element. Decay, insect infestation, cracks, splits,
or checks may exist.
2. Truss panel length with repairs or plates.
3. Truss panel length with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may require
repairs. Typically, locations in a load path with a 1 to 3 shell thickness are
marked with a YELLOW TAG.
4. Truss panel length affected by damage in signifcant locations or quantity and
has reduced the structural capacity of the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to restore the full
capacity of the element. Typically, locations in a load path with less than a 1
shell thickness are marked with a RED TAG.
139 Timber Arch Units - LF
This element includes all members of an arch constructed of Timber. The element
quantity should equal the length measured from one arch support to the other.
1. Arch panel length with defects that are superfcial and have no effect on the
structural capacity of the element. Decay, insect infestation, cracks, splits,
or checks may exist.
2. Arch panel length with repairs or plates.
3. Arch panel length with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may require
repairs. Typically, locations in a load path with a 1 to 3 shell thickness are
marked with a YELLOW TAG.
4. Arch panel length affected by damage in signifcant locations or quantity and
has reduced the structural capacity of the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to restore the full
capacity of the element. Typically, locations in a load path with less than a 1
shell thickness are marked with a RED TAG.
141 Steel Arch Units - LF
This element includes only the arch constructed of structural steel. When coding
NBI, pier caps, cross beams, and any other coded substructure elements within
the arch span are considered superstructure elements. The element quantity should
equal the length measured from one arch support to the other.
Page 4-26 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
142 Steel Tied Arch Units - LF
This element includes all members of a tied arch constructed of structural steel. The
bottom and top chords are included in this element. The element quantity should
equal the length measured from one arch support to the other.
1. Arch panel length with defects that are superfcial and have no effect on the
structural capacity of the element.
2. Arch panel length with repairs such as: bolts or rivets have been replaced;
cracks that have been drilled or plated.
3. Arch panel length with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may require
repairs. Structural defciencies are not limited to impact damage, cracks, broken
bolts, or measurable section loss due to corrosion (note the location and depth).
4. Arch panel length affected by damage in signifcant locations or quantity and
has reduced the structural capacity of the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to restore the
full capacity of the element. Structural defciencies are not limited to impact
damage, corrosion, a crack in primary load path member or in the attachment
welded to primary member. Retain the quantity of the element reported in CS4
if the element is repainted but not repaired.
143 Steel Suspender Units - EA
This element defnes a steel suspender used in a suspension bridge. The quantity
should equal the total number of suspenders.
1. Number of suspenders with defects that are superfcial and have no effect on the
structural capacity of the element.
2. Number of suspenders with repairs such as: bolts or rivets have been replaced;
cracks that have been drilled or plated.
3. Number of suspenders with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may require
repairs. Structural defciencies are not limited to impact damage, cracks, broken
bolts, or measurable section loss due to corrosion (note the location and depth).
4. Number of suspenders with damage in signifcant locations or quantity and has
reduced the structural capacity of the element or the bridge. Structural analysis
is warranted or has determined repairs are essential to restore the full capacity
of the element. Structural defciencies are not limited to impact damage,
corrosion, a crack in primary load path member or in the attachment welded
to primary member. Retain the quantity of the element reported in CS4 if the
element is repainted but not repaired.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-27
February 2010
Bridge Management System
144 Concrete Arch Units - LF
This element only defnes the arch (open/closed spandrel, bowstring, etc.) and
is constructed of non-prestressed reinforced concrete. When coding NBI, pier caps,
cross beams, and any other coded substructure elements within the arch span are
considered superstructure elements. The element quantity should equal the length
measured from one arch foundation to the other.
1. Arch panel length with defects that are superfcial and have no effect on the
structural capacity of the element. There may be discoloration, efforescence,
and/or superfcial cracking, spalls or delaminations.
2. Arch panel length with repairs or patches.
3. Arch panel length with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may require
repairs. Arch with defects such as: delaminations, spalls, structural cracking,
exposed or corroded reinforcing or strands.
4. Arch panel length affected by damage in signifcant locations or quantity and
has reduced the structural capacity of the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to restore the full
capacity of the element.
145 Earth Filled Concrete Arch Units - LF
This element defnes an earth flled (Luten) arch constructed of reinforced concrete.
The element quantity should equal the length measured from one arch foundation
to the other. If there is a concrete deck constructed on the fll, BMS element
14 applies. If there is an ACP wearing surface, BMS element 800 or 801 applies.
1. Arch span length with defects that are superfcial and have no effect on the
structural capacity of the element. There may be discoloration, efforescence,
and/or superfcial cracking, spalls or delaminations.
2. Arch span length with repairs or patches.
3. Arch span length with structural defects. The defects
8
4.8.1 Superstructure Reinforced Concrete
Slab Bridges
Slab bridges can have precast segments or cast in place
concrete. The bridge in the picture is a cast in place concrete
slab and will have a deck element for the deterioration of the top
surface. Structural deficiencies of the slab bottom and edge are
documented in BMS element #38 Concrete Slab.
38 Concrete Slab Units - SF
This element defines a floor beam constructed of reinforced concrete
that supports the bridge deck in a stringer-floor beam system. Floor
beams are load caely to the general bridge alignmrom the deck and/or
stringers tent quantity should equal the length of each floor beam
multiplied by the number of floor beams.
(Report the quantity of element in each corresponding condition
state.)
1 erviceability.
2 Concrete area that has been repaired or patched.
3 ns, spalls, structural cracking, or exposed rrosion, but no and
deficiencies do not warrant structural analysis.
4. Area of structural deficiencies, impact damage, corrosion, or
structural cracks that adversely affect(ed) the element load
carrying capacity of either the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to
restore the full capacity of the element.
floorbeam

do not signifcantly affect structural capacity. Defciencies
do not warrant analysis, but may require repairs. Arch with
defects such as: delaminations, spalls, structural cracking,
exposed or corroded reinforcing or strands.
4. Arch span length affected by damage in signifcant locations
8
4.8.1 Superstructure Reinforced Concrete
Slab Bridges
Slab bridges can have precast segments or cast in place
concrete. The bridge in the picture is a cast in place concrete
slab and will have a deck element for the deterioration of the top
surface. Structural deficiencies of the slab bottom and edge are
documented in BMS element #38 Concrete Slab.
38 Concrete Slab Units - SF
This element defines a floor beam constructed of reinforced concrete
that supports the bridge deck in a stringer-floor beam system. Floor
beams are load caely to the general bridge alignmrom the deck and/or
stringers tent quantity should equal the length of each floor beam
multiplied by the number of floor beams.
(Report the quantity of element in each corresponding condition
state.)
1 erviceability.
2 Concrete area that has been repaired or patched.
3 ns, spalls, structural cracking, or exposed rrosion, but no and
deficiencies do not warrant structural analysis.
4. Area of structural deficiencies, impact damage, corrosion, or
structural cracks that adversely affect(ed) the element load
carrying capacity of either the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to
restore the full capacity of the element.
floorbeam

or quantity and has reduced the structural capacity of the
element or the bridge. Structural analysis is warranted or has
determined repairs are essential to restore the full capacity
of the element.
Page 4-28 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
146 Suspension Main Cable Units - EA
This element defnes a main steel cable used to support the superstructure in a
suspension bridge.
147 Suspension Suspender Cable Units - EA
This element defnes a suspender steel cable that connects the bridge superstructure
to the main suspension cable.
1. Number of cables or anchors with no defects in the cable or anchor and the
protective coating system is functioning properly. New replacement cables
are coded in this condition state.
2. Number of cables or anchors with defects that are insignifcant and do not effect
the capacity of the cable. The protective coating system is showing signs of
failure, and surface or freckled rust may exist with no signifcant loss of section.
3. Number of cables or anchors with defects that are beginning to affect the
capacity of the cable, but are within acceptable design limits. Corrosion section
loss is present. Single wire failures of the cable may exist, but no closer than
30 feet apart.
4. Number of cables or anchors with defects that have signifcantly affected the
capacity. Two or more broken wires, or equivalent section loss due to other
defects, are within 30 feet.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-29
February 2010
Bridge Management System
148 Floating Bridge Anchor Cable Units - EA
This element defnes a steel anchor cable used in a foating bridge. The condition
of a foating pontoon anchor cable is evaluated during underwater inspections
performed by divers and remotely operated vehicles. Condition evaluation is based
on cable protection system, breakage of wires within the cable and the condition
of the cable anchor. The total element quantity should equal the number of foating
pontoon anchor cables attached to the bridge.
1. Number of cables or anchors with no defects in the cable or anchor and the
galvanized protection system is functioning properly. New replacement cables
are coded in this condition state. (Corresponds to NBI substructure rating of
7 or 8)
2. Number of cables or anchors with defects that are insignifcant and do not effect
the capacity of the cable. The galvanized protection system is showing signs
of failure, and surface or freckled rust may exist with no signifcant loss of
section. If any portion of the cable or anchor is CS2, then the NBI Substructure
Condition rating (FHWA Item 060) shall be a maximum of 6.
3. Number of cables or anchors with defects that are beginning to affect the
capacity of the cable, but are within acceptable design limits. Corrosion section
loss is present. Single wire failures of the cable may exist due to corrosion or
hydrogen embrittlement, but no closer than 30 feet apart.
4. Number of cables or anchors with defects that have signifcantly affected the
capacity. Two or more broken wires, or equivalent section loss due to other
defects, are within 30 feet. If any portion of the cable or anchor is CS4, then
the NBI Substructure Condition rating (FHWA Item 060) shall be a maximum
of 4. If two or more adjacent cables (on the same side or opposite sides of
the pontoon) or more than four cables on the structure are CS4, then the NBI
Substructure Condition rating (FHWA Item 060) shall be 3.
149 Cable Stayed Bridge Cable Units - EA
This element defnes a steel cable used to support the superstructure in a cable
stayed bridge.
1. There are no defects in the cable or anchor and the protective coating system is
functioning properly. New replacement cables are coded in this condition state.
2. Number of cables or anchors with defects that are insignifcant and do not effect
the capacity of the cable. The protective coating system is showing signs of
failure, and surface or freckled rust may exist with no signifcant loss of section.
3. Number of cables or anchors with defects that are beginning to affect the
capacity of the cable, but are within acceptable design limits. Corrosion section
loss is present. Single wire failures of the cable may exist, but no closer than
30 feet apart.
4. Number of cables or anchors with defects that have affected the capacity. Two
or more broken wires, or equivalent section loss due to other defects, are within
30 feet.
Page 4-30 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
150 Concrete Column on Spandrel Arch Units - EA
This element defnes the column supports on a spandrel arch bridge. The element
quantity is the number of columns supported by the arch.
1. Defects are superfcial and have no effect on the structural capacity of the
element. There may be discoloration, efforescence, and/or superfcial cracking,
spalls or delaminations.
2. Number of columns with repairs or patches.
3. Number of columns with structural defects. The defects do
8
4.8.1 Superstructure Reinforced Concrete
Slab Bridges
Slab bridges can have precast segments or cast in place
concrete. The bridge in the picture is a cast in place concrete
slab and will have a deck element for the deterioration of the top
surface. Structural deficiencies of the slab bottom and edge are
documented in BMS element #38 Concrete Slab.
38 Concrete Slab Units - SF
This element defines a floor beam constructed of reinforced concrete
that supports the bridge deck in a stringer-floor beam system. Floor
beams are load caely to the general bridge alignmrom the deck and/or
stringers tent quantity should equal the length of each floor beam
multiplied by the number of floor beams.
(Report the quantity of element in each corresponding condition
state.)
1 erviceability.
2 Concrete area that has been repaired or patched.
3 ns, spalls, structural cracking, or exposed rrosion, but no and
deficiencies do not warrant structural analysis.
4. Area of structural deficiencies, impact damage, corrosion, or
structural cracks that adversely affect(ed) the element load
carrying capacity of either the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to
restore the full capacity of the element.
floorbeam

not signifcantly affect structural capacity. Defciencies do
not warrant analysis, but may require repairs. Element with
defects such as: delaminations, spalls, structural cracking,
exposed or corroded reinforcing or strands.
4. Number of columns with damage in signifcant locations
8
4.8.1 Superstructure Reinforced Concrete
Slab Bridges
Slab bridges can have precast segments or cast in place
concrete. The bridge in the picture is a cast in place concrete
slab and will have a deck element for the deterioration of the top
surface. Structural deficiencies of the slab bottom and edge are
documented in BMS element #38 Concrete Slab.
38 Concrete Slab Units - SF
This element defines a floor beam constructed of reinforced concrete
that supports the bridge deck in a stringer-floor beam system. Floor
beams are load caely to the general bridge alignmrom the deck and/or
stringers tent quantity should equal the length of each floor beam
multiplied by the number of floor beams.
(Report the quantity of element in each corresponding condition
state.)
1 erviceability.
2 Concrete area that has been repaired or patched.
3 ns, spalls, structural cracking, or exposed rrosion, but no and
deficiencies do not warrant structural analysis.
4. Area of structural deficiencies, impact damage, corrosion, or
structural cracks that adversely affect(ed) the element load
carrying capacity of either the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to
restore the full capacity of the element.
floorbeam

or quantity and has reduced the structural capacity of the
element or the bridge. Structural analysis is warranted
or has determined repairs are essential to restore the
full capacity of the element.
152 Steel Floor Beam Units - LF
This element defnes a foor beam constructed of structural
10
152 Steel Floor Beam Units - LF
This element defines a floor beam constructed of structural steel that
supports stringers in a stringer-floor beam system. Floor beams are
load carry elements located transversely to the general bridge
alignment. Floor beams transmit the loads from the deck and/or
stringers to the outside open girders or to the bottom cord of a truss
bridge. The element quantity should equal the length of each floor
beam multiplied by the number of floor beams.

steel that supports stringers in a stringer-foor beam system.
Floor beams are load carrying elements located transversely
to the general bridge alignment. Floor beams transmit the
loads from the deck and/or stringers to the outside open
girders or to the bottom chord of a truss bridge. The
element quantity should equal the length of each foor
beam multiplied by the number of foor beams.
1. Defects are superfcial and have no effect on the structural capacity
of the element.
2. Floorbeam span length with repairs such as: bolts or rivets have been replaced;
cracks that have been drilled or plated.
3. Floorbeam span length with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may require
repairs. Structural defciencies are not limited to impact damage, cracks, broken
bolts, or measurable section loss due to corrosion (note the location and depth).
4. Floorbeam span length with damage in signifcant locations or quantity and has
reduced the structural capacity of the element or the bridge. Structural analysis
is warranted or has determined repairs are essential to restore the full capacity
of the element. Structural defciencies are not limited to impact damage,
corrosion, a crack in primary load path member or in the attachment welded
to primary member. Retain the quantity of the element reported in CS4 if the
element is repainted but not repaired.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-31
February 2010
Bridge Management System
154 Prestressed Concrete Floor Beam Units - LF
This element defnes a foor beam constructed of prestressed concrete that supports
the bridge deck in a stringer-foor beam system. The element quantity should equal
the length of each foor beam multiplied by the number of foor beams.
155 Concrete Floor Beam Units - LF
This element defnes a foor beam constructed of reinforced
8
4.8.1 Superstructure Reinforced Concrete
Slab Bridges
Slab bridges can have precast segments or cast in place
concrete. The bridge in the picture is a cast in place concrete
slab and will have a deck element for the deterioration of the top
surface. Structural deficiencies of the slab bottom and edge are
documented in BMS element #38 Concrete Slab.
38 Concrete Slab Units - SF
This element defines a floor beam constructed of reinforced concrete
that supports the bridge deck in a stringer-floor beam system. Floor
beams are load caely to the general bridge alignmrom the deck and/or
stringers tent quantity should equal the length of each floor beam
multiplied by the number of floor beams.
(Report the quantity of element in each corresponding condition
state.)
1 erviceability.
2 Concrete area that has been repaired or patched.
3 ns, spalls, structural cracking, or exposed rrosion, but no and
deficiencies do not warrant structural analysis.
4. Area of structural deficiencies, impact damage, corrosion, or
structural cracks that adversely affect(ed) the element load
carrying capacity of either the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to
restore the full capacity of the element.
floorbeam

concrete that supports the bridge deck in a stringer-foor beam
system. Floor beams are load carry elements located transversely
to the general bridge alignment. Floor beams transmit the loads
from the deck and/or stringers to the outside open girders.
The element quantity should equal the length of each foor
beam multiplied by the number of foor beams.
1. Defects are superfcial and have no effect on the structural capacity of the
element. There may be discoloration, efforescence, and/or superfcial cracking,
spalls or delaminations.
2. Floorbeam span length with repairs or patches.
3. Floorbeam length affected by structural defects. The defects
8
4.8.1 Superstructure Reinforced Concrete
Slab Bridges
Slab bridges can have precast segments or cast in place
concrete. The bridge in the picture is a cast in place concrete
slab and will have a deck element for the deterioration of the top
surface. Structural deficiencies of the slab bottom and edge are
documented in BMS element #38 Concrete Slab.
38 Concrete Slab Units - SF
This element defines a floor beam constructed of reinforced concrete
that supports the bridge deck in a stringer-floor beam system. Floor
beams are load caely to the general bridge alignmrom the deck and/or
stringers tent quantity should equal the length of each floor beam
multiplied by the number of floor beams.
(Report the quantity of element in each corresponding condition
state.)
1 erviceability.
2 Concrete area that has been repaired or patched.
3 ns, spalls, structural cracking, or exposed rrosion, but no and
deficiencies do not warrant structural analysis.
4. Area of structural deficiencies, impact damage, corrosion, or
structural cracks that adversely affect(ed) the element load
carrying capacity of either the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to
restore the full capacity of the element.
floorbeam

do not signifcantly affect structural capacity. Defciencies
do not warrant analysis, but may require repairs. Girder with
defects such as: delaminations, spalls, structural cracking,
exposed or corroded reinforcing or strands.
4. Floorbeam span length with damage in signifcant locations
8
4.8.1 Superstructure Reinforced Concrete
Slab Bridges
Slab bridges can have precast segments or cast in place
concrete. The bridge in the picture is a cast in place concrete
slab and will have a deck element for the deterioration of the top
surface. Structural deficiencies of the slab bottom and edge are
documented in BMS element #38 Concrete Slab.
38 Concrete Slab Units - SF
This element defines a floor beam constructed of reinforced concrete
that supports the bridge deck in a stringer-floor beam system. Floor
beams are load caely to the general bridge alignmrom the deck and/or
stringers tent quantity should equal the length of each floor beam
multiplied by the number of floor beams.
(Report the quantity of element in each corresponding condition
state.)
1 erviceability.
2 Concrete area that has been repaired or patched.
3 ns, spalls, structural cracking, or exposed rrosion, but no and
deficiencies do not warrant structural analysis.
4. Area of structural deficiencies, impact damage, corrosion, or
structural cracks that adversely affect(ed) the element load
carrying capacity of either the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to
restore the full capacity of the element.
floorbeam

