Washington State

Bridge Inspection
Manual
M 36-64.07
January 2017

Bridge Preservation Office/Local Programs

Americans with Disabilities Act (ADA) Information
Materials can be made available in an alternate format by emailing the WSDOT Diversity/ADA
Compliance Team at [email protected] or by calling toll free, 855-362-4ADA (4232).
Persons who are deaf or hard of hearing may make a request by calling the Washington State
Relayat711.

Title VI Notice to the Public

It is Washington State Department of Transportation (WSDOT) policy to ensure noperson
shall, on the grounds of race, color, national origin, or sex, as provided by Title VI ofthe Civil
Rights Act of 1964, be excluded from participation in, be denied the benefits of, orbe otherwise
discriminated against under any of its federally funded programs and activities. Anyperson who
believes his/her Title VI protection has been violated may file a complaint with WSDOTs Office
of Equal Opportunity (OEO). For Title VI complaint forms and advice, pleasecontact OEOs
Title VI Coordinator at 360-705-7082 or 509-324-6018.

To get the latest information on WSDOT publications, sign up for individual email updates at
www.wsdot.wa.gov/publications/manuals.

Washington State Department of Transportation

Bridge Preservation Office
PO Box 47340
Olympia, WA 98504-7340
www.wsdot.wa.gov/eesc/bridge/
 Foreword
The Washington State Bridge Inspection Manual (WSBIM) is published jointly by
the Bridge and Structures and the Local Programs offices of the Washington State
Department of Transportation (WSDOT). This manual is the primary source of
information and guidance for those who inspect bridges subject to the National Bridge
Inspection Standards (NBIS), the National Tunnel Inspection Standards (NTIS) and
managed by state and local agencies within WashingtonState.
This publication is the official source for all information relevant to Washington States
compliance with the NBIS, the National Bridge Inventory, the NTIS, the National
Tunnel Inventory, and the Washington State Bridge Inventory. It is also the official
source of information for the inspection of bridges* and selected structures on state
right of way that are not subject to the NBIS, and for the recordkeeping requirements
for these bridges and selected structures in theWashington State Bridge Inventory.
The WSBIM is managed by the Bridge Inspection Committee composed of individuals
listed in this document. Suggestions for improvement and updating the manual are
always welcome. All questions and comments regarding this manual will be reviewed
by this committee and incorporated into subsequent revisions as appropriate.

Approved: Approved:

________________________________ _________________________________
Harvey Coffman, P.E, S.E. Debbie Lehmann, P.E.
WSDOT Bridge Preservation Engineer/ FHWA Washington Division Bridge Engineer
Statewide Program Manager

*Bridge(s) is intended to mean all reportable structures which includes bridges, culverts and tunnels.

Washington State Bridge Inspection Manual M 36-64.07 Page iii

January 2017
Foreword

Bridge Inspection Committee Members

Jody Bywater, P.E. Roman Peralta, Co-Chair, P.E.
Quality Assurance Engineer Local Programs Bridge Engineer
WSDOT Bridge Preservation WSDOT LocalPrograms
PO Box 47341 PO Box 47390
Olympia, WA 98504-7341 Olympia, WA 98504-7390
[email protected] [email protected]
360-570-2530 360-705-7870
George Comstock P.E. Glen Scroggins, Co-Chair, P.E., S.E.
Coding & Appraisal Engineer Bridge Preservation Supervisor
WSDOT Bridge Preservation WSDOT Bridge Preservation
PO Box 47341 PO Box 47341
Olympia, WA 98504-7341 Olympia, WA 98504-7341
[email protected] [email protected]
360-570-2540 360-570-2557
Bruce Thill, P.E. Debbie Lehmann, P.E.
Bridge Asset Manager WA Division Bridge Engineer
WSDOT Bridge and Structures FHWA
PO Box 47340 711 South Capitol Way
Olympia, WA 98504-7340 Olympia, WA 98501
[email protected] [email protected]
360-705-7393 360-753-9482

WSBIM Contributors
Mohamad Al-Salman, P.E.
Heath Bright
Dave Bruce, P.E.
Greg Seipel, P.E.
Spencer Hand
Duane Stone, P.E.
Larry Veden
Craig Yasuda, P.E.

Page iv Washington State Bridge Inspection Manual M 36-64.07

January 2017
 Comment Request Form

Date:

From: Phone:
Email:

To: Bridge Preservation Engineer

Washington State Department of Transportation
PO Box 47340
Olympia, WA 98504-7340

Subject: Bridge Inspection Manual Comment

Recommendation for Improvement:

Washington State Bridge Inspection Manual M 36-64.04 Page v

November 2014
Comment Request Form

Page vi Washington State Bridge Inspection Manual M 36-64.04

November 2014
 Contents
Chapter 1 Bridge Inspection Organization Requirements . . . . . . . . . . . . . . . . . . . . . 1-1
1.01 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.02 Description of Bridge Inspection Organization . . . . . . . . . . . . . . . . . . . . . . . 1-4
1.03 Bridge Inspection Programs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
1.04 Bridge Inspection Organization Roles and Responsibilities . . . . . . . . . . . . . . 1-6
1.05 Bridge/Tunnel Inspection Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
1.06 Bridge Inspection Certification Probation, Suspension, Decertification
andReinstatement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
1.07 Appendices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11
Appendix 1.07-A WSDOT Bridge/Tunnel Inspector Experience and
TrainingRecord Form . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.07-A-1
Appendix 1.07-B Continuing Education Course List . . . . . . . . . . . . . . . . . . 1.07-B-1
Appendix 1.07-C SPM Delegation Letter . . . . . . . . . . . . . . . . . . . . . . . . . . 1.07-C-1
Appendix 1.07-D DPM Delegation Letter . . . . . . . . . . . . . . . . . . . . . . . . . . 1.07-D-1

Chapter 2 Bridge Files and Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

2.01 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.02 Maintaining Bridge Files and Documentation . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2.03 Maintaining a State Bridge Inventory WSBIS . . . . . . . . . . . . . . . . . . . . . . . 2-5
2.04 FHWA Data Submittal Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
2.05 Responding to FHWA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
2.06 Appendices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
Appendix 2.06-A WSDOT BPO Floor Plan with File Locations . . . . . . . . . 2.06-A-1
Appendix 2.06-B Record Change Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.06-B-1
Appendix 2.06-C Washington State Bridge Inventory System
Coding Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.06-C-1
Appendix 2.06-D Local Agency Bridge Inventory Coding Guide . . . . . . . . 2.06-D-1
Appendix 2.06-E WSDOT BMS to NBE Translation . . . . . . . . . . . . . . . . . 2.06-E-1
Appendix 2.06-F Border Bridge Information . . . . . . . . . . . . . . . . . . . . . . . 2.06-F-1
Appendix 2.06-G Sufficiency Rating Calculation . . . . . . . . . . . . . . . . . . . . 2.06-G-1
Appendix 2.06-H WSDOT/FHWA Communication Protocol Flowchart . . . 2.06-H-1

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Contents

Chapter 3 Inspections and Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

3.01 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3.02 Inspection Types and Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
3.03 Bridge Inspection Orientation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
3.04 Policy and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33
3.05 Forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43
3.06 Appendices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-95
Appendix 3.06-A1 Short Span Bridge With Fill on Deck . . . . . . . . . . . . . . 3.06-A1-1
Appendix 3.06-A2 Short Span Bridge With No Fill on Deck . . . . . . . . . . . 3.06-A2-1
Appendix 3.06-A3 Short Span Culvert With Fill on Deck . . . . . . . . . . . . . . 3.06-A3-1
Appendix 3.06-B UBIT Inspections and Procedures . . . . . . . . . . . . . . . . . . 3.06-B-1
Appendix 3.06-C FHWA Letter for Routine Extended Frequency
Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.06-C-1
Appendix 3.06-D FHWA Letter for Bridge Special Feature Inspections . . . 3.06-D-1

Chapter 4 WSDOT Bridge Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1

List of WSDOT Elements by Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
List of WSDOT Elements by Subject . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
4.01 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
4.02 Bridge Decks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
4.03 Superstructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20
4.04 Substructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
4.05 Culverts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-61
4.06 Sidewalk and Supports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-63
4.07 Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-65
4.08 Bridge Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-67
4.09 Bridge Rail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-68
4.10 Pedestrian Rail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-69
4.11 Smart Flags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-70
4.12 Seismic Restrainers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-73
4.13 Expansion Joint Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-77
4.14 Movable Bridges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-87
4.15 Other Bridge Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-88
4.16 WSDOT Bridge Deck Overlay Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-90
4.17 Protective Coatings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-95

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 Contents

Chapter 5 Load Rating and Scour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1

5.01 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5.02 Bridge Load Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5.03 Scour Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
5.04 Appendices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
Appendix 5.04-A WSDOT Scour Summary Sheet Instructions . . . . . . . . . . 5.04-A-1
Appendix 5.04-B WSDOT Plan of Action Template . . . . . . . . . . . . . . . . . . 5.06-B-1
Appendix 5.04-C Instructions for Completing WSDOT Plan of Action . . . 5.04-C-1
Appendix 5.04-D FHWA Plan of Action Template . . . . . . . . . . . . . . . . . . . . 5.04-D-1
Appendix 5.04-E Instructions for Completing FHWA Plan of Action . . . . . 5.04-E-1

Chapter 6 Damage and Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1

6.01 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
6.02 Critical Damage Bridge Repair Report (CDBRR) . . . . . . . . . . . . . . . . . . . . . 6-1
6.03 Other Damage Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
6.04 Bridge Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
6.05 Maintenance Bridge Repair Report (MBRR) . . . . . . . . . . . . . . . . . . . . . . 6-16
6.06 Forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17

Chapter 7 Quality Control/Quality Assurance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1

7.01 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
7.02 WSDOT Bridge Preservation Office Quality Control Program . . . . . . . . . . . 7-3
7.03 Coding and Appraisal Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
7.04 Risk Reduction Unit (Load Rating) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
7.05 Risk Reduction Unit (Scour Group) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
7.06 Regional and Special Structures Inspection Units . . . . . . . . . . . . . . . . . . . . . 7-9
7.07 Underwater Inspection Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
7.08 WSDOT Bridge Preservation Office Quality Assurance Program . . . . . . . . 7-12
7.09 WSDOT LP Quality Control/Quality Assurance Program . . . . . . . . . . . . . . 7-15
7.10 WSDOT LP Quality Control Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
7.11 WSDOT LP Quality Assurance Program . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
7.12 Appendices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
Appendix 7.12-A Bridge Letter File Contents for State Bridges . . . . . . . . . 7.12-A-1
Appendix 7.12-B Flowchart for Tracking New Bridges . . . . . . . . . . . . . . . 7.12-B-1
Appendix 7.12-C WSBIS Fields Maintained With Other WSDOT
DatabaseSourceInformation . . . . . . . . . . . . . . . . . . . . . . 7.12-C-1
Appendix 7.12-D Bridge Preservation Office Lead Approval Criteria . . . . . 7.12-D-1
Appendix 7.12-E Bridge Preservation Office Quality Control Review
TrackingForm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.12-E-1

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Contents

Appendix 7.12-F Bridge Preservation Office Quality Control Report

ReviewTracking Form . . . . . . . . . . . . . . . . . . . . . . . . . . 7.12-F-1
Appendix 7.12-G Bridge Preservation Office Quality Control Field
Review Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.12-G-1
Appendix 7.12-H Bridge Preservation Office Quality Assurance Bridge
SelectionProcess . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.12-H-1
Appendix 7.12-I Bridge Preservation Office Field Review . . . . . . . . . . . . . 7.12-I-1
Appendix 7.12-J LP Quality Assurance Deficiencies . . . . . . . . . . . . . . . . . 7.12-J-1

Chapter 8 Electrical and Mechanical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1

8.01 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
8.02 Description of Complex Bridges and Tunnels . . . . . . . . . . . . . . . . . . . . . . . . 8-2
8.03 Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
8.04 Complex Bridge and Tunnel QC/QA Program . . . . . . . . . . . . . . . . . . . . . . . . 8-6
8.05 Tunnel Inspection Duties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
8.06 Complex Bridge and Tunnel Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
8.07 Bridge Damage/Emergency Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
8.08 Plans, Specifications and Estimates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
8.09 Appendices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9
Appendix 8.09-A BPO Memo for Blue Ribbon Inspection Schedule
Alteration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.09-A-1
Appendix 8.09-B Guideline for Writing Electrical and Mechanical
InspectionReports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.09-B-1
Appendix 8.09-C Numerical Rating Condition Description . . . . . . . . . . . . 8.09-C-1
Appendix 8.09-D Continued Certification of Complex Bridge
InspectionPersonnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.09-D-1
Appendix 8.09-E Complex Bridge and Tunnel Inspection List . . . . . . . . . . 8.09-E-1
Appendix 8.09-F Operations, Inspections, and Maintenance Manual List . 8.09-F-1

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 Contents

Chapter 9 Tunnels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1

9.01 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
9.02 Description of Tunnel Inspection Organization . . . . . . . . . . . . . . . . . . . . . . . 9-2
9.03 Tunnel Inspection Programs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
9.04 Tunnel Inspection Organization Roles andResponsibilities . . . . . . . . . . . . . 9-2
9.05 Tunnel Inspection Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
9.06 Tunnel Inspection Certification Probation, Suspension, Decertification
andReinstatement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
9.07 Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
9.08 Tunnel Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
9.09 Tunnel QC/QA Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
9.10 Tunnel Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
9.10 Appendices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
Appendix 9.10-A Tunnel BMS Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.10-A-1
Appendix 9.10-B WSDOT Tunnel Listing . . . . . . . . . . . . . . . . . . . . . . . . . . 9.10-B-1
Appendix 9.10-C WSDOT / NTI Tunnel Inventory Codes . . . . . . . . . . . . . 9.10-C-1

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Page xii Washington State Bridge Inspection Manual M 36-64.07

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 Introduction

Purpose
The Washington State Bridge Inspection Manual (WSBIM) has been developed
toprovide specific guidance, offer needed technical details, and serve as an
information source to both state and local agency staff related to and involved
withbridge inspections within the state of Washington. The intent of this manual is
toserve as an operations manual for the collection, processing and reporting of bridge
inspectioninformation.
The WSBIM consists of nine chapters. Chapters 1 3 explain the responsibilities
within the bridge inspection organization, provide guidance to the structure of the
Washington State Bridge Inventory System (WSBIS), and it further explains the
types of inspections and the reports required to meet the federal mandate outlined in
the Code of Federal Regulations. Chapter 4 describes the Washington State Bridge
Management System (BMS) and defines the element level inspection used by both
state and local agency bridge inspectors. Chapters 5 7 provide more detailed
information to the inspector in regard to load ratings, scour, damage/repair reporting,
and quality control/quality assurance. Chapter 8, currently written as a stand-alone
chapter, covers the aspects of mechanical and electrical inspections of moveable
structures. Chapter 9 is a new addition to the manual in 2017 and integrates the
operation of tunnel inspections into the overall inspection program.

References
Bridge inspection staff may also refer to the most current editions of the following:
Bridge Inspectors Reference Manual (BIRM), Publication No. FHWA NHI 12-049
The Manual for Bridge Evaluation (MBE), 2nd Edition, AASHTO
The Manual for Bridge Element Inspection, 1st Edition, AASHTO
Evaluating Scour at Bridges, Hydraulic Engineering Circular (HEC) No. 18,
5thEdition, FHWA
Stream Stability at Highway Structures, Hydraulic Engineering Circular (HEC)
No.20, 4th Edition, FHWA
Bridge scour and stream instability countermeasures, Hydraulic Engineering
Circular No. 23, 3rd Edition, FHWA
Title 23 CFR 650 Subchapter C National Bridge Inspection Standards
Title 23 CFR 650 Subchapter E National Tunnel Inspection Standards
Title 23 CFR 500 Subchapter F Transportation Infrastructure Officials
Recording and Coding Guide for the Structure Inventory and Appraisal
of the Nations Bridges, Report No. FHWA-PD-96-001, December 1995,
FHWAavailableat www.fhwa.dot.gov/bridge/mtguide.pdf.

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Introduction

Transportation Engineering Technology Highway Design Program Detail

Manual, 5th Edition, NICET (Requirements for NICET certification) available
atwww.nicet.org/default/assets/File/hwydes.pdf.
Bridge Design Manual (BDM) M 23-50, WSDOT
Transportation Structures Preservation Manual M 23-11, WSDOT
Local Agency Guidelines (LAG) M 36-63, WSDOT
Bridge List M 23-09, WSDOT
Moveable Bridge Inspection, Evaluation, and Maintenance Manual, 1st Edition,
AASHTO
Dive Safety Manual, WSDOT (currently an internal BPO Manual)

Revisions
The WSBIM is a dynamic document that is updated periodically to incorporate
revisions based on new requirements from the Federal Highway Administration
(FHWA), as well as newly adopted practices by either state or local agencies within
the state. We encourage the user to submit to the Bridge Inspection Committee any
proposed revisions or new material, byusing the Comment Request Form provided.
In the event of conflicting information or requirements between the WSBIM and NBIS,
the NBIS will govern. Agencies are not relieved of the responsibility of complying
with the NBIS even when a conflict exists. If a conflict is discovered, notify the
WSDOT Bridge Preservation Supervisor or the Local Agency Bridge Engineer.

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Chapter 1 Bridge Inspection Organization Requirements

1.01 General
The National Bridge Inspection Standards (NBIS) are published in the Code
ofFederalRegulations, 23 CFR 650, Subpart C. The NBIS sets the national standard
for the proper safety inspection and evaluation of bridges and it applies to all structures
defined as reportable structures located on all public roads.
The National Tunnel Inspection Standards (NTIS) are published in the Code of
FederalRegulations, 23 CFR 650, Subpart E. The NTIS sets the national standard
forthe proper safety inspection and evaluation of all highway tunnels on all public
roads, onand off Federal-aid highways, including tribally and federally owned tunnels.
Washington States bridge* inspection organization is required to meet the NBIS,
NTIS, and functions under the authority of the Federal Highway Administration
(FHWA) and state law. Washington States bridge inspection organization, however,
is only responsible for state and local agency-owned bridges and tunnels. Federally-
owned bridges are inventoried and managed by federal agencies. Privately-owned
highway bridges are not included in this requirement, although WSDOT encourages
private bridge owners to inspect and maintain their bridges in conformance with the
NBIS, NTIS, and this manual. There is an openinvitation for private bridge owners
tosubmit bridge records to the Washington State Bridge Inventory System (WSBIS).
A. Definitions
BEISt Bridge Engineering Information System. The WSDOT internal website
thatholds electronic bridge files.
Bridge All reportable structures that include bridges, culverts, and tunnels.
Seealsodefinition of Reportable Structure below.
BridgeWorks The software application that is used to record, process and report
bridge inspections and which updates data in the inventory databases.
Bridge Condition Inspection Training (BCIT) A comprehensive ten day training
course offered by WSDOT based on the 2012 FHWA Bridge Inspectors Reference
Manual (BIRM). The BCIT is an FHWA accepted equivalent to the course offered
by the National Highway Institute (NHI), entitled Safety Inspection of In-Service
Bridges with a course code of FHWA-NHI-130055.
Bridge File A file containing historic and current information about a bridge,
andmeeting the intent of Chapter 2 of the AASHTO Manual for Bridge Evaluation.
Bridge Inspection The act to assess the structural condition and collect pertinent
data while on site of in-service bridges.
Bridge Inspection Certification A process by which a Program manager, Team
Leader and Underwater Bridge Inspection Diver is certified in the state of Washington
to perform bridge inspections. See Section 1.05.

*Bridge(s) is intended to mean all reportable structures which include bridges, culverts and tunnels.

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Bridge Inspection Committee (BIC) A committee of state and local agency

representatives that provides overall advisory input to the bridge inspection manual
content and organization within the state of Washington. The current list of committee
members is located within the Foreword of this manual.
Bridge Inspection Organization See Section 1.02
Bridge Inspection Program An organizational unit that functions as part of the
Bridge Inspection Organization and that meets the requirements of 23 CFR 650.307,
23 CFR 650.507, and this manual. Agencies involved with the Bridge Inspection
Program are led by delegated program managers, who work in coordination with the
Statewide ProgramManager.
Bridge Inspection Refresher Training (BIRT) A training course designed to
refresh the skills of practicing bridge inspectors. The course is offered by the National
Highway Institute (NHI). The course code is FHWA-NHI-130053.
Bridge Preservation Office Bridge Inventory The inventory of state bridges kept
in the BPO database. The Bridge Reporting Database draws data from this database
regularly for inclusion into WSBIS.
Bridge Reporting Database (BRD) The database which stores the Washington State
Bridge Inventory System (WSBIS) data, combining data from the Bridge Preservation
Office (BPO) and Local Programs (LP) databases.
Critical Finding The NBIS gives the following definition: A structural or safety
related deficiency that requires immediate follow-up inspection or action. WSDOT
defines a critical finding/critical damage as a condition that necessitates closing,
posting, or restriction of a bridge or a portion of a bridge due to an identified structural
deficiency requiring structural repair(s) before it can be reopened to unrestricted traffic
in the original configuration.
Culvert A curved or rectangular buried conduit for conveyance of water, vehicles,
utilities, pedestrians or animals.
Delegated Program Manager (DPM) See Section 1.04.B
Fracture Critical Member A steel load path member in tension, or with a tension
element, whose failure would probably cause a portion of or the entire bridge
tocollapse.
Highway LID A structure built with green space which interconnects neighborhoods
otherwise cut off or impacted by freeways, with or without local roads. If carrying
local roads, the structure must have a deck area at least twice the area of the roads
itcarries. Highway LIDS shall be inventoried as tunnels under the NTIS.
Local Programs Bridge Inventory The inventory of local agency bridges kept
in the LP database. The Bridge Reporting Database draws data from this database
regularly for inclusion into the Washington State Bridge Inventory System (WSBIS).
Inventory Record Data which has been coded according to this manual for each
structure carrying public road traffic and/or for each inventory route which goes
undera structure.

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Inventory Route The route for which the applicable inventory data is to be
recorded. The inventory route may be on the structure or under the structure.
Generallyinventories along a route are made from west to east and south to north.
Local Agency Generally refers to city or county bridge owners but also includes
allbridge owners other than state and federal.
National Bridge Inspection Standards (NBIS) Title 23 Code of Federal
Regulations 650 Subpart C defines the NBIS regulations, and establishes requirements
for inspection procedures, frequency of inspections, qualifications of personnel,
inspection reports, and preparation and maintenance of a state bridge inventory.
TheNBIS apply to all structures defined as bridges located on all public roads.
National Bridge Inventory (NBI) The aggregation of structure inventory and
appraisal data collected nationally to fulfill the requirements of the National Bridge
Inspection Standards. The state of Washington shall prepare and maintain an inventory
of all bridges subject to the NBIS.
National Tunnel Inspection Standards (NTIS) Title 23 Code of Federal
Regulations 650 Subpart E defines the NTIS regulations, and establishes requirements
for inspection procedures, frequency of inspections, qualifications of personnel,
inspection reports, and preparation and maintenance of a state tunnel inventory. The
NTIS apply to all structures defined as highway tunnels located on all public roads.
Public Road Any road under the jurisdiction of and maintained by a public authority
and open to public travel.
Reportable Structure The NBIS gives the following definition: A structure
including supports erected over a depression or an obstruction, such as water, highway,
or railway, and having a track or passageway for carrying traffic or other moving
loads, and having an opening measured along the center of the roadway of more than
20feet between undercopings of abutments or spring lines of arches, or extreme ends
of openings for multiple boxes; it may also include multiple pipes, where the clear
distance between openings is less than half of the smaller contiguous opening.
The State The Washington State Department of Transportation (WSDOT).
Statewide Program Manager (SPM) See Section 1.04.A
Tunnel The term tunnel means an enclosed roadway for motor vehicle traffic
with vehicle access limited to portals, regardless of type of structure or method
of construction, that requires, based on the owners determination, special design
considerations that may include lighting, ventilation, fire protection systems, and
emergency egress capacity. The term tunnel does not include bridges or culverts
inspected under the National Bridge Inspection Standards (Title 23 Code of Federal
Regulations 650 Subpart C). The state of Washington shall prepare and maintain an
inventory of all tunnels subject to the NTIS.
Washington State Bridge Inventory System (WSBIS) The aggregation of structure
inventory, and appraisal data collected and used to fulfill the requirements of the NBIS
and additional data used to manage the state and local bridge inventories. This data
isstored in the Bridge Reporting Database.

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1.02 Description of Bridge Inspection Organization

In Washington State, the bridge inspection organization is structured as a collaborative
effort between the Washington State Department of Transportation (WSDOT) Bridge
Preservation Office (BPO), WSDOT Local Programs Office (LP), and local agency
bridge owners with the Federal Highway Administration (FHWA) as a primary
stakeholder. Collectively, all state and local agency owned bridges subject to the NBIS
and NTIS are managed under this organization. The inspection organization isled
by the State Bridge Preservation Engineer (who serves as the Statewide Program
Manager) and is advised by the Bridge Inspection Committee.
The bridge inspection organization has the following responsibilities:
Establishing an organizational structure within the state that clearly defines
theroles and responsibilities of those agencies required to participate.
Maintaining personnel qualification records and a certification program
for program managers, team leaders, load raters and underwater bridge
inspectiondivers.
Performing regularly scheduled in-service bridge inspections. This includes, but
is not limited to, routine (low/high risk), underwater (low/high risk) and fracture
critical inspections.
Performing regularly scheduled in-service tunnel inspections.
Establishing state specific load rating procedures and maintaining load ratings
based on current conditions of all NBI and NTI reportable structures.
Following MBE criteria for load posting/restricting bridges.
Establishing and specifying written inspection procedures for:
Fracture Critical Bridge Members
Underwater Bridge Elements
Complex Bridge Features
Performing scour evaluations for all bridges over water.
Maintaining scour Plan of Action (POA) documents for all bridges documented
tobe vulnerable to scour.
Establishing quality control and quality assurance procedures to maintain a high
degree of accuracy and consistency within the inspection program.
Responding to and reporting of significantly damaged bridges to the FHWA
Washington Division Bridge Engineer.
Maintain a separate inventory of bridges and tunnels for the entire state.
Maintaining a bridge/tunnel file (electronic and/or physical) for every bridge/tunnel
in the inventory.
Maintaining National Bridge Inventory (NBI) data that follows the Federal Coding
Guide criteria or can be translated into that system during the annual submittal
ofdata.
Maintaining National Tunnel Inventory (NTI) data that follows the Specifications
for the National Tunnel Inventory criteria for the annual submittal of data.

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Maintaining Bridge Management System data that follows the National Bridge
Element (NBE) condition assessment criteria or can be translated into that system
during the annual submittal of data.
Submitting required Washington bridge inventory data to FHWA for incorporation
into theNational Bridge Inventory (NBI).
Submitting required Washington tunnel inventory data to FHWA for incorporation
into the National Tunnel Inventory (NTI).
The bridge inspection organizations activities also include the following which
although are not explicitly required by the NBIS, NTIS, but are either strongly implied
orrequired by other FHWA policies:
Responding to FHWA Technical Advisories, FHWA Action Memoranda, and other
policy or information requirements provided by the FHWA Washington Division
Bridge Engineer.
The bridge inspection organization is also responsible for the following activities
which are clearly part of managing bridges but not required by the NBIS.
Bridge repair management.
Managing non-NBIS structures.

1.03 Bridge Inspection Programs

The composition and size of each bridge inspection program varies widely, generally
depending on the number of bridges/tunnels managed by each agency. Two state
offices play key roles in the organization:
Bridge Preservation Office (BPO) This office is dedicated to running the bridge
inspection program for all state owned bridges and tunnels. This includes bridges
and tunnels managed by State Parks, General Administration, and other state
agencies with bridges/tunnels subject to the NBIS and NTIS. BPO also co-manages
bridges on the border with Oregon and Idaho. The BPO is led by the Bridge
Preservation Engineer who also functions as the Statewide Program Manager.
Local Programs (LP) This office provides support and services to local agency
bridge inspection programs. In particular, LP provides training, manages the
inspector certification program, and many aspects of the local agency bridge and
tunnel inventory data. The WSDOT Local Programs Bridge Engineer (LPBE)
functions asa delegated program manager for all local agency bridges and tunnels.
Local agencies have a wide variety of bridge/tunnel inspection programs, which
generally fall into the following categories:
Local agencies with a delegated program manager and bridge/tunnel inspection
staff working directly for them.
Local Agencies with a delegated program manager and agency contracts out
toother agencies or consultants for completion of bridge/tunnel inspection work.
Local agencies without a delegated program manager but with bridge/tunnel
inspectionstaff.
Local agencies without a bridge/tunnel inspection program. These agencies
generally have agreements with other agencies or consultants to inspect and
manage their bridges/tunnel.

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1.04 Bridge Inspection Organization Roles and Responsibilities

The bridge inspection organization, and the various programs within it, are staffed
byindividuals who have defined roles and responsibilities described as follows.
A. Statewide Program Manager (SPM)
The Statewide Program Manager is the individual in Washington State who leads
the bridge inspection organization. This position is held by the Bridge Preservation
Engineer, who must ensure that the organization fulfills its NBIS and NTIS
responsibilities, see Appendix 1.07-C. To qualify as the SPM, WSDOT requires this
individual to have both a current Structural Engineering and Professional Engineering
license and qualify as a certified team leader. The SPM must also be recertified
on a regular basis by attending a refresher training class according to state policy.
Thecertification process is described in detail in Section 1.05.
B. Delegated Program Manager (DPM)
A delegated program manager assumes duties of the program manager for the selected
subset of bridges and tunnels under their direct control, See Appendix 1.07-D.
Toqualify as a delegated program manager, the individual must meet, at a minimum,
the program manager requirements as described in the NBIS and NTIS. Delegated
program managers must be recertified on a regular basis by attending a refresher
training class according to state policy. The certification process is described in detail
in Section 1.05.
Note: Although delegated program managers perform duties for the bridge inspection
organization, overall responsibility for NBIS and NTIS compliance still resides with
the Statewide Program Manager as defined by the NBIS and NTIS.
C. Team Leader (TL)
A team leader is in charge of an inspection team and responsible for planning,
preparing, and performing the field inspection of bridges and/or tunnels. The team
leader also makes repair recommendations and is responsible for initiating the critical
damage procedures including full bridge or tunnel closure if deemed necessary.
Toqualify as a team leader, the individual must meet, at a minimum, the team leader
requirements as described in the NBIS and NTIS. Team leaders must be recertified
ona regular basis by attending a refresher training class according to state policy.
Thecertification process is described in detail in Section 1.05.

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D. Assistant Inspector
An assistant inspector (Co-Inspector) may accompany the team leader during field
bridge/tunnel inspections. Typical duties include helping to organize bridge/tunnel
inspection trips, taking measurements, compiling notes, and taking photographs.
When assistant inspectors also fully participate in the inspection process and prepare
inspection reports under the direct supervision of a team leader, this work provides
qualifying experience towards certification as a team leader.
Note: The NBIS/NTIS does not set specific training or educational requirements for
assistant inspectors. However, bridge/tunnel inspector training is recommended and
available to all assistant bridge/tunnel inspectors to serve as a good foundation for
beginning inspectors aswell as being a requirement for advancement to team leader.
E. Load Rating Engineer (LRE)
A load rating engineer manages all aspects of maintaining current and accurate load
ratings for bridges/tunnels they are responsible for in their inventory. Responsibilities
include reviewing inspection reports for changed conditions that warrant revisions to
the load ratings on file, revising load ratings as needed, creating new load ratings for
new bridges/tunnels, and ensuring that the findings from load ratings are implemented.
In particular, the load rating engineer must track bridges/tunnels that require posting
and ensure that the bridge/tunnel inventory has current data from the load ratings.
Note: To qualify as a load rating engineer in the BPO, the individual must have
4 years of bridge design or load rating experience and a current Professional
Engineeringlicense.
F. Underwater Bridge Inspection Diver (UBID)
To qualify as an underwater bridge inspection diver, the individual must meet,
ataminimum, the underwater bridge inspection diver requirements as described
intheNBIS. The certification process is described in detail in Section 1.05.
Note: The BPO has a Dive Safety Manual that regulates the diving activities for
theBPO UBIDs.
G. FHWA Division Bridge Engineer (DBE)
The Washington Division Office of the FHWA has assigned a Division Bridge
Engineer to work collaboratively with the bridge inspection organization. The DBE
works directly with the SPM and LPBE on resolving issues of compliance and is an
active member of the BIC. The DBE has federal authority to approve the policy and
procedures of this manual as noted in the Foreword of this manual.

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1.05 Bridge/Tunnel Inspection Certification

Certification for bridge/tunnel inspection work within the state of Washington is a
two-fold process that consists of the initial certification and subsequent certification
renewals for the SPM, DPMs, TLs, and UBIDs. For the purposes of simplifying the
explanation of this procedure, the general term program manager (PM) will be used
in place of SPM and DPM. The following requirements will pertain to both positions
unless otherwisenoted.
A. Initial Certification
The minimum qualifications for prospective individuals are described within Sections
309 and 509 of 23 CFR 650, Subpart C and E of the NBIS and NTIS respectively. To
ensure that these requirements are met, the following steps outline the process for those
individuals seeking initial certification.
Fill out the WSDOT Bridge/Tunnel Inspector Experience and Training Record
form, seeAppendix 1.07-A.
Submit an electronic copy of the completed form along with the following
applicable documents to the WSDOT Local Programs Bridge Engineer (LPBE)
forreview:
Higher education degree(s), certification as a Level III or IV Bridge Safety
Inspection Inspector, or qualifying bridge/tunnel inspection experience.
Registered professional engineering license(s).
Certificate of completion of an FHWA approved comprehensive bridge
inspection course such as the WSDOT Bridge Condition Inspection Training
(BCIT) course or the NHI Safety Inspection of In-Service Bridgescourse.
Certificate of completion of an FHWA approved comprehensive
tunnel inspection training course and score 70% or greater on an
end-of-courseassessment.
Certificates of completion for any special technical courses related to in-service
bridge condition inspection.
Any additional information documenting the bridge inspection experience
ofthe applicant.
Approved applicants are issued a WSDOT Inspection Identification Number
thatisacknowledged through an email response from the LPBE.
In addition to the minimum qualifications, the SPM, TLs within the BPO, and the
LPBE, are all required to be registered professional engineers in Washington State.
The SPM must also be licensed in the state of Washington as a structural engineer.

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B. Certification Renewal
Certification renewal ensures that the PMs, TLs, and UBIDs in any agency maintain
a minimum level of training in the latest practices and technology in the area of bridge
inspections. The training may consist of inspection related courses, conferences,
seminars and other sources of education deemed qualified by the SPM and LPBE.
Alist of approved courses is located in Appendix 1.07-B. This process within the
State of Washington consists of a fixed five year period established for each individual
PM, TL and UBID. Within this five year period, the following course credit hours are
required for continuing education training.
State PM and TLs and UBIDs are required to have 80 hours.
Local Agency PMs and TLs and UBIDs are required to have 40 hours.
Five year certification period
The five year certification period is to be managed between the individual and the
designated PM.
Depending on the individuals need, the NHI Bridge Inspection Refresher Training
(BIRT) course or other State, local or other federally developed instruction course
must be taken at least once during each 5 year certification period.
The hours for these two particular courses can only be counted once as credit
during each 5 year certification period.
The hours from BIRT course count toward completion of the designated hours
ofcontinuing education training required to maintain certification.
For purposes of ensuring enrollment in a BIRT course, the BIRT can be taken
within six months either side of the established certification expiration date of
the current five year period for each employee to extend certification for the next
5year period. The employee should be placed under probation and a plan of
corrective action created if the expiration date is exceeded by going beyond the five
year period. See Section 1.06.
Complete a cumulative total of 18 hours of FHWA approved tunnel inspection
refresher training over each 60 month period.
C. Certification Roles and Responsibilities
1. Employee Responsibilities:
a. The PM, TL and UBID are responsible for maintaining an individual
accounting of the approved training courses they have taken in the established
five year re-certification period.
b. The PM, TL and UBID are responsible to attend training when scheduled
andto seek out attendance when needed.
c. Continuing education courses, seminars or conferences pertaining to bridge
inspection work, that are not pre-approved as qualifying classes are to be
submitted to the SPM or LPBE for consideration. The following information
isneeded when submitting a class to the SPM or LPBE for approval.
1. Course/Conference title
2. Course/Conference description

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3. Course/Conference duration
4. Course/Conference date
5. Explanation of how the course/conference provides the latest practices and/
or technology in the area of bridge inspections.
Upon PM approval, the class will be added to the pre-approved class list.
2. Supervisor Responsibilities:
a. Meet annually during the employees annual evaluation to discuss training
completed and overall status for re-certification.
b. Ensure the employees have opportunity to attend training that qualifies
forrecertification.

1.06 Bridge Inspection Certification Probation, Suspension,

Decertification and Reinstatement
To couple the process of certification above in Section 1.05, a process for
decertification has been established to ensure that all PMs, TLs, UBIDs are following
the proper conduct of their respective positions.
Key Terms:
Appointing Authority The designated authority that oversees the sanctions
ofprobation, suspension or decertification of a PM, TL and UBID.
Probationary Period A PM, TL or UBID is allowed to continue their duties for
aprescribed timeframe in order to complete an approved Plan of Corrective Action.
Plan of Corrective Action A personalized plan approved by the Appointing
Authority that identifies criteria the PM, TL, or UBID must complete within an
established timeframe for inspection re-certification.
Suspension Temporary removal of inspection certification as PM, TL or UBID.
Decertification Permanent removal of inspection certification as PM, TL
orUBID until a formal Plan of Corrective Action is administered by the Appointing
Authority and fulfilled by the PM, TL or UBID.
Three examples in which a certified PM, TL or UBID may be placed on probation or
suspended are listed below. Decertification can result immediately upon knowledge
of conduct presented below or if the PM, TL or UBID does not meet the terms agreed
upon in the plan of corrective action:
1. If a PM, TL or UBID does not fulfill the requirements for recertification
(Section1.05).
2. If a PM, TL or UBID is found to be using poor inspection practices or producing
inadequate inspection documents as assessed by the QC/QA process.
3. If a PM, TL or UBID is found to be falsifying bridge inspection records,
misrepresenting bridge hours on site or otherwise failing to meet general
ethicalstandards.

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Reinstatement of certification from suspension or completing probation requirements

will require a formal plan of corrective action. This may be a simple process or more
complex based on the nature of the situation.
This formal plan of corrective action consists of the following:
The suspended PM, TL, or UBID will be notified in writing by the appointing
authority that a plan of corrective action is needed.
A plan of corrective action developed by the employee is to be approved by the
appointing authority.
Based on the circumstances in examples 1 and 2 above, the PM, TL, or UBID
may be required to attend additional Bridge Inspector training classes beyond the
continuing education requirements of Section 1.05 as specified by the appointing
authority involved in the formal review. The PM, TL or UBID may also be required
to receive additional field instruction by the direct supervisor.
For the circumstance in example 3 above, the PM, TL or UBID may be subjected
tomore strict consequences as determined by the appointing authority.
A PM, TL or UBID who successfully completes the plan of corrective action will
beconsidered to be in good standing. A PM, TL or UBID who does not satisfactorily
complete the plan of corrective action may be decertified.
The DPM will notify the SPM when a PM, TL or UBID in a Local Agency is placed
onprobation or is suspended, as well as the resulting reinstatement or decertification.

1.07 Appendices
Appendix 1.07-A WSDOT Bridge/Tunnel Inspector Experience and Training
Recordform
Appendix 1.07-B Continuing Education Course List
Appendix 1.07-C SPM delegation letter
Appendix 1.07-D DPM delegation letter

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Appendix 1.07-A Experience and Training Record Form

WSDOT Bridge/Tunnel Inspector

Experience and Training Record
Applicant for Bridge/Tunnel Inspector Certification Date

Organization

Education
Institution Major Years Degree

Professional Registration
State Branch/Agency Registration Number

Bridge/Tunnel Inspection Training

Course Hours Sponsor Dates

Special Technical Course

Course Hours Sponsor Dates

Bridge/Tunnel Inspection Experience

Organization Bridge Duties Years

To the best of my knowledge, the above information is true and accurate.

Applicants Signature Date

Having reviewed the above information, I conclude that this individual meets the minimum qualifications for a
bridge/tunnel inspection team leader as specified in the current National Bridge Inspection Standards and National
Tunnel Inspection Standards.
Team Leaders Signature Date

Team Leaders Name (Print) Title

DOT Form 234-100

Revised 08/2012

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Appendix 1.07-B Continuing Education Course List
For the purpose of continued certification as the SPM, TL, or UBID within the
Bridge Preservation Office, the following list of courses are examples of qualifying
courses forbridge inspection with estimated hours to acquire the necessary continuing
education hours in an established 5 year period for each individual employee.
WSDOT/LTAP Bridge Condition Inspection Fundamentals (BCIF) 24 hours
WSDOT/LTAP Bridge Condition Inspection Training (BCIT) 72 hours
WSDOT/LTAP Bridge Condition Inspection Update (BCIU) 16 hours
WSDOT/LTAP Bridge Inventory Coding 18 hours
NHI Safety Inspection of In Service Bridges 74 hours
NHI Bridge Inspection Refresher Training 18 - 20 hours
NHI Stream Stability and Scour at Highway Bridges for
Bridge Inspectors 8 hours
NHI Stream Stability and Scour at Highway Bridges 24 hours
NHI Underwater Bridge Inspection 24 hours
NHI Fracture Critical Inspection Techniques for Steel Bridges 32 hours
NDT Dye Penetrant Testing 12 hours
NDT Magnetic Particle Testing 20 hours
NDT Ultrasonic Testing 32 hours
PNW Bridge Maintenance Conference Credit as appropriate
Bridge & Tunnel Inspectors Conference Credit as appropriate
Annual Inspection Process Change Meeting Credit as appropriate
Western Bridge Engineers Seminar Credit as appropriate
Additional courses, seminars or conferences of similar content can be considered
forapproval by the SPM or LBPE.
Documents available as reference and training material include but are not limited
tothe following:
Washington State Bridge Inspection Manual (WSBIM)
Bridge Inspection Reference Manual (BIRM)
The Manual for Bridge Evaluation (MBE)
Timber Bridges Manual (USDA)
SNTI
TOMIE
WSDOT Transportation Structures Preservation Manual

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Continuing Education Course List Appendix 1.07-B

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Appendix 1.07-C SPM Delegation Letter

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SPM Delegation Letter Appendix 1.07-C

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Appendix 1.07-D DPM Delegation Letter

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DPM Delegation Letter Appendix 1.07-D

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Chapter 2 Bridge Files and Documentation

2.01 General
This chapter establishes policies on how the Washington State Department of
Transportation (WSDOT) and local agencies maintain bridge files, both to meet
Federal Highway Administration (FHWA) requirements and effectively manage
physical assets (also sometimes referred to as physical features) on WSDOT right
of way. These policies apply to structures that are generally called bridges, culverts,
tunnels, lids, detention vaults, overpasses, and undercrossings when they meet certain
criteria commonly based on structure geometry, location, and use which will be
described in more detail below.
These policies also apply differently depending on bridge ownership and location and
fall into three main categories:
1. WSDOT-owned structures on WSDOT right of way.
2. Local agency-owned structures on WSDOT right of way.
3. Local agency-owned structures on local agency right of way.
Unless otherwise specifically noted below, all policies apply to WSDOT and local
agency owned structures on WSDOT right of way. However, only those policies
directly associated with FHWA requirements apply to local agency owned structures
on local agency right of way. There are occasionally special circumstances in
which WSDOT owns a structure on local agency right of way. This chapter has no
specific policies in this case, except that the bridge file must be maintained under
allcircumstances.
This chapter addresses the following topics associated with bridge files:
Maintaining physical paper and electronic bridge files.
Maintaining a state bridge inventory.
Submitting state bridge inventory data to FHWA.
Responding to FHWA and Statewide Program Manager (SPM) requests
forinformation.
Each topic has components that are mandated by FHWA and components that
are required by WSDOT policy. The following sections clearly identify the
authorizingenvironment.

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2.02 Maintaining Bridge Files and Documentation

This section is largely based on requirements established by Section 2 of the AASHTO
Manual for Bridge Evaluation (MBE) with Interim Revisions. The MBE emphasizes
three main points for maintaining a bridge file:
A. Bridge owners should maintain a complete, accurate, and current file of each bridge
under their jurisdiction.
B. A bridge file always contains the current and sometimes the cumulative information
about an individual bridge.
C. A bridge file may be stored electronically, on paper, or a mixture of both.
The remainder of this Section 2.02 describes WSDOT Bridge Preservation Office
policy formaintaining bridge records.
Electronic Files
Electronic bridge files are maintained on the BEISt internal website:
http://beist/InventoryAndRepair/Inventory/BRIDGE
This website contains the following:
1. Scanned copies of signed inspection reports in pdf format dating back
toapproximately the year 1998.
2. Scanned copies of the Washington State Structural Inventory and Appraisal (SIA)
sheet dating back to 2011.
3. Current inspection photographs in jpg format.
4. Current and historic repair recommendations displayed directly from the BPO
database (See Section 2.03), dating back to approximately the year 2002.
5. Scanned copies of contract plans, as-builts when available, otherwise award plans.
Note that the plan sheets on BEISt are not the official plans, which are owned by
the WSDOT regions where the bridge is located.
6. In-house repair plans dating back to 2013.
7. Scanned copies of correspondence, historic repair and maintenance reports,
miscellaneous studies, and other records are scanned from the paper files and
loaded onto BEISt for selected bridges. This is generally done in response to
apublic disclosure request or a legal discovery requirement.
Paper Files
Appendix 2.06-A has a plan of the WSDOT Bridge Preservation Office indicating
where paper files are maintained. Paper files must be maintained on WSDOT owned
ormaintained structures, including:
1. All signed bridge inspection reports, including but not limited routine, fracture
critical, underwater, and special report types. Original signed reports are stored
inpaper files and digital copies are stored electronically. Signed damage
inspections in response to fires, floods, earthquakes, etc shall also be included.

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2. Any and all miscellaneous special inspections, studies, investigations, or file

reviews. Examples include but are not limited to: load testing documentation,
findings from FHWA technical advisory requests for information, survey results,
orground/slope stability studies.
3. A current printout of any specific inspection requirements/procedures, usually
but not necessarily associated with fracture critical, underwater, or special
inspectionreports.
4. A stamped Load Rating Summary sheet which shows the controlling ratings
shall be placed in the letter file. The original load rating calculations for state
owned bridges shall be filed in the Risk Reduction section at the WSDOT Bridge
Preservation Office.
5. Scour files are located in the Risk Reduction section at the WSDOT Bridge
Preservation Office.
6. All current agreements with other agencies for maintenance, rehabilitation,
orshared ownership.
Note: The inspection reports, miscellaneous studies and inventory data is cumulative,
meaning that all historic as well as current data must be kept in the bridge file. All
documents listed above, and others listed in the MBE, may be stored electronically as a
supplement to the paper files. WSDOT bridge files stored electronically have a backup
system intended to protect the electronic data for the life of the structures.
Other Files Some bridge records are not available electronically at the BEISt
internal website or in paper files as indicated in Appendix 2.06-A. The WSDOT Bridge
Design Manual M 23-50 provides some guidance on where these records are located.
The following provides some additional information:
Contract Documents For contracts let thru WSDOT Contract Ad and Award,
Washington State Archive maintains a paper cumulative file by contract number of
awarded contracts and construction documents as required by the Construction Manual
M 41-01, Section 10-3. WSDOT Records and Information maintains electronic copies
of finalized As-Built Contract Plans.
WSDOT Bridge and Structures Office maintains structural plans and selected shop
drawings which are stored electronically. Structural plans include culvert shop
drawings that contain plan and design information along with plan contracts from
other agencies that complete work on the WSDOT system. Shop drawings include:
steel structures, expansion joints, specialized bearings (such as pot or seismic isolation
bearings), prestressed girders, post-tensioned structures, and special structural designs
(such as pontoon, suspension, or movable bridges).
WSDOT maintains a Contract History database that records all contract work
completed on a structure. This database correlates contract number and contract work
to structures maintained by the WSDOT bridge inventory. Contract work includes:
new bridges, resurfacing bituminous pavement, expansion joints, rail retrofits, bridge
widening, bridge painting, scour mitigation, contract bridge repairs, maintenance work
by contract, other agency contract work, and concrete deck overlays and replacements.

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In-House Repair Documents WSDOT maintains a cumulative file of all in-house

repair recommendations made by the Bridge Preservation Office, and follow-up
verification information when repairs are completed. If maintenance reports prepared
by region maintenance crews are provided to the bridge record, they are also
permanently retained. In-house drawings and specifications supplementing the repair
recommendations are also retained in the electronic record starting in 2013.
Correspondence on Significant Actions or Findings WSDOT maintains a
cumulative file of correspondence (letters, emails, memos, etc) related to significant
actions or findings, including but not limited to:
Urgent or emergency actions including posting, restricting or closing a bridge
Critical findings, including Critical Damage Bridge Repair Reports (see WSBIM
Chapter6)
Special reports, including deck delamination/chloride testing, settlement/
movement monitoring, and life cycle studies
This correspondence may need a summary memo to file after the significant actions
or findings are fully addressed. This memo is intended to provide full context and the
final disposition of the actions or findings for the record.
2.02.01 Transferring Bridge Ownership
Whenever a bridge transfers ownership and/or program manager responsibility, the
entire bridge file, both paper and electronic, must be transferred to the new owner/
program manager. Bridge transfers must be acknowledged and documented by both
program managers involved along with any additional deeds, agreements, plans or
other documentation available. All transfer documentation must be retained in the
bridge file. See Appendix 2.06-B for a checklist and SPM signoff sheet. In some
cases, the acknowledgement of the transfer by the program managers may be the only
documentation available.
In cases where WSDOT transfers a bridge file to another agency, a complete electronic
copy of the entire bridge file is made and retained permanently. Other agencies are
encouraged to follow this practice, but are not required to.
For more information about transferring electronic files in the WSBIS, see
Section2.03.03.
2.02.02 Dead / Obsolete Bridge Files
When a bridge is demolished or permanently removed from service and no longer
considered appropriate for inclusion in the bridge inventory, the program manager for
the dead bridge shall add documented acknowledgement of the removal from the
inventory into the bridge file which then must be retained for a minimum of five years.
WSDOT maintains dead bridge files permanently. Local agencies are encouraged to
maintain permanent dead bridge files as well, though there is no requirement to do so.
See Section 2.03.04 for more information on processing dead bridge electronic
records in the WSBIS.

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2.02.03 Structures on WSDOT Right of Way

WSDOT shall maintain a bridge file for all structures considered appropriate for
inclusion in the WSBIS that are on the WSDOT right of way, including local agency
bridges passing over state routes or adjacent to state routes, whether or not the
structure is subject to the NBIS or reported to the NBI. For more information, see
Section2.03.05.

2.03 Maintaining a State Bridge Inventory WSBIS

Washington State is required by 23 CFR 650.315 to maintain an inventory of all
bridges (structures) subject to the National Bridge Inspection Standards (NBIS), from
which selected data is reported to FHWA as requested for entry into the National
Bridge Inventory (NBI). FHWA has a Stewardship Agreement with Washington State
to submit NBI data on April 1 and October 1 each year.
The Moving Ahead for Progress in the 21st Century Act by the US Congress (MAP-21)
has partially superseded 23 CFR Part 500, and mandates that National Bridge Elements
be submitted to FHWA for all NBI bridges carrying National Highway System (NHS)
routes. See www.fhwa.dot.gov/map21 for more information about MAP-21.
Federal law under 23 CFR Part 500 provides an option for state agencies to maintain
a Bridge Management System (BMS), with the incentive that federal funding can
be used with more flexibility. Washington State has chosen to implement a BMS
and integrally incorporate it into the state inventory for bridges managed under the
WSDOT bridge program. Inaddition, Washington State maintains an inventory to meet
WAC 136-20-020, which requires that each county maintain an inventory of bridges
in the state inventory. The Washington State Bridge Inventory System (WSBIS) is
maintained to meet these federal and state laws and regulations. The WSBIS is also
maintained to meet the WSDOT mission statement with respect to operating the state
bridge structures, andprovides a means for local agencies to do the same.
In Washington State, there are currently two separate databases which hold bridge
information, one mostly holding state owned structures (BPO database) and a second
mostly holding local agency owned structures (LP database). A third database (the
Bridge Reporting Database) draws data from these two databases and is the source
for data reported to FHWA. This third BRD database is maintained by the WSDOT
Information Technology Division (ITD). The Washington State Bridge Inventory
System (WSBIS) consists of all the data held in the BRD.
In 2017, the BPO and LP databases will be merged into a single database, and the BRD
database will be abandoned, with the source data for FHWA reporting coming from
this single merged database.
The BPO database is maintained by the WSDOT Bridge Preservation Office, which
maintains an associated coding guide available in Appendix 2.06-C. The LP database is
maintained by the WSDOT Local Programs Office, which also maintains an associated
LP coding guide available in Appendix 2.06-D. These coding guides are intended to
define the fields maintained in the respective databases for use by bridge inspectors and
inventory managers. These coding guides are largely based on the federal coding guide
and must meet the following requirements:

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1. Whenever a database field has to be translated to match the federal coding guide,
this translation must be clearly defined.
2. The state or local agency coding guides cannot contradict the federal coding guide.
In cases where the federal coding guide is either inconsistent with other FHWA
requirements or vague, the state or local agency coding guide needs to clearly
identify the issue and describe how the field should be coded into WSBIS.
3. Required and optional fields must be clearly identified.
4. Every field must clearly state whether or not it is required for under records,
andifso, exactly how it is coded for these under records.
5. When bridge records are neither on nor under (pedestrian bridge adjacent to
ahighway bridge for example). The coding guide must provide clear and consistent
guidance on how these are to be coded.
2.03.01 WSBIS Inventory and Data
The WSBIS needs to be understood clearly in two ways which structures are
included in the inventory and what data associated with these structures is maintained.
Each of these categories has both mandated and optional components.
Beginning in October 2014 there is a requirement, from MAP-21, to collect
NationalBridge Element data for bridges carrying NHS routes. WSDOT is meeting
this mandate by requiring these bridges to have BMS elements in WSBIS, which
inturn will be translated into National Bridge Elements for submittal. See Appendix
2.06-E for the WSDOT BMS to NBE translation specifications. See www.fhwa.dot.
gov/map21 for more information about MAP-21.
Mandated Bridges and Culverts in the WSBIS Reported to the NBI
In general, a structure that is subject to the NBIS and must be reported to the NBI
when itmeets all of the following:
Carries highway traffic.
Is owned by a public agency or built on public right of way for a public agency.
Bridges owned by road associations or individual property owners on private right
of way do not qualify.
Is open to the public. Bridges posted no trespassing or otherwise clearly
identified that they are privately owned or restricted to authorized users are not
considered public. Bridges behind locked gates are also not considered public.
Has a clear span along centerline of roadway greater than 20 feet.
Utility and Detention Vaults Based on an agreement between Washington State and
FHWA, vaults under roadways are considered subject to the NBIS when the minimum
clear span along the centerline of the roadway exceeds 20 feet AND is wider than
12feet, including any structure that has any portion directly under a lane or shoulder.
There are a few special circumstances that affect whether or not a bridge is subject
tothe NBIS and reported to the NBI not mentioned above (see Section 2.03.06).
Structures over federal aid or STRAHNET highways must include an under
record(s) in the WSBIS and be reported to the NBI.

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Mandated Tunnels in the WSBIS Reported to the NTI

In general, a tunnel that is subject to the NTIS and must be reported to the NTI when it
meets all of the following:
Carries highway traffic inside the tunnel.
Is owned by a public agency or built on public right of way for a public agency.
Bridges owned by railroads or other owners on private right of way do not qualify.
Also tunnels under public roadways that do not carry traffic inside the tunnel do not
qualify
Is open to the public. Tunnels posted no trespassing or otherwise clearly
identified that they are privately owned or restricted to authorized users are not
considered public. Tunnels behind locked gates are also not considered public.
NBI and NTI cannot inventory the same structure twice There are cases where
a structure has features that make it possible to consider either a bridge or a tunnel.
In these cases, the owning agency can make the determination, but a structure that is
coded as a bridge cannot be reported to the NTI, and similarly a structure that is coded
as a tunnel cannot be reported to the NBI.
Optional Structures in the WSBIS Not reported to the NBI or NTI
Optional structures include any structure that the state or local agency manages as part
of their structure inventory, but which do not qualify for reporting to the NBI or NTI.
Typically this will include bridges with span lengths less than 20 feet (short spans),
pedestrian structures that do not cross over or under a highway, under records for
a route that is neither federal aid nor STRAHNET, and pedestrian or railroad tunnels
under public roadways.
Note: Local agency structures on WSDOT right of way have special requirements
asnoted in Section 2.03.05.
Mandated Data in the WSBIS
All data fields defined in the FHWA Coding Guide are required in the WSBIS.
Incases where structures are maintained in WSBIS but not reported to the NBI,
itis still required to complete all these fields in some consistent manner defined
inacodingguide.
The following additional fields or clarifications of NBI fields are required:
Bridge Number A 10-digit alphanumeric code that must always be populated.
Bridge Name A 24-digit alphanumeric code that must always be populated.
Washington State Region Code (Federal Coding Guide Item 2) Consist of
thefollowing 2 digit alphanumeric codes that always must be populated:
NW Northwest Region
EA Eastern Region
NC Northcentral Region
OL Olympic Region
SC Southcentral Region
SW Southwest Region

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County Code (Federal Coding Guide Item 3) Consists of the numeric code
representing the alphabetic order of Washington State counties. This field must
always be populated. These codes are available in an Excel spreadsheet within the
County and City Codes tab at www.ofm.wa.gov/pop/annex
Use the 2-digit COUNTYN column in the County Codes spreadsheet tab.
Examples: Adams 01
Yakima 39
City Code Consists of the 1990 federal census place code, updated by OFM for
cities incorporated after 1999. These codes are available in an Excel spreadsheet
within the County and City Codes tab at www.ofm.wa.gov/pop/annex
Use the 4-digit Place_1990 column in the City Codes spreadsheet tab.
Examples: Aberdeen 0005
Zillah 1500
National Bridge Element (NBE) Data
All bridges subject to the NBIS and carrying NHS routes are required to include
WSDOT Bridge Management System (BMS) elements and translated to
NationalBridge Elements and included with the annual NBI data submittal. See
Appendix 2.06-E for detailed information on the translation process.
Optional Data in the WSBIS
All other data, including BMS elements for bridges not on NHS routes, condition
states, repairs, notes, and electronic photos and documents are not required in the
WSBIS, and are not reported to the NBI.
2.03.02 New Bridge Inventory in the WSBIS
Newly built bridges must be added to the bridge inventory (WSBIS) and the Structure
Inventory & Appraisal (SI&A) data entered within 90 days after the bridge is opened to
public traffic in the anticipated final configuration as per 23 CFR 650.315(c).
New bridges to the inventory must have a unique Structure Identifier (Federal
Coding Guide Item 8) in the WSBIS. In particular, when a bridge is replaced either
temporarily or permanently with a new structure, this new structure must have a new
Structure Identifier. The same Bridge Number and Bridge Name fields can be used.
Individuals who create new inventory records in the WSBIS need to be familiar with
a wide variety of information sources. In preparation for creating a new inventory
record, the following information should be available:
Bridge plans
Load rating calculations, or summary information to correctly code selected fields
Scour calculations, or summary information to correctly code selected fields when
bridge is over water
Route information, including current State and/or Local Agency Linear
Referencing System (LRS) data
GIS location information
Traffic information

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Additional specific information may be required in many cases, including but not
limited to maintenance agreements, navigable waterway permits, replacement cost
estimates, and historical significance.
Individuals who create new inventory records need to coordinate closely with the
inspectors who perform the initial routine/inventory inspection to ensure that all the
data is collected. See Chapter 3 for inspection procedures and policies.
Temporary bridges that carry public traffic for less than 90 days or which are less than
20 feet in length do not need to be inventoried or inspected in accordance with the
NBIS. In all other circumstances temporary bridges carrying public traffic must be
inventoried and inspected in accordance with the NBIS, including:
Temporary bridges installed either as an emergency response by agency staff or
as a stand-alone contract without any other substantial work performed in the
immediate vicinity of the bridge site.
Temporary bridges that are an integral part of a larger construction project, located
within that project, and maintained by a contractor.
2.03.03 Transferring Bridge Ownership in the WSBIS
Transferring bridge ownership between local agencies and state agencies requires
transferring electronic records between the LP and BPO databases. This will be a
manual process whereby the record will be obsoleted in the originating database, and
a new record created in the receiving database. This new record will be created based
on printouts of the established record in the originating database, and all associated
electronic files (.jpg photos, .pdf images, plans, etc.) transmitted along with paper
records on DVD or other compatible format. These electronic files will be associated
with the database record and stored electronically.
2.03.04 Deleting (Obsoleting) Bridges in the WSBIS
Both the BPO and LP databases are designed to retain historical data indefinitely,
including files of bridges that have been removed from service and no longer part of
the current bridge inventory. These bridges are called obsolete in the WSBIS and are
called dead in the paper files (see Section 2.02.02).
WSDOT policy guides the requirements for deleting (obsoleting) structures in the
WSBIS, but in this case the policy applies to all bridges in the WSBIS that are reported
to the NBI, including local agency bridges on local agency right of way. Obsoleting
bridge records in both databases shall include the following steps:
Create a new informational report describing the circumstances of the removal
and the replacement structure information if appropriate. This informational shall
include the completed and signed Record Change Form, see Appendix 2.06-B.
The informational report is signed by the Statewide Program Manager (SPM).
The paper bridge file (record), including the last signed informational report
documenting removal from the bridge inventory, shall be retained for a minimum
of five years.
See Section 2.02.02 for more information on maintaining dead bridge files.

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2.03.05 Bridges with Multi-Agency Responsibility in the WSBIS

There are several ways in which a single bridge can have more than one agency
responsible for the bridge inventory data. This section describes four cases where
the responsibility is shared between WSDOT and a local agency, and where either
WSDOT or a local agency shares responsibility with another state.
Shared Responsibility between WSDOT and Local Agencies
There are the four cases of shared responsibility between WSDOT and a local agency,
based on the principle of assigning data responsibility to the agency in the best position
to maintain and report the data. These cases are WSDOT policy for all structures on
WSDOT right of way. However, they can apply equally to any two agencies (acounty
and a city, for example). Regardless of how local agencies address these cases, it
is a requirement that all bridge data in WSBIS that is reported to the NBI must be
complete, accurate and current. This WSDOT policy is superseded by any written
agreement between two agencies regarding bridge inventory record keeping.
Case 1: WSDOT-Owned Bridges on WSDOT Right of Way WSDOT will
be responsible for maintaining all bridge inventory data and federal reporting in
thissituation.
Note: This situation applies to any combination of on and under records, route
owners, and federal reporting status. However, WSDOT will ask local agencies for
specific data regarding local agency route and traffic, both for routes on and under
the bridge as applicable.
Case 2: Local Agency-Owned Bridges Carrying Highway Traffic Over State Routes
This situation assumes that the bridge must have a federally reported on record and
at least one federally reported under record. The on record shall be maintained by
the local agency and the under record(s) shall be maintained byWSDOT.
Case 3: Local Agency-Owned Pedestrian Bridges Over State Routes This
addresses all situations in which there is no federally reported on record, and
assumes that there is a federally reported under record, and possibly additional
under records for the Bridge List M 23-09. The under record(s) shall be
maintained by WSDOT. If the local agency chooses to maintain a record, it cannot be
federallyreported.
Case 4: Local Agency-Owned Bridges on State Right of Way Adjacent to a State
Route This addresses all situations in which a local agency owns a structure (usually
a pedestrian bridge) on state right of way that does not cross over or under any routes,
and is deemed appropriate by WSDOT for inclusion in the bridge inventory. In this
case, no records are federally reported
In all situations where there is shared responsibility between WSDOT and a local
agency, both the BPO and LP database must use the same structure identifier (Federal
Coding Guide Item 8) and coordinate the on/under code (Federal Coding Guide
Item5A) to maintain a unique combination of these fields (a composite key) for all
bridge records in both databases, regardless of which ones are reported to the NBI. The
BPO and LP data stewards shall coordinate closely to ensure these bridge files are kept
complete, accurate and current. Any situations that do not fit into these four cases listed
above shall be considered on a case-by-case basis by the program managers involved
and should address the following questions:
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Does the bridge record include a federally reported on record? These are bridges
that are subject to the NBIS.
Does the bridge record include one or more federally reported under records?
These are bridges with federal aid or STRAHNET routes under the bridge.
Is this a bridge that doesnt qualify for either an on or under record? These are
pedestrian or other bridges that are not subject to the NBIS, and do not cross over
ahighway.
Who owns the bridge?
What agency owns the route on the bridge, if applicable? It is relatively common
for a state owned structure to carry a local agency route, usually over a state route.
What agency owns the route (or routes) under the bridge, if applicable?
Does either agency need to maintain on or under records that are not federally
reported? WSDOT often maintains under records that are not reported to hold
data for the Bridge List M 23-09.
Are there any interagency agreements relevant to inspection and reporting
responsibility?
Any interagency agreement should address these questions, and clearly assign bridge
inspection and inventory responsibilities.
Shared Responsibility with Other States
WSDOT shares bridge recordkeeping and FHWA reporting responsibility for all
bridges that cross state lines. For all but one bridge this shared responsibility also
extends to bridge ownership and maintenance. For all bridges, responsibility to
perform inspections is assigned to one state agency as established by agreement.
One local agency bridge crosses the state line between Washington and Idaho.
Inspection, FHWA reporting, ownership, and maintenance responsibility is established
by agreement.
See Appendix 2.06-F for bridge specific information.
2.03.06 Reporting WSBIS Data to the NBI Special Circumstances
Section 2.03.01 outlined requirements for bridges subject to the NBIS and
reported to the NBI. However, there are several special circumstances that warrant
additionaldiscussion.
Bridges Owned by Public Agencies That Are Not Open to the Public Public
agencies can own bridges that are not part of the public right of way, intended only for
access by agency staff or other authorized personnel. In general, these bridges should
not be reported to the NBI, and these bridges should be signed or gated so the public
either does not have access to the bridge or is clearly warned that the bridge is not part
of the public way. WSDOT bridges are posted No Trespassing at the entrance to the
bridge if they are not gated.
Bridges Owned by Public Agencies That Are Closed Bridges that are permanently
closed to highway traffic but still in place may be retained in the WSBIS, but cannot
be reported to the NBI. Bridges that are closed but the agency plans to either re-open
orreplace with a new structure can be federally reported for up to five years.

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Privately-Owned Bridges These bridges may belong to individuals, community

road associations, railroads, or corporations, and may be open to the public. One
relatively common example is a bridge in a shopping mall parking lot. FHWA and
WSDOT promote the incorporation of these bridges in the WSBIS and recommend
they be reported to the NBI if they qualify, but there is no federal or state requirement
that they be inventoried.
Public Transit Bridges Bridges carrying public transit buses in service (carrying
passengers) are subject to the NBIS, even if these bridges are restricted to only public
transit vehicles. Bridges carrying light rail public transit rolling stock without any
vehicular or bus traffic are not currently subject to the NBIS.
Whenever a special circumstance affects the reporting of a structure, a brief
explanation of the reporting status shall be kept in the electronic bridge record for
allbridges inventoried in the WSBIS.
In any situation where it is unclear if a bridge should be included in the WSBIS and
reported to the NBI, please consult with the SPM.
2.03.07 Washington State Bridge List M 23-09
The WSBIS is the source of data for the Bridge List M 23-09 published by the Bridge
and Structures Office. It is a list of structures carrying or intersecting Washington State
highways, and structures for which WSDOT has a maintenance responsibility. Data
specific to this list is maintained for nearly all structures on WSDOT right of way,
including local agency owned structures.
For more information on the data maintained for the Bridge List M 23-09, see the
Washington State Bridge Inventory System Coding Guide in Appendix 2.06-C.

2.04 FHWA Data Submittal Process

The WSDOT Bridge Preservation Office extracts data from the WSBIS and submits
it to FHWA for inclusion in the NBI and NBE twice per year. Submittals may also
happen at other times at the request of the Washington Division of the FHWA. The
scheduled submittals are April 1 and October 1, or the first work days following these
dates. The data submitted includes all the data defined by the NBI federal coding guide
and the NBE specifications, and is provided in a very specific format also defined by
these documents. These submittals are performed by the Bridge Preservation Office
with data taken from the Bridge Reporting Database (BRD and submitted to the FHWA
User Profile and Access Control System (UPACS) under the authority of the SPM.
Data drawn for submittal to the NBI and NBE is taken only from the most current
released data from the BRD, meaning that each bridge record has been through the
quality control process described in Chapter 7, including acceptance by the BPO and
LP data stewards. However, in addition to this quality control process, prior to the
scheduled NBI submittals both the BPO and LP data stewards run systemic checks of
the data to identify and correct data errors. In particular, these checks are intended to
ensure thefollowing:
Bridges added to the inventory are reviewed to determine if they should be reported
to the NBI.

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Chapter 2 Bridge Files and Documentation

Bridges removed from the inventory are reviewed to determine if they should be
reported to the NBI and to ensure the electronic records accurately and sufficiently
document the obsolete record.
Bridges that are transferred between agencies are reviewed to ensure the electronic
records accurately document the transfer.
Bridges with shared responsibility are reviewed to ensure the electronic records are
complete and accurate.
The intent is to submit error free data each submittal. In cases when errors are found
but cannot be corrected because a field visit is required, the intent is that these errors
will be corrected at the next regularly scheduled inspection.
Data submitted to the NBI and NTI is used for performance measurements after the
submittal, both by FHWA and WSDOT. Verifying timely inspections for the four
federally reported inspection types (routine, fracture critical, underwater, and special
feature) is a primary focus of these performance measures. For the April 1 data
submittal, all inspection work due through December 31 of the previous year must
be released into the BPO and LP databases prior to April 1; for the October 1 data,
all inspection work due through June 30 of the same year must be released prior to
October1.
On August 17, 2017, WSDOT will submit complete NTI data to FHWA for the
firsttime.

2.05 Responding to FHWA

Information Requests FHWA requests bridge inspection information from WSDOT
on a periodic basis. The information that is requested can be in response to national
technical advisories, FHWAs oversight of the NBIS program in Washington State,
orbased on the WSDOT/FHWA Stewardship Agreement.
The bridge inspection requests for information from FHWA will typically be in the
form of an email request with an assigned completion date based on the specific
request, but can be in any format. The FHWA Division Bridge Engineer will submit
the information request to the SPM. The SPM will review the FHWA information
request and forward/disseminate the request to the necessary individuals for response.
All information will be provided back to the SPM who will then forward the requested
information to the Washington FHWA Division Bridge Engineer by the deadline in the
original request.
Communication Between FHWA and WSDOT Appendix 2.06-H identifies the
standard communication protocol for normal operations. There is no protocol for
urgent or emergency situations. The Washington SPM will be included in all written
and email communications to or from FHWA regarding any bridge inspection,
bridge emergency, or critical finding issues within the state of Washington. The
WSDOT LP DPM and the Washington SPM will be included in all written and email
communications to or from FHWA where local agency bridges areinvolved.

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Bridge Files and Documentation Chapter 2

Annual NBIS Program Review FHWA conducts an annual review of the bridge
inspection organization within the state of Washington. The purpose of this review is
to assure compliance with the NBIS. The review examines all facets of the inspection
program the effectiveness of the overall organization, delegated functions, inspection
personnel, inspection procedures, bridge records and files, and the inventory of bridge
data. It 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. FHWA also conducts reviews of NBI data that is submitted
for Washington by WSDOT.
Additional information on the NBI and NBIS can be found on the FHWA Office
ofBridges and Structures website at www.fhwa.dot.gov/bridge/nbis.htm.

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Chapter 2 Bridge Files and Documentation

2.06 Appendices
Appendix 2.06-A WSDOT BPO Floor Plan with File Locations
Appendix 2.06-B Record Change Form
Appendix 2.06-C Washington State Bridge Inventory System Coding Guide
Appendix 2.06-D Local Agency Bridge Inventory Coding Guide
Appendix 2.06-E WSDOT BMS to NBE Translation
Appendix 2.06-F Border Bridge Information
Appendix 2.06-G Sufficiency Rating Calculation
Appendix 2.06-H WSDOT/FHWA Communication Protocol Flowchart

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Bridge Files and Documentation Chapter 2

Page 2-16 Washington State Bridge Inspection Manual M 36-64.07

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November 2014


Appendix 2.06-A

Washington State Bridge Inspection Manual M 36-64.04

Page 2.06-A-1
WSDOT BPO Floor
Plan with File Locations
WSDOT BPO Floor Plan with File Locations Appendix 2.06-A

Page 2.06-A-2 Washington State Bridge Inspection Manual M 36-64.04

November 2014
Appendix 2.06-B Record Change Form

Record Change Form

Record change requiring Statewide Program Manager (SPM) approval

Structure Identifier Structure Number

Structure Name Date of Record Change

This structure has been obsoleted

Yes No
If replaced with new structure, provide new structure identifier, number and name

Is obsoleted structure demolished, moved, repurposed as pedestrian, or other? Describe

This structure ownership has been transferred.

Yes No
If Yes:
Transferred from to
If replaced with new structure, provide new structure identifier, number and name

Agreement Number (attach signed agreement)

Delegated Program Manager, if local agency record obsoleted Date

Statewide Program Manager Date

WSDOT Form 222-033 EF

Revised 10/9/2014

Washington State Bridge Inspection Manual M 36-64.04 Page 2.06-B-1

November 2014
Record Change Form Appendix 2.06-B

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November 2014
 Washington State Bridge
Appendix 2.06-C Inventory System Coding Guide
Table of Contents
WSBIS NBI NTI WSBIM
Item No. WSBIS Item Name ItemNo. ItemNo. Page No. sequence
2920 Report Type - - 2.06-C-15 1
1990 Routine Inspection Date 90 - 1.1
1990 Fracture Critical Inspection Date 93A - 1.2
1990 Underwater Inspection Date 93B - 1.3
1990 Special Feature Inspection Date 93C - 1.4
1991 Routine Inspection Frequency 91 - 1.5
1991 Fracture Critical Inspection Frequency 92A - 1.6
1991 Underwater Inspection Frequency 92B - 1.7
1991 Special Feature Inspection Frequency 92C - 1.8
2921 Inspection Type - - 2.06-C-15 2
2646 Inspector Initials - - 2.06-C-16 3
2649 Inspector Certification Number - - 2.06-C-16 4
2654 Co-Inspector Initials - - 2.06-C-16 5
2642 Inspection Hours - - 2.06-C-16 6
2643 Inspection Overtime Hours - - 2.06-C-16 7
2900 Program Manager Oversight - - 2.06-C-16 8
1657 Structural Evaluation 67 - 2.06-C-18 9
1658 Deck Geometry 68 - 2.06-C-19 10
1659 Underclearances 69 - 2.06-C-22 11
1661 Alignment 72 - 2.06-C-23 12
1662 Waterway 71 - 2.06-C-24 13
1660 Operating Level 70 - 2.06-C-25 14
1293 Open, Closed or Posted 41 L.4 2.06-C-26 15
1663 Overall Deck Condition 58 - 2.06-C-28 16
1671 Superstructure Overall 59 - 2.06-C-29 17
2675 Number of Utilities - - 2.06-C-29 18
1676 Substructure Condition 60 - 2.06-C-30 19
1677 Channel Protection 61 - 2.06-C-31 20
1678 Culvert 62 - 2.06-C-32 21
1679 Pier/Abutment Protection 111 - 2.06-C-34 22
1680 Scour 113 - 2.06-C-35 23
2610 Asphalt Depth - - 2.06-C-37 24
2611 Design Curb Height - - 2.06-C-37 25
2612 Bridge Rail Height - - 2.06-C-37 26
1684 Bridge Rails 36A - 2.06-C-38 27
1685 Transitions 36B - 2.06-C-40 28
1686 Guardrails 36C - 2.06-C-41 29
1687 Terminals 36D - 2.06-C-41 30
2688 Revise Rating Flag - - 2.06-C-41 31
2691 Photos Flag - - 2.06-C-41 32
2693 Soundings Flag - - 2.06-C-42 33
2694 Clearance Flag - - 2.06-C-42 34
2695 QA Flag - - 2.06-C-42 35

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Washington State Bridge Inventory System Coding Guide Appendix 2.06-C

Table of Contents
WSBIS NBI NTI WSBIM
Item No. WSBIS Item Name ItemNo. ItemNo. Page No. sequence
2710 Sufficiency Rating - - 2.06-C-42 36
2711 Structurally Deficient/Functionally Obsolete - - 2.06-C-43 37
2614 Subject to NBIS Flag - - 2.06-C-44 38
1001 Structure Identifier 8 I.1 2.06-C-45 39
2009 Bridge Number - - 2.06-C-46 40
2010 Bridge Sort Number - - 2.06-C-47 41
2400 Program Manager - - 2.06-C-47 42
1019 Owner 22 C.1 2.06-C-48 43
1021 County Code 3 I.4 2.06-C-49 44
2023 City - - 2.06-C-49 45
1132 Bridge Name - I.2 2.06-C-50 46
1156 Location (Main Listings) 9 - 2.06-C-50 47
2181 Section - - 2.06-C-50 48
2183 Township - - 2.06-C-50 49
2185 Range - - 2.06-C-50 50
1188 Latitude 16 I.13 2.06-C-51 51
1196 Longitude 17 I.14 2.06-C-51 52
2615 Special Structures Flag - - 2.06-C-51 53
1232 Features Intersected 6 - 2.06-C-53 54
1256 Facilities Carried 7 I.10 2.06-C-53 55
1274 Region code 2 I.6 2.06-C-54 56
1276 FIPS Code 4 I.5 2.06-C-54 57
1285 Toll 20 C.4 2.06-C-55 58
1286 Custodian 21 C.2 2.06-C-56 59
1288 Parallel Structure 101 - 2.06-C-57 60
1289 Temporary Structure 103 - 2.06-C-57 61
1292 Historical Significance - NRHP 37 - 2.06-C-58 62
1332 Year Built 27 A.1 2.06-C-59 63
1336 Year Rebuilt 106 A.2 2.06-C-59 64
1340 Structure Length 49 - 2.06-C-60 65
2346 NBIS Length - - 2.06-C-62 66
1348 Maximum Span Length 48 - 2.06-C-62 67
1352 Lanes On 28A - 2.06-C-62 68
1356 Curb-to-Curb Width 51 G.3 2.06-C-63 69
1360 Out-to-Out Deck Width 52 - 2.06-C-64 70
1364 Sidewalk/Curb Width Left 50A G.4 2.06-C-65 71
1367 Sidewalk/Curb Width Right 50B G.5 2.06-C-65 72
1370 Minimum Vertical Clearance Over Deck 53 - 2.06-C-67 73
1374 Minimum Vertical Clearance Under Bridge 54B - 2.06-C-68 74
1378 Vertical Underclearance Code 54A - 2.06-C-70 75
1379 Minimum Lateral Underclearance Right 55A - 2.06-C-70 76
1382 Lateral Underclearance Code 55B - 2.06-C-73 77
1383 Minimum Lateral Underclearance Route Left 56 - 2.06-C-73 78
1386 Navigation Control 38 - 2.06-C-74 79
1387 Navigation Vertical Clearance 39 - 2.06-C-74 80
1390 Navigation Horizontal Clearance 40 - 2.06-C-75 81
1394 Vertical Lift Minimum Navigation Clearance 116 - 2.06-C-75 82

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Appendix 2.06-C Washington State Bridge Inventory System Coding Guide

Table of Contents
WSBIS NBI NTI WSBIM
Item No. WSBIS Item Name ItemNo. ItemNo. Page No. sequence
1291 Median 33 - 2.06-C-76 83
1397 Approach Roadway Width 32 - 2.06-C-77 84
1310 Skew 34 - 2.06-C-77 85
1312 Flared Flag 35 - 2.06-C-78 86
2000 Main Listing Flag - - 2.06-C-79 87
1432 Inventory Route On/Under 5A - 2.06-C-79 88
1433 Inventory Route Highway Class 5B - 2.06-C-80 89
1434 Inventory Route Service Level 5C - 2.06-C-80 90
1435 Route 5D I.7 2.06-C-81 91
2440 Milepost - - 2.06-C-81 92
2436 Route Sequencer - - 2.06-C-81 93
2437 Bridge List Milepost Override - - 2.06-C-81 94
2438 Milepost Sequencer - - 2.06-C-81 95
2468 Directional Indicator - - 2.06-C-82 96
2470 Ahead/Back Indicator - - 2.06-C-82 97
1467 Linear Referencing System Route 13A I.11 2.06-C-82 98
1477 Linear Referencing System Sub Route 13B - 2.06-C-83 99
1469 LRS Milepost 11 I.12 2.06-C-83 100
1483 National Highway System 104 C.5 2.06-C-83 101
1484 Base Highway Network 12 - 2.06-C-84 102
1485 STRAHNET Highway 100 C.6 2.06-C-84 103
1486 Federal Lands Highways 105 - 2.06-C-84 104
1487 Functional Classification 26 C.7 2.06-C-85 105
1489 National Truck Network 110 - 2.06-C-85 106
1490 Lane Use Direction 102 C.3 2.06-C-86 107
1354 Lanes Under 28B A.3 2.06-C-86 108
1445 ADT 29 A.4 2.06-C-87 109
1451 ADT Truck Percentage 109 A.5 2.06-C-87 110
1453 ADT Year 30 A.6 2.06-C-87 111
1457 Future ADT 114 - 2.06-C-88 112
1463 Future ADT Year 115 - 2.06-C-88 113
1413 Detour Length 19 A.7 2.06-C-89 114
2409 NTI Reportable Flag - - 2.06-C-90 114.5
2410 NBI Reportable Flag - - 2.06-C-90 115
2411 Bridge List - - 2.06-C-90 116
1491 Horizontal Clearance, Route Direction 47 - 2.06-C-90 116.9
1495 Horizontal Clearance, Reverse Direction 47 - 2.06-C-91 117
1499 Maximum Vertical Clearance, Route Direction 10 - 2.06-C-92 118
2500 Minimum Vertical Clearance, Route Direction - - 2.06-C-94 119
2501 Maximum Vertical Clearance, Reverse Direction - - 2.06-C-94 120
2502 Minimum Vertical Clearance, Reverse Direction - - 2.06-C-94 121
2401 Crossing Manager - - 2.06-C-94 123
2402 Crossing Description - - 2.06-C-47 123.5
1532 Main Span Material 43A - 2.06-C-95 124
1533 Main Span Design 43B - 2.06-C-96 125
1535 Approach Span Material 44A - 2.06-C-97 126
1536 Approach Span Design 44B - 2.06-C-97 127

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Washington State Bridge Inventory System Coding Guide Appendix 2.06-C

Table of Contents
WSBIS NBI NTI WSBIM
Item No. WSBIS Item Name ItemNo. ItemNo. Page No. sequence
2537 Alphabetic Span Type - - 2.06-C-98 128
1538 Number of Main Spans 45 - 2.06-C-98 129
1541 Number of Approach Spans 46 - 2.06-C-99 130
1544 Service On 42A - 2.06-C-99 131
1545 Service Under 42B - 2.06-C-99 132
1546 Deck type 107 - 2.06-C-100 133
1547 Wearing Surface 108A - 2.06-C-101 134
1548 Membrane 108B - 2.06-C-101 135
1549 Deck Protection 108C - 2.06-C-101 136
1550 Design Load 31 - 2.06-C-102 137
2580 Reference Inspection Date - - 2.06-C-104 138
2581 Load Rating Date - - 2.06-C-104 139
2582 Rated By - - 2.06-C-104 140
2587 Type 3 Rating Factor - - 2.06-C-104 141
2588 Type 3S2 Rating Factor - - 2.06-C-104 142
2589 Type 3-3 Rating Factor - - 2.06-C-105 143
2590 Notional Rating Load (NRL) Rating Factor - - 2.06-C-105 144
2591 Single Unit 4 (SU4) Rating Factor - - 2.06-C-105 145
2592 Single Unit 5 (SU5) Rating Factor - - 2.06-C-105 146
2593 Single Unit 6 (SU6) Rating Factor - - 2.06-C-106 147
2594 Single Unit 7 (SU7) Rating Factor - - 2.06-C-106 148
2596 Overload 1 (OL-1) Rating Factor - - 2.06-C-106 149
2597 Overload 2 (OL-2) Rating Factor - - 150
1551 Operating Rating Method 63 - 2.06-C-107 151
1552 Operating Rating Tons 64 - 2.06-C-108 152
1553 Operating Rating Factor 64 L.3 2.06-C-109 153
1554 Inventory Rating Method 65 L.1 2.06-C-109 154
1555 Inventory Rating Tons 66 - 2.06-C-109 155
1556 Inventory Rating Factor 66 - 2.06-C-109 156
1585 Border Bridge State Code 98A L.2 2.06-C-110 157
1588 Border Bridge Percent 98B - 2.06-C-110 158
1590 Border Bridge Structure Identifier 99 - 2.06-C-110 159
1844 Proposed Improvement Work Type 75A - 2.06-C-111 160
1846 Proposed Improvement Work Method 75B - 2.06-C-111 161
1847 Proposed Improvement Length 76 - 2.06-C-112 162
2853 Proposed Improvement Roadway Width - - 2.06-C-112 163
2860 Proposed Improvement Cost Per SF of Deck - - 2.06-C-112 164
1867 Proposed Improvement Structure Cost 94 - 2.06-C-112 165
1873 Proposed Improvement Roadway Cost 95 - 2.06-C-112 166
2870 Proposed Improvement Eng. and Misc. Cost - - 2.06-C-112 167
1861 Proposed Improvement Total Cost 96 - 2.06-C-113 168
1879 Proposed Improvement Estimate Year 97 - 2.06-C-113 169
1436 Route Direction - I.8 2.06-C-114 170
1543 Service in Tunnel - A.8 2.06-C-114 171
1022 Urban Code - C.8 2.06-C-114 172
1349 Tunnel Length - G.1 2.06-C-116 173
1401 Min. Vertical Clearance Over Tunnel Roadway - G.2 2.06-C-116 174

Page 2.06-C-4 Washington State Bridge Inspection Manual M 36-64.07

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Appendix 2.06-C Washington State Bridge Inventory System Coding Guide

Table of Contents
WSBIS NBI NTI WSBIM
Item No. WSBIS Item Name ItemNo. ItemNo. Page No. sequence
1560 Posted Load Gross - L.5 2.06-C-116 175
1992 Routine Inspection Target Date - D.1 2.06-C-116 175
1561 Posted Load Axle - L.6 2.06-C-117 176
1562 Posted Load Type 3 - L.7 2.06-C-117 177
1563 Posted Load Type 3S2 - L.8 2.06-C-117 178
1564 Posted Load Type 3-3 - L.9 2.06-C-117 179
1402 Tunnel Height Restriction - L.10 2.06-C-118 180
1408 Tunnel Hazardous Material Restriction - L.11 2.06-C-118 181
1409 Tunnel Other Restrictions - L.12 2.06-C-118 182
1510 Number of Bores - S.1 2.06-C-119 183
1511 Tunnel Shape - S.2 2.06-C-120 184
1512 Portal Shape - S.3 2.06-C-121 185
1513 Ground Conditions - S.4 2.06-C-121 186
1514 Complex - S.5 2.06-C-121 187

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January 2017
Washington State Bridge Inventory System Coding Guide Appendix 2.06-C

This list is sorted by WSBIS item number.