or quantity and has reduced the structural capacity of the
element or the bridge. Structural analysis is warranted
or has determined repairs are essential to restore the full
capacity of the element.
Page 4-32 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
156 Timber Floor Beam Units - LF
This element defnes a stringer constructed of timber that supports the bridge
deck. The element quantity should equal the length of each foor beam multiplied
by the number of foor beams. See Steel Floorbeam, Element 152, for a more
general description.
1. Defects are superfcial and have no effect on the structural capacity of the
element. Decay, insect infestation, cracks, splits, or checks may exist.
2. Floorbeam span length with repairs or plates.
3. Floorbeam span length with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may require
repairs. Typically, locations in a load path with a 1 to 3 shell thickness are
marked with a YELLOW TAG.
4. Floorbeam span length with damage in signifcant locations or quantity and has
reduced the structural capacity of the element or the bridge. Structural analysis
is warranted or has determined repairs are essential to restore the full capacity
of the element. Typically, locations in a load path with less than a 1 shell
thickness are marked with a RED TAG.
160 Steel Column on Spandrel Arch Units - EA
This element defnes the column supports on a spandrel arch bridge. The element
quantity is the number of columns supported by the arch.
161 Steel Hanger Units - EA
This element defnes the hanger portion of a pin and hanger usually on a steel girder.
Truss hanger members are not included in this element. The quantity should equal
the total number of steel hangers on the bridge. Generally there will be two hangers
at each location.
1. Defects are superfcial and have no effect on the structural capacity of the
element.
2. Number of steel columns or hangers with repairs such as: bolts or rivets have
been replaced; cracks that have been drilled or plated.
3. Number of steel columns or hangers with structural defects. The defects do not
signifcantly affect structural capacity. Defciencies do not warrant analysis, but
may require repairs. Structural defciencies are not limited to impact damage,
cracks, broken bolts, or measurable section loss due to corrosion (note the
location and depth).
4. Number of steel columns or hangers with damage in signifcant locations
or quantity and has reduced the structural capacity of the element or the bridge.
Structural analysis is warranted or has determined repairs are essential to restore
the full capacity of the element. Structural defciencies are not limited to impact
damage, corrosion, a crack in primary load path member or in the attachment
welded to primary member. Retain the quantity of the element reported in CS4
if the element is repainted but not repaired.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-33
February 2010
Bridge Management System
162 Steel Pin Units - EA
This element defnes a structural pin used in any connection joint in a girder
or truss. The quantity should equal the total number of pins on the bridge. Zero
force and construction pins are not included in the quantity. Pins in bearing elements
are not included unless they have uplift loadings.
1. Number of pins and associated connection plates are in good condition.
Visual Inspection: There may be minor rust or shallow surface deformations
on the exposed pin surfaces. Minor amounts of rust powder or paint damage
may be present suggesting minor pin rotation in place. No pack rust is present
between associated connection plates. There is no noise associated with the
pin connection. Ultrasonic Testing (UT): Transducer can be applied to both
ends of pin allowing a complete scan of pin grip surfaces, there are strong
shoulder and end refections, and there are no UT indications. UT indications
aredefnedaspipsinthegripareathatarethreetimeslarger(3:1)than
the background noise when the GAIN is adjusted to produce a 90 percent -
100percentrefectionheightforthefarshoulder.
2. Number of pins and associated connection plates have defects that do not affect
the strength or serviceability of the bridge. Visual Inspection: Corrosion with
pitting or laminar rust may be present. Minor abnormalities may be observed
in alignment, pin wear, or deck joint movement. Pack rust may be present
between connection plates, but is not judged to put a jacking force between
the pin nuts. The connection may have some rust powder and/or make noise
under loading. Ultrasonic Testing (UT): For pins UT inspected from both
ends, there may be non-coincident indications between 10% and 20% of the
far shoulder refection height. There may be loss in shoulder or back refections
which can be explained by pin end conditions (dents, holes, corrosion). Pins
that can be UT inspected from one end only are considered CS2, even if they
have no indications or have indications less than 10 percent of the far shoulder
refection height.
3. Number of pins and associated connection plates have defects that may affect
the strength or serviceability of the bridge. Visual Inspection: Signifcant
corrosion may be present, suggesting that pin is frozen in place. Signifcant
abnormalities may be observed in alignment, pin wear, or deck joint movement.
Pack rust may be present between connection plates that place a jacking force
between the pin nuts. The connection may have signifcant amounts of rust
powder and/or make noise under loading. Ultrasonic Testing (UT): For pins
UT inspected from both ends, there may be coincident indications (of any
size) or non-coincident indications greater than 20 percent of the far shoulder
refection height. There may be loss in shoulder or back refections that cannot
be explained by pin end conditions (dents, holes, corrosion). Pins that can be
UT inspected from one end only are considered CS3 if there are indications
greater than 10 percent of the far shoulder refection height.
4. Number of pins and associated connection plates have defects that are judged to
affect the strength or serviceability of the bridge. Visual Inspection: There may
be frozen pins designed for free rotation as part of normal bridge movement.
Pack rust may be present between connection plates that are causing distortion/
displacement of plates or pins.
Page 4-34 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
4.3 Substructure
Abutments
An abutment is a substructure unit
Washington State Bridge Inspection Manual Page 4-7
January 2002
Bridge Management System (BMS)
4.06 Key BMS Definitions
Abutments
An abutment is a substructure unit
located at the end of a bridge that
supports the superstructure. In BMS,
the type of material used in the
abutment wall defines the abutment.
If the abutment has piles or columns
or caps with a back wall then code
the abutment type the same as back
wall material type and include the
quantity of piles or columns or caps
with any others in the bridge.
If the abutment has integral wing walls
then include their length (max. 20 feet
each) in the total abutment length. If
a retaining wall is being used for the
abutment and the wall extends beyond
the bridge then use the bridges out to
out width value plus 40 feet for the total
abutment length.
Cantilever Span Abutment
Some concrete girder bridges were
constructed with a span that is cantilevered
from the first and/or last pier. These
bridges do not have a true abutment like
other bridges. The Cantilever Span
Abutment element was created to keep
this abutment type separate from the
typical abutment elements.
Concrete Cracking
The following guide can be used to distinguish between different size of
concrete cracks:
Category Description
Hairline less than 0.05 inch (1 mm)
Minor 0.05 - 0.1inch (1 mm to 2 mm)
Wide more than 0.1inch (more than 2 mm)
Diaphragms
Diaphragms are structural members used
to tie adjoining girders together to improve
the strength and rigidity of the girder and to
distribute forces in the lateral direction. There
is no BMS element defined for a diaphragm.
If a diaphragm has advanced deterioration it
should be noted in the BMS comments of the
accompanying girder.
Elem 219
Cantilevered Span Abutment
Diaphragm
Elem 108
Abutment
Elem 235
Ti mber Cap
Elem 206
Timber Col/Pile
El em 216
Timber Abutment

located at the end of a bridge that
retains fll and typically supports the
superstructure. In BMS, the type of
material used in the abutment wall
defnes the abutment. If the abutment has
piles or columns or caps with a back
wall then code the abutment type the
same as back wall material type and
include the quantity of piles or columns
or caps with any others in the bridge.
If the abutment has integral wing walls
then include their length (max. 20 feet
each) in the total abutment length. If
a retaining wall is being used for the
abutment and the wall extends beyond
the bridge then use the bridges out
to out width value plus 40 feet for the
total abutment length.
Pier Cap/Cross Beam
A pier cap is an element that is attached
Washington State Bridge Inspection Manual Page 4-9
January 2002
Bridge Management System (BMS)
Pier Cap / Cross Beam
A pier cap is an element that is attached
to the top of a pier and is used to
support the superstructure of a bridge.
A pier cross beam is generally attached
to the girders and is used to distribute
the loads from the girders to the pier.
One BMS element is used to define
either a cap or cross beam constructed
of the same material.
Pile Cap
A pile cap is located on top of a
group of piles and provides support
for columns above it. The pile cap
secures the position of each of the
piles in the group.
The pile cap provides a way to
receive and distribute the superstruc-
ture loads into the substructure.
Pier Wall
A pier wall is a substructure pier element. In BMS a pier can be defined as a pier
wall if the length is 3 times greater than the width and the wall extends full height
from the foundation to the superstructure. If the pier does not meet these two
criterias then the element would be coded as a column or other pier.
A combination of two columns and a web wall is considered a pier wall in BMS.
This type of pier wall is most common in older steel truss bridges.
Elem 231
Steel Pier Cap
Elem 231
Steel Pier Cross Beam
Pile Cap
Pier Cap

Conc Pier Wall
Elem 210
Elem 212
Conc Submerged Pier Wall
Elem 212 - Submerged
Pier Wall
(Web Wall)

to the top of a pier and is used to support the
superstructure of a bridge. A pier cross beam
is generally attached to the girders and is used
to distribute the loads from the girders to the pier.
One BMS element is used to defne either a cap
or cross beam constructed of the same material.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-35
February 2010
Bridge Management System
Pile Cap
A pile cap is located on top of a group
Washington State Bridge Inspection Manual Page 4-9
January 2002
Bridge Management System (BMS)
Pier Cap / Cross Beam
A pier cap is an element that is attached
to the top of a pier and is used to
support the superstructure of a bridge.
A pier cross beam is generally attached
to the girders and is used to distribute
the loads from the girders to the pier.
One BMS element is used to define
either a cap or cross beam constructed
of the same material.
Pile Cap
A pile cap is located on top of a
group of piles and provides support
for columns above it. The pile cap
secures the position of each of the
piles in the group.
The pile cap provides a way to
receive and distribute the superstruc-
ture loads into the substructure.
Pier Wall
A pier wall is a substructure pier element. In BMS a pier can be defined as a pier
wall if the length is 3 times greater than the width and the wall extends full height
from the foundation to the superstructure. If the pier does not meet these two
criterias then the element would be coded as a column or other pier.
A combination of two columns and a web wall is considered a pier wall in BMS.
This type of pier wall is most common in older steel truss bridges.
Elem 231
Steel Pier Cap
Elem 231
Steel Pier Cross Beam
Pile Cap
Pier Cap

Conc Pier Wall
Elem 210
Elem 212
Conc Submerged Pier Wall
Elem 212 - Submerged
Pier Wall
(Web Wall)

of piles and provides support for
columns above it. The pile cap secures
the position of each of the piles in
the group.
The pile cap provides a way to receive
and distribute the superstructure loads
into the substructure.
Pier Wall Defnition
A pier wall is a substructure pier element.
Sidewalk
Deck
Traffic Barrier
Traffic Barrier Sidewalk
Deck
Ped Barrier
Deck
Sidewalk
Sidewalk Supports
Def.
Length
Def.
Width
Quantity
Length
Sidewalk Sketches and Pier
Definition
In BMS, a pier can be defned as: a pier wall if the
length (transverse direction) is 3 times greater than
the width (longitudinal direction) at the bottom; and
the wall extends full height from the foundation to
the superstructure. If the pier does not meet these
two criteria, then the element would be coded as
a column or other pier.
Bridge Management System
Washington State Bridge Inspection Manual Page 4-3
January, 2002
Pier Cap / Cross Beam
A pier cap is an element that is attached to the top of a pier and is used to support the superstructure of a
bridge. A pier cross beam is generally attached to the girders and is used to distribute the loads from the
girders to the pier.
One BMS element is used to define either a cap or cross beam constructed of the same material.
Pile Cap
A pile cap is located on top of a group of piles and provides support for columns above it. The pile cap
secures the position of each of the piles in the group.
The pile cap provides a way to receive and distribute the superstructure loads into the substructure.
Pier Wall
A pier wall is a substructure pier element. In BMS a pier can be defined as a pier wall if the length is 3
times greater than the width and the wall extends full height from the foundation to the superstructure. If
the pier does not meet these two criterias then the element would be coded as a column or other pier.
A combination of two columns and
a web wall is considered a pier
wall in BMS. This type of pier
wall is most common in older steel
truss bridges. Sidewalks
A sidewalk is an element that provides pedestrian access across a bridge. A sidewalk is supported by a
bridge deck and/or by sidewalk brackets. Identify this element in BMS only if the width is greater than
or equal to 3 feet. Do not use this element if a rail retrofit has reduced the sidewalk width less than 3 feet.
Conc Pier Wall
Elem 210 Elem 212
Conc Submerged Pier Wall
(Web Wall)
Elem 214 Web Wall
Elem 227 Sub. Column
Submerged Element Defnition (Pile, Column, Pier Wall, Pile Cap/Footing)
A Submerged element in BMS is defned
9
4.11 Substructure
Abutments
Pier Cap / Cross Beam
Pile Cap
Pier Wall Definition
Submerged Element Definition (Pile, Column, Pier
Wall, Pile Cap/Footing)
A Submerged element in BMS is defined as a
substructure element located within the normal
high water banks of a waterway channel. The
substructure element may be only wet during
high water flows. Repair or replacement of
these elements may have special construction
requirements as outlined in the environmental
permits. FIX Submerged Pile/Column
DETAIL-Show High Water Level
4.11.1 Substructure Reinforced Concrete
205 Concrete Pile/Column Units - EA
This element defines a column or pile extension that is constructed of reinforced concrete.
210 Concrete Pier Wall Units - LF
This element defines a pier wall constructed of reinforced concrete. The element quantity
should equal the length at the top of the wall.
212 Concrete Submerged Pier Wall Units - LF
This element defines a submerged pier wall constructed of reinforced concrete.
The element quantity should equal the length at the top of the wall.
214 Concrete Web Wall between Columns Units - LF
This element defines a secondary concrete wall constructed between pier columns. This
element includes railroad crash barriers. The element quantity should equal the length at the
top of the wall.
215 Concrete Abutment Units - LF
This element defines an abutment constructed of reinforced concrete.
219 Concrete Cantilevered Span Abutment Units - LF
This element defines an abutment for a bridge (bridge) span that is cantilevered from the
first or last pier. These bridges do not have a true abutment like other bridges. The
Submerged Pile/Column
Normal High Water

as a substructure element located within
the normal high water banks of a
waterway channel. The substructure
element may be only wet during high
water fows. Repair or replacement of
these elements may have special
construction requirements as outlined
in the environmental permits.
Page 4-36 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
202 Steel Pile/Column Units - EA
This element defnes a column or pile extension constructed of structural steel
visible for inspection.
1. Defects are superfcial and have no effect on the structural capacity of the
element.
2. Number of pile/columns with repairs such as: bolts or rivets have been replaced;
cracks that have been drilled or plated.
3. Number of pile/columns with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may require
repairs. Structural defciencies are not limited to impact damage, cracks, broken
bolts, or measurable section loss due to corrosion (note the location and depth).
4. Number of pile/columns with damage in signifcant locations or quantity and
has reduced the structural capacity of the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to restore the
full capacity of the element. Structural defciencies are not limited to impact
damage, corrosion, a crack in primary load path member or in the attachment
welded to primary member. Retain the quantity of the element reported in CS4
if the element is repainted but not repaired.
204 Prestressed Concrete Pile/Column Units - EA
This element defnes a column or pile extension that is constructed of prestressed
concrete visible for inspection.
205 Concrete Pile/Column Units - EA
This element defnes a column or pile extension that is constructed of reinforced
concrete visible for inspection. Usually, WSDOT concrete piles are designed and
constructed inside a sacrifcial steel pipe.
1. Defects are superfcial and have no effect on the structural capacity of the
element. There may be discoloration, efforescence, and/or superfcial cracking,
spalls or delaminations.
2. Number of pile/columns that has been repaired or patched.
3. Number of pile/columns has structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may require
repairs. Element with defects such as: delaminations, spalls, structural cracking,
exposed or corroded reinforcing or strands.
4. Number of pile/columns with damage in signifcant locations or quantity and
has reduced the structural capacity of the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to restore the full
capacity of the element.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-37
February 2010
Bridge Management System
206 Timber Pile/Column Units - EA
This element defnes a column or pile extension constructed of timber visible
for inspection.
1. Defects are superfcial and have no effect on the structural capacity of the
element. Decay, insect infestation, cracks, splits, or checks may exist.
2. Number of pile/columns with repairs, plates, or splices.
3. Number of pile/columns with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may require
repairs. Typically, locations in a load path with a 1 to 3 shell thickness are
marked with a YELLOW TAG.
4. Number of pile/columns with damage in signifcant locations or quantity and
has reduced the structural capacity of the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to restore the full
capacity of the element. Typically, locations in a load path with less than a 1
shell thickness are marked with a RED TAG.
207 Concrete Pile/Column w/Steel Jacket Units - EA
This element defnes a column or pile extension that is constructed of reinforced
concrete and has been seismically retroftted with a steel jacket visible
for inspection.
1. Defects are superfcial and have no effect on the structural capacity
of the element.
2. Number of pile/columns with repairs.
3. Number of pile/columns with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may require
repairs. Structural defciencies are not limited to impact damage, cracks, broken
bolts, or measurable section loss due to corrosion (note the location and depth).
4. Number of pile/columns with damage in signifcant locations or quantity and
has reduced the structural capacity of the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to restore the
full capacity of the element. Structural defciencies are not limited to impact
damage, corrosion, a crack in primary load path member or in the attachment
welded to primary member.
Page 4-38 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
208 Concrete Pile/Column w/Composite Wrap Units - EA
This element defnes a column or pile extension that is constructed of reinforced
concrete and has been seismically retroftted with composite wrap visible
for inspection.
1. Defects are superfcial and have no effect on the structural capacity of the
element. There may be discoloration, superfcial cracking or debonding.
2. Number of composite wrapped Pile/Columns with repairs.
3. Number of composite wrapped Pile/Columns with structural defects.
The defects do not signifcantly affect structural capacity of the wrap or pile/
column. Defciencies do not warrant analysis, but may require repairs.
4. Number of composite wrapped Pile /Columns with damage in signifcant
locations or quantity and has reduced the structural capacity of the element
or the bridge. Structural analysis is warranted or has determined repairs are
essential to restore the full capacity of the element.
209 Submerged Concrete Pile/Column w/Steel Jacket Units - EA
This element defnes a submerged column or pile extension that is constructed of
reinforced concrete and has been seismically retroftted with a steel jacket visible
for inspection.
1. Defects are superfcial and have no effect on the structural capacity of the
element.
2. Number of steel jacketed Pile/Columns with repairs.
3. Number of steel jacketed Pile/Columns with structural defects. The defects
do not signifcantly affect structural capacity. Defciencies do not warrant
analysis, but may require repairs. Structural defciencies are not limited
to impact damage, cracks, broken bolts, or measurable section loss due
to corrosion (note the location and depth).
4. Number of steel jacketed Pile/Columns with damage in signifcant locations
or quantity and has reduced the structural capacity of the element or the bridge.
Structural analysis is warranted or has determined repairs are essential to restore
the full capacity of the element.
210 Concrete Pier Wall Units - LF
This element defnes a pier wall constructed of reinforced concrete. The element
quantity should equal the length at the top of the wall.
211 Other Pier Wall Units - LF
This element defnes a pier wall that is constructed of a non-standard material (rock
and mortar) or non-standard construction.
212 Concrete Submerged Pier Wall Units - LF
This element defnes a submerged pier wall constructed of reinforced concrete. The
element quantity should equal the length at the top of the wall.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-39
February 2010
Bridge Management System
213 Other Submerged Pier Wall Units - LF
This element defnes a submerged pier wall that is constructed of a non-standard
material (rock and mortar) or non-standard construction.
1. Defects are superfcial and have no effect on the structural capacity of the
element.
2. Length of pier wall with repairs.
3. Length of pier wall with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may require
repairs.
4. Length of pier wall with damage in signifcant locations or quantity and has
reduced the structural capacity of the element or the bridge. Structural analysis
is warranted or has determined repairs are essential to restore the full capacity
of the element.
214 Concrete Web Wall between Columns Units - LF
This element defnes a secondary concrete wall constructed between pier columns.
This element includes railroad crash barriers. The element quantity should equal the
length at the top of the wall.
1. Defects are superfcial and have no effect on the structural capacity of the
element.
2. Web wall length with repairs.
3. Web wall length with structural defects. The defects do not signifcantly affect
structural capacity. Defciencies do not warrant analysis, but may require
repairs.
4. Web wall length with damage in signifcant locations or quantity and has
reduced the structural capacity of the element or the bridge. Structural analysis
is warranted or has determined repairs are essential to restore the full capacity
of the element.
215 Concrete Abutment Units - LF
This element defnes an abutment constructed of reinforced concrete.
1. Defects are superfcial and have no effect on the structural capacity of the
element. There may be discoloration, efforescence, and/or superfcial cracking,
spalls or delaminations.
2. Abutment length with repairs.
3. Abutment length with structural defects. The defects do not signifcantly affect
structural capacity. Defciencies do not warrant analysis, but may require
repairs.
4. Abutment length with damage in signifcant locations or quantity and has
reduced the structural capacity of the element or the bridge. Structural analysis
is warranted or has determined repairs are essential to restore the full capacity
of the element.
Page 4-40 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
216 Timber Abutment Units - LF
This element defnes an abutment constructed of timber is to include the members
that retain the backfll behind the abutment. Normally, the abutment pier cap defects
are recorded in the timber pier cap element 235, and the pile defects are recorded in
the timber pile element 206.
1. Defects are superfcial and have no effect on the structural capacity of the
element. Decay, insect infestation, cracks, splits, or checks may exist.
2. Entire length of abutment if repairs exist.
3. Entire length of abutment if structural defects exist, but the defects do not
signifcantly affect structural capacity. Defciencies do not warrant analysis,
but may require repairs. Typically, locations in a load path with a 1 to 3
shell thickness are marked with a YELLOW TAG.
4. Entire length of abutment if damage in signifcant locations or quantity and has
reduced the structural capacity of the abutment. Structural analysis is warranted
or has determined repairs are essential to restore the full capacity of the
abutment. Typically, locations in a load path with less than a 1 shell thickness
are marked with a RED TAG.
217 Other Abutment Units - LF
This element defnes an abutment constructed of non-standard material (rock and
mortar) or non-standard construction.
1. Defects are superfcial and have no effect on the structural capacity of the
element.
2. Abutment length with repairs
3. Abutment length with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may
require repairs.
4. Abutment length with damage in signifcant locations or quantity and has
reduced the structural capacity of the abutment. Structural analysis is warranted
or has determined repairs are essential to restore the full abutment capacity.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-41
February 2010
Bridge Management System
218 Steel Abutment Units - LF
This element defnes an abutment constructed of structural steel.
1. Defects are superfcial and have no effect on the structural capacity of the
element.
2. Steel span length of abutment with repairs such as: bolts or rivets have been
replaced; cracks that have been drilled or plated.
3. Steel span length of abutment with structural defects. The defects do not
signifcantly affect structural capacity. Defciencies do not warrant analysis,
but may require repairs. Structural defciencies are not limited to impact
damage, cracks, broken bolts, or measurable section loss due to corrosion
(note the location and depth).
4. Steel span length of abutment affected by damage in signifcant locations
or quantity and has reduced the structural capacity of the element or the bridge.
Structural analysis is warranted or has determined repairs are essential to restore
the full capacity of the element.
219 Concrete Cantilevered Span Abutment Units - LF
This element defnes an abutment for a bridge
Washington State Bridge Inspection Manual Page 4-7
January 2002
Bridge Management System (BMS)
4.06 Key BMS Definitions
Abutments
An abutment is a substructure unit
located at the end of a bridge that
supports the superstructure. In BMS,
the type of material used in the
abutment wall defines the abutment.
If the abutment has piles or columns
or caps with a back wall then code
the abutment type the same as back
wall material type and include the
quantity of piles or columns or caps
with any others in the bridge.
If the abutment has integral wing walls
then include their length (max. 20 feet
each) in the total abutment length. If
a retaining wall is being used for the
abutment and the wall extends beyond
the bridge then use the bridges out to
out width value plus 40 feet for the total
abutment length.
Cantilever Span Abutment
Some concrete girder bridges were
constructed with a span that is cantilevered
from the first and/or last pier. These
bridges do not have a true abutment like
other bridges. The Cantilever Span
Abutment element was created to keep
this abutment type separate from the
typical abutment elements.
Concrete Cracking
The following guide can be used to distinguish between different size of
concrete cracks:
Category Description
Hairline less than 0.05 inch (1 mm)
Minor 0.05 - 0.1inch (1 mm to 2 mm)
Wide more than 0.1inch (more than 2 mm)
Diaphragms
Diaphragms are structural members used
to tie adjoining girders together to improve
the strength and rigidity of the girder and to
distribute forces in the lateral direction. There
is no BMS element defined for a diaphragm.
If a diaphragm has advanced deterioration it
should be noted in the BMS comments of the
accompanying girder.
Elem 219
Cantilevered Span Abutment
Diaphragm
Elem 108
Abutment
Elem 235
Ti mber Cap
Elem 206
Timber Col/Pile
El em 216
Timber Abutment

(bridge) span that is cantilevered from the frst
or last pier. These bridges do not have a true
abutment like other bridges. The Cantilever
Span Abutment element was created to keep
this abutment type separate from the typical
abutment elements. The default notation assumes
the pavement seat (abutment 1) is Pier 1; the
cantilever span is Span 1; the frst pier is Pier 2.
1. Defects are superfcial and have no effect on the structural capacity of the
element. There may be discoloration, efforescence, and/or superfcial cracking,
spalls or delaminations.
2. Abutment length with repairs or patched.
3. Abutment length with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may
require repairs.
4. Abutment length with damage in signifcant locations or quantity and has
reduced the structural capacity of the element or the bridge. Structural analysis
is warranted or has determined repairs are essential to restore the full capacity
of the element.
Page 4-42 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
220 Concrete Submerged Pile Cap/Footing Units - EA
This element defnes a reinforced concrete pile cap or footing that is visible for
inspection. The pile cap or footing may be always or seasonally covered by water.
The exposure may be intentional or caused by scour.
221 Concrete Pile Cap/Footing Units - EA
This element defnes a reinforced concrete pile cap or footing that is visible for
inspection. The exposure may be intentional or caused by erosion.
1. Defects are superfcial and have no effect on the structural capacity of the
element. There may be discoloration, efforescence, and/or superfcial cracking,
spalls or delaminations.
2. Number of pile cap/footings with repairs.
3. Number of pile cap/footings with structural defects. The defects do not
signifcantly affect structural capacity. Defciencies do not warrant analysis,
but may require repairs.
4. Number of pile cap/footings with damage in signifcant locations or quantity
and has reduced the structural capacity of the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to restore the full
capacity of the element.
222 Timber Sill/Footing Units - LF
This element defnes a sill, footing, or pile cap constructed of timber. This element
directly supports substructure elements.
1. Defects are superfcial and have no effect on the structural capacity of the
element. Decay, insect infestation, cracks, splits, or checks may exist.
2. Total length of sill/footing if repairs exist.
3. Total length of sill/footing if structural defects exist, but the defects do not
signifcantly affect structural capacity. Defciencies do not warrant analysis, but
may require repairs. Typically, locations in a load path with a 1 to 3 shell
thickness are marked with a YELLOW TAG.
4. Total length of sill/footing where damage exists in signifcant locations
or quantity and has reduced the structural capacity of the element or the bridge.
Structural analysis is warranted or has determined repairs are essential to restore
the full capacity of the element. Typically, locations in a load path with less than
a 1 shell thickness are marked with a RED TAG.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-43
February 2010
Bridge Management System
225 Steel Submerged Pile/Column Units - EA
This element defnes a pile extension or column that is constructed of steel and
is visible for inspection. The exposure may be intentional or caused by scour.
1. Defects are superfcial and have no effect on the structural capacity of the
element.
2. Number of pile/columns with repairs.
3. Number of pile/columns with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may require
repairs. Structural defciencies are not limited to impact damage, cracks, broken
bolts, or measurable section loss due to corrosion (note the location and depth).
4. Number of pile/columns with damage in signifcant locations or quantity and
has reduced the structural capacity of the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to restore the full
capacity of the element.
226 Prestressed Concrete Submerged Pile/Column Units - EA
This element defnes a submerged pile extension or column that is constructed of
prestressed concrete and is visible for inspection.. The exposure may be intentional
or caused by scour.
227 Concrete Submerged Pile/Column Units - EA
This element defnes a submerged column or pile extension that is constructed of
reinforced concrete and is visible for inspection. The exposure may be intentional
or caused by scour.
1. Defects are superfcial and have no effect on the structural capacity of the
element. There may be discoloration, efforescence, and/or superfcial cracking,
spalls or delaminations.
2. Number of pile/columns with repairs.
3. Number of pile/columns with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may require
repairs.
4. Number of pile/columns with damage in signifcant locations or quantity and
has reduced the structural capacity of the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to restore the full
capacity of the element.
Page 4-44 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
228 Timber Submerged Pile/Column Units - EA
This element defnes a pile or column that is constructed of timber and is visible for
inspection. The exposure may be intentional or caused by scour.
1. Defects are superfcial and have no effect on the structural capacity of the
element. Decay, insect infestation, cracks, splits, or checks may exist.
2. Number of pile/columns with repairs, plates, or splices.
3. Number of pile/columns with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may require
repairs. Typically, locations in a load path with a 1 to 3 shell thickness are
marked with a YELLOW TAG.
4. Number of pile/columns with damage in signifcant locations or quantity and
has reduced the structural capacity of the element or the bridge. Structural
analysis is warranted or has determined repairs are essential to restore the full
capacity of the element. Typically, locations in a load path with less than a 1
shell thickness are marked with a RED TAG.
231 Steel Pier Cap/Crossbeam Units - LF
This element defnes a pier cap or crossbeam that is constructed of structural steel.
1. Defects are superfcial and have no effect on the structural capacity of the
element.
2. Steel span length of pier cap/crossbeam with repairs.
3. Steel span length of pier cap/crossbeam with structural defects. The defects do
not signifcantly affect structural capacity. Defciencies do not warrant analysis,
but may require repairs. Structural defciencies are not limited to impact
damage, cracks, broken bolts, or measurable section loss due to corrosion (note
the location and depth).
4. Steel span length of pier cap/crossbeam with damage in signifcant locations
or quantity and has reduced the structural capacity of the element or the bridge.
Structural analysis is warranted or has determined repairs are essential to restore
the full capacity of the element. Structural defciencies are not limited to impact
damage, corrosion, a crack in primary load path member or in the attachment
welded to primary member. Retain the quantity of the element reported in CS4
if the element is repainted but not repaired.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-45
February 2010
Bridge Management System
233 Prestressed Concrete Pier Cap/Crossbeam Units - LF
This element defnes a pier cap or crossbeam that is constructed of prestressed
concrete and directly supports the superstructure. This element may be attached to a
submerged or non-submerged substructure element.
234 Concrete Pier Cap/Crossbeam Units - LF
This element defnes a pier cap or crossbeam that is constructed of reinforced
concrete and directly supports the superstructure. Integral pier caps with girders
framed directly into the crossbeam are also included in element 234. This element
may be attached to a submerged or non-submerged substructure element.
1. Defects are superfcial and have no effect on the structural capacity of the
element. There may be discoloration, efforescence, and/or superfcial cracking,
spalls or delaminations.
2. Length of pier cap/crossbeam affected by repair or patch. Capacity repairs such
as a strand splicing should record girder span length.
3. Length of pier cap/crossbeam affected by defects. The defects do not
signifcantly affect structural capacity. Defciencies do not warrant analysis,
but may require repairs. Girder with defects such as: delaminations, spalls,
structural cracking, exposed or corroded reinforcing or strands.
4. Length of pier cap/crossbeam affected by damage in signifcant locations
or quantity and has reduced the structural capacity of the element or the bridge.
Structural analysis is warranted or has determined repairs are essential to restore
the full capacity of the element.
235 Timber Pier Cap Units - LF
This element defnes a pier cap that is constructed of timber and directly supports
the superstructure.
1. Defects are superfcial and have no effect on the structural capacity of the
element. Decay, insect infestation, cracks, splits, or checks may exist.
2. Length of pier cap with repairs, plates, or splices.
3. Length of pier cap with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may require
repairs. Typically, locations in a load path with a 1 to 3 shell thickness are
marked with a YELLOW TAG.
4. Length of pier cap with damage in signifcant locations or quantity and has
reduced the structural capacity of the element or the bridge. Structural analysis
is warranted or has determined repairs are essential to restore the full capacity
of the element. Typically, locations in a load path with less than a 1 shell
thickness are marked with a RED TAG.
Page 4-46 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
4.4 Culverts
240 Metal Culvert Units - LF
This element defnes a metal (steel, aluminum, etc.) culvert including arches, round
or elliptical pipes, etc.
1. Defects are superfcial and have no effect on the structural capacity
of the element. There may be corrosion, erosion, scour, distortion,
or roadway settlement.
2. Length of culvert with repairs.
3. Length of culvert with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may
require repairs.
4. Length of culvert affected by damage in signifcant locations or quantity and has
reduced the structural capacity of the culvert. Structural analysis is warranted
or has determined repairs are essential to restore the full capacity of the element.
Major deterioration, distortion, defection, roadway settlement, or misalignment
of the barrel may be in visible.
241 Concrete Culvert Units - LF
This element defnes all precast and cast-in-place (conventional or prestressed)
concrete arch, pipe and box culverts.
1. Defects are superfcial and have no effect on the structural capacity of the
element. There may be discoloration, efforescence, and/or superfcial cracking,
spalls or delaminations.
2. Length of culvert with repair or patch.
3. Length of culvert affected by defects. The defects do not signifcantly affect
structural capacity. Defciencies do not warrant analysis, but may require
repairs. Girder with defects such as: delaminations, spalls, structural cracking,
exposed or corroded reinforcing or strands.
4. Length of culvert affected by damage in signifcant locations or quantity and has
reduced the structural capacity of the element or the bridge. Structural analysis
is warranted or has determined repairs are essential to restore the full capacity
of the culvert. Major deterioration, distortion, defection, roadway settlement,
or misalignment of the barrel may be in visible.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-47
February 2010
Bridge Management System
242 Timber Culvert Units - LF
This element defnes all timber box culverts.
1. Defects are superfcial and have no effect on the structural capacity of the
element. Decay, insect infestation, cracks, splits, or checks may exist.
2. Length of culvert that has been replaced, repaired, patched, or plated.
3. Length of culvert with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may require
repairs. Typically, locations in a load path with a 1 to 3 shell thickness are
marked with a YELLOW TAG.
4. Length of culvert affected by damage in signifcant locations or quantity and has
reduced the structural capacity of the element or the bridge. Structural analysis
is warranted or has determined repairs are essential to restore the structural
capacity of the culvert. Major deterioration, distortion, defection, roadway
settlement, or misalignment of the barrel may be in visible. Typically, locations
in a load path with less than a 1 shell thickness are marked with a RED TAG.
243 Other Culvert Units - LF
This element defnes all culverts not included under steel, concrete, or timber
culvert elements. It may include masonry or combinations of other materials.
1. Defects are superfcial and have no effect on the structural capacity of the
culvert.
2. Length of culvert with repairs.
3. Length of culvert with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may
require repairs.
4. Length of culvert affected by damage in signifcant locations or quantity and has
reduced the structural capacity of the culvert. Structural analysis is warranted
or has determined repairs are essential to restore the structural capacity of
the culvert. Major deterioration, distortion, defection, roadway settlement,
or misalignment of the barrel may be in visible.
Page 4-48 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
4.5 Tunnels
250 Tunnel Concrete Lined Units - SF
This is an element used to identify concrete lined tunnels. Use the CoRe elements to
record the elements that exist inside the tunnel.
251 Tunnel Timber Lined Units - SF
This is an element used to identify timber-lined tunnels. Use the CoRe elements to
record the elements that exist inside the tunnel.
252 Tunnel Unlined Units - SF
This is an element to identify unlined tunnels. Use the CoRe elements to record the
elements that exist inside the tunnel.
1. Defects are superfcial and have no effect on the structural capacity of
the tunnel.
2. Tunnel area with repairs or patches.
3. Tunnel area with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may
require repairs.
4. Tunnel area affected by damage in signifcant locations or quantity and has
reduced the structural capacity of the tunnel (or tunnel liner). Structural analysis
is warranted or has determined repairs are essential to restore the full capacity
of the element.
253 Tunnel Tile Units - SF
This is an element to identify tunnel tile.
1. Tile is bonded with no cracks, chips, or blemishes. Tile may be dirty but
refectivity is enhanced during regular tunnel washing operations.
2. Tile area that has been repaired.
3. Tile area that is bonded, but cracked and may have efforescence or small
amounts of section loss. Tile may be blemished from impact or other causes
resulting in major loss of refectivity.
4. Tile area with delaminations based on soundings, is completely missing, or has
major section loss warranting replacement.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-49
February 2010
Bridge Management System
4.6 Sidewalk and Supports
A sidewalk is an element that provides pedestrian access across a bridge. A sidewalk
is supported by a bridge deck and/or by sidewalk brackets that consist of several
types of materials. The purpose of the sidewalk BMS is to record the structural
integrity of the support system and sidewalk. Identify these elements in BMS if
the sidewalk width is greater than or equal to 3 feet.
However, there are exceptions that must be accommodated. When there is a true
sidewalk on a bridge as determined by the design, approach sidewalks, and location,
it is appropriate to enter a sidewalk element in the BMS. Timber sidewalks, for
example, may be narrow and have a support system. These exceptions should
include a sidewalk BMS element. Please make a specifc note explaining the
reasoning for including the sidewalk element.
If a rail retroft or a wide curb has been determined to NOT be a sidewalk,
then Bridge Rail elements will be used to document defects.
Elem 212
Conc Submerged Pier Wall Conc Pier Wall
Elem 210
Elem 212
Conc Submerged Pier Wall
Elem 264
Elem 260
Elem 260
Elem 231
Steel Pier Cross Beam
Elem 231
Steel Pier Cap
Elem 212
Conc Submerged Pier Wall Conc Pier Wall
Elem 210
Elem 212
Conc Submerged Pier Wall
Elem 264
Elem 260
Elem 260
Elem 231
Steel Pier Cross Beam
Elem 231
Steel Pier Cap
Elem 212
Conc Submerged Pier Wall Conc Pier Wall
Elem 210
Elem 212
Conc Submerged Pier Wall
Elem 264
Elem 260
Elem 260
Elem 231
Steel Pier Cross Beam
Elem 231
Steel Pier Cap
260 Steel Open Grid Sidewalk and Supports Units - SF
This element defnes a sidewalk constructed of steel grids that are open and unflled.
This element also includes the members used to provide support like stringers and
braces. The total quantity should equal the width of the sidewalk times its length.
261 Steel Concrete Filled Grid Sidewalk and Supports Units - SF
This element defnes a sidewalk constructed of steel grids that have been flled
with concrete. This element also includes the members used to provide support like
stringers and braces. The total quantity should equal the width of the sidewalk times
its length.
262 Corrugated/Orthotropic Sidewalk and Supports Units - SF
This element defnes a sidewalk constructed of corrugated metal flled with Portland
cement concrete or asphaltic concrete or an orthotropic steel deck. This element also
includes the members used to provide support like stringers and braces. The total
quantity should equal the width of the sidewalk times its length.
Page 4-50 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
264 Timber Sidewalk and Supports Units - SF
This element defnes a sidewalk constructed of timber. This element also includes
the members used to provide support like stringers and braces. The total quantity
should equal the width of the sidewalk times its length.