Table 1 - WSBIS Item Numbers by Sequence

WSBIS NBI NTI WSBIM
Item No. WSBIS Item Name ItemNo. ItemNo. Page No. sequence
1001 Structure Identifier 8 I.1 2.06-C-45 39
1019 Owner 22 C.1 2.06-C-48 43
1021 County Code 3 I.4 2.06-C-49 44
1022 Urban Code - C.8 2.06-C-114 172
1132 Bridge Name - I.2 2.06-C-50 46
1156 Location 9 - 2.06-C-50 47
1188 Latitude 16 I.13 2.06-C-51 51
1196 Longitude 17 I.14 2.06-C-51 52
1232 Features Intersected 6 - 2.06-C-53 54
1256 Facilities Carried 7 I.10 2.06-C-53 55
1274 Region code 2 I.6 2.06-C-54 56
1276 FIPS Code 4 I.5 2.06-C-54 57
1285 Toll 20 C.4 2.06-C-55 58
1286 Custodian 21 C.2 2.06-C-56 59
1288 Parallel Structure 101 - 2.06-C-57 60
1289 Temporary Structure 103 - 2.06-C-57 61
1291 Median 33 - 2.06-C-76 83
1292 Historical Significance - NRHP 37 - 2.06-C-58 62
1293 Open, Closed or Posted 41 L.4 2.06-C-26 15
1310 Skew 34 - 2.06-C-77 85
1312 Flared Flag 35 - 2.06-C-78 86
1332 Year Built 27 A.1 2.06-C-59 63
1336 Year Rebuilt 106 A.2 2.06-C-59 64
1340 Structure Length 49 - 2.06-C-60 65
1348 Maximum Span Length 48 - 2.06-C-62 67
1349 Tunnel Length - G.1 2.06-C-116 173
1352 Lanes On 28A - 2.06-C-62 68
1354 Lanes Under 28B A.3 2.06-C-86 108
1356 Curb-to-Curb Width 51 G.3 2.06-C-63 69
1360 Out-to-Out Deck Width 52 - 2.06-C-64 70
1364 Sidewalk/Curb Width Left 50A G.4 2.06-C-65 71
1367 Sidewalk/Curb Width Right 50B G.5 2.06-C-65 72
1370 Minimum Vertical Clearance Over Deck 53 - 2.06-C-67 73
1374 Minimum Vertical Clearance Under Bridge 54B - 2.06-C-68 74
1378 Vertical Underclearance Code 54A - 2.06-C-70 75
1379 Minimum Lateral Underclearance Right 55A - 2.06-C-70 76
1382 Lateral Underclearance Code 55B - 2.06-C-73 77
1383 Minimum Lateral Underclearance RouteLeft 56 - 2.06-C-73 78
1386 Navigation Control 38 - 2.06-C-74 79
1387 Navigation Vertical Clearance 39 - 2.06-C-74 80
1390 Navigation Horizontal Clearance 40 - 2.06-C-75 81
1394 Vertical Lift Minimum Navigation Clearance 116 - 2.06-C-75 82
1397 Approach Roadway Width 32 - 2.06-C-77 84
1401 Min. Vertical Clearance Over Tunnel Roadway - G.2 2.06-C-116 174
1402 Tunnel Height Restriction - L.10 2.06-C-118 180
1408 Tunnel Hazardous Material Restriction - L.11 2.06-C-118 181

Page 2.06-C-6 Washington State Bridge Inspection Manual M 36-64.07

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Appendix 2.06-C Washington State Bridge Inventory System Coding Guide

Table 1 - WSBIS Item Numbers by Sequence

WSBIS NBI NTI WSBIM
Item No. WSBIS Item Name ItemNo. ItemNo. Page No. sequence
1409 Tunnel Other Restrictions - L.12 2.06-C-118 182
1413 Detour Length 19 A.7 2.06-C-89 114
1432 Inventory Route On/Under 5A - 2.06-C-79 88
1433 Inventory Route Highway Class 5B - 2.06-C-80 89
1434 Inventory Route Service Level 5C - 2.06-C-80 90
1435 Route 5D I.7 2.06-C-81 91
1436 Route Direction - I.8 2.06-C-114 170
1445 ADT 29 A.4 2.06-C-87 109
1451 ADT Truck Percentage 109 A.5 2.06-C-87 110
1453 ADT Year 30 A.6 2.06-C-87 111
1457 Future ADT 114 - 2.06-C-88 112
1463 Future ADT Year 115 - 2.06-C-88 113
1467 Linear Referencing System Route 13A I.11 2.06-C-82 98
1469 LRS Milepost 11 I.12 2.06-C-83 100
1477 Linear Referencing System Sub Route 13B - 2.06-C-83 99
1483 National Highway System 104 C.5 2.06-C-83 101
1484 Base Highway Network 12 - 2.06-C-84 102
1485 STRAHNET Highway 100 C.6 2.06-C-84 103
1486 Federal Lands Highways 105 - 2.06-C-84 104
1487 Functional Classification 26 C.7 2.06-C-85 105
1489 National Truck Network 110 - 2.06-C-85 106
1490 Lane Use Direction 102 C.3 2.06-C-86 107
1491 Horizontal Clearance, Route Direction 47 - 2.06-C-90 116.9
1495 Horizontal Clearance, Reverse Direction 47 - 2.06-C-91 117
1499 Maximum Vertical Clearance, Route Direction 10 - 2.06-C-92 118
1510 Number of Bores - S.1 2.06-C-119 183
1511 Tunnel Shape - S.2 2.06-C-120 184
1512 Portal Shape - S.3 2.06-C-121 185
1513 Ground Conditions - S.4 2.06-C-121 186
1514 Complex - S.5 2.06-C-121 187
1532 Main Span Material 43A - 2.06-C-95 124
1533 Main Span Design 43B - 2.06-C-96 125
1535 Approach Span Material 44A - 2.06-C-97 126
1536 Approach Span Design 44B - 2.06-C-97 127
1538 Number of Main Spans 45 - 2.06-C-98 129
1541 Number of Approach Spans 46 - 2.06-C-99 130
1543 Service in Tunnel - A.8 2.06-C-114 171
1544 Service On 42A - 2.06-C-99 131
1545 Service Under 42B - 2.06-C-99 132
1546 Deck type 107 - 2.06-C-100 133
1547 Wearing Surface 108A - 2.06-C-101 134
1548 Membrane 108B - 2.06-C-101 135
1549 Deck Protection 108C - 2.06-C-101 136
1550 Design Load 31 - 2.06-C-102 137
1551 Operating Rating Method 63 - 2.06-C-107 151
1552 Operating Rating Tons 64 - 2.06-C-108 152
1553 Operating Rating Factor 64 L.3 2.06-C-109 153

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Washington State Bridge Inventory System Coding Guide Appendix 2.06-C

Table 1 - WSBIS Item Numbers by Sequence

WSBIS NBI NTI WSBIM
Item No. WSBIS Item Name ItemNo. ItemNo. Page No. sequence
1554 Inventory Rating Method 65 L.1 2.06-C-109 154
1555 Inventory Rating Tons 66 - 2.06-C-109 155
1556 Inventory Rating Factor 66 - 2.06-C-109 156
1560 Posted Load Gross - L.5 2.06-C-116 175
1561 Posted Load Axle - L.6 2.06-C-117 176
1562 Posted Load Type 3 - L.7 2.06-C-117 177
1563 Posted Load Type 3S2 - L.8 2.06-C-117 178
1564 Posted Load Type 3-3 - L.9 2.06-C-117 179
1585 Border Bridge State Code 98A L.2 2.06-C-110 157
1588 Border Bridge Percent 98B - 2.06-C-110 158
1590 Border Bridge Structure Identifier 99 - 2.06-C-110 159
1657 Structural Evaluation 67 - 2.06-C-18 9
1658 Deck Geometry 68 - 2.06-C-19 10
1659 Underclearances 69 - 2.06-C-22 11
1660 Operating Level 70 - 2.06-C-25 14
1661 Alignment 72 - 2.06-C-23 12
1662 Waterway 71 - 2.06-C-24 13
1663 Overall Deck Condition 58 - 2.06-C-28 16
1671 Superstructure Overall 59 - 2.06-C-29 17
1676 Substructure Condition 60 - 2.06-C-30 19
1677 Channel Protection 61 - 2.06-C-31 20
1678 Culvert 62 - 2.06-C-32 21
1679 Pier/Abutment Protection 111 - 2.06-C-34 22
1680 Scour 113 - 2.06-C-35 23
1684 Bridge Rails 36A - 2.06-C-38 27
1685 Transitions 36B - 2.06-C-40 28
1686 Guardrails 36C - 2.06-C-41 29
1687 Terminals 36D - 2.06-C-41 30
1844 Proposed Improvement Work Type 75A - 2.06-C-111 160
1846 Proposed Improvement Work Method 75B - 2.06-C-111 161
1847 Proposed Improvement Length 76 - 2.06-C-112 162
1867 Proposed Improvement Structure Cost 94 - 2.06-C-112 165
1873 Proposed Improvement Roadway Cost 95 - 2.06-C-112 166
1861 Proposed Improvement Total Cost 96 - 2.06-C-113 168
1879 Proposed Improvement Estimate Year 97 - 2.06-C-113 169
1990 Routine Inspection Date 90 - 1.1
1990 Fracture Critical Inspection Date 93A - 1.2
1990 Underwater Inspection Date 93B - 1.3
1990 Special Feature Inspection Date 93C - 1.4
1991 Routine Inspection Frequency 91 - 1.5
1991 Fracture Critical Inspection Frequency 92A - 1.6
1991 Underwater Inspection Frequency 92B - 1.7
1991 Special Feature Inspection Frequency 92C - 1.8
1992 Routine Inspection Target Date - D.1 2.06-C-116 175
2000 Main Listing Flag - - 2.06-C-79 87
2009 Bridge Number - - 2.06-C-46 40
2010 Bridge Sort Number - - 2.06-C-47 41

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Table 1 - WSBIS Item Numbers by Sequence

WSBIS NBI NTI WSBIM
Item No. WSBIS Item Name ItemNo. ItemNo. Page No. sequence
2023 City - - 2.06-C-49 45
2157 Crossing Description - - 122
2181 Section - - 2.06-C-50 48
2183 Township - - 2.06-C-50 49
2185 Range - - 2.06-C-50 50
2346 NBIS Length - - 2.06-C-62 66
2400 Program Manager - - 2.06-C-47 42
2401 Crossing Manager - - 2.06-C-94 123
2402 Crossing Description - - 123.5
2409 NTI Reportable Flag - - 2.06-C-90 114.5
2410 NBI Reportable Flag - - 2.06-C-90 115
2411 Bridge List - - 2.06-C-90 116
2436 Route Sequencer - - 2.06-C-81 93
2437 Bridge List Milepost Override - - 2.06-C-81 94
2438 Milepost Sequencer - - 2.06-C-81 95
2440 Milepost - - 2.06-C-81 92
2468 Directional Indicator - - 2.06-C-82 96
2470 Ahead/Back Indicator - - 2.06-C-82 97
2500 Minimum Vertical Clearance, Route Direction - - 2.06-C-94 119
2501 Maximum Vertical Clearance, Reverse Direction - - 2.06-C-94 120
2502 Minimum Vertical Clearance, Reverse Direction - - 2.06-C-94 121
2537 Alphabetic Span Type - - 2.06-C-98 128
2580 Reference Inspection Date - - 2.06-C-104 138
2581 Load Rating Date - - 2.06-C-104 139
2582 Rated By - - 2.06-C-104 140
2587 Type 3 Rating Factor - - 2.06-C-104 141
2588 Type 3S2 Rating Factor - - 2.06-C-104 142
2589 Type 3-3 Rating Factor - - 2.06-C-105 143
2590 Notional Rating Load (NRL) Rating Factor - - 2.06-C-105 144
2591 Single Unit 4 (SU4) Rating Factor - - 2.06-C-105 145
2592 Single Unit 5 (SU5) Rating Factor - - 2.06-C-105 146
2593 Single Unit 6 (SU6) Rating Factor - - 2.06-C-106 147
2594 Single Unit 7 (SU7) Rating Factor - - 2.06-C-106 148
2596 Overload 1 (OL-1) Rating Factor - - 2.06-C-106 149
2597 Overload 2 (OL-2) Rating Factor - - 150
2610 Asphalt Depth - - 2.06-C-37 24
2611 Design Curb Height - - 2.06-C-37 25
2612 Bridge Rail Height - - 2.06-C-37 26
2614 Subject to NBIS Flag - - 2.06-C-44 38
2615 Special Structures Flag - - 2.06-C-51 53
2642 Inspection Hours - - 2.06-C-16 6
2643 Inspection Overtime Hours - - 2.06-C-16 7
2646 Inspector Initials - - 2.06-C-16 3
2649 Inspector Certification Number - - 2.06-C-16 4
2654 Co-Inspector Initials - - 2.06-C-16 5
2675 Number of Utilities - - 2.06-C-29 18
2688 Revise Rating Flag - - 2.06-C-41 31

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Table 1 - WSBIS Item Numbers by Sequence

WSBIS NBI NTI WSBIM
Item No. WSBIS Item Name ItemNo. ItemNo. Page No. sequence
2691 Photos Flag - - 2.06-C-41 32
2693 Soundings Flag - - 2.06-C-42 33
2694 Clearance Flag - - 2.06-C-42 34
2695 QA Flag - - 2.06-C-42 35
2710 Sufficiency Rating - - 2.06-C-42 36
2711 Structurally Deficient/Functionally Obsolete - - 2.06-C-43 37
2853 Proposed Improvement Roadway Width - - 2.06-C-112 163
2860 Proposed Improvement Cost Per SF of Deck - - 2.06-C-112 164
2870 Proposed Improvement Eng. and Misc. Cost - - 2.06-C-112 167
2900 Program Manager Oversight - - 2.06-C-16 8
2920 Report Type - - 2.06-C-15 1
2921 Inspection Type - - 2.06-C-15 2

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Appendix 2.06-C Washington State Bridge Inventory System Coding Guide

Coding Guide Instructions

1. Throughout this appendix, each item heading potentially has two parts. The text above the line
is the WSBIS item number and name. The equivalent FHWA item number and name (if they
exist) are below the line.
2. With the exception of WSBIS Item 1435 Route Number, WSBIS does not record leading
zeroes. When leading zeroes are required for FHWA items, they are added in the translation
for the NBIsubmittal.
3. For any NBI or NTI item, where WSBIS codes differ from the NBI or NTI codes, the WSBIS
code will be automatically translated for the NBI and NTI data submittals.
4. The following is a discussion of On and Under records for bridges.
Each bridge has data elements related to the structure. This data describes the bridge itself,
including the structure type, quantities and dimensions, location, etc.
In addition, each bridge has data elements related to the roadway associated with the bridge.
This data describes the roadway that is either on or under the structure, including route
number, highway classifications, vertical and horizontal clearances, etc. This data is called
a crossing record. A bridge will have either one or two National Bridge Inventory (NBI)
reportable crossing records.
A bridge that carries vehicular traffic will have an On crossing record. This On record exists
for any public roadway on the bridge, whether it is a state route or a local agency route.
A bridge that crosses a state route roadway, regardless of what is on the bridge, will have an
Under crossing record in the Bridge Preservation Office (BPO) database. (A local agency may
or may not have an Under crossing record for a state owned bridge that crosses a local route.
That record would reside in the Local Programs database, not in the BPOdatabase.)
For crossing records, a flag known as the Main Listing or Secondary Listing is used. All
structure data elements are related to the Main Listing. A Secondary Listing, if it exists, is
reported to the NBI in a record separate from the structure record. For state owned structures,
Secondary Listings are coded by the BPO Information Group, and are displayed in the
BridgeWorks application in Inventory Management mode.
The Structural Inventory and Appraisal (SI&A) sheet will display the data relevant to the
structure and to the Main Listing. If a Secondary Listing exists, a second SI&A sheet will
display only the data relevant to that crossing record.
State owned bridges that meet the NBIS definition, and are located over a state route, are
reported to the NBI by BPO. This includes all the structural and inspection data, as well as the
crossing record for the roadway on and the crossing record for the roadway under.
Local agency owned bridges that meet the NBIS definition, and are located over a state route,
are reported to the NBI. The structural and inspection data, and the crossing record for the
roadway on the bridge, are reported by the local agency. Thecrossing record for the roadway
under the bridge is reported by BPO.
Bridges that do not meet the NBIS definition, but are located over a state route, arereported
to the NBI but with a truncated amount of structural data, no inspection data, and the crossing
record for the roadway under.

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Examples:
Bridge 90/327 Schoessler Rd Over I-90 This bridge has an On crossing record for
Shoessler Rd (the Main Listing) and an Under crossing record for I-90 (the Secondary
Listing). Both these records are reported to the NBI.
Bridge 90/531N I-90 Over Abbott Rd This bridge has an On crossing record for I-90
(theMain Listing). There is not an Under crossing record for Abbott Rd. in the BPO database.
The On crossing record is reported to theNBI.
Bridge 90/564P Pedestrian Br Over I-90 This bridge has an Under crossing record for
I-90 (the Main Listing). This crossing record is reported tothe NBI.
Bridge 90/179.25 Schnebly Coulee This bridge, a short span, has an On crossing record for
I-90 (the Main Listing). This record is not reported to the NBI because short span bridges are
not NBIS bridges. WSDOT maintains a crossing record by BPO policy.
Pedestrian and railroad bridges over routes carrying public highways are inventoried in
WSBIS primarily to manage restrictions to roadway traffic imposed by these structures.
WSBIS maintains less data for these structures, as compared to bridges carrying public
highways themselves. Table 2 provides a listing of the WSBIS fields maintained for
thesestructures.

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Table 2 - WSBIS Items Coded for Pedestrian, Railroad, and Utility

BridgesOverHighways1
WSBIS NBI Item WSBIS NBI Item
WSBIS Item Name Item No. No. WSBIS Item Name Item No. No.
Structure Identifier 1001 8 Horizontal Clearance Reverse Dir 1495 47
Location 1156 9 Max Vertical Clearance Route Dir 1499 10
Latitude 1188 16 Detour Length 1413 19
Longitude 1196 17 Main Span Material 1532 43A
County Code 1021 3 Main Span Design 1533 43B
Features Intersected 1232 6A Service On 1544 42A
Facilities Carried 1256 7 Service Under 1545 42B
FIPS Place Code 1276 4 Main Listing Flag 2000 -
Toll 1285 20 Bridge Number 2009 -
Parallel Structure 1288 101 City 2023 -
Temporary Structure 1289 103 Bridge Name 2132 -
Year Built 1332 27 Section 2181 -
Bridge Length 1340 49 Township 2183 -
Maximum Span Length 1348 48 Range 2185 -
Lanes On 1352 28A Program Manager 2400 -
Lanes Under 1354 28B Crossing Manager 2401 -
On/Under 1432 5A Milepost 2440 -
Highway Class 1433 5B Min Vert Clr, Route Direction 2500 -
Service Level 1434 5C Max Vert Clr, Reverse Direction 2501 -
Route Number 1435 5D Min Vert Clr, Reverse Direction 2502 -
ADT On Inventory Route 1445 29 Subject to NBIS Flag 2614 -
Truck ADT PCT 1451 109 Photos Flag 2691 -
ADT Year 1453 30 Clearance Flag 2694 -
LRS Route 1467 13A Report Type 2920 -
LRS Sub Route 1477 13B Inspection Hours 2642 -
LRS Milepost 1469 11 Inspection OT Hours 2643 -
National Highway System 1483 104 Inspector Initials 2646 -
Base Highway Network 1484 12 Inspector Cert No. 2649 -
Strahnet 1485 100 Co-Inspector Initials 2654 -
Fed Funct Class 1487 26
Notes:
National Truck Net 1489 110 1. These structures are managed as Main Listing
Lane Use Direction 1490 102 Under Records in WSBIS.
Horizontal Clearance Route Dir 1491 47
5. The following is a discussion of On and Under records for tunnels.
Tunnels do not have On and Under records as reported to the NTI. Within WSBIS, all tunnels
are coded as Main Listing Under records. The National Tunnel Inventory (NTI) does not
consider routes above a tunnel, and only one tunnel record is ever reported to the NTI and
maintained in WSBIS.

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Table 3 - WSBIS Items Coded for NTI Records

WSBIS NTI Item WSBIS NTI Item
WSBIS Item Name Item No. No. WSBIS Item Name Item No. No.
Tunnel Number 1001 I.1 Service in Tunnel 1543 A.8
Owner 1019 C.1 Operating Load Rating Factor 1553 L.3
County Code 1021 I.4 Load Rating Method 1554 L.1
Urban Code 1022 C.8 Inventory Load Rating Factor 1556 L.2
Bridge Name 1132 I.2 Posting Load Gross 1560 L.5
Location (Main Listings) 1156 - Posting Load Axle 1561 L.6
Tunnel Portals Latitude 1188 I.13 Posting Load Type 3 1562 L.7
Tunnel Portals Longitude 1196 I.14 Posting Load Type 3S2 1563 L.8
Feature Intersected 1232 - Posting Load Type 3-3 1564 L.9
Facility Carried 1256 I.10 Routine Inspection Date 1990 D.2
Highway Agency District 1274 I.6 Routine Inspection Frequency 1991 D.3
Place Code 1276 I.5 Routine Inspection Target Date 1992 D.1
Toll 1285 C.4 Bridge Number 2009 -
Operator 1286 C.2 Bridge Sort Number 2010 -
Historical Significance - NRHP 1292 - City 2023 -
Tunnel Load Posting Status 1293 L.4 Section 2181 -
Year Built 1332 A.1 Township 2183 -
Year Rehabilitated 1336 A.2 Range 2185 -
Tunnel Length 1349 G.1 Program Manager 2400 -
Total Number of Lanes 1354 A.3 Milepost 2440 -
Roadway Width, Curb-to-Curb 1356 G.3 Min. Vert Clearance. Route Dir. 2500 -
Left Sidewalk Width 1364 G.4 Max. Vert. Clearance, Rev. Dir. 2501 -
Right Sidewalk Width 1367 G.5 Min. Vert. Clearance, Rev. Dir. 2502 -
Min Vert Clr over Tunnel Rdwy 1401 G.2 Alphabetic Span Type 2537 -
Height Restriction 1402 L.10 Reference Inspection Date 2580 -
Hazardous Material Restriction 1408 L.11 Load Rating Date 2581 -
Other Restrictions 1409 L.12 Rated By 2582 -
Detour Length 1413 A.7 Type 3 Rating Factor 2587 -
Inventory Route, On/Under 1433 - Type 3S2 Rating Factor 2588 -
Route Type 1433 I.9 Type 3-3 Rating Factor 2589 -
Route Number 1435 I.7 NRL Rating Factor 2590 -
Route Direction 1436 I.8 SU4 Rating Factor 2591 -
Average Daily Traffic 1445 A.4 SU5 Rating Factor 2592 -
Average Daily Truck Traffic 1451 A.5 SU6 Rating Factor 2593 -
Year of Average Daily Traffic 1453 A.6 SU7 Rating Factor 2594 -
LRS Route ID 1467 I.11 OL-1 Rating Factor 2595 -
LRS Mile Point 1469 I.12 OL-2 Rating Factor 2596 -
NHS Designation 1483 C.5 Special Structures Flag 2615 -
STRAHNET Designation 1485 C.6 Inspection Hours 2642 -
Functional Classification 1487 C.7 Inspection Overtime Hours 2643 -
Direction of Traffic 1490 C.3 Inspector Initials 2646 -
Max. Vert. Clearance, Route Dir. 1499 - Co-Inspector Initials 2654 -
Number of Bores 1510 S.1 Revise Rating Flag 2688 -
Tunnel Shape 1511 S.2 Photos Flag 2691 -
Portal Shapes 1512 S.3 Clearance Flag 2694 -
Ground Conditions 1513 S.4 QA Flag 2695 -
Complex 1514 S.5

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Appendix 2.06-C Washington State Bridge Inventory System Coding Guide

Report Types

WSBIS Items 1990, 1991, and 2920 Report Type

WSBIS Item 2921 Inspection Type

Table 2920 - Report Types and Inspection Types
Inspection NBI Item NTI Item
Report Type Type Code Inspection Type Insp. Date Insp. Freq. Insp. Date Insp. Freq.
Routine1 N/A 90 91 D.2 D.3
Fracture Critical1 N/A 93A 92A - -
Underwater1 N/A 93B 92B - -
Special Feature1 1 Movable 93C 92C - -
2 Floating 93C 92C - -
3 Suspension 93C 92C - -
4 Redundant Pin and Hanger 93C 92C - -
5 Segmental 93C 92C - -
6 Ferry Terminal 93C 92C - -
7 High Strength Steel 93C 92C - -
8 Structure with Temporary Support 93C 92C - -
9 Cable Stayed 93C 92C - -
0 Other 93C 92C - -
Interim - - - D.6 -
UW Interim - - - - -
Equipment - - - - -
Damage A Overheight - - D.5 -
B Lateral Damage to Vertical Member - - D.5 -
E Flood - - D.5 -
G Earthquake - - D.5 -
H Bridge Rail - - D.5 -
O Other - - D.5 -
S Reported by Others - Overheight - - D.5 -
T Reported by Others - Lateral - - D.5 -
U Reported by Others - Bridge Rail - - D.5 -
Safety - - - - -
Short Span - - - - -
2 Man UBIT - - - - -
In-Depth - - - D.4 -
Inventory - - - - -
Geometric - - - - -
Feature - - - - -
Informational - - - - -

1. These report types are used only for structures subject to the NBIS or NTIS. If a structure does not meet this criteria,
another report type must be used (usually Short Span or Safety report types). Refer to Chapter 3 for more detailed
descriptions of the Report Types.

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WSBIS Item 2646 Inspector Initials

(Cannot be null.)
These are the initials of the team leader at the bridge site performing the inspection for the
designated report type.

WSBIS Item 2649 Inspector Certification Number

(Cannot be null.)
This is the certification number of the team leader.

WSBIS Item 2654 Co-Inspector Initials

(May be null only for Damage, Informational and Inventory report types.)
These are the initials of the individual who assisted the team leader in performing the inspection
for the designated report type.

WSBIS Item 2642 Inspection Hours

(Null only for Informational and Inventory report types.)
This is the total number of inspection hours (to the nearest half hour), excepting overtime hours,
that the inspection team spent on the bridge while performing an inspection of the designated
report type.

WSBIS Item 2643 Inspection Overtime Hours

(Null unless overtime hours utilized during inspection.)
This is the total number of overtime inspection hours (to the nearest half hour) that the inspection
team spent on the bridge while performing an inspection of the designated report type.

WSBIS Item 2900 Program Manager Oversight

The Program Manager Oversight information is made up of the following three fields:
Late Inspection Explanation
For any NBI or NTI reportable inspection type, when an inspection is, or is to be, performed later
than the calculated month due, an explanation must be provided for thedelinquency.
Program Manager Response Date
Enter the date of the Program Managers response to the Late Inspection Explanation.
Program Manager Approval
Enter a Y Approved or N Disapproved to indicate the Program Managers response.

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NBI
Adequacy Appraisals

WSBIS Items 1657, 1658, 1659, 1661, and 1662

FHWA Items 67, 68, 69, 71, and 72
The items in the appraisal section are used to evaluate a bridge in relation to the level of service
which it provides on the highway system of which it is a part. The structure will be compared to a
new one which is built to current standards for that particular type of road as further defined in this
section except for WSBIS Item 1661 Approach Roadway Alignment. See WSBIS Item 1661 for
special criteria for rating that item.
WSBIS Items 1657, 1658, 1659, 1661, and 1662 will be coded with a 1-digit code that indicates
the appraisal rating for the item. The ratings and codes are as follows:
Table 4 - NBI Adequacy Appraisal Ratings
WSBIS NBI
Code Code Description
9 N Not applicable
8 9 Superior to present desirable criteria
8 8 Equal to present desirable criteria
7 7 Better than present minimum criteria
6 6 Equal to present minimum criteria
5 5 Better than minimum tolerable limits
4 4 Meets minimum tolerable limits to be left in place as is
3 3 Basically intolerable requiring high priority corrective action
2 2 Basically intolerable requiring high priority replacement
1 1 This value of rating code not used
0 0 Bridge closed

WSBIS Items 1657, 1658, 1659 are calculated automatically based on other coded items.
Completed bridges not yet opened to traffic, if rated, shall be appraised as if open to traffic. Design
values, for example ADT, shall be used for the evaluation. The data provided will include a code
of G for WSBIS Item 1293 Structure Open, Posted, or Closed to Traffic.
NBI Commentary:
WSBIS uses the 9 code to indicate Not applicable, which is translated to N when reported
to the NBI. WSBIS uses code 8 for Superior or equal to present desirable criteria, which is a
combination of NBI codes 8 and 9. (WSBIS does not submit a code 9 to the NBI.)

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WSBIS Item 1657 Structural Evaluation

FHWA Item 67 Structural Evaluation
This item is calculated automatically and cannot be edited.
Structural Evaluation rates the adequacy of the structures condition, taking into account any
major structural deficiencies. This rating is based on the overall condition of the superstructure,
substructure, the inventory rating, and the ADT.
Table 1657 explains how the inventory rating and Proposed Improvements may further lower this
code. The code for this item is no higher than the lowest of the condition codes forSuperstructure
Overall, Substructure Condition, or CulvertCondition.
Table 1657 - Structural Adequacy Appraisal Rating
Inventory Rating HS Truck (Tons) Structural Adequacy
ADT 0-500 ADT 501-5000 ADT >5000 Appraisal Rating Code
>36 >36 >36 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 code of 4 and requiring corrective action. 3
Inventory rating is less than above and bridge requires replacement (WSBIS Item 1844, 2
Proposed Improvement Work Type is coded 31 or 32).
Bridge is closed and requires replacement. 0

NBI Commentary:
The use of the Proposed Improvement Work Type code in the calculation is not documented in
the FHWA Coding Guide.

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WSBIS Item 1658 Deck Geometry

FHWA Item 68 Deck Geometry
This item is calculated automatically and cannot be edited.
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 traffic lanes, the curb-to-curb
width, the minimum vertical clearance over the bridge deck, the ADT, and the federal functional
classification.
The following tables 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.
Use this guide to determine which table to use.
Table 1658a - Deck Geometry Guide to Cases
Direction of Traffic Number of Lanes Curb to Curb Width Table to Use
2 way non-interstate 3+ Table 1658d
2 way non-interstate 2 Table 1658b
2 way non-interstate 1 < 16 Table 1658c
2 way non-interstate 1 16 Table 1658b
1 way non-interstate 1 Table 1658b
1 way non-interstate 2 or more Table 1658d
Ramp any Table 1658e
1 way interstate any Table 1658d
2 way interstate any Table 1658d

For all bridges with a vertical clearance restriction over the deck, also use Table WSBIS-1658f.
Use whichever rating code is lower.
Table 1658b - Deck Geometry Appraisal Rating Case 1
Curb-to-Curb Bridge Roadway Width Deck Geometry
Appraisal
ADT 0-100 ADT 101-400 ADT 401-1000 ADT 1-2k ADT 2-5k ADT >5k Rating Code
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)2 4
16 18 20 22 26 30(26)2 3
Bridge is open and has a width less than required for a rating code of 3 and bridge is open. 2
Bridge is closed. 0

Notes:
1. Use the lower rating code for roadway widths between those shown.
2. For structures longer than 200 feet, use the values shown in parentheses.

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Table 1658c - Deck Geometry Appraisal Rating Case 2

Curb-to-Curb Bridge Roadway Width Deck Geometry
ADT 0-100 ADT >100 Appraisal Rating Code
not applicable 9
<16 - 8
15 - 7
14 - 6
13 - 5
12 - 4
11 <16 3
Bridge is open and has a width less than required for a rating code of 3. 2
Bridge is closed. 0
Note:
Use the lower rating code for roadway widths between those shown.

Table 1658d - Deck Geometry Appraisal Rating Case 3

Curb-to-Curb Bridge Roadway Width - 2 or More Lanes in Each Direction
Number of Lanes (N) (Interstate) Number of Lanes (N) (Other Roadways) Deck Geometry
2 Lanes > 2 Lanes 2 Lanes > 2 Lanes Appraisal Rating Code
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)2 11N + 12 30 11N + 6 4
(11N + 7)2
33 (28)2 11N + 11 27 11N + 5 3
(11N + 6)2
Bridge is open and has a width less than required for rating code of 3 and bridge open to traffic. 2
Bridge is closed. 0
Notes:
1. Use the lower rating code for roadway widths between thoseshown.
2. For structures longer than 200 feet, use the values shown in parentheses.

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Table 1658e - Deck Geometry Appraisal Rating Case 4

Curb-to-Curb Ramp Bridge Roadway Width Deck Geometry
1 Lane > 1 Lane Appraisal Rating Code
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. 2
Bridge is closed. 0
Note:
Use the lower rating code for roadway widths between those shown.

Table 1658f - Deck Geometry Appraisal Rating Case 5

Functional Class
Interstate and Other Freeway Other Principal Major and Minor
Designated Routes2 Undesignated Routes2 andMinor Arterials Collectors and Locals Deck Geometry
Minimum Vertical Clearance Appraisal Rating Code
not applicable 9
17 - 0 16 - 0 16 - 6 16 - 6 8
16 - 9 15 - 6 15 - 6 15 - 6 7
16 - 6 14 - 6 14 - 6 14 - 6 6
15 - 8 14 - 3 14 - 3 14 - 3 5
15 - 0 14 - 0 14 - 0 14 - 0 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 bridge requires replacement (WSBIS Item 1844 2
Proposed Improvement Work Type is coded 31 or 32).
Bridge is closed. 0
Notes:
1. Use the lower rating code for vertical clearances between those shown.
2. Use the first column (Designated Routes) for all routes except designated routes in urban areas where there is
an alternative interstate or freeway facility with a minimum clearance of at least 16 - 0. Use the second column
(Undesignated Routes) for all undesignated interstate or freeway facilities.

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WSBIS Item 1659 Underclearances

FHWA Item 69 Underclearances, Vertical and Horizontal
This item is calculated automatically and cannot be edited.
This appraisal is based on the vertical and lateral underclearances beneath the bridge as related to
the federal functional classification of the roadway carried beneath the bridge. If the bridge is not
over a highway or a railroad, the field will be set to 9.
Minimum vertical underclearance, minimum lateral underclearance on right, and minimum lateral
underclearance on left are used to evaluate this item.
See the following tables for an explanation of how the values are calculated.
The functional classification used in the tables is for the route under the bridge. If no Under record
exits, it is assumed that the route under the bridge is a major or minor collector or a local road for
the purpose of using the tables.
Table 1659a - Vertical Underclearance Adequacy Appraisal Rating
Functional Class
Interstate and Other Freeway Major and Minor
Designated Undesignated Other Principal and Collectors Underclearance
Routes2 Routes2 Minor Arterials andLocals Railroads Adequacy Appraisal
Minimum Vertical Underclearance RatingCode
not applicable 9
17 - 0 16 - 0 16 - 6 16 - 6 23 - 0 8
16 - 9 15 - 6 15 - 6 15 - 6 22 - 6 7
16 - 6 14 - 6 14 - 6 14 - 6 22 - 0 6
15 - 9 14 - 3 14 - 3 14 - 3 21 - 0 5
15 - 0 14 - 0 14 - 0 14 - 0 20 - 0 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 bridge requires replacement (WSBIS Item 1844 2
Proposed Improvement Work Type is coded 31 or 32).
Bridge closed. 0
Notes:
1. Use the lower rating code for vertical clearances between those shown.
2. Use the first column (Designated Routes) for all routes except designated routes in urban areas where there is
an alternative interstate or freeway facility with a minimum clearance of at least 16 - 0. Use the second column
(Undesignated Routes) for all undesignated interstate or freeway facilities.

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Table 1659b - Lateral Underclearance Adequacy Appraisal Rating

Functional Class
1-Way Traffic 2-Way Traffic
Principal Arterials (Interstate, etc.) Other Major and
Main Line Ramp Principal Minor Underclearance
and Minor Collectors Adequacy
Lt. Rt. Lt. Rt. Arterials and Locals Railroads Appraisal
Minimum Lateral Underclearance RatingCode
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 bridge requires replacement (WSBIS Item 1844 2
Proposed Improvement Work Type is coded 31 or 32).
Bridge is closed. 0
Notes:
1. Use the lower rating code for lateral clearances between those shown.
2. Use the value from thew Right Ramp column to determine the rating code when acceleration or deceleration
lanes or ramps are provided under 2-way traffic.

WSBIS Item 1661 Alignment

FHWA Item 72 Approach Roadway Alignment
(Cannot be null.)
Code the rating based on the adequacy of the approach roadway alignment. This item identifies
those bridges which do not function properly or adequately due to the alignment of the
approaches. It is not intended that the approach roadway alignment be compared to current
standards but rather to the existing highway alignment. This concept differs from other appraisal
evaluations. The establishment of set criteria to be used at all bridge sites is not appropriate for
this item. The basic criteria is how the alignment of the roadway approaches to the bridge relate to
the general highway alignment for the section of highway the bridge is on.
Speed reductions necessary because of structure width and not alignment shall not be considered
in evaluating this item.
Table 1661 - Approach Roadway Alignment Appraisal Rating
WSBIS
Code Description
9 Not applicable (non-vehicular traffic on the structure).
8 No reduction in speed required for vehicle as it approaches the bridge.
6 Minor reduction in speed required for vehicle (less than 10 mph) as it approaches the bridge.
3 Substantial reduction in the speed of vehicle (10 mph or greater) as it approaches the bridge.

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WSBIS Item 1662 Waterway

FHWA Item 71 Waterway Adequacy
(Cannot be null.)
This item appraises the waterway opening with respect to passage of flow through the bridge.
Site conditions may warrant somewhat higher or lower ratings than indicated by the table (e.g.,
flooding of an urban area due to a restricted bridge opening).
Where overtopping frequency information is available, the descriptions given in the table for
chance of overtopping mean the following:
Remote greater than 100 years
Slight 11 to 100 years
Occasional 3 to 10 years
Frequent less than 3 years
Adjectives describing traffic delays mean the following:
Insignificant Minor inconvenience. Highway passable within hours.
Significant Traffic delays of up to several days.
Severe Long term delays to traffic.
Table 1662 - Waterway Adequacy Appraisal Rating
WSBIS Item 1487 FunctionalClass
02, 06, 07, 08, 09,
01, 11, 12 14, 16, 17 18,19
Waterway Adequacy
AppraisalRating Description
9 9 9 Bridge not over a waterway.
8 8 8 Bridge deck and roadway approaches above flood water elevations. Remote chance of
overtopping OR bridge deck above roadway approaches. Slight chance of overtopping
roadway approaches.
6 6 7 Slight chance of overtopping bridge deck and roadway approaches.
4 5 6 Bridge deck above roadway approaches. Occasional overtopping of roadway
approaches with insignificant traffic delays.
3 4 5 Bridge deck above roadway approaches. Occasional overtopping of roadway
approaches with significant traffic delays.
2 3 4 Occasional overtopping of bridge deck and roadway approaches with significant
trafficdelays.
2 2 3 Frequent overtopping of bridge deck and roadway approaches with significant
trafficdelays.
2 2 2 Occasional or frequent overtopping of bridge deck and roadway approaches with severe
traffic delays.
0 0 0 Bridge closed.
BPO Specific Instructions:
BPO inspection staff inspecting bridges with records maintained by BPO do not code this
field, which is maintained by the BPO Scour Engineer. If an inspector has information relevant
to this code, that information should be brought to the attention of the Scour Engineer and
entered into the notes for this field under his/her direction.
NBI Commentary:
WSBIS uses the 9 code to indicate Not applicable, which is translated to N when reported
totheNBI.

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WSBIS Item 1660 Operating Level

FHWA Item 70 Bridge Posting
(Cannot be null.)
The National Bridge Inspection Standards require the posting of load limits if the operating rating
factor (RF) for any of the legal load configurations in the State is less than 1 based on the Load
Factor Method (LFR) or the Allowable Stress Method (ASR); and less than 1 based on the Load
and Resistance Factor Method. If the load capacity is such that posting is required, this item shall
be coded 4 or less. If no posting is required at the operating rating, this item shall be coded 5.
This item evaluates the load capacity of a bridge in comparison to the State legal loads.
Although posting a bridge for load-carrying capacity is required only when the RF for any of
the legal loads is less than 1, highway agencies may choose to post at a lower level. This posting
practice may appear to produce conflicting coding when WSBIS Item 1293 Structure Open,
Posted or Closed to Traffic is coded to show the bridge asactually posted at the site and WSBIS
Item 1660 Bridge Posting is coded as bridge posting is not required. Since different criteria are
used for coding these 2 items, this coding is acceptable and correct.
The use or presence of a temporary bridge affects the coding. The actual operating rating of
the temporary bridge should be used to determine this item. However, the highway agency
may choose to post at a lower level. This also applies to bridges shored up or repaired on a
temporarybasis.
The coding shall be based on the lowest rating factor of the legal loads.
The following are Washington State maximum legal load configurations and tonnages:
Table 1660a - Legal Loads
Configuration Tonnage
AASHTO Type 3 25 Tons
AASHTO Type 3-2 36 Tons
AASHTO Type 3-3 40 Tons
SU4 27 Tons
SU5 31 Tons
SU6 34.7 Tons
SU7 38.7 Tons
See the Bridge Design Manual M 23-50 Chapter13 for more information.
For WSDOT owned structures, the BPO Load Rating Engineer shall make the change to the code,
and not the fieldinspector.
Table 1660b - Operating Level Code
WSBIS
Code Operating Rating Factors based on LFR or ASR Methods or Rating Factors based on LRFR
5 RF 1
4 1 < RF 0.9
3 0.9 < RF 0.8
2 0.8 < RF 0.7
1 0.7 < RF 0.6
0 0.6 < RF
N No rating analysis performed (bridge does not carry traffic)
NBI Commentary:
WSDOT added code N to address structures which do not carry traffic.
Text supplemented to explicitly list Washington State legal loads and tonnages.
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WSBIS Item 1293 Open, Closed or Posted

FHWA Item 41 Structure Open, Posted, or Closed to Traffic
NTI Item L.4 Tunnel Load Posting Status
(Cannot be null if bridge has an On record, must be null if the bridge does not have an
Onrecord.)
This item provides information about the actual operational status of a structure. Oneof the
following codes shall be used:
Table 1293 - Open, Closed, Posted Code
WSBIS
Code Description
A Open, no restriction
B Open, posting recommended but not legally implemented (all signs not in place or not correctly implemented)
D Open, would be posted or closed except for temporary shoring, etc., to allow for unrestricted traffic
E Open, temporary structure in place to carry legal loads while original structure is closed and awaiting replacement
orrehabilitation
G New structure not yet open to traffic
K Structure closed to all traffic
P Posted for load (may include other restrictions such as temporary structures which are load posted)
R Posted for other load-capacity restriction (speed, number of vehicles on structure, etc.)

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Condition Ratings

WSBIS Items 1663, 1671, 1676, 1677, and 1678

FHWA Items 58, 59, 60, 61, and 62
In order to promote uniformity between bridge inspectors, these guidelines will be used to rate and
code WSBIS Items 1663, 1671, 1676, 1677, and 1678.
Condition ratings are used to describe the existing, in-place bridge as compared to the as-built
condition. Evaluation is for the materials related, physical condition of the deck, superstructure,
and substructure components of a bridge. The condition evaluation of channels and channel
protection and culverts is also included. Condition codes are properly used when they provide an
overall characterization of the general condition of the entire component being rated. Conversely,
they are improperly used if they attempt to describe localized or nominally occurring instances of
deterioration or disrepair. Correct assignment of a condition code must, therefore, consider both
the severity of the deterioration or disrepair and the extent to which it is widespread throughout
the component being rated.
The load-carrying capacity will not be used in evaluating condition items. The fact that a bridge
was designed for less than current legal loads and may be posted shall have noinfluence upon
condition ratings.
Portions of bridges that are being supported or strengthened by temporary members will be rated
based on their actual condition; that is, the temporary members are not considered in the rating
of the item. (See WSBIS Item 1289 Temporary Structure Designation for the definition of a
temporary bridge.)
Completed bridges not yet opened to traffic, if rated, shall be coded as if open to traffic.
The following general condition ratings shall be used as a guide in evaluating WSBIS Items 1663,
1671 and 1676:
Table 5 - Condition Rating
WSBIS
Code Description
9 Not applicable
8 Very good condition no problems noted.
7 Good condition some minor problems.
6 Satisfactory condition structural elements show some minor deterioration.
5 Fair condition all primary structural elements are sound but may have minor section loss, cracking, spalling or scour.
4 Poor condition advanced section loss, deterioration, spalling or scour.
3 Serious condition loss of section, deterioration, spalling or scour have seriously affected primary structural
components. Local failures are possible. Fatigue cracks in steel or shear cracks in concrete may be present.
2 Critical condition advanced deterioration of primary structural elements. Fatigue cracks in steel or shear cracks
in concrete may be present or scour may have removed substructure support. Unless closely monitored it may be
necessary to close the bridge until corrective action is taken.
1 Imminent failure condition major deterioration or section loss present in critical structural components or obvious
vertical or horizontal movement affecting structure stability. Bridge is closed to traffic but corrective action may put back
in light service.
0 Failed condition out of service beyond corrective action.
NBI Commentary:
WSBIS uses the 9 code to indicate Not applicable, which is translated to N when reported to
the NBI. WSDOT uses condition code 8 for all cases where a bridge is in Excellent or Very
goodcondition.
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WSBIS Item 1663 Deck

FHWA Item 58 Deck
(Cannot be null.)
This item describes the overall condition rating of the deck. Rate and code the condition in
accordance with the above general condition ratings.
The following structures shall be coded 9:
Culverts
Filled arch bridges
Buried structures (bridges with fill depth greater than B/2, using B as defined inWSBIS Item
1340 Structure Length)
Bridges with fill depth less than B/2 shall be considered to have a deck and codedappropriately.
Deck condition ratings are also associated with deck BMS elements as shown in WSBIM
Chapter4. If the inspector determines a deck code should be different from that indicated in
Chapter 4 guidance, an explanation for this difference should be noted in the inspection report.
Concrete decks should be inspected for cracking, scaling, spalling, leaching, chloride
contamination, potholing, delamination, and full or partial depth failures. Steel grid decks
should be inspected for broken welds, broken grids, section loss, and growth offilled grids
from corrosion. Timber decks should be inspected for splitting, crushing, fastener failure, and
deterioration from rot.
The condition of the wearing surface/protective system, joints, expansion devices, curbs,
sidewalks, parapets, fascias, bridge rail, and scuppers shall not be considered inthe overall deck
evaluation. However, their condition should be noted on the inspection form under the appropriate
BMS elementnote.
Decks integral with the superstructure will be rated as a deck only and not how they may influence
the superstructure rating (for example, rigid frame, slab, deck girder or T-beam, voided slab, box
girder, etc.). Similarly, the superstructure of an integral deck type bridge will not influence the
deck rating.
Inspection report comments are required when the condition is coded 5 or less.
NBI Commentary:
This item has been modified to incorporate BMS deck element condition states into the
codingcriteria.

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WSBIS Item 1671 Superstructure

FHWA Item 59 Superstructure
(Cannot be null.)
This item describes the physical condition of all structural members. Rate and code the condition
in accordance with the previously described general condition ratings. Code 9 for culverts.
The structural members should be inspected for signs of distress which may include cracking,
deterioration, section loss, and malfunction and misalignment of bearings.
The condition of bearings, joints, paint system, etc., shall not be included in this rating, except
in extreme situations, but should be noted on the inspection form under the appropriate BMS
elementnote.
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.
Fracture critical components should receive careful attention because failure could lead to collapse
of a span or the bridge.
Inspection report comments are required when the condition is coded 5 or less.

WSBIS Item 2675 Number of Utilities

(Null only when there is no On record associated with the bridge.)
This field 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 (e.g., a telephone
cluster) is considered one utility. This field 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, code0.

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WSBIS Item 1676 Substructure

FHWA Item 60 Substructure
(Cannot be null.)
This item describes the 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 culverts.
All substructure elements should be inspected for visible signs of distress including evidence of
cracking, section loss, settlement, misalignment, scour, collision damage, and corrosion.
The substructure condition rating shall be made independent of the deck and superstructure.
Integral-abutment wingwalls to the first 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. For structures where the substructure
and superstructure are integral, the substructure shall be considered as the portion below the
superstructure.
In all cases, if WSBIS Item 1680 Scour is 2 or less, WSBIS Item 1676 Substructure shall be
coded the same.
Inspection report comments are required when the condition is coded 5 or less.
NBI Commentary:
This item has been modified based on an April 27, 2001, FHWA memo regarding FHWA Items
60 and 113 (WSBIS Items 1676 and 1680). This memo is available at www.fhwa.dot.gov/
engineering/hydraulics/policymemo/revguide.cfm.

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WSBIS Item 1677 Channel Protection

FHWA Item 61 Channel and Channel Protection
(Cannot be null.)
This item describes the physical conditions associated with the flow of water through 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. Accumulation of drift and debris on the superstructure and
substructure should be noted on the inspection form but not included in the condition rating.
Inspection report comments are required when the condition is coded 7 or less.
Note: 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 fill. In this situation this code is the only way to flag the
problem. Also note that roadway embankment erosion due to bridge or roadway runoff is NOT
included in this field. These issues are addressed in the abutment BMS field.
Rate and code the condition in accordance with the following descriptive codes:
Table 1677 - Channel Protection Condition Rating
WSBIS
Code Description
9 Not applicable. Use when bridge is not over a waterway (channel).
8 There are no noticeable or noteworthy deficiencies. Banks are protected or well vegetated. River control devices such
as spur dikes and embankment protection are not required or are in a stable condition.
7 Bank protection is in need of minor repairs. River control devices and embankment protection have a little minor
damage. Banks and/or channel have minor amounts of drift.
6 Bank is beginning to slump. River control devices and embankment protection have widespread minor damage. There
is minor stream bed movement evident. Debris is restricting the channel slightly.
5 Bank protection is being eroded. River control devices and/or embankment have major damage. Trees and brush
restrict the channel.
4 Bank and embankment protection is severely undermined. River control devices have severe damage. Large deposits
of debris are in the channel.
3 Bank protection has failed. River control devices have been destroyed. Stream bed aggradation, degradation or lateral
movement has changed the channel to now threaten the bridge and/or approach roadway.
2 The channel has changed to the extent the bridge is near a state of collapse.
1 Bridge closed because of channel failure. Corrective action may put back in light service.
0 Bridge closed because of channel failure. Replacement necessary.

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WSBIS Item 1678 Culvert

FHWA Item 62 Culverts
(Cannot be null.)
This item evaluates the alignment, settlement, joints, structural condition, scour, and other items
associated with culverts. The rating code is intended to be an overall condition evaluation of the
culvert. Integral wingwalls to the first construction or expansion joint shall be included in the
evaluation.
Inspection report comments are required when the condition is coded 5 or less.
Defining culverts:
Culverts always carry water, with only a few exceptions. These exceptions may include
ancillary structures, for utility passage, old cattle undercrossing or other purposes, where
the type and scope of construction may more realistically be quantified as a culvert. Most
will only be non-reportable short spans, but Regional Supervisors must be consulted on
theseexceptions.
Water Detention Vaults shall be coded as culverts.
Concrete Boxes (continuous 4-sided) with or without roadway fill that carry water are coded
as culverts.
Circular and arch shaped structures with fill and no defined abutment or approach are coded as
culverts.
For Culverts, code Deck, Superstructure and Substructure (WSBIS Items 1663, 1671, and
1676) as 9.
Code Bridge Rails and Transitions (WSBIS Items 1684 and 1685) N if there is sufficient
roadway fill that there is no attachment to the structure. Guardrails and Terminals (WSBIS
Items 1686 and 1687) are to be coded 0 or 1 as appropriate.
When inspecting culverts, document the depth of the fill on both ends of the culvert. For cases
where there is a significant amount of fill compared to the span length of the culvert, or total
length of culverts where there are multiple barrels, estimate and document the depth of fill.
Three sided rigid frames with fill greater than B/2 are coded as culverts.
Culverts with structure lengths greater than 20 feet are NBI reportable regardless of fill depth.
Culverts with structure lengths less than or equal to 20 feet are inventoried and coded in
accordance with short span inspection requirements.

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Rate and code the condition in accordance with the following descriptive codes:
Table 1678a - Concrete Culvert Condition Rating
WSBIS
Code Description
9 Not applicable. Structure is not a culvert.
8 No noticeable or noteworthy deficiencies which affect the condition of the culvert. Insignificant scrape marks caused
bydrift.
7 Shrinkage cracks, light scaling, and insignificant spalling which does not expose reinforcing steel. Insignificant damage
caused by drift with no misalignment and not requiring corrective action. Some minor scouring has occurred near
curtain walls, wingwalls or pipes.
6 Minor deterioration or initial disintegration, minor chloride contamination, minor cracking with some leaching, or spalls
on concrete or masonry walls and slabs. Local minor scouring at curtain walls, wingwalls or pipes.
5 Moderate to major deterioration or disintegration, extensive cracking and leaching, or spalls on concrete or masonry
walls and slabs. Minor settlement or misalignment. Noticeable scouring or erosion at curtain walls, wingwalls or pipes.
4 Major deterioration (large spalls, heavy scaling, wide cracks, considerable efflorescence, or opened construction joint
permitting loss of backfill). Considerable settlement or misalignment. Considerable scouring or erosion at curtain walls,
wingwalls or pipes.
3 Excessive deterioration (any condition described in Code 4 but which is excessive in scope). Severe movement
or differential settlement of the segments, or loss of fill. Holes may exist in walls or slabs. Integral wingwalls nearly
severed from culvert. Severe scour or erosion at curtain walls, wingwalls or pipes.
2 Integral wingwalls collapsed, severe settlement of roadway due to loss of fill. Section of culvert may have failed and
can no longer support embankment. Complete undermining at curtain walls and pipes. Corrective action required to
maintain traffic.
1 Culvert closed corrective action may put back in light service.
0 Culvert closed replacement necessary.

Table 1678b - Metal Culvert Condition Rating

WSBIS
Code Description
9 Not applicable. Structure is not a culvert.
8 No noticeable or noteworthy deficiencies which affect the condition of the culvert. Insignificant scrape marks caused by
drift. Bolts are in good condition, in place and tight.
7 Insignificant damage caused by drift with no misalignment and not requiring corrective action. Some minor scouring
has occurred near wingwalls or pipes. Smooth, symmetrical curvature with superficial corrosion and no pitting. Bolts
may have superficial corrosion, are in place and tight.
6 Smooth curvature, non-symmetrical shape, and significant corrosion or moderate pitting. Bolts may have significant
corrosion and 10 percent of the bolts in a panel seam may be missing or loose. Local minor scouring at wingwalls
orpipes.
5 Minor settlement or misalignment. Noticeable scouring or erosion at wingwalls or pipes. Significant distortion and
deflection in one section. Significant corrosion or deep pitting. Bolts may have significant corrosion and 20 percent of
the bolts in a panel seam may be missing or loose.
4 Considerable settlement or misalignment. Considerable scouring or erosion at wingwalls or pipes. Significant distortion
and deflection throughout. Extensive corrosion or deep pitting. Bolts may have extensive corrosion and 30 percent of
the bolts in a panel seam may be missing or loose.
3 Any condition described in Code 4 but which is excessive in scope. Severe movement or differential settlement of the
segments, or loss of fill. Wingwalls nearly severed from culvert. Severe scour or erosion at wingwalls or pipes. Extreme
distortion and deflection 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 may be missing or loose.
2 Wingwalls collapsed, severe settlement of roadway due to loss of fill. Section of culvert may have failed and can no
longer support embankment. Complete undermining at curtain walls and pipes. Corrective action required to maintain
traffic. Extreme distortion and deflection throughout with extensive perforations due to corrosion. Bolts may have
extensive corrosion and 50 percent of the bolts in a panel seam may be missing or loose.
1 Culvert closed corrective action may put back in light service.
0 Culvert closed replacement necessary.

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Table 1678c - Timber Culvert Condition Rating

WSBIS
Code Description
9 Not applicable. Structure is not a culvert.
8 No noticeable or noteworthy deficiencies which affect the condition of the culvert. Insignificant scrape marks caused
bydrift.
7 Insignificant damage caused by drift with no misalignment and not requiring corrective action. Some minor scouring
has occurred near curtain walls, wingwalls, Insignificant decay with no structural loss.
6 Minor deterioration or decay. All primary structural elements are sound. Local minor scouring at curtain walls
orwingwalls.
5 Moderate deterioration or decay. All primary structural elements are sound but have some section loss. Minor
settlement or misalignment. Noticeable scouring or erosion at curtain walls or wingwalls.
4 Major deterioration or decay. Considerable scour or erosion at curtain walls or wingwalls. Advanced section loss or
scour that affects the load capacity of the structure. Considerable settlement or misalignment.
3 Any condition described in Code 4 but which is excessive in scope. Severe movement or differential settlement of the
segments, or loss of fill. Wingwalls nearly severed from culvert. Severe scour or erosion at curtain walls or wingwalls.
Extensive deterioration or decay. Advanced section loss or scour that significantly affects the load capacity of the
culvert.
2 Severe deterioration or decay. Wingwalls collapsed, severe settlement of roadway due to loss of fill. Section of
culvert may have failed and can no longer support embankment. Complete undermining at curtain walls. Corrective
action required to maintain traffic. Critical structural members have obvious vertical or horizontal movement affecting
structural stability.
1 Culvert closed corrective action may put back in light service.
0 Culvert closed replacement necessary.

WSBIS Item 1679 Pier/Abutment Protection

FHWA Item 111 Pier or Abutment Protection (for Navigation)
(Cannot be null.)
If WSBIS Item 1386 Navigation Control has been coded 1, use the codes 1 through5 below
to indicate the presence and adequacy of pier or abutment protection features such as fenders,
dolphins, etc. The condition of the protection devices may be a factor in the overall evaluation of
WSBIS Item 1676 Substructure.
If WSBIS Item 1386 is coded 0, code N for this field.
Table 1679 - Pier/Abutment Protection Rating
WSBIS NBI
Code Code Description
1 1 Navigation protection not required
2 2 In place and functioning
3 3 In place but in a deteriorated condition
4 4 In place but reevaluation of design suggested
5 5 None present but reevaluation suggested
N null Not applicable, not a navigable waterway
NBI Commentary:
WSDOT codes N where the NBI codes a blank. This field is translated in the NBI text file.

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WSBIS Item 1680 Scour

FHWA Item 113 Scour Critical Bridges
(Cannot be null.)
Code as indicated below to identify the current status of the bridge regarding itsvulnerability
toscour:
Table 1680 - Scour Rating
WSBIS
Code Description
N Bridge not over waterway.
U Bridge with unknown foundation that has not been evaluated for scour. Until risk can be determined, aplan of action
should be developed and implemented to reduce the risk to users from a bridge failure during or immediately after a
flood event (see HEC 23).
T Bridge over tidal waters that has not been evaluated for scour, but considered low risk. Bridge will be monitored with
regular inspection cycle and with appropriate underwater inspections. (Unknown foundations in tidal waters should be
coded U.)
9 Bridge foundations (including piles) on dry land well above flood water elevations.
8 Bridge foundations determined to be stable for the assessed or calculated scour conditions. Scour is determined to be
above top of footing (Example A) by:
assessment (e.g., bridge foundations are on rock formations that have been determined to resist scour within the
service life of the bridge), or
calculation, or
installation of properly designed countermeasures (see HEC 23).
7 Countermeasures have been installed to mitigate an existing problem with scour and to reduce the risk of bridge failure
during a flood event. Instructions contained in a plan of action have been implemented to reduce the risk to users from
a bridge failure during or immediately after a flood event.
6 Scour calculation/evaluation has not been made.
5 Bridge foundations determined to be stable for assessed or calculated scour conditions. Scour is determined to be
within the limits of footing or piles (Example B) by:
assessment (e.g., bridge foundations are on rock formations that have been determined to resist scour within the
service life of the bridge), or
calculations, or
installation of properly designed countermeasures (see HEC 23).
4 Bridge foundations determined to be stable for assessed or calculated scour conditions; field review indicates action is
required to protect exposed foundations (see HEC 23).
3 Bridge is scour critical; bridge foundations determined to be unstable for assessed or calculated scour conditions:
Scour within limits of footing or piles (Example B)
Scour below spread-footing base or pile tips (Example C)
2 Bridge is scour critical; field review indicates that extensive scour has occurred at bridge foundations, which are
determined to be unstable by:
a comparison of calculated scour and observed scour during the bridge inspection, or
an engineering evaluation of the observed scour condition reported by the bridge inspector in WSBIS Item 1676
Substructure.
1 Bridge is scour critical; field review indicates that failure of piers/abutments is imminent. Bridge is closed to traffic.
Failure is imminent based on:
a comparison of calculated and observed scour during the bridge inspection, or
an engineering evaluation of the observed scour condition reported by the bridge inspector in WSBIS Item 1676
Substructure.
0 Bridge is scour critical. Bridge has failed and is closed to traffic.

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 WSBIS Figure 1680
Washington State Bridge Inventory System Coding Guide Appendix 2.06-C

These codes are generally determined based on scour analyses made by hydraulic, geotechnical,
or structural engineers. However, bridge inspectors play a key role in determining selected
scourcodes:
Scour code 4 can be determined by the bridge inspector regardless of any previous higher
scour code, based on observed conditions.
For scour codes of 2 or less, the WSBIS Item 1676 Substructure code must have a matching
code.
CALCULATED SCOUR DEPTH ACTION NEEDED

EXAMPLE A NONE - SCOUR CODE IS 8

ABOVE TOP
OF FOOTING

EXAMPLE B CONDUCT
WITHIN LIMITS FOUNDATION
OF FOOTING STRUCTURAL
OR PILES ANALYSIS - SCOUR CODE IS 5 OR 3

EXAMPLE C PROVIDE FOR

BELOW PILE TIPS MONITORING
OR SPREAD- AND SCOUR
FOOTING BASE COUNTERMEASURES
AS NECESSARY - SCOUR CODE IS 3

SPREAD FOOTING PILE FOOTING

(NOT FOUNDED
IN ROCK)

= CALCULATED SCOUR DEPTH

Figure WSBIS 1680

NBI Commentary:
This item has been modified based on an April 27, 2001 FHWA memo regarding FHWA Items
60 and 113 (WSBIS Items 1676 and 1680). This memo is available at www.fhwa.dot.gov/
engineering/hydraulics/policymemo/revguide.cfm.

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WSBIS Item 2610 Asphalt Depth (XX.XX inches)

(Null only when there is no On record associated with the bridge.)
Code the average depth of asphalt in inches on the deck as observed from field measurements, or
as determined from comparing the design curb height against the measured curb height from the
top of asphalt. In cases where there is ballast, such as on timber decks, enter the full thickness of
ballast and asphalt.
Code 0 when:
There is no asphalt on the deck.
When the structure does not have a deck, including when asphalt pavement is placed on fill
over a culvert. In cases where there is ballast, such as on timber decks, enter the full thickness
of ballast and asphalt.

WSBIS Item 2611 Design Curb Height (XX.XX inches)

(Null only when there is no On record associated with the bridge.)
Code the curb height shown on current bridge plans in inches. Code 0 when there is nocurb.

WSBIS Item 2612 Bridge Rail Height (XX.XX inches)

(Null only when there is no On record associated with the bridge.)
Code the rail height as measured in the field, from the top of the rail system to the bridge deck.

WSBIS Items 1684, 1685, 1686, 1687 Traffic Safety

FHWA 36 Traffic Safety Features
(Cannot be null.)
Bridge inspection shall include the recording of information on traffic safety features so that the
evaluation of their adequacy can be made.
Use the following codes for each of the four traffic safety segments:
Table 6 - Traffic Safety Feature Codes
WSBIS
Code Description
0 Inspected feature does not meet currently acceptable standards or a safety feature is required and none is provided.
1 Inspected feature meets currently acceptable standards.
N Not applicable (structure does not carry traffic) or a safety feature is not required (see item description
forrequirements).
NBI Commentary:
WSDOT has applied state safety standards to determine how these fields are coded.

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WSBIS Item 1684 Bridge Rails

FHWA Item 36A Traffic Safety Features, Bridge Railings
Bridge railings should be coded to reflect the current WSDOT standards. RefertoDesign Manual
M 22-01, Section 1610.04(3) Bridge Traffic Barriers.
Acceptable crash tested bridge rails fall into two general categories.
Thrie-beam Retrofit
Thrie-beam mounted to baluster rail Thrie-beam mounted to steel posts
Steel truss and Thrie-beam onconcrete deck
Edge mounted Thrie-beam Thrie-beam mounted to open girder
Concrete Rail
New Jersey style rail 32 vertical concrete parapet
F-shaped concrete rail Type 7 concrete rail
Single slope concrete rail
Bridge rails are coded as N when there is sufficient roadway fill that there is no attachment to
thestructure.

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WBIS Figure 1684

OVERLAY

MIN.
32"
MIN.

MIN.
32"

32"

MIN.
32"
EXISTING
CONCRETE DECK STRINGER
TIMBER DECK
EDGE MOUNTED THRIEBEAM (Fig. a) THRIE BEAM MOUNTED STEEL TRUSS & THRIE BEAM (Fig. c)
TO OPEN GIRDER (Fig. b)

> 18" > 18"

MIN.
32"
MIN.

MIN.

MIN.
32"

35"

35"
THRIE BEAM MOUNTED TO BALLUSTER RAIL (Fig. d) THRIE BEAM MOUNTED TO STEEL
POSTS ON CONCRETE DECK (Fig. e)

THRIE BEAM RETROFIT

MIN.

MIN.
29"

32"
SINGLE SLOPE CONCRETE RAIL (Fig. a) 32" INCH VERTICAL CONCRETE PARAPET (Fig. b)
(NOTE: BARRIER IS ACCEPTABLE WITH ANY (NOTE: BARRIER IS ACCEPTABLE WITH ANY
TYPE OF METAL RAIL MOUNTED TO IT) TYPE OF METAL RAIL MOUNTED TO IT)
MIN.
MIN.

29"
29"

F-SHAPE TYPE CONCRETE RAIL (Fig. c) NEW JERSEY STYLE RAIL (Fig. d)
(NOTE: BARRIER IS ACCEPTABLE WITH ANY (NOTE: BARRIER IS ACCEPTABLE WITH ANY
TYPE OF METAL RAIL MOUNTED TO IT) TYPE OF METAL RAIL MOUNTED TO IT)

CONCRETE RAIL

ALUMINUM RAIL TYPE

CURB WIDTH
CURB WIDTH VARIES ALUMINUM
TYPE R TYPE 1B RAIL TYPE 9 INCHES GREATER THAN
OR LESS 9 INCHES

TYPE R, S,
18"

BRIDGE DECK CODE 1 CODE 1

OR SB

TYPE 1B
CODE 1 CODE 0
OR 1A
TYPE 1A TYPE S & SB
(Fig. a)
TYPE 7 BRIDGE RAIL

Figure WSBIS 1684

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WSBIS Figure 1685

WSBIS Item 1685 Transitions
FHWA Item 36B Traffic Safety Features, Transitions
Transition details are shown in WSDOT Standard Plans Section C. Features that the inspector
should note are:
If guardrails are not required, the absence of transitions is automatically acceptable and coded
as1.
Transitions must be nested (two layers). In most cases this will be Thriebeam. W-beam is
allowed only when there is insufficient bridge rail height to accommodate the Thrie-beam
transition, for example Type 7 bridge rail.
Post spacing should decrease in the transition resulting in gradual stiffening as a vehicle moves
along the transition from a flexible guardrail to the more rigid concrete bridge rail.
Type III transitions (hollow steel post) have generally been retrofitted, but are only acceptable
if they have been retrofitted with a block out less than or equal to 1 6 from rail to anchor.
On oneway highways, the non-retrofitted posts are acceptable on the trailing edge. Unless
further investigation shows that it meets current standards, this is the criteria for acceptance
that will beused.
Transitions are coded as N when there is sufficient roadway fill that there is no attachment to
thestructure.

2 WAY ROADWAY
4 LANES OR LESS
2 WAY ROADWAY
APPROACH GUARDRAIL REQUIRED 5 LANES OR MORE
WHERE SHOWN (TYP.)

NOTES:
A. APPROACH GUARDRAIL REQUIRED AT ALL
CORNERS FOR REVERSIBLE LANE BRIDGES.

B. APPROACH GUARDRAIL MAY NOT BE REQUIRED IF

THE BRIDGE IS IN AN URBAN AREA WITH SIDEWALKS
CONTINUING WELL BEYOND THE BRIDGE ENDS.

DIVIDED HIGHWAYS

BRIDGE TRANSITION APPROACH GUARDRAIL GUARDRAIL

RAIL TERMINAL

BRIDGE END CURB FACE EXTENSION LINE

Figure WSBIS 1685

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WSBIS Item 1686 Guardrails

FHWA 36C Traffic Safety Features, Approach Guardrail
W-beam and Thrie-beam are acceptable rail types. Details of these rails are shown inStandard
Plans Section C. Features that the inspector should pay close attention to while inspecting the
approach railare:
Rails are not necessarily required at all four corners of the bridge. Code Guardrails as 1 when
not required.
Posts should be 6 x 8 timber (nominal), or W6x9s, spaced at 63 o.c. Nested Thrie-beam is
also acceptable but requires lower post spacing.
Guardrail height (from ground to top of W-beam) should be between 26 and 28.
Guardrail height (from ground to top of Thrie-beam) should be 32.
Concrete rail is acceptable.

WSBIS Item 1687 Terminals

FHWA 36D Traffic Safety Features, Approach Guardrail Ends
Terminals are to be coded as 1 or 0 if they are within a reasonable distance of the bridge. On
a fill embankment, this would be near the bottom of the fill slope (Design Manual M 22-01).
Otherwise they will be coded as an N.
If guardrails are not required, the absence of terminals is automatically acceptable and coded
as 1.
Acceptable guardrail terminals are shown in the Washington State Standard Plans Section C or
Design Manual M 22-01.

WSBIS Item 2688 Revise Rating Flag

This code indicates whether or not the structure should be reviewed for a revised rating based
on field conditions. A note shall be added by the inspector identifying the reason/condition that
prompts reevaluation of the load rating.
Y Yes, review rating
* Null field, rating review is not required
See Section 5.02.

WSBIS Item 2691 Photos Flag

This code indicates whether or not the structure needs photos taken.
D Deck or tunnel portal photo needed
E Elevation photo needed
P Deck and Elevation photos needed
* Null field, photos are not required

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WSBIS Item 2693 Soundings Flag

This code indicates whether or not soundings of the streambed (streambed cross sections at the
bridge) are required.
Y Soundings need to be taken.
* Null field, soundings are not required
This field is coded as part of the inspection planning process, and instructs the inspector to take
soundings. When soundings are taken, the flag should be changed tonull.
Note: Pedestrian bridges over waterways are managed for soundings and may be coded Y as
appropriate.

WSBIS Item 2694 Clearance Flag

This field identifies which clearances need to be checked on a structure.
C Measure horizontal/lateral and vertical clearances.
H Measure horizontal/lateral clearances.
V Measure vertical clearances.
* Null field, measurements are not required
This field is coded as part of the inspection planning process, and instructs the inspector to
take, document and code clearance measurements. Unless otherwise instructed, all vertical and
horizontal clearances in, on, or under the structure are to be verified. When measurements are
taken, documented and coded, this field should be made null.

WSBIS Item 2695 QA Flag

This code indicates whether or not a quality assurance report was created for this structure.
Y Quality assurance report on file.
* Null field

WSBIS Item 2710 Sufficiency Rating

This item is calculated automatically and cannot be edited.
The Sufficiency Rating (SR) formula provides a method of evaluating highway bridge data by
calculating four separate factors to obtain a numeric value which is indicative of bridge sufficiency
to remain in service. The result of this method is a percentage in which 100 percent would
represent an entirely sufficient bridge and zero percent would represent an entirely insufficient or
deficient bridge. The formula considers the structural adequacy, functional obsolescence, level of
service and essentiality for public use.
See Appendix 2.06-G for the Sufficiency Rating formula.

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WSBIS Item 2711 Structurally Deficient/Functionally Obsolete

This item is calculated automatically and cannot be edited.
Bridges are considered Structurally Deficient (SD) if significant load carrying elements are found
to be in poor condition due to deterioration and/or damage, or the adequacy of the waterway
opening provided by the bridge is determined to be extremely insufficient to the point of causing
overtopping with intolerable traffic interruptions.
SD is numerically defined as follows:
A bridge component (deck, superstructure, substructure or culvert) having a condition rating of
4 or less (poor condition).
or
Structural Evaluation or Waterway Adequacy rated 2 or less (a bridge with a very low load
rating capacity, or a bridge that is subject to overtopping with significant or severe traffic
delays).
For a structure to be considered SD, one of the following items must be true:
Table 2711a - Structurally Deficient Guide
WSBIS Item Condition/Appraisal Rating
1657 Structural Evaluation 2
1662 Waterway Adequacy 2
1663 Deck 4
1671 Superstructure 4
1676 Substructure 4
1678 Culvert 4
Bridges are considered Functionally Obsolete (FO) when the deck geometry, load carrying
capacity (comparison of the original design load to the current State legal load), clearance or
approach roadway alignment no longer meet the usual criteria for the system of which it is an
integral part. In general, FO means that the bridge was built to standards that are not used today.
Examples of characteristics leading to an FO classification:
Low load carrying capacity
Low waterway adequacy
Deck geometry (insufficient deck roadway width)
Insufficient horizontal and vertical clearances
Poor approach roadway alignment
For a structure to be considered FO, one of the following items must be true:
Table 2711b - Functionally Obsolete Guide
WSBIS Item Appraisal Rating
1657 Structural Evaluation 3
1658 Deck Geometry 3
1659 Underclearances 3
1661 Approach Roadway Alignment 3
1662 Waterway Adequacy 3

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WSBIS Item 2614 Subject to NBIS Flag

(Cannot be null.)
This field identifies whether or not the bridge is subject to the National Bridge Inspection
Standards (NBIS).
Y Bridge is subject to the NBIS
N Bridge is not subject to the NBIS.
This field is based on 23 CFR 650.305, found at www.fhwa.dot.gov/legsregs/directives/fapg/
cfr0650c.htm, and the Questions and Answers paragraphs Q303-1 through Q303-6, found at www.
fhwa.dot.gov/bridge/nbis/index.cfm. Structures subject to the NBIS include all publicly owned
highway structures carrying public roads over a depression or obstruction and having an opening
measured along the center of the roadway of more than 20 feet between one of the following:
Undercopings of abutments
Spring lines of arches
Extreme ends of openings for multiple box culverts
Extreme ends of openings for multiple pipe culverts where the clear distance between pipes is
less than half of the smaller contiguous pipe
Structures not subject to the NBIS include:
Sign support structures
High mast lighting
Retaining walls
Noise barrier structures
Overhead traffic signs
Tunnels
Structures carrying only pedestrians
Structures carrying only railroad
Ownership and access are also important factors. To be subject to the NBIS, a structure must be
both publicly owned and publicly accessible. Structures not subject to the NBIS include:
Privately owned structures accessible to the public (e.g., road association structures)
Publicly owned bridges that are not accessible to the public (e.g., structures behind gates used
to access dams for agency employees and contractors)

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Bridge ID Tab (formerly WB71)

WSBIS Item 1001 Structure Identifier

FHWA Item 8 Structure Number
NTI Item I.1 Tunnel Number
(Cannot be null.)
This field must be unique for every structure in the Washington State Bridge Inventory, and cannot
change for the life of the structure. Furthermore, when a new structure replaces an old structure, a
new unique structure identifier must be coded. The old identifier cannot be recycled.
The WSDOT Inventory Engineer at the Bridge Preservation Office assigns the structure identifier
when the original structure inventory record is processed. When initially creating a new structure
in BridgeWorks, a temporary structure ID is generated with an X as the first character. This
temporary structure ID will be changed when the record is released into the database.
NBI and NTI Commentary:
This field is translated to the NBI by adding 7 zeroes to the end of the 8-digit WSBIS code.
This translation is done automatically with the generation of the NBI text file and NTI xml
file. The NBI coding guide states that all structures with a closed median should be considered
one structure, not two, presumably even in cases when they are actually structurally distinct.
In some instances WSDOT has coded these structures separately.

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WSBIS Item 2009 Bridge Number

(Cannot be null.)
This is a unique (to the owner agency) alphanumeric code assigned by the owner of the structure.
This field does not require all spaces to be filled; however, the field cannot be left blank. This field
is maintained for tunnels and culverts.
WSDOT owned structure numbers are formatted as follows:
[route number] / [alphanumeric character string]
WSDOT structure numbers follow several rules:
1. The forward slash (/) is always in the 4th position, with leading blanks as needed. For
example, structure on I-5 are coded with two leading blanks followed by
a 5 and a forward slash. Structure on US 395 have no leading blanks.
2. In general, every structure must have a unique structure number. The exception is when
structures are replaced the structure number usually doesnt change. In this case, the obsoleted
structure will have the same structure number.
3. The alphanumeric character string following the forward slash is numerically sequenced by
increasing route milepoint, and is often followed by letter characters:
Characters providing route-related information:
E east structure of a pair on a divided south-north route
W west structure of a pair on a divided south-north route
N north structure of a pair on a divided west-east route
S south structure of a pair on a divided west-east route
E-N ramp carrying from eastbound to northbound (vary as needed)
ECD eastbound collector distributor (vary as needed)
A structure not on mainline
F structure on frontage road
ALT structure on alternate route mainline
SP structure on spur route
Characters providing structure design type information:
C culvert
P pedestrian bridge
DV detention vault
LID structure intended to reconnect severed residential areas
Examples:
90/43S Eastbound I-90 bridge at Mercer Slough in South Bellevue
5/26N-N Ramp carrying northbound I-5 traffic to northbound 139th St.
5/313P Pedestrian bridge over I-5 in Tumwater
4. Short span structure numbers are followed by a decimal point and a two digit number, e.g.
5/300.25.
5. The second portion of WSDOT structure numbers range from 1 to 99 within the first county
inwhich the route occurs, 100 to 199 in the second county, 200 to 299 in the third county, and
so on.

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WSBIS Item 2010 Bridge Sort Number

(Cannot be null.)
This field is used for sorting structure numbers within the application and in various database
queries. This field is maintained for tunnels and culverts.
The Structure Sort Number uses three digits for the route number and three digits for the structure
number, with leading zeroes as necessary. Any following alpha characters are included. A total of
20 characters can be used.
When a decimal place is used in the Structure number, the character z is used in the structure sort
number. This facilitates correct sorting.
Many local agency Structure Sort Numbers begin with a 99 and a space.
Examples:
Structure Number Structure Sort Number
97/140W 097140W
97/285.6C 097285z6C
5/344S-E 005344S-E
241/2 241002
1135-2 99 1135-2
For state owned structures, this item is coded by the BPO Information Group and is visible in the
BridgeWorks Inventory Management mode.

WSBIS Item 2400 Program Manager

(Cannot be null.)
This field identifies the individual responsible for bridge and tunnel inspection and reporting as
described in the National Bridge Inspection Standards Title 23 CFR 650.307 and the National Tunnel
Inspection Standards Title 23 CFR 650. 507. Both the NBI/NTI program manager and delegated
program managers are listed in this field as appropriate.
In cases when the bridge is not subject to the NBIS or NTIS, this field identifies who is
responsible for inspecting the structure and maintaining the structure records in accordance with
WSDOT policies.

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WSBIS Item 1019 Owner

FHWA Item 22 Owner
NTI Item C.1 - Owner
(Cannot be null.)
The actual name of the owner of the structure shall be recorded on the inspection form. The code
shall be used to represent the type of agency that is the primary owner of the structure. If more
than one agency has equal ownership, code one agency in the hierarchy of State, Federal, county,
city, railroad, and other private.
Table 1019 - Owner Code
WSBIS NBI NTI
Code Code Code Description
1 001 001 State Highway Agency
2 002 002 County Highway Agency
4 004 004 City or Municipal Highway Agency
11 011 011 State Park, Forest, or Reservation Agency
12 012 012 County Park, Forest, or Reservation Agency
13 012 012 City Park, Forest, or Reservation Agency
21 021 021 Other State Agencies
22 001 001 Washington State Ferries
24 025 025 Other County Agency
25 025 025 Other City or Local Agencies
26 026 026 Private (other than railroad)
27 027 027 Railroad
28 027 027 Light Rail
31 031 031 State Toll Authority
32 032 032 County Toll Authority
33 032 032 City or Other Toll Authority
60 060 060 Other Federal Agencies (not listed below)
61 061 061 Indian Tribal Government
62 062 062 Bureau of Indian Affairs
63 063 063 Bureau of Fish and Wildlife
64 064 064 U.S. Forest Service
66 066 066 National Park Service
68 068 068 Bureau of Land Management
69 069 069 Bureau of Reclamation
70 070 070 Corps of Engineers (Civil)
71 071 070 Corps of Engineers (Military)
72 072 072 Air Force
73 073 073 Navy/Marines
74 074 074 Army
80 080 080 Unknown
92 001 001 Idaho maintenance responsibility
93 001 001 Oregon maintenance responsibility
NBI and NTI Commentary:
Selected codes have been eliminated because they are not used by any structures in
Washington State (NSA, Pentagon, etc.). Selected codes were added, generally to differentiate
county agencies from other local agencies, provide a unique code for Washington State
Ferries, and codes for Oregon and Idaho border bridges maintained by these other
stateagencies.

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WSBIS Item 1021 County Code

FHWA Item 3 County Code
NTI Item I.4 County Code
(Cannot be null.)
This code identifies the county in which the structure is located. If this is a jointly owned structure,
the county that is responsible for reporting the data to the inventory should be entered here.
Table 1021 - County Codes
WSBIS NBI/NTI WSBIS NBI/NTI
Code Code County Name Code Code County Name
1 001 Adams 21 041 Lewis
2 003 Asotin 22 043 Lincoln
3 005 Benton 23 045 Mason
4 007 Chelan 24 047 Okanogan
5 009 Clallam 25 049 Pacific
6 011 Clark 26 051 Pend Oreille
7 013 Columbia 27 053 Pierce
8 015 Cowlitz 28 055 San Juan
9 017 Douglas 29 057 Skagit
10 019 Ferry 30 059 Skamania
11 021 Franklin 31 061 Snohomish
12 023 Garfield 32 063 Spokane
13 025 Grant 33 065 Stevens
14 027 Grays Harbor 34 067 Thurston
15 029 Island 35 069 Wahkiakum
16 031 Jefferson 36 071 Walla Walla
17 033 King 37 073 Whatcom
18 035 Kitsap 38 075 Whitman
19 037 Kittitas 39 077 Yakima
20 039 Klickitat
NBI and NTI Commentary:
The WSBIS county code is translated to the NBI county code using the formula
(WSBISCodex2) 1 = NBI code and as shown above.

WSBIS Item 2023 City

(Cannot be null.)
This is the 1990 federal census place code, updated by OFM for cities incorporated after 1999.
These codes are available in an Excel spreadsheet within the County and city codes tab at www.
ofm.wa.gov/pop/geographic/codes/geographic_codes.xlsx.
Use the 4-digit Place_1990 column in the City Codes spreadsheet tab.
If the bridge is not in a city, code all zeroes.
Examples:
Aberdeen = 0005
Zillah = 1500

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WSBIS Item 1132 Bridge Name

NTI Item I.2 Tunnel Name
(Cannot be null.)
This is the name of the structure, either as determined by legislative action or as determined by the
structure owner. If the structure name is more than one word, separate words with a blank space. If
the name of the structure is too long to fit in the field, use abbreviations to shorten it. This field is
maintained for tunnels and culverts.

WSBIS Item 1156 Location

FHWA Item 9 Location
(Cannot be null.)
This item contains a narrative description of the structure location for the inventory route.
Descriptions should be oriented ahead on station whenever possible. Do not use city limits, as
these boundaries may move. This item shall be left justified.
Examples:
19.3 E JCT SR 203
14.7 E MASON CO

WSBIS Items 2181, 2183, and 2185 Section, Township, and Range
(Cannot be null.)
Section, township, and range numbers are location markers established by survey mapping. If the
structure runs along a section, township, or range line, use the smaller of the two numbers. If a
structure crosses any line, use the number at the beginning of thestructure.
WSBIS Item 2181 Section
This is the number of the section in which the structure is located. Enter a numeric code from
01to36.
WSBIS Item 2183 Township
This is the number of the township in which the structure is located. Enter a numeric code from
01 to41. Township designations carry a directional suffix (north or south); however, since all
townships in Washington are north, this directional indicator need not be entered.
WSBIS Item 2185 Range
This is the number of the range in which this structure is located. There are two parts to this
field. In the first two places, enter the number of the range in which the structure is located. Valid
rangesare:
01 through 47 if the third column is E
01 through 16 If the third column is W.
In the third place, enter the directional suffix which indicates the position of the range in relation
to the Willamette Meridian. Enter one of the following codes:
E East
W West
A map of section, township and range information is available at
www.wsdot.wa.gov/data/tools/geoportal/.

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WSBIS Item 1188 Latitude (XX degrees XX minutes XX.XX seconds)

WSBIS Item 1196 Longitude (XXX degrees XX minutes XX.XX seconds)

FHWA Item 16 Latitude
FHWA Item 17 Longitude
NTI Item I.13 Tunnel Portals Latitude
NTI Item I.14 Tunnel Portals Longitude
(Cannot be null.)
Code the latitude and longitude in degrees, minutes and seconds to the nearest hundredth of a
second using the NAD 83/91 - North American Datum of 1983, with 1991 adjustments.
Accurate data can be acquired using internet resources such as Google Maps or Bing Maps. For
On records, the reading should be taken at the beginning of the structure at centerline. When the
route being inventoried has a Linear Referencing System (LRS) designation, the beginning of the
structure is the lower milepoint for the LRS route. For Under records, the reading should be taken
at the centerline of the roadway under thebridge or in the tunnel.
When data is acquired in the field, note that GPS devices will show the longitude as a negative
number, but this field must be coded as a positive number. For On records, the reading should
be taken at the beginning of the bridge at the centerline of the roadway if traffic allows, at the
shoulder as necessary. For bridge Under records, the reading should be taken at the centerline of
the inventory route where it crosses under the bridge. Generally this can be most easily taken from
the deck of the bridge crossing over theroute. For tunnel Under records, the reading should be
taken at the beginning of the tunnel at the centerline of the roadway.

WSBIS Item 2615 Special Structures Flag

This code flags structures that are inspected by the BPO Special Structures group.
Y Yes, structure inspected by the BPO Special Structures group.
N No, structure not inspected by the BPO Special Structures group.

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Facilities Tab (formerly WB72)

WSBIS Item 1232 Features Intersected

FHWA Item 6 Features Intersected
(Cannot be null.)
This item contains a description of the features intersected by the structure. When the structure is a
bridge, the feature will always describe something under the bridge. When the structure is a tunnel, it
will always describe something on top of the tunnel. The data in this segment shall be left justified and
is limited to 24 characters. When one of the features intersected is another highway, the signed number
or name of the highway shall appear first in the field. The names of any other features shall follow,
separated by a comma.
Examples:
SR 99, BLUE R, RR
I-405 N-E & N-W RAMPS
GOOSE CREEK
SR 524 SPUR/44TH AVE W
TERRAIN
NBI Commentary:
The NBI coding guide separates this field into two segments (6A with 24 characters and 6B
with 1 character). However, its also stated that 6B is not used. The WSBIS coding guide
eliminates any reference to 6B, but a blank space is created automatically in the NBI text file.

WSBIS Item 1256 Facilities Carried

FHWA Item 7 Facility Carried by Structure
NTI Item I.10 Facility Carried
(Cannot be null.)
The facility being carried by the structure shall be recorded and coded. For all bridges this item
describes the use on the structure, and for all tunnels this describes the use in the tunnel. This item
shall be left justified and is limited to 18 characters.
Examples:
US 12 RAILROAD
MAIN STREET PEDESTRIANS
ISRAEL RD

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WSBIS Item 1274 Region Code

FHWA Item 2 Highway Agency District
NTI Item I.6 Highway Agency District
(Cannot be null.)
This is the WSDOT region in which the bridge is located.
Table 1274 - Region Code
WSBIS NBI NTI
Code Code Code Region Name
NW 1 NW Northwest Region
NC 2 NC North Central Region
OL 3 OL Olympic Region
SW 4 SW Southwest Region
SC 5 SC South Central Region
EA 6 EA Eastern Region
A region boundary map can be found at www.wsdot.wa.gov/mapsdata/products/digitalmapsdata.
htm.
NBI and NTI Commentary:
This field is translated as shown in the table above for the NBI, but is not translated for
theNTI.

WSBIS Item 1276 Federal Information Processing Standards (FIPS) Code

FHWA Item 4 Place Code
NTI Item I.5 Place Code
(Cannot be null.)
Code all zeroes for this 5-digit field.
NBI and NTI Commentary:
Federal Information Processing Standards were withdrawn by the National Institute of
Standards and Technology on January 1, 2006, with the intent to replace them with the
Geographic Names Information System (GNIS). On this basis, WSDOT has chosen not to
maintain FIPS codes. See the following links for more information:
http://geonames.usgs.gov/docs/fips55_change.pdf
http://nhd.usgs.gov/gnis.html

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WSBIS Item 1285 Toll

FHWA Item 20 Toll
NTI Item C.4 - Toll
(Cannot be null.)
The toll status of the structure is indicated by this item. Interstate toll segments under Secretarial
Agreement (Title 23 - United States Code - Highways Section 129 as amended by 1991 ISTEA
and prior legislation) shall be identified separately. Use one of the following codes:
Table 1285 - Toll Code
WSBIS NBI NTI
Code Code Code Description
1 1 1 Toll bridge. Tolls are paid specifically to use the structure.
2 2 2 On toll road. The structure carries a toll road, that is, tolls are paid to use the facility, which includes
both the highway and the structure.
3 3 0 On free road. The structure is tollfree and carries a tollfree highway.
4 4 2 On Interstate toll segment under Secretarial Agreement. Structure functions as a part of the toll
segment.
5 5 2 Toll bridge is a segment under Secretarial Agreement. Structure is separate agreement from
highway segment.
NTI Commentary:
Toll codes translated for the NTI as shown in the table above.

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WSBIS Item 1286 Custodian

FHWA Item 21 Maintenance Responsibility
NTI Item C.2 - Operator
(Cannot be null.)
The codes below shall be used to represent the type of agency that has primary responsibility for
maintaining the structure. If more than one agency has equal maintenance responsibility, code one
agency in the hierarchy of State, Federal, county, city, railroad, and other private.
Table 1286 - Custodian Code
WSBIS NBI NTI
Code Code Code Description
1 001 001 State Highway Agency
2 002 002 County Highway Agency
4 004 004 City or Municipal Highway Agency
11 011 011 State Park, Forest, or Reservation Agency
12 012 012 County Park, Forest, or Reservation Agency
13 012 012 City Park, Forest, or Reservation Agency
21 021 021 Other State Agencies
22 001 001 Washington State Ferries
24 025 025 Other County Agency
25 025 025 Other City or Local Agencies
26 026 026 Private (other than railroad)
27 027 027 Railroad
28 027 027 Light Rail
31 031 031 State Toll Authority
32 032 032 County Toll Authority
33 032 032 City or Other Toll Authority
60 060 060 Other Federal Agencies (not listed below)
61 061 061 Indian Tribal Government
62 062 062 Bureau of Indian Affairs
63 063 063 Bureau of Fish and Wildlife
64 064 064 U.S. Forest Service
66 066 066 National Park Service
68 068 068 Bureau of Land Management
69 069 069 Bureau of Reclamation
70 070 070 Corps of Engineers (Civil)
71 071 070 Corps of Engineers (Military)
72 072 072 Air Force
73 073 073 Navy/Marines
74 074 074 Army
80 080 080 Unknown
92 001 001 Idaho maintenance responsibility
93 001 001 Oregon maintenance responsibility
NBI and NTI Commentary:
Selected codes have been eliminated because they are not used by any structures in
Washington State (NSA, Pentagon, etc.). Selected codes were added, generally to differentiate
county agencies from other local agencies, provide a unique code for Washington State
Ferries, and codes for Oregon and Idaho border bridges maintained by these other
stateagencies.

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WSBIS Item 1288 Parallel Structure

FHWA Item 101 Parallel Structure Designation
(Cannot be null.)
Code this item to indicate situations where separate structures carry the inventory route in opposite
directions of travel over the same feature. The lateral distance between structures has no bearing on
the coding of this item. One of the following codes shall be used:
Table 1288 - Parallel Structure Code
WSBIS
Code Description
R The right structure of parallel bridges carrying traffic in the direction of increasing mileposts.
L The left structure of parallel bridges carrying traffic in the direction of decreasing mileposts.
N No parallel structure exists.

WSBIS Item 1289 Temporary Structure

FHWA Item 103 Temporary Structure Designation
(Leave this field blank unless there are a temporary structure or conditions.)
Code this item to indicate situations where a temporary structure or conditions exist.
Table 1289 - Temporary Structure Code
WSBIS
Code Description
T Temporary structure or conditions exist.
null No temporary structure or conditions
A temporary structure or conditions are those which are required to facilitate traffic flow. This may
occur either before or during the modification or replacement of a structure found to be deficient.
Such conditions include the following:
Bridges shored up, including additional temporary supports.
Temporary repairs made to keep a bridge open.
Temporary structures, temporary runarounds or bypasses.
Other temporary measures, such as barricaded traffic lanes to keep the bridge open.
Any repaired structure or replacement structure which is expected to remain in place without further
project activity, other than maintenance, for more than 5 years shall not be considered temporary.
Under such conditions, that structure, regardless of its type, shall be considered the minimum
adequate to remain in place and evaluated accordingly.
If this item is coded T, then all data recorded for the structure shall be for the condition of
thestructure without temporary measures, except for the following items which shall be for the
temporarystructure:

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WSBIS Item
1499 Inventory Route, Minimum Vertical Clearance
1293 Structure Open, Posted, or Closed to Traffic
1491 Inventory Route, Total Horizontal Clearance
1370 Minimum Vertical Clearance Over Bridge Roadway
1374 Minimum Vertical Underclearance
1379 Minimum Lateral Underclearance on Right
1383 Minimum Lateral Underclearance on Left
1660 Bridge Posting
NBI Commentary:
WSDOT has defined a 5 year time period for which temporary structures or conditions can be
in place and still considered temporary. The NBI coding guide refers to a significant period
oftime.

WSBIS Item 1292 Historic Significance - NRHP

FHWA Item 37 Historical Significance
(Cannot be null.)
Structures are considered historically significant based on a review and listing on the National
Register of Historic Places (NRHP). Generally this review is performed by the Washington State
Department of Archaeology and Historic Preservation (DAHP).
Use one of the following codes:
Table 1292 - Historical Significance Code
WSBIS NBI
Code Code Description
1 1 Structure is on the NRHP.
2 2 Structure is eligible for the NRHP.
3 3 Structure is possibly eligible for the NRHP but requires further investigation before determination can be
made. Alternately, structure is on a State or local historic register.
4 4 Historical significance has not been determined at this time. (This code should be used for all new
structures.)
5 5 Structure is not eligible for the NRHP reviewed by the DAHP.
6 5 Structure is not eligible for the NRHP reviewed by agency other than the DAHP.

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Layout Tab (Formerly WB73)

WSBIS Item 1332 Year Built

FHWA Item 27 Year Built
NTI Item A.1 Year Built
(Cannot be null.)
Code all 4 digits of the year in which construction of the structure was completed. If the year built
is unknown, code 1900. If the year built is earlier than 1900, code 1900.

WSBIS Item 1336 Year Rebuilt

FHWA Item 106 Year Reconstructed
NTI Item A.2 Year Rehabilitated
(Cannot be null.)
Code the year of the last major rehabilitation of the structure. Code all four digits of the year in
which reconstruction was completed. If there has been no reconstruction, code 0000.
For a structure to be defined 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 work to be considered as rebuilt are widenings and retrofits designed to increase the
original structural capacity.
Some types of eligible work not to be considered as rebuilt are:
Safety feature replacement or upgrading (for example, bridge rail, approach guardrail or
impact attenuators).
Painting of structural steel.
Overlay of bridge deck as part of a larger highway surfacing project (for example, overlay
carried across bridge deck for surface uniformity without additional bridgework).
Utility work.
Emergency repair to restore structural integrity to the previous status following anaccident.
Retrofitting to correct a deficiency which does not substantially alter physical geometry or
increase the load-carrying capacity.
Work performed to keep a structure operational while plans for complete rehabilitation
or replacement are under preparation (for example, adding a substructure element or
extragirder).

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WSBIS Item 1340 Structure Length (XXXX feet)

FHWA Item 49 Structure Length
(Cannot be null.)
The structure length is recorded in whole feet, rounded up. For example 22.1 feet measured shall
be coded as 23 feet.
WSBIS Figure 1340a
Bridge lengths are taken along the centerline of the bridge and back to back of backwalls of
abutments or from paving notch to paving notch.
Culvert lengths are measured from inside face to inside face of the exterior walls or from spring
line to spring line. When the culvert is not perpendicular to the roadway, the centerline length
must be calculated.
This field is not used for tunnels, see WSBIS Item 1349.
A

BRIDGE
Figure 1 B
C

ARCH
Figure 2 A & B & C

BOX CULVERT
C
Figure 3

A & B
GROUND LINE

3-SIDED BURIED
D

STRUCTURE
Figure 4
A & B

B
WHEN D > CODE STRUCTURE AS CULVERT.
2
B
WHEN D CODE STRUCTURE AS BRIDGE.
2

A = STRUCTURE LENGTH (WSBIS ITEM 1340)

B = NBIS LENGTH (WSBIS ITEM 2346) OR MAXIMUM OPENING
C = MAXIMUM SPAN LENGTH (WSBIS ITEM 1348)
D = FILL DEPTH

Figure WSBIS 1340a

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A & B

CL ROADWAY

18'

30 SKEW ANGLE
Figure 1
18'
A & B = = 20.78' = 21'
cos 30

A & B

CL ROADWAY

4'
9'
6' 1' 1'

30 SKEW ANGLE

21'

Figure 2
21'
A & B = = 24.25' = 25'
cos 30

NOTE: THE DISTANCE BETWEEN CONSECUTIVE PIPES MUST BE

EQUAL TO (=) OR LESS THAN (<) THE DIAMETER OF THE SMALLEST PIPE
IN THE SERIES FOR THE SERIES TO BE CONSIDERED ONE STRUCTURE.

Figure WSBIS 1340b

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WSBIS Item 2346 NBIS Length (XX.X feet)

(Leave this field blank if the measurement as entered in Structure Length is less than 19 feet or
greater than 23 feet.)
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 tenth of a foot and may be different from the measurement
entered in WSBIS Item 1340 Structure Length. See Structure Length for examples on how to
determine the NBIS Length. Ifa measurement is even very minimally over 20 feet long, round up
to the next 10th ofafoot.
If the measurement as entered in Structure Length is between 19 and 23 feet inclusive, a
measurement of the NBIS length shall be coded in this field. The NBIS criteria defines a bridge
as being greater than 20 feet in length. The NBIS length is used to assist in determining if the
structure meets the NBIS definition.

WSBIS Item 1348 Maximum Span Length (XXXX feet)

FHWA Item 48 Length of Maximum Span
(Cannot be null.)
The length of the maximum span shall be recorded in whole feet. The measurement shall be along
the centerline of the bridge. Measure center to center of bearing points or clear open distance
between piers, bents, or abutments otherwise.
A span that contains a drop-in span with cantilevers is counted as one span, and the length shall be
measured from pier to pier.
See WSBIS Item 1340 Structure Length for examples on how to determine the length of
maximum span.

WSBIS Item 1352 Lanes On

FHWA Item 28A Lanes On the Structure
(Cannot be null.)
Code the number of lanes being carried on the structure.
Include all lanes carrying highway traffic (e.g., cars, trucks, buses) which are striped or otherwise
operated as a full width traffic lane for the entire length of the structure. This shall include any
full width merge lanes and ramp lanes, and shall be independent of directionality of usage (e.g.,
a 1-lane bridge carrying 2-directional traffic is still considered to carry only one lane on the
structure).
It should be noted here that for the purpose of evaluating WSBIS Item 1658 Deck Geometry, any
1-lane bridge, not coded as a ramp (WSBIS Item 1434 = 7), which has a WSBIS Item 1356 Curb-
to-Curb coded 16 feet or greater shall be evaluated as 2lanes.
Double deck bridges may be coded as 1 or 2 structures, but all related data must be compatible
with the method selected.

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WSBIS Item 1356 Curb-to-Curb Width (XXX.X feet)

FHWA Item 51 Bridge Roadway Width, Curb-to-Curb
NTI Item G.3 Roadway Width, Curb-to-Curb
(Cannot be null.)
Code the curb-to-curb width to the nearest tenth of a foot. The information to be recorded is
the most restrictive minimum distance between curbs or rails on the structure roadway. The
measurement should be exclusive of flared areas for ramps.

WSBIS Figure 1356a

For structures with closed medians and usually for double decked structures, coded data will be
the sum of the most restrictive minimum distances for all roadways carried by the structure*. The
data recorded for this item must be compatible with other related route and structure data (e.g.,
Lanes On, Lanes Under, ADT, etc.). See examples in WSBIS Items 1364 and 1367.
C
A

OUT TO OUT = (A + B) / 2
CURB TO CURB = C

EXAMPLE 1
C
A

OUT TO OUT = A
CURB TO CURB = C

EXAMPLE 2

Figure WSBIS 1356a

Where traffic runs directly on the top slab (or wearing surface) of a culvert-type structure (e.g., an
R/C box without fill), code the actual roadway width (curb-to-curb or rail-to-rail). This will also
apply where the fill is minimal and headwalls or parapets affect the flow of traffic.
Where the roadway is on fill carried across a structure and the headwalls or parapets do not affect
the flow of traffic, code 0. This is considered proper inasmuch as a filled section simply maintains
the roadway cross section.
*Raised or non-mountable medians, open medians, and barrier widths are to be excluded from the
summation along with barrier-protected bicycle and equestrianlanes.
Coding a sidehill viaduct (half bridge):

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WSBIS ITEM 1356

(CURB-TO-CURB)

WSBIS ITEM 1360

(OUT-TO-OUT)

Figure WSBIS 1356b

WSBIS Item 1360 Out-to-Out Deck Width (XXX.X feet)

FHWA Item 52 Deck Width, Out-to-Out
(Cannot be null.)
Code the out-to-out width to the nearest tenth of a foot. If the structure is a through structure, the
number to be coded will represent the lateral clearance between superstructure members. See
example in Figure WSBIS 1364a.
The measurement will be the most representative out-to-out width on the bridge, and should be
exclusive of flared areas for ramps. See examples in Figures WSBIS 1356a and 1364b.
Where traffic runs directly on the top slab (or wearing surface) of the culvert (e.g., an R/C box
without fill) code the actual width (out-to-out). This will also apply where the fill is minimal and
the culvert headwalls affect the flow of traffic. However, for sidehill viaduct structures code the
actual out-to-out structure width. See Figure WSBIS 1356b.
Where the roadway is on a fill carried across a pipe or box culvert and the culvert headwalls do
not affect the flow of traffic, code 0. This is considered proper inasmuch as a filled section over a
culvert simply maintains the roadway cross-section.

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WSBIS Item 1364 Sidewalk/Curb Width Left (XX.X feet)

WSBIS Figure 1364a
NBI Item 50A Curb or Sidewalk Width Left
NTI Item G.4 Left Sidewalk Width

WSBIS Item 1367 Sidewalk/Curb Width Right (XX.X feet)

FHWA Item 50B Curb or Sidewalk Widths Curb or Sidewalk Width Right
NTI Item G.5 Right Sidewalk Width
(Cannot be null.)
Code the widths of the left and right curbs or sidewalks to the nearest tenth of a foot. Code zeroes
when there are no curbs or sidewalks.

C A C

A WSBIS 1356 - ROADWAY WIDTH, CURB-TO-CURB

B WSBIS 1360 - DECK WIDTH, OUT-TO-OUT
C WSBIS 1364 AND 1367 - CURB OR SIDEWALK WIDTH
(1) WSBIS 1356 Roadway Width, Curb-to-Curb
(2) WSBIS 1360 Deck Width, Out-to-Out
(3) WSBIS 1364 and 1367 Curb or Sidewalk Width
Figure WSBIS 1364a

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Washington State Bridge Inventory System Coding Guide Appendix 2.06-C

B C B B
RETROFIT
A SIDEWALK A A C

Figure 1 Figure 2 Figure 3

C B

C A
NO LONGER
USABLE AS CURB MOUNTABLE
OR SIDEWALK MEDIAN

Figure 4 Figure 5 Figure 6

B B

A1 A2 A C

A = A1 + A2

Figure 7 Figure 8

B B

A1 A2 A3 C A

A = A1 + A2 + A3 NON-MOUNTABLE
CURB
Figure 9 Figure 10

A WSBIS 1356 - ROADWAY WIDTH, CURB-TO-CURB

B WSBIS 1360 - DECK WIDTH, OUT-TO-OUT
C WSBIS 1364 AND 1367 - CURB OR SIDEWALK WIDTH

Figure WSBIS 1364b

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WSBIS Item 1370 Minimum Vertical Clearance Over Deck (XXXX feet and inches)
FHWA Item 53 Minimum Vertical Clearance Over Bridge Roadway
(Cannot be null.)
The information to be recorded for this item is the actual minimum vertical clearance over the

WSBIS Figure 1370

bridge roadway, including shoulders, to any superstructure restriction, in feet and inches, rounded
to the lesser inch (e.g., 163 is to be coded 1603). For double decked structures code the
minimum, regardless whether it is pertaining to the top or bottom deck. When no superstructure
restriction exists above the bridge roadway code 9999. When a restriction is 100 feet or greater
code 9912.

CENTER LINE
FOG LINE

FOG LINE

CURB LINE
CURB LINE

18'-6"
17'-5"

17'-9"

16'-9"
16'-3"

LANE LANE

STEEL TRUSS
CODE: 1603

Figure WSBIS 1370

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WSBIS Item 1374 Minimum Vertical Clearance Under Bridge (XXXX feet and inches)
FHWA Item 54B Minimum Vertical Underclearance
(Cannot be null.)
Code the minimum vertical clearance from the roadway (travel lanes only) or railroad track
beneath the structure to the underside of the superstructure. Traveled way, or travel lanes, is
between fog lines and excludes shoulders or gore areas.
If the bridge crosses both a highway and a railroad, code the highway clearance UNLESS
the railroad has a substandard clearance based on current design criteria and the roadway is
NOTsubstandard.
The information to be recorded is the actual minimum vertical clearance over the traveled way
to the structure, in feet and inches, rounded to the lesser inch (e.g., 163 is to be coded 1603).
When a restriction is 100 feet or greater, code 9912.
If the feature is not a highway or railroad, code the minimum vertical clearance 0. Ahighway is to
be considered any functionally classified, public road. Private roads are not to be included.

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CENTER LINE

CENTER LINE

FOG LINE
FOG LINE

FOG LINE

FOG LINE

EOP
EOP

EOP

EOP
15'-9"
16'-3"

16'-5"

16'-7"

16'-6"
16'-9"

16'-8"

17'-0"

17'-4"
17'-6"
LANE LANE LANE LANE

DIVIDED HIGHWAY (Fig. 1374a)

CODE: 1603

INVENTORIED BRIDGE
BOTTOM
OF GIRDER

CENTER LINE
CENTER LINE

FOG LINE

FOG LINE
CURB LINE

CURB LINE
CURB LINE
FOG LINE

FOG LINE
CURB LINE
15'-9"

15'-9"

16'-11"
17'-0"
16'-3"

16'-4"

16'-1"

16'-3"

16'-9"

16'-7"
LANE LANE LANE LANE

UNDIVIDED HIGHWAY (Fig. 1374b) BRIDGE OVER BRIDGE (Fig. 1374c)

CODE: 1603 CODE: 1603

BOTTOM OF GIRDER
16'-3"

16'-6"

TOP OF TOP OF
RAIL RAIL

RAILROAD (Fig. 1374d)

CODE: 1603

Figure WSBIS 1374

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WSBIS Item 1378 Vertical Underclearance Code

FHWA Item 54A Reference feature
(Cannot be null.)
Code the reference feature from which the clearance measurement is taken:
Table 1378 - Vertical Underclearance Code
WSBIS
Code Description
H Highway beneath structure
R Railroad beneath structure
N Feature not a highway or railroad

WSBIS Item 1379 Minimum Lateral Underclearance Right (XX.X feet)

FHWA Item 55B Minimum Lateral Underclearance on Right
(Cannot be null if bridge has an On record, must be null if the bridge does not have
anOnrecord.)
The purpose of this item is to identify the lateral restrictions caused by the structure onthe railroad
or roadway underneath.
Code the minimum lateral underclearance on the right to the nearest tenth of a foot. When both
arailroad and highway are under the structure, code the most criticaldimension.
The lateral clearance should be measured from the right edge of the roadway excluding shoulders
(fog line) or from the centerline (between rails) of the right-hand track of a railroad to the nearest
substructure unit (pier, abutment, etc.), a retaining wall or to a slope. If no fog line exists on
the roadway, assume a 12 foot lane. The right/left orientation is based on traffic direction. The
clearance measurements to be recorded will be the minimum after measuring the clearance in both
directions of travel, perpendicular to the centerline of the undercrossing.
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 99.9.
If the feature beneath the structure is not a railroad or highway, code 0 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
throughroadway.

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WSBIS Figure 1379a

FOG LINE

FOG LINE
PARKING

PARKING
STRIPE

STRIPE
14.6' 16.0' 11.6' 12.3'
* *

ROUTE X ROUTE X
CITY STREET (Figure 1) HIGHWAY (Figure 2)
2-WAY TRAFFIC: RT. = 14.6 LT. = 0.0 2-WAY TRAFFIC: RT. = 11.6 LT. = 0.0
1-WAY TRAFFIC LOOKING IN THE DIRECTION 1-WAY TRAFFIC LOOKING IN THE
OF TRAFFIC: RT. = 16.0 LT. = 14.6 DIRECTION OF TRAFFIC:
* = PARKING AREA, INSPECTORS RT. = 12.3 LT. = 11.6
PLEASE DOCUMENT DIMENSION.

FOG LINE

FOG LINE

FOG LINE

FOG LINE
7.2' OPEN 8.2'
FOG LINE

FOG LINE

FOG LINE

FOG LINE

ROUTE X ROUTE X
FREEWAY OPEN MEDIAN (Figure 3)
RT. = 7.2 LT. = 99.9
6.9' 7.0' 7.6' 6.4'
CENTER LINE

CENTER LINE
ROUTE X ROUTE X
FOG LINE

FOG LINE

FOG LINE

FOG LINE
FREEWAY PIER MEDIAN (Figure 4)
RT. = 6.4 LT. = 7.0

7.2' OPEN 8.2'

ROUTE X ROUTE Y
DUAL HIGHWAY OPEN MEDIAN (Figure 5)
CENTER LINE

CENTER LINE

RT. = 7.2 LT. = 99.9

FOG LINE

FOG LINE

FOG LINE

FOG LINE

6.9' 7.0' 7.6' 6.4'

INVENTORIED BRIDGE
ROUTE X ROUTE Y
FOG LINE
DUAL HIGHWAY PIER MEDIAN (Figure 6)
RT. = 6.4 LT. = 0.0

12.9' 14.3'
ROUTE X

MULTIPLE LEVEL INTERCHANGE (Figure 7)

2-WAY TRAFFIC: RT. = 12.9 LT. = 0.0
1-WAY TRAFFIC LOOKING IN THE DIRECTION
OF TRAFFIC: RT. = 14.3 LT. = 12.9

Figure WSBIS 1379a

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Washington State Bridge Inventory System Coding Guide Appendix 2.06-C

GORE/FOG LINE

GORE/FOG LINE
FOG LINE

FOG LINE

TOE OF SLOPE
CL R/R CL R/R
ON/OFF
ROUTE X RAMP 10.2' 12.6'

11.5' 40.0'

FREEWAY ON/OFF RAMP (Figure 1) RAILROAD MULTIPLE TRACK (Figure 2)

2-WAY TRAFFIC: RT. = 11.5 LT. = 0.0 RT. = 10.2 LT. = 0.0
1-WAY TRAFFIC LOOKING IN THE DIRECTION
OF TRAFFIC: RT. = 40.0 LT. = 11.5

CURB LINE
TOE OF SLOPE

CURB LINE
FOG LINE

FOG LINE

FOG LINE

FOG LINE
TOE OF SLOPE

CL R/R
21.5' 14.2' 6.9' 7.0' 8.0' 6.4'

ROUTE X ROUTE X
RAILROAD SINGLE TRACK (Figure 3) FREEWAY PIER MEDIAN WITH
RT. = 14.2 LT. = 0.0 BARRIER ADJACENT TO SUBSTRUCTURE (Figure 4)
RT. = 6.4 LT. = 7.0

TOE OF SLOPE
TOE OF SLOPE
FACE OF WALL

CURB LINE
FOG LINE

FOG LINE

CURB LINE

FOG LINE

FOG LINE

CURB LINE

FOG LINE

FOG LINE

FOG LINE

FOG LINE
6.8' 7.0' 8.0' 6.0' 6.9' 7.0' 8.0' 6.4'
wall wall
ROUTE X ROUTE X ROUTE X ROUTE X
FREEWAY PIER MEDIAN WITH CONCRETE/DIRT FILL FREEWAY PIER MEDIAN WITH
BETWEEN BARRIERS AROUND SUBSTRUCTURE (Figure 5) MOUNDED DIRT AROUND SUBSTRUCTURE (Figure 6)
RT. = 6.0 LT. = 7.0 RT. = 6.4 LT. = 7.0

Figure WSBIS 1379b

NBI Commentary:
The NBI coding guide text and drawings are not clear or consistent, particularly with respect
to determining whether or not the lateral measurements extend to guardrails, concrete rails,
non-mountable curbs, substructure units, or slopes. Attempts to define the steepness of slopes
was also problematic. This coding guide clarifies that all measurements are to substructure
units or slopes without defining the steepness. In addition, the NBI coding guide was not
entirely clear about how to code dual highways in relation to substructure units or medians.
This coding guide clarifies this through illustration.

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WSBIS Item 1382 Lateral Underclearance Code

FHWA Item 55A Minimum Lateral Underclearance on Right
(Cannot be null if bridge has an On record)
This code identifies the type of reference feature from which the clearance measurement is taken.
Table 1382 - Lateral Underclearance Code
WSBIS
Code Description
H Highway beneath structure
R Railroad beneath structure
N Neither highway or railroad beneath structure

WSBIS Item 1383 Minimum Lateral Underclearance Route Left (XX.X feet)
FHWA Item 56 Minimum Lateral Underclearance on Left
(Cannot be null if bridge has an On record)
The purpose of this code is to identify the lateral restrictions caused by the structure onthe
railroad or roadway underneath.
This field is intended to record measurements on the left side of highway based ontraffic direction
for divided highways, 1 way streets, and ramps. For railroads andall 2direction, 2 lane routes
which are undivided, code 000.
Code the minimum lateral underclearance on the left (median side for divided highways) to the
nearest tenth of a foot. The lateral clearance should be measured from the left edge of the roadway
(excluding shoulders) to the nearest substructure unit, or toa slope. Refer to examples for WSBIS
Item 1379 Minimum Lateral Underclearance on Right.
For clearances greater than 100 feet, code 99.8.
In cases where there is an open median (no piers in median), code 99.9.
Code 0 to indicate not applicable (railroads and other non highway undercrossings).
NBI Commentary:
See WSBIS Item 1379 NBI Commentary.

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WSBIS Item 1386 Navigation Control

FHWA Item 38 Navigation Control
(Cannot be null.)
Indicate for this item whether or not navigation control (a bridge permit for navigation)
isrequired. Use one of the following codes:
Table 1386 - Navigation Control Code
WSBIS
Code Description
N Not applicable, no waterway
0 No navigation control on waterway (bridge permit not required or bridge has received advance approval by the USCG1
1 Navigation control on waterway (bridge permit required)

1. The USCG provides advance approval of certain navigable waters. This item should be coded 0 when Title
33, Code of Federal Regulations, Section 115.70, as amended states that the U.S. Coast Guard Commandant
has given advance approval to the location and plans of bridges to be constructed across reaches of waterways
navigable in law, but not actually navigated other than by logs, log rafts, rowboats, canoes and small motorboats.

For state owned structures, this item is coded by the BPO Information Group.
NBI Commentary:
This coding guide provides additional guidance on how to code bridges crossing advance
approval waterways.

WSBIS Item 1387 Navigation Vertical Clearance (XXX feet)

FHWA Item 39 Navigation Vertical Clearance
(Cannot be null.)
If WSBIS Item 1386 Navigation Control has been coded 1, record the minimum vertical
clearance imposed at the site as measured above a datum that is specified on a navigation permit
issued by a control agency. The measurement shall be coded to the foot. This measurement will
show the clearance that is allowable for navigational purposes. In the case of a swing or bascule
bridge, the vertical clearance shall be measured with the bridge in the closed position (i.e., open
to vehicular traffic). The vertical clearance of a vertical lift bridge shall be measured with the
bridge in the raised or open position. Also, WSBIS Item 1394 Vertical Lift Minimum Navigation
Clearance shall be coded to provide clearance in a closed position. If WSBIS Item 1386
Navigation Control has been coded 0 or N, code 0 to indicate not applicable.
For state owned structures, this item is coded by the BPO Information Group.

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WSBIS Item 1390 Navigation Horizontal Clearance (XXXX feet)

FHWA Item 40 Navigation Horizontal Clearance
(Cannot be null.)
If WSBIS Item 1386 Navigation Control has been coded 1, record the horizontal clearance
measurement imposed at the site that is shown on the navigation permit. This may be less than the
structure geometry allows. If a navigation permit is required but not available, use the minimum
horizontal clearance between fenders, if any, or the clear distance between piers or bents. Code the
clearance to the foot. If WSBIS Item 1386 Navigation Control has been coded 0 or N, code 0 to
indicate not applicable.
For state owned structures, this item is coded by the BPO Information Group.

WSBIS Item 1394 Vertical Lift Minimum Navigation Clearance (XXX feet)
FHWA Item 116 Minimum Navigation Vertical Clearance, Vertical Lift Bridge
(Code this item only for vertical lift bridges in the dropped or closed position, otherwise
leaveblank.)
Code the minimum vertical clearance to the nearest lesser foot imposed at the site as measured
above a datum that is specified on a navigation permit issued by a controlagency.
For state owned structures, this item is coded by the BPO Information Group.
NBI Commentary:
Per 3/6/2013 email from Debbie Lehmann, FHWA, ferry terminal structures coded as lift
spans should have 000 coded in this field.

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WSBIS Item 1291 Median

FHWA Item 33 Bridge Median
(Cannot be null.)
Indicate with a 1-digit code if the median is nonexistent, open or closed. The median is closed
when the area between the 2 roadways at the structure is bridged over and is capable of supporting
traffic. All bridges that carry either 1-way traffic or 2-way traffic separated only by a centerline
WSBIS
will be coded 0 for no median.
Figure 1291
Table 1291 - Median Code
WSBIS NBI
Code Code Description
0 0 No median (undivided highway)
1 1 Open median
2 2 Closed median painted only
3 2 Closed median mountable curb (<6 vertical surface, or sloped surface)
4 3 Closed median flex or thrie beam
5 3 Closed median box beam guardrail
6 3 Closed median concrete barrier
8 3 Closed median non-mountable curb (6 or greater vertical surface)
9 3 Other median

REVERSE ROUTE
DIRECTION DIRECTION
MEDIAN

Code 1

Code 3

Code 4

Code 5

Code 6

Code 8

Figure WSBIS 1291

NBI Commentary:
This coding guide split out various types of medians that are translated to the NBI coding
guide as described above.

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WSBIS Item 1397 Approach Roadway Width (XXX feet)

FHWA Item 32 Approach Roadway Width
(Cannot be null if bridge has an On record, must be null if the bridge does not have an On
record.)
Code the normal width of usable roadway approaching the structure measured to the nearest foot.
Usable roadway width will include the width of traffic lanes and the widths of shoulders where
shoulders are defined as follows:
Shoulders must be constructed and normally maintained flush with the adjacent traffic lane, and
must be structurally adequate for all weather and traffic conditions consistent with the facility
carried. Unstabilized grass or dirt, with no base course, flush with and beside the traffic lane, is not
to be considered a shoulder for this item.
For structures with medians of any type and double decked structures, this item should be coded
as the sum of the usable roadway widths for the approach roadways (i.e., all median widths
which do not qualify as shoulders should not be included in this dimension). When there is a
variation between the approaches at either end of the structure, code the most restrictive of the
approachconditions.

WSBIS Figure 1310

If a ramp is adjacent to the through lanes approaching the structure, it shall be included in the
approach roadway width.

WSBIS Item 1310 Skew (XX degrees)

FHWA Item 34 Skew
(Cannot be null.)
The skew angle is the angle between the centerline of a pier and a line normal to the roadway
centerline. When plans are available, the skew angle can be taken directly from the plans. If
no plans are available, the angle is to be field measured if possible. Record the skew angle to
the nearest degree. If the bridge piers are perpendicular to roadway centerline, code 0. When
the structure is on a curve or if the skew varies for some other reason, the average skew should
be recorded, if reasonable. Otherwise, record 99 to indicate a major variation in skews of
substructureunits.

SKEW ANGLE

Figure WSBIS 1310

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WSBIS Item 1312 Flared Flag

FHWA 35 Structure Flared
(Cannot be null.)
Code this item to indicate if the structure is flared (i.e., the width of the structure varies).
Generally, such variance will result from ramps converging with or diverging from the through
lanes on the structure, but there may be other causes. Minor flares at ends of structures should
beignored.
Table 1312 - Flared Flag
WSBIS NBI
Code Code Description
N 0 No flare
Y 1 Yes, flared

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Crossing Tab (Formerly WB74)

WSBIS Item 2000 Main Listing Flag

See Coding Guide Clarifications for a description of the Main Listing Flag.
This item is visible in the BridgeWorks Inventory Management mode.

WSBIS Items 1432, 1433, 1434, and 1435

FHWA Item 5 Inventory Route
The inventory route is composed of 4 segments.
Table 7 - Inventory Route Items
WSBIS NBI NTI
Item Item Item Description
1432 5A n/a Record Type
1433 5B I.9 Route Signing Prefix
1434 5C n/a Designated Level of Service
1435 5D I.7 Route Number

WSBIS Item 1432 Inventory Route On/Under

FHWA Item 5A Record type
(Cannot be null.)
There are two types of WSBIS and NBI records: On and Under. The NTI makes no distinction for
tunnels, and WSBIS treats all tunnel records as Under records.
Table 1432 - On/Under Code
WSBIS NBI NTI
Code Code Code Description
1 1 n/a Route carried on a bridge (not used for routes over a tunnel)
2 2 n/a Single route goes under a bridge or through a tunnel
AZ AZ n/a Multiple routes go under a bridge (no provision to code multiple routes through a tunnel)
0 n/a n/a No route on or under a structure
On signifies that the inventory route is carried on a bridge, but not over a tunnel. All of the
NBI data items must be coded, unless specifically excepted, with respect to the bridge and the
inventory route on it.
Under signifies that the inventory route goes under the structure if its a bridge, and through
astructure if its a tunnel. If an inventory route beneath a bridge is a Federal-aid highway, is
aSTRAHNET route or connector or is otherwise important, it must be reported to the NBI.
Thetype code must be 2 or an alphabetic letter A through Z. Code 2 for a single route under
a bridge and for all tunnels. If two or more routes go under a bridge, code A, B, C, D, etc.,
consecutively for multiple routes on separate roadways under the same structure. STRAHNET
routes shall be listed first. When this item is coded 2 or A through Z for bridges, only selected
items are coded, as specified in the item descriptions and in the list in Table 2.
It cannot be overemphasized that all route-oriented data must agree with the coding asto whether
the inventory route is on or under a bridge.

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There are situations of a route under a bridge, where the bridge does not carry a highway, but
may carry a railroad, pedestrian traffic, or even a building. These are coded the same as any other
Under record and no On record shall be coded.
For additional clarification of On and Under records, refer to the Coding GuideInstructions.
NBI Commentary:
WSDOT created code 0 to indicate the bridge does not carry nor cross over a highway. An
example would be a pedestrian structure over a waterway. These are not NBI bridges but may
be included in the inventory at each agencys discretion.

WSBIS Item 1433 Inventory Route Highway Class

FHWA Item 5B Route Signing Prefix
NTI Item I.9 Route Type
(Cannot be null.)
Identify the highway class for the inventory route using one of the following codes:
Table 1433 - Inventory Route Highway Class
WSBIS
Code Description
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 identifiable above)
When 2 or more routes are concurrent, the highest class of route will be used. The hierarchy is in
the order listed above.

WSBIS Item 1434 Inventory Route Service Level

FHWA Item 5C Designated Level of Service
(Cannot be null.)
Identify the service level for the inventory route using one of the following codes:
Table 1434 - Inventory Route Service Level
WSBIS
Code Description
1 Mainline (includes reversible routes)
2 Alternate
3 Bypass
4 Spur
6 Business
7 Ramp, Wye, Connector, etc.
8 Service and/or unclassified frontage road
0 None of the above

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WSBIS Item 1435 Route XXXXX

FHWA Item 5D Route Number
NTI Item I.7 Route Number
(Cannot be null.)
Code the route number of the inventory route. This value shall be a five digit number, right
justified with leading zeroes filled in.
If concurrent routes are of the same hierarchy level, denoted by the highway class, the lowest
numbered route shall be coded. Code 00000 for structures on roads without routenumbers.

WSBIS Item 2440 Milepost (XXX.XX) miles

(Cannot be null.)
The milepost is displayed on the inspection report header with the associated route (WSBIS Item
1435). Both are intended to provide information about the location of the structure on the primary
route used for inspection access, and should represent the structure milepost relative to nearby
milepost signs.

WSBIS Item 2436 Route Sequencer XX

(Cannot be null.)
The route sequencer is a two digit number used for placement of crossing records in the
BridgeList M 23-09.
For state owned structures, this item is coded by the BPO Information Group and is visible
inBridgeWorks Inventory Management mode.

WSBIS Item 2437 Bridge List Milepost Override (XXX.XX) miles

(Cannot be null.)
The bridge list milepost override is used for placement of crossing records in the BridgeList
M23-09.
For state owned structures, this item is coded by the BPO Information Group and is visible in the
BridgeWorks Inventory Management mode.

WSBIS Item 2438 Milepost Sequencer XX

(Cannot be null.)
The milepost sequencer is a two digit number used for placement of crossing records inthe
BridgeList M 23-09.
For state owned structures, this item is coded by the BPO Information Group and isvisible in
BridgeWorks Inventory Management mode.

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WSBIS Item 2468 Directional Indicator

(Cannot be null.)
The directional indicator specifies if the inventory route carries traffic in the direction of
increasing mileposts, decreasing mileposts or both.
I Increasing
D Decreasing
B Both
* Null field, does not apply
For state owned structures, this item is coded by the BPO Information Group and is visible in
BridgeWorks Inventory Management mode.

WSBIS Item 2470 Ahead/Back Indicator

(Cannot be null.)
The ahead/back indicator specifies whether a milepost value is the back (B) duplicate of a
milepost value ahead (A) on the route.
For state owned structures, this item is coded by the BPO Information Group and is visible in
BridgeWorks Inventory Management mode.

WSBIS Item 1467 Linear Referencing System Route XXXXXXXXXXXX

FHWA Item 13A LRS Inventory Route Number
NBI Item I.11 LRS Route ID
(Cannot be null.)
Linear Reference is coded to correspond to the location of the crossing as it relates to the WSDOT
standard Linear Referencing System (LRS). The LRS used must correspond to the LRS reported
by our states Highway Performance Monitoring System (HPMS).
Primarily the State Route LRS representation will be seen in this field, but there will be some form
of a local LRS to use as well. For the State Route mainline, code the LRS as a three digit number
(e.g., 090, 002). When coding other State Route types (e.g., ramps, couplets, spurs) maintain the 3
digit route designator along with additional information signifying a related route.
Examples:
599S500035
529SPEVERET (reported to NBI as 529SPEVERE)
005
005LX10130
NBI and NTI Commentary:
WSDOT maintains a 12 character, alphanumeric LRS route number, but the NBI receives
only 10 digits. In most cases WSDOT does not use the 11th or 12th character. For the NBI
submittal, any additional characters to the right of the 10th character are trimmed. Route
numbers with fewer than 10 characters get reported with no additional leading zeroes added.
WSDOT codes LRS route numbers for all crossing records, but only routes on the Base
Highway Network are submitted to the NBI.
The NTI allows up to 120 characters for this field, so complete data is submitted to the NTI.

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WSBIS Item 1477 Linear Referencing System Subroute

FHWA Item 13B LRS Subroute Number
(Cannot be null.)
The LRS subroute number is always coded 00.
NBI Commentary:
WSDOT codes LRS subroute numbers for all crossing records, but only routes on the Base
Highway Network are submitted to the NBI.

WSBIS Item 1469 LRS Milepost (XXX.XX) miles

FHWA Item 11 Kilometerpoint
NTI Item I.12 LRS Milepoint
(Cannot be null.)
The linear referencing system (LRS) milepost is used to establish the location of the structure
on the Base Highway Network (see WSBIS Item 1484). It must be from the same LRS route
and milepost system as reported in the Highway Performance Monitoring System (HPMS). The
milepost coded in this item directly relates to WSBIS Item 1467 LRS Route.
This item records the milepost at the beginning of the structure (the lowest milepost on the
structure). When the LRS Route goes under the structure (WSBIS Item 1432 coded 2 or A-Z),
then code the milepost on the under passing route where the structure is firstencountered.
Code to two decimal places. Code all zeroes in this field if the milepost is not available.

WSBIS Item 1483 National Highway System

FHWA Item 104 Highway System of the Inventory Route
NTI Item C.5 NHS Designation
(Cannot be null.)
For the inventory route identified in WSBIS Item 1435, indicate whether the route is on the
National Highway System (NHS) or not on that system. Ramps associated with NHS routes are
included as NHS routes. Use one of the following codes:
Table 1483 - NHS Code
WSBIS
Code Description
0 Inventory Route is not on the NHS
1 Inventory Route is on the NHS

NBI and NTI Commentary:

WSDOT codes ramps as NHS routes when the associated mainline route is also NHS, in
accordance with the NBI federal coding guide, and applied to both bridges and tunnels.
However, in accordance with the FHWA Highway Performance Monitoring System (HPMS),
ramps are coded 0. The NTI coding guide doesnt specify how ramps in tunnels are coded.

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WSBIS Item 1484 Base Highway Network

FHWA Item 12 Base Highway Network
(Cannot be null.)
The Base Highway Network includes the mainline portions of the NHS (WSBIS Item 1483 is
coded 1), rural/urban principal arterial system and rural minor arterial system. Ramps, frontage
roads and other roadways are not included in the Base Network. For the inventory route identified
in WSBIS Item 1435 Inventory Route, use one of the following codes:
Table 1484 - Base Highway Network Code
WSBIS
Code Description
0 Inventory Route is not on the Base Network
1 Inventory Route is on the Base Network

WSBIS Item 1485 STRAHNET Highway

FHWA Item 100 STRAHNET Highway Designation
NTI Item C.6 STRAHNET Designation
(Cannot be null.)
This item shall be coded for all records in the inventory that are designated as part of the Strategic
Highway Network. For the purposes of this item, the STRAHNET Connectors are considered
included in the term STRAHNET. For the inventory route identified in WSBIS Item 1435, indicate
STRAHNET highway conditions using one of the following codes:
Table 1485 - STRAHNET Highway Code
WSBIS NTI
Code Code Description
0 0 The inventory route is not a STRAHNET route
1 1 The inventory route is on an Interstate STRAHNET route
2 1 The inventory route is on a Non-Interstate STRAHNET route
3 1 The inventory route is on a STRAHNET connector route

NTI Commentary:
Toll codes translated for the NTI as shown in the table above.

WSBIS Item 1486 Federal Lands Highways

FHWA Item 105 Federal Lands Highways
(Cannot be null.)
Code zeroes for this field.
NBI Commentary:
WSDOT has not been able to identify a source for this data, and will code zeroes until an
information source is identified.

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WSBIS Item 1487 Functional Classification

FHWA Item 26 Functional Classification of Inventory Route
NTI Item C.7 Functional Classification
(Cannot be null.)
For the inventory route, code the functional classification using one of the followingcodes:
Table 1487 - Functional Classification Code
WSDOT NBI NTI
Code Code Code Description
1 1 1 Rural Principal Arterial Interstate
5 2 2 Rural Principal Arterial - Other Freeways or Expressways
2 2 3 Rural Principal Arterial Other
6 6 4 Rural Minor Arterial
7 7 5 Rural Major Collector
8 8 6 Rural Minor Collector
9 9 7 Rural Local
11 11 1 Urban Principal Arterial Interstate
12 12 2 Urban Principal Arterial Other Freeways or Expressways
14 14 3 Urban Principal Arterial - Other
16 16 4 Urban Minor Arterial
17 17 5 Urban Major Collector
18 17 6 Urban Minor Collector
19 19 7 Urban Local
The structure shall be coded rural if not inside a designated urban area. The urban or rural
designation shall be determined by the structure location and not the character of the roadway. The
WSDOT Functional Classification Map is available at www.wsdot.wa.gov/mapsdata/travel/hpms/
functionalclass.htm.
NBI and NTI Commentary:
Functional Classification codes are translated for the NBI and NTI as shown in the
tableabove.

WSBIS Item 1489 National Truck Network

FHWA Item 110 Designated National Network
(Cannot be null.)
The national network for trucks includes most of the Interstate System and those portions of
Federal-aid highways identified in the Code of Federal Regulations (23 CFR 658). The national
network for trucks is available for use by commercial motor vehicles of the dimensions and
configurations described in these regulations. For the inventory route identified in WSBIS Item
1435, indicate conditions using one of the following codes:
Table 1489 - National Truck Network Code
WSBIS NBI
Code Code Description
N 0 The inventory route is not part of the national network for trucks
Y 1 The inventory route is part of the national network for trucks

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WSBIS Item 1490 Lane Use Direction

FHWA Item 102 Direction of Traffic
NTI Item C.3 Direction of Traffic
(Cannot be null.)
Code the direction of traffic of the inventory route identified in WSBIS Item 1435 as a 1-digit
number using one of the codes below. This item must be compatible with other traffic-related
items such as WSBIS Item 1352 Lanes on the Structure, WSBIS Item 1445 Average Daily
Traffic, WSBIS Item 1491 Total Horizontal Clearance and WSBIS Item 1356 Curb-to-Curb.
Table 1490 - Lane Use Direction Code
WSBIS NBI NTI
Code Code Code Description
0 0 0 No highway traffic on inventory route
1 1 1 1 way traffic on inventory route
2 2 2 2 way traffic on inventory route
3 2 3 2 way and reversible traffic on inventory route
4 1 3 Reversible traffic only on inventory route
5 3 4 2 way traffic on 1 lane bridge (curb-to-curb must be <16 ft.)
NBI and NTI Commentary:
WSDOT provides additional codes to address reversible traffic lanes, which are translated to
NBI and NTI codes as shown above.

WSBIS Item 1354 Lanes Under

FHWA Item 28B Lanes Under the Structure
NTI Item A.3 Total Number of Lanes
(Cannot be null.)
Code the number of lanes under the structure.
For On records, code WSBIS Item 1354 for all lanes under the bridge for all routes that are
functionally classified (see WSBIS Item 1487).
For Under records, code WSBIS Item 1354 for only the lanes associated with the inventory
routeunder.
For Tunnels, code all the lanes in the tunnel.
Include all lanes carrying highway traffic (e.g., cars, trucks, buses) which are striped or otherwise
operated as a full width traffic lane under the structure. This shall include any full width merge
lanes and ramp lanes, and shall be independent of directionality of usage.

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WSBIS Item 1445 ADT XXXXXX

FHWA Item 29 Average Daily Traffic
NTI Item A.4 Average Daily Traffic
(Cannot be null.)
Code the average daily traffic (ADT) volume for the inventory route. Code the most recent
ADT counts available. Included in this item are the trucks referred to in WSBIS Item 1451
Average Daily Truck Traffic. If the structure is closed, code the actual ADT from before the
closureoccurred.
The ADT must be compatible with the other items coded for the structure. For example, parallel
bridges with an open median are coded as follows: if WSBIS Item 1352 Lanes On the Structure
and WSBIS Item 1356 Curb-to-Curb are coded for each bridge separately, then the ADT must be
coded for each bridge separately (not the total ADT for the route).
ADT information is available at www.wsdot.wa.gov/mapsdata/tools/traffictrends/.

WSBIS Item 1451 ADT Truck Percentage (XX percent)

FHWA Item 109 Average Daily Truck Traffic
NTI Item A.6 Average Daily Truck Traffic
(Cannot be null.)
Code the percentage of WSBIS Item 1445 Average Daily Traffic that is truck traffic on the
inventory route. Do not include vans, pickup trucks and other light delivery trucks in this
percentage.
NBI Commentary:
The NBI does not require data for Average Daily Truck Traffic if WSBIS Item 1445, ADT, is
less than 100. WSDOT requires this data for all routes, regardless of ADT.
NTI Commentary:
The NTI maintains an average daily truck count, not a percentage. WSBIS translates the
percentage to a total count using the following formula: ADT x ADT Truck Percentage =
ADTCount

WSBIS Item 1453 ADT Year

FHWA Item 30 Year of Average Daily Traffic
NTI Item A.6 Year of Average Daily Traffic
(Cannot be null.)
Record the year represented by the ADT in WSBIS Item 1445. Code all four digits of the year.
ADT Year information is available at the link in WSBIS Item 1445.

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WSBIS Item 1457 Future ADT

FHWA Item 114 Future Average Daily Traffic
(Cannot be null if inventory route is on the bridge, must be null if inventory route is under the
bridge.)
Code the forecasted average daily traffic (ADT) for the inventory route. This shall be projected at
least 17 years but no more than 22 years from the last year of routine inspection. If planning data
is not available, use the best estimate based on site familiarity.
The future ADT must be compatible with the other items coded for the structure. For example,
parallel bridges with an open median are coded as follows: if WSBIS Item 1352 Lanes On the
Structure and WSBIS Item 1356 Curb-to-Curb are coded for each bridge separately, then the
future ADT must be coded for each bridge separately (not the total for the route).

WSBIS Item 1463 Future ADT Year

FHWA Item 115 Year of Future Average Daily Traffic
(Cannot be null if inventory route is on the bridge, must be null if inventory route is under the
bridge.)
Code the year represented by the future ADT in WSBIS Item 1457. The projected year of future
ADT shall be at least 17 years but no more than 22 years from the year of routine, short span, or
safetyinspection.

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WSBIS Item 1413 Detour Length (XX miles)

FHWA Item 19 Bypass, Detour Length
NTI Item A.7 Detour Length
(Cannot be null.)
Indicate the actual length to the nearest mile of the detour length, which is considered the
additional travel needed to return to the original route if the structure is closed.
If a ground level bypass is available at the structure site for the inventory route (ramps at a
diamond interchange, for example), code the detour length as 0. If the detour exceeds 99 miles,
code 99. If the bridge is one of twin bridges and is not at an interchange, code 1 where the other

WSBIS Figure 1413

twin bridge can be used as a temporary bypass with a reasonable amount of crossovergrading.
Code 0 for routes under a bridge, on the basis that a failed bridge over the route can be removed to
allow passage. Routes through tunnels should be the actual detour length.
To the extent practical, the detour route should match the capacity and functionality of the original
route. When this is not possible the following minimum standards shallapply:
1. The detour route cannot have weight restrictions lower than the original route.
2. The detour route cannot have vertical clearance limits over the roadway lanes less than 14feet
3 inches (as measured) unless the original route also has vertical clearance restrictions, in
which case the detour cannot further restrict clearances.
BRIDGE CLOSED
A

DETOUR LENGTH = A + B

Figure 1413

NBI Commentary:
This coding guide provides additional direction on how to code routes under the structure, and
additional criteria for determining acceptable detour routes.

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WSBIS Item 2409 NTI Reportable Flag

(Cannot be null.)
Indicate if the crossing record is to be included in the National Tunnel Inventory data submittal
ornot.
For state owned structures, this item is coded by the BPO Information Group and is visible in
BridgeWorks Inventory Management mode.

WSBIS Item 2410 NBI Reportable Flag

(Cannot be null.)
Indicate if the crossing record is to be included in the National Bridge Inventory data submittal
ornot.
For state owned structures, this item is coded by the BPO Information Group and is visible in
BridgeWorks Inventory Management mode.

WSBIS Item 2411 Bridge List

(Cannot be null.)
Indicate if the crossing record is to be included or not in the BridgeList M 23-09.
For state owned structures, this item is coded by the BPO Information Group and isvisible in
BridgeWorks Inventory Management mode.
Table 2411 - Bridge List Code
WSBIS
Code Description
1 The crossing record is included in the Bridge List.
2 The crossing record is NOT included in the Bridge List.

WSBIS Item 1491 Horizontal Clearance, Route Direction (XXXX feet & inches)

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WSBIS Item 1495 Horizontal Clearance, Reverse Direction (XXXX feet & inches)
FHWA Item 47 Inventory Route, Total Horizontal Clearance
(Cannot both be null.)
The horizontal clearance for the inventory route should be measured and recorded for each
opening between restrictive features curbs, rails, guardrails, walls, piers, slopes, or other
structural features limiting the roadway (surface and shoulders).
The purpose of this item is to give the largest available clearance for the movement ofwide loads.
Flush and mountable medians are not considered to be restrictions. Thisclearance is defined in
twoways:
1. Clear distance between restrictions of the inventory route either on or under thestructure.
2. Roadway surface and shoulders when there are no other restrictions.
When the entire inventory route passes through a single opening, code the measurement in WSBIS
WBIS Figure 1495
Item 1491 and WSBIS Item 1495 blank.
When the inventory route passes through multiple openings, code WSBIS Item 1491 and WSBIS
Item 1495 for the mainline as appropriate.
When a restriction is 100 feet or greater, code 9912.
NON-VEHICULAR BRIDGE

A B
REVERSE DIRECTION ROUTE DIRECTION
(WSBIS ITEM 1495) (WSBIS ITEM 1491)

CLEARANCE A > B NBI ITEM 47 = A

Figure 1
B
ROUTE DIRECTION
(WSBIS ITEM 1491)
NON-MOUNTABLE CURB MOUNTABLE MEDIAN

NO MEDIAN OR FLUSH OR MOUNTABLE MEDIAN

Figure 2
A B
REVERSE DIRECTION ROUTE DIRECTION
(WSBIS ITEM 1495) (WSBIS ITEM 1491)

NON-MOUNTABLE MEDIAN

RAISED MEDIAN OR NON-MOUNTABLE MEDIAN

B > A NBI ITEM 47 = B
Figure 3
Figure 1495

NBI Commentary:
The NBI requires coding only the maximum horizontal clearance for divided highways.
WSBIS has two fields. When the NBI submittal is prepared, the largest dimension is selected
and reported.
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WSBIS Item 1499 Maximum Vertical Clearance Route Direction (XXXX feet & inches)
FHWA Item 10 Inventory Route, Minimum Vertical Clearance
(Null when no restriction exists.)
Code the practical maximum vertical clearance over the inventory route identified in WSBIS
Item 1435, in the direction of increasing mileposts, whether the route is on the structure or under
the structure. This field identifies the minimum vertical clearance for the lane that will carry the
highest load, regardless of the direction of travel. When no restriction exists leave this item blank.
When the restriction is 100 feet or greater code9912.
To accurately code this field, all vertical clearance measurements for the inventory route must be
collected over all lane stripes and at edges of pavement, recorded in avertical clearance card, and
kept on file.
Example:

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CENTER LINE
CENTER LINE

FOG LINE
CURB LINE
FOG LINE
CURB LINE
CURB LINE

FOG LINE

FOG LINE
CURB LINE

17'-6"

16'-3"
16'-1"
15'-6"

15'-6"
17'-0"

15'-9"
16'-0"

16'-3"
15'-6"
LANE LANE LANE LANE
* * *
UNDIVIDED HIGHWAY EXAMPLE STEEL TRUSS EXAMPLE
Figure 1499a Figure 1499b
CENTER LINE

CENTER LINE
FOG LINE
FOG LINE

FOG LINE

FOG LINE
EOP
EOP

EOP

EOP
14'-6"
14'-9"

15'-0"

15'-3"
15'-6"

15'-9"
16'-0"

16'-3"

16'-6"
16'-9"
LANE LANE
LANE LANE
*
DIVIDED HIGHWAY EXAMPLE
Figure 1499c

CENTER LINE

FOG LINE FOG LINE

CURB LINE CURB LINE

18'-5"
16'-3"

16'-0"

15'-9" 15'-9"
LANE LANE
*

TUNNEL
Figure 1499d

Code "1603": THE MAXIMUM VERTICAL HEIGHT ALLOWED IN ANY

10 FOOT ROADWAY WIDTH IS THE LEAST VERTICAL
CLEARANCE IN THE LANE OF ROADWAY WITH THE
MAXIMUM VERTICAL CLEARANCE.

* CONTROLLING LANE.
Figure 1499

NBI Commentary:
The NBI coding guide indicates that this measurement should be the minimum clearance
for a 10 foot width of pavement or travelled part of the roadway. However, from a practical
perspective this has been interpreted in this coding guide as the clearance for the lane that will
pass the tallest load. The lanes are defined bystriping.
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WSBIS Item 2500 Minimum Vertical Clearance Route Direction (XXXX feet & inches)
(Null when no restriction exists.)
Code the practical minimum vertical clearance over the inventory route identified in WSBIS
Item 1435, in the direction of increasing mileposts, whether the route is on the structure or under
thestructure.
For state owned structures, this item is coded by the BPO Information Group and is visible in
BridgeWorks Inventory Management mode.

WSBIS Item 2501 Maximum Vertical Clearance Reverse Direction (XXXX feet & inches)
(Null when route is an undivided highway or when no restriction exists.)
Code the practical maximum vertical clearance over the inventory route identified in WSBIS Item
1435, in the direction of decreasing mileposts, whether the route is on the structure or under the
structure.
For state owned structures, this item is coded by the BPO Information Group and is visible in
BridgeWorks Inventory Management mode.

WSBIS Item 2502 Minimum Vertical Clearance Reverse Direction (XXXX feet & inches)
(Null when route is an undivided highway or when no restriction exists.)
Code the practical minimum vertical clearance over the inventory route identified in WSBIS
Item 1435, in the direction of decreasing mileposts, whether the route is on the structure or under
thestructure.
For state owned structures, this item is coded by the BPO Information Group and is visible in
BridgeWorks Inventory Management mode.

WSBIS Item 2401 Crossing Manager

(Cannot be null.)
The Crossing Manager is the Program Manager responsible for the route identified in WSBIS Item
1435, whether that route is on or under the structure.
For state owned structures, this item is coded by the BPO Information Group and is visible in
BridgeWorks Inventory Management mode.

WSBIS Item 2402 Crossing Description

(Cannot be null.)
This item describes the bridge crossing from the perspective of the inventory route. When a bridge
both carries a state route and crosses over another state route, each crossing record will have a
separate crossing description:
Main listing On Record crossing description: SR 512 OVER I-5
Secondary listing Under Record crossing description: I-5 UNDER SR 512

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Design Tab (Formerly WB75)

WSBIS Item 1532 Main Span Material

FHWA Item 43A Structure Type, Main, Kind of Material
(Cannot be null.)
Indicate the kind of material and/or design for the main span.
Table 1532 - Main Span Material Code
WSBIS
Code Description
1 Concrete
2 Concrete continuous
3 Steel
4 Steel continuous
5 Prestressed and/or post-tensioned concrete
6 Prestressed and/or post-tensioned concrete continuous
7 Wood or Timber
8 Masonry
9 Aluminum, Wrought Iron, or Cast Iron
0 Other (also to be used when not applicable for approach spans)

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WSBIS Item 1533 Main Span Design

FHWA Item 43B Structure Type, Main, Type of Design
(Cannot be null.)
Indicate the predominant type of design and/or type of construction.
Table Table
1533 -1533
Main- Span
Main Span Design
Design Code1533 - Main Span Design Code
CodeTable
WSBIS NBI
Code Description
CodeDescription Description
Slab 1 01 Slab
2 02 Stringer/Multibeam or Girder
Stringer/Multibeam
/Multibeam or Girderor Girder
3 03 Girder and Floorbeam System
Girder
nd and Floorbeam
Floorbeam System System
4 04 Tee Beam
Tee Beam
am 5 05 Box Beam or Girders Multiple
Box
m orBeam or Girders
Girders Multiple Multiple

6 06 Box Beam or Girders Single or Spread

Box
m orBeam or Girders
Girders Single orSingle
Spreador Spread

Frame frame
except (except frame culverts)
culverts) 7 07 Frame (except frame culverts)
Orthotropic
pic 8 08 Orthotropic
9 09 Truss Deck
Truss Deck
Deck
10 10 Truss Thru
Truss Thru
Thru 11 11 Arch Deck
Arch Deck
Deck 12 12 Arch Thru
Arch Thru
Thru 13 13 Suspension
Suspension
sion 14 14 Stayed Girder
15 15 Movable Lift
Stayed Girder
Girder
16 16 Movable Bascule
eMovable
Lift Lift 17 17 Movable Swing
eMovable
Bascule Bascule 18 18 Tunnel (this code designates reporting to the NTI instead of the NBI)
eMovable
Swing Swing 19 19 Culvert (includes frame culverts)
Tunnel (this code 20*
designates 20*
reporting to Mixed
the
this code designates reporting to the NTI insteadNTItypes
ofinstead of the NBI)
the NBI)
21 21 Segmental Box Girder
Culvert (includes
(includes frame culverts)
frame culverts)
22 22 Channel Beam (Bathtub Unit)
Mixed types
pes 0 00 Other (also to be used when not applicable for approach spans)
Segmental
tal Box Girder
Box Girder
*Applicable only to approach spans WSBIS Item 1536
Channel Beam (Bathtub
Beam (Bathtub Unit) Unit)
Other (also to be usedExamples:
lso to be used when notwhen not applicable
applicable for approach
for approach spans) spans)
Wood or Timber Through Truss = 710
pproach
spans spans
WSBISItem
WSBIS Item 1536
1536
Masonry Culvert = 819
Steel Suspension = 313
Continuous Concrete Multiple Box Girders = 205
Simple Span Concrete Slab = 101
Tunnel in Rock = 018

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WSBIS Item 1535 Approach Span Material

FHWA Item 44A Structure Type, Approach Spans, Kind of Material
(Cannot be null.)
Indicate the type of structure for the approach spans to a major bridge or for the spans where the
structural material is different. The codes are the same as for WSBIS Item 1532. If the kind of
material is varied, code the most predominant.
Code 0 if this item is not applicable.

WSBIS Item 1536 Approach Span Design

FHWA Item 44B Structure Type, Approach Spans, Type of Design
(Cannot be null.)
Indicate the type of structure for the approach spans to a major bridge or for the spans where the
structural material is different using Table 1533. Use code 20 when no one type of design and/or
construction is predominant for the approach units.
Code 00 if this item is not applicable.

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WSBIS Item 2537 Alpha Span Type

(Cannot be null.)
The alphabetic span type is coded in BridgeWorks application in Inventory Management mode.
Use one of the following acronyms:
Table 2537 - Alpha Span Type Codes
Alpha Alpha
SpanType Description SpanType Description
3SCCulv 3 Sided Concrete Culvert PTCSeg Post-Tensioned Segmental Box Girder
3STCulv 3 Sided Timber Culvert PTCTB Post-Tensioned Concrete T-Beam
BAS Bascule Lift Span SA Steel Arch
CA Concrete Arch SBox Steel Box Girder
CBox Concrete Box Girder SCulv Steel Culvert
CCulv Concrete Culvert SFP Steel Floating Pontoon
CEFA Concrete Earth Filled Arch SG Steel Girder (weld or rivet)
CESB Concrete Encased Steel Beam SLS Steel Lift Span
CFP Concrete Floating Pontoon SRB Steel Rolled Beam
CG Concrete Girder SSCG Steel Stayed Concrete Girder
CLTun Concrete Lined Tunnel SSusS Steel Suspension Span
CS Concrete Slab SSwS Steel Swing Span
CSS Cable Stayed Span STA Steel Tied Arch
CSTP Concrete Slab on Timber Piling STrus Steel Truss
CTB Concrete T-Beam TCulv Timber Culvert
CTrus Concrete Truss TLTun Timber Lined Tunnel
CVS Concrete Voided Slab TS Timber Slab
LIDTun Cut and Cover (LID) Tunnel TTC Treated Timber (Creosote) Bridge
MCulv Masonry Culvert TTLB Treated Timber Laminated Beam
PCBTG Prestressed Concrete Bulb-T Girder TTS Treated Timber (Salts) Bridge
PCG Prestressed Concrete Girder TTTrus Treated Timber Truss
PCMWG Prestressed Concrete Multi-Web Girder UT Untreated Timber Bridge
PCS Prestressed Concrete Slab UTLB Untreated Timber Laminated Beam
PCTG Prestressed Concrete Trapizoidal Girder UTTrus Untreated Timber Truss
Plaza Park Plaza Structures UTun Unlined Tunnel
PRCB Precast Reinforced Concrete Beam WSBox Weathering Steel Box Girder
PTCBox Post-Tensioned Concrete Box Girder WSG Weathering Steel Girder

WSBIS Item 1538 Number of Main Spans

FHWA Item 45 Number of Spans in Main Unit
(Cannot be null.)
Record the number of spans in the main or major unit. This item will include all spans of most
bridges, the major unit only of a sizable structure, or a unit of material or design different from
that of the approach spans.
A span that contains a drop-in span with cantilevers, or two cantilever spans with a hinge, is
counted as one span (from pier to pier). Cantilever end spans are countedseparately.

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WSBIS Item 1541 Number of Approach Spans

FHWA Item 46 Number of Approach Spans
(Cannot be null.)
Record the number of approach spans to the major bridge, or the number of spans ofmaterial
different from that of the major bridge.
Code 0 if this item is not applicable.
NBI Commentary:
This coding guide requires coding zeroes when there are no approach spans. TheNBI coding
guide doesnt provide guidance.

WSBIS Item 1544 Service On

FHWA Item 42A Type of Service On Bridge
(Cannot be null.)
Table 1544 - Service On Code
WSBIS
Code Description
1 Highway
2 Railroad
3 Pedestrian-bicycle
4 Highway-railroad
5 Highway-pedestrian
6 Overpass structure at an interchange or second level of a multilevel interchange
7 Third level (Interchange)
8 Fourth level (Interchange)
9 Building or plaza
0 Other

WSBIS Item 1545 Service Under

FHWA Item 42B Type of Service Under Bridge
(Cannot be null.)
Table 1545 - Service Under Code
WSBIS
Code Description
1 Highway, with or without pedestrian
2 Railroad
3 Pedestrian-bicycle
4 Highway-railroad
5 Waterway
6 Highway-waterway
7 Railroad-waterway
8 Highway-waterway-railroad
9 Relief for waterway
0 Other

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WSBIS Item 1546 Deck Type

FHWA Item 107 Deck Structure Type
(Cannot be null.)
Record the type of deck system on the bridge. If more than one type of deck system is on the
bridge, code the most predominant. Code A for a filled culvert or arch with the approach roadway
section carried across the structure.
Main Listing Under records (e.g., railroad bridges and pedestrian bridges) are to be coded N, with
the following exception: WSDOT owned pedestrian bridges are to be coded with the appropriate
Deck Type.
Use one of the following codes:
Table 1546 - Deck Type Code
WSBIS NBI
Code Code Description
1 1 Concrete Cast-in-Place
2 2 Concrete Precast Panels
3 3 Steel Grating Open
4 4 Steel Grating Filled with Concrete
5 5 Steel plate (includes orthotropic)
6 6 Corrugated Steel
7 7 Aluminum
8 8 Treated timber
9 8 Untreated timber
0 9 Other
A N Filled arches / Culverts
B 9 Precast integral with beam
N N Bridges with no deck
NBI Commentary:
WSDOT provides additional codes which are translated to NBI codes as shownabove.

FHWA Item 108 Wearing Surface/Protective System

(Cannot be null.)
Information on the wearing surface and protective system of the bridge deck shall be coded using
a 3-digit code composed of three segments, WSBIS Items 1547, 1548 and1549.
Main Listing Under records (e.g., railroad bridges and pedestrian bridges) are to be coded N, with
the following exception: WSDOT owned pedestrian bridges are to be coded with the appropriate
Wearing Surface/Protective system codes.

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WSBIS Item 1547 Wearing Surface

FHWA Item 108A Type of Wearing Surface
Table 1547 - Wearing Surface Code
WSBIS
Code Description
1 Monolithic Concrete (concurrently placed with structural deck)
2 Integral Concrete (separate non-modified layer of concrete added to structural deck)
3 Latex Concrete or similar additive
4 Low Slump Concrete
5 Epoxy Overlay
6 Bituminous (ACP or BST)
7 Timber
8 Gravel
9 Other
0 None (no additional concrete thickness or wearing surface is included in the bridge deck)
N Bridges with no deck

WSBIS Item 1548 Membrane

FHWA Item 108B Type of Membrane
Table 1548 - Membrane Code
WSBIS
Code Description
1 Built-up
2 Preformed Fabric
3 Epoxy
8 Unknown
9 Other
0 None
N Bridges with no deck

WSBIS Item 1549 Deck Protection

FHWA Item 108C Deck Protection
Table 1549 - Deck Protection Code
WSBIS
Code Description
1 Epoxy Coated Reinforcing
2 Galvanized Reinforcing
3 Other Coated Reinforcing
4 Cathodic Protection
6 Polymer Impregnated
7 Internally Sealed
8 Unknown
9 Other
0 None
N Bridges with no deck

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WSBIS Item 1550 Design Load

FHWA Item 31 Design Load
(Cannot be null if bridge has an On record, must be null if the bridge does not have an
Onrecord.)
Use the codes below to indicate the live load for which the structure was designed. The numerical
value of the railroad loading should be recorded on the form. Classify any other loading, when
feasible, using the nearest equivalent of the loadings given below.
Table 1550 - Design Load Code
WSBIS
Code Metric Description English Description
0 Unknown Unknown
1 M9 H 10
2 M 13.5 H 15
3 MS 13.5 HS 15
4 M 18 H 20
5 MS 18 HS 20
6 MS 18 + Mod HS 20 + Mod
7 Pedestrian Pedestrian
8 Railroad Railroad
9 MS 22.5 or greater HS 25 or greater
A HL 93 HL 93
B Greater than HL 93 Greater than HL 93
C Other Other
NBI Commentary:
This field has been revised based on a February 2, 2011 FHWA memo available at www.fhwa.
dot.gov/bridge/110202.cfm.

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TEMPLATE
To
UPDATE LOAD RATINGS

(Actual Summary Sheets may vary)

BRIDGE RATING SUMMARY

Bridge Name: WSBIS Item 1132 check for accuracy

Bridge Number: WSBIS Item 2009 check for accuracy
Structure ID WSBIS Item 1001 check for accuracy
Span Types: WSBIS Item 2537 check for accuracy
Bridge Length: WSBIS Item 1340 check for accuracy
Design Load: WSBIS Item 1550 check for accuracy
Rated By: WSBIS Item 2582 code/update
Checked By:
Date: WSBIS Item 2581 code/update

Inspection Report Date: 2580 code/update Deck Condition

Rating Method: 1551 code/update Superstructure Condition
Overlay Thickness: Substructure Condition

Truck RF (INV) RF (OPR) Controlling Point

AASHTO 1 WSBIS Item 2587 code/update
AASHTO 2 WSBIS Item 2588 code/update
AASHTO 3 WSBIS Item 2589 code/update
NRL WSBIS Item 2590 code/update
SU4 WSBIS Item 2591 code/update
SU5 WSBIS Item 2592 code/update
SU6 WSBIS Item 2593 code/update
SU7 WSBIS Item 2594 code/update
OL-1 WSBIS Item 2595 code/update
OL-2 WSBIS Item 2596 code/update

NBI Rating RF TONS Controlling Point

Inventory (HS20) WSBIS Items 1552 and/or 1553 code/update

Operating (HS20) WSBIS Items 1555 and/or 1556 code/update
Remarks:

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WSBIS Item 2580 Reference Inspection Date

(Cannot be null if bridge has an On record)
Code the inspection report date used for the load rating calculations. Usually this field will be
coded or updated by transcribing information from the most current Load Rating Summary Sheet,
see Figure WSBIS 2580.

WSBIS Item 2581 Load Rating Date

(Cannot be null if bridge has an On record)
Code the load rating calculation date. Usually this field will be coded or updated by transcribing
information from the most current Load Rating Summary Sheet, see Figure WSBIS 2580.

WSBIS Item 2582 Rated By

(Cannot be null if bridge has an On record)
Code the initials or engineering firm name indicating who performed the load rating. Usually this
field will be coded or updated by transcribing information from the most current Load Rating
Summary Sheet, see Figure WSBIS 2580.

WSBIS Item 2587 Type 3 Rating Factor (XX.XX rating factor)

(Cannot be null if bridge has an On record)
Code the rating factor for the AASHTO Type 3 legal load truck as defined within the AASHTO
Manual for Bridge Evaluation (MBE) Section 6. If the Load Factor or Working Stress method is
used to rate this structure, enter the Operating Rating factor only.
Usually this field will be coded or updated by transcribing information from the most current Load
Rating Summary Sheet, see Figure WSBIS 2580.

WSBIS Item 2588 Type 3S2 Rating Factor (XX.XX rating factor)
(Cannot be null if bridge has an On record)
Code the rating factor for the AASHTO Type 3S2 legal load truck as defined within the AASHTO
Manual for Bridge Evaluation (MBE) Section 6. If the Load Factor or Working Stress method is
used to rate this structure, enter the Operating Rating factor only.
Usually this field will be coded or updated by transcribing information from the most current Load
Rating Summary Sheet, see Figure WSBIS 2580.

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WSBIS Item 2589 Type 3-3 Rating Factor (XX.XX rating factor)
(Cannot be null if bridge has an On record)
Code the rating factor for the AASHTO Type 3-3 legal load truck as defined within the AASHTO
Manual for Bridge Evaluation (MBE) Section 6. If the Load Factor or Working Stress method is
used to rate this structure, enter the Operating Rating factor only.
Usually this field will be coded or updated by transcribing information from the most current Load
Rating Summary Sheet, see Figure WSBIS 2580.

WSBIS Item 2590 Notional Rating Load (NRL) Rating Factor (XX.XX rating factor)
(Cannot be null if bridge has an On record)
Code the rating factor for the AASHTO Notional Rating Load (NRL) as defined within the
AASHTO Manual for Bridge Evaluation (MBE) Section 6. If the Load Factor or Working Stress
method is used to rate this structure, enter the Operating Rating factor only.
Usually this field will be coded or updated by transcribing information from the most current Load
Rating Summary Sheet, see Figure WSBIS 2580.

WSBIS Item 2591 Single Unit 4 (SU4) Rating Factor (XX.XX rating factor)
Code the rating factor for the AASHTO SU4 legal load truck as defined within the AASHTO
Manual for Bridge Evaluation (MBE) Section 6. If the Load Factor or Working Stress method is
used to rate this structure, enter the Operating Rating factor only.
Usually this field will be coded or updated by transcribing information from the most current Load
Rating Summary Sheet, see Figure WSBIS 2580.
This field can be null if WSBIS Item 2590 (NRL) is populated and equal to or greater than 1.00.

WSBIS Item 2592 Single Unit 5 (SU5) Rating Factor (XX.XX rating factor)
Code the rating factor for the AASHTO SU5 legal load truck as defined within the AASHTO
Manual for Bridge Evaluation (MBE) Section 6. If the Load Factor or Working Stress method is
used to rate this structure, enter the Operating Rating factor only.
Usually this field will be coded or updated by transcribing information from the most current Load
Rating Summary Sheet, see Figure WSBIS 2580.
This field can be null if WSBIS Item 2590 (NRL) is populated and equal to or greater than 1.00.

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WSBIS Item 2593 Single Unit 6 (SU6) Rating Factor (XX.XX rating factor)
Code the rating factor for the AASHTO SU6 legal load as defined within the AASHTO Manual
for Bridge Evaluation (MBE) Section 6. If the Load Factor or Working Stress method is used to
rate this structure, enter the Operating Rating factor only.
Usually this field will be coded or updated by transcribing information from the most current Load
Rating Summary Sheet, see Figure WSBIS 2580.
This field can be null if WSBIS Item 2590 (NRL) is populated and equal to or greater than 1.00.

WSBIS Item 2594 Single Unit 7 (SU7) Rating Factor (XX.XX rating factor)
Code the rating factor for the AASHTO SU7 legal load as defined within the AASHTO Manual
for Bridge Evaluation (MBE) Section 6. If the Load Factor or Working Stress method is used to
rate this structure, enter the Operating Rating factor only.
Usually this field will be coded or updated by transcribing information from the most current Load
Rating Summary Sheet, see Figure WSBIS 2580.
This field can be null if WSBIS Item 2590 (NRL) is populated and equal to or greater than 1.00.

WSBIS Item 2595 Overload 1 (OL-1) Rating Factor (XX.XX rating factor)
(Cannot be null if bridge has an On record)
Code the rating factor for the WSDOT Overload 1 (OL-1) permit load as defined within the
Bridge Design Manual M 23-50.14, Chapter 13. If the Load Factor or Working Stress method
isused to rate this structure, enter the Operating Rating factor only.
Usually this field will be coded or updated by transcribing information from the most current Load
Rating Summary Sheet, see Figure WSBIS 2580.

WSBIS Item 2596 Overload 2 (OL-2) Rating Factor (XX.XX rating factor)
(Cannot be null if bridge has an On record)
Code the rating factor for the WSDOT Overload 2 (OL-2) permit load as defined within the
Bridge Design Manual M 23-50.14, Chapter 13. If the Load Factor or Working Stress method is
used to rate this structure, enter the Operating Rating factor only.
Usually this field will be coded or updated by transcribing information from the most current Load
Rating Summary Sheet, see Figure WSBIS 2580.

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WSBIS Item 1551 Operating Rating Method

FHWA Item 63 Method Used to Determine Operating Rating
(Cannot be null if bridge has an On record)
Code this field with one of the following codes to indicate which load rating method was used to
determine the rating for this bridge.
Table 1551 - Operating Rating Method Code
WSBIS Codes
Used Used
by byLocal NTI
WSDOT Agencies Codes Description
0 0 0 Field evaluation and documented engineering judgment reported in tons using HS20 loading
1 1 - Load Factor (LF) reported in tons using HS20 loading
2 2 - Allowable Stress (AS) reported in tons using HS20 loading
- 3 - Load and Resistance Factor (LRFR) reported in tons
4 4 - Load Testing reported in tons using HS20 loading
5 5 5 No rating analysis or evaluation performed
- 6 1 Load Factor (LF) rating reported by rating factor using HS20 loading
- 7 2 Allowable Stress (AS) rating reported by rating factor using HS20 loading
8 8 3 Load and Resistance Factor Rating (LRFR) reported by rating factor using HL93 loading
F - A Assigned rating method based on Load and Resistance Factor Design (LRFD) reported by rating factor
using HL93 loading
Note: WSDOT uses codes 0, 1, 2, 4, 5, 8 and F for bridges and culverts. Local Agencies uses codes 0 through 8 for
bridges and culverts. For tunnels, all agencies use WSBIS codes 0, 1, 2, 3, 5, and A.

Code 0 is to be used when the load rating is determined by field evaluation and documented
engineering judgment, typically done when plans are not available for concrete structures or
in cases of severe deterioration. Field evaluation and engineering judgment ratings must be
documented. See Chapter 5 for additional guidance.
Code 5 is to be used when the structure has not been load rated or load rating documentation does
not exist.
NBI and NTI Commentary:
WSBIS Item 1551 has been modified based on a November 15, 2011 FHWA Memo available
at www.fhwa.dot.gov/bridge/nbi/111115.cfm.

The NTI does not report load ratings in tons, only rating factors. This restricts load rating
methods to only those that report in rating factors.

Codes A through E are not available in WSBIS because there are no agencies which use
thesemethods.

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WSBIS Item 1552 Operating Rating Tons (XX tons)

FHWA Item 64 Operating Rating
NTI Item L.3 Operating Rating Factor
(Cannot be null if structure has an On record and WSBIS Item 1551 is coded 0 through 4. Must be
null if WSBIS Item 1551 is coded 5 through 8orF.)
WSDOT enters rating data into the database as English tonnage for all cases noted in WSBIS
Items 1551 and 1554 which have methods coded 0 through 4. For methods coded 5 through 8 or F,
use WSBIS Items 1553 and 1556 to enter the rating factor.
The following text defines both WSBIS Item 1552 Operating Rating Tons and WSBIS Item
1555 Inventory Rating Tons.
WSDOT enters rating tons as a 2-digit number. For values greater than 99 tons, enter99.
If the bridge will not carry a minimum of 3 tons of live load, the operating rating tons shall be
coded 0; and, consistent with the direction of the AASHTO Manual, it shall beclosed.
The use or presence of a temporary bridge requires special consideration in coding. In such cases,
since there is no permanent bridge, the inventory and operating rating tons should be coded 0 even
though the temporary structure is rated for as much as full legal load.
A bridge shored up or repaired on a temporary basis is considered a temporary bridge and the
inventory and operating rating tons shall be coded as if the temporary shoring were not in place.
See WSBIS Item 1289 Temporary Structure Designation for definition of a temporary bridge.
For a bridge that is closed (WSBIS Item 1293 is coded K), operating and inventory rating tons
shall be coded 0.
Code 99 for a structure under sufficient fill such that, according to AASHTO design, the live load
stress on the structure is insignificant in the structure load capacity.
NBI Commentary:
WSBIS Items 1552 and 1555 have been modified based on a March 22, 2004, FHWA Memo
available at www.fhwa.dot.gov/bridge/032204.htm.
Note: This field is no longer restricted to reporting HS20 loads only by WSBIS Item 1551
definition, in some cases HL93 load cases are reported here. Additional clarification on how
tocode these fields was also added.
For reporting to the FHWA, this 2-digit number is converted to metric tons and reported
asa3-digit number, rounded to tenths.

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WSBIS Item 1553 Operating Rating Factor (X.XX rating factor)

FHWA Item 64 Operating Rating
(Cannot be null if bridge has an On record and WSBIS Item 1551 is coded 5 through 8 or F. Must
be null if WSBIS Item 1551 is coded 0 through 4.)
WSDOT enters rating data as factors for all cases noted in WSBIS Items 1551 and 1554 which
have methods coded 5 through 8 or F. For methods coded 0 through 4, use WSBIS Items 1552 and
1555 to enter rating tonnage.
If WSBIS Item 1551 Operating Rating Method has been coded 5, for new structures, the
operating rating shall be coded with a rating factor of 1.30.
If WSBIS Item 1554 Inventory Rating Method has been coded 5, for new structures, the
inventory rating shall be coded with a rating factor of 1.00.
NBI Commentary:
When this 3-digit number is reported in the NBI submittal, the FHWA multiplies it by 32.4
and rounds it to tenths. This number represents metric tons. Due to the fact the FHWA cannot
currently process metric tons greater than 99.9, any rating factor greater than 3.08 is truncated
to 99.9 metric tons upon conversion.

WSBIS Item 1554 Inventory Rating Method

FHWA Item 65 Method Used to Determine Inventory Rating
NTI Item L.1 Load Rating Method
See WSBIS Item 1551 for coding instructions.

WSBIS Item 1555 Inventory Rating Tons (XX tons)

FHWA Item 66 Inventory Rating
For Inventory Rating Methods coded 0 through 4, see WSBIS Item 1552 for rating tons
codinginstructions.

WSBIS Item 1556 Inventory Rating Factor (X.XX rating factor)

FHWA Item 66 Inventory Rating
NTI Item L.2 Inventory Load Rating Factor
For Inventory Rating Methods coded 5 through 8 or F, see WSBIS Item 1553 for rating factor
codinginstructions.

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WSBIS Item 1585 Border Bridge State Code

FHWA Item 98A Border Bridge, Neighboring State Code
(If the bridge is not on a border, leave blank.)
Use this item to indicate structures crossing to Oregon or Idaho. Code a 3-digit number specifying
which border state.
The neighboring state codes are:
Oregon 410
Idaho 160
NBI Commentary:
This field has been limited to codes relevant to Washington State.

WSBIS Item 1588 Border Bridge Percent

FHWA Item 98B Border Bridge, Percent Responsibility
(If the bridge is not on a border, leave blank.)
Code a 2-digit number specifying the percent responsibility for any bridge improvements born by
the border state.

WSBIS Item 1590 Border Bridge Structure Identifier

FHWA Item 99 Border Bridge Structure Number
(If the bridge is not on a border, leave blank.)
Code the neighboring States 15-digit National Bridge Inventory structure number for any
structure noted in WSBIS Item 1585 Border Bridge. This number must match exactly the
neighboring States submitted NBI structure number. The entire 15-digit field must be accounted
for including zeroes and blank spaces whether they are leading, trailing, or embedded in the
15-digit field.

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Proposed Improvements Tab (Formerly WB78)

The following Proposed Improvement items must be coded for bridges eligible for the Highway
Bridge Replacement and Rehabilitation Program. To be eligible, a bridge must carry highway
traffic, be structurally deficient and have a sufficiency rating of 80.0 or less. This item may be
coded for other bridges at the option of the highwayagency.
WSDOT maintains all proposed improvement data for all bridges. These codes are automatically
populated for every bridge, but can be manually overridden as appropriate. If manual entry is
tobedone, use WSBIS Item 2883 to prevent automaticcalculation.
NBI Commentary:
WSBIS allows up to seven digits each for Structure, Roadway and Total Costs (inthousands
of dollars). Amounts coded greater than six digits will be converted to 999999 for the NBI
data submittal.

WSBIS Item 1844 Work Type

FHWA Item 75A Type of Work ProposedUse one of the following codes to represent the
proposed work type:
Table 1844 - Work Type Code
WSBIS
Code Description
31 Replacement of bridge or other structure because of substandard load carrying capacity or substandard bridge
roadway geometry.
32 Replacement of bridge or other structure because of relocation of road.
33 Widening of existing bridge or other major structure without deck rehabilitation or replacement; includes culvert
lengthening.
34 Widening of existing bridge with deck rehabilitation or replacement.
35 Bridge rehabilitation because of general structure deterioration or inadequate strength.
36 Bridge deck rehabilitation with only incidental widening.
37 Bridge deck replacement with only incidental widening.
38 Other structural work, including hydraulic replacements.

WSBIS Item 1846 Work Method

FHWA Item 75B Work Done By
Use one of the following codes to indicate whether the proposed work is to be done by contract or
by force account:
Table 1846 - Work Method Code
WSBIS
Code Description
1 Work to be done by contract
2 Work to be done by owners forces

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WSBIS Item 1847 Structure Length (XXXX feet)

FHWA Item 76 Length of Structure Improvement
Code the length of the proposed bridge improvement to the nearest foot. For replacement or
rehabilitation of the entire bridge, the length should be back to back of backwalls of abutments
or from pavement notch to pavement notch. For replacement or rehabilitation of only part of the
structure, use the length of the portion to beimproved.
For culvert improvements, use the proposed length measured along the centerline of the barrel
regardless of the depth below grade. The measurement should be made between the inside faces of
the top parapet or edge-stiffening beam of the top slab.

WSBIS Item 2853 Roadway Width (XXX feet)

Code the curb-to-curb width of the roadway on the proposed bridge. This measurement is coded to
the nearest foot.

WSBIS Item 2860 Cost per S.F. of Deck (XXX dollars)

Code the estimated cost per square foot of proposed deck. For State bridges, this number is
provided by the WSDOT Bridge Management Engineer.

WSBIS Item 1867 Structure Cost (XXXXXX in thousands of dollars)

FHWA Item 94 Bridge Improvement Cost
Code a number to represent the estimated cost of the proposed bridge improvements (including
replacement) in thousands of dollars. Numbers exceeding 6 digits will be converted to 999999
for the NBI submittal. This cost does not include roadway, right of way, detour, demolition, or
preliminary engineering costs.

WSBIS Item 1873 Roadway Cost (XXXXXX in thousands of dollars)

FHWA Item 95 Roadway Improvement Cost
Code a number to represent the cost of the proposed roadway improvement in thousands of
dollars. Numbers exceeding 6 digits will be converted to 999999 for the NBI submittal. This
shall include only roadway construction costs, excluding bridge, right-of-way, detour, extensive
roadway realignment costs, preliminary engineering, etc. Do not use this item for estimating
maintenance costs.

WSBIS Item 2870 Engineering and Miscellaneous Cost (in thousands of dollars)
Code the estimated cost of engineering and other miscellaneous items. For State bridges, this
number is provided by the WSDOT Bridge Management Engineer.

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WSBIS Item 1861 Total Cost (XXXXXX in thousands of dollars)

FHWA Item 96 Total Project Cost
Code a number to represent the total project cost in thousands of dollars, including incidental costs
not included in Structure Cost and Roadway Cost. Numbers exceeding 6 digits will be converted
to 999999 for the NBI submittal. This item should include all costs normally associated with the
proposed bridge improvement project. The Total Project Cost will therefore usually be greater
than the sum of Structure and RoadwayCosts.

WSBIS Item 1879 Estimate Year

FHWA Item 97 Year of Improvement Cost Estimate
Code the year that the costs of proposed work were estimated. The data provided for these items
must be current; that is, the estimate year shall be no more than 8 years before the current year.

WSBIS Item 2883 Proposed Improvement Calculation

This checkbox directs the WSBIS system to compute costs for any proposed bridge
improvements. It is checked by default for all structures. To prevent automatic calculation and to
perform manual entry, uncheck the box.
The following method is used to perform the automatic calculation:
If Work Type 31 or 32 is chosen:
Work Method = 1
Structure Length = Bridge Length + 10 feet
Roadway Width = (Lanes On x 12 feet) + 14 feet
Cost per SF of Deck = $800 (as of 2014)
Structure Cost = 0.50 x Total Cost
Roadway Cost = 0.10 x Total Cost
Engineering & Misc Cost = 0.4 x Total Cost
Total Cost = (Structure Imp Length x Prop Roadway Width) x Cost Per SF of Prop Deck
Estimate Year = (current year)
If Work Type 33 through 38 is chosen:
Work Method = 1
Structure Length = Bridge Length
Roadway Width = Approach Roadway Width + 2 feet
Cost per SF of Deck = $400 (as of 2014)
Structure Cost = 0.50 x Total Cost
Roadway Cost = 0.10 x Total Cost
Engineering & Misc Cost = 0.40 x Total Cost
Total Cost = (Structure Imp Length x Prop Roadway Width) x Cost Per SF of Prop Deck
Estimate Year = (current year)

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WSBIS Item 1436 Tunnel Route Direction

NTI Item I.8 Route Direction
Record the route direction for the route in the tunnel using one of the following codes:
Table 1436 - Tunnel Route Direction Code
WSBIS
Code Description
0 Two route directions
1 North
2 East
3 South
4 West
Use code 0 when the tunnel carries both directions of a divided highway, and when the
roadway is undivided. Route direction is considered the designated direction of the route, not
geographicorientation.

WSBIS Item 1543 Service In Tunnel

NTI Item A.8 Service In Tunnel
Record the type of service for the route in the tunnel using one of the following codes:
Table 1543 - Service In Tunnel Code
WSBIS
Code Description
1 Highway
2 Highway and Railroad
3 Highway and Pedestrian
4 Highway, Railroad, and Pedestrian
5 Other
Use code 0 when the tunnel carries both directions of a divided highway, and when the
roadway is undivided. Route direction is considered the designated direction of the route, not
geographicorientation.

WSBIS Item 1022 Urban Code

NTI Item C.8 Urban Code
Record the urbanized area code:
Table 1022 - Urban Code
WSBIS
Code Urban Area Name
Urban Areas with Populations of 50,000 or more as of 2017
06652 Bellingham-Ferndale
09946 Bremerton-Port Orchard-Bainbridge Island
44479 Kennewick-Pasco-Richland
49312 Lewiston-Clarkston
51283 Longview-Kelso
55333 Marysville-Tulalip
60490 Mount Vernon-Burlingto-Sedro-Woolley
65242 Olympia-Lacey-Tumwater

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Table 1022 - Urban Code

WSBIS
Code Urban Area Name
Urban Areas with Populations of 50,000 or more as of 2017
80389 Seattle-Tacoma-Everett
83764 Spokane-Spokane Valley
71317 Vancouver-Camas-Battle Ground
91405 Walla Walla-Milton-Freewater
93862 Wenatchee-East Wenatchee
97507 Yakima-Selah-Union Gap
Urban Areas with Populations of 5,000 - 49,000 as of 2017
99998 Aberdeen-Hoquiam
99998 Anacortes
99998 Birch Bay-Blaine
99998 Camano Island
99998 Centralia-Chehalis
99998 Chelan-Manson
99998 Cheney
99998 Ellensburg
99998 Ephrata
99998 Grandview
99998 Granite Falls
99998 Indianola-Kingston
99998 Lynden
99998 Montesano-Elma
99998 Moses Lake
99998 Oak Harbor
99998 Ocean Shores
99998 Omak-Okanogan
99998 Othello
99998 Port Angeles
99998 Port Townsend
99998 Pullman
99998 Quincy
99998 Sequim
99998 Shelton
99998 Snoqualmie-North Bend
99998 Stanwood
99998 Sultan-Gold Bar
99998 Sunnyside
99998 Toppenish-Zillah
99998 Wapato
99998 Woodland
99998 Yelm
All Other Locations
99999 Non Urbanized area

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WSBIS Item 1349 Tunnel Length

NTI Item G.1 Tunnel Length
Record the length of the tunnel to the nearest foot., measured along the centerline of the roadway.
When a tunnel is divided into segments, record the length of the segment. For example: if a
1000foot tunnel is divided into 4-250 foot segments, each segment will have a tunnel length of
250feet.
When multiple bores are reported as a single tunnel, record the length of the longest bore.

WSBIS Item 1401 Minimum Vertical Clearance Over Tunnel Roadway

NTI Item G.2 Minimum Vertical Clearance Over Tunnel Roadway
Record the minimum vertical clearance between the mainline tunnel roadway surface and any
overhead restriction, i.e. tunnel ceiling, overhead signs, lighting, etc. The roadway surface
includes any surface on which a vehicle can travel, including shoulders. Ramps should be
excluded when included as part of a tunnel system. The intent is to determine the restrictions of
the primary route of the tunnel.

WSBIS Item 1992 Routine Inspection Target Date

NTI Item D.1 Routine Inspection Target Date
The target date is set by the program manager and cannot be modified without prior notification to
the FHWA division office.
This date is intended to provide the baseline for scheduling future routine inspections. Routine
inspection dates should be within 2 months (+/-) of this target month. The year represents the
target date was set.

WSBIS Item 1560 Posted Load - Gross

NTI Item L.5 Posting Load - Gross
Record the gross weight limit shown on the load posting sign rounded down to the nearest US ton.
Leave this item blank if there is no load posting sign.

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WSBIS Item 1561 Posted Load - Axle

NTI Item L.5 Posting Load - Axle
Record the axle weight limit shown on the load posting sign rounded down to the nearest US ton.
Leave this item blank if there is no load posting sign.

WSBIS Item 1562 Posted Load Type 3

NTI Item L.5 Posting Load Type 3
Record the Type 3 weight limit shown on the load posting sign rounded down to the nearest US
ton. Leave this item blank if there is no load posting sign.

WSBIS Item 1563 Posted Load Type 3S2

NTI Item L.5 Posting Load Type 3S2
Record the Type 3S2 weight limit shown on the load posting sign rounded down to the nearest
USton. Leave this item blank if there is no load posting sign.

WSBIS Item 1564 Posted Load Type 3-3

NTI Item L.5 Posting Load Type 3-3
Record the Type 3-3 weight limit shown on the load posting sign rounded down to the nearest US
ton. Leave this item blank if there is no load posting sign.

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WSBIS Figure 1402
Washington State Bridge Inventory System Coding Guide Appendix 2.06-C

WSBIS Item 1402 Tunnel Height Restriction

NTI Item L.10 Height Restriction
Record the height restriction status for the route in the tunnel using one of the following codes:
Table 1402 - Tunnel Height Restriction Code
WSBIS
Code Description
1 Yes, there is a height restriction
2 No, there is no height restriction

Minimum
Vertical
Minimum Clearance
Vertical Minimum
Clearance Vertical
Minimum Clearance
Vertical
Clearance

Figure WSBIS 1402a Figure WSBIS 1402b

Figure 1402a Figure 1402b
WSBIS Item 1408 Tunnel Hazardous Material Restriction
Figure 1402a
NTI Item L.11 Hazardous Material Restriction Figure 1402b

Record the hazardous material restriction status for the route in the tunnel using one of the
following codes:
Table 1408 - Tunnel Hazardous Material Code
WSBIS
Code Description
1 Yes, there is a hazardous material restriction
2 No, there is no hazardous material restriction

WSBIS Item 1409 Other Tunnel Restrictions

NTI Item L.11 Other Restrictions
Record any other restriction status (not including height or hazardous material restrictions) for the
route in the tunnel using one of the following codes:
Table 1409 - Other Tunnel Restriction Code
WSBIS
Code Description
1 Yes, there are other restrictions
2 No, there are no other restrictions

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WSBIS Figure 1510 Washington State Bridge Inventory System Coding Guide

WSBIS Item 1510 Number of Tunnel Bores

NTI Item S.1 Number of Bores
Record the number of bores in the tunnel.

TWO BORES
Figure 1510a

TWO BORES
TWO
Figure BORES
WSBIS 1510a
Figure 1510a

ONE BORE
ONE BORE
Figure WSBIS
Figure 1510b
1510b

ONE BORE
Figure 1510b

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WSBIS Item 1511 Tunnel Shape

WSBIS
WSBIS
NTI Item S.2 Tunnel Shape Figure
Figure
1511
1511
Record the tunnel shape using one of the following codes:

WSBIS Figure 1511

Table 1511 - Tunnel Shape Code

WSBIS Figure 1511

WSBIS
Code Description
1 Oval
2 Horseshoe
3 Rectangular
4 Circular

CIRCULAR
CIRCULAR
TUNNELTUNNEL HORSESHOE
HORSESHOE
TUNNELTUNNEL
Figure 1511a
Figure 1511a Figure 1511b
Figure 1511b

CIRCULAR TUNNEL HORSESHOE TUNNEL

CIRCULAR TUNNEL
Figure 1511a HORSESHOE
Figure 1511b TUNNEL
FigureCIRCULAR
WSBIS 1511aTUNNEL HORSESHOE TUNNEL
Figure WSBIS 1511b
Figure 1511a Figure 1511b

RECTANGULAR
RECTANGULAR
TUNNELTUNNEL OVAL TUNNEL
OVAL TUNNEL
RECTANGULAR TUNNEL
Figure 1511c
Figure 1511c FigureOVAL
1511d TUNNEL
Figure 1511d
Figure WSBIS 1511c Figure WSBIS 1511d

RECTANGULAR TUNNEL OVAL TUNNEL

Figure 1511c Figure 1511d
RECTANGULAR TUNNEL OVAL TUNNEL
Figure 1511c Figure 1511d

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WSBIS Item 1512 Portal Shape

NTI Item S.3 Portal Shape
Record the portal shape using one of the following codes:
Table 1512 - Portal Shape Code
WSBIS
Code Description
1 Oval
2 Horseshoe
3 Rectangular
4 Circular
5 Other
See example shapes shown for WSBIS 1511 Tunnel Shape.

WSBIS Item 1513 Ground Conditions

NTI Item S.4 Ground Conditions
Record the ground conditions using one of the following codes:
Table 1513 - Ground Conditions Code
WSBIS
Code Description
1 Soil
2 Rock
3 Mixed Face
Soil is used to define ground conditions consisting primarily of clay, silt, sand, gravel or a mixture.
Rock is used to define ground conditions consisting primarily of material that has rock structure in
weathered to sound condition. The term mixed face usually refers to a situation where the soil
conditions vary along the length and/or height of the tunnel.

WSBIS Item 1514 Complex Tunnel

NTI Item S.5 Complex
Record whether the tunnel is complex using one of the following codes:
Table 1514 - Complex Tunnel Code
WSBIS
Code Description
0 The tunnel is not complex
1 The tunnel is complex
A complex tunnel is characterized by advanced or unique structural elements or functional
systems. Complex tunnels may include mechanical or fire suppression equipment to ventilate
exhaust from the tunnel or provide protection against tunnel fires. A non-complex tunnel in
contrast is typically shorter, not actively ventilated, and may or may not have lightinginstalled.

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FHWA and NTI Items not maintained in the WSBIS

FHWA Item 1 and NTI Item I.3 State Code
The Washington State Code is 530, and is created automatically for insertion in NBI reports.
This data field is not maintained in the Washington State Bridge Inventory.
NBI Item 5E Route Directional Suffix
Washington State does not maintain directional suffixes to route numbers, so this information
is not maintained in the Washington State Bridge Inventory. This code is automatically
generated as 0 (not applicable) to the NBI.
FHWA Item 112 NBIS Bridge Length
The NBIS bridge length = Y for all On records reported to the NBI by definition, and
iscreated automatically for insertion in NBI text file. This data field is not maintained in the
Washington State Bridge Inventory.
NTI Items I.15 through I.18 Border Tunnel Data
Washington State has no tunnels across its borders. These 4 fields are automatically reported
as null to the NTI.
NTI Items N.1 through N.3 Navigable Waterway Data
Washington State has no tunnels under navigable waters. These 3 fields are automatically
reports as 0 to the NTI.

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 Local Agency Bridge
Appendix 2.06-D Inventory Coding Guide

General
This appendix describes how to create a Washington State Bridge Inventory System
(WSBIS) record (Inventory Record). It also describes the procedures which must
befollowed 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 state meeting
certainqualifications.
1. An inventory record must be kept for all bridges greater than 20 feet* in length
andlocated on public roads which carry vehicular traffic. This is regardless of
whether or not the bridge is on the Federal Aid System. Bridges less than 20 feet
inlength may be inventoried when they meet the qualifications enumerated in
Chapter 7. However these records will not be reported to the Federal Highway
Administration (FHWA).
*(6.1 meters)
2. An inventory record must also be kept for all bridges over a federal aid route,
Strategic Highway Corridor Network (STRAHNET) route, or any 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
notlisted above.
Bridges that do not intersect a public road must be carefully coded to avoid
submittal to the FHWA.
In Washington, to facilitate the collection and storage of such a volume of information,
a computer system called the Washington State Bridge Inventory System (WSBIS) has
been developed. WSBIS is composed of two distinct databases and data management
applications. The data management applications are known as Bridge Works. This
computer system allows the bridge inventory records for every bridge in the state to
be stored in their respective computer database, One for State owned Bridges and one
for Local Agency owned bridges. 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. The
bridge inventory data from these two databases is then combined in a central database
managed by the WSDOT Office of Information Technologies (OIT). From this central
database, information can easily be gathered into reports or transferred to the national
database called the National Bridge Inventory (NBI).
The correctness of the bridge information stored in WSBIS is the responsibility of the
owner agency. Maintaining the databases is the responsibility of the WSDOT Bridge
Preservation Office (BPO) for State owned bridges and WSDOT Local Programs (LP)
for local agency owned bridges. BPO and LP each maintain aversion of BridgeWorks
to be used by bridge program personnel to enter inspection data, correct inventory
information, attached files and photos, and submit updated information to theWSBIS.

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Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

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 local agency does
not have the equipment or resources needed). In both cases, the inspection information
shall be entered in the Local Agency Bridge Inventory through the Local Agency
BridgeWorks application. No matter who does the bridge inspection, the Local Agency
bridge owner is responsible for the accuracy of all of their bridge data. It is ultimately
the owners responsibility to ensure that all inspection data is correctly entered into
the Local Agency Bridge Inventory. The Local Agency Bridge Inventory is the only
valid source of Local Agency bridge data used to populate the overall bridge inventory
managed by WSDOT OIT. Failure to enter updated inspection data in the Local
Agency Bridge Inventory will cause the inspection data to be omitted from the overall
bridge inventory and omitted from subsequent submittals to the NBI. This failure will
also cause discontinuities in the inspection history available through BridgeWorks and
will, in effect, corrupt the Local Agency Bridge Inventory.
The first part of this chapter describes the procedures which must be followed to add,
update, and delete an individual bridge inventory record.
The second part provides a field-by-field description of the WSBIS Inventory Report,
defining each field and giving the acceptable coding values which 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.

WSBIS Inventory Report

A WSBIS Inventory Report is produced for every bridge record that has been
established in the WSBIS database. This report is the 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 holdover 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: Control Fields, card
indicator boxes, data entry fields, and a space for error notifications. While data is
nolonger collected on a paper form an understanding of the reports layout is useful.
The first three sections are composed of boxes called fields. Each field is uniquely
named. Each has numbered tic marks denoting columns, which indicates the number
ofcharacters each field is allowed.
A. Control Fields
Along the top of the report (columns 1 to 27) are six fields known as Control
Fields. They uniquely identify the individual bridge record in the following manner.
First a unique alphanumeric number is assigned to the record called the Structure
Identification (SID) Number. The Bridge Number uniquely identifies the bridge
withineach agencys system. The Owner Code, County Code and City Code uniquely
identify the political subdivision which has control over that bridge. The Update Code
is no longer used.