Sidewalk
Deck
Traffic Barrier
Traffic Barrier Sidewalk
Deck
Ped Barrier
Deck
Sidewalk
Sidewalk Supports
Def.
Length
Def.
Width
Quantity
Length
Sidewalk Sketches and Pier
Defintion

Sidewalk
Deck
Traffic Barrier
Traffic Barrier Sidewalk
Deck
Ped Barrier
Deck
Sidewalk
Sidewalk Supports
Def.
Length
Def.
Width
Quantity
Length
Sidewalk Sketches and Pier
Defintion

Sidewalk
Deck
Traffic Barrier
Traffic Barrier Sidewalk
Deck
Ped Barrier
Deck
Sidewalk
Sidewalk Supports
Def.
Length
Def.
Width
Quantity
Length
Sidewalk Sketches and Pier
Defintion
266 Concrete Sidewalk and Supports Units - SF
This element defnes a sidewalk constructed of reinforced concrete. The concrete
sidewalk may be supported by the roadway deck, bracing, diaphragms, or sidewalk
stringers. The total quantity should equal the width of the sidewalk times its length.
267 Fiber Reinforced Polymer (FRP) Sidewalk and Supports Units - SF
This element defnes a sidewalk constructed of fber-reinforced polymer. This
element also includes the members used to provide support like stringers and
braces. The total quantity should equal the width of the sidewalk times its length.
1. Defects are superfcial and have no effect on the structural capacity of the
sidewalk or supports.
2. Sidewalk area (or support projected area) with repairs or patches
3. Sidewalk area (or support projected area) with structural defects. The defects do
not signifcantly affect structural capacity. Defciencies do not warrant analysis,
but may require repairs.
4. Sidewalk area (or support projected area) affected by damage in signifcant
locations or quantity and has reduced the structural capacity of the sidewalk
support. Structural analysis is warranted or has determined repairs are essential
to restore the full capacity of the element.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-51
February 2010
Bridge Management System
4.7 Bearings
When an in-span hinge separates two structures, the joint, bearing, and seismic
restrainers at the hinge will be documented in the dependant (or supported)
structure only.

Bridge Management System
Page 4-4 Washington State Bridge Inspection Manual
January, 2002
Expansion Joints
417 Silicone Rubber Joint Filler
Bearings
310 Elastomeric Bearing
311 Movable (roller, sliding, ect.)
311 Movable (roller, sliding, ect.)
311 Movable (roller, sliding, ect.)
311 Movable (roller, sliding, ect.)

Bridge Management System
Page 4-4 Washington State Bridge Inspection Manual
January, 2002
Expansion Joints
417 Silicone Rubber Joint Filler
Bearings
310 Elastomeric Bearing
311 Movable (roller, sliding, ect.)
311 Movable (roller, sliding, ect.)
311 Movable (roller, sliding, ect.)
311 Movable (roller, sliding, ect.)
310 Elastomeric Bearing Units - EA
This element defnes a bridge bearing that is constructed primarily of elastomers,
with or without fabric or metal reinforcement.

Washington State Bridge Inspection Manual Page 4-15
January 2002
Bridge Management System (BMS)
417 Silicone Rubber Joint Filler
418 Asphalt Plug
Bearings


417 Silicone Rubber Joint Filler

418 Asphalt Plug




310 Elastomeric Bearing





310 Elastomeric Bearing
311 Movable (roller, sliding, ect.)
311 Movable (roller, sliding, ect.)

Washington State Bridge Inspection Manual Page 4-15
January 2002
Bridge Management System (BMS)
417 Silicone Rubber Joint Filler
418 Asphalt Plug
Bearings


417 Silicone Rubber Joint Filler

418 Asphalt Plug




310 Elastomeric Bearing





310 Elastomeric Bearing
311 Movable (roller, sliding, ect.)
311 Movable (roller, sliding, ect.)
311 Moveable Bearing (Roller, Sliding, etc.) Units - EA
This element defnes those bridge bearings that provide for both defection and
longitudinal movement by means of roller, rocker or sliding mechanisms.
312 Concealed Bearing or Bearing System Units - EA
This element defnes those bridge bearings and/or bearing seats that are accessible
with tools or equipment and therefore are not open for detailed inspection.

Bridge Management System (BMS)
Page 4-16 Washington State Bridge Inspection Manual
January 2002
314 Pot Bearing
315 Disc Bearing 316 Isolation Bearing

313 Fixed Bearing

314 Pot Bearing

313 Fixed Bearing
Page 4-52 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
313 Fixed Bearing Units - EA
This element defnes those bridge bearings that provide for rotation only.


Bridge Management System
Washington State Bridge Inspection Manual Page 4-5
January, 2002
Bearings
314 Pot Bearing
315 Disc Bearing
313 Fixed Bearing
316 Isolation Bearing
314 Pot Bearing
313 - Fixed Bearing

Bridge Management System
Washington State Bridge Inspection Manual Page 4-5
January, 2002
Bearings
314 Pot Bearing
315 Disc Bearing
313 Fixed Bearing
316 Isolation Bearing
314 Pot Bearing
313 - Fixed Bearing
314 Pot Bearing Units - EA
This element defnes those high load bearings with a confned elastomer. The
bearing may be fxed against horizontal movement, guided to allow sliding in one
direction, or foating to allow sliding in any direction.
315 Disc Bearing Units - EA
This element defnes a high load bearing with a hard plastic disc. The bearing may
be fxed against horizontal movement, guided to allow sliding in one direction,
or foating to allow sliding in any direction.


Bridge Management System (BMS)
Page 4-16 Washington State Bridge Inspection Manual
January 2002
314 Pot Bearing
315 Disc Bearing 316 Isolation Bearing

313 Fixed Bearing

314 Pot Bearing

313 Fixed Bearing

Bridge Management System (BMS)
Page 4-16 Washington State Bridge Inspection Manual
January 2002
314 Pot Bearing
315 Disc Bearing 316 Isolation Bearing

313 Fixed Bearing

314 Pot Bearing

313 Fixed Bearing
316 Isolation Bearing Units - EA
This element defnes a bearing that is laminated and is a sandwich of neoprene
and steel plates. The bearing contains a lead core that is primarily used for seismic
loads. The isolation bearing is used to protect structures against earthquake damage.
1. Defects are superfcial and have no effect on the superstructure movements
or safe transfer of load to the substructure. Shear deformation, displacement,
or cracking of grout pad may be present. Top and bottom surfaces may not
be parallel.
2. Number of bearings with a repair
3. Number of bearings with structural defects. The defects are not detrimental to
the superstructure or the safe transfer of load to the substructure. Defciencies
do not warrant analysis, but may require repairs.
4. Number of bearings with defects that are detrimental to the superstructure or the
safe transfer of load to the substructure. Loss of minimum bearing area may be
imminent. Structural analysis is warranted or has determined bearing repairs are
essential to restore the safe movement or transfer of load to the substructure.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-53
February 2010
Bridge Management System
321 Concrete Roadway Approach Slab Units - SF
This element defnes a structural concrete slab supported at the bridge abutment
and the roadway pavement. This element is essentially a concrete deck element that
documents the surface conditions of the approach slab. The element quantity is the
total area of both concrete approach slabs attached to the bridge. Do not include
asphalt shoulder if present.
1. Defects are superfcial. The slab surface do not have spalls/delaminations or
previous repairs. The deck surfaces may have cracks or rock pockets. Wear and
rutting may expose aggregate or reinforcing.
2. Slab area with repairs or patches. Do not include the rare case rutting flled with
patching material.
3. Slab area with spalling.
4. If the results of delamination testing on the approach slab are available, record
the delaminated area CS4.
322 RoadwayProfle Units-EA
This element fags a problem with the roadway profle from the pavement seat
to a maximum distance of 50 feet away from a structure. The approaching roadway
profle should be a smooth transition for cars and trucks on or off the structure.
Vehicles should remain steady and not rock from side to side or up and down.
Oil staining on the road is a good indicator there may be a problem. Notes should
describe the nature of the problem or the solution, if one can be identifed. Total
quantity is the number of roadway profles on and off of the bridge. Head to
head traffc has two and traffc divided by a median would generally have four.
Code the number of profles in the condition state that best indicates the severity
of the problem.
1. The roadway profle grade is smooth even though wheel bouncing may exist
from small patches, potholes, or rutted edges.
2. Paving operations have repaired the grade with tapered asphalt patching that
may or may not extend on to the approach slab or bridge deck.
3. The roadway profle grade has less than 1 inch height change over a distance
of 40 feet. Minor movement of the vehicles may exist and there is not a
signifcant increase in load to the structure.
4. The roadway profle grade has more than 1 inch height change over a distance
of 40 feet. The profle deviation is noticeable to vehicles and there may be an
increase in load to the structure.
Page 4-54 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
4.8 Bridge Rail
Bridge rail BMS elements are to be entered for each type of rail. For example,
if there is W-beam or Thrie beam guardrail mounted on the concrete bridge rail,
then the length of each metal and concrete element should be entered. If the
original concrete bridge rail has aluminum rail installed on top (with or without
a rail retroft), enter that quantity into the appropriate BMS element as well.
In the element notes, describe what type of metal bridge or pedestrian rail has
been entered.
330 Metal Bridge Railing Units - LF
This element defnes all types and shapes of metal bridge railing aluminum, metal
beam, rolled shapes, etc. The quantity should equal the total length measured along
each bridge rail.
331 Concrete Bridge Railing Units - LF
This element defnes all types and shapes of reinforced concrete bridge railing. The
quantity should equal the total length measured along each bridge rail.
332 Timber Bridge Railing Units - LF
This element defnes all types and shapes of timber railing. All elements of this
rail (except connectors) must be timber. The quantity should equal the total length
measured along each bridge rail.
333 Other Bridge Railing Units - LF
This element defnes all types and shapes of bridge railing except those defned
as METAL, CONCRETE or TIMBER. This element will include cable rails, and
combinations of materials. The quantity should equal the total length measured
along each bridge rail.
1. Defects are superfcial and have no effect on the structural capacity of the
element.
2. Bridge rail length with a repair.
3. Bridge rail length with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may require
repairs. Structural defciencies are not limited to impact damage, cracks, broken
bolts, or measurable section loss due to corrosion (note the location and depth),
decay, or spalling.
4. Bridge rail length with damage in signifcant locations or quantity and has
reduced the structural capacity of the rail. Structural analysis is warranted or has
determined repairs are essential to restore the full capacity of the element.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-55
February 2010
Bridge Management System
4.9 Pedestrian Rail
A pedestrian rail will typically be on the outside of a sidewalk and protected from
traffc by a Bridge Rail.
340 Metal Pedestrian Rail Units - LF
This element defnes all types and shapes of metal pedestrian bridge railing
including steel (excluding weathering steel), aluminum, metal beam, rolled shapes,
etc. The quantity should equal the total length measured along each pedestrian rail.
341 Concrete Pedestrian Rail Units - LF
This element defnes all types and shapes of reinforced concrete pedestrian
bridge railing. The quantity should equal the total length measured along each
pedestrian rail.
342 Timber Pedestrian Rail Units - LF
This element defnes all types and shapes of timber pedestrian bridge railing. All
elements of this rail (except connectors) must be timber. The quantity should equal
the total length measured along each pedestrian rail.
343 Other Pedestrian Rail Units - LF
This element defnes all types and shapes of pedestrian bridge railing except those
defned as METAL, CONCRETE or TIMBER. This element will include cable rails,
and combinations of materials. The quantity should equal the total length measured
along each pedestrian rail.
1. Defects are superfcial and have no effect on the structural capacity of the
element.
2. Pedestrian rail length with a repair.
3. Pedestrian rail length with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may require
repairs. Structural defciencies are not limited to impact damage, cracks, broken
bolts, or measurable section loss due to corrosion (note the location and depth),
decay, or spalling.
4. Pedestrian rail length with damage in signifcant locations or quantity and has
reduced the structural capacity of the rail. Structural analysis is warranted or has
determined repairs are essential to restore the full capacity of the element.
Page 4-56 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
4.10 Smart Flags
355 Damaged Bolts or Rivets Units - EA
This smart fag is used to identify superstructure steel elements that have
broken or missing bolts and/or rivets. Report one unit for each occurrence in the
corresponding condition state.
1. Number of damaged (or missing) bolt or rivet in secondary member(s).
2. Number of damaged (or missing) bolt or rivet has been replaced.
3. Number of damaged (or missing) bolt or rivet in a primary member(s).
356 Steel Cracking Units - EA
This smart fag is used to identify superstructure steel elements with cracks.
Report one unit for each occurrence (or crack) in the corresponding condition
state. If fatigue damage exists, which may warrant analysis of the element or the
serviceability of the element is uncertain, contact a BPO supervisor immediately.
1. Number of steel cracks, of any length, in a secondary member(s).
2. Number of steel cracks within a load path that have been repaired or arrested.
The bridge may still be prone to fatigue.
3. Number of steel cracks within a load path that are not arrested and less than
1 inch. Any cracks (typically cope cracks) must be repaired according to BPO
specifed procedures.
4. Number of steel cracks within a load path that are not arrested and 1 inch
or greater in length. Any cracks (typically cope cracks) must be repaired
according to BPO specifed procedures.
357 Pack Rust Units - EA
The primary purpose of this smart fag is to quantify steel connections where rust
expansion is visually defecting steel plates and should be addressed when the
bridge is painted. Structural impacts to rust pack overstressing are recorded in the
steel elements. The total quantity is the number of existing pack rust locations
identifed by the inspector.
1. Approximate number of locations where visible pack rust exists and is less
than inch thick.
2. Number of locations where pack rust is more than inch thick.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-57
February 2010
Bridge Management System
360 Bridge Movement Units - EA
The primary purpose of this smart fag is to identify structural movement that
is causing signifcant distress to the bridge. Movements may be horizontal, vertical,
or rotational. Evidence of movement should be documented (photo) in such a
way that future measurements can determine if the structure is still moving or has
stabilized.
1. The entire bridge appears to have stabilized due to repairs or recent history of
measurements. Tilt meters, piezometer tubes, or monitoring system show no
movement in the past two years.
2. Bridge elements are moving but do not cause a signifcant problem for the
bridge. Bearings may be approaching design limits. Substructure elements may
be moving.
3. Bridge movement is at or beyond design limits. Investigation and repair analysis
of the bridge is warranted.
361 Scour Units - EA
This smart fag is used to identify foundation scour for bridges crossing waterways
as observed during inspections. Its primary purpose is to identify bridge piers
or abutments that are experiencing scour and to provide some measure of the
magnitude of that scour.
1. Number of pier/abutment foundations where no Scour exists, or the scour has
been repaired and is functioning as designed.
2. Number of pier/abutment foundations where scour is superfcial and has no
effect on the foundation structural capacity. No exposed spread footings.
Minimum pile embedment is greater than 10. The substructure code is not
affected by scour. Monitor scour condition.
3. Number of pier/abutment foundations where scour exists. The scour does not
signifcantly affect the foundation structural capacity. Scour does not warrant
analysis, but may require repairs. If left unchecked, could adversely impact
the foundation structural capacity. Top of spread footings may be exposed.
Minimum pile embedment is between 5 and 10. The NBI substructure code
(676) of 4 (poor condition) would be appropriate if the scour had undermined
the foundation to the point the load carrying capacity of the pier or abutment
had been reduced, or it was potentially unstable. Reanalysis of the scour code
may be warranted. Repairs to the bridge may be warranted.
4. Number of pier/abutment foundations with scour damage in signifcant
locations or quantity and has reduced the foundation structural capacity.
Structural analysis is warranted or has determined repairs are essential to restore
the full capacity of the pier. Undermining of spread footings or foundation
material is occurring. Minimum pile embedment is less than 5. NBI scour
code should be coded 2 or less. If local failure of the foundation or substructure
element were possible, NBI substructure code should be a 3 (serious condition).
Directly comment that the substructure rating is based on the pile embedment
length. Evaluate and comment on any riprap or other scour countermeasures
that are in place. Make a recommendation to evaluate the pile for lateral
stability. Document the scour condition thoroughly. Repairs to the bridge
are necessary.
Page 4-58 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
362 Impact Damage Units - EA
This is a smart fag used to identify damage caused by impact from traffc
or other causes such as food debris. A maximum of 1 unit can be coded in each
condition state.
1. Impact damage has occurred. None of the prestressed system is exposed.
Repair, patching, or heat straightening is not required.
2. Impact damage has been repaired or patched. Any damage to a prestressed
system has been repaired and patched. Steel elements have been repaired and
painted.
3. Impact damage has occurred. Any prestressed system exposure is due to a traffc
impact, but is not impaired. Patching concrete or heat straightening of steel
is needed.
4. Impact damage has occurred and strength of the member is impaired. Analysis
is warranted to ascertain if the member can be repaired or needs to be replaced.
366 Undercrossing Safety Inspection Units - EA
This is a smart fag for safety checks of Railroad and other non-vehicular
undercrossings. No other core elements are needed.
1. Report the entire bridge in condition state one (EA).
367 Movable Bridge Units - EA
This is a smart fag to identify movable bridges. BMS elements will be used in
addition to this smart fag.
1. A Movable bridge with elements that do not require repair (EA).
2. A Movable bridge with elements that require repair (EA).
368 Seismic Pier Crossbeam Bolster Units - EA
This element identifes concrete piers with seismic structural improvements.
1. Number of piers with a crossbeam bolster.
Washington State Bridge Inspection Manual Page 4-59
DRAFT December 1/20/2009
Bridge Management System
362 Impact Damage Units - EA
This is a smart ag used to identify damage caused by impact from trafc
or other causes such as ood debris. A maximum of 1 unit can be coded in each
condition state.
1. Impact damage has occurred. None of the prestressed system is exposed.
Repair, patching, or heat straightening is not required.
2. Impact damage has been repaired or patched. Any damage to a prestressed
system has been repaired and patched. Steel elements have been repaired and
painted.
3. Impact damage has occurred. Any prestressed system exposure is due to a trafc
impact, but is not impaired. Patching concrete or heat straightening of steel
is needed.
4. Impact damage has occurred and strength of the member is impaired. Analysis
is warranted to ascertain if the member can be repaired or needs to be replaced.
366 Undercrossing Safety Inspection Units - EA
This is a smart ag for safety checks of Railroad and other non-vehicular
undercrossings. No other core elements are needed.
1. Report the entire bridge in condition state one (EA).
367 Movable Bridge Units - EA
This is a smart ag to identify movable bridges. BMS elements will be used in
addition to this smart ag.
1. A Movable bridge with elements that do not require repair (EA).
2. A Movable bridge with elements that require repair (EA).
368 Seismic Pier Crossbeam Bolster Units - EA
This element identies concrete piers with seismic structural improvements.
1. Number of piers with a crossbeam bolster.
369 Seismic Pier Inll Wall Units - EA
This element identies concrete piers with seismic structural improvements.
1. Number of piers with a seismic pier inll wall. 369 SeismicPierInfllWall Units-EA
This element identifes concrete piers with seismic structural improvements.
1. Number of piers with a seismic pier infll wall.
Washington State Bridge Inspection Manual Page 4-59
DRAFT December 1/20/2009
Bridge Management System
362 Impact Damage Units - EA
This is a smart ag used to identify damage caused by impact from trafc
or other causes such as ood debris. A maximum of 1 unit can be coded in each
condition state.
1. Impact damage has occurred. None of the prestressed system is exposed.
Repair, patching, or heat straightening is not required.
2. Impact damage has been repaired or patched. Any damage to a prestressed
system has been repaired and patched. Steel elements have been repaired and
painted.
3. Impact damage has occurred. Any prestressed system exposure is due to a trafc
impact, but is not impaired. Patching concrete or heat straightening of steel
is needed.
4. Impact damage has occurred and strength of the member is impaired. Analysis
is warranted to ascertain if the member can be repaired or needs to be replaced.
366 Undercrossing Safety Inspection Units - EA
This is a smart ag for safety checks of Railroad and other non-vehicular
undercrossings. No other core elements are needed.
1. Report the entire bridge in condition state one (EA).
367 Movable Bridge Units - EA
This is a smart ag to identify movable bridges. BMS elements will be used in
addition to this smart ag.
1. A Movable bridge with elements that do not require repair (EA).
2. A Movable bridge with elements that require repair (EA).
368 Seismic Pier Crossbeam Bolster Units - EA
This element identies concrete piers with seismic structural improvements.
1. Number of piers with a crossbeam bolster.
369 Seismic Pier Inll Wall Units - EA
This element identies concrete piers with seismic structural improvements.
1. Number of piers with a seismic pier inll wall.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-59
February 2010
Bridge Management System
4.11 Seismic Restrainers
Earthquake restrainers have been installed on WSDOT
46
Earthquake restrainers have been installed on WSDOT bridges since
the 1980s. The typical longitudinal restrainer uses epoxy coated
Dywidag bars with a designed gap maintained by double nuts. An
earlier system using springs to maintain the required restrainer gap was
used until the early 1990s when it was discontinued as being
ineffective. Gap measurements are required during an inspection if
visual inspection or loose double nuts indicate the gaps are not uniform.
370 Seismic Longitudinal Restrainer Units - EA
This element is used to identify longitudinal seismic restrainers. When an in-span hinge
separates two structures, the joint, bearing, and seismic restrainers at the hinge will be
documented in the dependant (or supported) structure only. The quantity should equal the
total number of longitudinal restrainers on the bridge.
371 Seismic Transverse Restrainer Units - EA
This element is used to identify transverse seismic restrainers. When an in-span hinge
separates two structures, the joint, bearing, and seismic restrainers at the hinge will be
documented in the dependant (or supported) structure only. The quantity should equal the
total number of transverse restrainers on the bridge.
372 Seismic Link/Pin Restrainer Units - EA
This element is used to identify link/pin seismic restrainers. When an in-span hinge
separates two structures, the joint, bearing, and seismic restrainers at the hinge will be
documented in the dependant (or supported) structure only. The quantity should equal the
total number of link/pin restrainers on the bridge.
(Report the condition state of each restrainer.)
1 Restrainer is in good condition and will function as designed. Anchor plate nuts have
been checked and are in good condition.
2 Mis-aligned seismic-longitudinal restrainer rods. Anchor plate nuts that are tight, but
that have epoxy running down their bolts or are of varying lengths. The gap between
adjacent longitudinal restrainers varies between inch and inch. Short transverse
pipe restrainer length. Measure the depth of the diaphragm hole to the restrainer. Take
a picture of the hole and tape measure.
3 Improper anchor plate installation. Loose or inadequately bonded
anchor nuts. A repair is warranted if over 25% of the anchor nuts
have more than 2 inches of bolt thread exposed below the nut.
Restrainer gap variation in a series of longitudinal seismic
restrainers is greater than inches (measure and add the two gap
distances on both sides of each restrainer in making your
comparisons). Loose double nuts. Specify the replacement of the
double nuts with (new) nuts having (with) setscrews and the
resetting of the restrainer gaps according to the design tables. The
inspector shall specify the required gaps, according to the bridge
plans, in the repair.