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There is one other control field that is made up of several fields from the Inventory
Report. This field is called the crossing key. It is a 14-character field that combines
theowner code, route, and milepost to create a unique address for Main and Secondary
Listing records (see WB74-32).
B. Card Indicator Boxes
Along the left-hand side of the Report (columns 28 to 31) are eight boxes (called
Cards) numbered WB71 to WB78. These numbered boxes identify information on the
Report as belonging to the WSBIS Inventory. These Cards (WB71, etc.) are duplicated
on the forms (Tabs) in BridgeWorks where the data is entered. They are also used in
field call-outs.
C. Data Display Fields
The data display fields are stacked directly beneath the Control Fields. This has been
done so that all the information can be contained on a single page. The data display
fields are where the coding information specific to the given bridge is displayed. They
are a reflection of the data entered in the BridgeWorks on the forms indicated by that
Card Indicator Box. The middle row of each field displays the data as it is recorded in
the WSBIS. The bottom row will display any updates made during a specific inspection
or informational update when the report is printed from the BridgeWorks application.
These fields will be blank again after the next update to the WSBIS and only current
changes will be displayed in the bottom row.
D. Error Reporting
The BridgeWorks application calculates and displays error codes to indicate that
inventory information is incorrect. If an error code is reported, the record should be
reviewed and the error(s) corrected before the submittal is made. In the rare case where
an error code is incorrectly reported it can be ignored.
An example of such a case would be the recording of a side hill viaduct (half bridge).
The quality control program will return the error code E489, Curb-to-Curb Width is
greater than Out-to-Out Deck Width. However, since the correct coding of the Curb-to-
Curb Width is the roadway width and the Out-to-Out Width 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.

Coding Procedures
To establish and maintain the bridge inventory information, the inspector must enter
the information into the BridgeWorks application. Currently two versions of the
BridgeWorks application are used in Washington State, One maintained by BPO
and one maintained by LP. The Local Agency version of BridgeWorks is available
fordownload at www.wsdot.wa.gov/localprograms/bridge/bridgeworks.htm.
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 of characters each field
allows. The Report format is used as a method of locating the named field on the
report, as well as the forms in the BridgeWorks application and Item call out numbers
in the errordescriptions.
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This method combines the last number of the Card identification from the boxes on
the left margin with the column number listed below the field being referenced. For
example, the field Bridge Name would be referenced as (132), and would be found
in BridgeWorks under the WB71 tab and referenced in parenthesis as 132 to the right
of the field label. The field ADT Year would be referenced as (453), and found under
the WB74 tab in BridgeWorks with 453 in parenthesis.
Usually, numeric coded values will be right-justified and alpha coded entries will be
left-justified. Some fields must have all columns filled in, others do not.
Examples:
1. For ROUTE NUMBER, the value 101 shall be entered as 00101.
2. For BRIDGE NAME, the name Tule Creek Bridge would be left justified. It has
17 characters so there would be 7 trailing spaces (it is not required to enter trailing
spaces in Bridge Works).
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.
Refer to the descriptions of each field to determine the proper code to enter. Each
description should be read carefully as a code having a particular meaning in one field
may mean something else entirely in another field. For example, when information
does not apply, in some instances a nine will be entered in the field, in other instances
a zero will be entered, and in still other instances, the field will be left blank. The field
description will explain the proper procedure to follow.
A. Establishing/Reestablishing the Inventory Record
The original inventory record needs to be established only once and is required when:
A new bridge has been built (usually before it is placed in service).
An existing bridge has been replaced with a new bridge (it is required that the
existing record and its SID be deleted before a new record for the bridge
isestablished with a new unique SID).
A detour bridge has been built and remains in service for more than three years
orbeyond the life of the contract under which it was built.
An existing bridge not previously inventoried is added to the statewide inventory.
A bridges original inventory record can be established by the following steps.
1. In Bridge Works, select Database/Create Structure from the menu at the top
of the main page. A new window will pop up with twelve data entry fields. Two
of these fields are automatically filled in by the BridgeWorks application. First,
the Provisional (or temporary) SID will be assigned. Second, the Sort Bridge
Number will be created when you fill the Bridge Number field. The last two
digits of the Provisional SID are for sequencing the creation of multiple new
records (i.e., 01, 02). The permanent SID is assigned by WSDOT when the new
record is released to the WSBIS. Enter valid data in all of the other fields.

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After completing all fields, click in the Sort Bridge Number field to activate the
Create Structure button. Click the Create Structure button to close the window
and add the new record to your inventory list. You can then choose the new record
off the bridge list and continue adding the required inventory information.
2. Enter appropriate values in the data entry fields on the application forms.
Thefollowing conditions will apply:
Information must be entered in all Fatal Fields. These fields are reviewed
during the update process for values that are within a predetermined range.
IfaFatal Field is blank or out of range, the record cannot be created.
Required Fields should be completed if the information is known. These fields
are cross-referenced by the program for relational logic and valid range entries.
Normally if the information for one of these fields is unknown, it should be
left blank until the correct information can be determined. There are some
exceptions that are noted in the field descriptions.
The Sufficiency Rating generator (described in the appendix) uses a number of
the Fatal and Required fields to generate some of the Adequacy Appraisals, the
Sufficiency Rating and Deficiency Status. Therefore for accurate ratings these
fields must be entered.
Other information should then be entered in the Optional Fields, as applicable,
to create a complete record. Information entered here is not edited. (See the
field 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 file.
Reestablishing the Inventory Record
If an Inventory record for a bridge has been mistakenly deleted or obsoleted
(assometimes happens when a bridge has changed ownership), it can be recovered
byemailing a request to the Local Agency Bridge Inventory Engineer for local
agencybridges or to the BPO Bridge Inventory Engineer for State owned bridges.
Inthe request, be sure to provide correct control field information.
Once the record has been recovered, it must be reviewed for errors and corrected.
Submit the updated 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, changed conditions noted during an inspection, safety improvements or
rehabilitation, when new computations or measurements are made, or when the bridge
changes ownership. Updates to a bridges inventory record must be reported to the
Local Agency Bridge Inventory Engineer or the BPO Bridge Inventory Engineer
within 90 days. Updates that have not been Released to their respective inventories
willnot be included in the data for the overall bridge inventory managed by WSDOT
OIT and will not be included in any submittals and reports prepared using that data.

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To start the update process, select the bridge record from the Bridge List you want
to change. Be sure the latest Master Control Data (MCD) in the Control Data Grid is
highlighted and then click edit to create an updatable copy. This new copy will be in
a state of work and is called an Update Control Data (UCD). To complete an update,
this procedure will be followed.
1. Review the data displayed in the BridgeWorks forms (tabs). All of the forms except
BMS, Notes, Repairs, Photos, Files, and Letters are arranged with two data fields
after the field name. The left side data field will display existing information. The
right side data field is for entering update information.
2. Enter new coding values in each Data Entry Field that must be updated. Make
sure your entry is complete. Choosing F9 from your keyboard or clicking the
Check Control Data button on the NBI tab will cause BridgeWorks to run the
error checking process for the selected Control Data (CD). BridgeWorks will then
provide you with a list of errors or will let you know that no errors were found.
This process can be run on UCDs or MCDs.
If you are entering new data, simply enter the appropriate values in the field.
If you are making a change to existing data, the entire field must be re
coded. For example, if the name shown in Item 232 - Features Intersected,
has been misspelled, the entire name must be reentered, not just one or two
letterscorrected.
If you want to blank out an entire field, type an asterisk (*) in the update field.
Ifthe field is not a fatal field, the existing data contained in that field will be
erased and the field will be blank after the record is processed. Fatal Fields
canonly beupdated.
4. When all updates are complete to the satisfaction of the Team Leader responsible
for the bridge inspection, the report is submitted to the state of review. At this
point it is forwarded to the Team Leaders Program Manager or supervisor for their
review. This internal review falls under the heading of Quality Control (QC) and is
an important step in the release process. Once the Program Manager or supervisor
is satisfied with the UCD it is submitted to the state of Approved.
5. Next, a Selection Set of approved UCDs are sent to the Local Agency Bridge
Inventory Engineer for review. The UCDs are then reviewed during a Quality
Assurance (QA) process to ensure correctness and consistency before the data
isreleased to the Inventory.
Any errors found will be noted and returned to the bridge owner for corrections.
Once the corrections are made, the UCD is again submitted for review. Once the
Inventory Engineer is satisfied with the correctness of the UCD it is released to
the Bridge Inventory. At this point, the UCD becomes an MCD and can no longer
be changed. An MCD is a permanent part of the bridge record history and further
changes must be made through the UCD process.

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6. After release, the Bridge Inspection Report and the WSBIS Bridge Inventory
Report are printed. The final validation of the inspection report is completed when
the Bridge Inspection Team members sign the report. The report is then added to
the inspection history in the official bridge file and the previous WSBIS Inventory
Report is replaced with the current report.
This process must be completed within 90 days but it is recommended that the release
is done as soon as possible. The quality of the inspection report tends to degrade
through an extended review. Instead, complete the release process on the UCD and
make any later corrections through an Informational UCD.
C. Deleting/Transferring the Inventory Record
When an inventory record becomes obsolete, it needs to be changed from Active
to Inactive status in the WSBIS database. The reasons a record may become
obsoleteinclude:
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 traffic.
If a new bridge is built on the site of an old bridge, the agency should first obsolete
the old record before establishing a new inventory record. (This will ensure that
each new bridge is assigned a unique Structure Identifier.)
To obsolete the inventory record:
1. An email listing the control data for each bridge to be deleted shall be sent to the
Local Agency Bridge Inventory Engineer. This email shall include the Structure
Identification Number and Bridge Name along with instructions that the record
isto be deleted.
If the jurisdiction of a bridge is being transferred from one agency to another,
thebridge record shall not be obsoleted.
Instead, the Owner Code, Custodian Code and, if necessary, the City Code shall be
updated by the original owner prior to sending the bridge records to the new owner.
For example:
The city of Selah has expanded its boundaries and annexed a bridge from
YakimaCounty.
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 Identifier
throughout the life of the bridge.
A sample of the entire WSBIS Inventory Report is shown in the forms section.

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D. Type of Records
In general, there are two distinct types of Crossing Records (how a highway relates
to abridge and the feature it crosses). The most common is a bridge that carries a
highway and the other is a bridge that crosses a highway. Since the design of the
Inventory Report only allows the recording of one highway the determination of
howthat highway relates to the bridge must be made so that all of the Inventory
Reportfields areconsistent.
Structures that carry a public highway are considered On Records regardless of
thefeature crossed. Route information shall be recorded for the highway carried.
An On Record shall also be recorded for those bridges that carry a public highway
and cross a public highway. Route information shall be recorded for the route on the
bridge regardless of classification.
Structures that do not carry a public highway are considered Under Records and
information about the route the bridge crosses shall be recorded.
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
thesame (see Item 432).
With that in mind, the following is a field-by-field description of the WSBIS
InventoryReport.

2.04 Inventory Coding Fields

The following describes the valid codes that may be used and the purpose of each field.
It also defines the control fields, fatal fields, required fields, and optional fields.
structure_id Structure Identifier (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
Identifier 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.
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 field does not require all spaces to be filled; however, the field
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
codeas much as possible. However, the characters / and - are acceptable.

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Owner Code Owner Code (Fatal)

Control Field
FHWA Item 022
agency_id This code identifies 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 Identifier.
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
28 Light Rail
31 State Toll Authority
32 County Toll Authority
33 City or Other Toll Authority
60 Other Federal Agencies (notlisted 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)
72 Air Force
73 Navy/Marines
74 Army
75 NASA
76 Metropolitan Washington Airport Services
80 Unknown
91 Canada
92 Idaho
93 Oregon

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Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

county_id County Number (Fatal)

Control Field
FHWA Item 003 This is a two-digit code which identifies 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.
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
Garfield 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
Pacific 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

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Appendix 2.06-D Local Agency 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
identified according to the most recent U.S. Bureau of the Census Identification
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
allzeros. Use the following codes.
City Code City Code City Code City Code
Unincorporated 0000 Chehalis 0190 Entiat 0405 Kenmore 0609
Aberdeen 0005 Chelan 0195 Enumclaw 0410 Kennewick 0610
Airway Heights 0010 Cheney 0200 Ephrata 0415 Kent 0615
Bucoda 0013 Chewelah 0205 Everett 0420 Kettle Falls 0620
Albion 0015 Clarkston 0215 Everson 0425 Kirkland 0625
Algona 0020 Cle Elum 0220 Fairfield 0430 Kittitas 0630
Almira 0025 Clyde Hill 0225 Farmington 0440 Krupp 0635
Anacortes 0030 Colfax 0230 Federal Way 0443 La Center 0640
Arlington 0045 College Place 0235 Ferndale 0445 Lacey 0643
Asotin 0050 Colton 0240 Fife 0450 La Conner 0650
Auburn 0055 Colville 0250 Fircrest 0455 La Crosse 0655
Bainbridge Island 0058 Conconully 0255 Forks 0465 Lake Forest Park 0657
Battle Ground 0060 Concrete 0260 Friday Harbor 0470 Lake Stevens 0664
Beaux Arts Village 0070 Connell 0265 Garfield 0480 Lakewood 0665
Bellevue 0075 Cosmopolis 0270 George 0489 Lamont 0668
Bellingham 0080 Coulee City 0275 Gig Harbor 0490 Langley 0670
Benton City 0085 Coulee Dam 0280 Gold Bar 0495 Latah 0675
Bingen 0090 Coupeville 0290 Goldendale 0500 Leavenworth 0680
Black Diamond 0095 Creston 0295 Grand Coulee 0510 Liberty Lake 0684
Blaine 0100 Cusick 0300 Grandview 0515 Lind 0685
Bonney Lake 0105 Darrington 0305 Granger 0520 Long Beach 0690
Bothel 0110 Davenport 0310 Granite Falls 0525 Longview 0695
Bremerton 0115 Dayton 0315 Hamilton 0535 Lyman 0705
Brewster 0120 Deer Park 0320 Harrah 0540 Lynden 0710
Bridgeport 0125 Des Moines 0325 Harrington 0545 Lynnwood 0715
Brier 0127 Dupont 0330 Hartline 0550 Mabton 0725
Buckley 0130 Duval 0335 Hatton 0555 Mccleary 0728
Burien 0138 East Wenatchee 0350 Hoquiam 0560 Malden 0730
Burlington 0140 Eatonville 0360 Hunts Point 0570 Mansfield 0735
Camas 0145 Edgewood 0364 Ilwaco 0575 Marcus 0740
Carbonado 0150 Edmonds 0365 Index 0580 Marysville 0745
Carnation 0155 Electric City 0375 Ione 0585 Mattawa 0750
Cashmere 0165 EllensbuRg 0380 IssaqUah 0590 Medical Lake 0755
Castle Rock 0170 Elma 0385 Kahlotus 0595 Medina 0760
CaThlamet 0175 Elmer City 0390 Kalama 0600 Mercer Island 0763
Centralia 0180 Endicott 0395 Kelso 0605 Mesa 0765

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City Code City Code City Code City Code

Metaline 0770 Port Orchard 1000 Spokane Valley 1221 Winthrop 1465
Metaline Falls 0775 Port Townsend 1005 Sprague 1225 Woodinville 1469
Mill Creek 0778 Poulsbo 1010 Springdale 1230 Woodland 1470
Millwood 0780 Prescott 1015 Stanwood 1235 Woodway 1475
Milton 0785 Prosser 1020 Starbuck 1240 Yacolt 1480
Monroe 0790 Pullman 1025 Steilacoom 1245 Yakima 1485
MOntesano 0795 Puyallup 1030 Stevenson 1250 Yarrow Point 1490
Morton 0800 Quincy 1040 Sulton 1255 Yelm 1495
Moses Lake 0805 Rainier 1050 Sumas 1265 Zillah 1500
Mossyrock 0810 Raymond 1055 Sumner 1270
Mountlake Terrace 0815 Reardan 1060 Sunnyside 1275
Mount Vernon 0820 Redmond 1065 Tacoma 1280
Moxee City 0825 Renton 1070 Tekoa 1285
Mukilteo 0830 Republic 1075 Tenino 1290
Naches 0835 Richland 1080 Tieton 1295
Napavine 0840 Ridgefield 1085 Toledo 1300
Nespelem 0855 Ritzville 1090 Tonasket 1305
Newcastle 0858 Riverside 1095 Toppenish 1310
Newport 0860 Rockford 1100 Tukwila 1320
Newcastle 0861 Rock Island 1105 Tumwater 1325
Nooksack 0865 Rosalia 1115 Twisp 1330
Normandy Park 0870 Roslyn 1120 Union Gap 1335
North Bend 0875 Roy 1125 Uniontown 1340
North Bonneville 0877 Royal City 1127 University Place 1343
Northport 0885 Ruston 1130 Vader 1345
Oakesdale 0890 St John 1135 Vancouver 1350
Oak Harbor 0895 Sammamish 1136 Waitsburg 1360
Oakville 0900 Seatac 1139 Walla Walla 1365
Ocean Shores 0907 Seattle 1140 Wapato 1375
Odessa 0910 Sedro-Woolley 1150 Warden 1380
Okanogan 0915 Selah 1155 Washougal 1385
Olympia 0920 Sequim 1160 Washtucna 1390
Omak 0925 Shelton 1165 Waterville 1395
Oroville 0935 Shoreline 1169 Waverly 1400
Orting 0940 SKykomish 1175 Wenatchee 1405
Ohello 0945 Snohomish 1180 Westport 1420
Pacific 0950 Snoqualmie 1185 West Richland 1425
Palouse 0955 Soap Lake 1190 White Salmon 1435
Pasco 0960 South Bend 1195 Wilbur 1440
Pateros 0970 South Cle Elum 1205 Wilkeson 1445
Pe Ell 0975 South Prairie 1210 Wilson Creek 1450
Pomeroy 0985 Spangle 1215 Winlock 1455
Port Angeles 0990 Spokane 1220 Winslow 1460

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WB71
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.
Ifthe name of the bridge is too long to fit in the field, use abbreviations to shorten
it. Left-justify the entry and leave following columns blank. This field does not
require a complete entry, but must not be left blank.
location Location (Fatal)
WB71-56
FHWA Item 009 This field 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
usecity 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).
Thisfield 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
surveymapping.
If the bridge runs along a section, township, or range line, use the smaller of thetwo
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 suffix (north or south); however, since all
townships in Washington are north, this directional indicator need not be entered.

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December 2015
Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

range Range (Fatal)

WB71-85 This field contains the number of the range in which this bridge is located.
There are two parts to this field. In the first two columns, enter the number of
therange 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 suffix 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 field 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 suffix (N) need not be entered. It is recommended
thisfield be coded using GPS or an accurate digital mapping program.
longitude Longitude (Fatal)
WB71-96
FHWA Item 017 This field 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 suffix (W) need not be entered. It is recommended
thisfield be coded using GPS or an accurate digital mapping program.

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December 2015
Appendix 2.06-D Local Agency Bridge Inventory Coding Guide

WB72
Bridge Inventory Coding Guide
feature_intersected Features Intersected (Fatal)
WB72-32
FHWA Itemfeature_intersected
006A This is the name orFeatures
namesIntersected (Fatal) intersected by the bridge, i.e., the
of the features
WB72 - 32
FHWA Itemfeatures
006A under the This
bridge.
is theIf fullornames
name names ofwill
the not fit in
features the field,
intersected abbreviations
by the bridge, may
be used where necessary but anunder
i.e., the features effort
theshall
bridge.beIf made to keep
full names them
will not fit in meaningful.
the field,
Left-justify the name or names
abbreviations mayentered without
be used where usingbut
necessary trailing
an effortzeroes.
shall be This
made field
to keep them meaningful. Left-justify
does not require a complete entry, but must not be left blank. the name or names entered
without using trailing zeroes. This field does not require a complete
If one of the features intersected
entry, but must notisbeanother
left blank.roadway, indicate the signed route
number or name ofIf the highway
one of (i.e.,
the features SR 99).
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 identifier in
If there is an alternate name for a feature, enclose this second identifier
parentheses. For example a signed
in parentheses. number
For example routenumber
a signed that isroute
alsothata is
named memorial
also a named
route (i.e., SR 99 (Aurora Avenue)).
memorial route (i.e., SR 99 (Aurora Avenue)).
If more than one feature is intersected,
If more than one feature is give both give
intersected, names, signedsigned
both names, routeroute
first
first separated by a comma (i.e., SR 99, Blue R, UPR).
separated by a comma (i.e., SR 99, Blue R, UPR).

Figure WB72-32
Figure WB72 - 32

Washington State Bridge Inspection Manual Page 2-21

January 2002

Washington State Bridge Inspection Manual M 36-64.06 Page 2.06-D-15

December 2015
Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

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
donot enter trailing zeroes.
If there is an alternate name for a feature, enclose this second identifier in
parentheses. For example a signed number route that is also a named memorial
route (i.e., SR 99 (Aurora Avenue)).
This field 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 Region Names (Code) County Names
Adams Asotin
Ferry Benton
Lincoln Columbia
Eastern Region
Pend Oreille South Central Region Franklin
(EA)
Spokane (SC) Garfield
Stevens Kittitas
Whitman Walla Walla
Chelan Yakima
North Central Region Douglas Clark
(NC) Grant Cowlitz
Okanogan Klickitat
Southwest Region
Island Lewis
(SW)
King Pacific
Northwest Region San Juan Skamania
(NW) Skagit Wahkiakum
Snohomish
Whatcom
Clallam
Grays Harbor
Jefferson
Olympic Region
Kitsap
(OL)
Mason
Pierce
Thurston

Page 2.06-D-16 Washington State Bridge Inspection Manual M 36-64.06

December 2015
 5
Okanogan

December 2015
Bellingham Whatcom
Appendix 2.06-D

November 2012
Appendix 2.06-D

Pend
San Oreille
J uan Omak
Skagit Stevens
Ferry
Northwest
Island North
Clallam Snohomish
Pt. Angeles Everett Central Eastern
Chelan
Jefferson
5 Douglas Spokane
Seattle
Lincoln
Kitsap Wenatchee 90
Olympic King Spokane

Washington State Bridge Inspection Manual M 36-64.06

Washington State Bridge Inspection Manual M 36-64.03
Mason 90
Grays
Harbor Kittitas 90
Tacoma
Olympia Pierce Grant Adams Whitman
Thurston Ellensburg
82
Pullman
Pacific Lewis Yakima Garfield
5 Fr anklin
Yakima South Central
Southwest Columbia
Benton Walla Asotin
Wahkiakum Cowlitz Walla
Longview Skamania Kennewick
82

Klickitat
Clark

Vancouver

Page 2.06-D-17
Local Agency Bridge Inventory Coding Guide

Page 2.06-D-17
Local Agency Bridge Inventory Coding Guide
Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

fips_code FIPS Place Code (Required)

WB72-76
FHWA Item 004 This field identifies 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
Identification Code Scheme.
If no code is applicable, enter all zeroes.
leg_dist_code_1 Legislative District Number (1) (Required)
WB72-81
WSBIS Item 7281 This field identifies the first or only State Legislative District in which the bridge
is located (see Section 2.08).
If the legislative district number is followed by a letter (District 19A, for example),
disregard the letter and enter the two-digit number only.
leg_dist_code_2 Legislative District Number (2) (Required)
WB72-83
WSBIS Item 7283 For bridges which span a State Legislative District dividing line, use this field
toidentify the second State Legislative District number.
Use both this and the Legislative District Number (1) field to enter the two
separate State Legislative District numbers. If no code is applicable, enter
allzeroes.
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 specifically to use the bridge.
2. On toll road a toll must be paid to use the roadway carried by the bridge.
3. Non-toll bridge no tolls are paid to use the bridge or the roadway carried
bythe bridge.
4. On interstate toll segment under secretarial agreement. Bridge functions as
apart of the toll segment.
5. Toll bridge is a segment under secretarial agreement. Bridge is separate
agreement from highway segment.

Page 2.06-D-18 Washington State Bridge Inspection Manual M 36-64.06

December 2015
Appendix 2.06-D Local Agency 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
toenter in this field 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
28 Light Rail
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

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December 2015
Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

parallel_structure_ Parallel Structure (Fatal)

WB72-88
FHWA Item 101 This field 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 field.
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 flow of traffic. Temporary
bridges or temporary repair measures may be required during the modification
orreplacement of a bridge found to be deficient.
Any one of the following conditions will require that a code of T be entered
inthis field:
The bridge has been shored up or additional temporary supports have
beeninstalled.
Temporary repairs have been made to keep the bridge open.
A temporary bridge has been built to provide an interim bypass that is not
under the control of a contractor, such as an emergency bailey type bridge.
Other temporary measures have been taken, such as barricaded traffic lanes,
to keep the bridge open to traffic.
If none of these conditions exist, leave the field blank.
Any repaired bridge or replacement bridge expected to remain in service without
further project activity (other than maintenance) for a significant 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 Traffic
WB73-70 Minimum Vertical Clearance Over Bridge Deck
WB73-74 Minimum Vertical Clearances Under Bridge
WB73-79 Minimum Lateral Under clearance Right
WB73-83 Minimum Lateral Under clearance Left
WB74-91 Horizontal Clearance Route Direction
WB74-95 Horizontal Clearance Reverse Direction
WB76-60 Operating Level

Page 2.06-D-20 Washington State Bridge Inspection Manual M 36-64.06

December 2015
Appendix 2.06-D Local Agency Bridge Inventory Coding Guide

median_code Median (Fatal)

WB72-91
FHWA Item 033 This code indicates If there is a median on the bridge. By definition, a bridge
median can only exist on divided highways.
A divided highway can be identified by the use of traffic control devices separating
the route and reverse route directions of travel. Devices such as aconcrete barrier,
or yellow crosshatching between solid double yellow lines 18inches 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 officer, or other official
traffic 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 (Traffic lanes are separated only
by painted median).
3 Closed median mountable curb or center island.
4 Closed median flex or thrie beam guardrail.
5 Closed median box beam guardrail.
6 Closed median Concrete (i.e., NJB, Type F barrier).
7 Open median with safety modifications
(i.e., a net has been installed).
9 Other type of median.

Washington State Bridge Inspection Manual M 36-64.06 Page 2.06-D-21

December 2015
 Reverse Direction Route Direction
Local Agency Bridge Inventory Coding Guide Code
Median
1 Appendix 2.06-D

Reverse Direction Route Direction

Code
Median 1

Code 1 Bridge Inventory Coding Guide

Code 3
Bridge Inventory Coding Guide

Code 3
Bridge Inventory Coding Guide

Code 3
Code 5
Code 4

Code
Code 45

Code
Code4 5
Code 6

Figure WB72 - 91

Page 2-28 Code 6 Washington State Bridge Inspection Manual

January 2002
Figure WB72 - 91

Page 2-28 Code 6 Washington State Bridge Inspection Manual

January 2002
Figure WB72 - 91

Page 2-28 Code 7 Washington State Bridge Inspection Manual

January 2002

Figure WB72-91

Page 2.06-D-22 Code 7

Washington State Bridge Inspection Manual M 36-64.06
December 2015
Appendix 2.06-D Local Agency Bridge Inventory Coding Guide

hist_signif Historical Significance (Fatal)

WB72-92
FHWA Item 037 A bridge may be considered historically significant If it is a particularly
unique example of the history of engineering, the crossing itself is historically
significant, the bridge is associated with historical property, or the bridge was
involved in events of historical significance.
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.
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 significance 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 Office 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 significance.
open_closed Open, Closed, or Posted (Fatal)
WB72-93
FHWA Item 041 This field provides information about the actual weight capacity status of a
bridge. The field 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 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 traffic flow.
If this code is used, WB72-89 shall be coded T.
E Bridge is open, but it is a temporary bridge carrying traffic 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 traffic.
K Bridge is closed to traffic.
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.

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December 2015
Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

program_year Program Year (Required)

WB72-94 If the bridge has been included in an approved six-year construction program,
this field 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
inthis field.
Hist_signif_LP Historical Significance Local Programs
WB72-96
WSBIS Item 7296 This item only applies to a Local Agency registry. The definition for WB72-92
applies here but only as it relates to criteria set forth by a Local Agency.
Use one of the following codes.
0 Neither bridge or crossing are on the Local Agencies registry or a
determination has not been made.
1 Bridge is on the Local Agencies registry
2 Crossing is on the Local Agencies registry

Page 2.06-D-24 Washington State Bridge Inspection Manual M 36-64.06

December 2015
Appendix 2.06-D Local Agency Bridge Inventory Coding Guide

WB73
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.
Ifthebridge was built during or before the year 1900, enter 1900 in the field.
There are cases where a careful evaluation of the year built and year rebuilt
mustbe made. The first 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
onfuture funding is a factor. The year built and year rebuilt are key fields 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.
rebuilt_year Year Rebuilt (Fatal)
WB73-36
FHWA Item 106 This is the year in which the last major rehabilitation of the existing bridge
wascompleted.
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 0.
For a bridge to be defined 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,
approachguardrail, or impact attenuators).
Painting of structural steel.
Overlay of bridge deck as part of a larger highway surfacing project
(forexample, overlay carried across bridge deck for surface uniformity
without additional bridge work).
Utility work.
Emergency repair to restore structural integrity to the previous status
following an accident.

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December 2015
Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

Retrofitting to correct a deficiency which does not substantially alter physical

geometry or increase the load-carrying capacity.
Work performed to keep a bridge operational while plans for complete
rehabilitation or replacement are under preparation (for example, adding
asubstructure element or extra girder).
Example Code
Rebuild completed 1970 1970
Bridge has NOT been Rebuilt 0
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
thebackwall 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 field is considered the length when determining
eligibility for federal funding, except when the bridge length is near 20 feet. Ifthat
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 WB73-40 is between 20 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 tenth of a foot and may be different
from the measurement entered in Bridge Length.
If the measurement as entered in Bridge Length is between 20 and 23 feet,
ameasurement of the NBIS length shall be coded in this field.
If the measurement as entered in Structure Length is greater than 23 feet, thisfield
shall be left blank. See Figure WB73-40A and Figure WB73-40B.

Page 2.06-D-26 Washington State Bridge Inspection Manual M 36-64.06

December 2015
Appendix 2.06-D Local Agency 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. TheBridge
spanInventory
length isCoding Guide
measured either as the center-to-center distance between bearings or the clear
distance between piers, bents, or abutments. The preferred measurement to
enteris the center-to-center distance between bearings. The span may be either
amain span or approach span. See Figure WB73-40A and Figure WB73-40B.

A&B&C

A&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.
Figure WB73-40A

Washington State Bridge Inspection Manual M 36-64.06 Page 2.06-D-27

December 2015 Figure WB73 - 40A
Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

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.
.

30 SKEW ANGLE
C
A = Structure length(WSBIS Item 340)

B = NBIS Length (WSBIS Item 346) Roadway

C = Maximum span length(WSBIS Item 348)

D = the distance between A & B

consecutive pipes, which
must be = or < the
diameter of the smallest
pipe in the series.

Opening Distance = 18' = 5'+1'+7'+1'+4'

18' 18'
A (normal to the pipes
) = cos (30) = .867 = 20.76' (Code 21')
7
C = cos(30) = 8.08' (code 8')

Figure WB73-40B

Page 2.06-D-28 Washington State Bridge Inspection Manual M 36-64.06

December 2015
Appendix 2.06-D Local Agency Bridge Inventory Coding Guide

lane_on Lanes On (Fatal)

WB73-52
FHWA Item 028A The number of lanes of motor vehicle traffic carried by the bridge must be
entered in this field. It includes all traffic 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.
Thenumber of traffic lanes is independent of the direction in which these lanes
carry traffic. That is, a one-lane bridge which carries traffic in two directions
isconsidered 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 traffic, then WB73-52 is
coded 1 andWB74-90 is coded 5. For information to code a half bridge, see
FigureWSBIS-1356b.
lane_under Lanes Under (Fatal)
WB73-54
FHWA Item 028B This field contains the number of lanes of motor vehicle traffic carried by the
highway or highways which pass underneath the bridge.
If the bridge carries highway traffic (WB74-32 is coded 1, regardless of ownership
and/or maintenance responsibility), it is the total number of lanes ofall inventory
routes passing underneath.
If the route being inventoried is under the bridge (WB74-32 coded 2 or A-Z),
thisis 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).
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
nocurb). This is a Fatal Field.
This measurement is recorded to the nearest tenth of a foot. For structures that
carry lanes of traffic 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 flared ramps should be excluded
fromthis measurement.
When the roadway runs directly on the top slab or wearing surface of a culvert
(such as a reinforced concrete box without fill), the actual roadway width from
curb-to-curb or from rail-to-rail is entered in this field. This is also the case If the
fill is minimal and the culvert headwalls reduce the roadway width. When there
are no lateral restrictions such as curbs or rails the actual usable roadway width
isrecorded as the curb-to-curb measurement.

Washington State Bridge Inspection Manual M 36-64.06 Page 2.06-D-29

December 2015
 roadway width from curb-to-curb or from rail-to-rail is entered in
this field. This is also the case if the fill is minimal and the culvert
headwalls
Local Agency Bridge Inventory Coding Guide reduce the roadway width. When there are no lateral Appendix 2.06-D
restrictions such as curbs or rails the actual useable roadway width
is recorded as the curb-to-curb measurement.
When the When
roadway the is carriedison
roadway sufficient
carried fill covering
on sufficient a pipe or
fill covering box or
a pipe culvert
box so
that the load
culvert so that the load is not transferred into the structure, and whenparapets
is not transferred into the structure, and when headwalls or
do not affect the floworofparapets
headwalls traffic, do
a value of the
not affect should
flow be entereda in
of traffic, thisoffield.
value 0/ 0/ 0/ The
0/
filled section overbethe
should culvert
entered in simply maintains
this field. The filledthe roadway
section over cross-section,
the culvert the
simply
structure itself maintains thetoroadway
is considered have nocross-section,
deck and thus thenostructure itself iswidth.
curb-to-curb
considered to have no deck and thus no curb-to-curb width.
It should be noted, however, that for purposes of Sufficiency Rating calculations
the programIt should be noted,
will default to ahowever, that for
curb-to-curb purposes
width of for
of 36 Sufficiency Rating
the S2, D, and
calculations
Ecalculations. 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
For the correct coding of a Side Hill Viaduct (Half Bridge), see
FigureWSBIS-1356b.
Appendix 2.07A

Curb-to-Curb Roadway
Curb-to-Curb Width
Roadway Width
Figure WB73-56

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January 2002

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December 2015
Appendix 2.06-D Local Agency Bridge Inventory Coding Guide
Bridge Inventory Coding Guide

3 1a 1b 1c

Mountable
median

1 = 1a + 1b + 1c

1a 1b 1c 3

Non-mountable
median and
curb

1 = 1a + 1b + 1c

2a 2c 2b

varies
1a 1b

1 = 1a + 1b 2 = 2a + 2b + 2c

WB73-56 (1) Bridge Roadway Width, Curb-to-Curb

WB73-60 (2) Deck Width, Out-to-Out
WB73-64 (3) Curb or Sidewalk Width
Out-To-Out

44 50.2 12.7 3

Non-mountable
median and
curb

Curb-to-Curb Width = 44+50.2+12.7 = 106.9

Curb-to-Curb Roadway Width

Figure WB73-56
Curb-to-Curb Roadway Width
Figure WB73 - 56

Washington
Washington State Bridge
State Bridge Inspection
Inspection ManualManual
M 36-64.06 PagePage 2-39
2.06-D-31
January 2002
December 2015
Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

out_to_out_width Out-to-Out Deck Width (Fatal)

WB73-60
FHWA Item 052 This field 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 flared 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
andWB73-60.
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 field. When the roadway is carried on fill over a buried culvert
(also described in Curb-to-Curb Width), a value of zero should be entered.
Bridge Inventory Coding Guide
See FigureWSBIS-1356b for Side Hill Viaduct (Half Bridge) coding.

HORIZONTAL / VERTICAL MEASUREMENTS

(Looking Ahead on Mileposts)

E
D
C

A
B

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)

Figure WB73-60

Page 2.06-D-32 Washington State Bridge Inspection Manual M 36-64.06

December 2015
Figure WB73 - 60
Bridge Inventory Coding Guide

Appendix 2.06-D Local Agency Bridge Inventory Coding Guide

sdwk_curb_left Sidewalk/Curb Width, Left (Required)
WB73 - 64
FHWA Item 050A
sdwk_curb_left The combined
Sidewalk/Curb Width,useable width of the left-hand sidewalk and curb on
Left (Required)
WB73-64 the bridge is entered in this field. The left-hand side of the bridge
is determined by facing in the direction of increasing mileposts.
FHWA Item 050A The combined usable width of the left-hand sidewalk and curb on the bridge is
If no mileposts are in use, left is determined by facing north or east.
entered inSee
this field. The left-hand side of the bridge is determined by facing in
Figure WB73 - 64.
the direction of increasing mileposts. If no mileposts are in use, left is determined
by facingThis measurement
north or east. Seeis Figure
coded to the nearest tenth of a foot.
WB73-64.
If the bridge
This measurement is has no functional
coded sidewalks
to the nearest tenthand/or curbs, code zeroes in
of a foot.
this field. If the bridge has concrete barriers for rails and no sidewalks,
If the bridge
also has
codeno functional sidewalks and/or curbs, code zeroes in this field.
zeroes.
Ifthe 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
Figure WB73 - 64
sdwk_curb_right Sidewalk/Curb Width, Right (Required)
sdwk_curb_right Sidewalk/Curb Width, Right (Required)
WB73-67
WB73 - 67
FHWA
FHWA Item
Item 050B The combined
050B usable width
The combined useableofwidth
the right-hand sidewalk
of the right-hand and curb
sidewalk and on
curbtheonbridge
is enteredthe
inbridge
this field.
is entered in this field. The right-hand side of the bridge by
The right-hand side of the bridge is determined is facing
in the direction of increasing
determined by facing inmileposts. If no
the direction of mileposts
increasing are in use,Ifright
mileposts. no is
determined by facing
mileposts north
are in use, or east.
right is determined by facing north or east.
This measurement
This measurement is codedisto
coded to the nearest
the nearest tenth tenth of a foot.
of a foot.
If thehas
If the bridge bridge has no functional
no functional sidewalks
sidewalks and/orand/or
curbs,curbs,
codecode zeroes
zeroes in field.
in this
this field. If the bridge has concrete barriers for rails and no sidewalks,
Ifthe bridge has concrete barriers for rails and no sidewalks, also code zeroes.
also code zeroes.
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 field.
Thismeasurement is coded to the nearest lesser inch and should be taken from
the top of the traffic 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 field. See Figure WB73-60.
If there is no restriction, code 9999 in this field. If the minimum restriction is
adistance greater than 100 feet, code 9912.

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December 2015
Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

min_vert_under Minimum Vertical Clearance Under Bridge

WB73-74 (Required)
FHWA Item 054B This field 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.
SeeFigure
Bridge WB73-74.
Inventory Coding Guide

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 field.
WSDOT typically posts bridges with clearance less than 15-3.
Bridge Inventory Coding Guide
If the bridge does not cross a highway or a railroad, zeroes should be entered. If

"
"

0"
16'-3"

"
16'-2"
the bridge crosses both a highway and a railroad, code the most critical dimension

16'-1"

15'-6"

15'-3"

"

25'-3
15'-7"

14'-11
15'-5"

25'-00
25'-3
24'-1
and note why it is the one recorded in the inspection report. SeeFigureWB73-78.

"

"
"
15'-5"

14'-10
15'-2"

24'-11
16'-3"

16'-2"

16'-0"

"
"

25'-2
15'-7"

15'-5"

25" '-2
24'-9

"
"
16'-3"

"
16'-2"

16'-1"

15'-6"

15'-3"

"

25'-3
5'-7"

14'-11
5'-5"

rac2k4'-10

25'-00
25'-3
1

ne1

rack
. Lane

inline

ne
line

14'-10 Shl d.

hl d.
el. La

.
.
.

Mainli
.

Shl d
e

Shl d
Shl d
Shl d

RR T
RR T
16'-0"Mainlin
Main

S
15'-2" Ma
16'-3A"c cel

15'-5"Ac c

"

"
"
15'-5"

24'-11
16'-2"

"
"

25'-2
15'-7"

25'-2
24'-9

rack
rack
. Lane
. Lane

line

ne
line

.
Shl d

Shl d

.
.
.

Mainli
.

Shl d
ne

Shl d
Shl d
Shl d

RR T
Main

RR T
Main

Mainli

Ac cel
Ac cel

14'-10"
16'-0"
16'-3"

16'-2"

15'-7"

15'-5"
15'-5"

24'-11"
15'-2"

25'-2"
25'-2"
24'-9"

5' 13' 12' 12' 4' 4' 12' 12' 13' 5'
6' 8' 5' 8' 6'
14'-10"
16'-0"
16'-3"

16'-2"

Code the most Restrictive Clearances:

15'-7"

15'-5"
15'-5"

24'-11"
15'-2"

25'-2"
25'-2"
24'-9"

WB73 74 would be coded 1410

WB73 78 would be coded H
5' 13' 12' 12' 4' 4' 12' 12' 13' 5'
6' 8' 5' 8' 6'

Code the most Restrictive Clearances:

Figure WB73-74 and WB73-78

WB73 74 would be coded 1410

WB73 78 would be coded H

Vertical Clearances
Figures WB73 - 74 and WB73 - 78

Page 2-44 Washington State Bridge Inspection Manual

January 2002
Page 2.06-D-34 Vertical Clearances
Washington State Bridge Inspection Manual M 36-64.06
Figures WB73 - 74 and WB73 - 78 December 2015
 vert_under Vertical Underclearance Code (Required)
WB73
Appendix 2.06-D - 78 Local Agency Bridge Inventory Coding Guide
FHWA Item 054A The code in this field identifies the feature from which the minimum
vertical underclearance was taken. If the bridge does not cross a
vert_under Vertical Underclearance Code (Required)
highway or a railroad, the letter N shall be entered. If the bridge
WB73-78 crosses both a highway and a railroad, the measurement of the
minimumthe
FHWA Item 054A The code in this field identifies vertical underclearance
feature from which the should be takenvertical
minimum to the most critical
feature. See Figure WB73 - 78.
underclearance was taken. If the bridge does not cross a highway or a railroad,
the letter N shall be entered.
H If the bridge crosses both a highway and a
Highway
railroad, the measurement of R the minimum vertical underclearance should be
Railroad
taken to the most critical feature. See Figure WB73-78.
N Neither
H Highway From the WSDOT Design Manual 1120.03(5) revised December 1997,
R Railroad the minimum clearance over railroad is 22 feet 6 inches, and minimum
N Neither clearance over a roadway is 14 feet 6 inches. Select the most restrictive
measurement.
From the WSDOT Design Manual 1120.03(5) revised December 1997, the
The current coding for WB73 - 74 and WB73 - 78 is as follows:
minimum clearance over railroad is 22 feet 6 inches, and minimum clearance over
If Select
a roadway is 14 feet 6 inches. the bridge
the crosses neither a highway
most restrictive nor a railroad, code 0/ 0/ 0/ 0N.
measurement. /
If the bridge
The current coding for WB73-74 crosses a ishighway
and WB73-78 with a minimum vertical
as follows:
underclearance of 18 feet 5 inches, code 1805H. /
If the bridge crosses neither a highway nor a railroad, code N.
If the bridge crosses a highway
If the bridge
with crosses
a minimum a railroad with underclearance
vertical a minimum vertical
of18feet 5 inches, codeunderclearance
185H. of 23 feet 9 inches, code 2309R.
/
If the bridge crosses a railroad
If the bridge
with acrosses
minimum both avertical
highwayunderclearance
and a railroad, and the
of23feet 9 inches, codehighway
239R. has a clearance greater than minimum design standards
but the railroad is less than design standards, code the
If the bridge crosses both a highway and
measurement to thea railroad,
railroad. and the highway has a
clearance greater than minimum design standards but the railroad is less
thandesign standards, code the measurement to the railroad.

Vertical Clearances
Figure Clearances
Vertical WB73-78
Figure WB73 - 78

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January 2002

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December 2015
Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

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 traffic flows.
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
rigidbarrier (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 thesmaller distance recorded and coded (see Figures WB73-79 through
WB7383).
If two related features are below the bridge, measure both and record the lesser
ofthe 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 identifies 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.

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December 2015
Appendix 2.06-D Local Agency 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 M 36-64.06 Page 2.06-D-37

December 2015
 UNDIVIDED HIGHWAY

Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

2:
1
UNDIVIDED HIGHWAY
2:
1 UNDIVIDED HIGHWAY
UNDIVIDED HIGHWAY
KMA

2: 15.1' 20.1'
KMA

1
2:
1
15.1' 20.1'
For Minimum Lateral Underclearance Right, Code 15.1H
ForMinimum
For MinimumLateral
LateralUnderclearance
UnderclearanceRight,
Left, Code 15.1H
Code 000
KMA

KMA

For 15.1'
Minimum Lateral Underclearance Left,
20.1' Code 000
15.1' 20.1'

For Minimum Lateral Underclearance Right, Code 15.1H

For Minimum Lateral Underclearance Right,
RAILROAD Code 15.1H
Bridge Inventory Coding Guide
For Minimum Lateral Underclearance Left, Code 000Inventory Coding Guide
For Minimum Lateral Underclearance Left, Code 000
Bridge
RAILROAD
RAILROAD

2:
1
RAILROAD
Bridge Inventory Coding Guide
CL
2:
1 RAILROAD Bridge Inventory Coding Guide
DIVIDED HGHWAY
CL
DIVIDED HGHWAY

2: 30.5' 20.4'
1
2:
1 CL
30.5' 20.4'
CL
DIVIDED HGHWAY
For Minimum Lateral Underclearance Right, Code 20.4R
For Minimum Lateral
DIVIDEDUnderclearance
HGHWAY Left, Code 000
For Minimum Lateral Underclearance Right, Code 20.4R
For Minimum DIVIDED
Lateral Underclearance Left, Code 000
KMA

30.5' 20.4'
KMA
HIGHWAY
30.5' 20.4'
21.1' 18.2' 19.3' 20.4'
For
21.1'Minimum Lateral18.2'
Underclearance 19.3'
Right, Code 20.4R20.4'
For Minimum
For Minimum Lateral
Lateral Underclearance
Underclearance Left,
Right, Code
Code 000
20.4R
For Minimum Lateral Underclearance Right, Code
For Minimum Lateral Underclearance Left, Code 000 20.4H
KMA

For
For Minimum Lateral Underclearance Left, Code 20.4H
Minimum Lateral Underclearance Right, Code 18.2
KMA

For Minimum Lateral Underclearance Left, Code 18.2

21.1' 18.2' 19.3' 20.4'

21.1' 18.2' 19.3' 20.4'

For Minimum Lateral Underclearance Right, Code 20.4H
For Minimum
For Minimum Lateral
Lateral
ONEUnderclearance
Underclearance
- WAY ROADWAYLeft, Code
Right, Code 20.4H
18.2
For Minimum ONE-WAY
Lateral
ONEUnderclearance
- WAY ROADWAYLeft, Code 18.2
Figure WB73 - 79 through 83
ROADWAY
Figure WB73 - 79 through 83
Page 2-48 Washington State Bridge Inspection Manual
January 2002
ONE - WAY ROADWAY
Page 2-48 Washington State Bridge Inspection Manual
January 2002
ONE - WAY ROADWAY
Figure WB73 - 79 through 83
Figure WB73 - 79 through 83
KMA

KMA

15.1' 20.1'
Page 2-48 Washington State Bridge Inspection Manual
Page 2-48 Washington State Bridge Inspection Manual
20.1'
January 2002
15.1' January 2002

For Minimum Lateral Underclearance Right, Code 20.1H

Right, Code 20.1H
For Minimum Lateral Underclearance Left, 15.1
KMA

For Minimum Lateral Underclearance Left, Code 15.1

KMA

15.1' WB73-79 through 20.1'

Figures WB73-83
15.1' 20.1'State Bridge Inspection Manual M 36-64.06

For Minimum Lateral Underclearance Right, Code 20.1H

Page 2.06-D-38 Washington
December 2015
For Minimum Lateral Underclearance Left, Code 15.1
Appendix 2.06-D Local Agency Bridge Inventory Coding Guide

nav_control_code Navigation Control Code (Fatal)

WB73-86
FHWA Item 038 This field indicates whether or not a navigation control (a bridge permit
fornavigation 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 field contains the minimum vertical clearance allowable for navigational
purposes. If the Navigation Control code has been coded 1, this field will show
the number of feet (to the nearest foot rounded down) of minimum vertical
clearance imposed at the site. This is not a field measurement but is the number
of feet as measured above a datum point specified 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 field
toindicate there is no navigational clearance.

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December 2015
Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

nav_horiz_clrnc Navigation Horizontal Clearance (Required)

WB73-90
FHWA Item 040 This field contains the minimum horizontal clearance allowable for navigational
purposes. If the Navigation Control code has been coded 1, this field 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
Bridge Inventory Coding Guide
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 field
toindicate there is no navigational clearance.

/
054

/
042
/
054

/
096
Figure WB73-97

Page 2.06-D-40 Washington State Bridge Inspection Manual M 36-64.06

December 2015
Appendix 2.06-D Local Agency 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 traffic to cross).
If the Navigation Control code has been coded 1 and the bridge is a vertical lift
bridge, this field 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 specified on a navigation permit.
If the Navigation Control code has been coded 1, but the bridge is not a vertical
lift bridge, leave the field 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 flush with the adjacent traffic
lane and are structurally consistent with these traffic lanes.
This measurement should disregard localized widening. Grass or dirt adjacent to
the traffic 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
theroadways approaching the bridge should not be included in this
measurement. Where there is a variation between the approach widths at
eitherend of the bridge, code the narrowest of the approach widths in this
field.SeeFigureWB7397.

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December 2015
 Bridge Inventory Coding Guide

Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

nominal_skew_angle Skew Angle (Fatal)

WB73 - 100
nominal_skew_angle Skew Angle (Fatal)
FHWA Item 034 The skew angle is a measurement of the angle of intersection between
WB73-100 the centerline of a pier and a line drawn perpendicular to the roadway
FHWA Item 034 The skewcenterline.
angle is aThis
measurement of the
angle is coded angle
to the of intersection
nearest between
whole degree. See the
centerlineFigure
of a pier and a
WB73 - 100.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 0/ 0/ in this field. If the skew angle
If the bridge is not
varies fromskewed, enterenter
pier to pier, 00 inthethis field. skew
average If theangle,
skew provided
angle varies
it is from
a pier
to pier, enter the average
representative skewIfangle,
figure. provided
it is not, code 99itinisthis
a representative figure.
field to indicate that aIfit is
not, code major
99 in variation
this field exists in the that
to indicate skewaangles
majormeasured
variationfrom theinseparate
exists the skew angles
measuredpiers
fromsupporting the bridge.
the separate piers supporting the bridge.

Skew
Angle

Figure WB73-100
Figure WB73 - 100
flared_flag Flared Flag (Fatal)
WB73-102
flared_flag
This codeFlared
FHWA Item 035
indicatesFlagwhether
(Fatal) or not the width of the bridge varies (or flares).
WB73 - 102
Although there may be other causes, generally such variance is the result
FHWA Item 035
of ramps This code indicates
converging whetherfrom
or diverging or not
thethe width of the
structures bridgelanes.
through varies Minor
(or
wideningflares). Although
at the four there
corners ofmay be other(i.e.,
the bridge causes,
for generally
aesthetic such variance
reasons) is not to
is the result of ramps converging or diverging from the structures
beconsidered a flare.
through lanes. Minor widening at the four corners of the bridge
N No, bridge
(i.e., does not
for aesthetic flare.is not to be considered a flare.
reasons)
Y Yes, bridge flares.
N No, bridge does not flare.
Y Yes, bridge flares.

Washington State Bridge Inspection Manual Page 2-53

January 2002

Page 2.06-D-42 Washington State Bridge Inspection Manual M 36-64.06

December 2015
Appendix 2.06-D Local Agency Bridge Inventory Coding Guide

WB74
on_under_code Inventory Route On/Under (Fatal)
WB74-32
FHWA Item 005A This field identifies 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 is on or under
thebridge.
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 specific 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 Identifier 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 flag known as the Main listing and Secondary listing flag.
Allstructure records are related to the Main listing. The first 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 field 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 fits into this category, contact the Bridge Engineer
forLocal Agencies for the proper procedures.
For entering the code in this field for the Main listing, use one of the followingcodes:
Code Description
0 Highways not carried On or Under structure.
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
isdetermined by STRAHNET designation and the highway class.

Washington State Bridge Inspection Manual M 36-64.06 Page 2.06-D-43

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Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

If the code entered here is 0, 2 or A-Z, only the following fields need to
beentered:
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 Functional 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
Tunnels shall be coded as an under record only; that is, they shall not be coded
as a bridge carrying highway traffic.

Page 2.06-D-44 Washington State Bridge Inspection Manual M 36-64.06

December 2015
Appendix 2.06-D Local Agency Bridge Inventory Coding Guide

hwy_class Inventory Route Highway Class (Fatal)

WB74-33
FHWA Item 005B This code identifies what type of highway the inventoried route is on using
thefollowing:
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 identified.)
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
inventoriedroute:
1 Mainline (most local agency bridges)
2 Alternate
3 Bypass
4 Spur
6 Business
7 Ramp or Y
8 Service and/or unclassified 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 field. 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 field; 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.

Washington State Bridge Inspection Manual M 36-64.06 Page 2.06-D-45

December 2015
Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

traffic_flow 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 five-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
firstencountered.
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.
Examples Code
milepost is 130.34 13034
milepost is 9.60 960
adt ADT on the Inventory Route (Required)
WB74-45
FHWA Item 029 This is the Average Daily Traffic (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 fill all spaces in the field.
adt_truck_pct Truck ADT Percentage (Required)
WB74-51
FHWA Item 109 This is the percentage of the ADT volume that is truck traffic. 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 field 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 field.

Page 2.06-D-46 Washington State Bridge Inspection Manual M 36-64.06

December 2015
Appendix 2.06-D Local Agency 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
inthe future. This field may be updated whenever a new projection is made.
Thefield must be updated any time the projected date of this forecast is less
than17years, but not more than 22 years from the current year.
This volume is intended to provide a basis for forecasting future
constructionneeds.
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.
Ifthe date in this field 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 field.
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 field
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 justified, and zero filled. 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
twodigit field should be left blank.
This is the second segment of the LRS inventory route number. It is a number
that uniquely identifies portions of an inventory route sections where duplicate
mileposts occur or where a route passes through another agencies jurisdiction.
Ifthere is no sub route number, code 00 in this segment.

Washington State Bridge Inspection Manual M 36-64.06 Page 2.06-D-47

December 2015
Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

fed_aid_route Federal Aid Route Number (Required)

WB74-79
WSBIS Item 7479 If the route being inventoried is a federal aid highway, enter its federal aid route
number in this field.
Federal Aid Route Numbers are shown on the Statewide National Functional
Classification 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 field should be filled 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
identified in WB74-35, indicate whether the inventory route is on the NHS or not
on that system. This code shall reflect 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 arelocated at
local agency planning departments or at WSDOT Planning.
If more than one federal aid highway is carried on or under the bridge, indicate
only the classification 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 identified 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 field should be coded 1.
0 Inventory route is not on the Base Highway Network.
1 Inventory route is on the Base Highway Network.

Page 2.06-D-48 Washington State Bridge Inspection Manual M 36-64.06

December 2015
Appendix 2.06-D Local Agency 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 identification of STRAHNET routes, see the State of Washington National
Highway System map. State of Washington Highway System maps are located
atlocal agency planning departments or at WSDOT Service Center Planning.
For the inventory route identified 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 identifies 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 definition of IRR (Indian Reservation Roads), see Title 23 USC Chapter 1,
Part 973

Washington State Bridge Inspection Manual M 36-64.06 Page 2.06-D-49

December 2015
Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

fed_functional_class Federal Functional Class (Required)

WB74-87
FHWA Item 026 This code describes the Federal Functional classification of the inventory
routeasclassified according to Statewide National Functional Classification
System maps. Statewide National Functional Classification System maps
arelocated at local agency planning departments or online at
www.wsdot.wa.gov/mapsdata/travel/hpms/functionalclass.htm.
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, 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
Routesystem.
Rural Codes Urban Codes
01 Principal Arterial-Interstate 11 Principal Arterial-Interstate
02 Principal Arterial-Other 12 Principal Arterial-Other Freeway
06 Minor Arterial or Expressway
07 Major Collector (Federal Aid 14 Other Principal Arterial
Secondary) 16 Minor Arterial
08 Minor Collector 17 Collector
09 Local 19 Local
nat_truck_ntwrk_ National Truck Network (Required)
WB74-89
FHWA Item 110 A one letter code is entered in this field 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
June1, 1991 (as identified 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 configurations 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.

Page 2.06-D-50 Washington State Bridge Inspection Manual M 36-64.06

December 2015
Appendix 2.06-D Local Agency Bridge Inventory Coding Guide

Figure WB74 - 67 through 89

Figure WB74-67 through 89

Washington State Bridge Inspection Manual M 36-64.06 Page 2.06-D-51

December 2015
Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

lane_direction_ Lane Use Direction (Required)

WB74-90
FHWA Item 102 Code the direction of traffic on the inventory route identified in WB74-35 as
aone-digit number using one of the codes below. This item must be compatible
with other traffic-related items such as WB73-52, WB73-56, WB74-45,
andWB74-91.
0 No highway traffic carried.
1 One-way traffic carried.
2 Two-way traffic carried.
3 Two-way and reversible traffic carried.
4 Reversible traffic only carried.
5 Two-way traffic 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 shall be
codedin 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 traffic 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 traffic 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
theslope.)

Page 2.06-D-52 Washington State Bridge Inspection Manual M 36-64.06

December 2015
 Bridge Inventory Coding Guide

Appendix 2.06-D Local Agency Bridge Inventory Coding Guide

UNDIVIDED HIGWAY

Inventory Route B

Horizontal Clearance
A
Route Direction = A+B

DIVIDED HIGHWAY

Curb
KMA

B A

Reverse Direction Route Direction

(Decreasing Mileposts) (Increasing Mileposts)
Looking ahead on mile posting
Horizontal Clearance Horizontal Clearance
Reverse Direction = B Route Direction = A
Figure WB74-91 through WB74-95

Figure WB74 - 91 through 95

Page 2-64 Washington State Bridge Inspection Manual

January 2002

Washington State Bridge Inspection Manual M 36-64.06 Page 2.06-D-53

December 2015
 Bridge Inventory Coding Guide

Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

horiz_clrnc_rvrs Horizontal Clearance, Reverse Direction (Required)
WB74 - 95
horiz_clrnc_rvrs
FHWA Item 047 Horizontal
ThisClearance, Reverse
is the minimum Direction
horizontal (Required)
clearance for that side of the divided
WB74-95 roadway which carries traffic in the direction of decreasing mileposts,
FHWA Item 047 This is the
or,minimum horizontal
in the absence clearance
of mileposts, forsouth
to the thator
side
westof(see
the Figure
divided roadway
which carries
WB74traffic
- 91).in theisdirection
This called theofreverse
decreasing mileposts,
direction. or, in the absence
The measurement
ofmileposts,
shouldto be
thecoded
southinorfeet
west
and(see Figure WB74-91). This is called the
inches.
reverse direction. The measurement shall
If the inventory route is not a divided behighway,
coded inleave
feet and inches.
this field blank.

vert_clrnc_route_max If the inventory
Maximum route is not aClearance
Vertical divided highway, leave this field blank.
Route Direction
WB74 - 99
vert_clrnc_route_max Maximum Vertical Clearance Route Direction
FHWA Item
WB74-99 010 A value must be entered in this field to indicate if any height
FHWA Item 010 A value must restrictions (imposed
be entered by field
in this this bridge) applyIftoany
to indicate loads carried
height on the
restrictions
inventory route. This measurement is coded in feet and inches. If the
(imposed by a structural member such as sway bracing on trusses, a bridge
inventory route is carried on or under the bridge, code the vertical
passing over this route, the mouth of a tunnel) apply to loads carried on the
clearance for the 10-foot width of the traveled part of the roadway
inventory route.
which This
will allowmeasurement
passage of the is coded
highestin feet and
vehicle inches.
without If thethe
striking inventory
route is carried on or under the bridge, code the vertical clearance
bridge. The maximum vertical height allowed in any 10 foot roadway for the
10-foot width
width of the least
is the traveled partclearance
vertical of the roadway
in the 10which will of
foot width allow passage of
the roadway
the highest vehicle without striking the bridge. The maximum vertical
with the maximum vertical clearance. If there is no vertical restriction height
allowed in any 10
caused by foot roadway
the bridge, width
leave is theblank
the field least(see
vertical
Figureclearance
WB74 - 99).in the 10 foot
width of the roadway with the maximum vertical clearance. If there is no vertical
restriction leave the field blank (see Figure WB74-99).

Figure
Figure WB74WB74-99
- 99

Washington State Bridge Inspection Manual Page 2-65

January 2002

Page 2.06-D-54 Washington State Bridge Inspection Manual M 36-64.06

December 2015
Appendix 2.06-D Bridge Inventory Coding Guide Local Agency Bridge Inventory Coding Guide

detour_length Detour Length (Fatal)

detour_length Detour Length (Fatal)
WB74 - 103
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
FHWA Item 019 The detour length is the distance a vehicle,
the opposite end of thewhen
bridge. starting at one
The total detour endis of
length theto the
coded
bridge, must travel along the shortest
nearest alternate
mile. To routedetour,
be an acceptable to reach the opposite
an alternate route must be a
endof the bridge. The totalpublic
detour
roadlength
and mustisbecoded to the anearest
able to provide mile.
similar level Tobe
of load-carrying
capacity as the inventory route (see Figure WB74 - 103).
an acceptable detour, an alternate route must be a public road and must be
If the bridge is at an interchange and a ground-level bypass or the other
able to provide a similar level of load-carrying capacity as the inventory
side of a parallel bridge can be used as the detour route, code 0/ 0/ in
route(seeFigureWB74103).this field.

If the bridge
If the bridge is at an interchange andisanot at an interchange
ground-level and a ground
bypass or thelevel bypass
other or
side
parallel bridge can be used as a detour route, code 01.
/
ofaparallel bridge can be used as the detour route, code in this field.
If the bridge is on a dead-end road where there is no alternate route, or
If the bridge is not at an interchange
if the distanceand a ground
that must level
be traveled bypass
is greater or98parallel
than miles, code 99 in
the field.
bridgecan 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 field.

Figure WB74-103
Figure WB74 - 103

Page 2-66 Washington State Bridge Inspection Manual

January 2002

Washington State Bridge Inspection Manual M 36-64.06 Page 2.06-D-55

December 2015
Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

Page 2.06-D-56 Washington State Bridge Inspection Manual M 36-64.06

December 2015
Appendix
Appendix 2.06-D
2.06-D
2.06-D Local
Local Agency
Agency Bridge
Bridge Inventory
Inventory Coding
Coding Guide
Guide

WB75
WB75
fed_main_material_
fed_main_material_ Main
fed_main_material_ Main Span
Main Span Material (Required)
Material (Required)
Span Material (Required)
:%
WB75-32
:%
)+:$,WHP$
FHWA Item 043A 7KLVFRGHGHVFULEHVWKHNLQGRIPDWHULDODQGRUGHVLJQXVHGLQWKHEULGJHV
)+:$,WHP$ This code describes the kind of material and /or design used in the bridges
7KLVFRGHGHVFULEHVWKHNLQGRIPDWHULDODQGRUGHVLJQXVHGLQWKHEULGJHV
main span.
mainspan.
main span.
When
When coding
When coding this
coding this field,
this field, indicate
field, indicate
indicate the the composition
the composition
composition of of the
of the superstructures
the superstructures main
superstructures main
main
load
load carrying
load carrying member.
carrying member.
member. ThatThat is,
That is, ifif the
is, if the bridge
the bridge has
has aaa concrete
bridge has concrete deck
concrete deck carried
deck carried on
carried on timber
on timber
timber
stringers, code 7 (for timber). Or, if the bridge has a concrete deck carried on steel
stringers,
stringers, code
code 7
7 (for
(for timber).
timber). Or,
Or, if
if the
the bridge
bridge has
has a
a concrete
concrete deck
deck carried
carried on
on steel
steel
beams,
beams, code
code 333 (for
beams, code (for steel).
(for steel).
steel).
1 11 Concrete
Concrete
22
2 Concrete
Concrete continuous
continuous
3
 
 6WHHO
Steel
6WHHO
 
4
 6WHHOFRQWLQXRXV
Steel continuous
6WHHOFRQWLQXRXV
 
5
 3UHVWUHVVHGFRQFUHWH
Prestressed concrete
3UHVWUHVVHGFRQFUHWH
66
6 Prestressed
Prestressed concrete
concrete continuous
continuous
7 77 Timber
Timber
8
 
 0DVRQU\
Masonry
0DVRQU\
 
9
 $OXPLQXPZURXJKWLURQFDVWLURQ
Aluminum, wrought iron, cast iron
$OXPLQXPZURXJKWLURQFDVWLURQ
0 00 Other
Other
Both
Both pre-tensioned
Both pre-tensioned concrete
pre-tensioned concrete and
concrete and post-tensioned
and post-tensioned concrete
post-tensioned concrete are
concrete are considered
are considered
considered
prestressed
prestressed concrete.
prestressed concrete.
concrete.
fed_main_design_
fed_main_design_ Main
fed_main_design_ Main Span
Main Span Design (Required)
Design (Required)
Span Design (Required)
:%
WB75-33
:%
)+:$,WHP%
FHWA Item 043B 7KLVFRGHGHVFULEHVWKHSUHGRPLQDQWW\SHRIGHVLJQDQGRUW\SHRIFRQVWUXFWLRQ
)+:$,WHP% This code describes the predominant type of design and/or type of construction
7KLVFRGHGHVFULEHVWKHSUHGRPLQDQWW\SHRIGHVLJQDQGRUW\SHRIFRQVWUXFWLRQ
used
used in
in the
the bridges
bridges main
main span.
span. This
This is
is aa Fatal
Fatal Field
Field for
for WSDOT
WSDOT only.
only.
01
01
01 Slab
Slab
Slab
02
02
02 Stringer/multi-beam
Stringer/multi-beam
Stringer/multi-beam or or girder
or girder
girder Add
Add Box
Box Girder
Girder diagrams
diagrams
03
03
03 Girder
Girder and
Girder and floorbeam
and floorbeam system
floorbeam system
system
04
04
04 Tee
Tee beam
Tee beam
beam
05
05
05 Box
Box beam/box
Box beam/box girder-multiple
beam/box girder-multiple
girder-multiple
06
06
06 Box
Box beam/box
Box beam/box girder-single
beam/box girder-single or
girder-single or spread
or spread
spread
07
07
07 Rigid
Rigid frame
Rigid frame
frame
08
08
08 Orthotropic
Orthotropic
Orthotropic
09
09
09 Truss-deck
Truss-deck
Truss-deck
10
10
10 Truss
Truss
Truss through
through (Includes
through (Includes Pony
(Includes Pony Truss)
Pony Truss)
Truss)
11
11
11 Arch-deck
Arch-deck
Arch-deck
12
12
12 Arch
Arch
Arch through
through (With
through (With or
(With or without
or without overhead
without overhead lateral
overhead lateral bracing)
lateral bracing)
bracing)
13
13
13 Suspension
Suspension
Suspension
14
14
14 Stayed
Stayed girder
Stayed girder
girder
15
15
15 Movable-lift
Movable-lift
Movable-lift
16
16
16 Movable-bascule
Movable-bascule
Movable-bascule
17
17
17 Movable-swing
Movable-swing
Movable-swing
18
18
18 Tunnel
Tunnel
Tunnel
19
19
19 Culvert
Culvert
Culvert
21
21
21 Segmental
Segmental
Segmental box box girder
box girder
girder
22
22
22 Channel
Channel
Channel beambeam (bathtub
beam (bathtub unit)
(bathtub unit)
unit)
00
00
00 Other
Other
Other
Washington
Washington State
State Bridge
Bridge Inspection
Inspection Manual
Manual M
M 36-64.04
36-64.04
36-64.06 Page
Page 2.06-D-53
2.06-D-53
2.06-D-57
November 2014
November 2015
December 2014
WB75
WB75
Local Agency Bridge Inventory Coding Guide Appendix 2.06-D
fed_main_material_
fed_main_material_ Main Main Span Material (Required)
Span Material (Required)
:%
:%
)+:$,WHP$
)+:$,WHP$ 7KLVFRGHGHVFULEHVWKHNLQGRIPDWHULDODQGRUGHVLJQXVHGLQWKHEULGJHV
fed_aprch_material_ 7KLVFRGHGHVFULEHVWKHNLQGRIPDWHULDODQGRUGHVLJQXVHGLQWKHEULGJHV
Approach Span Material (Required)
WB75-35 main
main span.
span.
FHWA Item 044A When
This
When code identifies
coding
coding this the indicate
this field,
field, kind of material
indicate the used in the
the composition
composition of bridges
of the approach spans.
the superstructures
superstructures main
main
1 load carrying
load carrying member.
member. That is, if the bridge has a concrete deck carried on timber
Concrete That is, if the bridge has a concrete deck carried on timber
stringers,
stringers,
2 code
code 7
7 (for
(for timber).
timber).
Concrete continuous Or,
Or, if
if the
the bridge
bridge has
has a
a concrete
concrete deck
deck carried
carried on
on steel
steel
beams,
beams, code
3 Steel33 (for
code (for steel).
steel).
14
1 Steel continuous
Concrete
Concrete
25
2 Prestressed
Concrete concrete
Concrete continuous
continuous
 
6
 Prestressed
6WHHO
6WHHO concrete continuous
7
 
 Timber
6WHHOFRQWLQXRXV
6WHHOFRQWLQXRXV
8
 
 Masonry
3UHVWUHVVHGFRQFUHWH
3UHVWUHVVHGFRQFUHWH
69
6 Aluminum,
Prestressed wrought continuous
Prestressed concrete
concrete iron, cast iron
continuous
70
7 Other
Timberor Not Applicable
Timber
When
  0DVRQU\
 coding
0DVRQU\
this field, indicate the composition of the superstructures main
load
  $OXPLQXPZURXJKWLURQFDVWLURQ
 carrying
$OXPLQXPZURXJKWLURQFDVWLURQ
member. That is, If the bridge has a concrete deck carried on timber
00
stringers, Other
Other
code 7 (for timber). Or, if the bridge has a concrete deck carried on steel
beams,
Both code 3 (for steel).
Both pre-tensioned
pre-tensioned concrete
concrete and
and post-tensioned
post-tensioned concrete
concrete are
are considered
considered
prestressed
prestressed concrete.
concrete.
fed_aprch_design_ Approach Span Design (Required)
WB75-36
fed_main_design_
fed_main_design_ Main
Main Span Design (Required)
Span Design (Required)
FHWA Item 044B This code identifies the predominant type of design and/or type of construction
:%
:%
)+:$,WHP% used in the bridges approach spans. BMS element descriptions may differ from
)+:$,WHP% 7KLVFRGHGHVFULEHVWKHSUHGRPLQDQWW\SHRIGHVLJQDQGRUW\SHRIFRQVWUXFWLRQ
7KLVFRGHGHVFULEHVWKHSUHGRPLQDQWW\SHRIGHVLJQDQGRUW\SHRIFRQVWUXFWLRQ
the
usedfollowing
used in
in the approach
the bridges
bridges span
main
main design
span.
span. Thistypes.
This is
is aa Fatal
Fatal Field
Field for
for WSDOT
WSDOT only.
only.
01 01
01 Slab
Slab
Slab
02
02
02 Stringer/multi-beam
Stringer/multi-beam
Stringer/multi-beam or or girder
or girder
girder Add
Add Box
Box Girder
Girder diagrams
diagrams
03
03
03 Girder
Girder and
Girder and floorbeam
and floorbeam system
floorbeam system
system
04
04
04 Tee
Tee beam
Tee beam
beam
05
05
05 Box
Box beam/box
Box beam/box girder-multiple
beam/box girder-multiple
girder-multiple
06
06
06 Box
Box beam/box
Box beam/box girder-single
beam/box girder-single
girder-single oror spread
or spread
spread
07
07
07 Rigid
Rigid frame
Rigid frame
frame
08
08
08 Orthotropic
Orthotropic
Orthotropic
09
09
09 Truss-deck
Truss-deck
Truss-deck
10
10
10 Truss-through
Truss
Truss through
through (Includes
(Includes Pony
Pony Truss)
Truss)
11
11
11 Arch-deck
Arch-deck
Arch-deck
12
12
12 Arch-through
Arch
Arch through
through (With
(With oror without
without overhead
overhead lateral
lateral bracing)
bracing)
13
13
13 Suspension
Suspension
Suspension
14
14
14 Stayed
Stayed girder
Stayed girder
girder
15
15
15 Movable-lift
Movable-lift
Movable-lift
16
16
16 Movable-bascule
Movable-bascule
Movable-bascule
17
17
17 Movable-swing
Movable-swing
Movable-swing
18
18
18 Tunnel
Tunnel
Tunnel
19
19
19 Culvert
Culvert
Culvert
21
20
21 Segmental
Mixed types
Segmental box
box girder
girder
22
21
22 Segmental
Channel
Channel beam box (bathtub
beam girder
(bathtub unit)
unit)
00
22
00 Channel
Other beam (bathtub unit)
Other
Washington
Washington State Inspection
State Bridge
Bridge 00 Other
Inspection or Not
Manual
Manual M Applicable
M 36-64.04
36-64.04 Page
Page 2.06-D-53
2.06-D-53
November
November 2014
2014

Page 2.06-D-58 Washington State Bridge Inspection Manual M 36-64.06

December 2015
Appendix 2.06-D Local Agency Bridge Inventory Coding Guide

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 field and enter zero in
WB75-41. If the bridge contains a main section and approach sections, code
thenumber of spans in the main section only in this field, and code the number
ofspans 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 zero.
serv_on_code Service On (Fatal)
WB75-44
FHWA Item 042A This field 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 field describes the type of service under the bridge.
1 Highway, with or without pedestrian traffic
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

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December 2015
Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

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
ofmaterial is the most predominant.
If the bridge is a culvert and the roadway is carried on fill, 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-filled 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 (also monolithic decks)
2 Integral concrete (non-modified concrete layer added)
3 Latex modified or other modified 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 (traffic does not ride on wearing surface)
N Not applicable (bridge has no deck)
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 (roofing tar or liquid asphalt)
2 Preformed fabric
3 Epoxy
8 Unknown
9 Other
None
N Not applicable (bridge has no deck)

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December 2015
Appendix 2.06-D Local Agency Bridge Inventory Coding Guide

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.
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 or Greater
0 Unknown
A HL-93
B Greater than HL-93
C Other
oper_rtng_meth Operating Rating Method (Required)
WB75-51
FHWA Item 063 Code this field 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.
F Load Factor reported in tons
W Working Stress reported in tons
L Load and Resistance Factor reported in tons
T Load Testing
N No rating analysis was performed
A Administrative
6 Load Factor Rating reported by Rating Factor using HS-20 loading
7 Working Stress Rating reported by Rating Factor using HS-20 loading
8 Load and Resistance Factor reported by Rating Factor using HL-93 loading
Washington State Bridge Inspection Manual M 36-64.06 Page 2.06-D-61
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Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

oper_rtng_tons Operating Rating Tons (Required)

WB75-52
FHWA Item 064 This field 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 zero, and
consistent with the direction of the AASHTO Manual for Bridge Evaluation,
it shall be closed.
If the bridge is a temporary bridge, code zero in this field (since there is no
permanent bridge) even though the temporary bridge is rated for as much
asafull legal load.
If the bridge is shored up or repaired on a temporary basis, it is considered
atemporary bridge and should be coded as If the shoring were not in place.
Code 99 for a bridge under sufficient fill such that according to AASHTO
design the live load is insignificant in the bridge load capacity.
invt_rtng_meth Inventory Rating Method (Required)
WB75-54
FHWA Item 065 Code this field 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.
F Load Factor reported in tons
W Working Stress reported in tons
L Load and Resistance Factor reported in tons
T Load Testing
N No rating analysis was performed
A Administrative
6 Load Factor Rating reported by Rating Factor using HS-20 loading
7 Working Stress Rating reported by Rating Factor using HS-20 loading
8 Load and Resistance Factor reported by Rating Factor using HL-93 loading
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 indefinite period of time. HS loading shall be
used in the rating. The following conditions will apply:
If the bridge is a temporary bridge, code zero in this field (since there is no
permanent bridge) even though the temporary bridge is rated for as much
asafull legal load.
If the bridge is shored up or repaired on a temporary basis, it is considered
atemporary bridge and should be coded as If the shoring were not in place.
Code 99 for a bridge under sufficient fill such that according to AASHTO
design the live load is insignificant in the bridge load capacity.

Page 2.06-D-62 Washington State Bridge Inspection Manual M 36-64.06

December 2015
Appendix 2.06-D Local Agency Bridge Inventory Coding Guide

op_rating_factor Operating Rating Factor

If Item 551 is coded 6, 7, or 8, the operating rating factor is entered here as
a3-digit number without the decimal point.
inv_rating_factor Inventory Rating Factor
If Item 554 is coded 6, 7, or 8, the inventory rating factor is entered here as
a3-digit number without the decimal point.
design_exception_date Design Exception Date (Optional)
WB75-57
WSBIS Item 7557 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 field
blank.
fed_aid_project Federal Aid Project (Optional)
WB75-65
WSBIS Item 7565 This is the most recent federal aid project number under which federal funds
havebeen 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 field blank.
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 field 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 field 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
isresponsible for funding.

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Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

border_structure_id Border Bridge Structure Identifier (Required)

WB75-90
FHWA Item 099 If the bridge does not cross a Washington State border, leave this field blank.
This is the neighboring states 15 character National Bridge Inventory Structure
Number.
The entire 15 character field must be filled 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
reflect the inventory form WB76. For example, WB76-57, Structural Adequacy
Appraisal, is (657) on the BIR.

Page 2.06-D-64 Washington State Bridge Inspection Manual M 36-64.06

December 2015
Appendix 2.06-D Local Agency Bridge Inventory Coding Guide

WB76
alphabetic_span Alphabetic Span Type(s) (Optional)
Use the table below to identify each group of span types that make up the
entire bridge. Separate each span group by a space. List the Main Span first.
The sequence for listing the Approach Spans should be longest to shortest but
is somewhat arbitrary. The Alphabetic Span type for the Main and Approach
spansmust be compatible with Items 532, 533, 535 and 536 respectively.
As an example suppose you have a Steel Through Truss with a 140 Creosote
Treated Timber approach at one end of the truss and a 30 Concrete t-beam at
theother approach.
Items 532 would = 3 and 533 would = 10. Items 535 would = 1 or 7 and 536 would
= 04 or 02 depending on which approach you choose to list.
The Alphabetic Span would be entered as follows:
STrus TTC CTB
Alphabetic Alphabetic
Span Definition Span Definition
Aculv Aluminum Culvert PRCB Precast Reinforced Concrete Beam
BAS Bascule Lift Span SA Steel Arch
CA Concrete Arch STA Steel Tied Arch
CEFA Concrete Earth Filled Arch SRB Steel Rolled Beam
CBox Concrete Box Girder SBG Steel Box Girder
CCulv Concrete Culvert SCulv Steel Culvert
CFP Concrete Floating Pontoon SFP Steel Floating Pontoon
CG Concrete Girder SG Steel Girder (weld or rivet)
CS Concrete Slab SLS Steel Lift Span
CSS Cable Stayed Span SSCG Steel Stayed Concrete Girder
CVS Concrete Voided Slab SSwS Steel Swing Span
CSTP Concrete Slab on Timber Piling Strus Steel Truss
CTB Concrete T-Beam SSusS Steel Suspension Span
CTrus Concrete Truss TCulv Timber Culvert
CTun Concrete Lined Tunnel TS Timber Slab
CESB Concrete Encased Steel Beam TTLB Treated Timber Laminated Beam
LIDTun Cut and Cover (LID) Tunnel TTTrus Treated Timber Truss
MCulv Masonry Culvert TTS Treated Timber (Salts) Bridge
PCG Prestressed Concrete Girder TTC Treated Timber (Creosote) Bridge
PCS Prestressed Concrete Slab TLTun Timber Lined Tunnel
PCBTG Prestressed Concrete Bulb-T Girder UTun Unlined Tunnel
PCMWG Prestressed Concrete Multi-Web Girder Plaza Park Plaza Structures
PCTG Prestressed Concrete Trapezoidal Girder UTTrus Untreated Timber Truss
PTCTB Post-Tensioned Concrete T-Beam UT Untreated Timber Bridge
PTCBox Post-Tensioned Concrete Box Girder UTLB Untreated Timber Laminated Beam
PTCSeg Post-Tensioned Segmental Box Girder WSG Weathering Steel Girder

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Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

Type Field Name WSBIS FHWA

Item Inspection Elements
Reqd. Routine Inspection Frequency WB76-32 091
Fatal Date of Last Routine Inspection WB76-34 090
Reqd.. Routine Inspection Hours on Site WB76-42
Reqd. Inspectors Initials WB76-46
Fatal Inspectors Certification 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. Traffic Safety, Bridge Rails WB76-840 36A
Reqd. Traffic Safety, Bridge Rails WB76-850 36B
Reqd. Traffic Safety, Bridge Rails WB76-860 36C
Reqd. Traffic Safety, Bridge Rails WB76-870 36D

Bridge Condition Inspection Fields

Table WB76-32

Page 2.06-D-66 Washington State Bridge Inspection Manual M 36-64.06

December 2015
Appendix 2.06-D Local Agency 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
24months.
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 certification number appears in
WB76-49.
cert_no Inspectors Certification Number (Fatal)
WB76-49 This is the certification 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 fields 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
classification 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 field descriptions that follow.

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Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

structure_adqcy Structural Adequacy Appraisal (Generated)

WB76-57
FHWA Item 067 The value in this field is generated by the WSBIS system and rates the adequacy
of the structures condition, taking into account any major structural deficiencies.
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
0-500 501-5000 >5000 Adequacy
Appraisal
Inventory Rating HS Truck (Tons) Rating Code
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 code of 4 and requiring
3
corrective action.
Inventory rating is less than above and bridge requires
2
replacement, WB78-44 is coded 31 or 32.
Bridge is closed and requires replacement.
Structural Adequacy Appraisal Rating
Table WB76-57

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Appendix 2.06-D Local Agency Bridge Inventory Coding Guide

deck_geometry_aprsl Deck Geometry Appraisal (Generated)

WB76-58
FHWA Item 068 The value in this field 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 traffic lanes, the curb-to-curb width,
the minimum vertical clearance over the bridge deck, the ADT, and the federal
functional classification.
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.
Thelowest code determined from the tables is used.
Curb-to-Curb Bridge Roadway Width (In Feet) Deck
Average Daily Traffic (ADT) (Both Directions) Geometry
Appraisal
0-100 101-400 401-1000 1001-2000 2001-5000 >5000 Rating Code
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 2
coded 31.
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 three or more undivided lanes of two-way traffic, use Table WB76-58C under
the column NUMBER of LANES (Other Roadways).
4. For bridges with one-lane and one-way traffic.

Deck Geometry Appraisal Rating Two-Lane Bridge With Two-Way Traffic or

One-Lane With One-Way Traffic
Table WB76-58A

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December 2015
Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

Curb-to-Curb Bridge Roadway Width (In Feet)

Average Daily Traffic (ADT) (Both Directions) Deck Geometry
0-100 >100 Appraisal Rating Code
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
2
of3and WB78-44 is coded 31.
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 orbelow.

Deck Geometry Appraisal Rating One-Lane Bridge With Two-Way Traffic

Table WB76-58B

Curb-to-Curb Bridge Roadway Width (In Feet)

Two or More Lanes in Each Direction Deck Geometry
Number of Lanes (Interstate) Number of Lanes (Other Roadways) Appraisal
2 Lanes > 2 Lanes 2 Lanes > 2 Lanes Rating Code
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 2
iscoded 31.
Bridge is closed
Notes:
1. N = Number of traffic 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 Two-Way Traffic

Table WB76-58C

Page 2.06-D-70 Washington State Bridge Inspection Manual M 36-64.06

December 2015
Appendix 2.06-D Local Agency Bridge Inventory Coding Guide

Bridge/Ramp Width (In feet) Deck Geometry

Number of Lanes Appraisal
1 Lane > 1 Lane Rating Code
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
2
3 and WB78-44 is coded 31.
Bridge is closed.
Notes:
1. N = Number of traffic lanes.
2. Use the lower rating code for a roadway width between those shown.

Deck Geometry Appraisal Rating for Ramps With One-Way Traffic (Service Level = 7)
Table WB76-58D

Functional Class
Interstate and
Other Freeway Other Major Deck
Principal and Minor Geometry
Designated Undesignated and Minor Collectors Appraisal
Routes* Routes* Arterials and Locals Rating Code
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;
2
replacement is required.
Bridge is closed.
Notes:
*Use the first 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 16 0. 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

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underclrnc_aprsl Underclearance Adequacy Appraisal (Generated)

WB76-59
FHWA Item 069 The code for this field 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 classification of the roadway carried beneath the bridge. Ifthebridge is
not over a highway or a railroad, the field will be set to 9.
See Tables WB76-59A and B for an explanation of how the values are calculated.
Functional Class Under-
Interstate and Other Freeway Other Major Clearance
Principal and Minor Adequacy
Designated Undesignated and Minor Collectors Appraisal
Routes* Routes* Arterials and Locals Railroads Rating Code
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 WB78-44 is coded 31; replacement
2
is required.
Bridge is closed.
Notes:
*Use the first 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 16 0. 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

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Functional Class
One-Way Traffic Two-Way Traffic Under-clearance
Principal Arterials (Interstate, etc.) Other Principal Major and Minor Adequacy
Main Line Ramp and Minor Collectors and Appraisal Rating
Lt. Rt. Lt. Rt. Arterials Locals Railroads Code
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 WB78-44 is coded 31;
2
replacementisrequired.
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 two-way traffic.

Underclearance Adequacy Rating

Table WB76-59B
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
thestate 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.
Ifthis is done, WB72-93 may show that the bridge is posted while the field
mayshow that posting is not required. Such coding information is not in conflict
but is acceptable and correct.
If the bridge is a temporary bridge, the operating level appraisal rating must
reflect 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 the Operating Rating Factors Table on page 2.06-C-21 to determine the
proper code to enter in this field.

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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 field
identifies 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
beconsidered.
The following codes are to be used:
9 Not applicable (non-vehicular traffic 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 flow
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., flooding 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

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Adjectives describing traffic delays mean the following:

Insignificant Minor inconvenience. Highway passable in a matter of hours.
Significant Traffic delays of up to several days.
Severe Long-term delays to traffic with resulting hardship.
Functional Class*
1 2 3
Description Code
Bridge not over a waterway 9 9 9
Bridge deck and roadway approaches above flood (high) 8 8 8
water elevations. Chance of overtopping remote.
Bridge deck above roadway approaches. Slight chance of 7 7 8
over topping roadway approaches.
Slight chance of over topping bridge deck and roadway 6 6 7
approaches.
Bridge deck is higher than approaches. Occasional over 4 5 6
topping of roadway approaches with insignificant delays.
Bridge deck is higher than approaches. Occasional 3 4 5
overtopping of roadway approaches with significant delays.
Occasional overtopping of both bridge deck and roadway 2 3 4
approaches with significant delays.
Frequent overtopping of both bridge deck and roadway 2 2 3
approaches with significant delays.
Occasional or frequent overtopping of both bridge deck and 2 2 2
roadway approaches with severe delays.
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,
theengineer should consider both the severity of deterioration or disrepair and
the extent to which it is widespread throughout the components being rated.
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.

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A completed bridge not yet open to traffic should be coded as If it were open
totraffic.
Use Table WB76-63A to determine the proper code to enter for all primary
load carrying bridge members (i.e., superstructure, substructure). Use Table
WB7664 to determine the proper code to enter for all secondary bridge members
(i.e.,curbs, sidewalks, rails). Where other coding values are appropriate, the field
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 WB76-63 Condition Codes for
Primary Bridge Members (Deck) based on a visual inspection.
Use a code of 9 for culverts and other bridges without a deck (i.e., filled
archbridge).
The condition of the wearing surface/protective system, joints, expansion devices,
curbs, sidewalks, parapets, facias, bridge rail, and scuppers shall not beconsidered
in the overall deck evaluation. However, their condition should benoted on the
inspection form.
Decks integral with the superstructure will be rated as a deck only and may
influence the superstructure rating (for example, rigid frame, slab, deck girder
orT-beam, voided slab, box girder, etc.). The superstructure of an integral
decktype bridge will not influence the deck rating.
9 Not Applicable.
8 Very Good Condition. No problems noted.
7 Good Condition. Some minor problems.
6 Satisfactory Condition. Structural elements show some minor deterioration.
5 Fair Condition. All primary structural elements are sound but may have
deficiencies such as minor section loss, deterioration, cracking, spalling, or scour.
4 Poor Condition. Advanced deficiencies such as section loss, deterioration,
cracking, spalling, orscour.
3 Serious Condition. Loss of section, deterioration, spalling, or scour have
seriously affected primary structural components. Local failures are possible.
Fatigue cracks in steel or shear cracks in concrete maybe present.
2 Critical Condition. Advanced deterioration of primary structural elements.
Fatigue cracks in steel or shear cracks in concrete maybe present or scour
may have removed substructure support. Unless closely monitored, it may be
necessary to close the bridge until corrective action is taken.
1 Imminent Failure Condition. Major deterioration or section loss present in
critical structural components or obvious vertical or horizontal movement
affecting structure stability. Bridge is closed to traffic 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 WB76-63

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drain_cond Drains Condition (Optional)

WB76-64
WSBIS Item 7664 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 minor deterioration.
5 Fair Condition. All primary structural elements are sound but may have
deficiencies such as minor section loss, deterioration, cracking, spalling,
orscour.
4 Poor Condition. Advanced deficiencies such as section loss, deterioration,
cracking, spalling, or scour.
Condition Rating for Secondary Bridge Members (Drains)
Table WB76-64
drain_status_ Drains Status (Optional)
WB76-65
WSBIS Item 7665 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
WSBIS Item 7666 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,
ithas an asphalt overlay or a steel or timber deck), code N.
N None
L Light (scaling up to deep)
M Moderate (scaling up to deep)
H Heavy (scaling or spalls up to 1 deep)
S Severe (over 1 deep)
deck_scaling_pct Deck Scaling Percent (Optional)
WB76-67
WSBIS Item 7667 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.

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deck_rutting_ Deck Rutting (Optional)

WB76-69
WSBIS Item 7669 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
deck_exposed_steel_ Deck Exposed Steel (Optional)
WB76-70
WSBIS Item 7670 This code describes the degree to which the deck area shows exposed
reinforcingsteel.
The amount and type of deterioration present in the top surface of concrete
bridgedecks is to be rated. If the bridge does not have a concrete deck
(forexample, 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.

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Use Table WB76-71 Condition Rating for Primary Bridge Members

(Superstructure).
9 Not Applicable.
8 Very Good Condition. No problems noted.
7 Good Condition. Some minor problems.
6 Satisfactory Condition. Structural elements show some minor deterioration.
5 Fair Condition. All primary structural elements are sound but may have
deficiencies such as minor section loss, deterioration, cracking, spalling,
orscour.
4 Poor Condition. Advanced deficiencies such as section loss, deterioration,
cracking, spalling, or scour.
3 Serious Condition. Loss of section, deterioration, spalling, or scour have
seriously affected primary structural components. Local failures are possible.
Fatigue cracks in steel or shear cracks in concrete may bepresent.
2 Critical Condition. Advanced deterioration of primary structural elements.
Fatigue cracks in steel or shear cracks in concrete maybe present or scour
may have removed substructure support. Unless closely monitored, it may be
necessary to close the bridge until corrective action is taken.
1 Imminent Failure Condition. Major deterioration or section loss present in
critical structural components or obvious vertical or horizontal movement
affecting structure stability. Bridge is closed to traffic 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
curb_cond Curb Condition (Optional)
WB76-72 This is the condition rating of any curbs located on the bridge. Use Table
WB7672 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 minor deterioration.
5 Fair Condition. All primary structural elements are sound but may have
deficiencies such as minor section loss, deterioration, cracking, spalling,
orscour.
4 Poor Condition. Advanced deficiencies such as section loss, deterioration,
cracking, spalling, or scour.
Condition Rating for Secondary Bridge Members (Curbs)
Table WB76-72

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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) 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 minor deterioration.
5 Fair Condition. All primary structural elements are sound but may have
deficiencies such as minor section loss, deterioration, cracking, spalling,
orscour.
4 Poor Condition. Advanced deficiencies such as section loss, deterioration,
cracking or spalling.
Condition Rating for Secondary Bridge Members (Sidewalk)
Table WB76-73
paint_cond Paint Condition (Optional)
WB76-74 This field 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
lightposts, code 9 in this field.
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 five 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 file. The bridge is
alsoacandidate for paint testing.
utilities_qty Number of Utilities (Optional)
WB76-75 This field 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
oneutility.
This field 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 field blank.

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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
forallculverts. 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 Substructure Condition code should be consistent with Scour code WB7680.
A Scour code of 2 or below should result in a corresponding Substructure code
of2 or below.
The substructure condition rating shall be made independent of the deck
andsuperstructure.
Integral-abutment wing walls to the first construction or expansion joint shall
beincluded 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 minor deterioration.
5 Fair Condition. All primary structural elements are sound but may have
deficiencies such as minor section loss, deterioration, cracking, spalling,
orscour.
4 Poor Condition. Advanced deficiencies such as section loss, deterioration,
cracking, spalling, or scour.
3 Serious Condition. Loss of section, deterioration, spalling, or scour have
seriously affected primary structural components. Local failures are possible.
Fatigue cracks in steel or shear cracks in concrete may bepresent.
2 Critical Condition. Advanced deterioration of primary structural elements.
Fatigue cracks in steel or shear cracks in concrete maybe present or scour
may have removed substructure support. Unless closely monitored, it may be
necessary to close the bridge until corrective action is taken.
1 Imminent Failure Condition. Major deterioration or section loss present in
critical structural components or obvious vertical or horizontal movement
affecting structure stability. Bridge is closed to traffic 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

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channel_prot Channel Protection (Required)

WB76-77
FHWA Item 061 This item describes the physical conditions associated with the flow 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.
Theinspector 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 benoted 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.
Code Devices Description
9 Bridge is not over a waterway.
8 Protected, well vegetated banks. No river control devices required or they
are in stable condition.
7 Bank protection needs minor repair. River control devices/slope protection
show minor damage. Banks and/or channel show minor accumulation
ofdrift.
6 Bank beginning to slump. River control devices/slope protection show wide
spread damage. Minor movement of streambed. Debris restricts waterway.
5 Eroded bank protection. River control devices/slope protection have major
damage. Trees and brush restrict waterway.
4 Banks severely undermined. River control devices/slope protection have
severe damage. Large deposits of debris in waterway.
3 Failed bank protection. River control devices are destroyed. Waterway has
changed course so it now threatens the bridge and/or approach roadway.
2 Waterway has changed course to extent that bridge is now near collapse.
1 Bridge closed may be able to be repaired.
0 Bridge closed beyond repair.
Rating for Channel and Channel Protection
Table WB76-77
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 defined in the FHWA Culvert Inspection Manual as a drainage
opening beneath an embankment, usually a pipe, which has been designed to
allow the even flow 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 field.
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.

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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 first 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 WB7678
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 fields a 9.
Type Field Name WSBIS FHWA Item
Bridge Inventory Coding Guide
Reqd. Overall Deck Condition WB76-63 058
Reqd. Superstructure Overall WB76-71 059
Reqd. Substructure Condition WB76-76 060
Bridge Inventory Coding Guide Table WB76-78

Figure WB76-78
Figure WB76 - 78

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Figure WB76 - 78
Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

Code Description
9 Bridge is not a culvert.
8 No noticeable or noteworthy defects.
7 Cracking, light scaling and spalling which does not expose reinforcing steel.
Minor damage from drift. Insignificant scouring near wingwalls orpipes.
6 Minor deterioration, chloride contamination cracking, leaching, or spalling.
Minor scouring near wingwalls or pipes.
5 Moderate to major deterioration, cracking, leaching or spalling. Minor
settlement or misalignment. Moderate scouring or erosion at wingwalls
orpipes.
4 Major deterioration (large spalls, heavy scaling, wide cracks, open construction
joints, etc). Considerable settlement or misalignment. Considerable scouring or
erosion at wingwalls or pipes.
3 Extensive deterioration. Severe movement, differential settlement of segments,
loss of fill. Holes in walls or slab. Wingwalls nearly severed. Severe scouring or
erosion at wingwalls or pipes.
2 Collapsed wingwalls, severe settlement of roadway due to loss of fill. Section
failure of culvert. Complete undermining at wingwalls or pipes.
1 Bridge closed culvert may be able to be repaired.
Bridge closed culvert beyond repair.
Rating for Concrete Culverts
Table WB76-78A

Code Description
9 Bridge is not a culvert
8 No noticeable or noteworthy defects. Bolts are in good condition, in place, and
tight.
7 Smooth, symmetrical curvature with superficial corrosion and no pitting. Bolts
may have superficial corrosion, are in place and tight.
6 Smooth curvature, non-symmetrical shape, and significant corrosion or
moderate pitting. Bolts may have significant corrosion and 10 percent of the
bolts in a panel seam maybe missing or loose.
5 Significant distortion and deflection in one section. Significant corrosion or
deep pitting. Bolts may have significant corrosion and 20 percent of the bolts in
a panel seam maybe missing or loose.
4 Significant distortion and deflection 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.
3 Extreme distortion and deflection 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 orloose.
2 Extreme distortion and deflection in one section. Extensive perforations due to
corrosion. Bolts may have extensive corrosion and 50 percent of thebolts in a
panel seam maybe missing or loose.
1 Bridge closed culvert may be able to be repaired.
Bridge closed culvert beyond repair.
Rating for Metal Culverts
Table WB76-78B

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Code Description
9 Bridge is not a culvert
8 No noticeable or noteworthy defects
7 Insignificant deterioration, decay or scour. No structural loss.
6 Minor deterioration, decay or scour. All primary structural elements aresound.
5 Moderate deterioration, decay or scour. All primary structural elements
aresound but have some section loss.
4 Major deterioration, decay or scour. Advanced section loss or scour that affects
the load capacity of the structure.
3 Extensive deterioration, decay or scour. Advanced section loss or scour that
significantly affects the load capacity of the structure.
2 Severe deterioration, decay or scour. Critical structural members have obvious
vertical or horizontal movement affecting structural stability.
1 Bridge closed culvert may be able to be repaired.
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 (Item 386 = 1).
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 field.
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.
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. Whenever a rating factor of 4 or below is determined for this item,
therating factor for WB76-76, Substructure may need to be revised to reflect
theseverity 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
froma scour evaluation study.

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Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

When a bridge inspector identifies 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 field observations
byan individual (or individuals) with a knowledge of foundation, hydraulic,
andgeotechnical engineering and may require that calculations of anticipated
scour depths be made.
Bridge Inventory Coding Guide
See Figure WB76-80 and Table WB76-80 Rating for Scour.

Figure WB76-80

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Figure WB76 - 80
Appendix 2.06-D Local Agency Bridge Inventory Coding Guide

Code Description
N Bridge is not over a waterway.
U Bridge with unknown foundation that has not been evaluated for scour. Until
risk can be determined, a plan of action should be developed and implemented
to reduce the risk to users from a bridge failure during and immediately after a
flood event (see HEC 23).
T Bridge over tidal waters that has not been evaluated for scour, but
considered low risk. Bridge will be monitored with regular inspection cycle
and with appropriate underwater inspections until an evaluation is performed
(Unknown foundations in tidal waters should be coded U.)
9 Bridge foundations (including piles) well above flood water elevations.
8 Bridge foundations determined to be stable for the assessed or calculated
scour condition. Scour is determined to be above top of footing (Example A)
by assessment (i.e., bridge foundations are on rock formations that have been
determined to resist scour within the service life of the bridge4), by calculation
or by installation of properly designed countermeasures (see HEC 23).
7 Countermeasures have been installed to mitigate an existing problem with
scour and to reduce the risk of bridge failure during a flood event. Instructions
contained in a plan of action have been implemented to reduce the risk to
users from a bridge failure during or immediately after a floodevent.
6 Scour calculation/evaluation has not been made.
5 Bridge foundations determined to be stable for assessed or calculated
scour condition. Scour is determined to be within the limits of footing or piles
(Example B) by assessment (i.e., bridge foundations are on rock formations
that have been determined to resist scour within the service life of the bridge),
by calculations or by installation of properly designed countermeasures
(seeHEC 23).
4 Bridge foundations determined to be stable for assessed or calculated
scour conditions; field review indicates action is required to protect exposed
foundations (see HEC 23).
3 Bridge is scour critical; bridge foundations determined to be unstable for
assessed or calculated scour conditions:
Scour within limits of footing or piles (see Figure WB76-80B).
Scour below spread-footing base or pile tips (see Figure WB76-80C).
2 Bridge is scour critical; field review indicates that extensive scour has occurred
at bridge foundations, which are determined to be unstable by:
A comparison of calculated scour and observed scour during the bridge
inspection, or
An engineering evaluation of the observed scour condition reported by the
bridge inspector in WB76-76.
1 Bridge is scour critical; field review indicates that failure of piers/abutments is
imminent. Bridge is closed to traffic. Failure is imminent based on:
A comparison of calculated and observed scour during the bridge
inspection, or
An engineering evaluation of the observed scour condition reported by the
bridge inspector in WB76-76.
Bridge is scour critical. Bridge has failed and is closed to traffic.
Rating for Scour
Table WB76-80

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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
roughcondition.
retaining_wall_cond Retaining Walls Condition (Optional)
WB76-82 This field 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
forRetainingWalls.
9 Not Applicable.
8 Very Good Condition. No problems noted.
7 Good Condition. Some minor problems.
6 Satisfactory Condition. Structural elements show some minor deterioration.
5 Fair Condition. All primary structural elements are sound but may have
deficiencies such as minor section loss, deterioration, cracking, spalling,
orscour.
4 Poor Condition. Advanced deficiencies such as section loss, deterioration,
cracking, spalling, or scour.
3 Serious Condition. Loss of section, deterioration, spalling, or scour have
seriously affected primary structural components. Local failures are possible.
Fatigue cracks in steel or shear cracks in concrete may bepresent.
2 Critical Condition. Advanced deterioration of primary structural elements.
Fatigue cracks in steel or shear cracks in concrete maybe present or scour
may have removed substructure support. Unless closely monitored, it may be
necessary to close the bridge until corrective action is taken.
1 Imminent Failure Condition. Major deterioration or section loss present in
critical structural components or obvious vertical or horizontal movement
affecting structure stability. Bridge is closed to traffic 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

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Appendix 2.06-D Local Agency 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 field 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 minor deterioration.
5 Fair Condition. All primary structural elements are sound but may have
deficiencies such as minor section loss, deterioration, cracking, spalling,
orscour.
4 Poor Condition. Advanced deficiencies such as section loss, deterioration,
cracking, spalling, or scour.
Condition Rating for Secondary Bridge Members (Pier Protection)
Table WB76-83

bridge_rail_adqcy Traffic 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 Specifications 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.

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rail_trans_adqcy Traffic Safety, Transitions (Required)

WB76-85
FHWA Item 036B This rating indicates whether or not the transition between the bridge rail and
theapproach guardrail meets current design standards. See Figure WB76-87.
Tomeet design standards, the transition must provide for the following:
A gradual stiffening of the approach guardrail in a manner that will not
causesagging or pocketing due to vehicle impact.
A firm 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 Traffic 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
AASHTORoadside 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 Traffic 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 flared, 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.

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Approach guardrail required

where shown (Typ.)

2 way roadway
4 lanes or less

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
required if the bridge is in an urban
area with sidewalks continuing well
beyond the bridge ends.

Divided highways

Guardrail
terminal
Bridge Transition Approach guardrail
rail

Bridge Curb face extension line

end

Note: See Standard Plans Section C

for current standards.

APPROACH RAIL REQUIREMENTS

Approach Rail Requirements
Figures WB76-84 through WB76-87

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.

Approach Rail Requirements

Figures WB76 - 84 through WB76 - 87

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repair_status_ Repair Status (Optional)

WB76-89 The inspector should code this field Y If there are recommended repairs.
Y Recommended repair add to Bridge Repair List items.
N No Recommended Repairs.
inspn_photo_ Photographs (Optional)
WB76-91 This code identifies 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 field blank If photographs are not required. Use an asterisk to remove
a code.
inspn_season_ Season (Optional)
WB76-92 This field specifies 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 fish 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 field identifies 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 field blank If clearances are not required. Use an asterisk to remove
acode.
monitor_structure_ Monitor Structure (Optional)
WB76-95 This field prompts the inspector to review comments from the previous
inspection to identify what to monitor during an inspection.
Y Yes
N No
inspn_rpt_hours Inspection Report Hours (Optional)
WB76-42
WSBIS Item 7696 This is the total number of hours (to the tenth of an hour) that the inspection team
spent on writing the inspection report for the most recent inspection.

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WB77
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 field 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 Identification No (Fatal)
WB77-50 The certification 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.
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.

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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.
Codethis field 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 Identification No (Fatal)
WB77-76 The certification 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 field identifies 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.
special_inspn_freq Special Inspection Frequency (Required)
WB77-85
FHWA Item 92C A two-digit code representing the number of months between consecutive
specialinspections.
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
field 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.

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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 Certification No. (Fatal)
WB77-102 The certification 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.

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WB78
water_type Water Type (Required)
WB78-32
WSBIS Item 7832 This field 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.
flood_plain_intrusion_ Flood Plain Intrusion (Required)
WB78-33
WSBIS Item 7833 This code indicates whether or not the structures approach roadway or abutment
intrude into the flood plain of the waterway (i.e., whether or not previous or
possible flooding could cause or has caused water to rise so it touches the
structures approach roadway embankment or abutment).
A No intrusion into the flood 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.
flood_control_ Flood Control (Required)
WB78-34
WSBIS Item 7834 This field indicates If there is any existing type of flood control on the waterway
the bridge crosses. To be considered, this flood 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, fill, or
othermeans.
B Both upstream and downstream.
U Upstream.
D Downstream.
N No flood control.
Leave blank if not over water.
scour_history_ Scour History (Required)
WB78-35
WSBIS Item 7835 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
WSBIS Item 7836 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
thatis 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
WSBIS Item 7837 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
aresupported 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
WSBIS Item 7838 This code indicates any conditions in the waterway which affect the flow 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 flow of water beneath the bridge.
Leave blank if not over water.

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streambed_stability_ Streambed Stability (Required)

WB78-39
WSBIS Item 7839 This code describes any existing stream conditions which may influence scour
atthe bridge site.
A Sharp bends.
B Significant lateral shifts.
C Steep slopes.
D High water velocity.
E Degradation.
F Aggredation.
G No conditions influencing scour exist.
H Streambed conditions are unknown.
Leave blank if not over water.
streambed_anabranch_ Streambed Anabranch (Required)
WB78-40
WSBIS Item 7840 This field indicates whether or not confluences or shifting anabranches are
present in the waterway. A confluence is a flowing 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 confluences are present.
C Confluences are present.
N Neither anabranches nor confluences are present.
U Waterway configuration is unknown.
Leave blank if not over water.
piers_in_waterway Piers in Water (Required)
WB78-41
WSBIS Item 7841 This field 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 field identifies 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
areno proposed improvements to the bridge, the code means not applicable.
prpsed_serv_under_code Proposed Improvement Service Under (Required)
WB78-43
This field identifies the type of service under the proposed bridge.
1 Highway, with or without pedestrian traffic.
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
areno proposed improvements to the bridge, the code 0 means not applicable.

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prpsed_work_type Proposed Improvement Work Type (Required)

WB78-44
FHWA Item 075A This field identifies 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 field must be coded for bridges
eligible for the Highway Bridge Replacement and Rehabilitation Program. To be
eligible, a bridge must carry highway traffic, be deficient and have a sufficiency
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.
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
notapplicable.
prpsed_work_meth Proposed Improvement Work Method (Required)
WB78-46
FHWA Item 075B This field indicates who will perform the work (as indicated in WB78-44)
ontheproposed 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 field contains the length of the proposed improvement. The measurement
is to the nearest foot. This should be a measurement of the proposed length
of thebridge 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.
SeeFigure 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.
Forpipes, code the total length of the pipe before ends have been mitered.
Thisisnotthe length as is referenced in WB74-40. See Figure WB78-47B.

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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
orchannel.
This field must be coded for bridges eligible for the Highway Bridge
Bridge Inventory Coding Guide
Replacement and Rehabilitation Program.

0/ 0/ 021
/ 0/

0/ 0/ 0/ 064
/
Figure WB78-47A
Figure WB78 - 47A

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Appendix 2.06-D Local Agency Bridge Inventory Coding Guide
Bridge Inventory Coding Guide

0/ 0/ 0127
/

0/ 0/ 0/ 058
/

Figure WB78-47B
Figure WB78 - 47B

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prpsed_roadway_width Proposed Improvement Roadway Width (Required)

WB78-53 This field 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 field contains the number of through lanes the proposed bridge will carry.
prpsed_lanes_under Proposed Improvement Lanes Under (Required)
WB78-59 This field 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 field must be coded for bridges eligible for the Highway Bridge
Replacement and Rehabilitation Program. This field contains the total cost
ofthe 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 field to estimate maintenance costs.
prpsed_structure_cost Proposed Improvement Structure Cost (Required)
WB78-67
FHWA Item 094 This field must be coded for bridges eligible for the Highway Bridge
Replacement and Rehabilitation Program. This field 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 field 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,
ormaintenancecosts.
If WB78-83 is coded N, the cost will not automatically be generated.
This field must be coded for bridges eligible for the Highway Bridge
Replacement and Rehabilitation Program.

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prpsed_estimate_year Proposed Improvement Estimate Year (Required)

WB78-79
FHWA Item 097 This field 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 field.
prpsed_cost_calc_ Proposed Improvement Calculation (Required)
WB78-83 This field directs the WSBIS system to compute costs for any proposed bridge
improvements.
If no improvements are proposed for the bridge, this field 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
WSBIS Item 7884 If the agency which owns the bridge does not have primary responsibility for
inspecting it, this field describes the type of agency inspecting the bridge.
If the owner agency has primary responsibility for inspecting the bridge, leave
this field 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 field 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
64 U.S. Forest Service
66 National Park Service

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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
WSBIS Item 7886 If the agency which owns the bridge does not have primary responsibility
forinspecting it, this field contains a code which indicates the entity which
isperforming 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 first
twofield positions and leave the last two field positions blank.
2 If the inspecting agency is a city, code that citys four-digit number in
thefield.
3 If the inspecting entity is WSDOT or an agency outside Washington State,
code all zeroes in the field.
If the owner agency is inspecting the bridge, leave this field blank
seismic_superstrctr_main_b Seismic Status Superstructure Main Biennium (Optional)
WB78-90 This field contains the biennium in which the superstructure main span group
wasfitted with seismic restraining devices.
Enter the beginning and ending years of the biennium. For example, code the
1997-1999 biennium as 9799.
Leave this field blank If the superstructure of the main span group has not been
fitted with seismic restraining devices.
seismic_superstrctr_aprch_b Seismic Status Superstructure Approach Biennium (Optional)
WB78-94 This field contains the biennium in which the superstructure approach span
groupwas fitted with seismic restraining devices.
Enter the beginning and ending years of the biennium. For example, code the
1997-1999 biennium as 9799.
Leave this field blank If either there are no approach spans or If the
superstructure of the approach span group has not been fitted with seismic
restraining devices.

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seismic_substrctr_main_b Seismic Status Substructure Main Biennium (Optional)

WB78-98 This field contains the biennium in which the substructure main span group
wasfitted with seismic restraining devices.
Enter the beginning and ending years of the biennium. For example, code the
1997-1999 biennium as 9799.
Leave this field blank If the substructure of the main span group has not been
fitted with seismic restraining devices.
seismic_substrctr_aprch_b Seismic Status Substructure Approach Biennium (Optional)
WB78-102 This field contains the biennium in which the substructure approach span group
was fitted with seismic restraining devices.
Enter the beginning and ending years of the biennium. For example, code the
19971999 biennium as 9799.
Leave this field blank If either there are no approach spans or If the substructure
of the approach span group has not been fitted with seismic restraining devices.

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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 field is edited to see If a complete entry was made and whether the coded values
fall within the acceptable range of values for that field. For example, acceptable values
for SECTION (WB71-81) are the numbers 1 through 36. The number 42, therefore,
is an invalid entry in this field.
When a valid range error is found during processing, the error is underlined in the
field and asterisks are printed in the Card Indicator Box corresponding to that field.
(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
alisting of valid values for each field.
B. Fatal Field Edits
Certain fields are considered critical and must contain acceptable values for
information to be added or updated on the form. These are called Fatal Fields.
Forexample, COUNTY NUMBER is considered a Fatal Field. Therefore, an
acceptable value (a number between 1 and 39) must be coded in the field.
If a Fatal Field error is found when data is first being added, the inventory record
willnot be created. When a Fatal Field error is found as the form is being updated,
theoriginal data will be left in the field and an error message will be displayed.
Referto the FATAL FIELD EDITS table on the following pages for a list of Fatal
Fields, and the field descriptions.
C. Dependency Edits
Certain fields are cross-checked against each other to confirm compatibility of codes in
related fields. 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).
When a dependency error is found during processing of the form, the problematic
fields 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
tothe ERROR CODES table on the following pages.

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D. Logical Edits
Values coded in certain fields 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 fields are also checked
against other values to see If a reasonable relationship exists between two fields. For
example, If YEAR BUILT (WB73-32) has been coded to show that the bridge has
been built in the past five years, it would be unreasonable for the DECK CONDITION
OVERALL to be coded through 4 (how could a five year old bridge deck be in such
deteriorated condition?)
When logical coding errors are found during the processing of the form, the
problematic fields 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
thesource 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.

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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
andone of the following conditions is true:
Lanes On (WB73-52) is greater than / and Service On (WB7544)
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
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
(WB7545) 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 Classification (WB74-87) is coded 1, 2, 11,
12,or 14)
OR
National Highway System (WB74-83) is coded 1 and Federal
Functional Classification (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
oneof 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)
isearlier than Year Built (WB73-32)
E406 Underclearance Adequacy (WB76-59) is in the range through 5
andone 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

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E407 On/Under (WB74-32) is coded 2 or is in the range A through Z

andLanes Under (WB73-54) is coded /
E408 On/Under (WB74-32) is coded 1 and one of the following conditions
istrue:
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
istrue:
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
E410 Maximum Span Length (WB73-48) is greater than Bridge Length
(WB7340)
E411 On/Under (WB74-32) is coded 2 or is in the range A through Z
andUnderclearance 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
andSTRAHNET (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
andSTRAHNET (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.

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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
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 6feet
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)
isnot within range
E419 STRAHNET (WB74-85) is coded 1 or 2 and Longitude (WB71-96)
isnot 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
(WB7663) 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

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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
E425 One of the following conditions is true:
Main Span Design (WB75-33) is coded 19 and Culvert (WB7678)
is coded 9
OR
Main Span Design (WB75-33) is not coded 19 and Culvert
(WB7678) 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 (WB7451)
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
(WB7588) = spaces and Border State Structure Identifier
(WB7590)= spaces
OR
Border State Code (WB75-85) not = spaces and Border State Percent
(WB75-88) not = spaces and Border State Structure Identifier
(WB7590) not = spaces

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E437 Sufficiency Rating is less than or equal to 8 . and the Deficient

Obsolete Status is 1 (SD) or 2 (FO) and one or more of the following
fields 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
andService Under (WB75-45) is coded , 2, 3, 5, 7, or 9
E453 Underclearance Adequacy (WB76-59) is in the range through 8
andService 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
PlainIntrusion (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
(WB7679) is coded N or blank
OR
Navigation Control (WB73-86) is coded N and Pier / Abutment
(WB7679) 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
FloodControl (WB78-34) is not blank
E472 Service Under (WB75-45) is in the range 1 through 4 or and
FloodPlain 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
Piersin 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(WB7680) 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
E482 Service Under (WB75-45) is in the range 1 through 4 or and
Streambed Material (WB78-36) is not blank

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E483 Service Under (WB75-45) is in the range 1 through 4 or and

ScourHistory (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
(WB7360)
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
(WB7293) is not coded D, E, or K
E493 Culvert (WB76-78) is coded or 1 and Open Closed (WB72-93)
isnot 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
isblank
E496 Proposed Improvements Work Type (WB78-44) is greater than / and
Proposed Improvements Lanes On (WB73-52) is coded zero or isblank
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 /
andProposed Improvements Roadway Width (WB78-53) is coded zero
orisblank
E500 Proposed Improvements Work Type (WB78-44) is greater than / and
Proposed Improvements Service On (WB75-44) is coded zero or isblank
E501 Proposed Improvements Work Type (WB78-44) is greater than /
and Proposed Improvements Structure Cost (WB78-67) is coded zero or
isblank
E502 Proposed Improvements Work Type (WB78-44) is greater than / and
Proposed Improvements Total Cost (WB78-61) is coded zero orblank

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E504 Proposed Improvements Work Type (WB78-44) is greater than /

and Proposed Improvements Work Method (WB78-46) is coded zero or
isblank
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)
andInspecting 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
CountyTable
OR
Inspecting Agency Code (WB78-84) is in the group (3, 4, 13,
25, or 33) and Inspecting Agency Number (WB78-86) isnot 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
SubRoute (WB74-77) is coded
E512 Base Highway Network (WB74-84) is coded 1 and Federal Functional
Classification (WB74-87) is not coded 1, 2, 6, 11, 12,
or14
E513 Lanes On (WB73-52) is coded 1 and Lane Use Direction (WB74-90)
isnot 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 (WB7490)
is not coded 1 or 5
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 (WB7544)
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 (WB7672)
isblank

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Appendix 2.06-D Local Agency Bridge Inventory Coding Guide

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 (WB7674)
isblank
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 (WB7683)
isblank
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 (WB7666)
isblank
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 (WB7667)
isblank
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 (WB7664)
isblank
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 (WB7682)
isblank
E630 One of the following conditions is true
Lane Use Direction (WB74-90) is coded and Lanes On
(WB7352) is greater than zero
OR
On/Under (WB74-32) is coded 1 and Lane Use Direction
(WB7490) is in the range 1 through 5 and Lanes On (WB73-52)
isequal tozero
L007 Future ADT (WB74-57) is greater than 2,
L008 Future ADT Year (WB74-63) is not in the range of 17 to 23years in
thefuture
L009 ADT (WB74-45) is greater than 2,
L010 Truck ADT Percent (WB74-51) is greater than 4

Washington State Bridge Inspection Manual M 36-64.06 Page 2.06-D-119

December 2015
Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

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
8yearsold
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
8feet
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

Page 2.06-D-120 Washington State Bridge Inspection Manual M 36-64.06

December 2015
Appendix 2.06-D Local Agency Bridge Inventory Coding Guide

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
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 2tons
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 2tons
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 through5
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
through4
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
through4
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
through4

Washington State Bridge Inspection Manual M 36-64.06 Page 2.06-D-121

December 2015
Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

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 through4
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
through4
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
through4
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 9feet 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 9feet 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
(WB7671) is in the range through 4
R743 Open Closed (WB72-93) is coded A and Substructure Overall
(WB7676) is in the range through 4
R744 Open Closed (WB72-93) is coded A and Culvert (WB76-78) is in the
range through 4

Page 2.06-D-122 Washington State Bridge Inspection Manual M 36-64.06

December 2015
Appendix 2.06-D Local Agency Bridge Inventory Coding Guide

R745 Open Closed (WB72-93) is coded A and Superstructure Overall

(WB7671) 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
(WB7552) is coded zero and Open Closed (WB72-93) is not coded
Kand Temporary Structure (WB72-89) is blank
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
(WB7352) is greater than 3 and Approach Roadway Width (WB7397)
isgreater 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 (WB7397)
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 fields is coded and all others of this group are coded 2
orgreater
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
(WB7671) 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

Washington State Bridge Inspection Manual M 36-64.06 Page 2.06-D-123

December 2015
Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

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)
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
andMinimum 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 Classification (WB74-87) is not coded 1, 2, 11, 12,
and 14
OR
National Highway System (WB74-83) is coded and Federal
Functional Classification (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
(WB7433) is coded 2 or 3

Page 2.06-D-124 Washington State Bridge Inspection Manual M 36-64.06

December 2015
Appendix 2.06-D Local Agency Bridge Inventory Coding Guide

Appendix
2-A Half Bridges
Forms
WSBIS Inventory Coding Form
Washington State Legislative Districts Map

Washington State Bridge Inspection Manual M 36-64.06 Page 2.06-D-125

December 2015
Local Agency Bridge Inventory Coding Guide Appendix 2.06-D

Page 2.06-D-126 Washington State Bridge Inspection Manual M 36-64.06

December 2015
Appendix 2.06-E WSDOT BMS to NBE Translation

STATE ELEMENTS Calendar Year 2017 NATIONAL ELEMENTS

element_id

element_id
TRANSLATION

name
unit

unit
12 Concrete Deck (See Note 9) SF intentionally blank

8217 Concrete Deck (See Note 9) SF intentionally blank

14 Fully Supported Concrete Deck (See Note 9) SF intentionally blank

20 Concrete Deck - Lightweight Aggregate (See Note 9) SF 12 Reinforced Concrete Deck SF

26 Concrete Deck w/Coated Bars (See Note 9) SF intentionally blank

35 Concrete Deck Soffit (See Note 9) SF intentionally blank

8216 Concrete Deck Soffit (See Note 9) SF intentionally blank

New for 2017

15 Post Tensioned Concrete Deck New for 2017 SF 13 Prestressed Concrete Deck SF

no state element equivalent 15 Prestressed Concrete Top Flange SF

13 Bridge Deck Surface SF 16 Reinforced Concrete Top Flange SF

8213 Bridge Deck Surface SF intentionally blank

27 Steel Orthotropic Deck SF intentionally blank

30 Deck-Corrugated or Other Steel System SF 30 Steel DeckCorrugated/Orthotropic/Etc. SF

8222 Deck-Corrugated or Other Steel System SF intentionally blank

28 Steel Deck Open Grid SF 28 Steel DeckOpen Grid SF

8218 Steel Deck Open Grid SF intentionally blank

29 Steel Deck - Concrete Filled Grid SF 29 Steel DeckConcrete Filled Grid SF

8219 Steel Deck - Concrete Filled Grid SF intentionally blank

31 Timber Deck SF 31 Timber Deck SF

8221 Timber Deck SF intentionally blank

32 Fiber Reinforced Polymer (FRP) Deck SF 60 Other Deck SF

36 Deck Rebar Cover Flag SF intentionally blank

Washington State Bridge Inspection Manual M 36-64.07 Page 2.06-E-1

January 2017
WSDOT BMS to NBE Translation Appendix 2.06-E

element_id STATE ELEMENTS Calendar Year 2017 NATIONAL ELEMENTS

element_id
TRANSLATION

name
unit

unit
38 Concrete Slab SF intentionally blank

49 Concrete Hollow Slab SF intentionally blank

50 Prestressed Concrete Slab SF intentionally blank

8150 Prestressed Concrete Slab SF 38 Reinforced Concrete Slab SF

51 Prestressed Conc Slab w/Coated Bars SF intentionally blank

8151 Prestressed Conc Slab w/Coated Bars SF intentionally blank

52 Concrete Slab w/Coated Bars SF intentionally blank

54 Timber Slab SF 54 Timber Slab SF

no state element equivalent 65 Other Slab SF

89 Prestressed Concrete Girder w/Coated Strands LF intentionally blank

98 Thin Flange Girder LF intentionally blank

103 Prestressed Concrete Super Girder LF intentionally blank

108 Prestressed Concrete Bulb-T Girder LF intentionally blank

8108 Prestressed Concrete Bulb-T Girder LF 109 Girder/Beam - Prestressed Concrete LF

109 Prestressed Concrete Multiple Web Girder Units LF intentionally blank

8109 Prestressed Concrete Multiple Web Girder Units LF intentionally blank

115 Prestressed Concrete Girder LF intentionally blank

8111 Prestressed Concrete Girder LF intentionally blank

97 Prestressed Concrete Tub Girder LF intentionally blank

100 Post-Tensioned Concrete Segmental Box Girder LF 104 Closed Web/Box Girder - Prestressed Concrete LF

104 Post-Tensioned Concrete Box Girder LF intentionally blank

90 Steel Rolled Girder LF intentionally blank

91 Steel Riveted Girder LF intentionally blank

92 Steel Welded Girder LF 107 Girder/Beam - Steel LF

107 Steel Open Girder LF intentionally blank

8201 Steel Open Girder LF intentionally blank

96 Concrete Encased Steel Girder LF intentionally blank

no state element equivalent 112 Girder/Beam - Other LF

Page 2.06-E-2 Washington State Bridge Inspection Manual M 36-64.07

January 2017
Appendix 2.06-E WSDOT BMS to NBE Translation

element_id STATE ELEMENTS Calendar Year 2017 NATIONAL ELEMENTS

element_id
TRANSLATION

name
unit

unit
102 Steel Box Girder LF 102 Closed Web/Box Girder - Steel LF

8200 Steel Box Girder LF intentionally blank

105 Concrete Box Girder LF 105 Closed Web/Box Girder - Reinforced Concrete LF

no state element equivalent 106 Closed Web/Box Girder - Other LF

110 Concrete Girder LF intentionally blank

8110 Concrete Girder LF 110 Girder/Beam - Reinforced Concrete LF

114 Concrete Multiple Web Girder Unit LF intentionally blank

111 Timber Glue-Lam Girder LF intentionally blank

117 Timber Sawn Girder LF 111 Girder/Beam - Timber LF

8112 Timber Sawn Girder LF intentionally blank

113 Steel Stringer LF 113 Stringer - Steel LF

8209 Steel Stringer LF intentionally blank

no state element equivalent 115 Stringer - Prestressed Concrete LF

116 Concrete Stringer LF 116 Stringer - Reinforced Concrete LF

118 Timber Stringer LF 117 Stringer - Timber LF

no state element equivalent 118 Stringer - Other LF

119 Concrete Truss LF 136 Truss - Other LF

126 Steel Thru Truss LF intentionally blank

8204 Steel Thru Truss LF 120 Truss - Steel LF

131 Steel Deck Truss LF intentionally blank

133 Truss Gusset Plates EA 162 Gusset Plate EA

135 Timber Truss LF 135 Truss - Timber LF

139 Timber Arch LF 146 Arch - Timber LF

141 Steel Arch LF 141 Arch - Steel LF

142 Steel Tied Arch LF intentionally blank

no state element equivalent 143 Arch - Prestressed Concrete LF

no state element equivalent 145 Arch - Masonry LF

Washington State Bridge Inspection Manual M 36-64.07 Page 2.06-E-3

January 2017
WSDOT BMS to NBE Translation Appendix 2.06-E

element_id STATE ELEMENTS Calendar Year 2017 NATIONAL ELEMENTS

element_id
TRANSLATION

name
unit

unit
144 Concrete Arch LF 144 Arch - Reinforced Concrete LF

145 Earth Filled Concrete Arch LF intentionally blank

no state element equivalent 142 Arch - Other LF

143 Steel Suspender - Rolled Shape (see note 7) EA intentionally blank

147 Steel Suspender - Cable (see note 7) EA 148 Cable - Steel Secondary EA

146 Suspension - Main Cable (see note 8) EA 147 Cable - Steel Main LF

149 Cable Stayed Bridge - Cable (see note 8) EA intentionally blank

150 Concrete Column on Spandrel Arch EA intentionally blank

160 Steel Column on Spandrel Arch EA intentionally blank

152 Steel Floor Beam LF intentionally blank

8206 Steel Floor Beam LF 152 Floor Beam - Steel LF

8341 Lift Beam (FC) LF intentionally blank

154 Prestressed Concrete Floorbeam LF 154 Floor Beam - Prestressed Concrete LF

155 Concrete Floor Beam LF 155 Floor Beam - Reinforced Concrete LF

156 Timber Floor Beam LF 156 Floor Beam - Timber LF

no state element equivalent 157 Floor Beam - Other LF

161 Steel Hanger (See Note 10) EA intentionally blank

162 Steel Pin EA 161 Pin, Pin & Hanger Assembly, or both EA

8343 Apron Two Hinge Pin System/LL Hanger Pins (FC) EA intentionally blank

8342 Live Load Hanger Bars (FC) (See Note 10) EA intentionally blank

163 Tension Hold Down Anchor Assembly New for 2017

200 Abutment Fill EA intentionally blank

202 Steel Pile/Column EA 202 Column/Pile Extension - Steel EA

New for 2017

203 Prestressed Concrete Hollow Pile New for 2017 204 Column/Pile Extension - Prestressed Concrete EA

204 Prestressed Concrete Pile/Column EA intentionally blank

205 Concrete Pile/Column EA intentionally blank

207 Concrete Pile/Column - w/Steel Jacket EA 205 Column/Pile Extension - Reinforced Concrete EA

208 Concrete Pile/Column w/Composite Wrap EA intentionally blank

Page 2.06-E-4 Washington State Bridge Inspection Manual M 36-64.07

January 2017
Appendix 2.06-E WSDOT BMS to NBE Translation

element_id STATE ELEMENTS Calendar Year 2017 NATIONAL ELEMENTS

element_id
TRANSLATION

name
unit

unit
206 Timber Pile/Column EA 206 Column/Pile Extension - Timber EA

no state element equivalent 203 Column - Other EA

no state element equivalent 207 Column Tower (Trestle) - Steel EA

no state element equivalent 208 Column Tower (Trestle) - Timber EA

209 Submerged Concrete Pile/Column w/Steel Jacket EA intentionally blank

227 Concrete Submerged Pile/Column EA 227 Submerged Pile - Reinforced Concrete EA

8125 Concrete Submerged Pile/Column EA intentionally blank

210 Concrete Pier Wall LF 210 Pier Wall - Reinforced Concrete LF

212 Concrete Submerged Pier Wall LF intentionally blank

211 Other Pier Wall LF 211 Pier Wall - Other LF

213 Other Submerged Pier Wall LF intentionally blank

214 Concrete Web Wall between Columns LF intentionally blank

no state element equivalent 212 Pier Wall - Timber LF

no state element equivalent 213 Pier Wall - Masonry LF

215 Concrete Abutment LF intentionally blank

8102 Concrete Abutment LF 215 Abutment - Reinforced Concrete LF

219 Concrete Cantilevered Span Abutment LF intentionally blank

216 Timber Abutment LF 216 Abutment - Timber LF

8103 Timber Abutment LF intentionally blank

217 Other Abutment LF 218 Abutment - Other LF

218 Steel Abutment LF 219 Abutment - Steel LF

8101 Steel Abutment intentionally blank

no state element equivalent 217 Abutment - Masonry LF

220 Concrete Submerged Foundation EA intentionally blank

8136 Concrete Submerged Foundation EA 220 Pile Cap/Footing - Reinforced Concrete EA

221 Concrete Foundation EA intentionally blank

222 Timber Foundation LF intentionally blank

Washington State Bridge Inspection Manual M 36-64.07 Page 2.06-E-5

January 2017
WSDOT BMS to NBE Translation Appendix 2.06-E

element_id STATE ELEMENTS Calendar Year 2017 NATIONAL ELEMENTS

element_id
TRANSLATION

name
unit

unit
225 Steel Submerged Pile/Column EA intentionally blank

8129 Transfer Span/OHL Supercolumn EA 225 Submerged Pile - Steel EA

8128 Steel Submerged Pile/Column EA intentionally blank

226 Prestressed Concrete Submerged Pile/Column EA intentionally blank

New for 2017

Prestressed Concrete Hollow Submerged Pile/Column New
232 EA 226 Submerged Pile - Prestressed Concrete EA
for 2017

8127 Prestressed Concrete Submerged Pile/Column EA intentionally blank

228 Timber Submerged Pile/Column EA 228 Submerged Pile - Timber EA

8124 Timber Submerged Pile/Column EA intentionally blank

no state element equivalent 229 Pile - Other EA

229 Timber Cap Rehab with Steel LF intentionally blank

231 Steel Pier Cap/Crossbeam LF 231 Pier Cap - Steel LF

8130 Steel Pier Cap/Crossbeam LF intentionally blank

233 Prestressed Concrete Pier Cap/Crossbeam LF 233 Pier Cap - Prestressed Concrete LF

234 Concrete Pier Cap/Crossbeam LF 234 Pier Cap - Reinforced Concrete LF

8132 Concrete Pier Cap/Crossbeam LF intentionally blank

235 Timber Pier Cap LF 235 Pier Cap - Timber LF

8131 Timber Pier Cap LF intentionally blank

no state element equivalent 236 Pier Cap - Other LF

236 Concrete Floating Pontoon Cell intentionally blank

237 Pontoon Hatch/Bulkhead EA intentionally blank

238 Floating Bridge - Anchor Cable EA 149 Cable - Other Secondary EA

240 Metal Culvert LF 240 Culvert - Steel LF

241 Concrete Culvert LF 241 Culvert - Reinforced Concrete LF

242 Timber Culvert LF 242 Culvert - Timber LF

no state element equivalent 244 Culvert - Masonry LF

243 Other Culvert LF 243 Culvert - Other LF

no state element equivalent 245 Culvert - Prestressed Concrete LF

Page 2.06-E-6 Washington State Bridge Inspection Manual M 36-64.07

January 2017
Appendix 2.06-E WSDOT BMS to NBE Translation

element_id STATE ELEMENTS Calendar Year 2017 NATIONAL ELEMENTS

element_id
TRANSLATION

name
unit

unit
260 Steel Open Grid Sidewalk & Supports SF intentionally blank

261 Steel Filled Grid Sidewalk & Supports SF intentionally blank

8261 Steel Filled Grid Sidewalk & Supports SF intentionally blank

262 Corrugated/Orthotropic Sidewalk & Supports SF intentionally blank

8262 Corrugated/Orthotropic Sidewalk & Supports SF intentionally blank

264 Timber Sidewalk & Supports SF intentionally blank

8264 Timber Sidewalk & Supports SF intentionally blank

266 Concrete Sidewalk & Supports SF intentionally blank

8266 Concrete Sidewalk & Supports SF intentionally blank

267 Fiber Reinforced Polymer(FRP) Sidewalk & Supports SF intentionally blank

8265 Fiber Reinforced Polymer(FRP) Sidewalk & Supports SF intentionally blank

310 Elastomeric Bearing EA 310 Elastomeric Bearing EA

311 Moveable Bearing (roller, sliding, etc) EA 311 Moveable Bearing (roller, sliding, etc) EA

8391 Moveable Bearing (roller, sliding, etc) EA intentionally blank

312 Concealed Bearing or Bearing System EA 312 Enclosed/Concealed Bearing EA

313 Fixed Bearing EA 313 Fixed Bearing EA

8390 Fixed Bearing EA intentionally blank

316 Isolation Bearing EA 316 Bearing - Other EA

314 Pot Bearing EA 314 Pot Bearing EA

315 Disc Bearing EA 315 Disk Bearing EA

321 Concrete Roadway Approach Slab SF intentionally blank

322 Bridge Impact EA intentionally blank

330 Metal Bridge Railing LF 330 Metal Bridge Railing LF

8810 Metal Bridge Railing LF intentionally blank

331 Concrete Bridge Railing LF 331 Reinforced Concrete Bridge Railing LF

8811 Concrete Bridge Railing LF intentionally blank

332 Timber Bridge Railing LF 332 Timber Bridge Railing LF

8812 Timber Bridge Railing LF intentionally blank

Washington State Bridge Inspection Manual M 36-64.07 Page 2.06-E-7

January 2017
WSDOT BMS to NBE Translation Appendix 2.06-E

element_id STATE ELEMENTS Calendar Year 2017 NATIONAL ELEMENTS

element_id
TRANSLATION

name
unit

unit
333 Other Bridge Railing LF 333 Other Bridge Railing LF

8813 Other Bridge Railing LF intentionally blank

no state element equivalent 334 Masonry Bridge Railing LF

340 Metal Pedestrian Railing LF intentionally blank

8815 Metal Pedestrian Railing LF intentionally blank

341 Concrete Pedestrian Railing LF intentionally blank

8816 Concrete Pedestrian Railing LF intentionally blank

342 Timber Pedestrian Railing LF intentionally blank

8817 Timber Pedestrian Railing LF intentionally blank

343 Other Pedestrian Railing LF intentionally blank

8818 Other Pedestrian Railing LF intentionally blank

355 Damaged Bolts or Rivets EA intentionally blank

8355 Damaged Bolts or Rivets EA intentionally blank

356 Steel Cracking EA intentionally blank

8356 Steel Cracking EA intentionally blank

357 Pack Rust EA intentionally blank

8357 Pack Rust EA intentionally blank

360 Bridge Movement EA intentionally blank

8360 Bridge Movement EA intentionally blank

361 Scour EA intentionally blank

8361 Scour EA intentionally blank

362 Impact Damage EA intentionally blank

8362 Impact Damage EA intentionally blank

366 Undercrossing-Safety Inspection EA intentionally blank

367 Movable Bridge EA intentionally blank

368 Seismic Pier Crossbeam Bolster EA intentionally blank

369 Seismic Pier Infill Wall EA intentionally blank

370 Seismic - Longitudinal Restrainer EA intentionally blank

Page 2.06-E-8 Washington State Bridge Inspection Manual M 36-64.07

January 2017
Appendix 2.06-E WSDOT BMS to NBE Translation

element_id STATE ELEMENTS Calendar Year 2017 NATIONAL ELEMENTS

element_id
TRANSLATION

name
unit

unit
8370 Seismic - Longitudinal Restrainer EA intentionally blank

371 Seismic - Transverse Restrainer EA intentionally blank

8371 Seismic - Transverse Restrainer EA intentionally blank

372 Seismic - Link/Pin Restrainer EA intentionally blank

373 Seismic - Catcher Block EA intentionally blank

374 Seismic - Column Silo EA intentionally blank

375 Cathodic Protection EA intentionally blank

8375 Cathodic Protection EA intentionally blank

376 Concrete Deck Delamination Testing SF intentionally blank

8376 Concrete Deck Delamination Testing SF intentionally blank

400 Asphalt Butt Joint Seal (see note 11) LF intentionally blank

403 Concrete Bulb-T (see note 11) LF 301 Pourable Joint LF

417 Silicone Rubber Joint Filler (see note 11) LF intentionally blank

401 Asphalt Open Joint Seal (see note 11) LF intentionally blank

402 Open Concrete Joint (see note 11) LF intentionally blank

407 Steel Angle Header (see note 11) LF 304 Open Joint LF

8407 Steel Angle Header (see note 11) LF intentionally blank

419 Steel Angle w/Raised Bars (see note 11) LF intentionally blank

408 Steel Sliding Plate (see note 11) LF intentionally blank

8408 Steel Sliding Plate (see note 11) LF intentionally blank

409 Steel Sliding Plate w/Raised Bars (see note 11) LF 305 Assembly Joint without Seal LF

414 Bolt Down - Sliding Plate w/Springs (see note 11) LF intentionally blank

410 Steel Fingers (see note 11) LF intentionally blank

411 Steel Fingers w/Raised Bars (see note 11) LF intentionally blank

Washington State Bridge Inspection Manual M 36-64.07 Page 2.06-E-9

January 2017
WSDOT BMS to NBE Translation Appendix 2.06-E

element_id STATE ELEMENTS Calendar Year 2017 NATIONAL ELEMENTS

element_id
TRANSLATION

name
unit

unit
404 Compression Seal / Concrete Header (see note 11) LF intentionally blank

8404 Compression Seal / Concrete Header (see note 11) LF intentionally blank

405 Compression Seal / Polymer Header (see note 11) LF 302 Compression Seal LF

406 Compression Seal / Steel Header (see note 11) LF intentionally blank

8406 Compression Seal / Steel Header (see note 11) LF intentionally blank

412 Strip Seal - Anchored (see note 11) LF 300 Strip Seal LF

413 Strip Seal - Welded (see note 11) LF intentionally blank

416 Assembly Joint Seal (Modular) (see note 11) LF 303 Assembly Joint Seal (Modular) LF

415 Bolt Down Panel - Molded Rubber (see note 11) LF intentionally blank

418 Asphalt Plug (see note 11) LF 306 Joint - Other LF

New for 2017

422 Flexible Joint Seal New for 2017 LF intentionally blank

420 Joint Paved Over Flag LF intentionally blank

421 Joint Over Steel Corbel Bearings New for 2017 LF intentionally blank

501 Movable Bridge Steel Tower LF intentionally blank

705 Bridge Luminaire Pole and Base EA intentionally blank

8705 Bridge Luminaire Pole and Base EA intentionally blank

707 Fender System/Pier Protection New for 2017 EA intentionally blank

709 Ceramic Tile New for 2017 SF intentionally blank

710 Bridge Mounted Sign Structure EA intentionally blank

800 Asphaltic Concrete (AC) Overlay (see note 11) SF intentionally blank

8223 Asphaltic Concrete (AC) Overlay (see note 11) SF intentionally blank

801 AC Overlay with Waterproofing Membrane (see note 11) SF intentionally blank

802 Thin Polymer Overlay (see note 11) SF intentionally blank

8224 Thin Polymer Overlay (see note 11) SF 510 Wearing Surfaces SF

803 Modified Concrete Overlay (see note 11) SF intentionally blank

804 Polyester Concrete Overlay (see note 11) SF intentionally blank

805 AC Over a Polymer Overlay (see note 11) SF intentionally blank

New for 2017

807 AC Overlay with High Performance Membrane New for 2017 SF

Page 2.06-E-10 Washington State Bridge Inspection Manual M 36-64.07

January 2017
Appendix 2.06-E WSDOT BMS to NBE Translation

element_id STATE ELEMENTS Calendar Year 2017 NATIONAL ELEMENTS

element_id
TRANSLATION

name
unit

unit
806 BST on Concrete (Chip Seal) SF intentionally blank

901 Red Lead Alkyd Paint System (see note 12) SF intentionally blank

8901 Red Lead Alkyd Paint System (see note 12) SF intentionally blank

902 Inorganic-Zinc/Vinyl Paint System (see note 12) SF intentionally blank

8902 Inorganic-Zinc/Vinyl Paint System (see note 12) SF intentionally blank

903 Inorganic Zinc/Urethane Paint System (see note 12) SF intentionally blank

8903 Inorganic Zinc/Urethane Paint System (see note 12) SF intentionally blank

904 Organic Zinc/Urethane Paint System (see note 12) SF intentionally blank

8904 Organic Zinc/Urethane Paint System (see note 12) SF intentionally blank

905 Coal Tar Epoxy Paint System (see note 12) SF 515 Steel Protective Coating SF

8905 Coal Tar Epoxy Paint System (see note 12) SF intentionally blank

906 Metallizing (see note 12) SF intentionally blank

907 Galvanizing (see note 12) SF intentionally blank

8907 Galvanizing (see note 12) SF intentionally blank

908 Epoxy Paint for Weathering Steel (see note 12) SF intentionally blank

909 Zinc Primer (see note 12) SF intentionally blank

8909 Zinc Primer (see note 12) SF intentionally blank

910 Weathering Steel Patina (see note 12) SF intentionally blank

no state element equivalent 521 Concrete Protective Coating SF

8225 Non-skid Metal Surfacing SF intentionally blank

8263 Steel Open Grid Sidewalk w/Cover Plate & Suppt. SF intentionally blank

8301 Apron Steel Orthotropic Deck SF intentionally blank

8305 Apron Hinge Multi-Pin & Plate EA intentionally blank

8307 Apron Lips & Pins EA intentionally blank

8309 Counterweight Cables for Vehicle Span or Apron LF intentionally blank

8310 Apron Hoist/Cables/Spool/Platform/Supports/Rigging EA intentionally blank

8312 Span Apron/Cab Gangplank Pivot/Raise/Rams/Fittings EA intentionally blank

8348 Span Hoist/Cables/Spool/Platform/Supports/Rigging EA intentionally blank

Washington State Bridge Inspection Manual M 36-64.07 Page 2.06-E-11

January 2017
WSDOT BMS to NBE Translation Appendix 2.06-E

element_id STATE ELEMENTS Calendar Year 2017 NATIONAL ELEMENTS

element_id
TRANSLATION

name
unit

unit
8413 Steel Tower EA intentionally blank

8414 Timber Tower EA intentionally blank

8415 Steel Headframe LF intentionally blank

8416 Timber Headframe LF intentionally blank

8418 Counterweight Guides EA intentionally blank

8419 Concrete Counterweights EA intentionally blank

8420 CTWT Sheaves/Shafts(FC)/Bearings/Anchor Blts. EA intentionally blank

8421 Counterweight Cable Protective Systems LF intentionally blank

8423 Steel Counterweights EA intentionally blank

8450 Timber Wingwalls LF intentionally blank

8451 Steel Pile Frame Wingwalls LF intentionally blank

8460 Timber Pile Dolphins EA intentionally blank

8462 Steel Pile Frame Dolphins EA intentionally blank

8463 Timber Floating Dolphin LF intentionally blank

8464 Concrete Pontoon Floating Dolphin LF intentionally blank

8640 Moveable Pedestrian Gangplank LF intentionally blank

8650 Overhead Passenger Loading Cab SF intentionally blank

8653 Passenger Cab Floor System and Lift Beam(FC) LF intentionally blank

8669 Tower Base Platform SF intentionally blank

8701 Ferry Concrete Floating Pontoon CELL intentionally blank

8702 Ferry Steel Floating Pontoon CELL intentionally blank

8703 Spud Piling & Wells EA intentionally blank

8704 Pontoon Anchors, Anchor Chain/Cables/Clamps EA intentionally blank

8906 Epoxy Paint System SF intentionally blank

8910 Safety Access Ladders EA intentionally blank

8911 Safety Railing & Catwalks LF intentionally blank

Page 2.06-E-12 Washington State Bridge Inspection Manual M 36-64.07

January 2017
 STATE ELEMENTS Calendar Year 2017 NATIONAL ELEMENTS
Appendix 2.06-E WSDOT BMS to NBE Translation

element_id

element_id
TRANSLATION

name
unit

unit
Translation Notes
1. State elements highlighted in light blue are used for structures owned and maintained by the Washington State Ferry system.

2. National bridge elements that do not have a state element equivalent are highlighted in orange.

3. A green arrow:

indicates that the state element should be directly translated to the national element, including total quantities and each quantity for each condition state.

4. A green bracket with a green arrow:

indicates that all state elements on a given bridge need total quantity and the quantity in each condition state to be summed prior to translation to the indicated national element.

5. A green drop arrow:

indicates the state element is not translated to a national element.

6. A red arrow:

indicates special treatment is required for the translation. See associated note for details.

Element 143 and 147 have been re-named to more clearly describe the existing intent of these elements. WSDOT owned bridges have 12 bridges with element 143 (for example 5/140E&W) and 3 bridges
7.
with element 147 (for example TNB 16/110E).

8. State Elements 146 and 149 will remain EA units. Quantities in each condition state and the total will be summed and reported in NBI element 147 as LF units without alteration.

9 Deck Translation Specifications - see separate worksheet

10 Pin and Pin & Hanger Translation Specifications - see separate worksheet.

11 Joint and Wearing Surface Specifications - see separate worksheet.

12 Paint System Specifications - see separate worksheet.

Washington State Bridge Inspection Manual M 36-64.07 Page 2.06-E-13

January 2017
WSDOT BMS to NBE Translation Appendix 2.06-E

Note 9 - Deck Translation Specifications

For WSDOT elements 12, 14, 20, 26, and 8217, perform the following steps towards
translation to NBE element 12:
Step Description
1 Sum total quantities and all quantities in each condition state into an NBE Temp element 12.
2 Move all quantities in WSDOT CS4 into NBE Temp CS2, adding to the quantity of NBE Temp CS2
added in Step 1. NBE Temp CS4 will have zero quantity at this point.
3 Move all quantities in WSDOT CS3 into NBE Temp CS4.
4 Add WSDOT elements 35 and 8216 CS2 to NBE Temp CS2.
5 Add WSDOT elements 35 and 8216 CS3 to NBE Temp CS4.
6 If NBE Temp total quantity = NBE Temp CS1 + CS2 + CS3 + CS4, go to Step 11.
7 If NBE Temp total quantity > NBE Temp CS1 + CS2 + CS3 + CS4, deduct difference from NBE Temp
CS1 to zero limit, then go to Step 6.
8 If NBE Temp total quantity > NBE Temp CS1 + CS2 + CS3 + CS4, deduct difference from NBE Temp
CS2 to zero limit, then go to Step 6.
9 If NBE Temp total quantity > NBE Temp CS1 + CS2 + CS3 + CS4, deduct difference from NBE Temp
CS3 to zero limit, then go to Step 6.
10 If NBE Temp total quantity > NBE Temp CS1 + CS2 + CS3 + CS4, set NBE Temp CS4 = NBE Temp
total quantity, then go to Step 11.
11 Move NBE Temp total quantity and all Temp CS1 through CS4 quantities to final NBE element
12 Note that CS3 will have zero quantity in the final translation.
For WSDOT elements 13 and 8413, perform the following steps towards translation to
NBE element 16:
Step Description
1 Sum total quantities and all quantities in each condition state into NBE element 16.
2 Move all quantities in WSDOT CS4 into NBE CS2, adding to the quantity of NBE CS2 added in Step 1.
NBE CS4 will have zero quantity at this point.
3 Move all quantities in WSDOT CS3 into NBE CS4. Note that NBE CS3 will have zero quantity in the
final translation.

Note 10 - Pin, Pin & Hanger Translation Specifications

For WSDOT elements 162 and 8343, perform the following steps towards translation
to NBE element 161:
Step Description
1 Sum the WSDOT elements 162 and 8243 total quantities and all condition state quantiies into NBE
Temp element 161.
2 Add the WSDOT element 161 and 8342 CS1 through CS4 to corresponding NBE Temp element 161
CS1 through CS4.
3 If NBE Temp total quantity = NBE Temp CS1 + CS2 + CS3 + CS4, go to Step 8.
4 If NBE Temp total quantity > NBE Temp CS1 + CS2 + CS3 + CS4, deduct difference from NBE Temp
CS1 to zero limit, then go to Step 3.
5 If NBE Temp total quantity > NBE Temp CS1 + CS2 + CS3 + CS4, deduct difference from NBE Temp
CS2 to zero limit, then go to Step 3.
6 If NBE Temp total quantity > NBE Temp CS1 + CS2 + CS3 + CS4, deduct difference from NBE Temp
CS3 to zero limit, then go to Step 3.
7 If NBE Temp total quantity > NBE Temp CS1 + CS2 + CS3 + CS4, set NBE Temp CS4 = NBE Temp
total quantity, then go to Step 8.
8 Move NBE Temp total quantity and all Temp CS1 through CS4 quantities to final NBE element 161.

Page 2.06-E-14 Washington State Bridge Inspection Manual M 36-64.07

January 2017
Appendix 2.06-E WSDOT BMS to NBE Translation

Note 11 - Joint and Wearing Surface Translation Specifications

For WSDOT elements 400, 403 and 417, perform the following steps towards
translation to NBE element 301:
Step Description
1 Sum the WSDOT element total quantities and into NBE element total quantities.
2 Sum the WSDOT element CS1 quantities into NBE element CS2 quantities. Note that NBE will have
zero quantities in CS1.
3 Sum the WSDOT element CS2 quantities into NBE element CS3 quantities.
4 Sum the WSDOT element CS3 quantities into NBE element CS4 quantities.
Perform these same steps listed above for the following translations:
WSDOT elements 401, 402, 407 8407, and 419 translated into NBE element 304
WSDOT elements 408, 8408, 409, 414, 410 and 411 translated into NBE
element305
WSDOT elements 404, 8404, 405, 406 and 8406 translated into NBE element 302
WSDOT elements 412 and 413 translated into NBE element 300
WSDOT element 416 translated into NBE element 303
WSDOT elements 415 and 418 translated into NBE element 306
WSDOT elements 800, 8223, 801, 802, 8224, 803, 804, and 805 translated into
NBE element 510

Note 12 - Paint/Coating Translation Specifications

For WSDOT elements 901, 8901, 902, 8902, 903, 8903, 904, 8904, 905, 8905, 906,
907, 8907, 908, 909, 8909, and 910, perform the following steps towards translation to
NBE element 515:
Step Description
1 Sum the WSDOT element total quantities and into NBE element total quantities.
2 Sum the WSDOT element CS1 quantities into NBE element CS1 quantities.
3 Sum the WSDOT element CS2 quantities into NBE element CS2 quantities.
4 Sum the WSDOT element CS3 quantities into NBE element CS4 quantities. Note that NBE CS3 will
always have zero quantities.

Washington State Bridge Inspection Manual M 36-64.07 Page 2.06-E-15

January 2017
WSDOT BMS to NBE Translation Appendix 2.06-E

Page 2.06-E-16 Washington State Bridge Inspection Manual M 36-64.07

January 2017
Appendix 2.06-F Border Bridge Information

Oregon
Send all reports and any requests for their reports to
Erick Cain, OPMA, [email protected]
Bridge Inventory Coordinator
4040 Fairview Industrial Dr. SE MS #4
Salem, OR 97302
Phone: 503 986 3384
Fax: 503 986 3407
Region 1 - (Longview to Hood River)
Joel Boothe, [email protected]
Office 503-652-5691, Cell 503-969-1091, Fax 503-653-3085
Inspected by Oregon:
5/1E 000000PR Columbia R Interstate (Oregon #01377A)
5/1W 0005216A Columbia R Interstate (Oregon #07333)
205/1 0010833A Glen Jackson Bridge (Oregon #09555)
0259228300 08712700 Br of the Gods (Oregon # 02592)
Inspected by Washington:
433/1 0003760A Lewis & Clark (Oregon #02046)
Region 2 -
Bill Burns, 503-986-2659, [email protected]
Inspected by Oregon:
101/1 0007666A - Megler (Oregon #07949D) Spans 1-4
101/1(A) 0007666B - Megler(A) (Oregon #07949A) Spans 5-19
101/1(B) 0007666C - Megler(B) (Oregon #07949B) Spans 20-159
101/1(C) 0007666D - Megler(C) (Oregon #07949C) Span 160
Region 4 - (Hood River to Biggs Jct.)
Mike Pulzone, [email protected]
Office 541-388-6188, Cell 541-419-1688, Fax 541-388-6108
Inspected by Oregon:
197/1 000000PC The Dalles (Oregon #06635Q)
Inspected by Washington:
97/1 0006539A Biggs Rapids-Sam Hill (Oregon #00849A)
Inspected by Consultants
06645 000000PH Hood River (Oregon #06645)

Washington State Bridge Inspection Manual M 36-64.04 Page 2.06-F-1

November 2014
Border Bridge Information Appendix 2.06-F

Region 5 -
Kelley McAlister, [email protected]
541-963-1371
Inspected by Washington:
82/280N 0012819A Umatilla (Oregon #16424)
82/280S 000000PD Umatilla (Oregon #02230A)
Oregon Underwater Reports
Rick Shorb, [email protected]

Idaho
Patty Fish, [email protected], 208-334-8847
cc to Kathleen Slinger, Kathleen.Slinger@itd,idaho.gov
Inspected by Washington
12/915 0002348A Snake R Clarkston (ID SID 000000000010360)
Inspected by Idaho
41/10 00000LLV BNRR OC (ID SID 000000000014255)
5700-1 08374400 Southway Bridge (ID SID 000000000021495)
LocalAgency owned (Asotin County) Idaho works directly with them

Page 2.06-F-2 Washington State Bridge Inspection Manual M 36-64.04

November 2014
Appendix
Appendix2.06-G Sufficiency
2.06-G Bridge Sufficiency Rating Rating Calculation

Sufficiency Rating Worksheet

An Illustration of Sufficiency Rating (SR) Factors

1
Washington State Bridge Inspection Manual M 36-64.04 Page 2.06-G-1
November 2014
Sufficiency Rating Calculation Appendix 2.06-G

Structure ID: ____________________________________

Bridge Number: ____________________________________

Bridge Name: ____________________________________

Sufficiency Rating = S1 + S2 + S3 S4 (Range: 0 to 100)

=( )+( )+( )- ( )

= _________________

SD/FO (WSBIS Item 2711) = ___________________

Calculated by: ____________________________________

Date: ____________________________________

Note:
These calculations use English units. The final value may
differ slightly from WSBIS Item 2710 as it is calculated using
metric values.

Page 2.06-G-2
2 Washington State Bridge Inspection Manual M 36-64.04
November 2014
Appendix 2.06-G Sufficiency Rating Calculation

STRUCTURAL ADEQUACY & SAFETY (S1)

1. Determine the value of A:
STRUCTURAL ADEQUACY & SAFETY (S1)
1. Determine
(a) Enterthe
thevalue of A:
condition codes for:

(a) Enter the condition codes for:WSBIS 1671 SUPERSTRUCTURE OVERALL

WSBIS 1676 SUBSTRUCTURE CONDITION
WSBIS 1671
WSBIS 1678 SUPERSTRUCTURE
CULVERT CONDITIONOVERALL
WSBIS 1676 SUBSTRUCTURE CONDITION
(b) Find A: WSBIS 1678 CULVERT CONDITION
A = 55 : If the lowest code above is less than or equal to 2
(b) Find A: A = 40 : If the lowest code is equal to 3
A = 55 :AIf=the
25:lowest
If thecode above
lowest codeisisless thantoor4 equal to 2
equal
A = 40 :AIf=the
10lowest
: If thecode is equal
lowest to equal
code is 3 to 5
A = 25: AIf=the0lowest
: If thecode is equal
lowest to greater
code is 4 than 5
A = 10 : If the lowest code is equal to 5
A = 0 :AIf=the lowest code is greater than 5
__________

A = value
2. Determine the __________
of B:
2. DetermineEither:
the value of B:
Either: when the Inventory Rating uses Tons:
(a) Enter the Inventory Rating (IR):
when the Inventory Rating uses Tons:WSBIS 1555 INVENTORY RATING (IR)= TONS
(a) Enter the Inventory Rating (IR):
(b) WSBIS
Find the value of 1555
B: INVENTORY RATING (IR)= TONS

(b) Find the value of B: 1.5

B = (36 - IR) x 0.2778

B = (36 B
- IR)1.5 x 0.2778
= __________

Or: B = __________

Or: when the Inventory Rating uses a Factor*:

(a) Enter the Inventory Rating (IR):
when the Inventory Rating uses a Factor*:
WSBIS 1556 INVENTORY RATING (IR)= FACTOR
(a) Enter the Inventory Rating (IR):
(b) WSBIS
Find the value of 1556
B: INVENTORY RATING (IR)= FACTOR

(b) Find the value of B:

B = (36 (IR x 36))1.5 x 0.2778

B = (36 B
(IR x 36))1.5 x 0.2778
= __________

3. DetermineBS1:
= __________

3. Determine S1: S1 = 55 - (A + B)

S1 = 55 - (A + B)
S1 = __________ (points range from 0 to 55)

S1 = __________ (points range from 0 to 55)

* See article at http://www.fhwa.dot.gov/bridge/bridgeload01.cfm

3
* See article at http://www.fhwa.dot.gov/bridge/bridgeload01.cfm
3
Washington State Bridge Inspection Manual M 36-64.04 Page 2.06-G-3
November 2014
Sufficiency Rating Calculation Appendix 2.06-G

SERVICEABILITY & FUNCTIONAL OBSOLESCENCE (S2)

1. Determine the value of C:
(a) Enter the adequacy or condition codes for the fields listed.
(b) Determine corresponding values for these codes from Table 1.
(c) For codes higher than those listed, use a value of 0.

TABLE 1
Code Value
If STRUCTURAL EVALUATION is: <3 =4
WSBIS 1657 =4 =2
=5 =1

If DECK GEOMETRY is: <3 =4

WSBIS 1658 =4 =2
=5 =1

If UNDERCLEARANCES is: <3 =4

WSBIS 1659 =4 =2
=5 =1

If ALIGNMENT is: <3 =4

WSBIS 1661 =4 =2
=5 =1

If WATERWAY is: <3 =4

WSBIS 1662 =4 =2
=5 =1

If OVERALL DECK CONDITION is: <3 =5

WSBIS 1663 =4 =3
=5 =1

(d) Add the values to determine C.

Code Value
WSBIS 1657 STRUCTURAL EVALUATION
WSBIS 1658 DECK GEOMETRY
WSBIS 1659 UNDERCLEARANCES
WSBIS 1661 ALIGNMENT
WSBIS 1662 WATERWAY
WSBIS 1663 OVERALL DECK CONDTION

TOTAL C = (13 maximum)

Page 2.06-G-4 4
Washington State Bridge Inspection Manual M 36-64.04
November 2014
Appendix 2.06-G Sufficiency Rating Calculation

2. Determine the value of D:

(a) Enter measurements for the following fields:

WSBIS 1397 APPROACH ROADWAY WIDTH

WSBIS 1356 CURB-TO-CURB WIDTH

(b) Find the value of D: (For bridges that are not culverts (i.e., Main Span Design is not 19))

APPROACH ROADWAY WIDTH > (CURB-TO-CURB WIDTH + 2.0'), D = 5

APPROACH ROADWAY WIDTH < (CURB-TO-CURB WIDTH + 2.0'), D = 0

D=

3. Determine the value of E:

(a) Enter or determine the following values:
WSBIS 1352 LANES ON
WSBIS 1356 CURB-TO-CURB WIDTH
WSBIS 1445 ADT ON INVENTORY ROUTE
Lane Width (rounded to tenths):
CURB-TO-CURB WIDTH/LANES ON
ADT/Lane:
ADT ON INVENTORY ROUTE/LANES ON

(b) Find the value of E: (where the following conditions apply)

For One-Lane Bridges:
- Lane Width < 14, E = 15
- 14 < Lane Width < 18, E = 15 ((18-Lane Width)/4) =
- Lane Width > 18, E = 0

For Two or More Lane Bridges:

- LANES ON = 02 and Lane Width > 16, E = 0
- LANES ON = 03 and Lane Width > 15, E = 0
- LANES ON = 04 and Lane Width > 14, E = 0
- LANES ON > 05 and Lane Width > 12, E = 0
If the above calculations apply, do not continue.
- ADT/Lane > 50 and Lane Width < 9, E =15
- ADT/Lane < 50 and Lane Width < 9, E =7.5
- ADT/Lane < 50 and Lane Width > 9, E = 0

- 50 < ADT/Lane < 125 and Lane Width <10, E = 15

- 50 < ADT/Lane < 125 and 10 < Lane Width <13,
E = 15 (13 - Lane Width)/3 =
- 50 < ADT/Lane < 125 and Lane Width >13, E = 0

- 125 < ADT/Lane < 375 and Lane Width < 11, E = 15
- 125 < ADT/Lane < 375 and 11 < Lane Width < 14,
E = 15 (14 - Lane Width)/3 =
- 125 < ADT/Lane < 375 and Lane Width > 14, E = 0

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November 2014 5
Sufficiency Rating Calculation Appendix 2.06-G

- 375 < ADT/Lane < 1350 and Lane Width < 12, E= 15
- 375 < ADT/Lane < 1350 and 12 < Lane Width < 16,
E = 15 (16 - Lane Width)/4 =
- 375 < ADT/Lane < 1350 and Lane Width > 16, E = 0

- ADT/Lane > 1350 and Lane Width < 15, E=15

- ADT/Lane > 1350 and 15 < Lane Width < 16,
E = 15 (16 - Lane Width) =
- ADT/Lane > 1350 and Lane Width > 16, E = 0

E=

4. Determine the value of F:

(a) Enter the following values:
WSBIS 1370 MIN. VERT. CLEARANCE OVER DECK
WSBIS 1485 STRAHNET

(b) Find the value of F: (using the following conditions)

- STRAHNET > 0 and MIN. VERT. CLEARANCE OVER DECK > 16 00, F = 0

- STRAHNET > 0 and MIN. VERT. CLEARANCE OVER DECK < 16 00, F = 2
- STRAHNET = 0 and MIN. VERT. CLEARANCE OVER DECK > 14 00, F = 0
- STRAHNET = 0 and MIN. VERT. CLEARANCE OVERDECK < 14 00, F = 2

F=

5. Determine S2:
S2 = 30 - (C +(D + E)+ F) ((D + E) cannot be more than 15)

S2 = (points range from 0 to 30)

ESSENTIALITY FOR PUBLIC USE (S3)

1. Determine the value of G:
(a) Enter the following values:
WSBIS 1445 ADT ON INVENTORY ROUTE
WSBIS 1413 DETOUR LENGTH
S1 POINTS
S2 POINTS

(b) Calculate the value of G:

G= (ADT ON INVENTORY ROUTE)(DETOUR LENGTH)(7.5)
[(S1 + S2)/85](100,000)

G= ( )( ) (7.5)
[( + )/85](100,000)

G= (15 maximum)

6
Page 2.06-G-6 Washington State Bridge Inspection Manual M 36-64.04
November 2014
Appendix 2.06-G Sufficiency Rating Calculation

2. Determine the value of H:

(a) Enter the following value:
WSBIS 1485 STRAHNET

(b) Find the value of H:

- STRAHNET code is 1 or 2, H = 2
- STRAHNET code is 0, H = 0

H=

3. Determine S3:
S3 = 15 - (G + H)

S3 = (points range from 0 to 15)

SPECIAL REDUCTIONS (S4)

Use only if S1 + S2 + S3 > 50
1. Determine the value of I:
(a) Enter the following value:
WSBIS 1413 DETOUR LENGTH

(b) Calculate the value of I:

I = (DETOUR LENGTH)4(5.205)(10-8)

I= (5 maximum)

2. Determine the value of J:

(a) Enter the following value:
WSBIS 1533 MAIN SPAN DESIGN

(b) Find the value of J:

- If MAIN SPAN DESIGN is 10, 12, 13, 14, 15, 16, or 17, then J = 5
- Otherwise, J = 0

J= __________________ ____________ ____________ ____________ ____________ ____________ ____________ ____________ ____________ ______

3. Determine the value of K:

(a) Enter the following coding values:
WSBIS 1684 BRIDGE RAIL
WSBIS 1685 TRANSITION
WSBIS 1686 GUARDRAIL
WSBIS 1687 TERMINAL

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November 2014 7
Sufficiency Rating Calculation Appendix 2.06-G

(b) Find the value of K:

- If 2 of the above values are 0, then K = 1
- If 3 of the above values are 0, then K = 2
- If 4 of the above values are 0, then K = 3

K=

4. Determine S4:
S4 = I + J + K

S4 = _______ (points range from 0 to 13)

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November 2014
 WSDOT/FHWA
Appendix 2.06-H Communication Protocol Flowchart

Sub-Delegated
Local Agency PM

LP
Bridge Engineer Local Agency
FHWA
Quality LP Bridge
Assurance Inventory
Engineer Specialist

Coding &
Coding &
Appraisal
Appraisal Unit
Engineer
WA Statewide
Program
Manager Regional
Regional
Inspection
Inspection Unit
Engineers

Risk Reduction Risk Reduction

Engineer Unit

Special
Structures Unit
Special Structure &
Underwater
Inspection Engineer
Underwater
Inspection Unit

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November 2014
WSDOT/FHWA Communication Protocol Flowchart Appendix 2.06-H

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Chapter 3 Inspections and Reports

3.01 General
This chapter provides guidelines to inspect bridges*, including documentation.
The guidelines presented herein are those in use by the WSDOT Bridge Preservation
Office (BPO). Local Agencies are encouraged to follow these guidelines so as to
provide a consistent basis for evaluation and reporting of inspection data. Coding
fornon-mandatory items may deviate according to the needs of an individual agency.
Agencies are encouraged to document such deviations in a manner so as to aid in
theevaluation of the associated inspection data.
The basis for bridge inspection policies and procedures are referenced throughout the
chapter by the updated versions of the two following manuals: The AASHTO Manual
for Bridge Evaluation (MBE), Section 4, provides uniformity in the procedures and
policies for determining the physical condition, maintenance needs, and load capacity
of the nations highway bridges.
The FHWA NHI 12-049 Bridge Inspectors Reference Manual (BIRM) is a manual
onprograms, procedures, and techniques for inspecting and evaluating a variety of
in-service bridges. It provides guidelines regarding what preparation is necessary, how
toinspect, what to look for, what equipment and tools are needed, how to document
theresults of the inspections, and provide appropriate follow-up to the inspection.
Depending on the inspection type, bridges submitted to the NBI and NTI have regular
inspection intervals that must adhere to the intervals as defined within the NBIS and
NTIS. When a bridge is inspected late, the agency must document a justifiable cause
that pushed the inspection beyond the required interval. The justifiable cause, identified
as an unusual circumstance in the preamble of the NBIS and NTIS regulation, should
be documented within the inspection report. Some examples of unusual circumstances
are as follows: severe weather, concern for inspector safety, concern for inspection
quality, the need to optimize scheduling with other bridges, or other unique situations.
The agency must also ensure that the next inspection is scheduled for the original
inspection month during subsequent inspection cycles.

*Bridge is intended to mean all reportable structures which includes bridges, culverts and tunnels.

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Inspections and Reports Chapter 3

3.02 Inspection Types and Reporting

A number of different types of inspections have been developed to address specific
needs. This section will identify and describe the inspection types used by both the
state and local agencies. Below is a list of inspection types followed by a description
ofeach inspection/report type.
Routine (A) Safety (H)
Fracture Critical (B) Short Span (I)
Underwater (C) Two Man UBIT (J)
Special Feature (D) Information (K)
Interim (E) Inventory (L)
Underwater Interim (F) In-Depth (M)
Damage (G) Geometric (N)
A.Routine
1. Initial Routine Inspection The first routine inspection performed on any bridge
is the Initial Routine Inspection. It verifies the data entered into BridgeWorks via
the Inventory Report type. An Initial Routine Inspection is also performed after
rehabilitation work that changes a bridges dimensions or clearances, or when there
is a change in bridge ownership. The initial inspection is the first inspection of
abridge and is typically reported to the NBI and NTI as a Routine inspection.
The purpose of this inspection is to add the bridge to the inventory of bridges and
to establish certain baseline information.
a. Gathering Inventory Data Establishing baseline information about the
bridge from the original construction plans or as-built plans can be performed
in the office prior to the site inspection. Agencies shall record the required
WSBIS data into BridgeWorks along with the applicable Bridge Management
System (BMS) elements for the structure. Any information not known or which
cannot be determined from the plans can be left blank until the site inspection.
Depending on the type of structure built, one or more of the following
inspection types may also be required to be performed with the
initialinspection:
A Fracture Critical Inspection if the bridge contains fracture critical
members, see Section 3.02.B.
An Underwater Inspection is needed to inspect underwater portions of the
bridge, see Section 3.02.F.
A Special Features inspection if the bridge contains unique design or
construction elements, see Section 3.02.D.
Conclusions and findings from these items should be incorporated into the
Bridge Inspection Report (BIR) to support the applicable codes and ratings.
Team Leaders should coordinate the planning and timing of the inspection with
the appropriate project or construction offices prior to visiting the site.

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Chapter 3 Inspections and Reports

b. Site Inspection After the bridge has been built, and preferably before it is
placed into service, the Team Leader 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 Team Leader can review the information
to confirm the actual bridge dimensions and clearance measurements and to
verify the condition of all bridge elements.
Changes or additions to the WSBIS data, the BIR form, or BMS elements,
mustbe noted on the inspection form and entered into BridgeWorks.
c. Check Coding The BIR 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 Team Leader 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 the Initial Routine Inspection, two photographs of the bridge shall
betaken: an elevation and a deck photograph. The elevation photograph should
be taken (looking north or east) when possible to show a view from one side
of the bridge. The deck photograph should be taken (ahead on station) to show
aview of the bridge looking onto the bridge deck.
See Section 3.02.A.2 for instructions on completing the remainder of the
BIRform.
d. Updating the Bridge File The Inventory Record, the BIR, and the two
photographs provide a record of the Initial Routine Inspection. In addition
tobeing stored within BridgeWorks, these items must be placed in the bridge
file 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
BIR form are added to the file so that the bridge records remain current. See
Section 2.02 for further details.
2. Routine Inspections Routine Inspections are regularly scheduled inspections
consisting of observations, measurements, or both, needed to determine the
physical and functional condition of the bridge, to identify any changes from
Initial or previously recorded conditions, and to ensure that the structure
continues to satisfy present service requirements. Generally, a regular inspection
of the entire bridge is tobeperformed on regular intervals not to exceed
24months throughout the life ofthe bridge. However, the NBIS does allow for
extended inspection frequencies of up to 48 months provided the bridge meets
specific criteria submitted by the State and approved in writing by the FHWA.
Inspection intervals less than 24months for specific reasons can be developed and
documented by the inspecting agency ifnecessary. Routine Inspections are reported
to the NBI and NTI.

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Inspections and Reports Chapter 3

a. Inspecting Bridge Components The BIRM describes the general inspection

procedures to be followed for inspecting any concrete, steel, or timber bridge,
and the specific procedures to follow for inspecting a given bridge element
(i.e., the bridge abutments). These steps can be used by the Team Leader as
achecklist 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 that a thorough and comprehensive inspection
isachieved.
However, specific problems not covered in these general procedures may be
encountered. If that is the case, the Team Leader may contact their respective
WSDOT Bridge Program Support personnel.
b. Inspecting for Scour The Routine Inspection of any bridge over water
should include an assessment of existing scour conditions, the effect of scour
on the bridge, effectiveness of countermeasures, and recommendations for
repair, if appropriate. The following manuals, as well as the BIRM, discuss
inspection procedures for bridges over water:
HEC 18 Evaluating Scour at Bridges
The field inspection is used in conjunction with the scour analysis, see
Section 5.03, to identify and verify the potential of harmful effects of scour
tothebridge.
The field inspection includes the specific location and extent of any
deterioration, damage, or undermining in:
The stream channel and stream banks.
The substructure elements (i.e., intermediate piers, 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).
Measure and record the extent of foundation exposure and undermining.
Recommend any repairs, replacement, or maintenance required.
Perform soundings on bridges as identified by the Scour Engineer using
theScour Field Evaluation form.
The Scour Field Evaluation form was developed to supplement the BIR for
water crossings by measuring the streambed cross-section (soundings) at a
bridge to document observations related to scour. A copy of this form is shown
in Section 3.05.
Soundings of streambed elevations should be taken during the Initial Routine
Inspection and during subsequent inspections as required. The form should note
the location and depth of the streambed at each point where a sounding was
taken. This information should then be plotted in order to identify long term
changes in the channel cross section over time.

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Chapter 3 Inspections and Reports

c. Bridge Inspection Report A Bridge Inspection Report must be prepared at

the completion of each Routine Inspection to record the inspection findings,
provide a narrative description of conditions at the bridge site, and note any
changes in the WSBIS coding information. The Team Leader shall record and
submit the findings of the Routine Inspection into BridgeWorks. A Routine
Inspection will be included with a Fracture Critical Inspection and a Special
Feature Inspection. Bridge Inspection Reports must be completed within
90days from the start of the inspection. A completed report is defined as
areport that has been Released in the BridgeWorks program.
The Bridge Inspection Report form will have the following preprinted
information that will identify the bridge:
Bridge Number The bridge number given by the owner agency that
isassociated with the particular structure.
Bridge Name The bridge name given by the owner agency that
isassociated with the particular structure.
Structure ID The unique federal structure identification number
associated with the particular structure in the NBI and NTI assigned by
WSDOT forthe life of the bridge.
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.
Location The physical location of the bridge.
Structure Type The structure type (for local agency bridges, this field
may be blank).
d. Completing the Bridge Inspection Report
(1) At the conclusion of the Routine Inspection, confirm the condition and
adequacy coding for the various bridge elements and make any changes
asnecessary. Review the Adequacy Appraisal codes, NBI condition codes,
BMS and SNTI elements and their respective condition states, and complete
the narrative describing the existing conditions. Verify that the correct
Program Manager is listed on the inspection report.
(2) Enter onto the inspection report: Team Leader initials, Team Leader
identification number, Assistant Inspector initials, date of inspection,
and total number of crew hours at the bridge site. The Team Leader and
Assistant Inspector are required to sign the approved and released copy
ofthe BIR that is placed in the bridge file.
(3) 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. See Section 6.04 for additional
repair instructions and procedures.
(4) If it is determined that a critical bridge deficiency has been identified
resulting in an emergency load restriction, lane closure, bridge closure or a
failed bridge, a Damage Inspection and/or a subsequent In-Depth Inspection
may have to be performed, see Section 3.02.G for Damage Inspections, and
Section 3.02.M for In-Depth Inspections.
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Inspections and Reports Chapter 3

e. Updating the Inventory Record Any changes that need to be made to the
Inventory Record shall be entered into BridgeWorks.
After the data is processed and updated, a new Inventory Record is generated
for each bridge that has changes. On all Routine Inspections, all changes/
updates to NBI and NTI data shall be released into the inventory within 90 days
of the date of inspection.
The updated SI&A Report and other applicable reports shall be filed in their
respective bridge file.
3. Routine Inspections with Extended Intervals Routine Inspections with
extended inspection intervals are structures with inspection frequencies greater
than 24 months not exceeding 48 months, and only with written FHWA approval.
Reportable structures that have administrative load ratings (WSBIS ITEM
NUMBERS 1551 & 1554 = 0) are not eligible for 48monthfrequencies.
The criteria approved by FHWA shall be re-evaluated after every inspection. Refer
to the WSDOT letter sent to FHWA, dated July 28, 1998, see Appendix 3.06-C for
further details. Team Leaders for the State shall place the following note in the zero
(0) note of the BIR within BridgeWorks for existing extended interval bridges and
candidate bridges:
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.
The procedures and guidelines used for Routine Inspections at 24 month intervals
shall be used for these structures as well.
4. Routine Inspections with Frequencies Less than 24 Months Bridges or
culverts should be considered for an increased inspection interval if the NBI
Superstructure, Substructure or Culvert code is equal to or less than a 3 and where
there are multiple elements with deficiencies that reduce capacity. The SPM will
approve the need to perform routine inspections more frequently than 24 months.
B. Fracture Critical
The National Bridge Inspection Standards (NBIS) require that a Fracture Critical
Inspection be performed on regular intervals not to exceed 24 months on bridge
members identified as fracture critical. According to the MBE, a fracture critical
member (FCM) is a steel tension member in a bridge whose failure could result in the
partial or total collapse of the bridge.
This section provides information to assist the Team Leader in identifying fracture
critical bridge members, preparing written procedures, planning and performing
effective Fracture Critical 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 fracture critical members and
Fracture Critical Inspection procedures are provided in the BIRM. Fracture Critical
Inspections are reported to the NBI.

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Chapter 3 Inspections and Reports

1. General Each agency shall identify the bridges within its jurisdiction which
contain fracture critical members. The agency can then identify, through
documentation, the particular fracture critical members within each bridge. For the
member to be considered fracture critical, two conditions must exist.
a. The member must be a steel member in tension. The area of the bridge where
the member is located is subject to tensioning (expanding) forces.
b. There is 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
memberfails.
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 as girders or trusses. AASHTO neglects structural and internal
redundancies in determining whether a member is fracture critical. For a bridge
to be redundant, it must have more than two load paths. An exception to this is
where steel three girder systems have pin and hangers. In this case, the pin and
hangers are fracture critical.
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. Steel Two-Beam or Two-Girder Systems (Figure 3.02.B-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 flange and
adjacent portion of the web in the area of the cantilevered support should be
considered fracture critical (Example C).

Example A: Simple Beam

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January 2017
Inspections and Reports Chapter 3

Example B: Continuous Spans

Inspections and Reports

Example C: Cantilever - Suspended Spans

b. Truss Systems (Figure 3.05.C-2)
Figure 3.02.B-1
Most truss bridges employ only two trusses and are thus considered
b. Steel Truss Systems
fracture (Figure
critical. 3.02.B-2)alltruss
For inspectors, Mostmembers
truss bridges employ
in tension only
should be two
trusses and are thus
regarded considered
as fracture fracture
critical. critical. All
The exception truss amembers
is, when in tension
detailed analysis
should bebyregarded as fracture critical. The exception is, when a detailed
an experienced structural engineer, varifies loss of a member would
analysis by
not an experienced
result in collapsestructural engineer,
of the bridge or majorverifies loss of a member would
component.
not resultThe
in collapse of the bridge or major component.
following elements within any truss bridge should also warrant
specialelements
The following attention:within any truss bridge should also warrant special
attention:(1) Pin-connections: Any pin connections on a truss bridge should be
consideredfracture
(1) Pin-Connections Any loadcritical.
bearing pin connection in a fracture critical
member
(2) Category D and E Welds: On aistruss
or steel three girder system considered fracture
bridge, any critical.
tension member
containing a Category D or E weld. (See Inspecting Steel Bridges
(2) Category D and E Welds On a truss bridge, any tension member
for Fatigue Damage published by Pennsylvania DOT.)
containing a Category D or E weld.

Figure 3.02.B-2
Truss System
Figure 3 .05 .C-2

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c. Tied Arches (Figure 3.05.C-3) January 2017
The tie girder which keeps the supports from spreading apart is in tension
Chapter 3 Inspections and Reports
c. Tied Arches (Figure 3.05.C-3)
The tie
c. Tied Arches girder 3.02.B-3)
(Figure which keeps the supports
The tie girderfrom spreading
which keepsapart is in tension
the supports from
and should be considered fracture critical.
spreading apart is in tension and should be considered fracture critical.

Inspections and Reports

d. Suspension Spans (Figure 3.05.C-4) Inspections and Reports

(1) Cables: If the main suspension member is a cable, the cable should be
Figure 3.02.B-3
considered fracture Tied Arch
critical. BridgeA)
(Example
d. Suspension
d. Suspension Spans (Figure
Spans (Figure 3.05.C-4)
3.02.B-4)
Figure 3 .05 .C-3
(2)
(1) Cable
Cables:Stayed
If the Bridge: The bridge
main suspension is of such
member is a complexity that itshould
cable, the cable shouldbe
(1) Cables beIf the main suspension
reviewed by a structuralmember
engineeristoa cable, the the
determine cable shouldofbethe
criticality
considered fracture critical. (Example A)
consideredvarious
fracture
tiescritical (Example
to fracture. (ExampleA).B)
(2) Cable Stayed Bridge: The bridge is of such complexity that it should
(2) Cable Stayed Bridgeby aThe
be reviewed bridgeengineer
structural is of such complexity
to determine thethat it should
criticality be
of the
Page 3-18 reviewed various
by a structural engineer toWashington
determine State
the Bridge Inspection
criticality of the Manual
various
ties to fracture. (Example B) January 2002
stays to fracture (Example B).

Example A: Cable Suspension Bridge

ExampleA:A:Cable
Example CableSuspension
SuspensionBridge
Bridge

Example B: Cable Stayed Bridge

Example B: Cable
Figure Stayed Bridge
3.02.B-4

Suspension Spans
Example B: Cable Stayed Bridge
Figure 3 .05 .C-4

Suspension Spans
Figure 3 .05 .C-4
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January 2017
 Inspections and Reports
Inspections and Reports e. Other Fracture Critical Bridge Details Chapter 3

(1) Steel
e. Other CrossCritical
Fracture BeamsBridge
and Caps: In mid-span, the lower portion of the
Details
e. Other (1) I-section
Fracture or box Bridge
Critical beam is Details
in tension and should be considered fracture
Steel Cross
critical. Beams
(Figure and Caps: In mid-span, the lower portion of the
3.05.C-5)
I-section
(1) Steel Cross or boxand
Beams beam is intension
Caps andzones
Tension shouldofbe
theconsidered
I section fracture
or box beam
critical. (Figure 3.05.C-5)
should be considered fracture critical (Figure 3.02.B-5).

Steel Cross Beam

Figure
Figure 3.02.B-5
3 .05 .C-5
Steel Cross Beam
(2) Pin and Hanger SupportsFigure The3 .05 .C-5
pin and hanger connection used to
support a suspended
(2) Pin and Hangerspan from The
Supports: a cantilever span should
pin and hanger be considered
connection used to
fracturesupport
criticala ifsuspended
the member span is non-redundant.
from a cantilever spanTheshould
pin connection
be consideredand
(2) Pin and Hanger
fracture critical Supports:
if the The pin
member is and hanger connection
nonredundant. The pin used to and
connection
hangersupport
supporta suspended
in a two-girder or three-girder system is fracture critical as
span from a cantilever span should be considered
hanger
the bridge has support
no builtinina two-girder
redundancy. or three-girder system is fracture
The same connections critical
in a multi-
fracture critical
as the bridge if the member is nonredundant. The pin connectionin aandhas
beam system
hanger (morehas
support than
in
no3built
a
in redundancy.
beams)
two-girder are
or
The same
not fracture
three-girder system
connections
critical
is as the bridge
fracture critical
multi-beam
a high as
degree system are not
of redundancy. fracture criticalinassuch
the bridge hasshould
a high be
the bridge has no built Pin connections
in redundancy. The same bridges
connections in a
degree of redundancy. However, due to the poor performance of pins
inspected with thesystem
multi-beam same are techniques
not andcritical
fracture methods as as bridge
the fracture critical
has a high pins
in multi-beam suspended spans, the pin connections in such bridges
(Figuredegree
3.02.B-6).
of redundancy. However, due to the poor performance
should be inspected as if it were fracture critical. (Figure 3.05.C-6) of pins
in multi-beam suspended spans, the pin connections in such bridges
should be inspected as if it were fracture critical. (Figure 3.05.C-6)

Figure 3.02.B-6
Pin and Hanger
Figure 3 .05 .C-6
Pin and Hanger
Figure 3 .05 .C-6

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Chapter 3 Inspections and Reports

3. Prepare Written Procedures Once the fracture critical members within a

bridge have been identified, 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, a qualified designee from the owner agency should
carefully review the written plan to ensure that a sufficient analysis of the member
will be made and that the task will be accomplished in a reasonable manner. These
written inspection procedures are to be kept in each bridge file.
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 traffic on the bridge will be lightest (as some form of traffic control
may be necessary).
b. Equipment The Team Leader will require close access to each fracture
critical member; thus, some type of equipment may be needed to provide
sufficient 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 sufficient reach, and if it might damage the deck. Use of a
UBIT may also create a need for traffic 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 defined.
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 lumens should be
considered. In addition, specialized tools for carrying out nondestructive testing
may also be warranted (i.e., a dye penetrant kit or ultrasonic testing device).
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. Therefore, all of the
pins would be inspected ultrasonically in a 72-month period, if the inspection
frequency was 24 months.