bridges since the 1980s. The typical longitudinal restrainer
uses epoxy coated Dywidag bars with a designed gap
maintained by double nuts. An earlier system using springs
to maintain the required restrainer gap was used until the
early 1990s when it was discontinued as being ineffective.
Gap measurements are required during an inspection if visual
inspection or loose double nuts indicate the gaps are not uniform.
370 Seismic Longitudinal Restrainer Units - EA
This element is used to identify longitudinal seismic restrainers. When an in-span
hinge separates two structures, the joint, bearing, and seismic restrainers at the hinge
will be documented in the dependant (or supported) structure only. The quantity
should equal the total number of longitudinal restrainers on the bridge.
371 Seismic Transverse Restrainer Units - EA
This element is used to identify transverse seismic restrainers. When an in-span
hinge separates two structures, the joint, bearing, and seismic restrainers at the hinge
will be documented in the dependant (or supported) structure only. The quantity
should equal the total number of transverse restrainers on the bridge.
372 Seismic Link/Pin Restrainer Units - EA
This element is used to identify link/pin seismic restrainers. When an in-span hinge
separates two structures, the joint, bearing, and seismic restrainers at the hinge will
be documented in the dependant (or supported) structure only. The quantity should
equal the total number of link/pin restrainers on the bridge.
1. Restrainer is in good condition and will function as designed. Anchor plate nuts
have been checked and are in good condition.
2. Number of restrainers with misaligned seismic-longitudinal restrainer rods.
Anchor plate nuts that are tight, but that have epoxy running down their bolts
or are of varying lengths. The gap between adjacent longitudinal restrainers
varies between inch and inch. Short transverse pipe restrainer length.
Measure the depth of the diaphragm hole to the restrainer. Take a picture
of the hole and tape measure.
3 Number of restrainers with improper anchor plate
9
372 Seismic Link/Pin Restrainer Units - EA
This element is used to identify link/pin seismic restrainers. When an in-span hinge
separates two structures, the joint, bearing, and seismic restrainers at the hinge will be
documented in the dependant (or supported) structure only. The quantity should equal the
total number of link/pin restrainers on the bridge.
(Report the condition state of each restrainer.)
1 Restrainer is in good condition and will function as designed. Anchor plate nuts have
been checked and are in good condition.
2 Mis-aligned seismic-longitudinal restrainer rods. Anchor plate nuts that are tight, but
that have epoxy running down their bolts or are of varying lengths. The gap between
adjacent longitudinal restrainers varies between inch and inch. Short transverse
pipe restrainer length. Measure the depth of the diaphragm hole to the restrainer. Take
a picture of the hole and tape measure.
3 Improper anchor plate installation. Loose or inadequately bonded
anchor nuts. A repair is warranted if over 25% of the anchor nuts
have more than 2 inches of bolt thread exposed below the nut.
Restrainer gap variation in a series of longitudinal seismic
restrainers is greater than inches (measure and add the two gap
distances on both sides of each restrainer in making your
comparisons). Loose double nuts. Specify the replacement of the
double nuts with (new) nuts having (with) setscrews and the
resetting of the restrainer gaps according to the design tables. The
inspector shall specify the required gaps, according to the bridge
plans, in the repair.

installation. Loose or inadequately bonded anchor nuts.
A repair is warranted if over 25% of the anchor nuts have
more than 2 inches of bolt thread exposed below the nut.
Restrainer gap variation in a series of longitudinal seismic
restrainers is greater than inches (measure and add the
two gap distances on both sides of each restrainer in making
your comparisons). Loose double nuts. Specify the
replacement of the double nuts with (new) nuts having
(with) setscrews and the resetting of the restrainer gaps
according to the design tables. The inspector shall specify
the required gaps, according to the bridge plans, in the repair.
Page 4-60 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
373 Seismic Catcher Block Units - EA
This element is used to identify a catcher block attached to a pier or abutment
installed as part of a seismic retroft. The quantity should equal the total number
of catcher blocks on the bridge.
1. Number of catcher blocks in good condition.
2. Number of catcher blocks with defciencies that need correction.
375 Cathodic Protection Units - EA
This is a smart fag used to identify a cathodic protection system used on a bridge.
The quantity should equal the total number of cathodic protection systems on
the bridge.
1. Code 1 if the cathodic protection system is functioning as designed.
2. Code 1 if the cathodic system is no longer functioning as designed.
376 Concrete Deck Delamination Testing Units - SF
This is a smart fag used to identify the results of concrete deck delamination
testing. For Washington State bridges, the BMS engineer will provide the area of
condition states and 376 notes for this element.
1. Deck area with no delaminations
2. For bridges with an ACP overlay, this is the area of concrete patching before an
overlay was constructed. No action required by the inspector.
3. Deck area with concrete spalling measured in the Materials Lab Deck
Delamination Test.
4. Deck area with concrete delamination measured in a Materials Lab Deck
Delamination Test. This area should be recorded in the Concrete Deck CS4
(or Deck and Concrete Overlay CS4).
380 Unknown Pier Foundations Units - EA
This smart fag is used to identify the number of submerged unknown pier
foundations on a bridge. The unknown status is based on nonexistent foundation
plans for the pier. This is information only and no action is required of the inspector
for this Smart Flag.
1. The number of submerged unknown pier foundations.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-61
February 2010
Bridge Management System
4.12 Expansion Joint BMS
The expansion joint condition states are designed to track the criteria associated
with joint structural failure such as spalling, patches, and other structural problems.
A spall within 1 - 0 of a joint system should be considered a joint spall and not
included with the deck spalling. Spalls next to the joint are a joint defciency rather
than deck deterioration.
Missing or defective joint glands are not considered structural joint failures in the
joint condition states. Some joints are designed to pass water and many joints leak
within days of installation. If the joint seal leakage is causing structural problems
with elements below the joint, this should be noted in the report and a repair should
be recommended. A smart fag or element may be used to track this deterioration in
the future, but it is not included in the joint condition states at this time.
If any portion of a joint falls into a lower condition state, code the entire length of
the joint in the lower condition state. Joints with structural defects are coded in CS2.
Joints that require replacement are tracked in CS3. In general, joints in Condition
State 3 will be programmed for rehabilitation or replacement.
When the entire joint is replaced with a new joint system, change the BMS element
to the new joint type. Do not use more than one BMS element for a joint location,
unless the structure has been widened and there are two joint systems present. Joint
notes should reference specifc joints by pier or span number.
When an in-span hinge separates two structures, the joint, bearing, and seismic
restrainers at the hinge will be documented in the dependant (or supported)
structure only.
Page 4-62 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System


402 Hot Poured and/or Premolded Joint Filler Units - LF
This element defnes a joint in the concrete deck that has been flled with a poured
rubber or hot applied asphalt or has been constructed with premolded joint fller.
Use this element as default for open joints. The quantity should equal the length
measured along the expansion joint.
1. The expansion joint is functioning as designed. Joint may not be perfect with
signs of leakage. The adjacent deck or header is sound.
2. Skewed joint length at each location with D spalls or patches are present
in the header or in the deck within one foot of either side of the joint.
3. Skewed joint length at each location where the deck or headers must be rebuilt
to maintain a reliable roadway surface. As a guideline, more than 25 percent
of the joint length has spalls or patches in the deck or headers adjacent to
the seal.
For truss bridges, joint length at each foorbeam should
1
4.3.1 Simple Expansion Joints
402 Hot Poured and/or Premolded Joint Filler Units - LF
This element defines a joint in the concrete deck that has been filled with a poured rubber or
hot applied asphalt or has been constructed with premolded joint filler. Use this element as
default for open joints. The quantity should equal the length measured along the expansion
joint.
(Report the total length of each joint in the condition state)
1 The expansion joint is functioning as designed. The adjacent deck or header is sound.
2 D spalls or patches are present in headers or deck adjacent to joint.
3 In general, the deck or headers must be rebuilt to maintain a reliable roadway surface or
to maintain seal placement. As a guideline, more than 25 percent of the joint length has
spalls or patches in the deck or headers adjacent to the seal.
For truss bridges, TRUSS PANEL JOINTS at the floor
beams should be coded CS3 where leakage is causing
corrosion of the top flange and/or connections. A repair to
reseal the joints is required.

be coded CS3 where water is corroding the top fange and/or
connections. A repair to reseal the joints is required.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-63
February 2010
Bridge Management System
Element 403 Photo
403 Poured Rubber and Bulb-T
Bridge Management System
Washington State Bridge Inspection Manual Page 4-1
January, 2002
4.07 BMS Element Examples
Expansion Joints
404 - Compression Seal / Concrete
405 - Compression Seal / Polymer
406 - Compression Seal / Steel
Bridge Management System
Washington State Bridge Inspection Manual Page 4-1
January, 2002
4.07 BMS Element Examples
Expansion Joints
404 - Compression Seal / Concrete
405 - Compression Seal / Polymer
406 - Compression Seal / Steel
404 Compression Seal/Concrete Header
Bridge Management System
Washington State Bridge Inspection Manual Page 4-1
January, 2002
4.07 BMS Element Examples
Expansion Joints
404 - Compression Seal / Concrete
405 - Compression Seal / Polymer
406 - Compression Seal / Steel
Bridge Management System
Washington State Bridge Inspection Manual Page 4-1
January, 2002
4.07 BMS Element Examples
Expansion Joints
404 - Compression Seal / Concrete
405 - Compression Seal / Polymer
406 - Compression Seal / Steel 405 Compression Seal/Polymer Header
Bridge Management System
Washington State Bridge Inspection Manual Page 4-1
January, 2002
4.07 BMS Element Examples
Expansion Joints
Header
406 - Compression Seal / Steel
Bridge Management System
Washington State Bridge Inspection Manual Page 4-1
January, 2002
4.07 BMS Element Examples
Expansion Joints
Header
406 - Compression Seal / Steel
406 Compression Seal/Steel Header
Bridge Management System
Page 4-2 Washington State Bridge Inspection Manual
January, 2002
Expansion Joints
407 Steel Angle Header
408 Steel Sliding Plate
409 Steel Sliding Plate w/Raised Bars
410 Steel Fingers
411 Steel Fingers w/Raised Bars
Bridge Management System
Page 4-2 Washington State Bridge Inspection Manual
January, 2002
Expansion Joints
407 Steel Angle Header
408 Steel Sliding Plate
409 Steel Sliding Plate w/Raised Bars
410 Steel Fingers
411 Steel Fingers w/Raised Bars
407 Steel Angle Header
Page 4-64 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
Bridge Management System
Page 4-2 Washington State Bridge Inspection Manual
January, 2002
Expansion Joints
407 Steel Angle Header
408 Steel Sliding Plate
409 Steel Sliding Plate w/Raised Bars
410 Steel Fingers
411 Steel Fingers w/Raised Bars
Bridge Management System
Page 4-2 Washington State Bridge Inspection Manual
January, 2002
Expansion Joints
407 Steel Angle Header
408 Steel Sliding Plate
409 Steel Sliding Plate w/Raised Bars
410 Steel Fingers
411 Steel Fingers w/Raised Bars
408 Steel Sliding Plate
Bridge Management System
Page 4-2 Washington State Bridge Inspection Manual
January, 2002
Expansion Joints
407 Steel Angle Header
408 Steel Sliding Plate
409 Steel Sliding Plate w/Raised Bars
410 Steel Fingers
411 Steel Fingers w/Raised Bars
Bridge Management System
Page 4-2 Washington State Bridge Inspection Manual
January, 2002
Expansion Joints
407 Steel Angle Header
408 Steel Sliding Plate
409 Steel Sliding Plate w/Raised Bars
410 Steel Fingers
411 Steel Fingers w/Raised Bars
409 Steel Sliding Plate w/Raised Bars
Bridge Management System
Page 4-2 Washington State Bridge Inspection Manual
January, 2002
Expansion Joints
407 Steel Angle Header
408 Steel Sliding Plate
409 Steel Sliding Plate w/Raised Bars
410 Steel Fingers
411 Steel Fingers w/Raised Bars
Bridge Management System
Page 4-2 Washington State Bridge Inspection Manual
January, 2002
Expansion Joints
407 Steel Angle Header
408 Steel Sliding Plate
409 Steel Sliding Plate w/Raised Bars
410 Steel Fingers
411 Steel Fingers w/Raised Bars
410 Steel Fingers
Bridge Management System
Page 4-2 Washington State Bridge Inspection Manual
January, 2002
Expansion Joints
407 Steel Angle Header
408 Steel Sliding Plate
409 Steel Sliding Plate w/Raised Bars
410 Steel Fingers
411 Steel Fingers w/Raised Bars
Bridge Management System
Page 4-2 Washington State Bridge Inspection Manual
January, 2002
Expansion Joints
407 Steel Angle Header
408 Steel Sliding Plate
409 Steel Sliding Plate w/Raised Bars
410 Steel Fingers
411 Steel Fingers w/Raised Bars
411 Steel Fingers w/Raised Bars
Bridge Management System
Washington State Bridge Inspection Manual Page 4-3
January, 2002
Expansion Joints
412 Strip Seal-Anchored
413 Strip Seal-Welded
414 Bolt Down Panel - Metal
415 Bolt Down Panel Molded Rubber
416 Assembly Joint Seal (Modular)
Bridge Management System
Washington State Bridge Inspection Manual Page 4-3
January, 2002
Expansion Joints
412 Strip Seal-Anchored
413 Strip Seal-Welded
414 Bolt Down Panel - Metal
415 Bolt Down Panel Molded Rubber
416 Assembly Joint Seal (Modular)
412 Strip Seal-Anchored
Washington State Bridge Inspection Manual M 36-64.02 Page 4-65
February 2010
Bridge Management System
Bridge Management System
Washington State Bridge Inspection Manual Page 4-3
January, 2002
Expansion Joints
412 Strip Seal-Anchored
413 Strip Seal-Welded
414 Bolt Down Panel - Metal
415 Bolt Down Panel Molded Rubber
416 Assembly Joint Seal (Modular)
Bridge Management System
Washington State Bridge Inspection Manual Page 4-3
January, 2002
Expansion Joints
412 Strip Seal-Anchored
413 Strip Seal-Welded
414 Bolt Down Panel - Metal
415 Bolt Down Panel Molded Rubber
416 Assembly Joint Seal (Modular)
413 Strip Seal-Welded
Top Of Conc.
3 Layers Aggregate
and Binder Mixture
Bond Breaker
Backer Rod Plate
Asphaltic Plug
Expansion Joint
Spring
Bolt Down Sliding Plate
Asphalt and Bolt down sliding Plate
Bridge Management System
Washington State Bridge Inspection Manual Page 4-3
January, 2002
Expansion Joints
412 Strip Seal-Anchored
413 Strip Seal-Welded
414 Bolt Down Panel - Metal
415 Bolt Down Panel Molded Rubber
416 Assembly Joint Seal (Modular)
414 Bolt Down Sliding Plate with Springs
Bridge Management System
Washington State Bridge Inspection Manual Page 4-3
January, 2002
Expansion Joints
412 Strip Seal-Anchored
413 Strip Seal-Welded
414 Bolt Down Panel - Metal
415 Bolt Down Panel Molded Rubber
416 Assembly Joint Seal (Modular)
Bridge Management System
Washington State Bridge Inspection Manual Page 4-3
January, 2002
Expansion Joints
412 Strip Seal-Anchored
413 Strip Seal-Welded
414 Bolt Down Panel - Metal
415 Bolt Down Panel Molded Rubber
416 Assembly Joint Seal (Modular)
416 Assembly Joint Seal (Modular)
Bridge Management System
Page 4-4 Washington State Bridge Inspection Manual
January, 2002
Expansion Joints
417 Silicone Rubber Joint Filler
Bearings
310 Elastomeric Bearing
311 Movable (roller, sliding, ect.)
311 Movable (roller, sliding, ect.)
311 Movable (roller, sliding, ect.)
311 Movable (roller, sliding, ect.)
Bridge Management System
Page 4-4 Washington State Bridge Inspection Manual
January, 2002
Expansion Joints
417 Silicone Rubber Joint Filler
Bearings
310 Elastomeric Bearing
311 Movable (roller, sliding, ect.)
311 Movable (roller, sliding, ect.)
311 Movable (roller, sliding, ect.)
311 Movable (roller, sliding, ect.)
417 Silicone Rubber Joint Filler
Elem 419 Steel Angle with
Raised Bars
Elem 419 Steel Angle with
Raised Bars
419 Steel Angle w/Raised Bars
Page 4-66 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
403 Poured Rubber and Bulb-T Units - LF
This element defnes a joint flled with a pourable sealant and a Bulb-T preformed
seal. The quantity should equal the length measured along the expansion joint.
404 Compression Seal/Concrete Header Units - LF
This element defnes a joint with concrete headers formed during the original
construction of the bridge. The joint is flled with a pre-formed compression type
seal. The quantity should equal the length measured along the expansion joint.
405 Compression Seal/Polymer Header Units - LF
This element defnes those joints that have been rehabilitated with a polymer header
and flled with a pre-formed compression type seal. The quantity should equal the
length measured along the expansion joint.
406 Compression Seal/Steel Header Units - LF
This element defnes a joint with steel angle plate headers that have a pre-formed
compression type seal. The quantity should equal the length measured along the
expansion joint.
407 Steel Angle Header Units - LF
This element defnes an open joint with steel angle plate headers. The quantity
should equal the length measured along the expansion joint.
408 Steel Sliding Plate Units - LF
This element defnes a joint with steel sliding plates. The quantity should equal the
length measured along the expansion joint.
409 Steel Sliding Plate w/Raised Bars Units - LF
This element defnes a joint with steel sliding plates and steel raised bars welded
to the plates to accommodate an overlay. The quantity should equal the length
measured along the expansion joint.
410 Steel Fingers Units - LF
This element defnes a joint with open steel fngers. The quantity should equal the
length measured along the expansion joint.
411 Steel Fingers w/Raised Bars Units - LF
This element defnes a joint with bars or plates welded to the steel fnger plates to
accommodate an overlay. The quantity should equal the length measured along the
expansion joint.
412 Strip Seal Anchored Units - LF
This element defnes an expansion joint that uses a neoprene type waterproof
gland with steel extrusion or other system to anchor the gland. The steel extrusion
is anchored into the concrete deck or header. The quantity should equal the length
measured along the expansion joint..
Washington State Bridge Inspection Manual M 36-64.02 Page 4-67
February 2010
Bridge Management System
413 Strip Seal Welded Units - LF
This element defnes an expansion joint that uses a neoprene type waterproof
gland with steel extrusion or other system to anchor the gland. The steel extrusion
is welded to a pre existing steel expansion joint. The quantity should equal the
length measured along the expansion joint.
414 Bolt Down - Sliding Plate w/springs Units - LF
This element defnes a bolted sliding plate expansion joint that uses steel springs.
The quantity should equal the length measured along the expansion joint.
1. The expansion joint is functioning as designed. Joint may not be perfect with
signs of leakage. The adjacent deck or header is sound.
2. Skewed joint length at each location with D spalls or patches present in the
header or in the deck within one foot either side of the joint.
3. Skewed joint length at each location where the deck or headers must be rebuilt
to maintain a reliable roadway surface or to maintain seal placement. As a
guideline, more than 25 percent of the joint length has spalls or patches in the
deck or headers adjacent to the seal.
Steel Materials: Steel components are banging, cracked, loose, broken,
or missing. Steel sections that have been removed and/or replaced with
something else (usually concrete patching) should be CS3.
Bridge Management System
Washington State Bridge Inspection Manual Page 4-3
January, 2002
Expansion Joints
412 Strip Seal-Anchored
413 Strip Seal-Welded
414 Bolt Down Panel - Metal
415 Bolt Down Panel Molded Rubber
416 Assembly Joint Seal (Modular)

Bridge Management System
Washington State Bridge Inspection Manual Page 4-3
January, 2002
Expansion Joints
412 Strip Seal-Anchored
413 Strip Seal-Welded
414 Bolt Down Panel - Metal
415 Bolt Down Panel Molded Rubber
416 Assembly Joint Seal (Modular)
415 Bolt Down Panel Molded Rubber Units - LF
This element defnes an expansion joint that uses a waterproof gland that is held
in place by molded rubber panels that are attached with bolts. The quantity should
equal the length measured along the expansion joint.
1. The expansion joint is functioning as designed. Joint may not be perfect with
signs of leakage. The adjacent deck or header is sound. Molded Rubber panels
are secure and have no defects.
2. Skewed joint length at each location with D spalls or patches present in the
header or in the deck within one foot either side of the joint. Some of the bolts
may be broken but they represent less than 10 percent of the total for that panel.
3. Skewed joint length at each location where more than 10 percent of the bolts
in a panel are missing, loose, or broken. As a guideline, more than 25 percent
of the joint length has spalls or patches in the deck or headers adjacent to
the seal
Page 4-68 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
416 Assembly Joint Seal (Modular) Units - LF
This element defnes a large movement joint that has an assembly mechanism with
multiple neoprene type waterproof glands. The quantity should equal the length
measured along the expansion joint.
417 Silicone Rubber Joint Filler Units - LF
This element defnes an expansion joint that has been repaired with a single or two
component rubber joint fller. The quantity should equal the length measured along
the expansion joint.
1. The expansion joint is functioning as designed. Joint may not be perfect with
signs of leakage. The adjacent deck or header is sound.
2. Skewed joint length at each location with D spalls or patches present in the
header or in the deck within one foot either side of the joint.
3. Skewed joint length at each location where the deck or headers must be rebuilt
to maintain a reliable roadway surface or to maintain seal placement. As a
guideline, more than 25 percent of the joint length has spalls or patches in
the deck or headers adjacent to the seal.
Steel Materials: Steel components are banging, cracked, loose, broken,
or missing. Steel sections that have been removed and/or replaced with
something else (usually concrete patching) should be CS3.
17
4.3.3 Special Condition State Joints
415 Bolt Down Panel Molded Rubber Units - LF
This element defines an expansion joint that uses a waterproof gland that is held in place by
molded rubber panels that are attached with bolts. The quantity should equal the length
measured along the expansion joint.
(Report the total length of each joint in the condition state)
1 There is no leakage at any point along the joint. Molded Rubber panels are secure and
have no defects.
2 Some of the bolts may be broken but they represent less than 10 percent of the total for
that panel. D spalls or patches are present in headers or deck adjacent to joint.
3 Rubber is battered, missing pieces, or in poor condition. More than 10 percent of the
bolts in a panel are missing, loose, or broken. More than 25 percent of the joint length
has spalls or patches in the deck and/or headers adjacent to the seal.
418 Asphalt Plug Units - LF
This element defines an expansion joint that has been replaced with an asphalt plug system.
The quantity should equal the length measured along the expansion joint.
(Report the total length of each joint in the condition state)
1 The expansion joint is functioning as designed. Joint may not be perfect with signs of
leakage. The adjacent deck or header is sound.
2 Rutting in the joint is minor. D spalls or patches are present in the joint, or in deck
adjacent to joint.
3 Asphalt material in the joint has significant rutting, bulging or is missing.

Washington State Bridge Inspection Manual Page 4-15
January 2002
Bridge Management System (BMS)
417 Silicone Rubber Joint Filler
418 Asphalt Plug
Bearings


417 Silicone Rubber Joint Filler

418 Asphalt Plug




310 Elastomeric Bearing





310 Elastomeric Bearing
311 Movable (roller, sliding, ect.)
311 Movable (roller, sliding, ect.)
418 Asphalt Plug Units - LF
This element defnes an expansion joint that has been replaced with an asphalt plug
system. The quantity should equal the length measured along the expansion joint.
1. The expansion joint is functioning as designed. Joint may not be perfect with
signs of leakage. The adjacent deck or header is sound.
2. Skewed joint length at each location with rutting in the joint is minor. D spalls
or patches are present in the joint, or in deck adjacent to joint.
3. Skewed joint length at each location where the asphalt material in the joint
has signifcant rutting, bulging or is missing. As a guideline, more than
25 percent of the joint length has spalls or patches in the deck or headers
adjacent to the seal.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-69
February 2010
Bridge Management System
419 Steel Angle w/Raised Bars Units - LF
This element defnes a joint with steel angles and steel raised bars welded to the
angles to accommodate an overlay. The quantity should equal the length measured
along the expansion joint.
1. The expansion joint is functioning as designed. Joint may not be perfect with
signs of leakage. The adjacent deck or header is sound.
2. Skewed joint length at each location with D spalls or patches present in the
header or in the deck within one foot either side of the joint.
3. Skewed joint length at each location where the deck or headers must be rebuilt
to maintain a reliable roadway surface or to maintain seal placement. As a
guideline, more than 25 percent of the joint length has spalls or patches in the
deck or headers adjacent to the seal.
Steel Materials: Steel components are banging, cracked, loose, broken,
or missing. Steel sections that have been removed and/or replaced with
something else (usually concrete patching) should be CS3.
420 Joint Paved Over Flag Units - LF
This element typically identifes steel joint systems that have been paved over with
an HMA overlay and is causing a problem. When this fag is used, a cost for joint
work will be included in the next paving contract to correct the problem. Since
the joint can not be inspected, the joint element condition states should remain
unchanged (and so noted). The Total quantity will be the sum total length of all joint
systems on the bridge.
1. Skewed joint length at each location that is paved over, but rehabilitation is not
required.
2. Skewed joint length at each location that requires rehabilitation. A photo
is helpful to determine the type of rehabilitation.
Page 4-70 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
4.13 Movable Bridges
501 Movable Bridge Steel Tower Units - LF
This element defnes the structural steel columns and members used to support
a counter weight of a vertical lift span. The total quantity is the total of the
supporting column lengths.
1. Defects are superfcial and have no effect on the structural capacity of
the element.
2. Tower column length with repairs such as: bolts or rivets have been replaced;
cracks that have been drilled or plated.
3. Tower column length with structural defects. The defects do not signifcantly
affect structural capacity. Defciencies do not warrant analysis, but may
require repairs.
4. Tower column length affected by damage in signifcant locations or quantity
and has reduced the structural capacity of the column or the tower. Structural
analysis is warranted or has determined repairs are essential to restore the
full capacity of the element. Structural defciencies are not limited to impact
damage, corrosion, a crack in primary load path member or in the attachment
welded to primary member. Retain the quantity of the element reported in CS4
if the element is repainted but not repaired.
4.14 Other Bridge Elements
705 Bridge Luminaire Pole and Base Units - EA
Thiselementisdefnedbyalightpoleandanchorsystemattachedtoabridge.
It does not include the mast arm or other types of lights that may be attached
to the bridge. The condition states describe the structural condition of the pole,
anchor bolts, and support. Region maintenance may need to be contacted prior
to inspection in order to remove bolt covers or otherwise provide access for
inspection. The total element quantity should equal the number of luminaire
poles attached to the bridge.
1. There are no signifcant structural defects in the pole or support, and
the grout pad is solid. Poles or supports that have been replaced are coded
in this condition state.
2. Number of poles where structural inspection requires special equipment
to access.
3. Number of poles with structural defects. The defects do not signifcantly
affect the structural capacity.
4. Number of poles affected by damage in signifcant locations or quantity
and has reduced structural capacity. Structural analysis is warranted or
has determined repairs are essential to restore the full capacity of the element.
Visual inspection indicates a base plate that is not supported by leveling nuts.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-71
February 2010
Bridge Management System
WSDOT categorizes overlays in to two different types. The frst type, ACP and
Thin Overlay, is a deck protection system intended to prolong the life of the deck
and wearing surface. The second type, Concrete Overlay, is intended to rehabilitate
the deck and provide a new deck wearing surface.
ACP Overlays (BMS 800) can generally be identifed in the feld; the membrane
below it cannot (BMS 801). Thin overlays may be identifed in the feld if the
system has failed and chunks are missing. Deterioration of the ACP and thin
overlays is not generally associated with the deterioration of the deck. The ACP
may be replaced several times without exposing the concrete deck. Therefore,
the condition states for the deck and overlay elements are independent and
DIFFERENT. Spalls and delaminations are repaired (patched) on WSDOT bridges
before placing the overlay. If the area of patching is known, this should be noted
and recorded in the Deck element as CS2. If a new BST has been applied to an ACP
surface, then the overlay element CS2 and CS3 are equal to zero.
800 Asphalt Concrete (AC) Overlay Units - SF
This element defnes an Asphalt Concrete (AC) bridge deck overlay, with or without
a Bituminous Surface Treatment (BST). The quantity should equal the overlays
width times the length.
801 Asphalt Concrete (AC) Overlay with Units - SF
WaterproofngMembrane
This element defnes an asphaltic concrete with waterproofng membrane bridge
deck overlay. The quantity should equal the overlays width times the length.
802 Thin Polymer Overlay Units - SF
This defnes a thin polymer bridge deck overlay that is less than or equal to
0.5 inches in thickness (i.e., epoxy, methyl-methacrylate, etc.). The quantity
should equal the overlays width times the length.
1. Defects are superfcial. The deck surfaces have no spalls/delaminations
or previous repairs. The deck surfaces may have cracking.
2. Total area of overlay patches.
3. Total area of overlay spalls or potholes. Thin Polymer Overlays (802) may
have visible delaminations and should be considered as spalls and coded
in CS3.
Page 4-72 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
Concrete Overlay elements are diffcult to discern in the feld and are identifed
in special provisions or Plans. When constructing modifed concrete overlays, the
material removed by the deck preparation (spalls and delams) is replaced with the
overlay material. WSDOT considers this construction deck rehabilitation; or in
other words, the concrete overlay and deck are monolithic. Therefore, CS2 and
CS3 for the deck and concrete overlay will be the SAME. All defects noted in the
concrete overlay (SF) apply to the deck. It is not uncommon to have the overlay
break up when there is a problem in the deck below it.
803 ModifedConcreteOverlay Units-SF
This defnes a rigid modifed concrete bridge deck overlay that is normally
1.5 inches or greater in thickness (i.e. Latex (LMC), Microsilica (MMC), Fly Ash
(FMC) etc.). The quantity should equal the overlays width times the length.
804 Polyester Concrete Overlay Units - SF
This defnes a rigid polyester concrete bridge deck overlay that is normally
0.75 inches in thickness. The quantity should equal the overlays width times
the length.
1. Defects are superfcial. The deck surfaces have no spalls/delaminations
or previous repairs. The deck surfaces may have hairline cracks or rock pockets.
2. Concrete overlay area with repairs or patches. Do not include the rare cases of
rutting that has been flled with patching material.
3. Concrete overlay area with spalling.
4. If the results of deck delamination testing are available from Element 376,
include the delaminated area in this CS4.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-73
February 2010
Bridge Management System
4.15 Bridge Deck Overlays
805 AC Over a Polymer Overlay Units - SF
This defnes an asphaltic concrete applied over a thin polymer bridge deck overlay
(i.e., epoxy, methyl-methacyrlate, etc.). The quantity should equal the overlays
width times the length.
1. Defects are superfcial. The deck surfaces have no spalls/delaminations
or previous repairs. The deck surfaces may have cracking.
2. ACP overlay area with patches.
3. ACP overlay area with spalls or potholes.
806 BST on Concrete (Chip Seal) Units - SF
This defnes a Bituminous Surface Treatment (BST), or commonly known as a
chip seal, mistakenly applied directly on a concrete deck. This severely limits the
inspection of the deck. Code the area of BST covering the concrete deck in CS1.
4.16 Protective Coatings
WSDOT inspectors must not change paint elements for state bridges. Inspectors will
be notifed with a sticky note if the bridge has been repainted.
Steel Paint Area
The steel paint area is equal to the surface area of the steel members in the bridge.
An estimate of the steel paint area may be made if bridge plans are not available
but the steel tonnage is known. The following table provides an approximate
conversion factor:
Bridge Type Square Feet Per Ton
Rolled or Plate Girder 110
Truss 160
901 Red Lead Alkyd Paint System Units - SF
This paint protection system is a 3-coat alkyd system incorporating lead based paint.
Use this paint element as a default if the paint was installed prior to 1991.
902 Inorganic Zinc/Vinyl Paint System Units - SF
This paint protection system consists of an inorganic zinc silicate shop applied
primer system and a vinyl is paint applied after erection, cleaning, and spot priming.
903 Inorganic Zinc/Urethane Paint System Units - SF
This paint protection system consists of a inorganic zinc silicate shop applied
primer system and an epoxy, aliphatic urethane paint system applied after erection,
cleaning, and spot priming. This paint system is used on new WSDOT steel bridges.
Page 4-74 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
904 Organic Zinc/Urethane Paint System Units - SF
This paint protection system is a 3-coat system incorporating an organic zinc primer,
an epoxy second coat and a moisture cured urethane topcoat. Use this paint element
as a default if the paint was installed after 1991.
905 Coal Tar Epoxy Paint System Units - SF
This paint protection system incorporates a coal tar epoxy based product.
1. The paint system is sound and functioning as intended to protect the metal
surface.
2. Paint system area with chalking, peeling, curling
9
909 Zinc Primer Units - SF
This paint protection system consists of a zinc silicate shop applied primer system.
(Report the SF of painted steel in each corresponding condition state.)
1 The paint system is sound and functioning as intended to protect the metal surface.
2 Area of the paint system that is chalking, peeling, curling or
showing other early evidence of paint system distress, but
there is no exposure of metal.
3 Area of the paint system that is no longer effective. The
metal substrate is exposed.
906 Metalizing Units - SF
This protection system consists of a sprayed coating of zinc or zinc/aluminum.
907 Galvanizing Units - SF
This protection system consists of zinc applied to steel in a variety of spray-on methods.
908 Epoxy Paint for Weathering Steel Units - SF
This protection system consists of a clear epoxy coating applied to weathering steel to
prevent excessive corrosion.
(Report SF of painted steel in each corresponding condition state.)
1 Area of the protection system that is sound and functioning as intended to protect the
metal surface.
2 Area of the protection system that does not seem to be performing adequately.
Corrosion of the substrate metal is occurring.

or showing other early evidence of paint system distress,
but there is no exposure of metal.
3. Paint system area that is no longer effective.
9
909 Zinc Primer Units - SF
This paint protection system consists of a zinc silicate shop applied primer system.
(Report the SF of painted steel in each corresponding condition state.)
1 The paint system is sound and functioning as intended to protect the metal surface.
2 Area of the paint system that is chalking, peeling, curling or
showing other early evidence of paint system distress, but
there is no exposure of metal.
3 Area of the paint system that is no longer effective. The
metal substrate is exposed.
906 Metalizing Units - SF
This protection system consists of a sprayed coating of zinc or zinc/aluminum.
907 Galvanizing Units - SF
This protection system consists of zinc applied to steel in a variety of spray-on methods.
908 Epoxy Paint for Weathering Steel Units - SF
This protection system consists of a clear epoxy coating applied to weathering steel to
prevent excessive corrosion.
(Report SF of painted steel in each corresponding condition state.)
1 Area of the protection system that is sound and functioning as intended to protect the
metal surface.
2 Area of the protection system that does not seem to be performing adequately.
Corrosion of the substrate metal is occurring.