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4. Perform the Fracture Critical Inspection The purpose of the Fracture Critical
Inspection is to assess the structural condition of each bridge member identified
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 Team Leader should work in a manner that insures
the same degree of care and attention to the last area inspected as the first. The
previous pages described the general areas within a bridge where fracture critical
members will be located. The following pages describe the particular features
tonote.
First, the Team Leader must gain access to the fracture critical area. The Team
Leader 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 lumens. The best viewing
angle is at approximately 120. The Team Leader will want to look for deteriorated
surfaces or surface cracks. The BIRM 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 and 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.
Punched holes.
Rivet and bolt heads.
Tack welds and field welds (especially at weld ends or returns).
If any cracks, blemishes, or other irregularities are found, the Team Leader will
need to evaluate these further, which may include the use of a magnifying glass.
Adye 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. The agency will need to determine which devices will be the
most cost effective and reliable for the given situation.
Finally, the Team Leader 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 Visual Fracture Critical Inspection Report.

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5. Prepare the Visual Fracture Critical Inspection Report At the conclusion of

the Fracture Critical Inspection, a Visual Fracture Critical Inspection Report should
be prepared to provide detailed verification of the inspection findings. 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 Section 3.05 for a copy of the
Visual Fracture Critical Inspection Report form.
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:
What the defect is.
Where the defect is located (a sketch may be used to illustrate its location
relative to the ends of the member, and its position in the cross section of
the member).
Summarize the inspection findings (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).
6. Updating the Inventory Record Any changes that need to be made to the
Inventory Record shall be entered into BridgeWorks.
On all Fracture Critical Inspections, all changes/updates to NBI data shall be
released into the inventory within 90 days of the date of inspection.
7. Updating the Bridge File Place the signed and completed Visual Fracture
Critical Inspection Report within the bridge file. 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
thebridge.
C.Underwater
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 flows, an underwater
bridge inspection diver must conduct an Underwater Inspection. An evaluation of
the bridges susceptibility to scour also needs to be conducted, see Section 5.03.
Many 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 UnderwaterInspection.

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An Underwater Inspection of submerged bridge elements is required on an interval

not to exceed 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, an underwater bridge inspection diver must swim by
and examine all underwater portions of the bridge. If the underwater elements are
covered with marine growth, portions of the structure need to be cleaned in order to
positively ascertain the condition of the element. For concrete piers, this consists of
cleaning 1 square foot patches near the surface, mid height, and bottom of all piers. For
multiple pile bents, a one foot band must be cleaned near the surface, mid-height and
bottom of one pile per bent, but no less than 10 percent of the piles. The underwater
bridge inspection diver must also perform a visual or tactile inspection of the entire
bridge footing at ground line to identify if any undermining of the footing exists, as
well as probing to determine if scour holes are being filled in. If significant 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 Team Leader 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 fish finder) or a lead line.
See the BIRM and the MBE for guidance on performing Underwater Inspections.
Underwater Inspections are reported to the NBI.
1. 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.
Identification of scour critical substructure units.
Special equipment requirements.
Follow-up actions taken on findings of last inspection.
2. Document the Underwater Inspection Prepare a Daily Site Dive Log for each
dive and prepare an Underwater Inspection Report when inspection of the entire
underwater portion of the bridge is concluded.
a. Daily Site Dive Log The Daily Site Dive Log must be completed by the
inspection Team Leader (in concert with the diver). Section 3.05, provides a
sample of the Daily Site Dive Log form. The form 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. At the conclusion of every dive, the diver
must go over the inspection findings with the Team Leader in order to verify
that the notes taken by the staff on the surface are a correct representation of

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what the diver found. The diver should also go over all underwater photos,
making sure that the photo numbers and descriptions are correct.
b. Underwater Inspection Report The Underwater Inspection Report must
be completed by the underwater inspection Team Leader and reviewed by the
diver. The report should be thorough and include the following information for
the various levels of inspection performed.
(1) For a Routine Underwater Inspection, note:
What conditions were found as a result of the visual inspection
orcleaning.
The condition of any protective coatings.
Evidence of any significant defects or damage.
Evidence of scour or the build-up of debris at the piers.
The location of exposed foundation elements.
Ground line elevations at the base of all piles or pile groups, elevations
of the tops of all exposed footings and/or seals, and ground line
elevations of all footings or seals at their corners.
The condition of the streambed around each pier, including a description
of any placed rock.
The water flow (whether high, medium, or low) and an approximation
of the velocity (ft/sec.).
The influence of any significant environmental conditions (i.e.,
corrosive pollutants, salt water, etc.).
Any changes to the surrounding area which have or may alter the
flow characteristics around the pilings or piers (i.e., logs upstream,
construction going on nearby).
Any discrepancies between the bridge design and its actual
configuration.
Any recommendations for repairs, a subsequent scour inspection, a
change in inspection frequency, or an in-depth inspection.
(2) For an Interim Inspection, note:
The specific areas inspected.
The amount and type of testing performed.
Testing results and/or findings.
Any recommendations for repair
In addition to the written information provided in the Underwater
Inspection Report, problem areas in the bridge should be carefully identified
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 and
drawings are always needed to document findings.

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3. Updating the Inventory Record Any changes to the applicable inventory coding
information (the date of underwater inspection, Team Leader initials, inspection
hours and changes to the condition coding for the substructure) shall be entered
so that the Inventory Record can be updated accordingly. On all Underwater
Inspections, all changes/updates to NBI data shall be released into the inventory
within 90 days of the date of inspection.
4. Updating the Bridge File The completed Underwater Inspection Report and
an updated copy of the Inventory Record shall be placed in the bridge file. These
reports can be referenced to as necessary to help determine the appropriate
inspection frequency for the bridge, to evaluate the degree to which bridge
conditions have changes from one inspection to the next, and to determine what
maintenance or repair may be required.
D. Special Feature
Bridges with special features include structures such as movable bridges, floating
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 feature
bridges. Written procedures must be developed and included in the bridge file 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.
The first four bridge types listed below are considered Complex Bridges according
to the NBIS. The remaining types are inspected as suggested by FHWA. See
Appendix3.06-D on FHWA letter for Bridge Special Feature Inspections. Special
Feature Inspections are performed on regular intervals not to exceed 24 months.
Special Feature Inspections are reported to the NBI.
1. Movable Bridges (Code 1 in BridgeWorks) There are three basic types of
movable bridges: vertical lifts, bascules, and swings. All of these structures are
operated by either electro-mechanical drive systems or hydraulic systems. See the
BIRM and the MBE for guidance on performing inspections on movablebridges.
2. Suspension Bridges (Code 3 in BridgeWorks) 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 floor
beams, stringers, and a roadway deck. Orthotropic decks may be used in place
of the stringers and roadway deck. See the BIRM and the MBE for guidance on
performing inspections of suspension bridges.

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3. Cable-Stayed Bridges (Code 9 in BridgeWorks) 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 and the MBE for guidance on
performing inspections on cable-stayed bridges.
4. Segmental Bridges (Code 5 in BridgeWorks) Segmental bridges are unique
due to their construction. A segmental girder is a single or multiple box girder that
is formed from segments post-tensioned together. This type of construction takes
advantage of the standardization of the manufacturing process. See the BIRM and
the MBE for guidance on performing inspections of concrete segmental bridges.
5. Floating Bridges (Code 2 in BridgeWorks) 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 floating bridges contain movable spans that have unique
operating characteristics.
6. Ferry Terminals (Code 6 in BridgeWorks) Ferry Terminals (Code 6 in
BridgeWorks) Ferry terminals usually have a dock or holding area built over
the water and a transfer span to carry traffic onto the ferry deck. The holding area
can be constructed of treated timber, concrete, or steel components. The vehicle
holding area or dock is typically considered a standard bridge structure and
receives a Routine and Underwater Inspection. The transfer spans generally are
steel trusses or girders with one end supported on the fixed pier and a free end
which can be raised or lowered onto the boat to accommodate tidal changes.
Transfer spans typically have their own structure I.D. and these structures are the
ones with unique features which require the Special Feature inspection. Ferry
Terminal transfer spans have enough unique features that specific BMS elements
and inspection procedures have been developed to help the inspector navigate
through a ferry terminal inspection. The Ferry Terminal Inspection Procedures
Manual is published as a stand-alone document and can be found as publication
M3105 at wwwi.wsdot.wa.gov/Publications/Manuals/M3105.htm
7. Pin and Hanger Connections (Code 4 in BridgeWorks) 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 and the MBE for guidance on performing inspections of pin
and hanger assemblies.

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8. A-514 High Performance Steel (Code 7 in BridgeWorks) 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 flanges 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
Team Leaders check tension zones closely for cracks particularly at welds, bolt
holes, copes, and other fatigue prone locations.
The Team Leader and Assistant Inspector are required to sign the approved and
released copy of the Special Feature Report that is placed in the bridge file.
E.Interim
Special inspections as defined in the MBE are called Interim inspections in the state of
Washington. This inspection type is scheduled when a particular known or suspected
deficiency needs to be monitored between Routine Inspections. Interim Inspections are
not reported in the NBI or NTI.
1. Identifying Need The Interim Inspection is performed to monitor a particular
known or suspected deficiency 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 Team Leader should observe and monitor this condition to determine the
effect on the bridge or the danger posed to the bridge. Bridges or culverts should
be considered for an Interim Inspection if the NBI Superstructure, Substructure or
Culvert code is equal to or less than a 3.
The inspection interval may vary depending on the type of deficiency being
inspected. Interim Inspections may occur between regularly scheduled Routine
Inspections on 24 month intervals, typically on the off year of the Routine
Inspection. There are cases where Interim Inspections may occur several times
during a calendar year on three or six month intervals. The inspecting agency along
with the Team Leader will determine the appropriate inspection interval.
Consider performing an Interim Inspection for load posted bridges. The Interim
Inspection should occur in the year that the Routine Inspection is not due.
2. Performing Inspection The Team Leader is free to schedule an Interim
Inspection as the need arises. This type of inspection can be accomplished by any
Team Leader who has some familiarity with the bridge. If someone other than the
Team Leader who performed the Routine Inspection is scheduled to perform the
Interim Inspection, they 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.

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3. Reporting A BIR documenting the inspection findings should be prepared by the

individual who performed the inspection. Any of the following information may be
appropriate to include:
The date of Interim Inspection.
The Team Leaders name.
The applicable inspection interval.
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.
4. Updating the Inventory Record Any changes that need to be made to the
Inventory Record shall be entered into BridgeWorks. The Routine inspection date
should not be changed due to an Interim Inspection. On all Interim Inspections, all
changes/updates to NBI and NTI data shall be released into the inventory within 90
days of the date of inspection
5. Updating the Bridge File A copy of the report and an updated copy of the
Inventory Record (if applicable) must be placed in the bridge file at the completion
of the Interim Inspection and must be cross referenced to the current Bridge
Inspection Report.
F. Underwater Interim Inspection
This inspection type is scheduled when a particular known or suspected deficiency
needs to be monitored between the regularly scheduled Underwater Inspections.
Underwater Interim Inspections are not reported in the NBI.
1. Identifying Need Common examples of findings requiring a change in the
Underwater Inspection frequency are extensive scour or rapidly progressing
deterioration. For example, spread footings normally buried and not visible
for inspection which become exposed, or pile founded footings which become
undermined need to be monitored closely. Foundation deterioration or damage may
also warrant a visual inspection at a frequency less than the mandatory 60 months.
Bridges should be considered for an Interim Underwater Inspection if the NBI
Substructure code is equal to or less than 3.
The inspection interval will vary depending on the type of deficiency being
monitored, and how rapidly the deterioration may be progressing. For scour related
findings where a normally buried spread footing is found exposed, or in the case
of a pile supported footing which becomes undermined, the Interim Inspection
is placed on a 12 month frequency. During subsequent Interim Inspections, the
frequency may be adjusted upwards if the scour is determined to be stable and non-
threatening to the structure. Adjusting a scour related Interim Inspection frequency
upwards is done slowly over time, i.e., 12 months, 24 months, 36 months ect.,
until the maximum 60 month inspection frequency is reached. For non-scour
related Underwater Inspection findings (i.e., foundation damage or deterioration)
the Underwater Interim Inspection frequency will usually be set at 24 months.

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There may be cases where Interim Inspections should occur several times during a
calendar year on three or six month intervals. The inspecting agency along with the
Team Leader will determine the appropriate inspection interval.
Consideration should be given to performing an Underwater Interim Inspection for
load posted bridges, provided the load restriction is due to elements that are only
visible by Underwater Inspection techniques.
2. Performing Inspection The underwater BIR will have specific language
pertaining to the portions of the bridge needing the Interim Inspection, and what
measurements need to be made. The Team Leader should carefully review the past
inspection reports to become familiar with the bridge, and to assure that the correct
portions of the bridge receive the Interim Inspection.
3. Reporting A BIR documenting the inspection findings should be prepared by the
individual who performed the inspection. Any of the following information may be
appropriate to include:
The date of Interim Inspection.
The Team Leaders name.
The applicable inspection interval.
The location of the element(s) 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.
4. Updating the Inventory Record Any changes that need to be made to the
Inventory Record shall be entered into BridgeWorks. The Underwater Inspection
date should not be changed due to an underwater Interim Inspection. On all Interim
Inspections, all changes/updates to NBI data shall be released into the inventory
within 90 days of the date of inspection.
5. Updating the Bridge File A copy of the report and an updated copy of the
Inventory Record (if applicable) must be placed in the bridge file at the completion
of the Interim Inspection and must be cross referenced to the current bridge
inspection report.
G.Damage
A Damage Inspection is an unscheduled one-time inspection to assess structural
damage resulting from an environmental or human event. The scope of inspection
should be sufficient to determine the need for emergency load restrictions or closure
of the bridge to traffic, and to assess the level of effort necessary to define a repair.
Depending on the specific situation, a Damage Inspection may be cause to initiate
Interim inspections. This determination is typically made by the Team Leader or their
supervisor. Damage Inspections are not reported to the NBI or NTI.

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Damage Inspections are categorized by type based on the damage received or how
it was found or is being reported. Team Leaders should create a Damage Inspection
Report in BridgeWorks and choose one of the following events:
Overheight (Code A in BridgeWorks) Damage typically caused by over
heightloads.
Flooding (Code E in BridgeWorks) Damage as a result of scour to the channel
beneath the structure.
Earthquake (Code G in BridgeWorks) Damage caused by seismic events.
Other (Code O in BridgeWorks) Damage/defects found during normal
inspection that result in loss of capacity, or for other undefined types of damage.
Reported by Others (Code R in BridgeWorks) Minor damage typically
caused by over height loads but reported by maintenance forces. This damage
type is used primarily by the state to track deterioration over time. It only exists
electronically and therefore is not signed.
Damage Inspections do not have scheduled inspection frequencies but subsequent
In-Depth and/or Interim Inspections may be scheduled as a result of the damage to
monitor the structure over time.
If called upon to perform a Damage Inspection, Team Leaders should get familiarized
with the type of bridge and the location of the damage. Office review of as-built plans
and photos should take place prior to inspecting the damaged structure.
1. Assess Damage When damage occurs as a result of collision, earthquake, or
other forces, 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 depend upon the
extent and seriousness of the damage.
If significant damage has occurred, the Team Leader will need to:
Identify any fractured members.
Determine any loss of foundation support.
Compute the amount of any section loss.
Measure the amount any member is out of alignment.
Inform the bridge owner that an updated load rating may be necessary.
Any time flooding has occurred on the waterway the bridge crosses, an inspection
should be conducted both during and immediately after the flooding to assess what
effects the increased water flow is having, or had, on the bridge. The following
explains these procedures:
(a) During Event Inspection An inspection during the flood can provide
information about the structures safety and condition under adverse conditions.
Observations made during the flood may help the Team Leader recommend
appropriate measures to protect the bridge from failure or damage due to any
future flooding.

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To the extent possible during the flood, the Team Leader 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).
(b) Follow-up Inspection The bridge should be revisited immediately after the
flood to assess any damage to the bridge and to provide information about the
actual impact of the flood. The Team Leader should assess the impact of any
ofthe 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. Critical Damage-Bridge Repair Report (CDBRR) If the bridge has been
damaged to the extent that has resulted in an emergency load restriction, lane
closure, or a bridge closure, a CDBRR, which is part of the Bridge Damage Report,
shall be used, see Section 6.02 for further instructions. A copy of this report shall
be entered into BridgeWorks and another copy shall be sent to FHWA for initial
report and any subsequent updates.
3. Reporting After a Damage Inspection Report has been created within
BridgeWorks, descriptions and comments shall be added under the appropriate
BMS elements describing the damage. A Bridge Damage Report is also required
for all Damage Inspections performed by the state, See Section 6.02 for
furtherinstructions.
For over height damage, add the BMS Element #362, Impact Damage flag,
ifrequired. Add the damage photos and revise the BMS condition state codes
ifnecessary. The following information should also 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.
Vertical clearance at the point of impact and at the minimum opening of the
span on over height damage inspections.
For prestressed concrete or steel bridges fill out the Prestressed Concrete and Steel
Damage Report form or equivalent to supplement the Bridge Damage Report,
seeSection 3.05.

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If the bridge is damaged as a result of the flood or if conditions have changed at the
bridge site, a Bridge Damage Report and a new Scour Field Evaluation form must
be completed. If the bridge is a scour critical structure, the instructions within the
Plan of Action (POA) should be followed, see Section5.03.B.
The report should provide the following information:
Flood stage at which the bridge was visited. This information can be found
atthe NOAA National Weather Service website.
Approximate streamflow volume and velocity at the time of the visit. This
information can be found at the NOAA National Weather Service website.
Location and extent of any damage to the bridge.
Current condition of any bridge elements affected by the flood.
Any recommendations for scour countermeasures, bank protection, channel
protection, etc., which may protect the bridge from damage during future
flooding or reduce the potential for future flooding.
When printing Bridge Damage Reports, only include the BMS elements, photos,
repairs and files that pertain to the damage.
4. Updating the Inventory Record If any changes to the Inventory Record
(theinventory or load ratings, for example) are needed, they must be entered into
BridgeWorks. On all Damage Inspections, all changes/updates to NBI and NTI data
shall bereleased into the inventory within 90 days of the date of inspection.
5. Updating the Bridge File A copy of the BIR and an updated copy of the
Inventory Record (if applicable), a copy of the Bridge Damage Report and all other
applicable forms and drawings shall be placed in the bridge file at the completion
of the Damage Inspection.
H.Safety
Safety (H) This inspection type is utilized for structures crossing over public
highways which could impact public safety, but are not reported to the NBI. These
include railroads, pedestrian bridges and utility bridges. An Assistant Inspector
who has 3 years of bridge condition inspection experience or the approval of their
supervisor and has successfully completed a FHWA approved comprehensive bridge
inspection training course can perform as a Team Leader for Safety Inspections. These
structures are not submitted to FHWA but are still inspected as they may impact public
safety. On all Safety Inspections, all changes/updates to the data shall be released into
the inventory within 90 days of the date of inspection.
The inspection intervals will vary depending on the structure type being inspected.
Recommended frequencies are as follows:
12 Months Timber bridges with red/yellow tags, any other material in poor
condition needing monitoring, scour issues, load posting, etc.
24 Months All other timber structures, any other bridge material that has BMS
elements in Condition States 3 or 4.
48 Months Steel structures in good condition and concrete structures with
minorproblems.
72 Months Concrete structures in good condition.

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There are two categories that Team Leaders from the state typically perform Safety
Inspections on:
1. Non-State-Owned Bridges That are Non-Vehicular and Crossing Over State
Routes The Deck Overall (1663), Superstructure (1671) and Substructure (1676)
codes should all 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. The Team Leader shall only use BMS Element
(#366) Undercrossing-Safety Inspection, documenting any details of flagged
defects or damage within the element note in BridgeWorks.
2. State-Owned Bridges Even if they are not NBI bridges they should receive full
NBI and BMSinspections.
I. Short Span
Short Span (I) This inspection type is used for bridges/culverts that 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 pipe culverts, but the
clear distance between openings must be less than half of the smaller contiguous
opening. Short Spans are not reported to the NBI.
Even though short span bridges are not reported to the NBI, there remains concern
about their deterioration and performance. Therefore, it is recommended that agencies
inspect short span bridges similar to a full NBI inspection for informational purposes.
The frequency of the inspections for these bridges will be at the discretion of the
owneragency. An Assistant Inspector who has 3 years of bridge condition inspection
or the approval of their supervisor and has successfully completed a FHWA approved
comprehensive bridge inspection training course can perform as a Team Leader for
Short Span Inspections.
1. Inspection Criteria Inspections are recommended for the following short span
bridges:
Timber structures that meet the criteria in Appendix 3.06-A1 and
Appendix3.06-A2.
Single span concrete or metal structures, other than metal corrugated pipes
thatmeet the criteria in Appendix 3.06-A1 and Appendix3.06-A2.
Multiple span structures that meet the criteria in Appendix 3.06-A3.
Metal corrugated pipes with an opening greater than 8 feet.
Multiple pipes with a structure length from 10 feet to 20 feet, see (1340)
inAppendix 2.06-C for structure length definitions.
This criteria is presented as a guideline and is not intended to replace sound
engineering judgment. When in doubt, a conservative approach should be taken.
a. Short Span Bridges Inspected If the short span bridge is inspected, agencies
should follow these guidelines on reporting:
(1) Fill in all the applicable fields listed on the WSBIS coding form. The bridge
number should be unique for short span bridges.
(2) Take deck and elevation photographs.

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(3) Fill out the Scour Field Evaluation form (if applicable).
(4) Complete a BIR.
(5) Determine the frequency of inspection needed. Recommended frequencies
are as follows:
12 Months Timber with red/yellow tags, any other material in poor
condition needing monitoring, scour issues, load posting, etc.
24 Months All other timber structures, any other material that has
BMS elements in Condition States 3 or 4.
48 Months Metal structures in good condition and concrete structures
with minor problems.
72 Months Concrete structures in good condition.
(6) Submit the data through normal bridge inspection reporting procedures.
b. Short Span Bridges Not Inspected If the short span bridge is not inspected,
the following are some guidelines to follow:
(1) WSDOT Team Leaders should note the milepost, type of bridge, features
carried, features intersected, take elevation and deck photographs, and
notify maintenance personnel that future inspections of the bridge are
theirresponsibility.
(2) Local Agency Team Leaders should note the milepost, type of bridge,
features carried, features intersected, take elevation and deck photographs,
and determine if the need for any future inspection of the bridge is
necessary and coordinate with their maintenance personnel.
2. Performing the Inspections The inspection procedures for short span bridges
are the same as those for NBI bridges.
An Underwater Inspection is performed on short span bridges with structural
elements underwater. If the Team Leader is unable to assess the condition of the
elements either visually or by probing, an underwater bridge inspection diver
must conduct the Underwater Inspection. This inspection determines the structural
condition and adequacy of the short span bridges underwater elements.
3. Updating the Inventory Record Following the inspection procedures used
on NBI bridges insures consistency of reporting. State-owned bridges are added
to the WSDOT Bridge List while local agency bridges are added to their own
localinventories.
After the bridges are inspected, the procedures for creating and updating the
Inventory Record are followed. On all short span inspections, all changes/
updates to the data shall be released into the inventory within 90 days of the date
ofinspection.
4. Updating the Bridge File The minimum information maintained in the bridge
file for short span bridges should include:
a. Inventory data, including location maps.
b. Completed inspection forms.

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c. A sketch of the bridge showing dimensions and depth of fill (barrel length
should be taken as one pass distance, regardless of the number of barrels).
d. Deck and elevation photographs
e. Scour Field Evaluation Form (if applicable).
f. Correspondence.
J. Two-Man UBIT
This inspection type is used when the UBIT, its driver and the UBIT operator are
supplied to an outside agency by the BPO, but the responsibility for the inspection and
reporting resides with the Team Leader. The sole purpose of this inspection type is to
facilitate the scheduling of future inspections and the internal accounting and billing
of current inspection work. The frequency for Two-Man UBIT inspections is set by the
Local Agencies. This inspection type is not reported to the NBI.
1. Identify Need Through signed agreements between the State and Local
Agencies, the State can assist those agencies with inspections requiring the use of
specialized equipment by performing two-man UBIT inspections.
The inspection interval may vary depending on terms of the agreement between
the State and the Local Agency. The Local Agency shall determine the level and
inspection interval for their structures within the agreement.
2. Performing the Inspection Typically, an Assistant Inspector and UBIT driver
will make up the inspection team that represents the State. A Local Agency Team
Leader will accompany the state team to perform the inspection. The Assistant
Inspector will coordinate with the Local Agency Team Leader as to how the work
will proceed for the time period assigned.
3. Updating the Inventory Record The responsibility of generating the BIR and
editing the WSBIS and any applicable inspection forms and entering the data into
BridgeWorks shall reside with the Team Leader from the Local Agency.
4. Assistant Inspector Responsibilities The Assistant Inspector from the State
shall ensure that the following items are completed during and after the inspection
of each local agency bridge.
a. While at the bridge site, take a Deck and Elevation photo of the structure.
b. Log the actual UBIT hours on site.
c. Create a Two-Man inspection type within BridgeWorks.
d. Enter the Local Agency Team Leaders initials as ZZZ and a certification
number of Z9999.
e. The bucket operators initials will be entered as the Assistant Inspector. The
Assistant Inspector should attach the deck and elevation photos taken at the site
into BridgeWorks.
f. Add the appropriate resources and dates for future inspections.

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K.Informational
This report type is used as a means to add notes, data, files or photos to a report
between scheduled inspections. Additionally the Informational Report can be used
to change the inspection frequency if necessary or to just assign a next scheduled
inspection date without having to change the normal inspection frequency. An
Informational Report type does not involve field work and is typically used by
inspection staff and the Bridge Information Group. Data that is updated through an
Informational Report can be accessed from the SI&A report on BEISt. Depending on
the type of data updated through an Informational Report, it may be necessary to print
out and sign a new report for scanning into BEISt. This will be determined by the
Team Leader and their supervisor. A typical example of an Informational Report that
requires a signature is one that changes the NBI or Bridge Management System (BMS)
or SNTI codes. In these cases, a statement in the applicable area of the notes section
of the report should state why the changes made were made. Informational Reports
are not reported in the NBI or NTI. An Assistant Inspector who has 3 years of bridge
condition inspection experience or the approval of their supervisor and has successfully
completed a FHWA approved comprehensive bridge inspection training course can
create an Information Report.
L.Inventory
This report type is used to notify the inspection team that a structure is either new or
altered and needs field verification to track construction progress and update the record
when the work is completed. This report type will also provide detailed information
on the new or altered structure to assist the inspection team in field verification. This
report type is intended to stay in the bridge record until the construction work is
completed, then removed thereafter.
For WSDOT structures, the Inventory report type is always created and removed by the
BPO Information Group, and is closely coordinated with the ContractHistory database.
BPO inspection teams shall always review the information in an inventory report type
and update the record as needed, including clearly indicating when the construction
work is completed.
Examples of construction work that tracked by this report type include:
New structures
Retrofits and rehabilitation (deck replacement, seismic retrofits, strengthening, etc)
Any new or replaced BMS elements (new joints, rails, overlays, etc)
Utility work
Roadway alterations UNDER bridges that affect vertical and horizontal clearances
(new pavement, roadway widening, etc)
Functional changes (bridge changed from 2 way to 1 way traffic due to construction
of new parallel bridge, for example)
Examples of construction work NOT tracked by this report type include:
Repair work tracked in the Repair List
Any changes to the structure record which are not performed in the field by
inspectors (updated ADT, NHS designation, etc)

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An Assistant Inspector who has 3 years of bridge condition inspection experience or

the approval of their supervisor and has successfully completed a FHWA approved
comprehensive bridge inspection training course can create an Inventory Report. This
report type is not reported to the NBI or NTI.
M.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 specific
analyses of given bridge elements. In-Depth Inspections are performed as needed and
do not have a set inspection frequency. They are not reported in the NBI or NTI.
1. Identify Need Any time the structural condition of an element cannot be
determined in the course of a Routine Inspection, an In-Depth Inspection may be
required. The In-Depth Inspection is performed to 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, flood, or
Interim Inspection. Whenever such a need is discovered, an In-Depth Inspection
should be performed.
In-Depth Inspections do not have inspection intervals and are treated as one-time
only inspections. If the inspecting agency feels that subsequent inspections are
needed on regular intervals, Interim Inspections should be utilized instead.
2. Performing the Inspection The In-Depth Inspection should include as detailed
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 influence the depth and extent of analysis required. To facilitate
accomplishment of the inspection, the Team Leader should make sure that any
traffic control measures or necessary special equipment will be available.
3. Reporting There is no standard form to be completed for reporting In-Depth
Inspection findings. When the inspection is concluded, the Team Leader should
prepare a BIR along with any additional documentation 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
wereconsulted.
The results of any testing performed.
Any recommendations for maintenance or repair.
4. Updating the Inventory Record Any changes that need to be made inthe
Inventory Record shall be entered into BridgeWorks.
On all In-Depth Inspections, all changes/updates to NBI or NTI data shall be
released into the inventory within 90 days of the date of inspection.

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5. Updating the Bridge File A copy of the report and an updated copy of the
Inventory Record.
Record (if applicable) shall be placed in the bridge file at the completion of
the In-Depth Inspection and must be cross referenced to the current Bridge
InspectionReport.
N.Geometric
This inspection type is used to collect vertical and horizontal roadway clearances for
routes both on and under bridges and would also include a complete review and update
of all the vertical clearance cards associated with the bridge. An Assistant Inspector
can perform as a Team Leader for Geometric Inspections. Geometric data that has been
collected using LIDAR can be used to update bridge inventory data as a Geometric
Inspection as long as the Team Leader has reviewed the LIDAR data. This inspection
type is not reported to the NBI or NTI.

3.03 Bridge Inspection Orientation

Designation of the bridge orientation and a component numbering system for the
bridge elements are needed for consistency within the inspection reports. Typical
bridge orientation convention has the structure beginning at and going from the west
end of the structure to the east, or from the south to the north, or in some cases, the
direction of increasing mile post. The subcomponents of a structure are typically
numbered from the left to the right looking ahead on stationing. The orientation and
component numbering system typically follows the convention of the inspecting
agency. If the State inspects bridges for other agencies, they will follow State
convention (see Figures 3.03-A, 3.03-B, 3.03-C, and 3.03-D) or follow established
agencyorientation.

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Figure 3.03-A

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Component Location
Figure 3.03-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.

Upper Crossbeam

End Diaphragm Bearing of various types

(Roller Bearing shown)

Lower Crossbeam End Diaphragm

IN-SPAN HINGE CALLOUT

(Do not Quantify Crossbeams in BMS for Box Girder)

Figure 3.03-C

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Figure 3.03-D

Section 3.04 provides guidelines for inspection processes and procedures specific to
the State and the Office of Local Programs. These guidelines can be used as a reference
or can be implemented.

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3.04 Policy and Procedures

This section discusses the specific policies and procedures that are utilized in BPO
or LP that are supplementary guidelines for field work and inspection report writing.
These best management practices are utilized by inspection teams and are specific to
each program.
3.04.1 BPO Policy and Procedures
A. General Inspection and Report Writing
Columns on the first page of the BIR contain NBI and agency specific items
with associated coding information for each structure within the inventory. The
numbers within parenthesis next to these item titles are WSBIS item numbers and
are unique to the BridgeWorks program that corresponds to FHWA items and/or
agency specific items. For example, the first code at the top of the BIR form is the
Structural Adequacy Appraisal code and is denoted by WSBIS item number (1657).
When circumstances prevent any required work from being completed at the time
of inspection, report this fact to your supervisor so a determination can be made
whether or not the bridge needs to be rescheduled in the current inspection year.
It is the responsibility of the Team Leader to ensure that the bridge inspection is
completed unless the supervisor delegates the responsibility. Bridges that cannot
be inspected due to high water will be rescheduled in the current inspection year
during lower flows. If the supervisor determines that the bridge does not need to
be rescheduled in the current inspection year, clearly identify why the work wasnt
completed and what is required of the next team leader to achieve the task.
Traffic lanes on a structure are numbered from right to left looking in the direction
of traffic on one-way multilane routes. For reversible lanes assumed orientation
should be described in the report.
Whenever an in-span hinge separates two bridges, the bearings, restrainers, and
joint are to be coded with the dependent structure. Explain any exceptions to this
rule in the 0 note.
Whenever measurements are taken, for joint openings, monitored conditions,
or anything else, include in the report the date and the air temperature when
the measurements were taken. Unless there is a warranted condition, only
measurements from the last three inspections need to be maintained.
Refer to specific joints by pier or span numbers instead of joint numbers. There
may be unique circumstances where using joint numbers are justified. Under
these circumstances, justification for using joint numbers must be documented in
thereport.
Investigate fully and report any and all joint noises and their origination.
Compare Curb to Curb Deck Width (1356) with Horizontal Clearance (1491 and
1495) and investigate differences (typically they should be the same, except for
non-mountable medians).
Detailed notes are to be entered separately under each Bridge Management System
(BMS) element. NBI notes should reference the appropriate BMS element note.
Maintain any details of flagged defects or damage within the BMS element note.

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Inspection report summary comments are required for any BMS element in
Condition State (CS) 2, 3 or 4.
Avoid using phrases for significant defects such as open crack without a further
description such as width, and any repetitive nature. Mark the specific defect
location on the bridge with any measurement and the date. Consider taking a photo
of the marked defect to include in the inspection report. For concrete crack size
guidelines, see the table in Section 4.04.
When submitting reports for initial review, include field notes in the review
package along with a clean copy of the report, the WSBIS sheet, the inspection
photographs, and other relevant reports (fracture critical, soundings, etc.).
The WSBIS sheet is required to reflect all current changes associated with
theinspection.
Describe photos with respect to bridge orientation, not geographic direction. Photos
should identify the orientation, location, and what is photographed. All photos,
except deck and elevation photos, must be numbered and referenced in the notes
orin an attached file such as a Fracture Critical Report.
Photos no longer relevant to the report should be deleted. Keep repair photos in the
report for an additional inspection cycle so the Bridge Preservation Supervisor can
compare them.
Deck and Elevation Photos should be assessed at each inspection. Update photos
ifthere are new conditions or changes to the structure.
B. Bridge Inspection Notes Standard Practice
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 first time use with
the acronym in parenthesis following (e.g., Local Programs (LP)).
C. Use of abbreviations should be limited. Common abbreviations:
F Fahrenheit A.M. a.m.
in. inch (inches) P.M. p.m.
or
ft. or foot (feet) NW NE SW SE directions
symbol only used when followed
by a dimension in inches.
L length D depth
W width etc. etcetera
sq. ft. square feet or SF LF linear feet
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 Jan January, etc.

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D. Limit the use of symbols to for degrees and % for percent.

E. Dimensions are noted with a space or hyphen 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:
1 1-1/16 6 0-7/8
6 14 timber stringers
8 14 1/2 deep spall
3 ft. wide 14 ft. long 2.5 ft. tall bridge corbel
12 ft. (L) 15 6 (W) 3 (D) popout in south face of Pier 2
1 0-3/4(l) 0.125(w) crack in east face of Girder 2F
42.2 long anchor bolts
C. Report Notes Within BridgeWorks
0 Note Orientation
Bridge orientation and identification 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 identified.
Identifiable physical features at beginning or end of bridge may also be used. See
Section 3.03 for bridge orientation examples.
Place any special instructions and information that doesnt fit anywhere else under
the 0 note.
Use the following note for bridges eligible for a 48 month frequency:
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 and that no major maintenance has been completed in the last
two years.
1 Note This note is maintained by the Team Leader and is used for explanatory
information regarding bridges that are Fracture Critical and/or require a Special
Feature Inspection. Use this note to explain any special features, procedures, areas to
be inspected or complicated scheduling. Do not use this note to redundantly repeat
resource information or dates that an inspection occurred.
5 Note Program Management Engineer maintains this note. It contains information
regarding scheduled rehabilitation or replacement, and other upcoming program
management items.
9 Note The 9 note is used to create the executive summary for an Underwater
Inspection Report.
11 Note The Load Rating Engineer maintains this field. It is used to explain any load
posting placed on a bridge. This note is closely associated with the Revise Rating flag
(2688), see Section 3.04.1.E.

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D. Operating Level Code (1660)

Verify that load posting signs are in place at the bridge and in advance of the
bridge. Advance load postings must be placed in advance of the nearest intersecting
road, ramp or wide point in the road where a driver can detour or turn around.
Verify that load posting signs and advance load posting signs match the posting
requirements in Note 11 and write a note within BridgeWorks under Operating
Level Code (1660) to that effect. Take a photo of any existing posting signs and
advance posting signs. Ensure that (1293) (open or closed) is coded appropriately.
E. Revise Rating Flag (2688)
For State owned bridges, any load rating issues should be addressed within the
body of the BIR in the (2688) note. Delete any notes that dont have relevance to
the existing condition of the bridge.
F. Scour Code (1680)
The Scour Engineer maintains the Scour code (1680) field and notes. Any scour
comments by the Team Leader should be placed in BMS Element (#361) Scour
Flag or Channel Protection (1677), depending upon which is most appropriate.
G. Soundings Flag (2693)
When preparing for an inspection that requires soundings, print any existing
stream profile file to include in your inspection field packet. The Scour Engineer
determines which State bridges need stream cross sections (soundings) by placing
a Y in the Soundings Flag (2693). When this is required as part of the inspection,
perform the following:
1. Enter data into the Scour Field Evaluation Form, see Section 3.05.
a. If you could not take soundings on the initial inspection trip, plan on getting
them on another trip, either by coordinating with another Team Leader 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 fish windows), add a resource with an
explanation under the Report Types Tab.
2. Save the file under the bridge number (e.g., 5_24S.xls) in the appropriate year
Soundings folder found on the W drive at W:\Data\Bridge\RegionalInsp\
Common\Soundings.
3. Attach the completed form to the appropriate bridge inspection report File Tab,
replacing any already existing form and remove the old one.
4. Change the Soundings Flag (2693) from Y to * for State bridges only.
5. Place the date soundings were taken in the (2693) note (e.g., Soundings taken
2/1/2004).
6. When you return to the office submit an email to the Scour Engineer stating
that the soundings have been completed and that the findings are in the
soundings folder for his review.

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7. The Scour Engineer will email an electronic stream profile file that you will
attach to the report Files tab.
a. Replace any existing stream profile file with the updated one and remove
the old one.
b. Print the new stream profile file and include it with your inspection
reviewpacket.
H. Timber Structures
Yellow Tagged (YT) members have rot and a shell greater than or equal to 1-.
A YT member requires a Priority 2 repair. The need for Interim Inspections is
determined by the lead.
Red Tagged (RT) members have rot and a shell less than 1-. A RT member
requires a Priority 1 repair. Schedule an Interim Inspection. Determine the extent,
location and significance of decay. Provide details for the Load Rating Engineer.
I.Culverts
Structure Length, NBI Length and Maximum Span are determined in accordance
with (1340), (2346), and (1348).
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.
J. Vertical Clearances (1370 and 1374)
When to Collect or Verify Vertical Clearances
Whenever a clearance card is missing, incomplete or inaccurate. High traffic
volumes may prevent the ability to acquire this information without traffic control.
At bridges with vertical clearances under or over that are equal to or less
than166.
At bridges where the clearances box has been populated with a V.
When Team Leader feels that over height hit damage is occurring significantly
enough to check the existing clearance information.
As a part of over height load damage inspections.
Where to Collect or Verify Vertical Clearances
Minimum clearances along all lane stripes, edges of pavement/curb or controlling
grade breaks between these points.
Appurtenances (lights, signs, utilities) that control minimum vertical clearances
should be documented as well, but in most circumstances will be used only to
create a repair recommendation to relocate appurtenance. Provide vertical clearance
information to the Sign Bridge Engineer.
For existing postings verify lowest accessible clearance location first and verify
other locations as required.
For Damage Inspections, measure all accessible lane stripe locations in the area
ofthe damage and at the point of impact.

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Documenting Vertical Clearances

Document all measured clearances. Drawings should be neatly transcribed
and turned in to the Bridge Geometry Engineer. Photos are to be placed in the
Photos/694 Clearance folder in BridgeWorks. See the Vertical Clearance Card form
located in Section 3.05.
2694 Note should reference: Vertical clearances checked on (date). Minimum
clearance below the bridge measured to be (measured minimum clearance) below
(exact location). See photo #. REPAIR #00000
Update WSBIS fields (1370), (1374) and (1499). Appurtenances are not coded.
Consult with the Bridge Geometry Engineer for questions.
Posting Requirements and Recommendations
Bridges with field measured minimum clearances over the traveled lanes equal to
143 up to and including 153 require posting on the structure at the controlling
location and advance warning signs at one or both shoulders.
All bridges with field measured minimum clearances less than 143 require
additional advance posting signs in advance of nearest intersecting roads, ramps or
a wide point in the road where a driver can detour or turn around.
All posted clearances shall be 3 less than the actual lowest measured clearance.
Consideraion is given to adjusting existing clearance signage when the existing
signage provides a buffer of only 1 or less to the actual measured clearance.
If advance warning and/or detour signage is required and does not exist, then
re-posting the structure at 3 below the actual measurement is considered
goodjudgment.
There are situations where bridges should be posted for minimum vertical
clearances in the shoulders (outside traveled way). Check with the Bridge
Geometry Engineer for details.
When vertical clearance posting is found deficient or missing, write a priority 1,
V repair as follows: (Coordinate with the region traffic office to provide required
correct vertical clearance posting on and in advance of the bridge. Minimum
clearance measured to be (measured clearance) located at (controlling location)
on (date measured). Post for (3 less than measured clearance). Posting is to be
in accordance with Vertical Clearance Repair sheet attached to the files tab.
Contact (Bridge Geometry Engineer) at Bridge Preservation 360-570-2544 with
anyquestions.
Appurtenances such as lights or signs that suspend below those bridge elements are
to be noted. Those that are 153 or less within a traveled path or have evidence of
traffic impact damage are to be written up as a repair to be removed or relocated.
Each Inspection, Check For:
All postings on bridge, and in advance, are in place.
Posted clearances are consistent with existing conditions and documentation.
Update 2694 note with the date that the vertical clearance was taken and the date
that the vertical clearance card was reviewed.
Update the WSBIS.

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K. Horizontal Clearances
Collect minimum shoulder widths on both sides of roadway and edge of
traveled way (fog line) to permanent obstruction (columns, abutments, retaining
walls, toe of slopes). See Item 1379 for ramps, gores and other more complex
configurationexamples.
Collect horizontal clearances where the clearance flag has been populated with
anH.
Update WSBIS fields (1379) and (1383) (Minimum Lateral under Clearance Right
& Left).
L. Inspection of Structures Under Contract
Information organized by the Bridge Inventory Technician will include the Project
Office contact and contract numbers.
For structures under contract, the BPO inspector MUST make contact with the
Project Office (Project Engineer if possible) prior to performing inspection. Do not
directly talk to contractor.
If construction defects or safety issues are found during inspection:
Emergency contacts: 1st Region Project Engineer
2nd BPO
3rd HQ Bridge Construction Office
Routine Maintenance, contact the Project Office and Regional Maintenance Staff.
M. Bridge Scour for Local Agency Bridge Inspections
Bridges with Scour Code (1680) of 2 and 3 are scour critical. For reports with a
scour code of 6,Uor T the bridge is assumed to be scour critical.
Bridges with a scour code of 6, U, or T need a priority 1 repair called out in
the (1680) note.
The call out in the (1680) note should read as follows: This inspection report
assumes the bridge is scour critical. REPAIR #XXXXX
The Repair should read as follows: (1680) is coded [U, T, or 6] indicating
that the bridge foundation is not known, is tidal, and/or has not been evaluated.
Perform evaluation of scour potential and any required mitigation. Indicate
determination and any requirements under the (1680)note.
Scour critical bridges, and those that are assumed to be scour critical, that have
exposed footings or have a history of exposed footings due to scour, REQUIRE a
priority 1 scour repair documented in the BMS Element (#361) Scour flag note
in BridgeWorks. This repair should read as follows: Scour mitigation needs to
beevaluated.
All scour critical bridges need soundings at every Routine Inspection. The (2693)
note needs the following comment: Take soundings every Routine Inspection on
this scour critical bridge. Also ensure that the (2693) flag is set to 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
specific need that is documented in the report.

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N. Rental Equipment
The Enterprise and Risk Management Office has declared that equipment damage
insurance must be purchased when renting access equipment. If the rental company
does not offer insurance, insurance can be purchased through the Department of
Enterprise Services (DES). The DES insurance option can take up to two weeks to
process so plan accordingly.
For rented access equipment the following is required:
Review the paperwork, when receiving the equipment, to insure that it reflects
insurance for the rented equipment.
Review the invoice when you receive it from the BPO Accountant, making sure
that the rate and time used are correct.
Notify the rental office of any discrepancies found.
Write the bridge number and dates used on the invoice.
Return it to the BPO Accountant for processing.
O. Bridge Inspection Safety
See Pre-Activity Safety Plan (PASP) for details. See Section 3.05.
P. Identifying The Purpose Of Inspections in the Bridge Inspection Report
Indicate the purpose and schedule of any Interim or Special Inspections that are
required, similar to 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. Statement should briefly describe what is to be accomplished
during the Interim or Special Feature Inspection. This information is placed in the
Notes box under the specific inspection tab, but may sometimes be more completely
explained here. It can additionally be placed in the 0 note.
Q. Agreements Inspections
Team Leader will provide the complete submittal package for each bridge inspected,
which includes the signed inspection report, the SI&A sheet, the inventory sheet, all
photos and files is given to the Bridge Resource Technician (BRT) who checks them
against the scope of work. If there is anything missing, the BRT needs to check with
the inspectors and follow up with the Bridge Preservation Accountant (BPA) if there
are problems with providing a complete submittal package. The complete submittal
package for each bridge is scanned and loaded onto BEIST, and a hardcopy filed in the
unofficial letter file in the resource room. The complete submittal packages for each
bridge are sent to the agency via USPS to the address in the agreement along with a
transmittal letter listing all inspection reports provided. A copy of the transmittal letter
is given to the BPA for filing with the invoices and agreements.

Page 3-40 Washington State Bridge Inspection Manual M 36-64.07

January 2017
Chapter 3 Inspections and Reports

3.04.2 LP Policy and Procedures

Local Agency Policy and Procedures are detailed in the Local Agency Guidelines
(LAG). Electronic copies of the LAG are available on the WSDOT Local Programs
website at www.wsdot.wa.gov/localprograms.
Local agencies are encouraged to review the BPO Policies and Procedures in the
preceding section and adopt or modify the advice to the benefit of their Bridge
Program. Local Agency bridge personnel are encouraged to contact the WSDOT Local
Programs personnel for guidance and advice on bridge programquestions.

Washington State Bridge Inspection Manual M 36-64.07 Page 3-41

January 2017
Inspections and Reports Chapter 3

Page 3-42 Washington State Bridge Inspection Manual M 36-64.07

January 2017
Chapter 3 Inspections and Reports

3.05 Forms
This section contains inspection forms typically used by the State. Local agencies
have the option of developing their own forms with similar information or utilizing the
forms in this section.
Bridge Inspection Report
WSBIS Form
Scour Field Evaluation
Daily Site Dive Log
Visual Fracture Critical Inspection Report
Prestressed Concrete Damage Drawing Template
Girder Elevation Template
Fall Protection Plan Emergency Action Plan
Lead Exposure Control Work Plan
Respirator Record
Confined Space Entry Permit
Ultrasonic UT Inspection Report
UT Inspection Schedule
Pins Summary Sheet
Pin and Hanger Visual Inspection Report
Special Features Inspection Report
Vertical Clearance Card Generic
Vertical Clearance Card Steel
Vertical Clearance Card Tunnel
Pre-Activity Safety Plan (PASP)

Washington State Bridge Inspection Manual M 36-64.07 Page 3-43

January 2017
Inspections and Reports Chapter 3

BRIDGE INSPECTION REPORT Page 1 of 1

WO CC WE PD Status: Printed On: Agency:

BAM CD Guid: CD Date: Program Mgr:

Br. No. SID Br. Name

Carrying Route On Mile Post
Intersecting Route Under Mile Post

Inspector's Signature Cert # Cert Exp Date Co-Inspector's Signature

Inspections Performed:
Structural Eval (1657) Operating Tons (1552) No Utilities (2675)
Freq Hrs Date Rep Type
Deck Geometry (1658) Op RF (1553) Bridge Rails (1684)
Routine
Underclearance (1659) Inventory Tons (1555) Transition (1685)
Fract Crit
Alignment (1661) Inv RF (1556) Guardrails (1686)
UW
Deck Overall (1663) Operating Level (1660) Terminals (1687)
Special
Superstructure (1671) Open/Closed (1293) Asphalt Depth (2610)
Interim
Substructure (1676) Waterway (1662) Des Curb Ht (2611)
UWI
Culvert (1678) Scour (1680) Bridge Rail Ht (2612)
Damage
Chan/Protection (1677) Soundings Flag (2693) Year Built (1332)
Safety
Pier/Abut/Prot (1679) Revise Rating (2688) Year Rebuilt (1336)
Short Span
Photos Flag (2691)
Sufficiency Rating In Depth
Measure Clrnc (2694)
Risk Category Geometric

BMS Elements
Element Element Description Total Units State 1 State 2 State 3 State 4

Notes

Repairs
Repair No Pr R Repair Descriptions Noted Maint Verified

Inspections Performed and Resources Required

Report Type Date Frq Hrs Insp CertNo Coinsp Note

Bridge Inspection Report

(Page 1 of 1)

Page 3-44 Washington State Bridge Inspection Manual M 36-64.07

January 2017
 Chapter 3

January 2017
Approved
WSBIS Field Inventory Report Washington State
Revised Department of Transportation
RFC
AAN
Not Reviewed
1001 2009 2132 1019 1021 2023 1156 1188 1196

Structure ID Bridge Number Bridge Name City Location Latitude Longtitude

Owner
Bridge ID

County
WB71

1232 1256 1274 1286 1288 1289

Shaded fields are to be
Feature Intersected Facilities Carried Region Custodian Parallel Temporary reviewed each inspection.
Facilities
WB72 Fields in italics are for information
only & are not editable.

1332 1336 1340 2346 1348 1352 1356 1360 1364 1367 1370 1374 1378 1379 1382 1383 1386 1397 1310 1312 1291

Year Year Bridge Maximum Lanes Curb to Curb Out to Out Sidewalk Sidewalk Min Vert Min Vert Vert Min Lat Lat Min Lat Navigation Approach Skew
NBIS Length Flared Median
Built ReBuilt Length Span Length On Deck Width Deck Width Left Right Over Deck Under Code Under Right Code Under Left Control Code Roadway Angle
Layout
WB73

Washington State Bridge Inspection Manual M 36-64.07

2000 1432 1433 1434 1435 2440 1445 1451 1157 1487 1490 1354 1491 1495 1499 2500 2501 2502 1413

Lane Total Horizontal Horizontal Max Vert Min Vert Max Vert Min Vert
Route Truck Funct. Detour
Milepost ADT Crossing Description Use Lanes Clearance Clearance Clearance Clearance Clearance Clearance

On
Crossing

Hwy

Main
Number % Class Length

Code
Level

Class

Under
Route Reverse Reverse

Service
Route Direction Under Route Dir Reverse Dir Route Route
On On

WSBIS Form
WB74

2000 1432 1433 1434 1435 2440 1445 1451 1157 1487 1490 1354 1491 1495 1499 2500 2501 2502 1413

Lane Crossing Horizontal Horizontal Max Vert Min Vert Max Vert Min Vert
Truck Funct. Detour
Route Number Milepost ADT Crossing Description Use Lanes Clearance Clearance Clearance Clearance Clearance Clearance

On
Crossing

Main
Hwy
% Class Length

Code
Level

Class

Under
Direction Under Route Dir Reverse Dir Route Route Reverse Reverse

Service
Route Route
Under Under
WB74
Control Data Date:

1532 1533 1535 1536 1538 1541 1544 1545 1546 1547 1548 1549 1551 1552 1553 1554 1555 1556

Main Main Appr Appr Number Number Oper Oper Oper Inv Inv Inv Sufficiency Rating: Printed
Service Service Deck Wearing Deck
Span Span Span Span Main Appr Membrane Rating Rating Rating Rating Rating Rating
On Under Type Surface Protect Item 2710 SR Date
Design Material Design Material Design Spans Spans Method Tons Factor Method Tons Factor
WB75 Item 2711 SD/FO

Inspection Date Inspector Cert No Co-Inspector

2920 1990 2646 2649 2654
Inspection Date Inspector Cert No Co-Inspector Inspection Date Inspector Cert No Co-Inspector Safety
Routine UW Interim Short Span
Inspection Fracture Critical Interim Geometric
Report
Types Special Feature In Depth Info
Underwater Damage Inventory
Control Data Guid:

Page 3-45
Inspections and Reports
Inspections and Reports Chapter 3
Inspections and Reports Chapter 3

Scour Field Evaluation

Bridge Number Bridge Name Structure ID

Date Lead Inspector Co-Inspector

Heavy Growth Along Banks Boat Required

Ice/Debris in Channel Divers Required
Channel/Embankments are Eroding/Sloughing UBIT Required
Damage to Riprap/Abutments/Piers Winter Inspection
Scour Holes Near Piers/Abutments Repair Required
Riprap in Place at Piers/Abutments Monitoring Required

Soundings Thalweg (ft):

(Taken from top of the upstream bridge rail) Distance to thalweg (ft):
Location Measurement (ft) Distance was measured from:
Rail Height from Deck (ft):
Inspector's Remarks:

Repairs Warranted:

Scour
Scour Field
Field Evaluation
Evaluation

Page 3-46 Washington State Bridge Inspection Manual M 36-64.07

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M 36-64.03
November 2012
Chapter 3 Inspections and Reports

Daily Site Dive Log

Washington State Bridge Inspection Manual M 36-64.07 Page 3-47

January 2017
Inspections and Reports Chapter 3

Visual Fracture Critical Inspection Report

(Page 1 of 2)

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Washington State Bridge Inspection Manual
M 36-64.07
January 2017


Chapter 3
Inspections and Reports

Visual Fracture
Critical Inspection Report
(Page 2 of 2)

Washington
State Bridge Inspection Manual M 36-64.07
Page 3-49

January 2017
Inspections and Reports Chapter 3

Bridge Number:________________ Inspected By:__________________

Bridge Name:__________________ Notes:________________________________________________
Date: ________________________ _____________________________________________________
_____________________________________________________
Looking:______________________
_____________________________________________________
Location:______________________ ____________________________________________

Bulb

WF

Prestressed Concrete Damage Drawing Template

DOT Form 234-030

Page 3-50 Washington State Bridge Inspection Manual M 36-64.07

January 2017
 Chapter 3

January 2017
Girder Elevation Template

Bridge Number: Inspected By: Notes:

Bridge Name: Looking:

Date: Location:

Girder Elevation

Washington State Bridge Inspection Manual M 36-64.07

DOT Form 234-048
Girder Bottom

Girder Elevation Template

Drawings not to scale.

DOT Form 234-048

Revised 10/2015

Page 3-51
Inspections and Reports
Inspections and Reports Chapter 3

Fall Protection Plan

Date Location Supervisor

Description of Work

Recognized Fall Hazards 10 or more above ground or lower level

(check all that apply)
Catwalks Drilling shafts Open-sided walking/working surface
Sloped access Work decks (i.e. roofs, open-sided floors)*
Work over water Floor opening Skylight openings
Welding at height Wall openings Surfaces that do not meet the definition of a
Set girders walking/working
Open-sided ramps, runways, platforms surface (i.e. top plate beam)*
Leading edge Overhead hazards
Bridge deck (If checked, specify hazards)
* Walking/working surface = any area whose dimensions are 45 inches or greater in all direction, through which workers
pass or conduct work.
Other Recognized Hazards
Environmental
Sun Rain Snow Heat/Ice Cold Noise Darkness
Live hazards
Birds Insects Reptiles Human Other

Method of Fall Protection to be Used (check all that apply)

Guardrail system Personal fall arrest system Vertical life lines and rope grab
Warning line (LSO)** Personal fall restraint system Appropriate anchors for system used
Warn line w/ safety monitor (LSO)** Positioning device system
Catch platform Covers (floor holes and openings)
Safety net Horizontal life lines
* Warn line other than (LSO) shall be erected not less than fifteen feet from unprotected sides of edges of the open side
surface
** LSO = (low slopes only 4:12 or less)

Other Standards that Apply

Boom lift Scaffold w/ guardrail Aerial lift Excavation/Trenching
Scissor lift Ladders Forklift
Personal Protection Equipment (PPE) to be used at the worksite
Hard hat Rain Gear Gloves Work boot
Safety eyewear Face protection Protective clothing
Securing tools
Tool belts Tool bucket Toe boards Other
Procedure for Assembly, Maintenance, Inspection, and Disassembly of System
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.

DOT Form 750-001 A Copy of This Work Plan Must Be On Job Site
Revised 10/2013
Emergency Action Plan
First Aid / CPR
Names of Trained Personnel on Site

Fall Protection Plan Emergency Action Plan

DOT Form 750-001 (Page 1 of 2)
Location of First Aid Equipment
Page 3-52 Washington State Bridge Inspection Manual M 36-64.07
January 2017
Emergency Services (call or radio 911 if available)
 Any defective equipment will be tagged and removed from service immediately.

Chapter 3 Inspections and Reports

Emergency Action Plan

First Aid / CPR
Names of Trained Personnel on Site

Location of First Aid Equipment

Emergency Services (call or radio 911 if available)

Location of Phone Phone Number of Sheriff or Police Phone No. of Emergency Resp. Team

Describe Procedure for Removal of Injured Employee

(Note: No removal will be attempted without supervision of qualified emergency rescue personnel)

Crane Yes No Location

Hoist Yes No Location

Winch Yes No Location

Block / Tackle Yes No Location

Other (Describe)

Verification of Compliance
Employee Signature Employee Signature

Employee Signature Employee Signature

DOT Form 750-001 A Copy of This Work Plan Must Be On Job Site
Revised 10/2013

Fall Protection Plan Emergency Action Plan

DOT Form 750-001 (Page 2 of 2)

Washington State Bridge Inspection Manual M 36-64.07 Page 3-53

January 2017

Page 3-54
Lead Exposure Control
Work Plan
Date Project Location *Supervisor/Competent Person No. of People on Crew

Description of Work (e.g. equipment used, materials involved, special procedures/practices, responsibilities)
Inspections and Reports

*Supervisor/Competent Person means one who is capable of identifying existing and predictable lead hazards in the surrounding or working conditions and who
has authorization to take prompt corrective measures to eliminate them.
When lead is present if doing Treat as if Use appropriate respiratory protection 2 Methods to Reduce/Control Lead
these trigger tasks (check all exposed at this for exposure level Exposure (check all that apply)3 .
that apply) level1 (check protection used)
Torch burning Full-face PAPR (tight fitting) Prior removal with tool equipped
2,500 g/m3 Hood or helmet PAPR with manufacturer with dust control
Cutting confirmed APF of 1000
(50 times the PEL or more)
Welding Full-face airline respirator in continuous
flow or positive pressure mode Ventilation (mechanical)
Abrasive blasting
Rivet busting Employee rotation to distribute lead
Any of the respirators listed above exposed work
Lead burning
Full-face respirator
Power tool cleaning 500 g/m3
without dust collection Hood or helmet PAPR Dust suppression/wet methods
(10 times the PEL or more)
systems Half-face airline respirator in continuous
Using lead containing flow or positive pressure mode
Prior removal with chemical stripper
mortar
Abrasive blasting enclosure
Encapsulation

DOT Form 750-060 (Page 1 of 2)

movement and removal
Manual demolition of structures

Lead Exposure Control Work Plan

Manual scraping Other, describe:
Any of the respirators listed above
Manual sanding
Half-face respirator
Heat gun applications 50 g/m3 to 500 g/m3
Power tools cleaning with dust
collection systems
Spray painting with lead paint.
Inspections Contact your safety office
Contact the safety office prior to job
Any item not listed for guidance prior to job
1 If you have recent air monitoring on a similar job (e.g. tasks, equipment, environmental conditions, paint lead content), you can use that to determine exposure.
2 Other appropriate options may be available. Contact your safety office for more information. APF = assigned protection factor (see WAC 296-842-13005)

DOT Form 750-060

3 All feasible control options must be implemented to reduce exposures below the PEL. If respirators are the only method used to reduce exposures,
Revised 05/2013
describe in detail why other controls are not feasible.

January 2017
Washington State Bridge Inspection Manual M 36-64.07
Chapter 3

Requirements for all lead work

 collection systems

Contact your safety office Contact the safety office prior to job
for guidance prior to job
1 If you have recent air monitoring on a similar job (e.g. tasks, equipment, environmental conditions, paint lead content), you can use that to determine exposure.
2 Other appropriate options may be available. Contact your safety office for more information. APF = assigned protection factor (see WAC 296-842-13005)

3 All feasible control options must be implemented to reduce exposures below the PEL. If respirators are the only method used to reduce exposures,
describe in detail why other controls are not feasible.
Chapter 3

January 2017
Requirements for all lead work
All employees trained in lead-safe work practices
Soap, water (drinking water quality), and towels available and used before eating, drinking, smoking, or other "hand to face" activities
on site or at facility no futher than three minutes away
Area for lunch and breaks that is free of lead contamination. List location:
All employees have been offered/had access to initial blood testing
Other PPE (as applicable) gloves, hardhat, welding gloves, work boots, eye protection/hearing protection
No eating, drinking, smoking, or other hand to face activities conducted in lead work zone
Equipment, tools, work surfaces where lead dust may accumulate are cleaned with HEPA vacuum and/or wet cleaning methods at end of
shift project
Job will be routinely inspected by Supervisor/Competent person
Air monitoring has been performed in the last 12 months on similar job or will be treated as "trigger task" exposures levels listed on previous page
All items below are also required if exposures are at or above the PEL (50 micrograms per cubic meter of air) or doing trigger tasks with no
monitoring within previous 12 months showing exposures are below the PEL

Washington State Bridge Inspection Manual M 36-64.07

Coveralls: worn during all lead work, removed or HEPA vaccumed before entering lunch/break area or leaving work site, and removed at end of
shift and placed in sealed and labeled bag or other container that will prevent dispersion of dust. Coveralls or other exposed garments must never be taken
home.
Respiratory protection used selected based on either:
1. As required by trigger task level
2. Recent air monitoring: contact the Safety Office to identify applicable air monitoring
Employees medically cleared for respirator use and fit tested

DOT Form 750-060 (Page 2 of 2)

All employees on job site must sign the lead control plan

Lead Exposure Control Work Plan

Supervisor/Competent Person Printed Name Supervisor/Competent Person Signature Date Signed

DOT Form 750-060

Revised 05/2013

Page 3-55
Inspections and Reports
Inspections and Reports Chapter 3

Respirator Record
Name Employee ID Number Organization Code

Supervisor's Name Telephone Number

Exposure
Welding/Cutting/Brazing Lead Solvents Pigeon Droppings
Spray Painting Pestcides Bridge Maintenance Other (Specify)
Vehicle Body Repair Asbestos Abrasive Blasting
Pavement Marking Silica Grinding/Sanding

Fit Test
Date of Fit Test Type of Fit Test Used
Qualitative Quantitative N/A
Tester
Pass Fail

Respirator
Size Manufacturer
Small Medium Large North Northstar
Facepiece MSA American Optical
1/2 Mask Full Face Hood/Helmet Willson Scott
Type Survivair Glendale
3M Uvex
SCBA Chemical Cartridge
PAPR Gas Mask Bullard Other
Air Line Combination
Model Number Approval Number
Dust / Mist
Other (Describe)

Comments

DOT Form 750-090

Revised 02/2012

Respirator Record
DOT Form 750-090

Page 3-56 Washington State Bridge Inspection Manual M 36-64.07

January 2017
Chapter 3 Inspections and Reports

Confined Space Entry Permit

Location, Description and Classification of Confined Space

Date Purpose of Entry/Work to be done Time Started

Division/Unit Time Completed

Supervisor(s) in Charge of Crew Type of Crew Phone

Hazards in Confined Space

Check all that apply and ensure each hazard is eliminated or controlled before and during entry:
(Potentially) Hazardous atmosphere Trapping or asphyxiation hazard (inwardly coverging walls or floor
Material with potential to engulf which slopes downwards and tapers to a smaller section)
Electrical shock Any Other hazard that is capable of impairing self rescue or presents
Moving parts immediate danger to life or health (describe):
Temperature extremes

Requirements Completed (All applicable Requirements Completed (All applicable

Completed N/A Completed N/A
must be completed before entry) must be completed before entry)
Lockout - De-energize First Aid/CPR Equipment & Trained
Personnel
Line(s) Broken, Capped or Blanked
Communication Equipment
Purge, Flush, and Vent
Secure area (post, flag and protect
Ventilation from falling objects)
Lighting (explosion proof as necessary) Hot Work Permit
Respirator (list type) Add any other requirements necessary for entry

Protective Clothing
Standby Safety Personnel
Full Body Harness with D Ring
Emergency Escape/Retrieval/Rescue/
Equipment
Lifelines
Acceptable Initial Checks After Isolation and Periodic Checks
Atmospheric Checks Conditions Checks Ventilation Hr 1 Hr 2 Hr 3 Hr 4 Hr 5 Hr 6 Hr 7 Hr 8
% of Oxygen 19.5% to 23%
L.E.L. 1 <
_ 10%
Carbon Monoxide < 35 ppm
Hydrogen Sulfide < 10 ppm

Atmospheric monitoring conducted by:

Note: continuous/periodic tests shall be performed throughout the job. Contact Region Safety Office with questions.
1 L.E.L. Lower Explosive Limit, also referred to as lower flammable limit (LFL).
Records must be maintained for at least one year.

Distribution: Original to Division/Unit, Copy to Regional Safety Office

DOT Form 750-094
Sampling Equipment
Revised 08/2011 Name Model/Type Date Calibrated Identification Number

Confined
Communication procedures between entrants Space
and attendants Entry Permit
DOT Form 750-094 (Page 1 of 2)

Washington State Bridge Inspection Manual M 36-64.07 Page 3-57

January 2017
 Atmospheric monitoring conducted by:

Inspections and Reports tests shall be performed throughout the job. Contact Region Safety Office with questions.
Note: continuous/periodic Chapter 3
1 L.E.L. Lower Explosive Limit, also referred to as lower flammable limit (LFL).
Records must be maintained for at least one year.

Sampling Equipment Name Model/Type Date Calibrated Identification Number

Communication procedures between entrants and attendants

Emergency Services
Emergency services must be arranged prior to permit-required confined space entry (including 911 services). Only
persons who have been trained and equipped for entry rescue may enter the space to perform rescue services. Do not
attempt an entry rescue if you are not trained and equipped to do so. If a person is down for no apparent cause, you must
assume that toxic gases or an oxygen deficiency exist.
Emergency/Rescue Service Provided by

Phone Number/Contact Information

Describe Procedures (include necessary equipment):

Print Name Initial Authorized Role 2

Entrant Attendant
Entrant Attendant
Entrant Attendant
Entrant Attendant
Entrant Attendant
Entrant Attendant
Entrant Attendant
2 Check the persons authorized role. Remember, a person cannot be both an attendant and entrant; they can only serve
one role.

Entry Supervisor Authorization - All Entry Conditions Satisfied

Signature Date

Permit expiration date and time (may not be longer than required to perform work)
Date Time
Post entry review of permit conducted by Date

Post entry reviews must be done within one year of entry.

Distribution: Original to Division/Unit, Copy to Regional Safety Office

DOT Form 750-094
Revised 08/2011

Confined Space Entry Permit

DOT Form 750-094 (Page 2 of 2)

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Inspections
Chapter 3 and Reports Chapter
Inspections and 3
Reports

UT INSPECTION REPORT

Bridge Name: Date:

Bridge No: Hours:
Structure ID: Inspector ID #:
Structure Type: Lead Inspector Intials:
Agency: Co-Inspector Intials:
Milepost:

Inspected items:

Procedures:
Pins
1. When possible, test from both ends of pins.
2. Verify pin length shown on back reflection with plans. If back reflection does not match the plans, conduct
manual length measurement and document correct pin length.
3. Start test with transducer at or near pin center for back reflection check, then run transducer around full
perimeter of pin, searching for indications or significant loss of back reflection.
4. Whenever the test suggests that there is a defect in a pin, store and print out the indication with all
associated equipment and settings documented. The location of the transducer shall also be documented
using a clock hand convention (1 Oclock to 12 Oclock).

UTM Per Rivet Server Plans

UTM Location UTM Type Girder or
Truss Line
Sh. No. Contract Sh. Name

Note: UTM = Ultrasonic Tested Member

Ultrasonic (UT) Inspection Report.xlsx 1 of 2

Ultrasonic UT Inspection Report

Ultrasonic(page
UT Inspection
1 of 2) Report
(Page 1 of 2)

Page 3-62 Washington State Bridge Inspection Manual M 36-64.03

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H= in.

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FACE LOOKING FACE
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12:00 12:00

November 2012
D= in.
h= in.
9:00 3:00 9:00 3:00

d= in.
Inspections and Reports

6:00 6:00
S left = in. S right = in.
STRUCTURE I.D.
TRUSS or GIRDER
Total Length, L = in. PIN I.D.

DATE
<<<<<<<< LEFT END >>>>>>>> <<<<<<<< RIGHT END >>>>>>>>
COMMENTS: COMMENTS:

Washington State Bridge Inspection Manual

Ultrasonic UT
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Inspection
Ultrasonic UT Inspection Report
Report
Ultrasonic (UT) Inspection Report.xlsx 2 of 2

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Page
Inspections

Washington
UT INSPECTION SCHEDULE

January 2017
Bridge Name: Date:
Bridge No.: Hours:
Structure ID: Inspector ID #:
Chapter 3 and Reports

Structure Type: Lead Inspector:

Agency: Co-Inspector:
Milepost:

Condition State Next

Truss / Freq. UT Inspection
Span Location Detail Description Redundant Inspection
Girder (Months) Date
VT UT Date

UT Inspection Schedule
UT Inspection Schedule
Inspections and

UT Inspection Schedule.xlsx 1 of 1

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Inspections

PINS SUMMARY SHEET

November 2012
Bridge Name: Date:
Bridge No.: Hours:
Structure ID: Inspector ID #:
Chapter 3 and Reports

Structure Type: Lead Inspector:

Agency: Co-Inspector:
Milepost:

Truss / Condition State

Location Detail Description
Girder
2005 2007 2009 2011 2013 2015 2017 2019 2021

Washington State Bridge Inspection Manual

M 36-64.03
Pins Summary Sheet
Pins Summary Sheet
Inspections and

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Reports
Inspections
Chapter 3 and Reports Inspections andChapter
Reports3

PIN AND HANGER VISUAL

INSPECTION REPORT

Bridge Name: Date:

Bridge No: Hours:
Structure ID: Inspector ID #:
Structure Type: Lead Inspector Intials:
Agency: Co-Inspector Intials:
Milepost:
Lead Inspector Signature:

Inspected Items: Pins & Hanger Assemblies Co-Inspector Signature:

Procedures:
Hangers
1. As required, use mirrors or other equipment to check inside surfaces of members.
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 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.

Pins and Anchor Bolts

1. As required, use mirrors or other equipment to check inside surfaces of members.
2. Check for pitting, laminar rust, surface deformation, and pack rust. It is important to check the pin, pin nuts,
and all members surrounding the pin for this kind of steel deterioration.
3. Check for mobility and noise of pin and surrounding members. If the pin is physically frozen it is important
to note this because the added stress can affect other members in the structure.
4. Observe and record abnormalities like; alignment, pin wear, loose pin nuts, and amount of nut engagement.
Its important to note that full nut engagement is when the nut is flush with the pin or the pin is extending
h nut.
past the
5. Check for paint system failure on pin nuts, pin, and surrounding members.

Member
Per Girder Rivet Server Plans
Location Type
or Truss
Line Sh. No. Contract Sh. Name

Pin and Hanger Visual Inspection Report.xlsx 1 of 2

Pin and Hanger Visual Inspection Report

Report
(page 1 of 2)
(Page

Washington
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Inspections and Reports Chapter 3

Chapter 3 Inspections and Reports

PIN AND HANGER VISUAL

INSPECTION REPORT

2 of 2
Remarks

Pin and Hanger Visual Report Form.xls

Hangers
Pins
Detail Description
Lead Inspector:
Inspector ID #:

Co- Inspector:
Hours:
Date:

Inspected
Feature
Location
Span
Structure Type:
Bridge Name:

Structure ID:
Bridge No.:

Milepost:
Truss /
Girder
Agency:

Pin and Hanger Visual Inspection Report

Pin and Hanger(page
Visual
2 ofInspection
2) Report
(Page 2 of 2)
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Chapter 3 Inspections and Reports
Inspections and Reports Chapter 3

SPECIAL FEATURES
INSPECTION REPORT

Bridge Name: Date:

Bridge No: Hours:
Structure ID: Inspector ID #:
Structure Type: Lead Inspector Intials:
Agency: Co-Inspector Intials:
Milepost:
Lead Inspector Signature:

Inspected items: Co-Inspector Signature:

Procedures:

FCM Per Rivet Server Plans

Special Features Specail Features Type Girder or
Sh. No. Contract Sh. Name
Truss Line

Note: FCM = Fracture Critical Member

1 of 2

Special
SpecialFeatures
FeaturesInspection
InspectionReport
Report
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2)

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November 2012
Inspections
Chapter 3 and Reports Chapter
Inspections and 3
Reports

SPECIAL FEATURES
INSPECTION REPORT

2 of 2
Remarks
Detail Description
Lead Inspector:
Inspector ID #:

Co-Inspector:
Hours:
Date:

Inspected
Feature
Location
Pier
Structure Type:
Bridge Name:

Structure ID:
Bridge No.:

Milepost:

Girder
Agency:

Special Features
Special Features Inspection
Inspection Report
Report
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Washington M 36-64.03 Washington State Bridge Inspection Manual MPage
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Chapter 3 Inspections and Reports

Bridge Number:
Structure ID:
Looking:
Measurement Date:
Photo Date:
Inspection/Co Initials:
Minimum Vertical Clearance Posted For:
Posting on Structure:
Posting on Shoulder:
Advance Detour Intersection Posting
for Vertical Clearance 14'-0" or less:

Note:
Vertical measurements are actual measures rounded down to the nearest inch. Posted clearances
are typically 3 inches less than the lowest clearance for a particular through movement.

Vertical Clearance Card Generic

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January 2017
Inspections and Reports Chapter 3

Bridge Number:
Structure ID:
Looking:
Measurement Date:
Photo Date:
Inspection/Co Initials:
Minimum Vertical Clearance Posted For:
Posting on Structure:
Posting on Shoulder:
Advance Detour Intersection Posting
for Vertical Clearance 14'-0" or less:

Note:
Vertical measurements are actual measures rounded down to the nearest inch. Posted clearances
are typically 3 inches less than the lowest clearance for a particular through movement.

"C" - Center Line

"D" - Fog Line

"B" - Fog Line
"A" - Curb Line

"E" - Curb Line

"F" "G"

Field Measurement
Location
A B C D E F G

Vertical Clearance Card Steel

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Chapter 3 Inspections and Reports

Bridge Number:
Structure ID:
Looking:
Measurement Date:
Photo Date:
Inspection/Co Initials:
Minimum Vertical Clearance Posted For:
Posting on Structure:
Posting on Shoulder:
Advance Detour Intersection Posting
for Vertical Clearance 14'-0" or less:

Note:
Vertical measurements are actual measures rounded down to the nearest inch. Posted clearances
are typically 3 inches less than the lowest clearance for a particular through movement.

"C" - Center Line

"D" - Fog Line

"B" - Fog Line
"A" - Curb Line

"E" - Curb Line

"F" "G"

Field Measurement
Location
A B C D E F G

Vertical Clearance Card Tunnel

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Inspections and Reports Chapter 3

Bridge Inspection Pre-Activity Safety Plan Cover Sheet

This pre-activity safety plan covers all bridge inspection activities as indicated below for the
WEEK/WEEKEND OF ____________ TO ____________.

LOCATION: BR NOs & MPs ________________________________________.

COUNTIES ________________________________________________________.
Our signatures below indicate that we have read the safety plan, that we understand the hazards related to the
activities to be conducted, and that we will apply the appropriate controls to minimize the risks of accident and
injury during the inspections.

LEAD INSPECTOR: DATE:

(Name/Signature/Initials)
CO-INSPECTOR: DATE:
(Name/Signature/Initials)
UBIT DRIVER: DATE:
(Name/Signature/Initials)

Our initials below indicate that we have discussed and reaffirmed the hazards, risks and control measures prior to
the start of daily activities (Tailgate Safety Meetings) [For use on multiple-day inspections]

DATE

LEAD INSPECTOR
CO-INSPECTOR
UBIT DRIVER

Activities to be conducted during the above inspection dates (check all that apply):
General Bridge Inspection Activities
Routine Inspection Equipment Bridge Inspection using a
Short Span Inspection Bucket Truck, Man Lift, or other Boom
Safety Inspection Truck
Interim Inspection Attach Fall Protection Plan
Special Inspection
UBIT Bridge Inspection Bridge Climbing Inspection
Attach Fall Protection Plan Attach Fall Protection Plan
Damage Inspection Confined Space Entry
Attach Fall Protection Plan Attach Confined Entry Plan
Scour Site Visit Bridge Inspection Underwater Inspection
Boat Inspection Nondestructive Testing

Fill out the cover page to the Pre-Activity Safety Plan for each inspection trip. For multiple crew inspections fill out a sheet for each crew. For
multiple bridges where more room is needed to list the bridges above attach a list of the bridges. This cover sheet must be filled out before the
activities starts and must be present on site during the activities. Maintain these coversheets in chronological order in front of the Pre-Activity
Safety Plan section of the Safety Binder and keep in the inspection vehicle. The lead inspector is responsible for all on site safety matters.

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Bridge Inspection Pre-Activity Safety Plan

Goal: The Washington State Department of Transportation (WSDOT) is committed to
providing a healthy and safe workplace for all personnel; zero injuries, accidents, exposures, and
the control of occupational hazards are key components of the goal.

Purpose: The purpose of the Pre-Activity Safety Plan is to provide a tool for inspection crews
and supervisors to use in conducting safety training and tailgate briefings in order to identify
hazards, assess the risks, and to implement control measures to minimize the risk of accidents
and injuries while performing bridge inspection activities.

General: Bridges have many different hazards that may be encountered during inspection.
There are two major types of inspection that generally occur, ROUTINE inspections and
EQUIPMENT inspections using a UBIT (Under Bridge Inspection Truck), Bucket Truck, Man
Lift, and other boom trucks.

Routine inspection entails a quick (generally <1 hour) inspection of a bridge by doing a walk-
around and checking various bridge components. Routine inspections are generally a part of all
inspections. Safety and Short Span inspections are special type inspections similar to routine
inspections. The hazards associated with the Routine Inspections are inherent in these as well.
Special Inspections and Interim Inspections can be in the form of a walking inspection similar to
routine inspections and/or an equipment inspection.

Equipment inspections are performed in addition to routine inspections on bridges that require a
close in depth inspection of areas that cannot be reached or safely reached on foot, ladder, or by
remote devices such as fiber optic devises. Fracture Critical bridges are almost always inspected
with equipment as are most of the Special Inspections and Damage Inspections. Equipment
inspections are almost always in the form of a UBIT Inspection (see Figure 1) and are often
accompanied by the use of a bucket truck, Genie Lift, and/or other man lift/boom trucks. They
may also be performed without a UBIT truck based on the requirements of the inspection.

Lift trucks are often rented. Because there are many different brands and types of lift trucks, it is
the responsibility of the inspection crew to inspect the equipment for serviceability and to ensure
training on the particular piece of equipment is received prior to its use.

Equipment inspections almost always require a traffic control plan, flagging operations, and/or
Truck Mounted Attenuators (TMAs) often referred to an Attenuator. In most cases the region
maintenance crew will develop the traffic control plan and provide flagging and attenuators as
needed. This does not relieve the inspection crew of ensuring safety regarding these activities.

Bridge Climbing is an inspection technique used when a close in depth look of areas are required
and an equipment inspection is not feasible such as when the areas may be out of reach of the
equipment, load restrictions prohibit the use of equipment, or traffic control issues might prohibit
the use of equipment. Climbing inspection activities may include rope access, in which a rope

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access plan shall be developed for the specific bridge and supplement this Pre-activity Safety
Plan (PASP).

Figure 1 Typical multi-crew UBIT inspection

Scour inspections are performed on bridges over waterways and can be performed by walking,
wading, boat, and or SCUBA diving (Underwater Inspection). Many times a scour evaluation is
conducted in conjunction with routine and/or equipment inspections and requires measuring the
depth and profile of the channel from the bridge deck with a rod or an incremented line and
weight. Traffic and fall hazards are of concern in these cases, both of which have to be addressed
simultaneously. When wading, or boating operations are performed, water safety needs to be
addressed.

Bridge Preservation Office personnel are highly trained in the performance of their field
activities. This PASP addresses all inspections that may occur on any bridge throughout
the state. Hazards that are specific to a particular bridge will be addressed on-site.
Discussion notes and mitigation measures are to be added to this PASP whenever specific
hazards not already covered are found at a particular bridge site.

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Typical Procedures:

Routine Inspections: Lane closure is seldom necessary. There are two inspectors
working out of one vehicle. The passenger navigates as the driver drives to the bridge. When
arriving at the bridge, the inspector turns on the overhead beacons and finds a safe place to park
near the bridge and out of traffic. Inspectors get out and inspect the abutments and walk the
deck on foot.

Equipment Inspections: Closure of a lane is performed by maintenance crews. When

the work zone is set up, maintenance will radio the inspection crew that they are ready. The
UBIT and/or other equipment trucks will then enter the work zone. The engineers inspection
vehicle will follow behind. The engineers will then get in the UBIT truck (or other equipment)
and start the inspection. After the UBIT inspection is complete, the engineers will finish the
bridge by walking the deck and inspecting the abutments on foot.

For bucket truck operations without region traffic control (off the shoulder work), the inspectors
will establish a safety zone and cone off the shoulder. Early warning signs may be required in
accordance with Work Zone Traffic Control Guidelines, M 54-44.04

Scour Site Visit: A lane closure is seldom necessary. There are generally two
inspectors working out of one vehicle. The passenger navigates as the driver drives to the
bridge. When arriving at the bridge, the inspector turns on the overhead beacons and finds a safe
place to park near the bridge and out of traffic. Inspectors get out and inspect the abutments,
intermediate piers, and the associated waterway. When required, soundings from the bridge rail
to the channel bed will be measured to create a stream cross section sketch.

Tasks, Hazards, and Controls:

TASK HAZARDS CONTROL

When controls cannot be met
as specified below or by
readily available equivalent
mitigating measures, the
activity will be aborted and
rescheduled after a specific
plan of action is devised to
mitigate the specific
circumstances.
All Inspection Activities Noise Hearing conservation
education. Wear hearing
protection.

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All Inspection Activities Traffic If accident occurs, dial 911. If

joint measurements are
required, one inspector
watches traffic to ensure the
other can safely measure
joints. Always walk the bridge
decks in teams of two with one
person inspecting and the
other having the duties as a
safety monitor.
All Inspection Activities Needles/feces Stay alert for these and avoid.
See Appendix C.
All Inspection Activities Pigeon guano Avoid disturbance of guano
All Inspection Activities Transients Avoid transients and travel in
pairs using the buddy system.
Announce presence to
transients.
All Inspection Activities Weather Not inspecting during
thunderstorms and icy
conditions.
All Inspection Activities Walking the deck (moving Walk in a direction
Traffic) facing oncoming traffic.
Be aware of escape
routes in case of
emergency.

All Inspection Activities Walking the deck (Fall Bridge decks with rails
Hazard) less than 39 will be
protected against
inadvertent falls using a
safety monitor. Using the
2-man inspection crew,
one is the inspector, the
other is the safety
monitor. The safety
monitors only duty is to
ensure the inspectors
safety by watching the
hazards and alerting the
inspector as necessary
when the risk increases.

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All Inspection Activities Hazardous Materials Review MSDS for all

hazardous materials being
used or expected to be
encountered.

All Inspection Activities Snake and spider bites Provide first aid and drive to
hospital if bitten. Take the
offending animal with you
ONLY if doing so does not
create further hazard (i.e. the
animal is dead). Be prepared
to describe the animal if it
cannot be taken. See
Appendix D for the hospital
list.
All Inspection Activities Struck by falling objects Avoid walking and
working under suspended
loads. Hard hats must be
worn when working around
backhoes, cranes,
excavators, etc.

All Inspection Activities Weather related illness Take extra precautions

to prevent heat and cold
stress when working in
extremely hot or cold
temperatures.

All Inspection Activities Strains and sprains due to Proper lifting techniques shall
Lifting be used. Get help or use
lifting/hoisting equipment if
necessary.

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All Inspection Activities Slips trips and falls (General) Be aware of loose
materials, excavation
drop-off, tripping
hazards and other
obstructions. Keep walk
spaces and work areas
free from loose materials
or tools. Avoid
dangerous terrain when
possible. Use alternate
route.

All Inspection Activities Slips trips and falls (Steep Steep slopes (typically 2
Slopes) vertical to 1 horizontal)
are to be assessed on-
site. A plan will be
discussed to protect
inadvertent falls before
negotiating the slope.
Surface conditions and
weather are part of the
assessment which can
turn a lesser slope into a
hazard.
Confined Space Inspection Confined space entry in box Complete confined space entry
Activities girders. plan (Appendix A) if the
confined space is permit
required. Carry gas monitors
while performing inspection.
Use the buddy system. If
asphyxiation of person in
confined space occurs, partner
dials 911 instead of entering
the space.
All Inspection Activities Falling from ladder. Find stable footing for ladder.
requiring the use of Ladders Have co-inspector help with
anchoring ladder base.
All Inspection Activities Falling, drowning Use probe to help
requiring Wading balance and to avoid
drop-offs.
All Inspection Activities Cuts, pinches and debris in Follow operating instructions.
requiring the use of Hand eyes. Use appropriate PPEs.
Tools (Power and Manual)

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All Inspection Activities Falling, strains and cuts Use fence climber tool. Cut
requiring the negotiation of fence if required. Attempt to
Fences and Barriers find alternate route.
All Inspection Activities Falling When inspection activities
requiring reaching across require reaching or looking
Bridge Rails over the bridge rail the
following requirements will be
met: The deck surface will be
free of debris that may pose a
slipping or tripping hazard.
Three points of contact
(minimum) will be maintained
at all times, two of which will
be both feet flat on the bridge
deck or sidewalk (the third can
be a hand or arm) such that the
body is braced at all times to
prevent falling over. And, a
safety Monitor will be used.
The second person in the
inspection team will be
designated as a safety monitor
and will have only the duties
of observing for and alerting
the inspector of hazards.
All Inspection Activities Railroad beneath the bridge Obtain flagging from the
around and near Railways Railroad. If RR flagging is
not present, maintain a
minimum of 25 ft. clear
distance from the track
centerline.
Bucket truck or manlift The hazards present are the Careful inspection of manlift
inspection. same for UBIT inspection equipment before use.
except that this equipment is
often rented.
Work Boat Struck by, drowning Perform pre-operational
checks, PFD.
Fences Falling, strains and cuts Use fence climber tool. Cut
fence if required. Attempt to
find alternate route.
Nondestructive testing: Dye Paint/ dye penetrant inhalation Taking care not to inhale
Penetrant, Ultrasonic fumes. Not smoking while
handling these products.

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UBIT and Equipment Falling Complete fall protection plan

Inspections (Appendix B). Use and follow
fall protection plan.
UBIT and Equipment Power lines Maintain distances on power
Inspections lines as called out on safety
placard posted on UBIT
bucket. Shut down power in
lines when bridge is unable to
be inspected without
maintaining a safe distance. If
electrocution occurs, dial 911
on cell phone.
UBIT and Equipment Traffic Set up flagging on bridge to
Inspections take the lane (performed by
maintenance).
UBIT and Equipment Hydraulic failure in UBIT If total failure occurs, use
Inspections Rollgliss.

UBIT and Equipment Weather Not inspecting during

Inspections thunderstorms and icy
conditions.
UBIT and Equipment Struck by falling objects Avoid walking and
Inspections working under suspended
loads. Hard hats must be
worn when working around
backhoes, cranes,
excavators, etc.

UBIT and Equipment Weather related illness Take extra precautions

Inspections to prevent heat and cold
stress when working in
extremely hot or cold
temperatures.

UBIT and Equipment Overhead hazards. Wearing hard-hats while

Inspections inspecting in and around
equipment.
UBIT and Equipment Lead exposure When grinding occurs, use
Inspections dust masks to prevent
inhalation of dust. Wear
coveralls to keep dust off
clothes. Use eye protection.
UBIT Inspections Hydraulic failure in UBIT If total failure occurs, use
Rogliss.

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Scour Inspections Taking Soundings from the When inspection activities

bridge rail. require reaching or looking
over the bridge rail the
following requirements will be
met: The deck surface will be
free of debris that may pose a
slipping or tripping hazard.
Three points of contact
(minimum) will be maintained
at all times, two of which will
be both feet flat on the bridge
deck or sidewalk (the third can
be a hand or arm) such that the
body is braced at all times to
prevent falling over. And, a
safety Monitor will be used.
The second person in the
inspection team will be
designated as a safety monitor
and will have only the duties
of observing for and alerting
the inspector of hazards.

10

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APPENDIX A: CONFINED SPACE ENTRY

APPENDIX A PAGE 1

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APPENDIX B: TOWER AND BRIDGE FALL PROTECTION PLAN

APPENDIX B PAGE 1

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APPENDIX B: TOWER AND BRIDGE FALL PROTECTION PLAN

APPENDIX B PAGE 2

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APPENDIX A: CONFINED SPACE ENTRY

APPENDIX A PAGE 2

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APPENDIX A: CONFINED SPACE ENTRY

APPENDIX A PAGE 3

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APPENDIX B: TOWER AND BRIDGE FALL PROTECTION PLAN

APPENDIX B PAGE 1

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APPENDIX B: TOWER AND BRIDGE FALL PROTECTION PLAN

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APPENDIX C: BLOODBORNE PATHOGENS

BLOODBORNE PATHOGENS
EXPOSURE CONTROL PLAN
Facility Name: Bridge Preservation Office

Date of Preparation: February 21, 2007

A . Purpose

The Bloodborne Pathogens Exposure Control Plan is to reduce or eliminate occupational

exposure to bloodborne pathogens.

B . Exposure Determination

Employees that may come into contact with human blood or other potentially infectious materials
(OPIM) are listed on Page 5 of this appendix.

C . Methods of Compliance

Universal Precautions will be utilized in the handling of all human blood and OPIMs. Please
refer to WSDOTs Bloodborne Pathogens Policy, Chapter 7 of Safety Procedures and
Guidelines Manual, M75-01.

D . Engineering Controls

1. Employees will wash their hands and any other exposed skin thoroughly with soap
and hot water immediately or as soon as possible after contact with blood or OPIM in
a manner causing friction on both inner and outer surfaces of the hands.

2. Employees will be provided with antiseptic hand cleaner and paper towels when hand
washing is not feasible. However, hand washing must still take place as soon as
possible after exposure.

3. Eating, drinking, smoking, applying cosmetics or lip balm and handling contact lenses
is prohibited in work areas where there is the potential for exposure to bloodborne
pathogens.

4. If professional medical attention is required, a local ambulance will be the first choice;
a personal car will be the second. If a personal car is taken, impervious material
should be used to prevent contamination of the vehicle.

5. New employees or employee being transferred to other sections will receive training
about any potential exposure from the Regional Safety Manager.

6. This Exposure Control Plan will be a part of the BPO office Pre-activity Safety Plans
when exposure to bloodborne pathogens is recognized during pre-job hazard
assessment.

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APPENDIX C: BLOODBORNE PATHOGENS

E . Personal Protective Equipment

All personal protective equipment, such as gloves, contaminated materials handling tools
or equipment, biohazard bags used will be provided without cost to employees. Personal
protective equipment will be chosen based on the anticipated exposure to blood or OPIM.
The protective equipment will be considered appropriate only if it does not permit blood or
OPIM to pass through or reach the employees' clothing, skin, eyes, mouth, or other
mucous membranes under normal conditions of use.

F . Disposal of Contaminated Items and Communication of Hazard

1. Employees must:

a. use bleach to disinfect any blood or OPIM.

b. apply the bleach with single-use gloves and allow contact for at least 15
minutes.

c. place any single-use gloves that have been contaminated in a biohazard bag
and cover.

i. contact your Regional Safety Managers for the proper disposal of

biohazard bags or other impervious containers.
ii. regulated waste should be placed in appropriate containers, label and
disposed of in accordance with Chapter 296-823, WAC

2. Employees will be warned of biohazard bags by labels attached to the disposal bags.
Labels used will be orange-red and marked with the work BIOHAZARD or the
biohazard symbol.

G . Housekeeping

Maintaining our work areas in a clean and sanitary condition is an important part of WSDOTs
Bloodborne Pathogens Compliance Program. Employees must decontaminate working surfaces
and equipment with an appropriate disinfectant after completing procedures involving blood or
OPIM. All equipment, environmental surfaces and work surfaces shall be decontaminated
immediately or as soon as feasible after contamination.

1. Employees must clean and disinfect when surfaces become contaminated and after
any spill of blood or OPIM.

2. Employees will use a solution of one part bleach to ten parts water for cleaning and
disinfecting.

3. Working surfaces and equipment will be cleaned, disinfected and maintain.

4. Potentially contaminated broken glass will be picked up using mechanical means,

such as dustpan and brush, tongs, etc.

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APPENDIX C: BLOODBORNE PATHOGENS

5. Use universal precautions for handling of all soiled laundry.

6. Laundry contaminated with blood or OPIM will be handled as little as possible.

Employees who handle contaminated laundry will utilize personal protective
equipment to prevent contact with blood or OPIM from coming into contact skin or
street clothes.