The metal substrate is exposed.
906 Metalizing Units - SF
This protection system consists of a sprayed coating of zinc or zinc/aluminum.
907 Galvanizing Units - SF
This protection system consists of zinc applied to steel in a variety of spray-on
methods.
908 Epoxy Paint for Weathering Steel Units - SF
This protection system consists of a clear epoxy coating applied to weathering steel
to prevent excessive corrosion.
1. Protection system area that is sound and functioning as intended to protect the
metal surface.
2. Protection system area with corrosion of the substrate metal.
Washington State Bridge Inspection Manual M 36-64.02 Page 4-75
February 2010
Bridge Management System
909 Zinc Primer Units - SF
This paint protection system consists of a zinc silicate shop applied primer system.
1. The paint system is sound and functioning as intended to protect the metal
surface.
2. Protection system area with chalking, peeling,
9
909 Zinc Primer Units - SF
This paint protection system consists of a zinc silicate shop applied primer system.
(Report the SF of painted steel in each corresponding condition state.)
1 The paint system is sound and functioning as intended to protect the metal surface.
2 Area of the paint system that is chalking, peeling, curling or
showing other early evidence of paint system distress, but
there is no exposure of metal.
3 Area of the paint system that is no longer effective. The
metal substrate is exposed.
906 Metalizing Units - SF
This protection system consists of a sprayed coating of zinc or zinc/aluminum.
907 Galvanizing Units - SF
This protection system consists of zinc applied to steel in a variety of spray-on methods.
908 Epoxy Paint for Weathering Steel Units - SF
This protection system consists of a clear epoxy coating applied to weathering steel to
prevent excessive corrosion.
(Report SF of painted steel in each corresponding condition state.)
1 Area of the protection system that is sound and functioning as intended to protect the
metal surface.
2 Area of the protection system that does not seem to be performing adequately.
Corrosion of the substrate metal is occurring.

curling or showing other early evidence of paint system
distress, but there is no exposure of metal.
3. Protection system area that is no longer
9
909 Zinc Primer Units - SF
This paint protection system consists of a zinc silicate shop applied primer system.
(Report the SF of painted steel in each corresponding condition state.)
1 The paint system is sound and functioning as intended to protect the metal surface.
2 Area of the paint system that is chalking, peeling, curling or
showing other early evidence of paint system distress, but
there is no exposure of metal.
3 Area of the paint system that is no longer effective. The
metal substrate is exposed.
906 Metalizing Units - SF
This protection system consists of a sprayed coating of zinc or zinc/aluminum.
907 Galvanizing Units - SF
This protection system consists of zinc applied to steel in a variety of spray-on methods.
908 Epoxy Paint for Weathering Steel Units - SF
This protection system consists of a clear epoxy coating applied to weathering steel to
prevent excessive corrosion.
(Report SF of painted steel in each corresponding condition state.)
1 Area of the protection system that is sound and functioning as intended to protect the
metal surface.
2 Area of the protection system that does not seem to be performing adequately.
Corrosion of the substrate metal is occurring.

effective. The metal substrate is exposed.
910 Weathering Steel Patina Units - SF
This protection system consists of a chemical compound formed on the surface of
weathering steel elements and is called the patina. When exposed to the atmosphere,
weathering steel develops a patina, which seals and protects the steel from further
corrosion. This oxide flm is actually an intended layer of surface rust, which
protects the member from further corrosion and loss of material thickness. The
patina acts like a paint system to protect the steel. The color is an indicator of
the condition of the patina may vary from orange to dark brown or purple-brown.
1. Weathering steel color is yellow orange to light brown.
9
910 Weathering Steel Patina Units - SF
Weathering Steel Patina (Units SF) This protection system consists of a chemical
compound formed on the surface of weathering steel elements and is called the patina.
When exposed to the atmosphere, weathering steel develops a patina, which seals and
protects the steel from further corrosion. This oxide film is actually an intended layer of
surface rust, which protects the member from further corrosion and loss of material
thickness. The patina acts like a paint system to protect the steel. The color is an indicator
of the condition of the patina may vary from orange to dark brown or purple-brown.
(Report the SF of steel in each corresponding condition state.)
1 Weathering steel color is yellow orange to light brown.
Some areas may not have rust. Patina has a dusty to granular
texture.
2 Area chocolate brown or purple brown in color (boldly
exposed) and in good condition. The patina is tightly
adhered, capable of withstanding hammering or vigorous
wire brushing. The patina system is sound and functioning
to protect the metal surface.
3 Area black in color indicating non-protective patina. Area
that remains damp for long periods of time due to rain,
condensation, leaky joints, traffic spray or other source of
moisture. Area where debris has accumulated on a
horizontal surface and the steel is continuously wet. Area
with a texture of large granules (greater than 1/8 diameter);
flaking (greater than 1/4 diameter) or laminar rusting in thin
sheets.

Some areas may not have rust. Patina has a dusty to
granular texture.
2 Weathering steel area that is chocolate brown or purple
9
910 Weathering Steel Patina Units - SF
Weathering Steel Patina (Units SF) This protection system consists of a chemical
compound formed on the surface of weathering steel elements and is called the patina.
When exposed to the atmosphere, weathering steel develops a patina, which seals and
protects the steel from further corrosion. This oxide film is actually an intended layer of
surface rust, which protects the member from further corrosion and loss of material
thickness. The patina acts like a paint system to protect the steel. The color is an indicator
of the condition of the patina may vary from orange to dark brown or purple-brown.
(Report the SF of steel in each corresponding condition state.)
1 Weathering steel color is yellow orange to light brown.
Some areas may not have rust. Patina has a dusty to granular
texture.
2 Area chocolate brown or purple brown in color (boldly
exposed) and in good condition. The patina is tightly
adhered, capable of withstanding hammering or vigorous
wire brushing. The patina system is sound and functioning
to protect the metal surface.
3 Area black in color indicating non-protective patina. Area
that remains damp for long periods of time due to rain,
condensation, leaky joints, traffic spray or other source of
moisture. Area where debris has accumulated on a
horizontal surface and the steel is continuously wet. Area
with a texture of large granules (greater than 1/8 diameter);
flaking (greater than 1/4 diameter) or laminar rusting in thin
sheets.

brown in color (boldly exposed) and in good condition.
The patina is tightly adhered, capable of withstanding
hammering or vigorous wire brushing. The patina system
is sound and functioning to protect the metal surface.
3. Weathering steel area that is black in color indicating
9
910 Weathering Steel Patina Units - SF
Weathering Steel Patina (Units SF) This protection system consists of a chemical
compound formed on the surface of weathering steel elements and is called the patina.
When exposed to the atmosphere, weathering steel develops a patina, which seals and
protects the steel from further corrosion. This oxide film is actually an intended layer of
surface rust, which protects the member from further corrosion and loss of material
thickness. The patina acts like a paint system to protect the steel. The color is an indicator
of the condition of the patina may vary from orange to dark brown or purple-brown.
(Report the SF of steel in each corresponding condition state.)
1 Weathering steel color is yellow orange to light brown.
Some areas may not have rust. Patina has a dusty to granular
texture.
2 Area chocolate brown or purple brown in color (boldly
exposed) and in good condition. The patina is tightly
adhered, capable of withstanding hammering or vigorous
wire brushing. The patina system is sound and functioning
to protect the metal surface.
3 Area black in color indicating non-protective patina. Area
that remains damp for long periods of time due to rain,
condensation, leaky joints, traffic spray or other source of
moisture. Area where debris has accumulated on a
horizontal surface and the steel is continuously wet. Area
with a texture of large granules (greater than 1/8 diameter);
flaking (greater than 1/4 diameter) or laminar rusting in thin
sheets.