7. Contaminated clothing will remain on the premises, or will be sent directly to a laundry
facility for cleaning. Employees will be given the option of reimbursement for the cost
of contaminated clothing and the clothing will be disposed.

H. Hepatitis B Vaccination and Post-Exposure Evaluation and Follow-Up

1. WSDOT shall make available within 24 hours of possible exposure the Hepatitis B
vaccine and vaccination series to all employees who have occupational exposure.
Vaccination is not required if:

a. Employee has previously received the completed Hep B vaccination series.

b. An antibody test has revealed that the employee is immune to hepatitis B.
c. There are medical reasons not to give the vaccine, usually determined by the
employees physician.

2. An employee who refuses the vaccination is required to sign a Hepatitis B Vaccination

Declination Form, Appendix 7-C in Chapter 7 of the Safety Manual which will be
retained indefinitely in the employees Safety and Health file located at the HQ Safety
Office.

3. An exposure incident means a specific eye, mouth, other mucous membrane, non-
intact skin or parenteral contact with blood or OPIM that result from the performance
of an employees duties. Examples of non-intact skin include skin with dermatitis,
hangnails, cuts, abrasions, chafing or acne. Any employee having an exposure
incident shall contact the Regional Safety Manager immediately. All employees who
have an exposure incident will be offered a confidential post-exposure evaluation and
follow-up in accordance with the DOSH standard. This includes a visit to a physician
selected by the employee where an L&I claim can be initiated. The health care
professional written opinion will be provided to the employee within 15 days of the
evaluation.

I . Training

Training is provided at the time of initial assignment to tasks where occupational exposure
may occur, and that it shall be repeated within twelve months of the previous training.
Training shall be tailored to the education and language level of the employee, and
offered during the normal work shift. The training will be interactive and cover the
following:

1. a copy of the standard and an explanation of its contents;

2. a discussion of the epidemiology and symptoms of bloodborne diseases;

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APPENDIX C: BLOODBORNE PATHOGENS

3. an explanation of the modes of transmission of bloodborne pathogens;

4. an explanation of the WSDOT Bloodborne Pathogen Exposure Control Plan (this

program), and a method for obtaining a copy;

5. the recognition of tasks that may involve exposure;

6. an explanation of the use and limitations of methods to reduce exposure, for example
engineering controls, work practices and personal protective equipment;

7. information on the types, use, location, removal, handling, decontamination, and

disposal of PPE;

8. explanation of the basis of selections of PPE;

9. information on the Hepatitis B vaccination, including efficacy, safety, method of

administration, benefits, and that it will be offered free of charge;

10. information on the appropriate actions to take and persons to contact in an emergency
involving blood or OPIM;

11. explanation of the procedures to follow if an exposure incident occurs, including the
method or reporting and medical follow-up;

12. information on the evaluation and follow-up required after an employee exposure
incident;

13. an explanation of the signs, labels, and color-coding systems.

J . Exposure Reporting and Recordkeeping

1. Exposures, including first aid incident exposures that involve the presence of blood
or OPIM must be reported to the supervisor and the Regional Safety Manager
before the end of the work shift. An Accident Form, 750-100 must be completed to
include the names of all the first-aid providers who rendered assistance, the time
and date of the first-aid incident and a description of the first-aid incident.

2. Medical records shall be maintained in accordance with DOSH Standards. These

records shall be kept confidential, and must be maintained at the HQ Safety and
Health Office for at least the duration of employment plus 30 years.

APPENDIX C PAGE 4

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Chapter 3 Inspections and Reports

APPENDIX D: HOSPITALS

NAME ADDRESS CITY COUNTY PHONE

Grays Harbor Community 915 Anderson Drive Aberdeen Grays (360) 532-8330
Hospital Harbor
Island Hospital 1211 - 24th Anacortes Skagit (360) 299-1300
Cascade Valley Hospital 330 S. Stillaguamish Arlington Snohomish (360) 435-2133
and Clinics Avenue
Auburn Regional Medical 202 N. Division Street Auburn King (253) 833-7711
Center
Overlake Hospital Medical 1035 - 116th NE Bellevue King (425) 688-5000
Center
St. Joseph Hospital 2901 Squalicum Bellingham Whatcom (360) 734-5400
Parkway
Harrison Medical Center 2520 Cherry Avenue Bremerton Kitsap (360) 377-3911
Naval Hospital HP 01 Boone Road Bremerton Kitsap (360) 475-4210
Okanogan Douglas District 507 Hospital Way Brewster Okanogan (509) 689-2517
Hospital
Highline Medical Center 16251 Sylvester Road Burien King (206) 244-9970
SW
Providence Centralia 914 South Scheuber Centralia Lewis (360) 736-2803
Hospital Road
Lake Chelan Community 503 E. Highland Avenue Chelan Chelan (509) 682-3300
Hospital
St. Joseph's Hospital 500 East Webster Chewelah Stevens (509) 935-8211
Tri-State Memorial Hospital 1221 Highland Ave. Clarkston Asotin (509) 758-5511
Whitman Hospital and 1200 West Fairview Colfax Whitman (509) 397-3435
Medical Center
Mount Carmel Hospital 982 E. Columbia Colville Stevens (509) 684-2561
Whidbey General Hospital 101 N. Main Street Coupeville Island (360) 678-5151
Lincoln Hospital 10 Nicholls Street Davenport Lincoln (509) 725-7101
Dayton General Hospital 1012 S. Third Street Dayton Columbia (509) 382-2531
Deer Park Hospital 1015 E. "D" Street Deer Park Spokane (509) 276-5061
Stevens Healthcare 21601 76th Avenue Edmonds Snohomish (425) 640-4000
West
Kittitas Valley Community 603 S. Chestnut Ellensburg Kittitas (509) 962-9841
Hospital
Enumclaw Regional 1450 Battersby Avenue Enumclaw King (360) 825-2505
Hospital
Columbia Basin Hospital 200 Nat Washington Ephrata Grant (509) 754-4631
Way
Providence Everett Medical 1321 Colby Everett Snohomish (425) 261-2000
Center
St. Francis Hospital 34515 9th Avenue Federal Way King (253) 944-8100
South
Forks Community Hospital 530 Bogachiel Way Forks Clallam (360) 374-6271
Klickitat Valley Health 310 S. Roosevelt Goldendale Klickitat (509) 773-4022
Coulee Community 411 Fortuyn Road Grand Coulee Grant (509) 633-1753
Hospital
Ocean Beach Hospital 174 - 1st Avenue North Ilwaco Pacific (360) 642-3181
Kennewick General 900 S. Auburn Kennewick Benton (509) 586-6111
Hospital
Evergreen Healthcare 12040 NE 128th Street Kirkland King (425) 899-1000
Fairfax Hospital 10200 N.E. 132nd Kirkland King (425) 821-2000
Street

APPENDIX D PAGE 1

Pre-Activity Safety Plan (PASP)

(Page 20 of 23)

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Inspections and Reports Chapter 3

APPENDIX D: HOSPITALS
NAME ADDRESS CITY COUNTY PHONE
Cascade Medical Center 817 Commercial Street Leavenworth Chelan (509) 548-5815
PeaceHealth, St. John 1615 Delaware Street Longview Cowlitz (360) 414-2000
Medical Center
Mark Reed Hospital 322 South Birch Street McCleary Grays (360) 495-3244
Harbor
Valley General Hospital 14701 - 179th SE Monroe Snohomish (360) 794-7497
Morton General Hospital 521 Adams Street Morton Lewis (360) 496-5112
Samaritan Healthcare 801 E. Wheeler Road Moses Lake Grant (509) 765-5606
Skagit Valley Hospital 1415 E Kincaid Street Mount Skagit (360) 424-4111
Vernon
Newport Hospital & Health 714 West Pine Newport Pend (509) 447-2441
Services Oreille
Odessa Memorial 502 E. Amende Drive Odessa Lincoln (509) 982-2611
Healthcare Center
Capital Medical Center 3900 Capital Mall Drive Olympia Thurston (360) 956-2550
S.W.
Providence St. Peter 413 Lilly Road N.E. Olympia Thurston (360) 491-9480
Hospital
Mid-Valley Hospital 810 Jasmine Omak Okanogan (509) 826-1760
Othello Community 315 N. 14th Avenue Othello Adams (509) 488-2636
Hospital
Lourdes Medical Center 520 N. 4th Avenue Pasco Franklin (509) 547-7704
Garfield County Public 66 North Sixth Street Pomeroy Garfield (509) 843-1591
Hospital District
Olympic Medical Center 939 Caroline Street Port Angeles Clallam (360) 417-7000
Jefferson Healthcare 834 Sheridan Port Jefferson (360) 385-2200
Townsend
Prosser Memorial Hospital 723 Memorial Street Prosser Benton (509) 786-2222
Pullman Regional Hospital 835 SE Bishop Pullman Whitman (509) 332-2541
Boulevard
Good Samaritan 407 14th Avenue S.E. Puyallup Pierce (253) 697-4000
Community Healthcare
Quincy Valley Medical 908 10th Avenue S.W. Quincy Grant (509) 787-3531
Center
Group Health 2700 152nd N.E. Redmond King (425) 883-5151
Cooperative/Eastside Hosp
Valley Medical Center 400 S. 43rd Street Renton King (425) 228-3450
Ferry County Memorial 36 Klondike Road Republic Ferry (509) 775-3333
Hospital
Kadlec Medical Center 888 Swift Boulevard Richland Benton (509) 946-4611
Lourdes Counseling Center 1175 Carondelet Drive Richland Benton (509) 943-9104
East Adams Rural Hospital 903 S. Adams Ritzville Adams (509) 659-1200
Children's Hospital and 4800 Sand Point Way Seattle King (206) 987-2000
Reg Med Ctr N.E.
Group Health 201 16th Avenue East Seattle King (206) 326-3000
Cooperative/Central Hosp
Harborview Medical Center 325 Ninth Avenue Seattle King (206) 731-3000
Kindred Hospital Seattle 10631 8th Avenue N.E. Seattle King (206) 364-2050
Northwest Hospital & 1550 North 115th Street Seattle King (206) 364-0500
Medical Center
Regional Hosp for Resp & 12844 Military Road Seattle King (206) 248-4604
Complex Care South
Seattle Cancer Care 825 Eastlake E Seattle King (206) 288-1400

APPENDIX D PAGE 2

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(Page 21 of 23)

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Chapter 3 Inspections and Reports

APPENDIX D: HOSPITALS
NAME ADDRESS CITY COUNTY PHONE
Alliance
Swedish Medical 5300 Tallman Avenue Seattle King (206) 782-2700
Center/Ballard NW
Swedish Medical 747 Broadway Seattle King (206) 386-6000
Center/First Hill
Swedish Medical 500 17th Avenue Seattle King (206) 320-2000
Center/Providence
University of WA Medical 1959 N.E. Pacific Street Seattle King (206) 598-3300
Center
VA Puget Sound Health 1660 South Columbian Seattle King (206) 762-1010
Care System Way
Virginia Mason Medical 1100 Ninth Avenue Seattle King (206) 624-1144
Center
West Seattle Psychiatric 2600 SW Holden Street Seattle King (206) 933-7000
Hospital
United General Hospital 2000 Hospital Drive Sedro- Skagit (360) 856-6021
Woolley
Mason General Hospital 901 Mt. View Drive, Shelton Mason (360) 426-1611
Bldg. 1
Snoqualmie Valley Hospital 9575 Ethan Wade Way Snoqualmie King (425) 831-2300
SE
Willapa Harbor Hospital 800 Alder Street South Bend Pacific (360) 875-5526
Deaconess Medical Center 800 West Fifth Avenue Spokane Spokane (509) 458-5800
Holy Family Hospital N. 5633 Lidgerwood Spokane Spokane (509) 482-0111
Street
Sacred Heart Medical 101 West Eighth Spokane Spokane (509) 474-3131
Center Avenue
Shriners Hospital for 911 West Fifth Avenue Spokane Spokane (509) 455-7844
Children
St. Luke's Rehabilitation 711 South Cowley Spokane Spokane (509) 473-6298
Institute Avenue
Valley Hospital & Medical 12606 E. Mission Spokane Spokane (509) 924-6650
Center Avenue Valley
Sunnyside Community 1016 Tacoma Avenue Sunnyside Yakima (509) 837-1500
Hospital
Allenmore Hospital S. 19th & Union Tacoma Pierce (253) 459-6633
Madigan Army Medical 9040 A Reid Street Tacoma Pierce (253) 968-1210
Center
Mary Bridge Children's 317 Martin Luther King Tacoma Pierce (253) 403-1400
Hosp & Hlth Ctr Jr. Way
St. Clare Hospital 11315 Bridgeport Way Tacoma Pierce (253) 588-1711
S.W.
St. Joseph Medical Center 1717 South "J" Street Tacoma Pierce (253) 426-4101
Tacoma General Hospital 315 Martin Luther King Tacoma Pierce (253) 403-1000
Jr. Way
North Valley Hospital 203 South Western Tonasket Okanogan (509) 486-2151
Avenue
Toppenish Community 502 West Fourth Toppenish Yakima (509) 865-3105
Hospital Avenue
Highline Medical 12844 Military Road Tukwila King (206) 244-0180
Center/Specialty Campus South
Legacy Salmon Creek 2211 NE 139th Street Vancouver Clark (360) 487-1000
Hospital
Southwest Washington 400 NE Mother Joseph Vancouver Clark (360) 256-2000
Medical Center Place
APPENDIX D PAGE 3

Pre-Activity Safety Plan (PASP)

(Page 22 of 23)

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January 2017
Inspections and Reports Chapter 3

APPENDIX D: HOSPITALS
NAME ADDRESS CITY COUNTY PHONE
St. Mary Medical Center 401 W. Poplar Walla Walla Walla (509) 525-3320
Walla
Walla Walla General 1025 S. Secord Avenue Walla Walla Walla (509) 525-0480
Hospital Walla
Central Washington 1201 South Miller Street Wenatchee Chelan (509) 662-1511
Hospital
Wenatchee Valley Hospital 820 North Chelan Wenatchee Chelan (509) 663-8711
Avenue
Skyline Hospital 211 Skyline Drive White Salmon Klickitat (509) 493-1101
Yakima Regional Med & 110 S. Ninth Avenue Yakima Yakima (509) 575-5000
Cardiac Ctr
Yakima Valley Memorial 2811 Tieton Drive Yakima Yakima (509) 575-8000
Hospital

APPENDIX D PAGE 4

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(Page 23 of 23)

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Chapter 3 Inspections and Reports

3.06 Appendices
Appendix 3.06-A1 Bridge With Fill on Deck
Appendix 3.06-A2 Bridge With No Fill on Deck
Appendix 3.06-A3 Culvert With Fill on Deck
Appendix 3.06-B UBIT Inspections and Procedures
Appendix 3.06-C FHWA Letter for Routine Extended Frequency Inspections
Appendix 3.06-D FHWA Letter for Bridge Special Feature Inspections

Washington State Bridge Inspection Manual M 36-64.07 Page 3-95

January 2017
Inspections and Reports Chapter 3

Page 3-96 Washington State Bridge Inspection Manual M 36-64.07

January 2017
Appendix 3.06-A1 Short Span Bridge With Fill on Deck
Short Span Inspections are recommended and performed by the Washington State
Department of Transportation (WSDOT) Bridge Preservation Office when the
following criteria are met:
1. Depth of fill (D) must be less than B/2 (where B = 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.

3. If the criteria does not meet items 1 and 2 above, the structure is considered to be a
maintenance structure. It is the responsibility of the maintenance office in that area
to inspect and maintain.
4. The Team Leader that determines that a structure is now a maintenance
responsibility shall ensure that this information is passed on to the proper contacts.

Washington State Bridge Inspection Manual M 36-64.07 Page 3.06-A1-1

January 2017
Short Span Bridge With Fill on Deck Appendix 3.06-A1

Page 3.06-A1-2 Washington State Bridge Inspection Manual M 36-64.07

January 2017
Appendix 3.06-A2 Short Span Bridge With No Fill on Deck
Short Span Inspections are recommended and performed by the Washington State
Department of Transportation (WSDOT) Bridge Preservation Office 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.

2. The Team Leader that determines that a structure is now a maintenance

responsibility shall ensure that this information is passed on to the proper contacts.

Washington State Bridge Inspection Manual M 36-64.07 Page 3.06-A2-1

January 2017
Short Span Bridge With No Fill on Deck Appendix 3.06-A2

Page 3.06-A2-2 Washington State Bridge Inspection Manual M 36-64.07

January 2017
Appendix 3.06-A3 Short Span Culvert With Fill on Deck
Short Span Inspections are recommended and performed by the Washington State
Department of Transportation (WSDOT) Bridge Preservation Office when the
following criteria are met:
1. Depth of fill (D) must be less than B/2 (where B = total opening).
2. Total Opening of 8 feet or more.

3. If the criteria does not meet items 1 and 2 above, the structure is considered to be
amaintenance structure. It is the responsibility of the maintenance office in that
area to inspect and maintain.
4. The Team Leader that determines that a structure is now a maintenance
responsibility shall ensure that this information is passed on to the proper contacts.

Washington State Bridge Inspection Manual M 36-64.07 Page 3.06-A3-1

January 2017
Short Span Culvert With Fill on Deck Appendix 3.06-A3

Page 3.06-A3-2 Washington State Bridge Inspection Manual M 36-64.07

January 2017

Appendix 3.06-B UBIT Inspections and Procedures
The following explains the procedures for UBIT inspections.
1. Determine Those Bridges Which Will Require Inspection With a UBIT
Onsome structures, the team leader will not be able to gain sufficient access to
determine the structural condition of the member (for example, floorbeam and
stringer connections, a pier cap, or a bearing device at 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 may be required to provide sufficient access.
The records for all structures that require inspection with a UBIT are all contained
within the State Bridge Inventory. As part of scheduling for an upcoming
inspection season, lists are generated from the inventory for bridges that are due
forinspection with a UBIT.
2. Provide for the Use of the UBIT The UBIT is an expensive piece of equipment
and only a few agencies have the budget to purchase one. Along with the State,
there are only a few UBIT owners in the Pacific Northwest. These trucks are
complicated pieces of equipment which require special expertise to operate and
atrained UBIT driver to drive and maintain the truck.
3. Conduct the UBIT Inspection The UBIT inspection gives hands on access
to under bridge elements for inspection. The team leader should make the same
observations and assessments as would be made during a routine inspection.
Giventhe expense of contracting for the use of this equipment, special care
shouldbe taken to ensure that the UBIT inspection is performed efficiently.
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. Communication between the
inspection team 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 team should have any and all inspection equipment required
(test hammer, note pad, camera, etc.). Finally, the team leader should ensure
that needed traffic control can be provided and that all other necessary special
equipment will be available. If these steps are taken, the UBIT inspection can
beaccomplished quickly and at minimum expense.
4. Record the Inspection Findings on the Bridge Inspection Report The UBIT
inspection findings should be recorded on the Bridge Inspection Report. Follow
thesame procedures as described for Routine Inspection Reports in Section 3.02.A.
5. Updating the WSBIS Inventory Record Any other changes needed for the
WSBIS Inventory Record (add the inspection date for UBIT, Fracture Critical,
and/or Special Inspections) should be entered into BridgeWorks.

Washington State Bridge Inspection Manual M 36-64.04 Page 3.06-B-1

November 2014
UBIT Inspections and Procedures Appendix 3.06-B

6. Frequency The NBIS does not give specific instructions of how often a routine
UBIT inspection needs to be completed. To determine the frequency necessary,
ahistory 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 do not 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:
Frequency
Type of Structure (Months)
Timber 24
Steel Trusses 24
Steel Bridges With Pins and Hangers 24
Non-Fracture Critical Steel Bridges 48
Concrete Bridges With Movable Bearings in the Interior Spans 48
Concrete Bridges With Fixed Bearings or No Bearings; Maximum 72

7. Traffic Control A UBIT inspection will typically require some sort of traffic
control where a temporary work zone such as closing a lane of traffic or equivalent
shoulder width is set up to provide safety for the inspection team as well as the
traveling public. The traffic control plan needs to follow the updated version of
the Manual of Uniform Traffic Conrol Devices (MUTCD) for proper signing and
flagging in the temporary work zone. Local events and traffic disruptions need
to bechecked before scheduling a UBIT Truck. Emergency response agencies,
schools, the public, and businesses affected by the inspection need to be notified
sothey can adjust as necessary. All these items need to be checked before
committing to the actual inspection date.
8. Fall Protection Plans The Department of Labor and Industries (L&I) and
the Washington Administrative Code (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 allinthe work zone prior to beginning the inspection. The State utilizes
aPreActivity Safety Plan (PASP) prior to all inspections, see Section 3.05
foracopy ofthe PASP.

Page 3.06-B-2 Washington State Bridge Inspection Manual M 36-64.04

November 2014
 FHWA Letter for Routine
Appendix 3.06-C FHWA Letter for
Extended Frequency Routine
Inspections
Appendix 3.06-C Extended Frequency Inspections

Washington State Bridge Inspection Manual M 36-64.04 Page 3.06-C-1

November State
Washington 2014 Bridge Inspection Manual M 36-64.04 Page 3.06-C-1
November 2014
 FHWA Letter for Routine Extended Frequency Inspections Appendix 3.06-C
FHWA Letter for Routine Extended Frequency Inspections Appendix 3.06-C

Page 3.06-C-2 Washington State Bridge Inspection Manual M 36-64.04

3.06-C-2
Page Washington State Bridge Inspection Manual November 2014
M 36-64.04
November 2014
 FHWA Letter for Bridge
Appendix 3.06-D Special
FHWA Feature
Letter Inspections
for Bridge

Appendix 3.06-D
Special Feature Inspections

Washington State Bridge Inspection Manual M

36-64.04
Page 3.06-D-1

November 2014

Washington State Bridge Inspection Manual M 36-64.04 Page 3.06-D-1
November 2014
FHWA Letter for Bridge Special Feature Inspections Appendix 3.06-D

FHWA Letter for Bridge Special Feature Inspections Appendix 3.06-D

Page 3.06-D-2 Washington State Bridge Inspection Manual M 36-64.04

Page 3.06-D-2 Washington State Bridge Inspection Manual M2014
November 36-64.04
November 2014


Appendix 3.06-D FHWA Letter for Bridge Special Feature Inspections

Appendix 3.06-D FHWA Letter for Bridge Special Feature Inspections

Washington
Washington State
State BridgeInspection
Bridge Inspection Manual
Manual M
M36-64.04
36-64.04 PagePage
3.06-D-3
3.06-D-3
November
November 2014
2014

FHWA Letter for Bridge Special Feature Inspections Appendix 3.06-D

FHWA Letter for Bridge Special Feature Inspections Appendix 3.06-D

Page
Page 3.06-D-4
3.06-D-4 Washington
WashingtonState
StateBridge Inspection
Bridge Manual
Inspection ManualM 36-64.04
M 36-64.04
November
November20142014

Appendix 3.06-D FHWA Letter for Bridge Special Feature Inspections

Appendix 3.06-D FHWA Letter for Bridge Special Feature Inspections

Washington State Bridge Inspection Manual M 36-64.04 Page 3.06-D-5

Washington
November State
2014 Bridge Inspection Manual M 36-64.04 Page 3.06-D-5
November 2014


FHWA Letter for Bridge Special Feature Inspections Appendix 3.06-D

Page 3.06-D-6 Washington State Bridge Inspection Manual M 36-64.04

November 2014
Chapter 4 WSDOT Bridge Elements

List of WSDOT Elements by Number

Bridge Decks
12 Concrete Deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14 28 Steel Deck - Open Grid . . . . . . . . . . . . . . . . . . . . . . . . . 4-16
13 Bridge Deck Surface . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14 29 Steel Deck - Concrete Filled Grid . . . . . . . . . . . . . . . . . 4-17
14 Fully Supported Concrete Deck . . . . . . . . . . . . . . . . . . . 4-15 30 Deck - Corrugated or Other Steel system . . . . . . . . . . . 4-17
15 Post Tensioned Concrete Deck . . . . . . . . . . . . . . . . . . . 4-15 31 Timber Deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
20 Concrete Deck - Lightweight Aggregate . . . . . . . . . . . . 4-16 32 Fiber Reinforced Polymer (FRP) - Deck . . . . . . . . . . . . 4-18
26 Concrete Deck w/Coated Bars . . . . . . . . . . . . . . . . . . . 4-16 35 Concrete Deck Soffit . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18
27 Steel Orthotropic Deck . . . . . . . . . . . . . . . . . . . . . . . . . 4-16 36 Deck Rebar Cover Flag . . . . . . . . . . . . . . . . . . . . . . . . . 4-19

Superstructure
38 Concrete Slab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21 116 Concrete Stringer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-31
49 Concrete Hollow Slab . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21 117 Timber Sawn Girder . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-31
50 Prestressed Concrete Slab . . . . . . . . . . . . . . . . . . . . . . 4-21 118 Timber Stringer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-31
51 Prestressed Concrete Slab w/Coated Bars . . . . . . . . . . 4-21 119 Concrete Truss . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-32
52 Concrete Slab w/Coated Bars . . . . . . . . . . . . . . . . . . . . 4-22 126 Steel Thru Truss . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-32
54 Timber Slab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22 131 Steel Deck Truss . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-32
89 Prestressed Concrete Girder w/Coated Strands . . . . . . 4-23 133 Truss Gusset Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33
90 Steel Rolled Girder . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23 135 Timber Truss . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33
91 Steel Riveted Girder . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23 139 Timber Arch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34
92 Steel Welded Girder . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24 141 Steel Arch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34
96 Concrete Encased Steel Girder . . . . . . . . . . . . . . . . . . . 4-24 142 Steel Tied Arch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34
97 Prestressed Concrete Trapezoidal Girder . . . . . . . . . . . 4-25 143 Steel Suspender . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-35
98 Thin Flange Girder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25 144 Concrete Arch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-35
100 Post Tensioned Concrete Segmental Box Girder . . . . . 4-26 145 Earth Filled Concrete Arch . . . . . . . . . . . . . . . . . . . . . . . 4-36
102 Steel Box Girder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26 146 Suspension - Main Cable . . . . . . . . . . . . . . . . . . . . . . . 4-36
103 Prestressed Concrete Super Girder . . . . . . . . . . . . . . . 4-27 147 Suspension - Suspender Cable . . . . . . . . . . . . . . . . . . . 4-36
104 Post Tension Concrete Box Girder . . . . . . . . . . . . . . . . 4-26 149 Cable Stayed Bridge - Cable . . . . . . . . . . . . . . . . . . . . . 4-37
105 Concrete Box Girder . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27 150 Concrete Column on Spandrel Arch . . . . . . . . . . . . . . . 4-15
107 Steel Open Girder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-28 152 Steel Floor Beam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-38
108 Prestressed Concrete Bulb-T Girder . . . . . . . . . . . . . . . 4-28 154 Prestressed Concrete Floor Beam . . . . . . . . . . . . . . . . 4-38
109 Prestressed Concrete Multiple Web GirderUnits . . . . . 4-28 155 Concrete Floor Beam . . . . . . . . . . . . . . . . . . . . . . . . . . 4-39
110 Concrete Girder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-29 156 Timber Floor Beam . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-39
111 Timber Glue-Lam Girder . . . . . . . . . . . . . . . . . . . . . . . . 4-29 160 Steel Column on Spandrel Arch . . . . . . . . . . . . . . . . . . 4-40
113 Steel Stringer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30 161 Steel Hanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-40
114 Concrete Multiple Web Girder Unit . . . . . . . . . . . . . . . . 4-30 162 Steel Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-40
115 Prestressed Concrete Girder . . . . . . . . . . . . . . . . . . . . . 4-30 163 Tension Hold Down Anchor Assembly . . . . . . . . . . . . . . 4-42

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WSDOT Bridge Elements Chapter 4

Substructure
200 Abutment Fill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-45 219 Concrete Cantilevered Span Abutment . . . . . . . . . . . . . 4-52
202 Steel Pile/Column . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-45 220 Concrete Submerged Foundation . . . . . . . . . . . . . . . . . 4-52
203 Prestressed Hollow Concrete Pile/Column . . . . . . . . . . 4-46 221 Concrete Foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-53
204 Prestressed Concrete Pile/Column . . . . . . . . . . . . . . . . 4-46 222 Timber Foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-53
205 Concrete Pile/Column . . . . . . . . . . . . . . . . . . . . . . . . . . 4-46 225 Steel Submerged Pile/Column . . . . . . . . . . . . . . . . . . . 4-54
206 Timber Pile/Column . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-46 226 Prestressed Concrete Submerged Pile/Column . . . . . . 4-54
207 Concrete Pile/Column w/Steel Jacket . . . . . . . . . . . . . . 4-47 227 Concrete Submerged Pile/Column . . . . . . . . . . . . . . . . 4-54
208 Concrete Pile/Column w/Composite Wrap . . . . . . . . . . 4-47 228 Timber Submerged Pile/Column . . . . . . . . . . . . . . . . . . 4-55
209 Submerged Concrete Pile/Column w/Steel Jacket . . . . 4-48 229 Timber Cap Rehab with Steel . . . . . . . . . . . . . . . . . . . . 4-55
210 Concrete Pier Wall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-48 231 Steel Pier Cap/Crossbeam . . . . . . . . . . . . . . . . . . . . . . 4-56
211 Other Pier Wall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-48 232 Submerged Hollow Prestressed Concrete Pile/Column . 4-56
212 Concrete Submerged Pier Wall . . . . . . . . . . . . . . . . . . . 4-48 233 Prestressed Concrete Pier Cap/Crossbeam . . . . . . . . . 4-56
213 Other Submerged Pier Wall . . . . . . . . . . . . . . . . . . . . . . 4-48 234 Concrete Pier Cap/Crossbeam . . . . . . . . . . . . . . . . . . . 4-57
214 Concrete Web Wall between Columns . . . . . . . . . . . . . 4-49 235 Timber Pier Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-57
215 Concrete Abutment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-49 236 Concrete Floating Pontoon . . . . . . . . . . . . . . . . . . . . . . 4-58
216 Timber Abutment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-50 237 Pontoon Hatch/Bulkhead . . . . . . . . . . . . . . . . . . . . . . . . 4-60
217 Other Abutment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-50 238 Floating Bridge - Anchor Cable . . . . . . . . . . . . . . . . . . . 4-60
218 Steel Abutment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-51

Culverts
240 Metal Culvert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-61 242 Timber Culvert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-62
241 Concrete Culvert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-61 243 Other Culvert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-62

Sidewalk and Supports

260 Steel Open Grid Sidewalk and Supports . . . . . . . . . . . . 4-63 264 Timber Sidewalk and Supports . . . . . . . . . . . . . . . . . . . 4-64
261 Steel Concrete Filled Grid Sidewalk and Supports . . . . 4-63 266 Concrete Sidewalk and Supports . . . . . . . . . . . . . . . . . 4-64
262 Corrugated/Orthotropic Sidewalk and Supports . . . . . . 4-63 267 Fiber Reinforced Polymer (FRP) Sidewalk and Supports4-64

Bearings
310 Elastomeric Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-65 314 Pot Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-66
311 Moveable Bearing (Roller, Sliding, etc.) . . . . . . . . . . . . 4-65 315 Disc Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-66
312 Concealed Bearing or Bearing System . . . . . . . . . . . . . 4-65 316 Isolation Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-66
313 Fixed Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-65

Approach Slab
321 Concrete Roadway Approach Slab . . . . . . . . . . . . . . . . 4-67 322 Bridge Impact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-67

Bridge Rail
330 Metal Bridge Railing . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-68 332 Timber Bridge Railing . . . . . . . . . . . . . . . . . . . . . . . . . . 4-68
331 Concrete Bridge Railing . . . . . . . . . . . . . . . . . . . . . . . . . 4-68 333 Other Bridge Railing . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-68

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Chapter 4 WSDOT Bridge Elements

Pedestrian Rail
340 Metal Pedestrian Rail . . . . . . . . . . . . . . . . . . . . . . . . . . 4-69 342 Timber Pedestrian Rail . . . . . . . . . . . . . . . . . . . . . . . . . 4-69
341 Concrete Pedestrian Rail . . . . . . . . . . . . . . . . . . . . . . . . 4-69 343 Other Pedestrian Rail . . . . . . . . . . . . . . . . . . . . . . . . . . 4-69

Smart Flags
355 Damaged Bolts or Rivets . . . . . . . . . . . . . . . . . . . . . . . . 4-70 370 Seismic - Longitudinal Restrainer . . . . . . . . . . . . . . . . . 4-73
356 Steel Cracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-70 371 Seismic - Transverse Restrainer . . . . . . . . . . . . . . . . . . 4-73
357 Pack Rust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-70 372 Seismic - Link/Pin Restrainer . . . . . . . . . . . . . . . . . . . . 4-74
360 Bridge Movement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-71 373 Seismic - Catcher Block . . . . . . . . . . . . . . . . . . . . . . . . 4-74
361 Scour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-71 374 Seismic - Column Silo . . . . . . . . . . . . . . . . . . . . . . . . . . 4-75
366 Undercrossing - Safety Inspection . . . . . . . . . . . . . . . . . 4-72 375 Cathodic Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-75
367 Movable Bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-72 376 Concrete Deck Delamination Testing . . . . . . . . . . . . . . . 4-76
368 Seismic Pier Crossbeam Bolster . . . . . . . . . . . . . . . . . . 4-72 400 Asphalt Butt Joint Seal . . . . . . . . . . . . . . . . . . . . . . . . . 4-77
369 Seismic Pier Infill Wall . . . . . . . . . . . . . . . . . . . . . . . . . . 4-72 401 Asphalt Open Joint Seal . . . . . . . . . . . . . . . . . . . . . . . . 4-78

Expansion Joints
402 Open Concrete Joint . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-78 413 Strip Seal - Welded . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-82
403 Concrete Bulb-T . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-79 414 Bolt Down - Sliding Plate w/springs . . . . . . . . . . . . . . . . 4-82
404 Compression Seal/Concrete Header . . . . . . . . . . . . . . . 4-79 415 Bolt Down Panel - Molded Rubber . . . . . . . . . . . . . . . . 4-83
405 Compression Seal/Polymer Header . . . . . . . . . . . . . . . 4-79 416 Assembly Joint Seal (Modular) . . . . . . . . . . . . . . . . . . . 4-83
406 Compression Seal/Steel Header . . . . . . . . . . . . . . . . . . 4-80 417 Silicone Rubber Joint Filler . . . . . . . . . . . . . . . . . . . . . . 4-84
407 Steel Angle Header . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-80 418 Asphalt Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-84
408 Steel Sliding Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-80 419 Steel Angle w/Raised Bars . . . . . . . . . . . . . . . . . . . . . . 4-85
409 Steel Sliding Plate w/Raised Bars . . . . . . . . . . . . . . . . . 4-80 420 Joint Paved Over Flag . . . . . . . . . . . . . . . . . . . . . . . . . . 4-85
410 Steel Fingers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-81 421 Concrete Slab In-Span Joint . . . . . . . . . . . . . . . . . . . . . 4-86
411 Steel Fingers w/Raised Bars . . . . . . . . . . . . . . . . . . . . . 4-81 422 Flexible Joint Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-87
412 Strip Seal - Anchored . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-81

Movable Bridges
501 Movable Bridge Steel Tower . . . . . . . . . . . . . . . . . . . . . 4-87

Other Bridge Elements

705 Bridge Luminaire Pole and Base . . . . . . . . . . . . . . . . . . 4-88 709 Ceramic Tile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-89
707 Fender System/Pier Protection . . . . . . . . . . . . . . . . . . . 4-89 710 Bridge Mounted Sign Structures . . . . . . . . . . . . . . . . . . 4-90

Overlays
800 Asphalt Concrete (AC) Overlay . . . . . . . . . . . . . . . . . . . 4-91 804 Polyester Concrete Overlay . . . . . . . . . . . . . . . . . . . . . . 4-92
801 Asphalt Concrete (AC) Overlay With Waterproofing 805 AC Over a Polymer Overlay . . . . . . . . . . . . . . . . . . . . . 4-92
Membrane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-91 806 BST on Concrete (Chip Seal) . . . . . . . . . . . . . . . . . . . . 4-92
802 Thin Polymer Overlay . . . . . . . . . . . . . . . . . . . . . . . . . . 4-91 807 Asphalt Concrete (AC) Overlay W/ High
803 Modified Concrete Overlay . . . . . . . . . . . . . . . . . . . . . . 4-91 PerformanceMembrane . . . . . . . . . . . . . . . . . . . . . . . . 4-93

Protective Coatings
901 Red Lead Alkyd Paint System . . . . . . . . . . . . . . . . . . . . 4-95 906 Metalizing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-95
902 Inorganic Zinc/Vinyl Paint System . . . . . . . . . . . . . . . . . 4-95 907 Galvanizing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-95
903 Inorganic Zinc/Urethane Paint System . . . . . . . . . . . . . 4-95 908 Epoxy Paint for Weathering Steel . . . . . . . . . . . . . . . . . 4-95
904 Organic Zinc/Urethane Paint System . . . . . . . . . . . . . . 4-95 909 Zinc Primer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-96
905 Coal Tar Epoxy Paint System . . . . . . . . . . . . . . . . . . . . 4-95 910 Weathering Steel Patina . . . . . . . . . . . . . . . . . . . . . . . . 4-96

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WSDOT Bridge Elements Chapter 4

List of WSDOT Elements by Subject

Bridge Decks
12 Concrete Deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14 29 Steel Deck - Concrete Filled Grid . . . . . . . . . . . . . . . . . 4-17
13 Bridge Deck Surface . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14 30 Deck - Corrugated or Other Steel system . . . . . . . . . . . 4-17
14 Fully Supported Concrete Deck . . . . . . . . . . . . . . . . . . . 4-15 31 Timber Deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
15 Post Tensioned Concrete Deck . . . . . . . . . . . . . . . . . . . 4-15 32 Fiber Reinforced Polymer (FRP) - Deck . . . . . . . . . . . . 4-18
20 Concrete Deck - Lightweight Aggregate . . . . . . . . . . . . 4-16 35 Concrete Deck Soffit . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18
26 Concrete Deck w/Coated Bars . . . . . . . . . . . . . . . . . . . 4-16 36 Deck Rebar Cover Flag . . . . . . . . . . . . . . . . . . . . . . . . . 4-19
27 Steel Orthotropic Deck . . . . . . . . . . . . . . . . . . . . . . . . . 4-16
28 Steel Deck - Open Grid . . . . . . . . . . . . . . . . . . . . . . . . . 4-16

Bridge Deck Overlays

800 Asphalt Concrete (AC) Overlay . . . . . . . . . . . . . . . . . . . 4-91 803 Modified Concrete Overlay . . . . . . . . . . . . . . . . . . . . . . 4-91
801 Asphalt Concrete (AC) Overlay With Waterproofing 804 Polyester Concrete Overlay . . . . . . . . . . . . . . . . . . . . . . 4-92
Membrane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-91 805 AC Over a Polymer Overlay . . . . . . . . . . . . . . . . . . . . . 4-92
802 Thin Polymer Overlay . . . . . . . . . . . . . . . . . . . . . . . . . . 4-91 806 BST on Concrete (Chip Seal) . . . . . . . . . . . . . . . . . . . . 4-92
807 Asphalt Concrete (AC) Overlay W/ High
PerformanceMembrane . . . . . . . . . . . . . . . . . . . . . . . . 4-93

Expansion Joints
402 Open Concrete Joint . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-78 412 Strip Seal - Anchored . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-81
403 Concrete Bulb-T . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-79 413 Strip Seal - Welded . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-82
404 Compression Seal/Concrete Header . . . . . . . . . . . . . . . 4-79 414 Bolt Down - Sliding Plate w/springs . . . . . . . . . . . . . . . . 4-82
405 Compression Seal/Polymer Header . . . . . . . . . . . . . . . 4-79 415 Bolt Down Panel - Molded Rubber . . . . . . . . . . . . . . . . 4-83
406 Compression Seal/Steel Header . . . . . . . . . . . . . . . . . . 4-80 416 Assembly Joint Seal (Modular) . . . . . . . . . . . . . . . . . . . 4-83
407 Steel Angle Header . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-80 417 Silicone Rubber Joint Filler . . . . . . . . . . . . . . . . . . . . . . 4-84
408 Steel Sliding Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-80 418 Asphalt Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-84
409 Steel Sliding Plate w/Raised Bars . . . . . . . . . . . . . . . . . 4-80 419 Steel Angle w/Raised Bars . . . . . . . . . . . . . . . . . . . . . . 4-85
410 Steel Fingers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-81 420 Joint Paved Over Flag . . . . . . . . . . . . . . . . . . . . . . . . . . 4-85
411 Steel Fingers w/Raised Bars . . . . . . . . . . . . . . . . . . . . . 4-81 421 Concrete Slab In-Span Joint . . . . . . . . . . . . . . . . . . . . . 4-86

Approach Slab
321 Concrete Roadway Approach Slab . . . . . . . . . . . . . . . . 4-67

Bridge Rail
330 Metal Bridge Railing . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-68 332 Timber Bridge Railing . . . . . . . . . . . . . . . . . . . . . . . . . . 4-68
331 Concrete Bridge Railing . . . . . . . . . . . . . . . . . . . . . . . . . 4-68 333 Other Bridge Railing . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-68

Pedestrian Rail
340 Metal Pedestrian Rail . . . . . . . . . . . . . . . . . . . . . . . . . . 4-69 342 Timber Pedestrian Rail . . . . . . . . . . . . . . . . . . . . . . . . . 4-69
341 Concrete Pedestrian Rail . . . . . . . . . . . . . . . . . . . . . . . . 4-69 343 Other Pedestrian Rail . . . . . . . . . . . . . . . . . . . . . . . . . . 4-69

Sidewalk and Supports

260 Steel Open Grid Sidewalk and Supports . . . . . . . . . . . . 4-63 264 Timber Sidewalk and Supports . . . . . . . . . . . . . . . . . . . 4-64
261 Steel Concrete Filled Grid Sidewalk and Supports . . . . 4-63 266 Concrete Sidewalk and Supports . . . . . . . . . . . . . . . . . 4-64
262 Corrugated/Orthotropic Sidewalk and Supports . . . . . . 4-63 267 Fiber Reinforced Polymer (FRP) Sidewalk and Supports4-64

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Chapter 4 WSDOT Bridge Elements

Seismic Retrofit
207 Concrete Pile/Column w/Steel Jacket . . . . . . . . . . . . . . 4-47 370 Seismic - Longitudinal Restrainer . . . . . . . . . . . . . . . . . 4-73
208 Concrete Pile/Column w/Composite Wrap . . . . . . . . . . 4-47 371 Seismic - Transverse Restrainer . . . . . . . . . . . . . . . . . . 4-73
209 Submerged Concrete Pile/Column w/Steel Jacket . . . . 4-48 372 Seismic - Link/Pin Restrainer . . . . . . . . . . . . . . . . . . . . 4-74
368 Seismic Pier Crossbeam Bolster . . . . . . . . . . . . . . . . . . 4-72 373 Seismic - Catcher Block . . . . . . . . . . . . . . . . . . . . . . . . 4-74
369 Seismic Pier Infill Wall . . . . . . . . . . . . . . . . . . . . . . . . . . 4-72

Reinforced Concrete
38 Concrete Slab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21 116 Concrete Stringer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-31
49 Concrete Hollow Slab . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21 119 Concrete Truss . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-32
52 Concrete Slab w/Coated Bars . . . . . . . . . . . . . . . . . . . . 4-22 144 Concrete Arch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-35
96 Concrete Encased Steel Girder . . . . . . . . . . . . . . . . . . . 4-24 145 Earth Filled Concrete Arch . . . . . . . . . . . . . . . . . . . . . . . 4-36
105 Concrete Box Girder . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27 150 Concrete Column on Spandrel Arch . . . . . . . . . . . . . . . 4-15
110 Concrete Girder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-29 155 Concrete Floor Beam . . . . . . . . . . . . . . . . . . . . . . . . . . 4-39
114 Concrete Multiple Web Girder Unit . . . . . . . . . . . . . . . . 4-30

Prestressed Concrete
50 Prestressed Concrete Slab . . . . . . . . . . . . . . . . . . . . . . 4-21 103 Prestressed Concrete Super Girder . . . . . . . . . . . . . . . 4-27
51 Prestressed Concrete Slab w/Coated Bars . . . . . . . . . . 4-21 104 Post Tension Concrete Box Girder . . . . . . . . . . . . . . . . 4-26
89 Prestressed Concrete Girder w/Coated Strands . . . . . . 4-23 108 Prestressed Concrete Bulb-T Girder . . . . . . . . . . . . . . . 4-28
97 Prestressed Concrete Trapezoidal Girder . . . . . . . . . . . 4-25 109 Prestressed Concrete Multiple Web GirderUnits . . . . . 4-28
98 Thin Flange Girder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25 115 Prestressed Concrete Girder . . . . . . . . . . . . . . . . . . . . . 4-30
100 Post Tensioned Concrete Segmental Box Girder . . . . . 4-26 154 Prestressed Concrete Floor Beam . . . . . . . . . . . . . . . . 4-38

Structural Steel
90 Steel Rolled Girder . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23 131 Steel Deck Truss . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-32
91 Steel Riveted Girder . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23 133 Truss Gusset Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33
92 Steel Welded Girder . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24 141 Steel Arch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34
102 Steel Box Girder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26 142 Steel Tied Arch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34
107 Steel Open Girder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-28 143 Steel Suspender . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-35
113 Steel Stringer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30 152 Steel Floor Beam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-38
126 Steel Thru Truss . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-32 160 Steel Column on Spandrel Arch . . . . . . . . . . . . . . . . . . 4-40

Pin & Hangers

161 Steel Hanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-40 162 Steel Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-40

Timber
54 Timber Slab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22 135 Timber Truss . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33
111 Timber Glue-Lam Girder . . . . . . . . . . . . . . . . . . . . . . . . 4-29 139 Timber Arch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34
117 Timber Sawn Girder . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-31 156 Timber Floor Beam . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-39
118 Timber Stringer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-31

Cables
146 Suspension - Main Cable . . . . . . . . . . . . . . . . . . . . . . . 4-36 149 Cable Stayed Bridge - Cable . . . . . . . . . . . . . . . . . . . . . 4-37
147 Suspension - Suspender Cable . . . . . . . . . . . . . . . . . . . 4-36

Bearings
310 Elastomeric Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-65 314 Pot Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-66
311 Moveable Bearing (Roller, Sliding, etc.) . . . . . . . . . . . . 4-65 315 Disc Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-66
312 Concealed Bearing or Bearing System . . . . . . . . . . . . . 4-65 316 Isolation Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-66
313 Fixed Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-65

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WSDOT Bridge Elements Chapter 4

Reinforced Concrete
205 Concrete Pile/Column . . . . . . . . . . . . . . . . . . . . . . . . . . 4-46 221 Concrete Foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-53
210 Concrete Pier Wall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-48 227 Concrete Submerged Pile/Column . . . . . . . . . . . . . . . . 4-54
212 Concrete Submerged Pier Wall . . . . . . . . . . . . . . . . . . . 4-48 234 Concrete Pier Cap/Crossbeam . . . . . . . . . . . . . . . . . . . 4-57
214 Concrete Web Wall between Columns . . . . . . . . . . . . . 4-49 236 Concrete Floating Pontoon . . . . . . . . . . . . . . . . . . . . . . 4-58
215 Concrete Abutment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-49 237 Pontoon Hatch/Bulkhead . . . . . . . . . . . . . . . . . . . . . . . . 4-60
219 Concrete Cantilevered Span Abutment . . . . . . . . . . . . . 4-52 238 Floating Bridge - Anchor Cable . . . . . . . . . . . . . . . . . . . 4-60
220 Concrete Submerged Foundation . . . . . . . . . . . . . . . . . 4-52

Prestressed Concrete
204 Prestressed Concrete Pile/Column . . . . . . . . . . . . . . . . 4-46 233 Prestressed Concrete Pier Cap/Crossbeam . . . . . . . . . 4-56
226 Prestressed Concrete Submerged Pile/Column . . . . . . 4-54

Structural Steel
202 Steel Pile/Column . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-45 225 Steel Submerged Pile/Column . . . . . . . . . . . . . . . . . . . 4-54
218 Steel Abutment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-51 231 Steel Pier Cap/Crossbeam . . . . . . . . . . . . . . . . . . . . . . 4-56

Timber
206 Timber Pile/Column . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-46 228 Timber Submerged Pile/Column . . . . . . . . . . . . . . . . . . 4-55
216 Timber Abutment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-50 235 Timber Pier Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-57
222 Timber Foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-53

Substructure - Other
203 Prestressed Hollow Concrete Pile/Column . . . . . . . . . . 4-46 217 Other Abutment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-50
211 Other Pier Wall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-48 232 Submerged Hollow Prestressed Concrete Pile/Column . 4-56
213 Other Submerged Pier Wall . . . . . . . . . . . . . . . . . . . . . . 4-48

Culverts
240 Metal Culvert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-61 242 Timber Culvert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-62
241 Concrete Culvert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-61 243 Other Culvert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-62

Movable Bridges
501 Movable Bridge Steel Tower . . . . . . . . . . . . . . . . . . . . . 4-87

Other Bridge Elements

705 Bridge Luminaire Pole and Base . . . . . . . . . . . . . . . . . . 4-88 709 Ceramic Tile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-89
707 Fender System/Pier Protection . . . . . . . . . . . . . . . . . . . 4-89 710 Bridge Mounted Sign Structures . . . . . . . . . . . . . . . . . . 4-90

Protective Coatings
901 Red Lead Alkyd Paint System . . . . . . . . . . . . . . . . . . . . 4-95 906 Metalizing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-95
902 Inorganic Zinc/Vinyl Paint System . . . . . . . . . . . . . . . . . 4-95 907 Galvanizing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-95
903 Inorganic Zinc/Urethane Paint System . . . . . . . . . . . . . 4-95 908 Epoxy Paint for Weathering Steel . . . . . . . . . . . . . . . . . 4-95
904 Organic Zinc/Urethane Paint System . . . . . . . . . . . . . . 4-95 909 Zinc Primer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-96
905 Coal Tar Epoxy Paint System . . . . . . . . . . . . . . . . . . . . 4-95 910 Weathering Steel Patina . . . . . . . . . . . . . . . . . . . . . . . . 4-96

Smart Flags
322 Bridge Impact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-67 361 Scour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-71
355 Damaged Bolts or Rivets . . . . . . . . . . . . . . . . . . . . . . . . 4-70 366 Undercrossing - Safety Inspection . . . . . . . . . . . . . . . . . 4-72
356 Steel Cracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-70 367 Movable Bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-72
357 Pack Rust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-70 375 Cathodic Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-75
360 Bridge Movement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-71 376 Concrete Deck Delamination Testing . . . . . . . . . . . . . . . 4-76

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4.01 Introduction
This chapter defines the Washington State Department of Transportation (WSDOT)
elements for recording the structural condition evaluation of bridges. Local Agencies
are encouraged, but not required to use the WSDOT Bridge Elements as defined in this
chapter in order to use WSDOT management strategies and lessons learned. Thebasic
intent of any element data is tosupplement the National Bridge Inventory (NBI)
structural evaluation of the Deck, Superstructure, and Substructure. Most of the other
NBI information such as location, traffic, and geometry is still useful, but element
conditions are a practical necessity to identify and manage bridge needs.
Though the NBIS did provide a consistent standard for the collection of bridge data,
it was not comprehensive enough to provide performance-based decision support
thatincluded economic considerations. Among the problems with the NBIS are:
Each bridge is divided into only three major parts for condition assessment:
superstructure, substructure, and deck. This level of detail is not sufficient
toidentify appropriate repair strategies, or to estimate costs.
Each of the three major parts was rated on a 0-9 scale by severity of deterioration,
without identifying the deterioration process at work or the extent of deterioration.
NBI condition ratings vary based on the vague language of the condition
definitions. Because the bridges include multiple distress symptoms and ratings to
describe the overall or average condition of the bridge, is often difficult to decide
what the average condition is when a bridge has mainly localized problems.
NBI does not provide a method to inspect or track the performance of items such
aspaint, overlays, and expansion joints.
WSDOT recognized a different strategy towards future bridge preservation was
needed in the early 1980s. A comprehensive deck testing program existed at the
time and obviously the testing should have a connection to the NBI deck condition
rating. WSDOT elements have been in use since 1992 and were designed to be
practical for the inspector, useful to a bridge manager, and accurately capture bridge
conditions. WSDOT elements have matured since 1992 and so have the national
elementphilosophies:
1985 NCHRP Project 12-28: Bridgit and Pontis Management software
1987 NCHRP Report 300: Element based Bridge Management System (BMS)
1993 FHWA CoRe Element Report recommendations
1996 AASHTO CoRe Element Guidelines adopted
2011 AASHTO Guidelines for Bridge Element Inspection
2014 FHWA requirement to collect element level bridge inspection data for
NHSbridges.
2015 As a supplement to the National Bridge Inventory (NBI) data submission
due April 1, 2015, and every year thereafter, each State and Federal agency will
also provide element level bridge inspection data for bridges on the NHS to the
FHWA for inclusion in the NBI. Today, a successful Bridge Management System
must use supplemental bridge condition data to ensure the effective use of available
funds. WSDOT element data has supported WSDOT Bridge needs with minor
changes since the year 2008 in the followways:

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Element data is used to identify current bridge condition, need, and cost.
Provided a logical and realistic method to prioritize bridge projects.
Realistic and reliable forecasts of future preservation need and cost.
Adapted changes in management philosophies without changing elements.
Tracks the performance of desired bridge needs.
Elements represent parts of a structure that are relevant to document structural
conditions with clearly defined condition states or to manage. Elements that carry
primary design loads are considered structural elements and all follow the same
condition state philosophy.
Smart Flags are elements used to track supplemental information that may or may
not be included in other elements or exist at the time of original construction. Smart
Flag condition states are defined as necessary to collect useful information and may
be significantly different than other element definitions. Examples of Smart Flags are
Steel Fatigue (cracks in steel elements), Scour, and Pack Rust.
WSDOT elements presented herein are used by both the WSDOT Bridge Office and
Local Programs (LP). Local Agencies are encouraged to follow these guidelines
so as to provide a consistent basis for management, evaluation, and reporting of
inspectiondata.
4.1.1 Identifying Elements Prior to Inspection
Details about the design of the bridge are important when identifying the elements.
As-built plans should be used to determine the correct elements, and then field verified
during the inspection. If as-built plans are not available, then the elements will have
to be defined or assumed at the bridge site. Many of the element dimensions for the
element total quantity are difficult to determine in the field and it is highly recommend
the total quantities be calculated based on contract plan dimensions.
For example, looking at the contract Plans is the only practical way to determine if a
bridge deck has plain reinforced steel which is element 12, or epoxy coated steel which
is element 26 because this information is not visible to the inspector. Likewise, field
measuring the deck length and width in traffic would not be necessary and usually less
accurate than if plan dimensions are available.
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.
In order to maintain quality element data, the Inspector is responsible for updating
the elements and quantities as they change with time by maintenance or by contract.
Many bridges will have construction work that changes the joints, asphalt depth, rail,
concrete overlay, or widens the structure, etc. These activities can change elements that
apply to the bridge and must be updated accordingly. WSDOT uses a Contract History
database to log contract work and for reference. See Section 2.02 for more information
on the Contract History database.

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4.1.2 Element Units and the Total Quantity

Every element has assigned units that are necessary for the inspector to quantify the
element defects. The units are SF for Square Feet, LF for Lineal Feet, EA for
Each, or in the case of concrete pontoons the units are per Cell.
SF units apply to elements where the surface area provides the better method to
document element condition and manage the element, such as deck and paint elements.
The total quantity for an element with LF units should represent the total length of
an element and is based on the way it was constructed. For example: A bridge may
have been built using five 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.
EA units are used to determine the number of members in a condition state. For
example: A bridge may 5 piles at 3 piers for a total quantity of 15 for the pile element.
Then, each pile is inspected, evaluated, and recorded in the appropriate condition state.
Elements with units of EA code the entire member in one condition state, such as
piles, where the entire pile is in one of the defined condition states. Other element
units, such as LF or SF may have all or portions of the element in one or all of
thecondition states in order to describe the existing element conditions.
4.1.3 Quantifying Element Defects
In order to quantify the condition of an element, the first step is to review the condition
state language for the elements. A complete list of the condition state descriptions is
provided in this chapter and summarized in this section.
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, element condition requires the inspector to evaluate defects and also
quantify the defects impact to the element or possibly the bridge. A defect evaluation
may result in element quantities in CS1, CS2, CS3, or CS4 depending on the location,
size, structural importance or element units.
4.1.3.1 Affected Quantity
The concept of the Affected quantity is relied on heavily when quantifying the
defects in the primary structural elements and should be applied in two ways.
Condition State 3 defines Affected Quantity of the defect as local damage to a
member and the Affected Quantity is the actual length of the defect. Whereas,
Condition State 4 defines Affected Quantity as a reduced capacity of the member
and the Affected Quantity is the length of the span. In the case of prestressed girders,
damage that does not Affect capacity of a prestressed girder would only quantify
the length of damaged concrete in CS3. Whereas, Condition State 4 does Affect
the capacity of the girder and the quantity is the span length, not just the length of
damaged concrete. Using this same rational to quantify repairs in CS2, a patch that
covers damage to the concrete only is quantified as the length of the visible patch and
a patch that covers repaired strand is quantified as the span length in CS2. In other
words, the patch is quantified in CS2 based on the Affected length of the damage.

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This philosophy applies directly to all beam type elements including concrete slab
structures with side-by-side beam elements using square foot quantities. It is less
obvious where there can be significant redistribution of stresses such as a timber
deck or cast-in-place concrete slab. In these cases a defect, such as a hole in the deck,
would have to be evaluated as to whether the capacity of the span is Affected or
not. Trusses are the most difficult because the linear feet quantities represent a 3
dimensional member with chords, verticals, horizontals, sway bracing, etc. Trusses
should quantify CS3 defects by panel length of truss and CS4 truss capacity defects by
span length of the truss.
4.1.3.2 WSDOT Condition States for structural members
The following summarizes the WSDOT element condition state philosophy for
primary structural members. Different condition philosophies apply to the non-primary
structural elements such as deck/overlays, joints, paint, and smart flags which are
specified for each element in Chapter 4, but not discussed in this section.
Condition State 1: Good Condition Most parts of a bridge will be in this condition
state for all WSDOT elements. The element may have some defects, but is in good
condition. Many times new bridges have insignificant defects and older bridges
will acquire insignificant defects with time. In order to determine if the defect is
insignificant, 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: Repaired Condition This condition state documents repairs
to structural members. A repair is defined as a defective member partially modified
to carry design loads and still dependent on the remaining portions of the defective
member, such as an in-span splice, helper member, or column splice. 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 difficult to access and
prohibit a good quality repair. Inspectors are cautioned to verify repairs to make sure
they are functioning as intended. When a damaged or defective member has been
entirely replaced, the member quantity is CS1 or considered a new member. If a repair
is not completed correctly or is not functioning properly, then the repair should be
coded as CS3 or CS4. For example:
A timber helper stringer/pile that does not properly transfer design loads is not
considered sufficient to be considered in CS2. A repair must properly block, brace,
or connect to the stringer/pile as required by repair design.
Timber pier caps are assumed to be designed as simple spans. Even though the
member that has been partially replaced is not continuous at a support, as long as
there is a positive connection to the supporting columns, the replaced portion may
be considered in CS1.
The amount of repaired quantity to be coded in CS2 depends on the affected length of
the repair for all primary structural members. In general terms, the quantity to be coded
in CS2 is the quantity that was in CS3 or CS4 and is now repaired. For example:
A prestressed girder with a high load hit that did not damage strand would code the
length of the concrete patch as the repair quantity for CS2. If a strand is damaged,
then the span length is the repair quantity for CS2.

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A repaired crack in a steel member that did not threaten capacity would code the
minimum length or 1 foot for CS2. If the repaired crack did threaten capacity, then
the span length is the repair quantity for CS2.
Condition State 3: Fair Condition This condition state records any significant
defect noticed by the inspector, but the defect does not significantly 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: Poor Condition 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 deficiency 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.
4.1.4 Reporting Structural History
There are times when structural information may be known but not visible; or visible
and then at a later time not visible to the inspector. This can happen to submerged
piles/foundations that are buried one inspection and exposed the next. This also
applies to asphalt overlays where the deck patching is not visible to the inspector.
This type of element information should remain in the element notes until the element
condition isknown to have changed. An example of element change would be deck
delaminations recorded in CS4 are not visible to the inspector and are removed by
hydromilling during construction of a concrete overlay. The CS4 data does not apply
after the concrete overlay is completed and WSDOT element 376 should be deleted
from the report and the concrete deck CS4 quantity should be zero.
4.1.5 Concrete Element 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.
Reinforced Concrete Prestressed Concrete
English Metric English Metric
< 0.0625 < 1.6 mm < 0.004 < 0.1 mm
Hairline (HL)
< 1/16
0.0625 to 0.125 1.6 to 3.2 mm 0.004 to 0.009 0.1 to 0.23 mm
Narrow (N)
1/16 to 1/8
0.125 to 0.1875 3.2 to 4.8 mm 0.010 to 0.030 0.25 to 0.75 mm
Medium (M)
1/8 to 3/16
> 0.1875 > 4.8 mm > 0.030 > 0.76 mm
Wide (W)
> 3/16

WSDOT Element Concrete Crack Width Guidelines

Table 4.1.5

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Concrete Structural Cracking For the purpose of evaluating element condition,

concrete structural cracks are narrow (or wider) in regions of high shear or moment
(see BIRM). Crack width is significant 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 significant structurally.
4.1.6 WSDOT Deck Element to NBI Deck Table
WSDOT began testing concrete decks in the early 1980s and discovered a very
poor correlation to the traditional assumptions of deck deterioration. In addition,
the deck testing and crack surveys did not prioritize deck preservation projects in a
fashion acceptable to the inspectors, maintenance, or management. Today, WSDOT
recommends the use of the deck and soffit elements and Table 4.1.6 to evaluate the
NBI Item 058, NBI Deck Overall Condition Code. This table originates from the 1973
FHWA Coding Guidelines and has been modified to reflect WSDOTs primary bridge
deck management philosophies since the early 1990s.
Secondary and more subjective concrete deck conditions such as cracking, scaling,
leaching, rebar cover, chloride content, Half-cell potential, etc. may be documented
in the deck element notes, but not applied to the deck element evaluation of structural
condition. These secondary conditions are applied during annual prioritization of the
concrete bridge decks and should not determine the NBI code. To be clear, these types
of secondary conditions visible below the deck in the soffit or other structural elements
below the deck element require an evaluation of:
Percent of Concrete Deck Patches, Percent of Concrete
Spalls, and Delaminations Deck Soffit in CS3 NBI Deck
(CS2 + CS3 + CS4) (CS3 only) Condition Code
N/A N/A 9
None None 8
None None 7
< 1% < 1% 6
1% to 2% 1% to 2% 5
2% to 5% 2% to 5% 4
> 5% > 5% 3

WSDOT Deck Condition to NBI Deck Overall

Table 4.1.6

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4.02 Bridge Decks

The intent of the bridge deck elements is to record the top surface deterioration. The
Concrete Deck Soffit, 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 filling in of the rut as
a patch. These locations have filled in a rut with Liquid Concrete or Ure-Fast and are
not considered a deck structural repair.
All asphaltic patching material on a concrete bridge deck shall be considered a spalled
area and since this is unacceptable patching material. These materials can be picked
out of the spall and will smell like tar.
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 filled with an asphalt pavement only.)
Traditional concrete bridge decks use elements 12, 20, or 26 to record the top surface
deterioration; and have the WSDOT Soffit Element (35) to record the structural
deterioration. It should be noted for element 26 that epoxy coated rebar in bridge decks
became an industry standard in Washington State in the early 1980s.
Non-Traditional concrete decks use elements 13 or 14 to record the top surface
deterioration and the slab or deck-girder elements record the structural deterioration.
Steel and Timber decks use elements 28, 29, 30, 31 to record structural deterioration of
the top and bottom surface.
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.
Note: The total quantity for deck elements is the actual bridge deck area. Do not use
the NBI Item 051, Bridge Roadway Width Curb-to-Curb (or WSBIS Item 1356
Curb-to-Curb Width) when deck curb-to-curb dimensions vary.

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12 Concrete Deck Units SF

This element defines a concrete bridge deck constructed with uncoated steel
reinforcement. The total quantity for this element is the actual bridge deck area from
curb line to curb line.
1. Defects are superficial. 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 filled with
patching material.
3. Deck area with spalling. Do not add delaminations found in the field, see condition
State 4.
4. Record the delaminated area (CS4) from WSDOT element 376 in the deck CS4.
If new delaminations are found, do not add delaminations found in the field unless
approved by Bridge Management. Chain Drag testing by the Bridge Inspector must
chain the entire deck, record the results in a Chain Drag Report available on the
Bridge Website under Bridge Overlays, and send the file to Bridge Management.

13 Bridge Deck Surface Units SF

This WSDOT element defines 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, traffic may be driving directly on the girder or slab. The
Bridge Deck Surface consists of precast or prestressed girders with no span between
the flanges. This WSDOT element is generally used with superstructure elements 38,
49, 50, 51, 52, 54, 108, 109, or 114. The total quantity for this element is the actual
bridge deck area from curb line to curb line.

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14 Fully Supported Concrete Deck Units SF

This WSDOT element defines 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
flanges. ThisWSDOT element may apply to superstructure WSDOT elements 50, 51,
108, 109, or 114. The total quantity for this element is the actual bridge deck area from
curb line to curb line.
Condition States for WSDOT Elements 13 and 14
1. Defects are superficial. 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. Deck area with spalling. Do not add delaminations found in the field, see condition
State 4.
4. Record the delaminated area (CS4) from WSDOT element 376 in the deck CS4.
If new delaminations are found, do not add delaminations found in the field unless
approved by Bridge Management. Chain Drag testing by the Bridge Inspector must
chain the entire deck, record the results in a Chain Drag Report available on the
Bridge Website under Bridge Overlays, and send the file to Bridge Management.

15 Post Tensioned Concrete Deck Units SF

This element is dened by a concrete bridge deck that has transverse or longitudinal
post tensioning; and includes the deck on elements 100 Post Tensioned Segmental
and 104 Post Tensioned Concrete Box. These decks require a higher level of care
for maintenance, special attention by management, and have a higher replacement
cost. This element does not include the deck of elements 105 Concrete Box and 97
Trapezoidal. The total quantity for this element is the actual bridge deck area from curb
line to curb line.
1. Defects are supercial. 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 lled with
patching material.
3. Deck area with spalling. Do not add delaminations found in the eld, see condition
State 4.
4. Record the delaminated area (CS4) from WSDOT element 376 in the deck CS4.
If new delaminations are found, do not add delaminations found in the eld unless
approved by Bridge Management. Chain Drag testing by the Bridge Inspector must
chain the entire deck, record the results in a Chain Drag Report available on the
Bridge Website under Bridge Overlays, and send the le to Bridge Management.

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20 Concrete Deck Lightweight Aggregate Units SF

This WSDOT element defines 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 total quantity for this element is the actual bridge
deck area from curb line to curb line.

26 Concrete Deck w/Coated Bars Units SF

This WSDOT element defines a concrete bridge deck constructed with coated (epoxy,
galvanizing, stainless steel, etc.) reinforcement. The total quantity for this element is
the actual bridge deck area from curb line to curb line.
Condition States for WSDOT Elements 20 and 26
1. Defects are superficial. 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 filled with
patching material.
3. Deck area with spalling. Do not add delaminations found in the field, see condition
State 4.
4. Record the delaminated area (CS4) from WSDOT element 376 in the deck CS4.
If new delaminations are found, do not add delaminations found in the field unless
approved by Bridge Management. Chain Drag testing by the Bridge Inspector must
chain the entire deck, record the results in a Chain Drag Report available on the
Bridge Website under Bridge Overlays, and send the file to Bridge Management.

27 Steel Orthotropic Deck Units SF

This WSDOT 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 total quantity for this element is the actual bridge deck area curb to curb.

28 Steel Deck Open Grid Units SF

This WSDOT element defines a bridge deck constructed of steel grids that are open
and unfilled. The total quantity for this deck WSDOT element is the actual bridge deck
area from curb line to curb line.

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29 Steel Deck Concrete Filled Grid Units SF

This WSDOT 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 total quantity for
this element is the actual bridge deck area from curb line to curb line.

30 Deck Corrugated or Other Steel system Units SF

This WSDOT element generally defines a bridge deck constructed of corrugated metal
filled with Portland cement concrete or asphaltic concrete. This element may also be
used toidentify other non-standard steel decks. The total quantity for this element is
the actual bridge deck area from curb line to curb line.
Condition States for WSDOT elements 27, 28, 29, and 30 (Structural Decks)
1. Defects are superficial. The connectors (such as welds, rivets, etc.) or concrete/
asphalt filler are functioning as designed.
2. Deck area with repairs or replaced panels.
3. Deck area with structural defects. The defects do not significantly affect structural
capacity. Deficiencies do not warrant analysis, but may require repairs.
4. Deck area with damage in 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.

31 Timber Deck Units SF

This WSDOT element defines 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 total quantity for this element
is the actual bridge deck area from curb line to curb line.
1. Defects are superficial 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 significantly affect
structural capacity. Deficiencies 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 locations or quantity and has reduced the
structural capacity of the WSDOT 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.

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32 Fiber Reinforced Polymer (FRP) Deck Units SF

This WSDOT element defines a bridge deck constructed of fiber reinforced polymer.
The total quantity for this element is the actual bridge deck area from curb line to
curbline.
1. Defects are superficial. 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 significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
4. FRP Deck area with damage in locations or quantity and has reduced thestructural
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.

35 Concrete Deck Soffit Units SF

This WSDOT element defines the bottom (or undersurface) and edge of a concrete
deck and is to be included with concrete WSDOT 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 since the soffit is not visible. To be consistent with the deck
quantity, the total quantity for this element the actual bridge deck area from curb line
to curb line. 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.
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 efflorescence.
2. Deck soffit area with repairs or patches.

3. Deck soffit area showing signs of reduced structural 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.

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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 difficult at these
locations. This flag will determine method of deck rehabilitation. Report square foot
ofvisible deficiency in CS2. The total quantity for this element is the actual bridge
deck area curb to curb.
1. Deck top surface area with adequate concrete cover.
2. Concrete deck area with visible lack of cover due to construction
orgeneral rutting that has exposed rebar.

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4.03 Superstructure
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 may be
constructed of the following typical materials: Rolled,
welded, bolted (riveted), steel sections; Post tensioned,
prestressed or reinforced concrete sections; or
Timbersections.

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. Diaphragms do not have an element but if a
diaphragm has advanced deterioration, it should be noted
in the element comments of the associated girder.
Pedestrian Bridges
The same WSDOT elements used for bridges that carry vehicular traffic can be used
for pedestrian bridges. Do not use the WSDOT sidewalk elements (#260 through #266)
for pedestrian bridges.

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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
aredocumented in WSDOT element 38 ConcreteSlab.
Note: The total quantity for slab elements is the actual bridge deck area. Do not use
the NBI Item 051, Bridge Roadway Width Curb-to-Curb (or WSBIS Item 1356
Curb-to-Curb Width) when a deck curb-to-curb dimensions vary.

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 total quantity for
this slab element is the actual bridge slab area from curb
line to curb line.

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 total quantity for this slab element
is the actual bridge slab area from curb line to curb line.

50 Prestressed Concrete Slab Units SF

This element defines a concrete slab bridge that has been constructed with prestressed
concrete and uncoated steel reinforcement. This element may be solid or have built
in voids. Structural deficiencies of the edge and bottom surface are addressed in the
condition states. The total quantity for this slab element is the actual bridge slab area
from curb line to curb line.

51 Prestressed Concrete Slab w/Coated Bars Units SF

This element defines 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 deficiencies of the edge and bottom surface are
addressed in the condition states. The total quantity for this slab element is the actual
bridge slab area from curb line to curb line.

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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 total quantity for this slab element is the actual bridge slab area
from curb line to curb line.
Condition States for WSDOT Elements 38, 49, 50, 51, and 52
1. Defects are superficial and have no effect on the structural capacity of the element.
There may be discoloration, efflorescence, and/or superficial cracking, spalls,
ordelaminations.
2. Concrete slab area with repairs or patches.
3. Concrete slab area with structural defects. The defects do not significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
4. Concrete slab area with damage in 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. For slabs made
with beam units, the affected area should be based on the
spanlength.

54 Timber Slab Units SF

This element defines a slab that is constructed of timber. Structural deficiencies of the
edge and bottom surface are addressed in the condition states. The total quantity for
this slab element is the actual bridge slab area from curb line to curb line.
1. Defects are superficial 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 significantly affect structural
capacity. Deficiencies 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 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.

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89 Prestressed Concrete Girder w/Coated Strands Units LF

This element defines 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 element total quantity for this element is the sum of each
girder length.
1. Defects are superficial and have no effect on the structural capacity of the element.
There may be discoloration, efflorescence, and/or superficial 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 significantly
affect structural capacity. Deficiencies do not warrant analysis, but
may require repairs. Structural deficiencies are not limited to
delaminations, spalls, structural cracking, exposed or corroded
reinforcing orstrands.
4. Girder span length with damage in 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.

90 Steel Rolled Girder Units LF

This element defines a girder unit of structural steel that has an integral web and
flanges 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 total quantity for this
element is the sum of each girder length.

91 Steel Riveted Girder Units LF

This element defines a girder unit of structural steel that directly supports the bridge
deck. This element has a web and flanges that are connected with rivets. This element
is part of a two or more longitudinal girder system. The total quantity for this element
is the sum of each girder length.

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92 Steel Welded Girder Units LF

This element defines a girder unit of structural steel that directly supports the bridge
deck. This element has a web and flanges that are connected with welds. This element
is part of a two or more longitudinal girder system. The total quantity for this element
is the sum of each girder length.
Condition States for WSDOT Elements 90, 91, and 92
1. Defects are superficial and have no effect on the structural capacity of the element.
2. Girder length affected by repairs such as: bolts or rivets have been replaced; cracks
that have been drilled or plated.
3. Girder length affected by structural defects. The defects do not significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
Structural deficiencies are not limited to impact damage, cracks, broken bolts,
ormeasurable section loss due to corrosion (note the location and depth).
4. Girder span length with damage in 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 deficiencies 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
notrepaired.

96 Concrete Encased Steel Girder Units LF

This element defines a steel girder that is encased in concrete. The total quantity for
this element is the sum of each girder length.
1. Defects are superficial and have no effect on the structural capacity of the element.
There may be discoloration, efflorescence, and/or superficial cracking.
2. Girder length affected by repairs or patches.
3. Girder length affected by structural defects. The defects do not significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
Structural deficiencies 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 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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97 Prestressed Concrete Tub Girder Units LF

This element defines a prestressed concrete box girder or Tub Girder as defined in the
Bridge Design Manual M 23-50. Post-tensioning and span field splices may or may not
be present. The total quantity for this element is the sum of each girder length.
1. Defects are superficial and have no effect on the structural capacity of the element.
There may be discoloration, efflorescence, and/or superficial cracking, spalls,
ordelaminations.
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 significantly
affect structural capacity. Deficiencies do not warrant analysis, but
may require repairs. Structural deficiencies are not limited to
delaminations, spalls, structural cracking, exposed or corroded
reinforcing or strands.
4. Girder span length with damage in locations or quantity and has
reduced the structural capacity of the element or the bridge.
Structural analysis is warranted or has determined repairs
areessential to restore the full capacity of the element.

98 Thin Flange Girder Units LF

This element defines a precast prestressed concrete girder unit where the top flange is
not designed to carry live load and must have a concrete deck. There may be asphalt
or a concrete overlay on the concrete slab. This element represents the WSDOT
- WFxxTDG girder sections: WF36TDG, WF42TDG, WF50TDG, WF58TDG,
WF66TDG, WF74TDG, WF83TDG, WF95TDG, and WF100TDG. Structural
deficiencies of the edge and bottom surface are addressed in the condition states.
Thetotal quantity for this element is the sum of each girder length.

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100 Post Tensioned Concrete Segmental Box Girder Units LF

This element defines a post-tensioned concrete box girder constructed using the
segmental precast process. The total quantity for this element is the length of segmental
boxgirders.
Condition States for WSDOT Elements 97, 98, and 100
1. Defects are superficial and have no effect on the structural capacity of the element.
There may be discoloration, efflorescence, and/or superficial cracking, spalls,
ordelaminations.
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 significantly
affect structural capacity. Deficiencies do not warrant analysis, but
may require repairs. Structural deficiencies are not limited to
delaminations, spalls, structural cracking, exposed or corroded
reinforcing or strands.
4. Girder span length with damage in 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.

102 Steel Box Girder Units LF

This element defines a box girder unit constructed with structural steel. This element
directly supports the bridge deck. The total quantity for this element is the sum of each
girder length.
1. Defects are superficial and have no effect on the structural capacity of the element.
2. Girder length affected by repairs such as: bolts or rivets have been replaced; cracks
that have been drilled or plated.
3. Girder length affected by structural defects. The defects do not significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
Structural deficiencies are not limited to impact damage, cracks, broken bolts,
ormeasurable section loss due to corrosion (note the location and depth).
4. Girder span length with damage in 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 deficiencies 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
notrepaired.

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103 Prestressed Concrete Super Girder Units LF

This element defines a prestressed WSDOT girder WF83G, WF95G, WF100G,
WF83PTG, WF95PTG, WF100PTG. Girders may or may not be post-tensioned. The
total quantity for this element is the sum of each girder length.

104 Post Tension Concrete Box Girder Units LF

This element defines a box girder unit constructed of post-tensioned, cast in place
concrete. The total quantity for this element is the sum of each girder length.

105 Concrete Box Girder Units LF

This element defines a box girder superstructure unit constructed with cast in place
reinforced concrete. The total quantity for this element is the sum of each girder length.
Condition States for WSDOT Elements 103, 104, and 105
1. Defects are superficial and have no effect on the structural capacity of the element.
There may be discoloration, efflorescence, and/or superficial cracking, spalls,
ordelaminations.
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 significantly
affect structural capacity. Deficiencies do not warrant analysis, but
may require repairs. Structural deficiencies are not limited to
delaminations, spalls, structural cracking, exposed or corroded
reinforcing or strands.
4. Girder span length affected by damage in 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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107 Steel Open Girder Units LF

This element defines 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 floor beam elements
that support a bridge deck. Open girders are located on the outside of the bridge.
Thebridge 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 total quantity for this element is the sum of each girder length.
1. Defects are superficial and have no effect on the structural capacity of the element.
2. Steel open girder length affected by repairs such as: bolts or rivets have been
replaced; cracks that have been drilled or plated.
3. Steel open girder length affected by structural defects. The defects do not
significantly affect structural capacity. Deficiencies do not warrant analysis,
butmay require repairs. Structural deficiencies 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 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 deficiencies 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
notrepaired.

108 Prestressed Concrete Bulb-T Girder Units LF

This element defines a precast prestressed concrete Bulb-Tee girder unit which has
little or no span between the top flange. There may be asphalt, a concrete slab, a
concrete overlay, or nothing on the top flange. This element represents the following
WSDOT girder sections: W35DG, W41DG, W53DG, W65DG, WF39DG, WF45DG,
WF53DG, WF61DG, WF69DG, WF77DG, WF86DG, WF98DG, WF103DG.
Structural deficiencies of the edge and bottom surface are addressed in the condition
states. The total quantity for this element is the sum of each girder length.

109 Prestressed Concrete Multiple Web GirderUnits Units LF

This element defines a precast prestressed concrete girder that has more than one web.
Structural deficiencies of the edge and bottom surface are addressed in the condition
states. The total quantity for this element is the sum of each girder length.

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110 Concrete Girder Units LF

This element defines a girder (including T-Beams) constructed of non-prestressed
reinforced concrete. The total quantity for this element is the sum of each girder length.
Condition States for WSDOT Elements 108, 109, and 110
1. Defects are superficial and have no effect on the structural capacity of the element.
There may be discoloration, efflorescence, and/or superficial cracking, spalls,
ordelaminations.
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 significantly
affect structural capacity. Deficiencies do not warrant analysis,
butmay require repairs. Structural deficiencies are not limited to
delaminations, spalls, structural cracking, exposed or corroded
reinforcing or strands.
4. Girder span length with damage in 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.

111 Timber Glue-Lam Girder Units LF

This element defines a girder unit constructed of glue-lam timber. This element
directly supports the bridge deck. The total quantity for this element is the sum of each
girderlength.
1. Defects are superficial and have no effect on the structural capacity of the element.
Decay, insect infestation, cracks, splits, or checks may exist.
2. Glue-Lam girder length affected by repairs, patches, or plated.
3. Glue-Lam girder length affected by structural defects. The defects do not
significantly affect structural capacity. Deficiencies 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 locations or quantity and has reduced
the structural capacity of the girder or the bridge. Structural analysis iswarranted
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.

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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.
Asteel stringer and floor beam combination is commonly used
insteel truss and steel open girder bridges. The total quantity
forthis element is the sum of each girder length.
1. Defects are superficial and have no effect on the structural capacity of the element.
2. Stringer length affected by repairs such as: bolts or rivets have been replaced;
cracks that have been drilled or plated.
3. Stringer length affected by structural defects. The defects do not significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
Structural deficiencies are not limited to impact damage, cracks, broken bolts,
ormeasurable section loss due to corrosion (note the location and depth).
4. Stringer span length with damage in 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 deficiencies 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
notrepaired.

114 Concrete Multiple Web Girder Unit Units LF

This element defines a girder constructed of non-prestressed reinforced precast
concrete. Structural deficiencies of the edge and bottom surface are addressed in the
condition states. The total quantity for this element is the sum of each girder length.
Check the NBIS main span type.

115 Prestressed Concrete Girder Units LF

This element defines a girder constructed of precast prestressed concrete that supports
the bridge deck. The total quantity for this element is the sum of each girder length.

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116 Concrete Stringer Units LF

This element defines a stringer constructed of reinforced concrete that supports the
bridge deck in a stringer-floor beam system. The total quantity for this element is
the sum of each stringer length. See Steel Stringers and Floor Beams for a more
generaldescription.
Condition States for WSDOT Elements 114, 115, and 116
1. Defects are superficial and have no effect on the structural capacity of the element.
There may be discoloration, efflorescence, and/or superficial cracking, spalls,
ordelaminations.
2. Girder length affected by repair or patch.
3. Girder length affected by defects. The defects do not significantly
affect structural capacity. Deficiencies do not warrant analysis, but
may require repairs. Structural deficiencies are not limited to
delaminations, spalls, structural cracking, exposed or corroded
reinforcing orstrands.
4. Girder span length with damage in 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.

117 Timber Sawn Girder Units LF

This element defines a girder constructed of sawn timber that supports the bridge deck.
The total quantity for this element is the sum of each girder length.

118 Timber Stringer Units LF

This element defines a stringer constructed of timber that supports the bridge deck. The
element total quantity is the sum of each stringer length. See Steel Stringers, WSDOT
Element 113, for a more general description.
Condition States for WSDOT Elements 117 and 118
1. Defects are superficial and have no effect on the structural capacity of the element.
Decay, insect infestation, cracks, splits, or checks may exist.
2. Girder or stringer length affected by repairs or plates.
3. Girder or stringer length affected by structural defects. The defects do not
significantly affect structural capacity. Deficiencies do not warrant analysis,
butmay require repairs. Typically, locations in a load path with a shell thickness
greater than or equal to 1 are marked with a YELLOW TAG.
4. Girder or stringer span length with damage in 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.

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119 Concrete Truss Units LF

This element defines all members in a truss that is constructed of concrete. There is
only one concrete truss on the state highway system. The total quantity for this element
is the sum of each concrete truss length, which is two times the truss span length.
1. Truss panel length with superficial defects that have no effect on the structural
capacity of the element. There may be discoloration, efflorescence, and/or
superficial cracking, spalls, or delaminations.
2. Truss panel length with repairs or patches.
3. Truss panel length affected with structural defects. The defects do
not significantly affect structural capacity. Defects do not warrant
analysis, but may require repairs. Structural deficiencies are not
limited to delaminations, spalls, structural cracking, exposed or
corroded reinforcing or strands.
4. Length of truss span affected with damage in 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 total quantity for this element is 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 total quantity for this element is the
sum ofeach truss length, which is two times the truss span length.
Condition States for WSDOT Elements 126 and 131
1. Defects are superficial 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 significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
Structural deficiencies are not limited to impact damage, cracks, broken bolts,
ormeasurable section loss due to corrosion (note the location and depth).
4. Truss span length affected by damage in 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 deficiencies 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
notrepaired.

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133 Truss Gusset Plates Units EA

This element documents structural defects on gusset plates at the panel points of a
truss element. Gusset plates are defined as any plate attached to primary members
that transfer primary or secondary load at the panel joint. Significant defects should
be considered when they are within the stress zones of the gusset. Stress zones are
approximately illustrated as the shaded portion in Figure at right. The total quantity for
a truss is the total number of all node points of all trusses
1. Defects are superficial and have no effect
on the structural capacity of the element.
2. Number of panel points with repairs or
havebeen reinforced.
3. Number of panel points with structural
defects. The defects do not significantly
affectstructural capacity. Deficiencies do
notwarrant analysis, but may require repairs.
Structural deficiencies are not limited to
impact damage, cracks, broken bolts, or
measurable section loss due to corrosion
(note the location and depth).
4. Number of panel points with structural deficiencies in 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. Retain the quantity of the element reported in CS4if the element is
repainted but not repaired.

135 Timber Truss Units LF

This element defines a truss constructed of timber members. The total quantity for this
element is the sum of each truss length, which is two times the truss span length.
1. Truss panel length with defects that are superficial 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 significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
Typically, locations in a load path with a shell thickness greater than or equal to
1 are marked with a YELLOW TAG.
4. Truss span length affected by damage in 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.

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139 Timber Arch Units LF

This element includes all members of an arch constructed of Timber. The total quantity
for this element is the length measured from one arch support to the other.
1. Arch panel length with defects that are superficial 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 significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
Typically, locations in a load path with a shell thickness greater than or equal to
1 are marked with a YELLOW TAG.
4. Arch span length affected by damage in 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 total quantity for this element is 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.
Thebottom and top chords are included in this element. The total quantity for this
element is the length measured from one arch support to the other.
Condition States for WSDOT Elements 141 and 142
1. Arch panel length with defects that are superficial 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 significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
Structural deficiencies are not limited to impact damage, cracks, broken bolts,
ormeasurable section loss due to corrosion (note the location and depth).
4. Arch span length affected by damage in 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 deficiencies 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
notrepaired.

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143 Steel Suspender Units EA

This element defines a steel suspender member used hang a bridge deck from an arch
or truss. The total quantity for this element is the total number of suspenders.
1. Number of suspenders with defects that are superficial 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 significantly
affect structural capacity. Deficiencies do not warrant analysis, but may require
repairs. Structural deficiencies 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 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 deficiencies 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
notrepaired.

144 Concrete Arch Units LF

This element only defines 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 total quantity for this element is the length measured from
one arch foundation to the other.
1. Arch panel length with defects that are superficial and have no effect on the
structural capacity of the element. There may be discoloration, efflorescence, and/
or superficial cracking, spalls, or delaminations.
2. Arch panel length with repairs or patches.
3. Arch panel length with structural defects. The defects do not significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
Structural deficiencies are not limited to delaminations, spalls, structural cracking,
exposed or corroded reinforcing or strands.
4. Arch span length affected by damage in 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 theelement.

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145 Earth Filled Concrete Arch Units LF

This element defines an earth filled (Luten) arch constructed of reinforced concrete.
The total quantity for this element is the length measured from one arch foundation
to the other. If there is a concrete deck constructed on the fill, WSDOT element 14
applies. Ifthere is an ACP wearing surface, WSDOT element 800 or 801 applies.
1. Arch span length with defects that are superficial and have no effect on the
structural capacity of the element. There may be discoloration, efflorescence,
and/or superficial cracking, spalls, or delaminations.
2. Arch span length with repairs or patches.
3. Arch span length with structural defects. The defects do not
significantly affect structural capacity. Deficiencies do not warrant
analysis, but may require repairs. Structural deficiencies are not
limited to delaminations, spalls, structural cracking, exposed or
corroded reinforcing or strands.
4. Arch span length affected by damage in 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.

146 Suspension Main Cable Units EA

This element defines a main steel cable used to support the superstructure in a
suspension bridge. The total quantity for this element is the number of cables.

147 Suspension Suspender Cable Units EA

This element defines a suspender steel cable that connects the bridge superstructure
to the main suspension cable. Suspender cables include the anchor device at the ends
and the zinc protection on the wires. The outer protection system is usually a form of
apaint element. The total quantity for this element is the number of steel cables.

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149 Cable Stayed Bridge Cable Units EA

This element defines a steel cable used to support the superstructure in a cable
stayedbridge. The cable stays include the anchor device at the ends. The total quantity
for this element is the number of steel cables.
Condition States for WSDOT Elements 146, 147, and 149
1. Number of cables with no defects. Zinc coating may be dull gray
showing early signs/stages of zinc oxidation. New replacement
cables are coded in this conditionstate.

2. Number of cables with defects that are insignificant and do not

affect the capacity of the cable. Zinc coating has white spots or
areas of the surface which indicate corrosion of the zincprotection.

3. Number of cables or anchors with defects that are beginning to

affect the capacity of the cable, but are within acceptable design
limits. Localized areas of zinc depletion and showing rust spots,
butthere is no visible section loss.

4. Number of cables or anchors with defects that have clearly affected

the capacity. This includes broken wires or localized section loss
due to other defects. The zinc protective coating is largely depleted
with ferrous rust prevalent in many locations along the cable length.

150 Concrete Column on Spandrel Arch Units EA

This element defines the column supports on a spandrel arch bridge. The total quantity
for this element is the number of columns supported by the arch.
1. Defects are superficial and have no effect on the structural capacity of the element.
There may be discoloration, efflorescence, and/or superficial cracking, spalls,
ordelaminations.
2. Number of columns with repairs or patches.
3. Number of columns with structural defects. The defects do not
significantly affect structural capacity. Deficiencies do not warrant
analysis, but may require repairs. Structural deficiencies are not
limited to delaminations, spalls, structural cracking, exposed or
corroded reinforcing or strands.
4. Number of columns with damage in 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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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 carrying elements located transversely to the general
bridgealignment. Floor beams transmit the loads from the deck
and/or stringers to the outside open girders or to the bottom chord
ofatruss bridge. The total quantity for this element is the sum
ofeach floorbeam length.
1. Defects are superficial and have no effect on the structural capacity of the element.
2. Floorbeam length affected by repairs such as: bolts or rivets have been replaced;
cracks that have been drilled or plated.
3. Floorbeam length affected by structural defects. The defects do not significantly
affect structural capacity. Deficiencies do not warrant analysis, but may require
repairs. Structural deficiencies 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 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 deficiencies 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
notrepaired.

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 total quantity for this element is the
sum of each floorbeam length.

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155 Concrete Floor Beam Units LF

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 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 total quantity for this element
is the sum of each floorbeam length.
Condition States for WSDOT Elements 154 and 155
1. Defects are superficial and have no effect on the structural capacity of the element.
There may be discoloration, efflorescence, and/or superficial cracking, spalls,
ordelaminations.
2. Floorbeam length affected by repairs or patches.
3. Floorbeam length affected by structural defects. The defects do not
significantly affect structural capacity. Deficiencies do not warrant
analysis, but may require repairs. Structural deficiencies arenot
limited to delaminations, spalls, structural cracking, exposed or
corroded reinforcing or strands.
4. Floorbeam span length with damage in locations or quantity and
has reduced the structural capacity of the element or the
bridge.Structural analysis is warranted or has determined repairs
areessential to restore the full capacity of the element.

156 Timber Floor Beam Units LF

This element defines a stringer constructed of timber that supports the bridge deck.
The total quantity for this element is the sum of each floorbeam length. See Steel
Floorbeam, WSDOT Element 152, for a more generaldescription.
1. Defects are superficial and have no effect on the structural capacity of the element.
Decay, insect infestation, cracks, splits, or checks may exist.
2. Floorbeam length affected by repairs or plates.
3. Floorbeam length affected by structural defects. The defects do not significantly
affect structural capacity. Deficiencies do not warrant analysis, but may require
repairs. Typically, locations in a load path with a shell thickness greater than or
equal to 1 are marked with a YELLOW TAG.
4. Floorbeam span length with damage in 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.

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160 Steel Column on Spandrel Arch Units EA

This element defines the column supports on a spandrel arch bridge. The total quantity
for this element is the number of columns supported by the arch.

161 Steel Hanger Units EA

This element defines the hanger portion of a pin and hanger usually on a steel girder.
Truss hanger members are not included in this element. The total quantity for this
element is the number of steel hangers on the bridge. Generally there will be two
hangers ateach location.
Condition States for WSDOT Elements 160 and 161
1. Defects are superficial 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
significantly affect structural capacity. Deficiencies do not warrant analysis, but
may require repairs. Structural deficiencies are not limited to impact damage,
cracks, broken bolts, or measurable section loss due to corrosion (note the
locationand depth).
4. Number of steel columns or hangers with damage in 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 deficiencies 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 ifthe element is
repainted but not repaired.

162 Steel Pin Units EA

This element defines a structural pin used in any connection joint in a girder or truss.
The total quantity for this element is the 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
acomplete scan of pin grip surfaces, there are strong shoulder and end reflections,
and there are no UT indications. UT indications are defined as pips in the grip
area that are three times larger (3:1) than the background noise when the GAIN is
adjusted to produce a 90 to 100 percent reflection height for the far shoulder.
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,

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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 percent of the far shoulder reflection height. There
may be loss in shoulder or back reflections 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 reflection height.
3. Number of pins and associated connection plates have defects that may affect the
strength or serviceability of the bridge. Visual Inspection: Significant corrosion
may be present, suggesting that pin is frozen in place. Measurable 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 significant 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 reflection height. There may be loss
in shoulder or back reflections 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
reflectionheight.
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.