non-protective patina. Area that remains damp for long
periods of time due to rain, condensation, leaky joints,
traffc spray or other source of moisture. Area where debris
has accumulated on a horizontal surface and the steel
is continuously wet. Area with a texture of large granules
(greater than diameter); faking (greater than diameter)
or laminar rusting in thin sheets.
Page 4-76 Washington State Bridge Inspection Manual M 36-64.02
February 2010
Bridge Management System
Washington State Bridge Inspection Manual Page 5-1
December 2006
Bridge Analysis
Chapter 5 Bridge Analysis
5.01 General
The National Bridge Inspection Standards (NBIS) require a load rating be calculated
for each bridge. This chapter defnes the requirements/condition changes for
revising the load rating of a structure (FHWA Item 88). For references regarding the
load rating calculations, see Washington State Department of Transportation Bridge
Design Manual, Chapter 13, AASHTO Manual for Condition Evaluation of Bridges
and the 1989 AASHTO Guide Specifcations for Strength Evaluation of Existing
Steel and Concrete Bridges.
The National Bridge Inspection Standards (NBIS) also requires a scour evaluation
be completed for each bridge over water. See FHWA HEC 18 Evaluating Scour at
Bridges.
The load rating calculations and scour evaluations are a permanent part of the bridge
fle and are to be updated when the condition of the bridge changes. All load rating
calculations shall be stamped, signed, and dated by a registered professional
engineer.
The suffciency rating (SR) section of this chapter defnes structurally defcient
SD and functionally obsolete bridges. The SR is calculated by the Washington
State Department of Transportation Bridge Preservation Offce for all NBIS
eligible structures.
Page 5-2 Washington State Bridge Inspection Manual
December 2006
Bridge Analysis
Washington State Bridge Inspection Manual Page 5-3
December 2006
Bridge Analysis
5.02 Bridge Load Rating Revision Criteria
WSBIS element WB76, item 88, Revise (change this to review) Rating should
be coded as Y when one of the one or more of the following items apply:
1. The Superstructure and X-beams/ Floor-beams Elements State condition
changes from either State 1 and State 2 to State 3, or from State 3 to State 4.
2. The approach condition (NBI Element 681) code is 3. One option is to call
for a high priority repair to provide a smooth transition at the approaches
to the superstructure.
3. The deck has potholes on the surface or at the joints. An option is to call
for a high priority repair to patch the potholes in the deck or at the joints.
4. The thickness of the overlay has increased.
5. The railing is replaced with a heavier traffc barrier.
6. New utilities such as water main or sewer line have been installed on the
structure.
7. The number of striped lanes has increased on 2 line superstructure members
such as trusses or 2-line girder bridge, and box girder bridges.
Add a catch-all statement to cover general conditions
When a defciency is observed in the feld such as rot pockets in timber or section
loss in a steel member, the inspector should provide the following items to assist
in providing accurate rating factors:
1. The description shell thickness shall state whether the thickness is all around the
member or on one side, where possible, location, and approximate size length.
2. Section loss in steel members should include, if possible, the effective section
thickness, location of the section loss and length.
It is of great beneft to provide as accurate information as possible instead of
estimates. Posting or restricting a bridge is greatly dependent on this information.
Page 5-4 Washington State Bridge Inspection Manual
December 2006
Bridge Analysis
Washington State Bridge Inspection Manual Page 5-5
December 2006
Bridge Analysis
5.03 ScourEvaluation
All bridges crossing waterways are required by the NBIS to have a scour evaluation.
A scour evaluation is done to identify the susceptibility of erosion of streambed
material and the degree of foundation element stability. The evaluation should
include as-built foundation details, current condition of the foundation, stream
bed cross section profle, and stream fow rates. Scour evaluations are site
specifc and additional information may be required to do an accurate analysis.
As the bridge foundation condition changes and/or the stream bed characteristics
change, the scour criticality will have to be reanalyzed. Upon determining a bridge
is scour critical, the agency needs to develop a plan of action to monitor, mitigate,
or close the bridge. In particular, monitoring the structural performance of the
bridge, as necessary, during and after food events. For additional information,
contact the WSDOT Bridge Scour Engineer or the Bridge Engineer for Local
Agencies.
A. Determining Susceptibility to Scour
(Add links to Fed info somewhere this section)
Each bridges susceptibility to scour damage must be determined to be either:
1. Stable for calculated scour conditions (scour code 8, 7, 5, 4).
2. Scour critical (scour code 3, 2, 1, 0).
3. Scour risk cannot be determined due to unknown foundations (scour code U).
4. Tidal water that has not been evaluated for scour, but considered low risk (scour
code T).
The results of the scour analysis is to be recorded in scour (WB76 - 80) on the
WSBIS Inventory Coding Form. Upon completion of all scour evaluation, there
should not be any bridges with a code 6. The completed scour evaluations,
information required to do the evaluation, and the best mitigation option for this
bridge are to be incorporated into the permanent bridge fle for the bridge.
See FHWA HEC 18 Evaluating Scour at Bridges.
B. Action Plans for Scour Critical Bridges
For each bridge that has been determined to be scour critical, a written plan of
action shall be developed to identify the appropriate measures necessary to make
the bridge less vulnerable to damage or failure due to scour. A plan of action has
three primary components:
1. Development and implementation of a monitoring program.
2. Timely installation of temporary scour countermeasures (e.g., riprap).
3. Schedule construction of appropriate permanent scour countermeasure.
Each action plan should address each of these components and explain why the
preferred actions were chosen.
Page 5-6 Washington State Bridge Inspection Manual
December 2006
Bridge Analysis
Monitoring
It is very important that all scour critical bridges be monitored during and after food
events. The action plan should include specifc instructions to bridge inspectors
or maintenance workers on what to look for, at what locations, and methods of
inspection to use. Guidance should also be included as to when a bridge should
be closed to traffc. Agencies should also develop and inform appropriate personnel
of bridge closure procedures. The intensity of the monitoring effort is related to
the risk of scour hazard, as determined from the scour evaluation. Some of the
items to consider when developing the monitoring plan include:
Amount of existing rotational movement or settlement of substructure units
Degree of streambed degradation, aggradation, or lateral movement
Recommended procedures and equipment for taking measurements of
streambed elevations (rods, probes, weights, portable sonic equipment, etc.)
Instructions for inspecting existing countermeasures such as riprap, dikes,
barbs, mats, etc.
Guidance on maximum permissible scour depths, food fows, water surface
elevations, etc. beyond which the bridge should be closed to traffc
Instructions for checking the operation of fxed scour monitoring devices
Reporting procedures for conditions that warrant bridge closure. Establish
the chain of command with authority to close bridges.
Forms and procedures for documenting inspection results and instructions
regarding follow-up actions when necessary
Temporary Countermeasures
Temporary countermeasures provide a degree of protection for scour critical
bridges. They may prevent damage for most fows, but are sacrifcial, low-cost
treatments that help insure the safety of a bridge during food events. Use of such
measures may postpone the need to close a bridge during high fows. Temporary
countermeasures, such as riprap, should not be viewed as an alternative to
monitoring, but rather as a supplement.
Permanent Countermeasures
Permanent countermeasures are engineered to make a bridge safe from damage
due to scour. A variety of methods exist including channel improvements, structural
strengthening or underpinning, drop structures, relief bridges or constructing
additional spans. These types of fxes would eliminate the bridge from being scour
critical, but are more costly. Agencies prioritize permanent countermeasures to
address the most critical needs as funds permit.
Washington State Bridge Inspection Manual Page 5-7
December 2006
Bridge Analysis
C. Recording Bridge Scour Information
The completed bridge scour evaluation shall include the resulting WB76 - 80
scour code, the information required to do the evaluations, and the written
action plan to mitigate scour risk. The evaluation is to be incorporated into
the permanent bridge fle for the bridge. Any changes to bridge inventory data
should be accomplished promptly after the evaluation, or feld review, are complete.
Monitoring information or schedule should be communicated to all affected parties.
WSBIS data felds that relate to bridge hydraulics and/or scour are:
WB76-62 Waterway Adequacy Appraisal
WB76-76 Substructure Condition
WB76-77 Channel Protection
WB76-79 Pier/Abutment Protection
WB76-80 Scour
WB76-83 Pier Protection
WB78-32 Water Type
WB78-33 Flood Plain Intrusion
WB78-34 Flood Control
WB78-35 Scour History
WB78-36 Streambed Material Type
WB78-37 Substructure Stability
WB78-38 Waterway Obstruction
WB78-39 Streambed Stability
WB78-40 Streambed Anabranch
WB78-41 Piers in Water
Page 5-8 Washington State Bridge Inspection Manual
December 2006
Bridge Analysis
Washington State Bridge Inspection Manual Page 5-9
December 2006
Bridge Analysis
5.06 Bridge Suffciency Rating
The suffciency rating (SR) is the basis for establishing eligibility and priority
for replacement or rehabilitation of bridges with Federal Highway Bridge
Replacement and Rehabilitation Program (HBRRP) funds. The suffciency rating
is a numeric value which indicates a bridges relative ability to serve its intended
purpose. The value ranges from 100 to 0. The suffciency rating is the summation
of four calculated values: Structural Adequacy and Safety, Serviceability and
Functional Obsolescence, Essentiality for Public Use, and Special Reductions.
The suffciency rating is generated automatically in WSBIS other bridge
management software. There are two types of defcient bridges structurally
defcient (SD) and functionally obsolete (FO). A structurally defcient bridge,
as defned by the FHWA, is one whose condition or design has impacted its ability
to adequately carry its intended traffc loads. A functionally obsolete bridge is
one in which the deck geometry, load carrying capacity, clearance, or approach
roadway alignment has reduced its ability to adequately meet the traffc needs
below accepted design standards. Those bridges meeting the criteria for both
SD and FO are only considered SD, the structural defciency overrides the
functional obsolescence and the bridge will be considered in the SD classifcation.
In general, the lower the suffciency rating, the higher the priority for rehabilitation
or replacement. To qualify for replacement, a bridge must have a suffciency rating
of less than 50.0 and be structurally defcient or functionally obsolete. To be eligible
for rehabilitation, a bridge must have a SR of 80.0 or less and be structurally
defcient or functionally obsolete. The bridges must be greater than ten years old.
(Leave supporting info and charts in)
Washington State Bridge Inspection Manual Page 6-1
December 2006
Special Reports Damage and Repairs
Chapter 6 Special Reports Damage and Repairs
6.01 General
The purpose of this chapter is to provide consistent procedures for reporting
and following up on damage and repair of bridges. Recommendations for repair
resulting from bridge inspections range from preventive maintenance that will
preserve the life of the structure from more rapid deterioration, to routine repairs
that correct minor problems, to critical repairs that must be undertaken immediately
to restore service or safeguard the public. The ability to identify and track bridge
repair needs and to follow the status of repairs is a vital element of a quality
bridge management program. Bridge program managers rely on accurate, timely
information provided by concise reports and thorough procedures. The following
sections outline both the reports to use and procedures to follow for various types
of damage and maintenance needs.
6.02 Critical Damage - Bridge Repair Report
When a bridge inspection identifes a signifcant structural problem requiring
an emergency load restriction, lane closure, bridge closure, or if a bridge has
failed, a Critical Damage - Bridge Repair Report (CDBRR) must be completed
(see fowchart Figure 6.02-A). The purpose of this report is to provide added
visibility and attention to these critical repair recommendations and to ensure all
recommendations are acted upon quickly and diligently. Each bridge owner is
required to establish a tracking system for each CDBRR, showing dates, actions
taken, and current status of bridge. This follow-up system provides bridge managers
with an oversight tool to aid in the resolution of all identifed critical defciencies.
The Federal Highway Administration (FHWA) Division Offce will periodically
review the reports and the tracking system to verify the needed repairs were
promptly reported and the recommended repairs were completed within a
reasonable period of time. FHWA may also conduct feld checks to verify that
critical repair work was accomplished.
The following describes the criteria and procedures for completing a CDBRR.
This report can be flled out electronically or flled out manually on a preprinted
form (see Figure 6.02-B).
A Critical Damage - Bridge Repair Report must be completed when:
A bridge fails, or
An inspection results in temporary lane or bridge closure due to structural
problems, or
An inspection results in the temporary load posting of the bridge until repairs
can be accomplished.
The Bridge Preservation Engineer (for State bridges) or the WSDOT Local
Agency Bridge Engineer for (for Local Agency bridges) is to be notifed by
phone or e mail within one working day of identifying the problem. Any
time the recommended repairs cannot be accomplished immediately, the
Washington State Bridge Inventory System (WSBIS) Inventory Coding Form
should be updated and submitted to ensure that the data accurately refects
the bridges current condition and status.
Page 6-2 Washington State Bridge Inspection Manual
December 2006
Special Reports Damage and Repairs
Special Reports Damage and Repairs
Page 7-2 Washington State Bridge Inspection Manual
January 2002
Field Inspection Procedure
Figure 7.02-A
Field Inspection Procedure
Figure 7.02-A
Washington State Bridge Inspection Manual Page 6-3
December 2006
Special Reports Damage and Repairs
Initiating Repair Report and Follow-up Procedures
Once the defciencies have been identifed, complete the post-inspection/pre-repair
portions of the CDBRR (see Figure 6.02-B).
Include the following information:
Describe Defciency (Describe the extent of the defciency, apparent probable
cause, and any actions taken to safeguard the traveling public until the
recommended repairs can be made.)
Describe Recommended Repair (Indicate the repairs required to correct the
defciencies noted.)
File a copy of the original CDBRR in the bridge fle, send a copy of the report
to the Bridge Preservation Engineer (for State bridges), or the WSDOT Local
Agency Bridge Engineer (for local agency bridges), and enter this information
in the follow-up tracking system, all within three (3) days after identifying
the critical damage. The Bridge Preservation Engineer or the WSDOT Local
Agency Bridge Engineer will then forward a copy of this report to the FHWA
Division Bridge Engineer.
After Completing Repairs
Within one month after completion of the recommended repairs, the post
repair portion of the CDBRR is to be completed and submitted.
The following felds should be flled in on the report:
Describe Work Done (Describe what repair work was done to correct the
problem; attach any appropriate photos.)
Date of Completion (Date when the actual repairs were complete and
restrictions were removed.)
The Bridge Manager who completes the CDBRR may be relying on reports and
photos from those who have actually done the work. This is understandable and
justifed, recognizing that those who actually perform the work may not be the
same person responsible for the bridge inspection and reporting. The purpose of
the CDBRR is to provide accountability, as well as accurate, timely information,
hence the requirement for submission of the report upon immediate completion of
the work. However, it is still good practice to have trained bridge inspectors feld
verify that all the repairs are complete and satisfactory. This follow-up verifcation
inspection is to be conducted within six months of completion of the required work.
File a copy of the updated report in the bridge fle, send a copy to the Bridge
Preservation Engineer (for State bridges), or the WSDOT Local Agency
Bridge Engineer (for Local Agency bridges), and update the follow-up tracking
system. The Bridge Preservation Engineer or the WSDOT Local Agency Bridge
Engineer will then forward a copy of this report to the FHWA Division Bridge
Engineer. Update and resubmit the WSBIS data as necessary.
A blank copy of the CDBRR can be found at the end of this chapter.
Page 6-4 Washington State Bridge Inspection Manual
DRAFT 10/4/2006
Critical Damage - Bridge Repair Report
Figure 7.02-B
DOT Form 140-151 EF
6/98
Critical Damage - Bridge Repair Report
Agency Name Bridge Name
Structure Identifier Bridge Number Bridge Location (Longitude/Latitude)
Clark County CCRR Undercross - Old Hwy 99
08523200 20141 Lat. 45 39 51 ; Long 122 39 53
Inspector (Print Name) Inspectors ID Number Inspection Date
Describe Deficiency
Describe Recommended Repair
Anticipated Date of Completion Submitted By (Print Name) Date Submitted
Describe Work Done
Date of Completion Submitted By (Print Name) Date
B1176 January 4, 1999
Portions of lower 3/4 cover plate were gouged out from the bottom of the steel girder near the third point
of the railroad bridge.
At this time the bridge is closed until the effects of the damage can be assessed.
Photos sent January 6, 1999.
Undetermined at this time. Plans of the existing bridge are being shipped from Burlington Northern RR.
May either remove and replace the damaged steel, or span over the damaged steel with additional steel. The
latter method will reduce road clearance even more.
Because of the existence of 20 of concrete on the floor of the bridge, a single layer of steel could not be
replaced. Half of the rivets could not be reached.
We spanned the damaged area, on the outer half of the flange, with 8 of 3/4 thick steel. An 8 width was
placed on the top half of the flange with a 10 width of steel placed on the lower portion. All rivets on the
outside of the flange were replaced with bolts along the length of the new steel.
Photos sent January 15, 1999.
January 20, 1999 Arlen Clark January 6, 1999
Arlen Clark January 16, 1999 January 15, 1999
Arlen Clark
Charge Code
Washington State Bridge Inspection Manual Page 6-5
December 2006
Special Reports Damage and Repairs
6.03 Routine Bridge Repairs
When a bridge inspection identifes a routine structural or non-structural defciency,
i.e., any defciency that is not identifed in Section 6.02, Critical Damage - Bridge
Repair Report, a repair note describing the defciency and recommended repair
should be written in the bridge inspection report.
These repair notes should include:
Priority for the repair
Date when the repair was frst noted
Accurate description of the repair required
Proper identifcation of repair location
Photograph(s) of the damaged area
The priority of the required repair establishes the urgency at which the repair shall
take place. The priority may evolve into a more urgent priority if repairs are not
completed.
The Washington State Department of Transportation (WSDOT) has established
the following priority system. The WSDOT priority system is presented here as an
example of a priority system and to provide local agencies with an explanation of
the priority codes used by WSDOT Bridge Inspectors on high cost bridge inspection
reports or other local agency bridge inspections performed by WSDOT bridge
inspectors.
Priority 1
A Priority 1 repair describes a defciency to a primary bridge element that could
cause a major impact to the bridge such as load restrictions. This type of defciency
may lead to more extensive and costly structural repairs if not completed as soon
as possible.
Priority 1 is the highest priority assigned to a routine type repair which left
uncompleted, could turn into an urgent or emergency repair during next inspection.
These repairs are top priority to ensure:
Public Safety
Reliability of the Transportation System
Protection of Public Investments
Maintenance of Legal Federal Mandates
On occasion, the inspection frequency (WB76 - 32) may need adjustment to ensure
that conditions since the previous inspection have not deteriorated to urgent or
emergency status, that safety of the traveling public has not become compromised,
and that inspectors may verify that repairs have been done in a timely manner.
Additionally, the Rating Revision fag (WB76 - 88) may require a Y to reexamine
the bridge for load carrying capability.
WB76 - 32 < 12 Inspection Frequency
WB76 - 88 = Y Revise Rating
WB76 - 89 = Y Repair Flag
Page 6-6 Washington State Bridge Inspection Manual
December 2006
Special Reports Damage and Repairs
Priority 2
A Priority 2 repair describes a minor to moderate defciency to a primary bridge
element or a major defciency to a secondary bridge element. This type of defciency
would not cause major impact to the level of service of the bridge or compromise
safety. But, this type of defciency may lead to more extensive and costly structural
repairs if not completed in a relatively timely manner.
Priority 2 is different from Priority 1 in that a Priority 2 defciency does not
immediately jeopardize:
Public Safety
Reliable Transportation System
Protection of Public Investments
Maintenance of Legal Federal Mandates
A Priority 2 repair would not generally be cause for a reduction in inspection
frequency or a reexamination of a bridges load rating.
WB76 - 89 = Y Repair Flag
Priority 3
A Priority 3 repair is generally a minor nonstructural or Housekeeping type
of repair that could evolve into a higher priority if not corrected.
WB76 - 89 = Y Repair Flag
Priority 4
A Priority 4 indicates there is a situation on the bridge that requires no immediate
repair action, except for careful monitoring of affected elements. A Priority 4 could
change to a Priority 1 or 2 depending on time or conditions that allow the elements
performance to worsen. The inspection frequency may be adjusted so that inspectors
will be sure to closely watch the condition of the element. It is important to provide
suffcient information at each inspection to identify changes in condition or to verify
that there has been no change in condition. In some cases, it may be advisable to
provide information for future inspection teams to be able to determine when repair
action does become necessary.
WB76 - 89 = Y Repair Flag
WB76 - 32 = __ Inspection Frequency (Decreased due to the nature or
severity of the condition and the potential for becoming
a higher priority repair.)
Priority V Vertical Clearance
This indicates that the bridge has restrictive overhead clearance for vehicular traffc
and that no signing or improper signing is in place. Vertical clearance signs are
required for measured clearances less than 15-3 and WSDOT policy is to post
at a height 3 less than measured. Measured clearances less than 14-0 require
advanced restrictive height warning signs.
Washington State Bridge Inspection Manual Page 6-7
December 2006
Special Reports Damage and Repairs
Priority S Scour Repair
This indicates that the bridge site needs to be evaluated for scour mitigation. A
description of the condition of concern must be provided in the inspection notes.
Repair actions to correct the condition should be included in the repair description.
The State scour engineer or the agencys hydraulic engineer will review and may
revise the recommended repair and will change the S to a priority 1, 2, 4, or may
deactivate the repair altogether after careful review of the bridge site. A note by the
hydraulic expert should be added to the inspection report detailing their fndings.
Engineering scour mitigation requires the engineer to work closely with
environmental agencies to develop the best corrective action plan for all.
Erosion caused by runoff from the bridge is not considered a scour repair.
Priority L Load Rating
This indicates that the bridge has questionable load ratings or that the ratings
are not indicative of the bridges actual performance.
The Revise Rating fag should be turned on if any of the following has occurred:
1. NBI Superstructure condition code (WB76 - 71) drops below a 6 and every
time it drops after that.
2. NBI Approach Roadway code (WB76 - 81) drops to a 3. This indicates
that the bridge is experiencing more impact.
3. The thickness of ACP or overlay increases.
4. The traffc barriers are replaced with a heavier barrier.
WB76 - 88 = Y Revise Rating
Priority R Railroad Repair
WSDOT conducts limited scope (non-structural and non-mandated) safety
inspections of railroad owned bridges that cross over state-owned highways. The
typical safety inspection frequency is 72 months. The Priority R repair indicates
that a railroad owned bridge crossing over a public highway has a condition that
could pose a hazard to the motoring public, such as ballast falling onto the roadway.
The repair description should include some indication of the relative urgency
of the recommended repair. The inspecting highway agency (WSDOT or local
agency) must ensure that all such repair recommendations are communicated to
the appropriate department/individual at the correct railroad. For higher priority
conditions, consider reducing the inspection frequency.
WB76 - 89 = N Repair Flag
WB76 - 32 = ___ Inspection Frequency
Priority U Utility Repair
This indicates that there is a defciency with a utility (not owned by the bridge
owner) mounted to the bridge. The inspecting highway agency (WSDOT or local
agency) should ensure that all such repair recommendations are communicated to
the appropriate department/individual at the correct utility. If the defciency poses a
safety risk to the traveling public or to bridge inspection and maintenance crews, or
Page 6-8 Washington State Bridge Inspection Manual
December 2006
Special Reports Damage and Repairs
if the defciency is creating a problem for the structural integrity of the bridge, then
the repair recommendations must be communicated to the appropriate department/
individual at the correct utility.
Priority J Roadway Repair
This indicates that there is a non-bridge related defciency in the roadway approach
to a bridge.
Priority N Notes Non-Structural
The notes that would be entered under this priority would identify information that
was missing or in error. This information is, for the most case, provided by WSDOT
inspectors for Local Agency use.
WB76 - 89 = N Repair Flag
6.04 Maintenance - Bridge Repair Report
The repair notes from the inspection reports for WSDOT owned bridges are
entered into the Bridge Repair List (a State document), which can be viewed on
the homepage of the WSDOT website. This list is updated twice a year. WSDOT
maintenance crews review the list and schedule the work to complete the bridge
repairs. When a repair is completed, the maintenance crew sends a Maintenance
- Bridge Repair Report (MBRR), DOT Form 542-506, to the Bridge Manager.
The MBRR documents the completed repair. The MBRR is typically submitted
electronically via the WSDOT website, but may be sent in via mail. If submitted
electronically, the program inserts a maintenance date for that repair into the
database. If mailed, the Bridge Manager will enter the maintenance date in the
database. This will automatically remove the repair from the printed Bridge Repair
List, however, the repair will still appear in the Bridge Inspection Report (BIR).
The MBRR of the completed repair will be kept in the appropriate Bridge Letter
fle; thus maintaining a history of all repairs associated with a particular bridge. The
MBRR is a State document, but it is recommended that Local Agencies utilize this
report if they do not have a bridge repair documentation process in place.
During the next inspection of the bridge, the completed repairs, once verifed by
the inspectors, shall be noted as such on the BIR by addition of a verifed date.
The repairs that have been verifed will not show up again on the printed BIR.
Note: Both verifed and unverifed repairs will continue to appear on the BIR when
viewed in the Bridge laptop 98 program.
A blank copy of the Maintenance - Bridge Repair Report, including an example of a
Local Agency version, can be found at the end of this chapter.
Forms
Critical Damage - Bridge Repair Report
Maintenance - Bridge Repair Report
Local Agency Sample Bridge Repair Form
Washington State Bridge Inspection Manual Page 6-9
DRAFT 10/4/2006
DOT Form 140-151 EF
Revised 11/2001
Critical Damage Bridge Repair Report
Agency Name Bridge Name
Structure Identifier Bridge Number Bridge Location
Inspectors Initials Inspectors ID Number Inspection Date
Describe Deficiency
Describe Recommended Repair
Date Work To Be Finished By Submitted By Date Submitted
Describe Work Done
Date Work Finished Submitted By Date
Page 6-10 Washington State Bridge Inspection Manual
DRAFT 10/4/2006
DOT Form 542-506 EF
Revised 12/01
Maintenance - Bridge Repair Report
Bridge Number Bridge Name
To:
Origin of Repairs
From the Bridge Repair List
From
From Report by Consultant
Memorandum
Econ-O-Gram
Letter
Other (Phone, E-mail, etc.)
Natural Disaster Vehicle Damage Other From an Emergency Caused By
Repair Number Priority Dated
From Dated
Dated
Load Restrictions Due to the Damage
Repair Photos
Yes
No
Completed Repairs
Contract Number
Bridge Maintenance
Regional Maintenance - Superintendent's Office
Project Engineer Office
Types of Materials Used - Suppliers
Repair Remarks and Details
For Bridge Owner Use Only
Taken Out of the Bridge Repair List
Note Added to the Last Inspection Report
Bridge Restriction Removed After Repair
Date Initials
Date Initials
Date Initials
From:
Region or Agency
Form Completed By Date
Completed Repair Date:
Mile Post Location (C.S.)
Did Bridge and Structures
Provide the Repair Details?
Yes
No
Structure ID (SID)
(Bridge Preservation or Agency Engineer)
Washington State Bridge Inspection Manual Page 6-11
DRAFT 10/4/2006
Paul D. Bennett, P.E., Director
411 North Ruby Street, Suite 1 TEL (509) 962-7523
Ellensburg, WA 98926 FAX (509) 962-7663
KITTITAS COUNTY
DEPARTMENT OF PUBLIC WORKS
BRIDGE REPAIR FORM
BRIDGE NAME BRIDGE NUMBER
BRIDGE LOCATION
DEFICIENCY
RECOMMENDED REPAIR
SUBMITTED BY:
DATE:
DESCRIBE WORK COMPLETED





DATE WORK FINISHED: SUBMITTED BY:
VERIFIED BY DATE:
Washington State Bridge Inspection Manual Page 7-1
December 2006
Chapter 7 Short Span Bridges
7.01 General
Short span bridges have an opening of 20 feet or less. This is measured along the
center of the roadway between undercopings of abutments, spring lines of arches,
or extreme ends of openings for multiple boxes. Short span bridges may also
include multiple pipes, but the clear distance between openings must be less
than half of the smaller contiguous opening.
Short span bridges are not eligible for federal replacement funding, nor are they
generally reported in the National Bridge Inventory (NBI). However, certain short
span bridges located on the STRAHNET (defense highways), must be inspected,
inventoried, and reported to the NBI. Bridges meeting one of the following criteria
must be inspected and reported:
1. Curb-to-curb deck width less than one-fourth of the approach roadway width, or
2. Minimum vertical clearance less than 18 feet, or
3. Operating rating less than an HS-10 loading.
Even for those short span bridges which are not required to be reported to the
NBI, there remains concern about their deterioration and performance. Therefore,
it is recommended that agencies inspect short span bridges. The frequency of the
inspections for these bridges will be at the discretion of the inspection agency.
7.02 Criteria
In addition to the required inspection of STRAHNET short span bridges, short
span inspections are recommended for the following short span bridges provided
the depth of fll (if present) is less than half the span opening and:
Timber with a span from 4 feet through 20 feet (Appendix A and B).
Single span concrete or steel with a span from 6 feet through 20 feet
(Appendix A and B).
Multiple span with a total length from 8 feet through 20 feet (Appendix C).
Steel corrugated pipes with an opening greater than 8 feet.
Multiple pipes with out to out dimension from 10 feet to 20 feet (See
Chapter 3 - Figure WB73-40B for span length stance defnitions).
The previous criteria is presented as a guideline and is not intended to replace sound
engineering judgment. When in doubt, a conservative approach should be taken.
Page 7-2 Washington State Bridge Inspection Manual
December 2006
A. Short Span Bridges Inspected
If the short span bridge is inspected, agencies should follow these guidelines
on reporting:
1. Fill in all applicable felds, but in particular all fatal felds (see Chapter 2) listed
on the Washington State Bridge Inventory System (WSBIS) Inventory coding
form. The bridge number should be unique for short span bridges.
2. Take deck and elevation photographs (label and date).
3. Fill out the Bridge Scour Evaluation form (if applicable).
4. Complete a Bridge Inspection Report.
5. Determine the frequency of inspection needed. Suggested maximum frequency
is 72 months. Recommended frequencies are as follows:
a) 12 months -Timber with red/yellow tags, any other material in poor
condition needing monitoring, Scour issues, load posting etc.
b) 24 months - All other timber structures, Any other material that has
elements in CS3
c) 48 months - Steel or concrete structures in good condition
d) 72 months -Concrete structures in good condition
6. Submit the data through normal procedures.
B. Short Span Bridges Not Inspected
If the short span bridge is not inspected, the following are some guidelines
to follow:
1. WSDOT Inspectors should note the milepost, type of bridge, features
carried, features intercepted, take elevation and deck photographs,
and notify maintenance personnel that future inspections of the bridge
are their responsibility.
2. Local Agency Inspectors need to determine whether any future inspection
of the bridge is necessary and coordinate with their maintenance personnel.
7.03 Inspections
The inspection procedures for the short span bridges are the same as the National
Bridge Inspection Standards (NBIS) bridges (see Chapter 3).
An underwater inspection is performed on short span bridges with structural
elements underwater. If the inspector is unable to assess the condition of the
elements either visually or by probing, a diver must conduct the underwater
inspection. This inspection determines the structural condition and adequacy
of the short span bridges underwater elements.
Short Span Bridges
Washington State Bridge Inspection Manual Page 7-3
December 2006
7.04 Bridge Files
The minimum information maintained in the bridge fle includes:
1. Inventory data, including location maps.
2. Completed inspection forms.
3. A sketch of the bridge showing dimensions and depth of fll (barrel length
should be taken as one pass distance, regardless of the number of barrels).
4. Deck and elevation photographs (labeled and dated).
5. Scour Evaluation Form (if applicable).
6. Correspondence.
7.05 Reporting
Following the inspection procedures used on NBIS bridges insures uniformity of
reporting. State-owned bridges are added to the WSDOT Bridge List while local
agency bridges are added to their own local inventories.
After the bridges are inspected, the procedures for creating and updating the
WSBIS inventory are followed.
Short Span Bridges
Washington State Bridge Inspection Manual Page 7-A-1
December 2006
Appendix 7-A Bridge with Fill on Deck
Short Span Inspections are recommended and performed by WSDOT Bridge
Preservation Offce when the following criteria are met:
1. Depth of fll must be less than D/2 (where D = Maximum opening distance).
2. CONCRETE Structures: Opening of 6 feet or more.
STEEL Structures: Opening of 6 feet or more.
TIMBER Structures: Opening of 4 feet or more.
Washington State Bridge Inspection Manual Page 7-B-1
December 2006
Appendix 7-B Bridge with No Fill on Deck
Short Span Inspections are recommended and performed by WSDOT Bridge
Preservation Offce when the following criteria are met:
1. CONCRETE Structures: Opening of 6 feet or more.
STEEL Structures: Opening of 6 feet or more.
TIMBER Structures: Opening of 4 feet or more.
Washington State Bridge Inspection Manual Page 7-C-1
December 2006
Appendix 7-C Culvert with Fill on Deck
Shot Span Inspections are recommended and performed by WSDOT Bridge
Preservation Offce when the following criteria are met:
1. Depth of fll must be less the D/2 (where D = total opening).
2. Total Opening of 8 feet or more.
Miscellaneous