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163 Tension Hold Down Anchor Assembly Units EA

This is a fracture critical component of the bridge
that carries uplift loads from the superstructure to
thesubstructure. The anchorage may consist of
several parts with built-up steel members. Each
location has anchor bolts in tension that must be
evaluated and included in a Fracture Critical Report.
The element is defined as all parts in tension
betweenthe lower tip of the anchor bolts to the first
pin or truss member. A pin is usually present and
included in element 162 because it carries uplift
loads. The total quantity for this element is the
number of Tension Hold Down Anchor Assemblies on the bridge.
WSDOT bridges known to have Tension Hold Down Anchor Assemblies are: 97/420,
25/130, 2/35, 99/560, 305/10, 82/280S.
1. Defects are superficial and have no effect on the structural capacity of the element.
2. Number of Tension Hold Down Anchor Assemblies with repairs.
3. Number of Tension Hold Down Anchor Assemblies with structural defects. The
defects do not significantly affect structural capacity. Deciencies do not warrant
analysis, but may require repairs. Structural deciencies are not limited to impact
damage, cracks, broken bolts, or measurable section loss due to corrosion (note the
location and depth).
4. Number of Tension Hold Down Anchor Assemblies with damage in 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 deciencies 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.

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4.04 Substructure
The evaluation of the substructure elements are based on those portions of the member
that are exposed for visual inspection and included in the element quantity. If an
element is added to a bridge or quantities are changed due to exposure or discovery
by other means, do not delete the historical information in subsequent inspections.
Simply note the prior exposure or those members not visible and document the
currentcondition.
Abutments
An abutment is a substructure unit located at the end
of a bridge that is designed to retain the fill supporting the
roadway, and support the bridge superstructure. Bridges
that terminate in mid-span or at a pier that is not at grade
do not have an abutment substructure unit and do not have
abutment elements. These cases will use other appropriate
structural elements to evaluate condition.
All abutments shall be evaluated for the capacity to
transfer design loads to a foundation thru structural
elements. The roadway embankment with non-monolithic
concrete wingwalls, timber planking, or other abutment
retaining systems are included in the evaluation of the
WSDOT Abutment Fill element 200 (EA) where the evaluation is limited to no more
than 25 feet from the abutment. Timber Abutment element 216 (LF) and Cantilever
Abutment element 219 (EA) are elements equivalent to element 200.
Pier Cap/Cross Beam
A pier cap is an element that is attached to the top ofa
pier and is used to support the superstructure ofa bridge.
A pier cross beam is generally attached to thegirders and
isused to distribute the loads fromthegirders to the pier.
One WSDOT element is used to define either a cap
orcross beam constructed of the same material.

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Pier Wall Definition

A pier wall is a substructure pier element. For WSDOT
elements, a pier wall is defined using two criteria: 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 orother pier.

Pile/Column Elements
These long slender members transfer load normally as a part of the bridge substructure.
The bottom of a column element may be visible or supported on unknown foundations.
For element and inspection purposes, a pile is inspected as a designed column for the
visible portion above ground or if visible in the past. Single columns supported on a
single shaft are to be considered the same as one column or column length even though
a part of the shaft is visible.
Foundation Elements
WSDOT Timber Foundation and Concrete Foundation elements document that a
foundation is visible, and the structural condition may or may not be related to scour.
The foundation may be a spread footing, or a footing supported by piles or drilled
shafts. The foundation element is based on the footing material and the piles may be
of any material. The condition of the foundation is the focus of these elements, not the
pile design or material.
If the supporting piles are visible, then the pile element should be added to the bridge.
Do not delete the pile element in subsequent inspections. The total quantity is the
quantity of piles supporting the exposed foundation, not just the number of exposed
piles. When scour threatens or reduces the condition, the scour documentation and
condition is recorded separately in WSDOT element 361 and not recorded in the
foundation element.
Submerged Element Definition (Column, Pier Wall, Foundation)
A Submerged element in BMS is defined as
a substructure element located within the normal
high water banks of a waterway channel. Repair
or replacement of these elements may have
special construction requirements as outlined
inthe environmentalpermits.

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200 Abutment Fill Units EA

This element is defined as the soil retained behind a concrete or steel abutment and
includes the materials retaining the embankment such as non-monolithic concrete wing
walls or other retaining wall system. The evaluation of the fill or retaining systems
should not extend beyond 25 feet or the approach slab, whichever is greater.
Normally structures have two abutments at grade. When bridges terminate at
intermediate piers or in mid-span (not on the ground), then this element does not apply.
In addition, WSDOT Element 200 is equivalent to and does not apply to structures
with WSDOT Timber Abutment 216 (LF) or Cantilever Abutment Element 219 (EA).
Erosion outside of the abutment/wingwalls can be documented in the notes, but is not
included in the evaluation or condition of the element or the condition of the element.
1. Defects are superficial and have no effect on the structural capacity or performance
of the fill.
2. Number of abutments that have been repaired.
3. Number of abutments with a fill problem which does not significantly affect
the support of the traveled lanes. Deficiencies do not warrant analysis, but may
requirerepairs.
4. Number of abutments with a fill problem in locations or quantity and has reduced
the structural capacity of the soil to support the approach or roadway. It is a threat
to traffic. Structural analysis is warranted or has determined repairs are essential to
restore the full capacity of the element.

202 Steel Pile/Column Units EA

This element defines a column or column portion of a pile constructed of structural
steel visible for inspection.
1. Defects are superficial 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 significantly
affect structural capacity. Deficiencies do not warrant analysis, but may require
repairs. Structural deficiencies 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 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 deficiencies 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
butnotrepaired.

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203 Prestressed Hollow Concrete Pile/Column Units EA

This element denes a column or column portion of a pile constructed of prestressed
concrete and hollow. Inspection includes the visible portion above ground line.

204 Prestressed Concrete Pile/Column Units EA

This element defines a column or column portion of a pile constructed of prestressed
concrete visible for inspection.

205 Concrete Pile/Column Units EA

This element defines a column or column portion of a pile constructed of reinforced
concrete visible for inspection. Usually, WSDOT concrete piles are designed and
constructed inside a sacrificial steel pipe.
Condition States for WSDOT Elements 203, 204 and 205
1. Defects are superficial and have no effect on the structural capacity of the element.
There may be discoloration, efflorescence, and/or superficial cracking, spalls,
ordelaminations.
2. Number of pile/columns that has been repaired or patched.
3. Number of pile/columns has structural defects. The defects do not significantly
affect structural capacity. Deficiencies do not warrant analysis, but may require
repairs. Structural deficiencies are not limited to delaminations, spalls, structural
cracking, exposed or corroded reinforcing or strands.
4. Number of pile/columns with damage in 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 oftheelement.

206 Timber Pile/Column Units EA

This element defines a column or column portion of a pile constructed of timber visible
for inspection.
1. Defects are superficial 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 significantly
affect structural capacity. Deficiencies do not warrant analysis, but may require
repairs. Typically, locations in a load path with a shell thickness greater than or
equal to 1 are marked with a YELLOW TAG.
4. Number of pile/columns with damage in 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.

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207 Concrete Pile/Column w/Steel Jacket Units EA

This element defines a column or column portion of a pile constructed of reinforced
concrete and has been seismically retrofitted with a steel jacket visible for inspection.
1. Defects are superficial 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 significantly
affect structural capacity. Deficiencies do not warrant analysis, but may require
repairs. Structural deficiencies 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 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 deficiencies are not limited to impact damage, corrosion, a crack in
primary load path member or in the attachment welded to primarymember.

208 Concrete Pile/Column w/Composite Wrap Units EA

This element defines a column or column portion of a pile constructed of reinforced
concrete and has been seismically retrofitted with composite wrap visible
forinspection.
1. Defects are superficial and have no effect on the structural capacity of the element.
There may be discoloration, superficial 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 significantly affect structural capacity of the wrap or pile/column.
Deficiencies do not warrant analysis, but may require repairs.
4. Number of composite wrapped Pile /Columns with damage in 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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209 Submerged Concrete Pile/Column w/Steel Jacket Units EA

This element defines a submerged column or column portion of a pile that is
constructed of reinforced concrete and has been seismically retrofitted with a steel
jacket visible for inspection.
1. Defects are superficial 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 significantly affect structural capacity. Deficiencies do not warrant analysis,
but may require repairs. Structural deficiencies 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 locations orquantity 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 defines a pier wall constructed of reinforced concrete. The total quantity
for this element is the length at the top of the wall.

211 Other Pier Wall Units LF

This element defines a pier wall that is constructed of a non-standard material (rock
and mortar) or non-standard construction. The total quantity for this element is 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
total quantity for this element is the length at the top of the wall.

213 Other Submerged Pier Wall Units LF

This element defines a submerged pier wall that is constructed of a non-standard
material (rock and mortar) or non-standard construction. The total quantity for this
element is the length at the top of the wall.
Condition States for WSDOT Elements 210, 211, 212, and 213
1. Defects are superficial 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 significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
4. Entire length of pier wall with damage in 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 oftheelement.

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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 total quantity for this element is the
length at the top of the wall.
1. Defects are superficial and have no effect on the structural capacity of the element.
2. Affected length of Web wall with repairs.
3. Length of Web wall with structural defects. The defects do not significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
4. Entire length of Web wall with damage in 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 is defined as a concrete abutment or a concrete cap at the abutment which
are designed to carry design loads to a foundation. A concrete abutment is a short or
tall wall supporting the superstructure. An abutment cap is generally a rectangular
beam supporting the superstructure. An abutment cap is included in this element and
excluded from the quantity of element 234, Concrete Caps, elsewhere in the bridge. An
abutment cap may be supported with concrete, steel, or timber columns or piles and the
columns are coded separately and not included in this element, but are included with
the quantity and evaluation of the other the similar columns in the bridge. The columns
are only coded if they are visible or have been visible in the past.
The element quantity is measured along the skew and includes concrete monolithic
wingwalls up to the first open joint or expansion joint. Wingwalls monolithic with
the abutment shall be included evaluation of the abutment. The length of monolithic
wingwall shall not exceed 20 feet per corner,
The embankment and retaining system, or retaining system beyond a monolithic
wingwall, are documented in WSDOT element 200.
1. Defects are superficial and have no effect on the structural capacity of the element.
There may be discoloration, efflorescence, and/or superficial cracking, spalls,
ordelaminations.
2. Affected length of abutment with repairs.
3. Length of abutment with structural defects. The defects do not significantly affect
structural capacity. Deficiencies do not warrant analysis, but may requirerepairs.
4. Entire length of abutment when damage exists in 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
oftheelement.

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216 Timber Abutment Units LF

This element defines the roadway embankment fill behind a timber cap includes the
sheet materials retaining the embankment. The total quantity is the length of the timber
cap. Timber caps at the abutment and the piles supporting the caps are not included in
this element. The caps are included in the element 235 with other timber caps and the
piles are included with the other pile elements in the bridge.
Erosion outside of the abutment/wingwalls can be documented in the notes, but is not
included in the evaluation of the element condition states.
1. Defects are superficial and have no effect on the structural capacity or performance
of the fill.
2. Length of abutment that has been repaired.
3. Length of abutment with a fill problem which does not significantly affect the
support of the traveled lanes. Deficiencies do not warrant analysis, but may
requirerepairs.
4. Length of abutment with a fill problem in locations or quantity and has reduced the
structural capacity of the soil to support the approach or roadway. It is a threat to
traffic. Structural analysis is warranted or has determined repairs are essential to
restore the full capacity of the element.

217 Other Abutment Units LF

This element defines an abutment not constructed of steel,timber, or concrete such
as rock/mortar. The element quantity is the length of abutment measured along the
skew. The element quantity includes monolithic wing walls but not to exceed 20 feet
percorner.
Document the condition of the embankment and the embankment retaining system
conditions in WSDOT element 200.
1. Defects are superficial and have no effect on the structural capacity of the element.
2. Affected length of abutment with repairs
3. Affected length of abutment with structural defects. The defects do not significantly
affect structural capacity. Deficiencies do not warrant analysis, but may
requirerepairs.
4. Entire length of abutment when damage exists in 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.

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218 Steel Abutment Units LF

This element defines an abutment constructed of structural steel which is usually a
steel cap at the abutment. Similar to concrete abutment caps, steel abutment caps are
included in this element and are not included in the quantity of element 233, steel cap/
crossbeam. The columns supporting the steel cap are coded separately or included
with other similar columns in the bridge. The element quantity is the length of steel
abutment cap measured along the skew.
Document the embankment conditions and the embankment retaining system
conditions in WSDOT element 200.
1. Defects are superficial and have no effect on the structural capacity of the element.
2. Length of abutment with repairs such as: bolts or rivets have been replaced; cracks
that have been drilled or plated.
3. Length of abutment with structural defects. The defects do not significantly affect
structural capacity. Deficiencies do not warrant analysis, butmay require repairs.
Structural deficiencies are not limited to impact damage, cracks, broken bolts, or
measurable section loss due to corrosion (note the location and depth).
4. Entire length of abutment affected when damage exists in 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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219 Concrete Cantilevered Span Abutment Units EA

The WSDOT Cantilever Span Abutment element was
created to keep this abutment type separate from the
typical abutment elements. This element defines an
abutment for the end of a bridge span that is cantilevered
from the first or last pier at grade. The default notation
assumes the pavement seat (abutment 1) is Pier 1;
thecantilever span is Span 1; the first pier is Pier 2. These
abutments do not carry load but do retain fill where the
defects of structural members are evaluated as part of the superstructureelements.
The definition, condition evaluation, and units are the same as for the WSDOT element
200 where this element is defined as the soil retained behind the abutment and wing
walls or retaining walls that support an asphalt roadway or approach slab. The fill
evaluation should not extend beyond 25 feet or the approach slab, whichever is greater.
Erosion outside of the abutment/wingwalls can be documented in the notes, but is not
included in the evaluation of the element condition states.
1. Defects are superficial and have no effect on the structural capacity or performance
of the fill.
2. Number of abutments that have been repaired.
3. Number of abutments with a fill problem does not significantly affect the support of
the traveled lanes. Deficiencies do not warrant analysis, but may require repairs.
4. Number of abutments with a fill problem in locations or quantity and has reduced
the structural capacity of the soil to support the approach or roadway. It is a threat
to traffic. Structural analysis is warranted or has determined repairs are essential to
restore the full capacity of the element.

220 Concrete Submerged Foundation Units EA

This element defines a reinforced concrete foundation footing supported by shafts,
piles, or soil (spread footing) that is visible for inspection and may be always, or
seasonably covered by water. Do not delete the element from the bridge because the
foundation is no longer visible. Scour deficiencies at a concrete abutment are included
in WSDOT element 361 and are not included in this element.
The piles may be timber, concrete or steel. If the supporting piles become visible, then
the pile element should be added to the bridge. The total quantity is the quantity of
piles supporting the exposed foundation, not just the number of exposed piles. Do not
delete the element in subsequent inspections. The total quantity of foundations/piles
will increase each time a new location is exposed and visible.

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221 Concrete Foundation Units EA

This element defines a reinforced concrete foundation footing supported by shafts,
piles, or soil (spread footing) that is visible for inspection. Scour deficiencies at a
concrete foundation are included in WSDOT element 361 and are not included in this
element. Plinths are a form of spread footing and included in this element which are a
small concrete base that supports a column.
The piles may be timber, concrete or steel. If the supporting piles become visible, then
the pile element should be added to the bridge. The total quantity is the quantity of
piles supporting the exposed foundation, not just the number of exposed piles. Do not
delete the element in subsequent inspections. The total quantity of foundations/piles
will increase each time a new location is exposed and visible.
Condition States for WSDOT Elements 220 and 221
1. Defects are superficial and have no effect on the structural capacity of the element.
There may be discoloration, efflorescence, and/or superficial cracking, spalls,
ordelaminations.
2. Number of foundations with repairs.
3. Number of foundations with structural defects. The defects do not significantly
affect structural capacity. Deficiencies do not warrant analysis, but may
requirerepairs.
4. Number of foundations with damage in 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 oftheelement.

222 Timber Foundation Units LF

This element defines a timber foundation element that includes a mud sill which is a
spread footing and the rare case of a pile supported footing. A timber pile supported
footing is a where timber horizontal footing member isa support for columns and the
timber member is supported by piles. The total quantity for this element is the length of
timber foundation.
1. Defects are superficial and have no effect on the structural capacity of the element.
Decay, insect infestation, cracks, splits, or checks may exist.
2. Total length of foundation if repairs exist.
3. Total length of foundation if structural defects exist, but the defects do not
significantly affect structural capacity. Deficiencies do not warrant analysis, but
may require repairs. Typically, locations in a load path with a shell thickness
greater than or equal to 1 are marked with a YELLOW TAG.
4. Total length of foundation where damage exists in 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.

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225 Steel Submerged Pile/Column Units EA

This element defines a column or column portion of a pile constructed of steel and is
visible for inspection and may be always or seasonably covered by water. Do not delete
the element from the bridge because the element is no longer visible. The exposure
may be intentional or caused by scour.

226 Prestressed Concrete Submerged Pile/Column Units EA

This element defines a submerged column or column portion of a pile constructed of
prestressed concrete and is visible for inspection and may be always or seasonably
covered by water. Do not delete the element from the bridge because the element is no
longer visible. The exposure may be intentional or caused by scour.

227 Concrete Submerged Pile/Column Units EA

This element defines a submerged column or column portion of a pile constructed
of reinforced concrete and is visible for inspection and may be always or seasonably
covered by water. Do not delete the element from the bridge because the element is no
longer visible. The exposure may be intentional or caused by scour.
Condition States for WSDOT Elements 225, 226, and 227
1. Defects are superficial and have no effect on the structural capacity of the element.
There may be discoloration, efflorescence, and/or superficial cracking, spalls,
ordelaminations.
2. Number of pile/columns with repairs.
3. Number of pile/columns with structural defects. The defects do not significantly
affect structural capacity. Deficiencies do not warrant analysis, but may
requirerepairs.
4. Number of pile/columns with damage in 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 oftheelement.

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228 Timber Submerged Pile/Column Units EA

This element defines a submerged column or column portion of a pile constructed
of reinforced timber and is visible for inspection and may be always or seasonably
covered by water. Do not delete the element from the bridge because the element is no
longer visible. The exposure may be intentional or caused by scour.
1. Defects are superficial 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 significantly
affect structural capacity. Deficiencies do not warrant analysis, but may require
repairs. Typically, locations in a load path with a shell thickness greater than or
equal to 1 are marked with a YELLOW TAG.
4. Number of pile/columns with damage in 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.

229 Timber Cap Rehab with Steel Units LF

This element consists of a timber cap rehabilitation where alternate load paths to piling
are provided by steel members on the exterior of the cap and the timber cap remains
in place. The timber conditions are excluded from the condition evaluation. The total
quantity for this element is the length at the top of the wall.
1. Defects are superficial and have no effect on the structural capacity of the element.
2. Steel span length of pier cap rehabilitation with repairs.
3. Steel length of pier cap rehabilitation with structural defects. The defects do not
significantly affect structural capacity. Deficiencies do not warrant analysis, but
may require repairs. Structural deficiencies 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 rehabilitation with damage in 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 deficiencies 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 ifthe element
is repainted but not repaired.

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231 Steel Pier Cap/Crossbeam Units LF

This element defines a steel pier cap or crossbeam. The total quantity for this element
is the length at the top of the crossbeam.
1. Defects are superficial 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 significantly affect structural capacity. Deficiencies do not warrant analysis,
but may require repairs. Structural deficiencies 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 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 deficiencies 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 ifthe element is
repainted but not repaired.

232 Submerged Hollow Prestressed Concrete Pile/Column Units EA

This element denes a column or column portion of a pile constructed of prestressed
concrete pile that has an interior void or is hollow. Inspection includes the visible
portion above ground line and may be always or seasonably covered by water.
1. Defects are supercial and have no effect on the structural capacity of the element.
There may be discoloration, eforescence, and/or supercial cracking, spalls,
ordelaminations.
2. Number of pile/columns that have been repaired or patched.
3. Number of pile/columns with structural defects. The defects do not signicantly
affect structural capacity. Deciencies do not warrant analysis, but may require
repairs. Structural deciencies are not limited to delaminations, spalls, structural
cracking, exposed or corroded reinforcing or strands.
4. Number of pile/columns with damage in 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.

233 Prestressed Concrete Pier Cap/Crossbeam Units LF

This element defines a prestressed concrete pier cap or crossbeam. The total quantity
for this element is the length at the top of the crossbeam.

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234 Concrete Pier Cap/Crossbeam Units LF

This element defines a reinforced concrete pier cap or crossbeam. Integral pier caps
with girders framed directly into the crossbeam are also included in this element. The
total quantity for this element is the length at the top of the crossbeam.
Condition States for WSDOT Elements 233 and 234
1. Defects are superficial and have no effect on the structural capacity of the element.
There may be discoloration, efflorescence, and/or superficial cracking, spalls,
ordelaminations.
2. Length of pier cap/crossbeam affected by repair or patch. Capacity repairs such
asa strand splicing should record girder span length.
3. Length of pier cap/crossbeam affected by defects. The defects do not significantly
affect structural capacity. Deficiencies do not warrant analysis, but may require
repairs. Structural deficiencies are not limited to delaminations, spalls, structural
cracking, exposed or corroded reinforcing or strands.
4. Concrete span length of pier cap/crossbeam affected by damage in 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 defines a timber pier cap that directly supports the superstructure. The
total quantity for this element is the length at the top of the crossbeam.
1. Defects are superficial 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 significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
Typically, locations in a load path with a shell thickness greater than or equal to
1 are marked with a YELLOW TAG.
4. Timber span length of pier cap with damage in 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.

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236 Concrete Floating Pontoon Units Cell

A concrete floating bridge is a series of post-tensioned floating pontoons which are
subdivided into internal compartments called cells. Traffic may ride directly on the top
of the pontoon or the roadway may be elevated above the pontoon and supported by
columns. This element includes all pontoons regardless of size or configuration and
all cells shall be evaluated at the same risk to the bridge condition. Deck elements will
apply for the entire length of the pontoon structure. Pontoon condition will include the
top slab where the deck /soffit elements exist on the pontoon. The deck/soffit elements
are not included where the deck is elevated above the pontoon. The total quantity
for the Concrete Floating Pontoon element is the total number of pontoon cells for
thebridge.
Concrete pontoons are specially designed to be water tight and dry while in service.
The concrete is specifically designed to be visually crack free and have low
permeability with water tight construction joints. Water tight design is the basis for
condition evaluation of the pontoon below water line and is to include, but is not
limited to the assessment of post-tensioned concrete, connections between pontoons,
WSDOT element 237-Pontoon Hatch/Bulkheads, and the risk to buoyancy. Water
tight criteria shall not apply to the evaluations of conventionally designed concrete
conditions above the waterline.
Concrete cracking shall be assessed on the location:
Above or below the waterline;
Whether it is in an exterior or interior wall;
Whether it is active or in-active;
And based on the design criteria that visible cracking should not exist on
submerged surfaces.
An active crack is defined for this element as a crack that allows water to pass into
or through a concrete section which is a risk for transporting fine materials out of the
section or a source of contaminates into the section. Active cracks may be visible under
normal bridge loading or only visible under storm conditions.
The presence of water in a cell is evaluated based on the time required to obtain a
measured depth of water. Stated another way, the evaluation is based on the rate of
accumulation, not the total depth of water. For example, seepage in a cell is defined as,
less than 1 of water accumulated over a period of one year. In addition, ballasted cells
shall establish a void ratio of the ballast to calculate a volume of water in a cell.
This Concrete Floating Pontoon element also defines the relationship between the
bridge element condition and the corresponding NBI Substructure Condition rating
orNBI Item 060.
1. Number of pontoon cells with defects that are superficial and are insignificant to
structural capacity or buoyancy of the cell, pontoon or bridge. The cell is dry. A cell
may have water present due to condensation caused when a deck hatch is opened.
If the total quantity is in CS1, then NBI Item 060 shall be an 8.

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2. Number of pontoon cells with a repair such as, but not limited to a concrete patch
or a sealed crack.
If repairs are above water level, then NBI Item 060 shall be a 7.
If repairs below water level, then NBI Item 060 shall be a 6.
If 20 percent of the cells in one pontoon, or a total of 10 percent of the cells
in adjoining pontoons, or 5 percent of the total element quantity are in CS2,
thenNBI Item 060 shall be a 5.
3. Number of pontoon cells with significant defects. Conventional concrete defects
above the waterline which does not affect structural capacity of the concrete.
Watertight defects below the waterline which may affect buoyancy of the cell,
pontoon or the bridge. Typical CS3 submerged defects include, but are not limited
to: Seepage of less than 1 of water accumulation in a year; Cracks that are stable
or inactive for several storm events; Areas of concrete that are moist or have
leachate present; Any cells that are consistently in a damp ortrace condition.
Pontoon cells will be monitored annually for water when there is more than 1
accumulation in a year, but do not meet the leaking requirements of CS4.
If cells are in CS3 due to seepage, then NBI Item 060 shall be a 6.
If eight or more adjacent or contiguous cells in a single pontoon are in CS3,
then NBI Item 060 shall be a 5.
If 20 percent of the cells in one pontoon, or a total of 10 percent of the cells
inadjoining pontoons or 5 percent of the total element quantity are in CS3,
thenNBI Item 060 shall be a 4.
4. Number of pontoon cells with damage in locations or quantity which has reduced
the structural capacity of the pontoon or threatens the buoyancy of a cell, the
pontoon or the bridge. Wet conditions that indicate a threat to a cells buoyancy
include, but not limited to: Water leaks 1 inch or more per year in three consecutive
years; Water leaks 2 inches or more in a year; Any cell visually leaking water.
Anycell with a pontoon hatch or bulkhead in CS4, see WSDOT element 237.
If cells are in CS4, then NBI Item 060 shall be a 4.
If eight or more non-adjacent cells in a single pontoon are in CS4 or one cell
leaks inch per month, then NBI Item 060 shall be a 3.
If eight or more adjacent cells in a single pontoon are in CS4, or one cell leaks
1 inch of water per month, then NBI Item 060 shall be a 2.
If 20 percent of the cells in one pontoon, or a total of 10 percent of the cells
inadjoining pontoons or 5 percent of the total element quantity are in CS4, then
NBI Item 060 shall be a 2.
If one cell leaks 1 inch of water per month, for three consecutive months,
thenthe NBI Item 060 shall be a 1 and the bridge shall be closed to traffic.
If there is a measurable or visual change in the alignment or the free board
distance at any location on the pontoon, then the NBI Item 060 shall be a 1
andthe bridge shall be closed to traffic.

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237 Pontoon Hatch/Bulkhead Units EA

This element defines a steel deck or bulkhead hatch access. Deck hatches are accessed
from the exterior of a pontoon and bulkhead hatches provide access between cells.
Thecondition 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 is critical to the
design buoyancy of the pontoon structure during extreme events. The total element
quantity is the total number of hatch and bulkheads on a bridge.
1. Defects are superficial and are insignificant to performance of the hatch.
Insignificant 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. Number of hatches which allow water accumulation into
a cell of less than 1 per year.
4. Number of hatch/bulkheads with damage that threatens performance during an
extreme event. Number of hatches which allow water accumulation into a cell of
1 or more per year. All pontoon cells in WSDOT element 236 shall be coded CS4
that have a deck hatch or bulkhead hatch coded CS4.

238 Floating Bridge Anchor Cable Units EA

This element defines a steel anchor cable used in a floating bridge. The condition of a
floating 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 floating 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 insignificant and do not affect
the capacity of the cable. The galvanized protection system is showing signs of
failure, and surface or freckled rust may exist with no significant loss of section.
If any portion of the cable or anchor is CS2, then the NBI Substructure Condition
rating (NBI 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 significantly 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 (NBI 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 (NBI Item 060) shall be 3.
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4.05 Culverts
240 Metal Culvert Units LF
This element defines a metal (steel, aluminum, etc.) culvert including arches, round or
elliptical pipes, etc. The total quantity is the length of culvert from inlet to outlet along
the bottom of the culvert and does not include the apron.
1. Defects are superficial 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 significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
4. Length of culvert affected by damage in 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. Structural
deficiencies are not limited to: distortion, deflection, roadway settlement, or
misalignment ofthe barrel.

241 Concrete Culvert Units LF

This element defines all precast and cast-in-place (conventional or prestressed)
concrete arch, pipe and box culverts. The total quantity is the length of culvert from
inlet to outlet along the bottom of the culvert and does not include the apron.
1. Defects are superficial and have no effect on the structural capacity of the element.
There may be discoloration, efflorescence, and/or superficial cracking, spalls,
ordelaminations.
2. Length of culvert with repair or patch.
3. Length of culvert affected by defects. The defects do not significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
Structural deficiencies are not limited to delaminations, spalls, structural cracking,
exposed orcorroded reinforcing or strands.
4. Length of culvert affected by damage in 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.
Structural deficiencies are not limited to: distortion, deflection, roadway settlement,
ormisalignment of the.

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242 Timber Culvert Units LF

This element defines all timber box culverts. The total quantity is the length of culvert
from inlet to outlet along the bottom of the culvert and does not include the apron.
1. Defects are superficial 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 significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
Typically, locations in a load path with a shell thickness greater than or equal to
1 are marked with a YELLOW TAG.
4. Length of culvert affected by damage in 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.
Structural deficiencies are not limited to: distortion, deflection, roadway settlement,
or misalignment of the barrel. 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 defines all culverts not included under steel, concrete, or timber culvert
elements. It may include masonry or combinations of other materials. The total
quantity is the length of culvert from inlet to outlet along the bottom of the culvert and
does not include the apron.
1. Defects are superficial 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 significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
4. Length of culvert affected by damage in 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. Structural
deficiencies are not limited to: distortion, deflection, roadway settlement, or
misalignment of the barrel.

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4.06 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,
itis 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 WSDOT element. A specific note explaining the reasoning for including the
sidewalk element should be provided.
If a rail retrofit or a wide curb has been determined to NOT be a sidewalk, then Bridge
Rail elements will be used to document defects.

260 Steel Open Grid Sidewalk and Supports Units SF

This element defines a sidewalk constructed of steel grids that are open and unfilled.
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 which
includes sidewalk supported by structural bridge members such as a wing wall or
approach slab.

261 Steel Concrete Filled Grid Sidewalk and Supports Units SF

This element defines a sidewalk constructed of steel grids that have been filled 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
which includes sidewalk supported by structural bridge members such as a wing wall
or approach slab.

262 Corrugated/Orthotropic Sidewalk and Supports Units SF

This element defines a sidewalk constructed of corrugated metal filled 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 which includes
sidewalk supported by structural bridge members such as a wing wall or approach slab.

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264 Timber Sidewalk and Supports Units SF

This element defines 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 which includes sidewalk supported by
structural bridge members such as a wing wall or approach slab.

266 Concrete Sidewalk and Supports Units SF

This element defines 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
which includes sidewalk supported by structural bridge members such as a wing wall
or approach slab.

267 Fiber Reinforced Polymer (FRP) Sidewalk and Supports Units SF

This element defines a sidewalk constructed of fiber-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 which includes
sidewalk supported by structural bridge members such as a wing wall or approach slab.
Condition States for WSDOT Elements 260, 261, 262, 264, 266, and 267
1. Defects are superficial 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 significantly affect structural capacity. Deficiencies do not warrant analysis,
butmay require repairs.
4. Sidewalk area (or support projected area) affected by damage in locations or
quantity and has reduced the structural capacity of the sidewalk support. Structural
analysis is warranted or has determined repairs are essential torestore the full
capacity of the element.

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4.07 Bearings
When an in-span hinge separates two structures, the joint, bearing, and seismic
restrainers at the hinge will be documented in the dependent (or supported)
structureonly.

310 Elastomeric Bearing Units EA

This element defines a bridge bearing that is constructed primarily of elastomers,
withor without fabric or metal reinforcement.

311 Moveable Bearing (Roller, Sliding, etc.) Units EA

This element defines those bridge bearings that provide for both deflection and
longitudinal movement by means of roller, rocker or sliding mechanisms.

312 Concealed Bearing or Bearing System Units EA

This element defines those bridge bearings and/or bearing seats that are not accessible
with tools or equipment and therefore are not open for detailed inspection.

313 Fixed Bearing Units EA

This element defines those bridge bearings that provide for rotation only.

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314 Pot Bearing Units EA

This element defines those high load bearings with a confined elastomer. The bearing
may be fixed against horizontal movement, guided to allow sliding in one direction,
orfloating to allow sliding in any direction.

315 Disc Bearing Units EA

This element defines a high load bearing with a hard plastic disc. The bearing may be
fixed against horizontal movement, guided to allow sliding in one direction, or floating
to allow sliding in any direction.

316 Isolation Bearing Units EA

This element defines 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.
Condition States for WSDOT Elements 310, 311, 312, 313, 314, 315, and 316
1. Defects are superficial 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. Deficiencies 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.

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4.08 Bridge Approach

321 Concrete Roadway Approach Slab Units SF
This element defines 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
asphaltshoulder if present. Whether surface of approach slab is visible or covered by
an asphalt overlay, a WSDOT element shall exist.
1. Defects are superficial. 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 filled with
patching material.
3. Slab area with spalling. Do not add delaminations found in the field.
4. This condition state documents when an approach slab has failed and needs to
be replaced. Failure is normally due to the slab falling off the bridge seat with a
visible grade separation and/or excessive gap at the pavement seat. Code the total
SF of approach slab in condition state 4.

322 Bridge Impact Units EA

This documents an increase to the bridge live load, or impact, due to hammering or
dynamic response of the bridge from trucks passing on to the bridge. Truck speed may
be considered when slower speeds reduce the impact. Total quantity is based on the
direction of trucks on to the bridge. Head to head traffic has two and bridges with a
single direction of traffic will have one, such as ramps or main line divided structures
(N&S or E&W). Code the approach roadway in the condition state that best indicates
the severity of the problem. For the roadway where trucks are leaving the structure,
deficiencies will be described and repairs may be called out; however, the trailing
roadway will not be quantified in the condition states.
1. The number of approach roadways that are smooth. Hammer or dynamic response
to the structure is not significant. There may be small bumps or minor raveling of
the pavement in the approach roadway.
2. The number of approach roadways (not approach slab) that have been repaired or
feather patched to correct an approach problem. If a paving project has removed
the repairs, maintain the CS2 condition and note the year of the new asphalt.
3. The number of approach roadways that are rough, but the increase in live load to
the structure is minor. Hammering impact is minor due to the wheels passing over
surface discontinuities such as joints, cracks, or potholes. Dynamic response is
minor due to a dip or rise in the approach roadway alignment.
4. The number of approach roadways that are causing significant increase in live load
to the structure. Hammering impact is significant due to the wheels passing over
surface discontinuities such as joints, cracks, or potholes. Dynamic response is
significant due to a dip or rise in the approach roadway alignment.

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4.09 Bridge Rail

WSDOT element for bridge railing 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 retrofit),
enter that quantity into the appropriate WSDOT 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 defines 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 within the limits of the bridge which includes rail attached to structural
bridge members such as a wing wall or approach slab.

331 Concrete Bridge Railing Units LF

This element defines all types and shapes of reinforced concrete bridge railing.
Thequantity should equal the total length measured along each bridge rail within the
limits of the bridge which includes rail attached to structural bridge members such as a
wing wall or approach slab.

332 Timber Bridge Railing Units LF

This element defines 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 within the limits of the bridge which includes rail
attached to structural bridge members such as a wing wall or approach slab.

333 Other Bridge Railing Units LF

This element defines all types and shapes of bridge railing except those defined
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 within the limits of the bridge which includes rail attached to structural
bridge members such as a wing wall or approach slab.
Condition States for WSDOT Elements 330, 331, 332, and 333
1. Defects are superficial 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 significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
Structural deficiencies are not limited to impact damage, cracks, broken bolts,
or measurable section loss due to corrosion (note the location and depth), decay,
orspalling.
4. Bridge rail length with damage in 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.

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4.10 Pedestrian Rail

A pedestrian rail will typically be on the outside of a sidewalk and protected from
traffic by a Bridge Rail.

340 Metal Pedestrian Rail Units LF

This element defines all types and shapes of metal pedestrian bridge railing including
steel (excluding weathering steel), aluminum, metal beam, rolled shapes, etc.
Thequantity should equal the total length measured along each pedestrian rail within
the limits of the bridge which includes rail attached to structural bridge members such
as a wing wall or approach slab.

341 Concrete Pedestrian Rail Units LF

This element defines all types and shapes of reinforced concrete pedestrian bridge
railing. The quantity should equal the total length measured along each pedestrian
rail within the limits of the bridge which includes rail attached to structural bridge
members such as a wing wall or approach slab.

342 Timber Pedestrian Rail Units LF

This element defines all types and shapes of timber pedestrian bridge railing.
Allelements of this rail (except connectors) must be timber. The quantity should
equalthe total length measured along each pedestrian rail within the limits of the
bridge which includes rail attached to structural bridge members such as a wing wall or
approach slab.

343 Other Pedestrian Rail Units LF

This element defines all types and shapes of pedestrian bridge railing except those
defined 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 within the limits of the bridge which includes rail attached to
structural bridge members such as a wing wall or approach slab.
Condition States for WSDOT Elements 340, 341, 342, and 343
1. Defects are superficial 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 significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
Structural deficiencies are not limited to impact damage, cracks, broken bolts,
or measurable section loss due to corrosion (note the location and depth), decay,
orspalling.
4. Pedestrian rail length with damage in locations or quantity and has reduced the
structural capacity of the rail. Structural analysis is warranted or hasdetermined
repairs are essential to restore the full capacity of the element.

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4.11 Smart Flags

355 Damaged Bolts or Rivets Units EA
This smart flag 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, missing, or loose bolts or rivets in secondary member(s).
2. Number of damaged, missing, or loose bolts or rivets has been replaced.
3. Number of damaged, missing, or loose bolts or rivets in a primary member(s).

356 Steel Cracking Units EA

This smart flag 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 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.
Thebridge may still be prone to fatigue.
3. Number of steel cracks within a load path that are not arrested and less than
1inch. Any cracks (typically cope cracks) on WSDOT bridges must be repaired
accordance with WSDOT Bridge Preservation Office 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) on WSDOT bridges must be repaired
accordance with WSDOT Bridge Preservation Office procedures.

357 Pack Rust Units EA

The primary purpose of this smart flag is to quantify steel connections where rust
expansion is visually deflecting steel plates and should be addressed when the bridge
is painted. Structural impacts to pack rust overstressing are recorded in the steel
elements. The total quantity is the number of existing pack rust locations identified
bythe inspector.
1. 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.

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360 Bridge Movement Units EA

The primary purpose of this smart flag is to identify structural movement that is
causing significant 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 significant 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
ofthe bridge is warranted.

361 Scour Units EA

This element 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 subject to scour and to provide some measure of the magnitude
of that scour. Piers in normal high water are typically considered for this element but
there are instances where piers above high water may be subject to scour. Maintain
historical information related to scour documented in previous inspections such as
measurements and/or comments of exposed footings.
1. Number of pier/abutment foundations where no Scour exists, or where scour is
superficial and has no effect on the foundations structural capacity.
2. Number of pier/abutment foundations where scour has been mitigated and the
repair is functioning and in place as designed. Evaluate and comment on any riprap
or other scour countermeasures that are in place.
3. Number of pier/abutment foundations where scour exists. The scour does not
significantly affect the foundations structural capacity. Scour does not warrant
analysis, but may require repairs. If left unchecked, could adversely impact the
foundations structural capacity.
Scour at this level should not impact the NBI Substructure Overall rating code,
item 060 (WSBIS Item 1676).
Examples:
Top of spread footings are exposed due to scour.
Bottom of pile caps are exposed due to scour.
Minimum known pile embedment is between 5 and 10.

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4. Number of pier/abutment foundations with scour damage in significant locations or

quantity and has reduced the foundations structural capacity. Structural analysis is
warranted. Repair and or action are required to protect exposed foundation and to
restore capacity to the pier.
Scour at this level may impact the NBI Substructure Overall rating code, item
060 (WSBIS Item 1676). A comment is necessary if the NBI Substructure Overall
rating code is lowered.
Examples:
Undermining of spread footings or foundation material is occurring.
Minimum pile embedment is less than 5. Make a recommendation to evaluate
the exposed pile for lateral stability.

366 Undercrossing Safety Inspection Units EA

This is a smart flag for safety checks of structures where Washington is not the
Custodian (NBI Item 21) such as Railroad and other non-vehicular undercrossings.
Noother core elements are needed.
1. Report the entire bridge in condition state one (EA).

367 Movable Bridge Units EA

This is a smart flag to identify movable bridges. WSDOT elements will be used in
addition to this smart flag.
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 identifies concrete piers with seismic structural improvements.
1. Number of piers with a crossbeam bolster.

369 Seismic Pier Infill Wall Units EA

This element identifies concrete piers with seismic structural improvements.
1. Number of piers with a seismic pier infill wall.

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4.12 Seismic Restrainers

Earthquake restrainers have been installed on WSDOT bridges since
the 1980s. Thetypical longitudinal restrainer uses epoxy coated
Dywidag bars with a designed gap maintained by double nuts.
Anearlier system using springs to maintain the required restrainer
gapwasused 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 dependent (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 identifies existing bridges that have been retrofitted or newer structures
that have been equipped with transverse restrainers designed to restrain transverse
movement during a seismic event. The quantity should equal the total number of
transverse restrainers on the bridge. When an in-span hinge separates two structures,
the joint, bearing, and seismic restrainers at the hinge will be documented in the
dependent (or supported) structure only. Concrete girder stops located at the ends of
girders attached to the abutment or intermediate pier caps/crossbeams provide lateral
restraint however it is not the intention to include these in with this element.

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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 dependent (or supported) structure only. The quantity should equal
the total number of link/pin restrainers on the bridge.
Condition States for WSDOT Elements 370, 371, and 372
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 installation.
Loose or inadequately bonded anchor nuts. A repair is warranted if
over 25 percent 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 therepair.

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 retrofit. 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 deficiencies that need correction.

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374 Seismic - Column Silo Units EA

This element is used to identify when a column has been designed to be isolated from
the surrounding soil during a seismic event. This will usually consist of a corrugated
metal pipe buried in the ground with a cap at the base of a column. The inspection note
needs to identify the individual columns that are siloed along with the planned depth
(relative to an identifiable elevation) at each one. In cases with small numbers of siloed
columns, that could be done in the note. In other situations, a spreadsheet attached as
a file or something similar may be useful. In-depth inspections at 12-year intervals are
required to confirm the system condition and functionality. In-depth inspection may
require means (equipment and manpower) to open and then reclose/reseal the capping
system along with tools to measure the silo depth and to roughly assess column and
silo condition below the capping system. Each bridge with siloed columns may require
an individual in-depth inspection procedure.
1. Silo capping system is intact as designed and is accessible with no visible
deterioration.
2. Minor deterioration of silo capping system elements such as hardware corrosion,
visible seal deterioration, access hardware broken/missing.
3. Capping system has been buried and is not visible for inspection. (write repair
priority 2 or higher)
4. Capping system has failed allowing solid foreign material to enter the intended gap
and potentially restrict column movement. (write repair priority 1)

375 Cathodic Protection Units EA

This is a smart flag used to identify a cathodic protection system used on a bridge.
Thequantity should equal the total number of cathodic protection systems on
thebridge.
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.

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376 Concrete Deck Delamination Testing Units SF

This flag provides a snapshot of deck testing and must be included in the evaluation of
a concrete deck and overlay. ASTM4580, Chain Drag Testing will locate and quantify
the patches, spalls, delaminations not visible to the inspector and other defects on the
entire top surface of the bridge deck. This information is supplemental to the deck/
overlay elements and the quantities do not change. For Washington State bridges, the
BMS engineer will provide the condition state quantities and notes for this element
based on a Chain Drag Report produced by Design or Construction.
For decks covered with an Asphalt Overlay, the 376 data will be updated each time the
asphalt is removed from the concrete surface and must be used to evaluate the deck
element even though defects are not visible to the inspector. This information does not
expire and the element must not be deleted from the report unless the deck is replaced
or new information is provided.
1. Deck area with no delaminations.
2. For decks covered with asphalt, this quantity of patching must be recorded in
the Deck CS2 and used to evaluate the deck. Do not include this quantity in the
evaluation of a bare deck.
3. For decks covered with asphalt, this quantity of spalling must be recorded in
the Deck CS3 and used to evaluate the deck. Do not include this quantity in the
evaluation of a bare deck.
4. For concrete decks and concrete overlays, the CS4 delamination quantities must
be applied to the deck/overlay element CS4. If the Chain Drag Report is more than
10years old, then the 376 element is deleted from the report because the test results
are no longer accurate and also must be removed from the evaluation of the deck/
overlay element. If a Chain Drag was completed before the concrete overlay was
constructed, then the 376 element must be deleted from the report since patching
and delaminations are addressed during the construction.

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4.13 Expansion Joint Elements

The expansion joint condition states are designed to track the criteria associated
withjoint structural failure such as spalling, patches, and other structural problems.
Aspall 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 deficiency rather
than deckdeterioration.
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 flag 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 WSDOT element
to the new joint type. Do not use more than one WSDOT element for a joint location,
unless the structure has been widened and there are two joint systems present. Joint
notes should reference specific 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 dependent (or supported)
structureonly.

400 Asphalt Butt Joint Seal Units LF

This element defines a butt joint between concrete and asphalt pavement that is an
asphalt sawcut filled with hot poured rubber. This joint is shown in WSDOT Standard
Plan A-40.20, Bridge Paving Joint Seals, Detail 3 or 4. This element shall also be apply
for a butt joint at the end of the approach slab to extend the life of the asphalt. The
quantity should equal the length measured along the joint.
1. The expansion joint is functioning as designed. Joint may not be perfect with
signsof leakage. The adjacent concrete or asphalt is sound.
2. Skewed joint length at each location. D spalls or patches are present in the
header or in the concrete within one foot of either side of the joint but no more
than10percent of the length.
3. Skewed joint length at each location with the following typical criteria: When
the concrete or asphalt must be rebuilt to maintain a reliable roadway surface;
Morethan 10 percent of the joint length has spalls or patches adjacent to the seal;
Asphalt was placed without a sawcut or the sawcut was not in the proper location.

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401 Asphalt Open Joint Seal Units LF

This element represents a sealed and sawcut contraction joint or a asphalt joint in
bridge paving over an open concrete joint in a bridge deck or truss panel joint, as
shown in WSDOT Standard Plan A-40.20, Bridge Paving Joint Seals, Detail 1, 2, 5,
or 6 . The joint consists of hot poured rubber placed in an open concrete joint and a
membrane may or may not exist. After the asphalt is placed, a sawcut is placed over
the concrete joint and the gap filled with hot poured rubber. WSDOT Elements 402 -
Open Concrete Joint and 420 - Joint Paved Over flag do not apply at these locations.
The quantity should equal the length measured along the joint.
WSDOT Element 420 - the Joint Paved Over flag does apply for all locations of a
buried steel joint due to the risk of planing equipment damaging the bridge deck.
1. The expansion joint is functioning as designed. Joint may not be perfect with
signsof leakage. The adjacent concrete or asphalt is sound.
2. Skewed joint length at each location. D spalls or patches are present in the
header or in the concrete within one foot of either side of the joint but no more
than10percent of the length.
3. Skewed joint length at each location with the following typical criteria: When
the concrete or asphalt must be rebuilt to maintain a reliable roadway surface;
Morethan 10 percent of the joint length has spalls or patches adjacent to the seal;
Asphalt was placed without a sawcut or the sawcut was not in the proper location.

402 Open Concrete Joint Units LF

This element defines a joint designed to have concrete edges at the joint opening
in a concrete wearing surface. The original design is usually filled with hot poured
rubber or pre-molded joint filler and the design materials may or may not be present.
This joint is typical for panel joints at a truss floorbeam, interior joints on older
bridges, and at the concrete roadway/approach slab joint. At the back-of-pavement
seat, if a compression seal has been removed and replaced with Hot Poured Rubber
(crack sealant), then quantities for the 402 element apply and the quantities for the
compression seal must be reduced. The quantity should equal the length measured
along the expansion joint.
This joint must not to be confused with: WSDOT Element 403 - Concrete Bulb-T joint,
WSDOT Elements 405 or 406 Compression Seals with the seal missing, or WSDOT
Element 417 - Rapid Cure Silicone (RCS) 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
orpatches in the deck or headers adjacent to the seal.

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A repair to reseal the joints is required for bridges at each steel floorbeam where
water is corroding the top flange and/or connections.

403 Concrete Bulb-T Units LF

This element defines a joint formed to accept a Bulb-T preformed seal. The seal may
be missing or other materials present to provide a seal. The quantity should equal the
length measured along the expansion joint.

404 Compression Seal/Concrete Header Units LF

This element defines a joint with concrete headers formed during the original
construction of the bridge. The joint is filled 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 defines those joints that have been rehabilitated with a polymer header
and filled with a pre-formed compression type seal. The quantity should equal the
length measured along the expansion joint.

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406 Compression Seal/Steel Header Units LF

This element defines 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 defines 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 defines 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 defines 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.

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410 Steel Fingers Units LF

This element defines a joint with open steel fingers. The quantity should equal the
length measured along the expansion joint.

411 Steel Fingers w/Raised Bars Units LF

This element defines a joint with bars or plates welded to the steel finger plates to
accommodate an overlay. The quantity should equal the length measured along the
expansion joint.

412 Strip Seal Anchored Units LF

This element defines 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.

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413 Strip Seal Welded Units LF

This element defines 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 defines a bolted sliding plate expansion joint that uses steel springs.
Thequantity should equal the length measured along the expansion joint.
Condition States for WSDOT Elements 403,404, 405, 406, 407, 408, 409, 410, 411,
412, 413, and 414
1. The expansion joint is functioning as designed. Joint may not be perfect with
signsof 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.

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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.
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
maybe 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
apanel are missing, loose, or broken. As a guideline, more than 25 percent of
thejoint length has spalls or patches in the deck or headers adjacent to the seal

416 Assembly Joint Seal (Modular) Units LF

This element defines 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.

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417 Silicone Rubber Joint Filler Units LF

This element defines an expansion joint that has been repaired with a single or two
component rubber joint filler. The quantity should equal the length measured along
theexpansion joint.
Condition States for WSDOT Elements 416 and 417
1. The expansion joint is functioning as designed. Joint may not be perfect with
signsof 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
(usuallyconcrete patching) should be CS3.

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.
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
orpatches 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
significant 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.

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419 Steel Angle w/Raised Bars Units LF

This element defines 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
(usuallyconcrete patching) should be CS3.

420 Joint Paved Over Flag Units LF

This element identifies when a steel joint system that has been paved over with asphalt.
This is a high risk to damaging the steel joint or bridge deck by the paving operations.
When this flag is used, a cost for joint work will be included in the next paving
contract to correct the problem. Since the joint cannot be inspected, the joint element
condition states should remain unchanged (and so noted). Some steel joints may have
more than 2.5 of asphalt may not require rehabilitation. 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
notrequired.
2. Skewed joint length at each location that requires rehabilitation. A photo is helpful
to determine the type of rehabilitation.

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421 Concrete Slab In-Span Joint Units LF

This element is defined as a modified joint at an In-Span bearing in a slab
superstructure. These joints are distinct because the joint anchorages are located in
concrete structurally significant to supporting slab. This joint element applies at these
locations regardless of the current joint type. As of 2016, all current modified joints are
RCS joints. The quantity should equal the length measured along the expansion joint.
WSDOT bridges known to have this modified s are: 5/539E&W, 5/536E&W, 5/535E,
5/537E-S, 5/537N &S, 5/537N-W, 5/538E, 5/543E&W, 5/543NCD, 5/543SCD,
5/545NCD, 5/545SCD. As with all WSDOT contracts, work that affects bridge
elements will have a record in the Contract History for reference by the inspector.
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.

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422 Flexible Joint Seal Units LF

This element denes a joint with a flat extruded gland that is flexible. The gland
is folded, held in place with adhesive, and may be supported by steel or concrete
materials. This element supersedes other joint elements where maintenance has
replaced the existing gland with a flexible joint seal. 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.

4.14 Movable Bridges

501 Movable Bridge Steel Tower Units LF
This element defines 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 superficial and have no effect on the structural capacity of theelement.
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 significantly affect
structural capacity. Deficiencies do not warrant analysis, but may requirerepairs.
4. Tower column length affected by damage in 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 deficiencies 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
notrepaired.

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4.15 Other Bridge Elements

705 Bridge Luminaire Pole and Base Units EA
This element is defined by a light pole and anchor system attached to a bridge. 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.
WSDOT 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 significant 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 significantly affect the
structural capacity.
4. Number of poles affected by damage in 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
abase plate that is not supported by leveling nuts.

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707 Fender System/Pier Protection Units EA

Piers in the water can be vulnerable to rot, corrosion, and collision damage from ships
or ice flows. This element is limited to external pier collision systems such as dolphins
and fenders designed to resist vessels in the water. Dolphins are placed in front of a
pier to re-direct an impact such as a large mass structure or pile clusters tied together.
Fenders are protective fences or bumpers that surround a pier to absorb impacts from
marine traffic. This element is coded separately from the pier elements and does not
include extended concrete footings or coffer dams that are designed and constructed
toprimarily support vertical pier loads.
This element defines a protection system made of wood, steel, or concrete that is
designed to protect the pier from vessel damage. The total element quantity should
equal the number of piers with protection. In the case of a log boom, count the one pier
connected to the boom.
1. There are no significant structural defects in the pier protection system.
Aprotection system that has been replaced is coded in this condition state.
2. Number of pier protection systems that have been repaired.
3. Number of pier protection systems with structural defects. The defects do not
signicantly affect the structural capacity or function of the system.
4. Number of pier protection systems affected by damage in 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.

709 Ceramic Tile Units SF

This is an element to identify ceramic tile. The total quantity is the area of tile visible
for inspection.
1. Tile is bonded with no cracks, chips, or blemishes. Tile may be dirty but reectivity
is enhanced during regular washing operations.
2. Tile area that has been repaired.
3. Tile area that is bonded, but cracked and may have eforescence or small amounts
of section loss. Tile may be blemished from impact or other causes resulting in
major loss of reectivity.
Tile area with delaminations based on soundings, is completely missing, or has major
section loss warranting replacement.

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710 Bridge Mounted Sign Structures Units EA

This element defines bridge mounted sign structures anchored to the bridge. This
includes signs mounted to the outside face of the bridge or over the deck using
a beam, truss, or cantilevered support. The condition states address any physical
damage defects with the sign or its anchorage and the inventory status of the sign.
Theinventory status may be determined by the presence of a Bridge Preservation
Sign Structure Identification Tag. The quantity should equal the number of signs
mounted to the bridge.
1. The sign has been inventoried and has the appropriate identification tag. The sign,
support, and anchorage are in good condition with no significant structural defects.
2. The sign has not been inventoried. The sign, support, and anchorage are in good
condition with no apparent defects. The sign bridge engineer should be notified.
3. The sign may or may not have been inventoried and has defects to the structure
oranchorage but is safe and structural capacity has not been significantly reduced.
This may include loose, missing or damaged bolts, or hardware within the sign
structure where redundant framework or hardware prevents the identified defects
from creating an immediate hazard. Anchorage defects may include corrosion or
cracks; grout may be loose or missing. A repair should be written and the sign
bridge engineer notified.
4. The sign may or may not have been inventoried. Defects to the structure or
anchorage threaten or have reduced the structural capacity. This may include
loose, missing or damaged bolts, or hardware in multiple locations, and cracks
within structural sections. Anchorage defects may include loose, missing or broken
hardware, broken or delaminating anchor locations, or loss of embedment due to
creep or pull out. An emergent repair should be specified with written notification
to region maintenance and the sign bridge engineer.

4.16 WSDOT Bridge Deck Overlay Elements

WSDOT categorizes overlays in to two different types. The first type consists of
Asphalt Concrete Pavement (ACP) and Thin Overlays, are a deck protection systems
intended to prolong the life of the deck by removing the traffic wear from the surface
of the concrete deck. The second type is a Concrete Overlay which is intended to
rehabilitate the deck and provide a new concrete wearing surface.
ACP Overlays are represented by the WSDOT element 800 can generally be identified
in the field where as WSDOT element 801 represents asphalt with a membrane that
is not visible. Thin overlays may be identified in the field 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 and the condition states for the deck and overlay
elements are independent and DIFFERENT. Paving contracts attempt to repair all
concrete spalls and delaminations on WSDOT bridges before placing the overlay.
Ifthe area of patching/spalls/delams is known, then the quantity should be noted and
recorded in the WSDOT concrete deck element as CS2, CS3 or CS4 respectively;
while the Overlay quantities of CS2 and CS3 are based on the visible inspection of the
surface. In a similar fashion, if a new Bituminous Surface Treatment (BST) has been
applied to an asphalt surface, then the overlay element CS2 and CS3 are equal to zero.
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800 Asphalt Concrete (AC) Overlay Units SF

This element defines an Asphalt Concrete (AC) bridge deck overlay, with or without
aBituminous Surface Treatment (BST). The quantity should equal the overlays width
times the length.

801 Asphalt Concrete (AC) Overlay With Waterproofing Membrane Units SF

This element defines an asphaltic concrete with waterproofing membrane bridge deck
overlay. The quantity should equal the overlays width times the length.

802 Thin Polymer Overlay Units SF

This defines a thin polymer bridge deck overlay that is less than or equal to 0.5 inches
in thickness (i.e., epoxy, methyl-methacrylate). The quantity should equal the overlays
width times the length.
Condition States for WSDOT Elements 800, 801, and 802
1. Defects are superficial. 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.
Concrete Overlay elements are difficult to discern in the field and are identified
in special provisions or Plans. When constructing modified 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 Modified Concrete Overlay Units SF

This defines a rigid modified concrete bridge deck overlay that is normally 1.5 inches
or greater in thickness (i.e., Latex (LMC), Microsilica (MMC), Fly Ash (FMC)).
Thequantity should equal the overlays width times the length.

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804 Polyester Concrete Overlay Units SF

This defines 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.
Condition States for WSDOT Elements 803 and 804
1. Defects are superficial. 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 filled with patching material.
3. Concrete overlay area with spalling.
4. Record the delaminated area (CS4) from WSDOT element 376 in the overlay CS4.
If new delaminations are found, do not add delaminations found in the field unless
approved by Bridge Management. Chain Drag testing by the Bridge Inspector must
chain the entire deck, record the results in a Chain Drag Report available on the
Bridge Website under Bridge Overlays, and send the file to Bridge Management.

805 AC Over a Polymer Overlay Units SF

This defines an asphaltic concrete applied over a thin polymer bridge deck overlay
(i.e., epoxy, methyl-methacyrlate). The quantity should equal the overlays width times
the length.
1. Defects are superficial. 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 defines a Bituminous Surface Treatment (BST), or commonly known as a chip
seal, mistakenly applied directly on a concrete deck and is to be removed. This
severely limits the inspection of the deck. Code the area of BST covering the concrete
deck in CS1.
Note: Element 800 or 801 is used when a chip seal is intentionally applied to a
structure. WSDOT discontinued use of this element in the year 2012.

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807 Asphalt Concrete (AC) Overlay W/ High

PerformanceMembrane Units SF
This element is dened as asphaltic concrete
overlay with a higher quality waterproof
membrane on a bridge deck. These membranes
are spray-on polymers that cover rough surfaces
or bridge decks that are considered significant.
The condition states are based on the overlay,
notthe membrane. The quantity should equal
theoverlay width times the length.
As of 2016, there are three WSDOT bridges with this element: 16/110W, 5/504W,
and5/814
1. Defects are supercial. 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.

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4.17 Protective Coatings

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
conversionfactor:
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.

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.

905 Coal Tar Epoxy Paint System Units SF

This paint protection system incorporates a coal tar epoxy based product.

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-onmethods.

908 Epoxy Paint for Weathering Steel Units SF

This protection system consists of a clear epoxy coating applied to weathering steel
toprevent excessive corrosion.

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909 Zinc Primer Units SF

This paint protection system consists of a zinc silicate shop applied primer system.
Condition States for WSDOT Elements 901 thru 909
1. The protection system is sound and functioning as intended
to protect the metalsurface.

2. Protection system area that has been painted by maintenance.

3. Protection system area with chalking, peeling, curling or showing
other early evidence of paint system distress, butthere is no
exposure of metal.

4. Protection system area that is no longer 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 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
apaint 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 area that is 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
themetal surface.
2. Weather steel area that has been painted by maintenance.
3. Weathering steel color is yellow orange to light brown.
Someareas may not have rust. Patina has a dusty to granulartexture.

4. Weathering steel area that is 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. Areawith a texture of
large granules (greater than diameter); flaking (greater than
diameter) or laminar rusting in thin sheets.
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5.01 General
The National Bridge Inspection Standards (NBIS) requires a load rating be calculated
for each reportable bridge* as well as a scour evaluation for any reportable structure
over water. Temporary structures that will be in service for more than 90 days shall be
load rated as well as assessed for scour.
The load rating calculations and scour evaluations are a permanent part of the bridge
file and are to be updated when the condition of the bridge changes. All load rating
calculations and new and updated Scour analysis shall be stamped, signed, and dated
by a registered professional engineer.
*Bridge is intended to mean all reportable structures which includes bridges, culverts
and tunnels.

5.02 Bridge Load Rating

Load rating of bridges shall be completed per Chapter 13 of the Bridge Design Manual
(BDM) M 23-50 and the AASHTO Manual for Bridge Evaluation (MBE). See
Chapter13 of the BDM, Section 13.4 for summary sheets and information included
in the Load Rating Report. See the appendix inthe MBE for examples of load rating
different types of structures. Newly discovered or transfer of ownership of bridges shall
have load ratings completed and data entered into the inventory within 90 days.
A. General Load Rating and Re-Rating Guidelines
The Load rating of new bridges shall be completed within 90 days of opening
thestructure to the traveling public in the anticipated final configuration.
The ratings of existing bridges shall be re-examined when the Revise Rating
Flag is turned on. The condition of identified bridge elements shall be reviewed
and the load ratings shall be updated if needed. In cases where the capacity of a
member is reduced significantly, such as impact damage to a girder with loss of
reinforcing or damage to steel members, ratings shall be updated within 30 days.
In other cases such as increase in dead load, a preliminary assessment can be made
based on the increase in dead load, condition of the structure and existing ratings.
If in the engineers judgment, the ratings will not be affected significantly, and will
not require a need to post or lower the load restriction on the bridge, ratings should
be updated within 12 months, however, the decision and findings shall still be
documented in the Load Rating File.
Load ratings of structures shall be reviewed and updated if necessary every
12years. Factors to be reviewed to assess the need for updating the rating should
be changes in the design code or changes in the load rating criteria as well as
the criteria listed in Section B, below. For State bridges, a field in the load rating
database with the initials of the reviewer and the date of the review shall be
filledout.
For State owned bridges, the Risk Reduction Engineer shall provide a list of
outstanding load ratings to the Bridge Preservation Engineer on a monthly basis.
The list can be generated thru a query in the Load Rating database.

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B. Bridge Load Rating Revision Criteria

WSBIS Item 2688, Revise Rating should be coded as Y when one or more of the
following items apply:
1. The Superstructure or Cross-beams/ Floor-beams Elements State condition
changes from either Condition State 1, 2 or 3 to Condition State 4, or
Superstructure or Substructure NBI code changed to 4 or less.
2. If the approach condition to the structure causes severe impact to the bridge, call
for a high priority repair to fix the approaches so the transitiononto the structure
issmooth.
3. If the deck has potholes on the surface or at the joints, call for a high priority repair
to patch the potholes in the deck at the joints.
4. The thickness of the overlay has increased.
5. The railing is replaced with a heavier traffic 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.
8. Damaged or deficient structural elements have been repaired/ replaced, such as
replacement of timber caps or girders or replacement or repair of damaged girders
due to high load hits or other deterioration.
When a deficiency is observed in the field such as rot pockets in timber or section
loss in a steel member, the inspector should provide the following items to assist
inproviding accurate rating factors:
1. The description shell thickness shall state whether the thickness is all around
themember or on one side and whether it is full depth and location.
2. Section loss in steel members shall include, if possible, the remaining section
thickness, location of the section loss and required dimensions.
Provide a sketch of the deficient member and show deterioration as stated above and
provide the dimensions of the deteriorated area. It is of great importance to provide
asaccurate information as possible instead of estimates. Posting or restricting a bridge
is greatly dependent on this information.
C. Bridges With Unknown Structural Components
For concrete and masonry bridges with no design plans, and when the necessary
reinforcing details are unknown and cannot be measured, load capacity ratings may
be determined based on field inspection by a qualified bridge inspector followed by
evaluation by a qualified engineer. Such a bridge does not need to be posted for load
restrictions if it has been carrying normal traffic for an appreciable period of time and
shows no sign of distress; Reference the AASHTO Manual for Bridge Evaluation
(MBE) second edition, Sections 6.1.4 and 6A.8.1. General rating guidelines for these
structuresare:
Inventory rating shall be equal to the design truck at the time the bridge was
constructed. Operating rating shall be equal to the inventory rating multiplied
by1.667.
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Chapter 5 Load Rating and Scour

Legal trucks rating factors shall be equal to 1 when the Superstructure or

Substructure NBI code is equal or greater than 5. Restriction of permit loads
shallbe assessed.
Posting or restricting of a bridge shall be assessed when NBI condition rating
ofthesuperstructure or substructure is 4 or less or when there are signs of
structural distress.
The Load Rating Methods WB1551 and WB1554 shall be coded as 0, Administrative.
Full documentation for an administrative rating shall be placed in the bridge load
ratingfile.
The table below shows typical design loads and the era they were utilized. The
information in the table is based on State bridge inventory and it is dependent on the
class of highway.
Design Load in Tons Design Era
H-10 10 Early 1900- mid 20s
H-15 15 Mid 1910s-Mid 1960s
H-20 20 Mid 1910s-1920s
HS-15 27 Mid 1940s-Late 60s
HS-20 36 Mid-1940s- Early 2000s
*Administrative ratings imply ratings based on Field evaluation and
Documented Engineering Judgment.

D. Data Management
The WSBIS database shall be updated within 30 days from the completion and
approval of aload rating of a structure.
E. Posting Requirements
Posting of a structure shall occur when the Operating rating factor for any of the legal
loads is less than 1 based on the Load Factor or Allowable Stress Methods or the
rating factor for any of the legal loads is less than 1 based on the Load and Resistance
FactorMethod.
Agencies generally posta bridge between the Inventory Rating and the Operating
Rating using the Load Factor Method and Allowable Stress Methods. The minimum
permissible posting value is three tons at inventory or operating levels. Bridges not
capable of carrying a minimum gross live load of three tons shall be closed. The posted
tonnage shall be the smaller of the rating factor for the specific truck times its weight
or the gross vehicle weight of the truck.
In general, posting of a structure, when warranted, shall occur as soon as possible
but not to exceed 90 days from the time posting requirements have been verified
and within 60 days from the date of the posting letter is sent to the region by the
Statewide Program Manager. In instances where the load carrying capacity of a
bridge is significantly reduced, such as by impact to the structure, posting or closing
of the bridge shall occuras soon as it is determined it is not safe to carry legal
vehicularloads.

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When possible, additional tests such as concrete strength or steel yield strength shall
be performed to validate the assumption in the load rating analysis, hence mitigate
the need for posting or restriction of the bridge. Strengthening or repair of an element
should also be considered to eliminate the need for posting or restriction.
Load Posting Signs for structures where needed, shall follow the Manual on Uniform
Traffic Control Devices (MUTCD) and WSDOT Sign Fabrication Manual M 55-05.
In general, when a bridge requires posting for the three AASHTO legal trucks, Type3
(Single Unit), Type 3S2 (Truck-Semi Trailer) and Type 3-3 (Truck Trailer), it will
also require the posting for the SUVs (SU4, SU5, SU6 and SU7). In this instance two
posting signs will be required as shown in Fig 5.02-F-1. Note that posting limit for
the3 or less axles shall match the Type 3 Truck.
In cases where the structure is required to be posted for only the SUV trucks, the
posting shall follow the sign shown in Figure 5.02-F-2. The sign shall reflect only the
vehicles that need be posted. For example if the bridge requires posting for the SU5,
SU6 and SU7, there is no need to show the posting limit for the SU4.
In cases where the required posting for the different trucks falls within 5 tons, provide
one posting sign limiting the structure to the most restrictive posting.

Fig 5.02-F-1

Figure 5.02-E-1 Figure 5.02-E-2

All bridges requiring Fig 5.02-F-2

load posting also require additional advance
Fig 5.02-F-1 posting signs
inadvance of the nearest intersecting roads, ramps or a wide point in the road where
adriver can detour or turn around.

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Chapter 5 Load Rating and Scour

F. Overload Permits
Overweight loads traveling over state or local agency roads are required to obtain
permits/approval from the state, county, or city maintaining those roadways. No permit
loads shall be allowed over posted bridges. The first step in evaluating a permit is to
determine if the configuration meets RCW 46.44 for maximum gross weight, load per
axle, or axle group (E-Snoopi) is a tool on WSDOT Commercial Vehicle website is
used to calculate axle weight per RCW). The second step is to evaluate the structures
on thetraveled route. This can be accomplished in two methods.
The first method, which is more precise for a specific structure, is to model the
permit load moving on the bridge and calculating its load rating factor. A single lane
distribution factor can be used in the model, which means that no other trucks are
permitted in the adjacent lanes. A rating factor equal to or above 1 means the permit
truck can safely travel over the particular structure. Permit loads that have unusual
configuration or have more than 8 tires per axles shall be evaluated using this method.
The second method is more general and the engineer shall be extremely cautious
when applying it to ensure that the permit load is enveloped by one of the typical rated
trucks. The method calculates the maximum weight per axle allowed over a bridge and
is dependent on the load rating factors for the particular structure, as follows:
Truck Type SA
Definition: Construction Equipment Tires (a.k.a., Super Single Axle)
(RCW46.44.091(3))
Range: Up to 45,000 lbs. per axle.
Criteria: Using the Load Rating Factor for the Overload 1 Truck
(a.k.a., OL1), which has a dual axle weighing 43,000 lbs.,
the equation is 45,000lbs. * Rating Factor * *43/45 rounded
to the nearest 500lbs.
Collection Truck (RCW 46.44.041) Restriction List
Truck Type S/A
Definition: Two-axle trucks where the rear drive axle is the item in question
on non-interstate routes only.
Range: Up to 26,000 lbs. on rear axle.
Criteria: Using the Load Rating Factor for the AASHTO1 Truck
(a.k.a., Type 3), which has a dual axle weighing 34,000 lbs.,
the equation is 26,000 lbs. * Rating Factor * 26/34 rounded
to the nearest 500 lbs.
Truck Type T/D
Definition: Three-axle trucks where the rear tandem drive axles are the item
in question on non-interstate routes only.
Range: Up to 42,000 lbs. on rear dual.
Criteria: Using the Load Rating Factor for the AASHTO1 Truck
(a.k.a., Type 3), which has a dual axle weighing 34,000 lbs.,
the equation is 42,000 lbs. * Rating Factor * 34/42 rounded
to the nearest 500 lbs.

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Tow Truck (RCW 46.44.015) Restriction List

Truck Type: Tow truck with tandem (dual) drive axles.
Definition: Three axle tow truck with tandem drive axles towing a
variety ofvehicles.
Range: Up to 48,000 lbs. on drive dual axles.
Criteria: Using the Load Rating Factor for the AASHTO2 Truck
(a.k.a., Type 3S2), which has dual weighing 31,000 lbs.,
the equation is 48,000 lbs. * Rating Factor * 31/48 rounded
to the nearest 500 lbs.
Truck Type CL8
Definition: Class 8 Short Hitch five-axle combination
(three-axle tractor with atwo-axle trailer).
Range: Up to 21,500 lbs. per axle in dual group and 20,000 to 22,000
for asingle axle.
Criteria: Use the Load Rating Factor for the OL1 Truck based on single
lane distribution factor. The equation is 22,000 lbs.*
Rating Factor rounded tothenearest 500 lbs.
Truck Type BL
Definition: Big load six plus axle combination and three to four axle
single units.
Range: Up to 22,000 lbs. per axle in dual and tridem groups and
up to 22,000lbs. for a single axle.
Criteria: Use the Load Rating Factor for the OL2 Truck based on a
single lane distribution factor. The equation is 22,000 lbs.*
Rating Factor* Modifying Factor (MF)* rounded tothenearest
500 lbs. In some instances engineering judgment may be used
inestablishing restrictions on a structure.
*Modifying Factor (MF) is 1.15 if Superstructure or
Substructure Condition is 6 or above; 1.10 for Condition of
5 and 1 for 4 or less. The MF is applicable to concrete and steel
members. For timber members the MF is 1.
For permits traveling over State routes, WSDOT can request the weighing of a permit
load at any time, however, here are typical triggers:
Analysis shows that the load is close to overstressing one or more bridges.
Multiple load requests: 10 or more loads in the 200-300 thousand pound range.
5 or more loads over 300 thousand pounds.
Any load over 500,000 pounds.
Commentary: The SA load is assumed to act as a tandem axle due to the
size of the tire. The occurrence of these permitted loads are
occasional, hence, the OL1 was used to envelope these
vehicles due to the lower Live Load Factor instead of the
Type 3S2 which was previously used.

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Chapter 5 Load Rating and Scour

The MF multiplier applied to the BL is used since the OL2

is an envelope truck and is not permitted in the State. The
Engineer shall use the MF with extreme caution and it shall
not be applied to every permit load. The previous methodology
which applied a Multiplier Factor based on the number of lanes
is not valid anylonger.

5.03 Scour Evaluation

All bridges spanning waterways are required by the NBIS to have a scour
evaluation. Ascour evaluation is done to identify the susceptibility to erosion of
streambed material and the degree of foundation element stability. The evaluation
should include as-built foundation details, current condition of the foundation, a
stream bed cross section profile, and stream flow rates. The initial evaluation is a
screening tool to evaluate the susceptibility of a structure to scour. If a structure is
found to bevulnerable to scour, an analysis shall be performed by a professional
engineerwithhydraulics expertise to assess the scour issues or identify the proper
repairs/countermeasures.
As the bridge foundation condition changes and/or the stream bed characteristics
change, the scour criticality may have to be reanalyzed. Scour evaluations shall be
reviewed and updated every 12 years, if necessary.
Upon determining that a bridge is scour critical, the agency needs to develop a
written plan of action (POA) to monitor, mitigate, or close the bridge. `Monitoring
the structural performance of the bridge during and after flood events is particularly
important. Foradditional information, seeFHWA HEC 18 Evaluating Scour
atBridges.
New bridges shall have the scour evaluation completed during the design phase and
results shall be entered into the data inventory within 30 days of the structure being
open to traffic. Newly discovered or transfer of ownership of bridges shall have scour
evaluation completed and entered into inventory within 12 months.
A. Determining Susceptibility to Scour
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
(appropriate scour code of 3 if foundations are unknown).
See FHWA coding guide revision at www.fhwa.dot.gov/engineering/hydraulics/
policymemo/revguide.cfm.

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The results of the scour evaluation are to be recorded by the scour engineer in the
Scour Summary Sheet (See Section 5.04) and to be placed in the scour files. Upon
completion of all scour evaluations, 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 the bridge in question are to be incorporated into the
permanent bridge file.
Scour Code Soundings Flag Max. Frequency (months)
2 12
3 24
U 24
4 24
5 72
7 72
8 72

The soundings frequency for State bridges can be changed by the Scour Engineer as
needed based on field observations. The list of bridges that require soundings for State
bridges is created by the Scour Engineer and provided to the Information Group within
BPO no later than December 31st of each year to be added to Bridge Works.
B. Action Plans for Scour Critical Bridges
For each bridge that has been determined to be scour critical, a POA shall be developed
to identify the appropriate measures necessary to make the bridge less vulnerable to
damage or failure due to scour. The POA is to provide specific direction as to essential
actions required at the site for region field staff to observe and take the appropriate
action without further communication. It should have details of who to contact after
a bridge has been closed due to the specified event. Whatever action is to be taken it
must be documented in the POA no matter how trivial the direction is (or nodirection).
Region field staff inspecting the condition of susceptible elements must have authority
to close the bridge and know how to conduct an emergency closure. They must have
the necessary equipment with them to take this action at the time of the determination
without leaving the bridge or calling for assistance.
The two primary components of the POA are instructions regarding the triggering
event and frequency of inspections to be made at the bridge, and a schedule for
the timely design and construction of scour countermeasures (seeSection 5.04 for
WSDOT and FHWA POA templates). The POAs for WSDOT are updated by the
Scour Engineer after each inspection, if needed, and they are stored on BEISt.
The POA should include:
Physical site identification (bridge, route, stream, etc.) features that are vulnerable
(approach roadway, pier/s, pier orientation/beginning of bridge)
Hydrologic and Hydraulic Characteristics (water surface elevation needed if
appropriate to the event type and characteristics.)
Party responsible for decision on closure/reopen.
Responsible party contact information after taking the specified action.

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Trigger mechanisms for closure and opening on-site water surface elevation located
such that field crews can observe them from river bank.
Detour routes
Communication to public (detour signage, law enforcement, press, etc.)
Records of mitigation in place (quarry spall, weirs, mats, barbs, etc.) with photo
and original dimensions for future examination and reference. This information to
be made available to inspectors and region field staff to utilize during inspections
and floodevents.
When monitoring is deemed appropriate there are basic components that should be
incorporated as listed above. Depending on the risk or consequence of failure, greater
detail may be warranted.
Monitoring It is important that all scour critical bridges be monitored during and
after flood events. The POA should include specific 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
traffic. Agencies should also develop and inform appropriate personnel of bridge
closure procedures. The intensity of the monitoring effort is related to the risk of the
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, flood flows, water surface
elevations, etc. beyond which the bridge should be closed to traffic
Instructions for checking the operation of fixed 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 flows,
but are sacrificial, low-cost treatments that help insure the safety of a bridge during
flood events. Use of such measures may postpone the need to close a bridge during
high flows. 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 fixes 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 M 36-64.06 Page 5-9

December 2015
Load Rating and Scour Chapter 5

C. Recording Bridge Scour Information

The completed bridge scour evaluation shall include the resulting WSBIS 1680 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
file for the bridge. Any changes to bridge inventory data should be accomplished
within 30 days after the evaluation or field review are complete. The scour monitoring
information or schedule should be communicated to all affected parties.
Fields that relate to bridge hydraulics and/or scour are:
Waterway Adequacy Appraisal- WSBIS 1662 [NBI Item 71]
Substructure Condition - WSBIS 1676 [NBI Item 60]
Channel Protection - WSBIS 1677 [NBI Item 61]
Pier/Abutment Protection WSBIS 1679 [NBI Item 111]
Scour WSBIS 1680 [NBI Item 113]
D. Scour Analysis
The procedure for analyzing stream stability and scour shall be per HEC Publications
(see Figure 5-0) which could involve thefollowing three levels of analysis:
Level 1 Application of simple geomorphic concepts and other
qualitativeanalyses
Level 2 Application of basic hydrologic, hydraulic and sediment transport
engineering concepts.
Level 3 Application of mathematical or physical modeling studies
Data Needs for Level 1 Qualitative and Other Geomorphic Analyses The data
required for preliminary stability analyses include maps, aerial photographs, notes,
andphotographs from field inspections, historic channel profile data, information
onhuman activities, and changes in stream hydrology and hydraulics over time.
A flowchart of the typical steps in qualitative geomorphic analyses is provided in
Figure 5-1.
The six steps are generally applicable to most stream stability problems. As shown in
the figure, the qualitative evaluation leads to a conclusion regarding the need for more
detailed (Level 2) analysis or a decision to complete a screening or evaluation based
on the Level 1 analysis. A Level 1 qualitative analysis is a prerequisite for a Level 2
engineering analysis for bridge design or rehabilitation.

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December 2015
Chapter 5 Load Rating and Scour

Scour and Stream Stability Analysis

Figure 5-0

Washington State Bridge Inspection Manual M 36-64.06 Page 5-11

December 2015
 the figure, the qualitative evaluation leads to a conclusion regarding the need for more
detailed (Level 2) analysis or a decision to complete a screening or evaluation based
Load Rating and on the Level 1 analysis. A Level 1 qualitative analysis is a prerequisite for a Level
Scour 2 5
Chapter
engineering analysis for bridge design or rehabilitation.

Step 1: Stream Characteristics

Level 2
Step 2: Land Use Changes Analyses

Step 3: Overall Stability YES

Unstable
Step 4: Lateral Stability

More Detailed
Unstable
Step 5: Vertical Stability Analyses
Necessary?

Instability
Step 6: Stream Response
Possible

NO

Screening/Evaluation
Complete

Level 11 Analysis
Level Analysis
Figure 5-1
Figure 5-1

Data Needs for Level 2 Basic Engineering Analyses Data requirements for basic
hydrologic, hydraulic and sediment transport engineering analyses are dependent
on the types of analyses that must be completed. Hydrologic data needs include
dominant discharge (or bankfull flow), flow duration curves, and flow frequency
curves. Hydraulic data needs include cross sections, channel and bank roughness
estimates, channel alignment, and other data for computing channel hydraulics, up to
and including water surface profile calculations. Analysis of basic sediment transport
conditions requires information on land use, soils, geologic conditions, watershed and
channel conditions, and available measured sediment transport rates (e.g., from USGS
gauging stations).
More detailed quantitative analyses require data on the properties of bed and bank
materials and field data on bed-load and suspended-load transport rates. Properties of
bed and bank materials that are important to a study of sediment transport include size,
shape, fall velocity, cohesion, density, and angle of repose.
Page 5-8 Level 3 analyses are performed by a Washington
professionalState
engineer
Bridgewith hydraulic
Inspection expertise
Manual M 36-64.03
(seeFigure5-2). November 2012

Page 5-12 Washington State Bridge Inspection Manual M 36-64.06

December 2015
 shape, fall velocity, cohesion, density, and angle of repose.
Chapter 5 Level 3 analyses are generally performed by qualified hydraulic engineers
Load Rating and Scour
(see Figure 5-2).

Step 1: Flood History

Level 3
Step 2: Hydraulic Conditions
Analyses

Step 3: Bed and Bank Material

YES

Changing
Step 4: Watershed Sediment
Yield

Unstable
Step 5: Incipient Motion
Channel

More Detailed
No Armor
Step 6: Armoring Potential Analyses
Potential
Necessary?

Shifting Bed
Step 7: Rating Curves
Evauation

High Scour
Step 8: Scour Analyses
Potential

NO

Design Bridge,
Countermeasures, or
Channel Restoration

Level
Level 22 Analysis
Analysis
Figure
Figure 5-2
5-2

Washington State Bridge Inspection Manual M 36-64.03 Page 5-9

November 2012

Washington State Bridge Inspection Manual M 36-64.06 Page 5-13

December 2015
Load Rating and Scour Chapter 5

Page 5-14 Washington State Bridge Inspection Manual M 36-64.06

December 2015
Chapter 5 Load Rating and Scour

5.04 Appendices
Appendix 5.04-A WSDOT Scour Summary Sheet Instructions
Appendix 5.04-B WSDOT Plan of Action Template
Appendix 5.04-C Instructions for Completing WSDOT Plan of Action
Appendix 5.04-D FHWA Plan of Action Template
Appendix 5.04-E Instructions for Completing FHWA Plan of Action

Washington State Bridge Inspection Manual M 36-64.06 Page 5-15

December 2015
Load Rating and Scour Chapter 5

Page 5-16 Washington State Bridge Inspection Manual M 36-64.06

December 2015
 WSDOT Scour
Appendix 5.04-A
Appendix 5.04-A
Summary Sheet Instructions
WSDOT Scour Summary SheetInstructions

SCOUR SUMMARY SHEET

Bridge Number:
Waterway
Scour Code
Owner
SID Place PE Stamp Here
Analyzed By:
Date of Analysis:

Q100 (cfs) Q100 Water Surface Elev. (ft.)

Q500 (cfs) Q500 Water Surface Elev. (ft.)
V100 (ft./sec) V500 (ft/sec)
Angle of Attack Thalweg Elevation
Superstructure Low Point (pt. obstructs water flow) Elev. (ft.)
Q When High Water Touches Bottom of Bridge if less than Q500 (cfs)

Scour Analysis
Bottom of Calculated Inspection Frequency
Pier Monitor
Foundation Scour Elev .
Number (UW, R, F)
Elev . (ft .) (ft .)
1
2
3
4
5
6
7
8
9
10

Mitigation In Place and Functioning (Y/N)

Description of Mitigation

Comments

Frequencies:
Type of Inspection Frequency (years) Year Frequency Established

Stream Cross Section from U/S Rail

Underwater
Fathometric

Washington State Bridge Inspection Manual M 36-64.04 Page 5.04-A-1

November 2014
WSDOT Scour Summary Sheet Instructions Appendix 5.04-A

Page 5.04-A-2 Washington State Bridge Inspection Manual M 36-64.04

November 2014
Appendix5.04-B
Appendix 5.04-A WSDOTPlan
WSDOT Planofof Action
Action Template
Template

SCOUR CRITICAL BRIDGE - PLAN OF ACTION

Structure ID Brg No Bridge Name
Region Route Mile Post
Owner Last Inspection Date
Waterway Brg Length Main Span Appr Spans
Foundations: Date POA Modified:
Subsurface soil information: Non-Cohesive Cohesive Rock Modified By:
Title:

SCOUR VULNERABILITY

RECOMMENDED ACTION(S)

MONITORING PROGRAM
Regular Inspection Program w/ cross sections
Items to Watch:

Underwater Inspection Program

Items to Watch:
Flood Monitoring Program Visual Inspection

Flood monitoring required during event:

Flood monitoring event defined by (check all that apply):

Discharge Staqe
Elevation measured from
Flood warning system:

Frequency of flood monitoring:

Post-flood monitoring required: within

Frequency of post-flood monitoring:

Criteria for termination of flood monitoring:

Washington State Bridge Inspection Manual M 36-64.04 Page 5.06-B-1

November 2014
Washington State Bridge Inspection Manual M 36-64.03 Page 5.04-A-1
November 2012
WSDOT Plan of Action Template Appendix 5.04-B
WSDOT Plan of Action Template Appendix 5.04-A

Agency and Department responsible for monitoring:

Contact
Number

COUNTERMEASURE RECOMMENDATIONS

BRIDGE CLOSURE PLAN

DETOUR ROUTE

Page 5.06-B-2 Washington State Bridge Inspection Manual M 36-64.04

November 2014
 Instructions for
Appendix 5.04-C Completing WSDOT Plan of Action
SECTION 1: General Information
The general bridge information is usually available via BEISt or from
BridgeWorks.
Subsurface soil information is available from boring logs or site visits.
Included under this section is whether the bridge provides service to emergency
services or is a part of an evacuation route.
POA updates (date, person, and title) provided here.
SECTION 2: Scour Vulnerability
NBI codes 1680, 1676, 1677, and 1682 obtained from most recent bridge
inspection report via a query.
Source of scour rating (observed, assessment, or calculated) defined.
The Scour Evaluation Summary lists pier foundation elevations and calculated
scour elevations when available.
The bridge inspection notes 9, 361, 1677, and 1680 are obtained from the most
recent bridge inspection report via a query.
The scour critical bridge elements are listed in this section.
SECTION 3: Recommended Actions
Check boxes determine whether a flood monitoring program and hydraulic/
structural countermeasures have been recommended and/or implemented.
SECTION 4: Monitoring Program
Regular and underwater inspection programs items to watch as well as cross
sections included (under regular inspections).
Flood monitoring program and visual inspection (during the flood) check boxes
listed in this section.
Flood monitoring required during the event checkbox. Provided with region input.
Flood monitoring definition checkboxes listed (discharge, stage, elevation
measured from, flood warning system).
Flood elevations tied to bridge structure when possible.
Specific USGS river gauge listed.
Flood monitoring and post flood monitoring frequencies listed. These frequencies
are provided by the regions.
Criteria for flood monitoring termination stated.
Agency, department responsible for flood monitoring along with contact
information listed.

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November 2014
Instructions for Completing WSDOT Plan of Action Appendix 5.04-C

SECTION 5: Countermeasure Recommendations

Countermeasure implementation project type as well as targeted design and
construction completion dates provided. A list of completed scour countermeasures
is included here.
Scour engineer contact information listed here.
SECTION 6: Bridge Closure Plan
Scour monitoring criteria (flood elevations, debris piles, obvious bridge distress)
listed for consideration of bridge closure.
Agency, department, closure contact information listed here.
Criteria for reopening bridge, person responsible for reopening bridge (BPO
engineer) contact information listed.
SECTION 7: Detour Route
Detour route description (route number, distance from bridge) provided by regions.
Bridges on detour route along with any load or geometric restrictions provided
byregions.
Traffic control equipment (signing and barriers) and locations provided
byregionmaintenance.
News releases, other public notices including authorized persons provided
byregion public relations.
SECTION 8: Scour files
Electronic scour file locations listed.

Page 5.04-C-2 Washington State Bridge Inspection Manual M 36-64.04

November 2014
Appendix 5.04-D FHWA Plan of Action Template

SCOUR CRITICAL BRIDGE - PLAN OF ACTION

1 . GENERAL INFORMATION

Structure number: City, County, State: Waterway:

Structure name: State highway or facility carried: Owner:

Bridge replacement plans (if scheduled):

Year built: Year rebuilt:
Anticipated opening date:
Structure type: Bridge Culvert
Structure size and description:
Foundations: Known, type: Depth: Unknown

Subsurface soil information (check all that apply): Non-cohesive Cohesive Rock

Bridge ADT: Year/ADT: % Trucks:

Does the bridge provide service to emergency facilities and/or an evacuation route (Y/N)?
If so, describe:
2 . RESPONSIBILITY FOR POA
Author(s) of POA (name, title, agency/organization, telephone, pager, email):

Date:

Concurrences on POA (name, title, agency/organization, telephone, pager, email):

POA updated by (name, title, agency, organization): Date of update:

Items update:

POA to be updated every months by (name, title, agency/organization):

Date of next update:

3. SCOUR VULNERABILITY

a . Current Item 113 Code: 3 2 1 Other:

b . Source of Scour Critical Code: Observed Assessment Calculated Other:

c . Scour Evaluation Summary:

d . Scour History:

Scour Critical Bridge - Plan of Action Page 1 of 5

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FHWA Plan of Action Template Appendix 5.04-D

4 . RECOMMENDED ACTION(S) (see Sections 6 and 7)

Recommended Implemented

a . Increased Inspection Frequency Yes No Yes No

b . Fixed Monitoring Device(s) Yes No Yes No

c . Flood Monitoring Program Yes No Yes No

d . Hydraulic/Structural Countermeasures Yes No Yes No

5 . NBI CODING INFORMATION

Current Previous

Inspection date
Item 113 Scour Critical
Item 60 Substructure
Item 61 Channel & Channel Protection
Item 71 Waterway Adequacy
Comments: (drift, scour holes, etc. - depict in
sketches in Section 10)

6 . MONITORING PROGRAM
Regular Inspection Program w/surveyed cross sections
Items to Watch:
Increased Inspection Frequency of mo . w/surveyed cross sections
Items to Watch:

Underwater Inspection Required

Items to Watch:
Increased Underwater Inspection Frequency of mo .
Items to Watch:

Fixed Monitoring Device(s)

Type of Instrument:
Installation location(s):
Sample Interval: 30 min. 1 hr. 6 hrs. 12 hrs. Other:
Frequency of data download and review: Daily Weekly Monthly Other
Scour alert elevation(s) for each pier/abutment:
Scour critical elevations(s) for each pier/abutment:
Survey ties:
Criteria of termination for fixed monitoring:

Scour Critical Bridge - Plan of Action Page 2 of 5

Page 5.04-D-2 Washington State Bridge Inspection Manual M 36-64.04

November 2014
Appendix 5.04-D FHWA Plan of Action Template

Flood Monitoring Program

Type: Visual inspection
Instrument (check all that apply):
Portable Geophysical Sonar Other:
Flood monitoring required: Yes No
Flood monitoring event defined by (check all that apply):
Discharge Stage
Elev. measured from Rainfall (in/mm) per (hour)
Flood forecasting information:
Flood warning system:
Frequency of flood monitoring: 1 hr. 3 hrs. 6 hrs. Other:
Post-flood monitoring required: No Yes, within days
Frequency of post-flood monitoring: Daily Weekly Monthly Other:
Criteria for termination of flood monitoring:
Criteria for termination of post-flood monitoring:
Scour alert elevation(s) for each pier/abutment:
Scour critical elevation(s) for each pier/abutment:

Note: Additional details for action(s) required may be included in Section 8.

Action(s) required if scour alert elevation detected (include notification and closure
procedures):
Action(s) required if scour critical elevation detected (include notification and closure
procedures):
Agency and department responsible for monitoring:

Contact person (includename,title,telephone,pager,e-mail):

7. COUNTERMEASURE RECOMMENDATIONS
Prioritize alternatives below. Include information on any hydraulic, structural or monitoring
countermeasures.

Only monitoring required (see Section 6 and Section 10 Attachment F)

Estimated cost $

Structural/hydraulic countermeasures considered (see Section 10, Attachment F):

Priority Ranking Estimated cost
(1) $
(2) $
(3) $
(4) $
(5) $

Basis for the selection of the preferred scour countermeasure:

Countermeasure implementation project type:
Proposed Construction Project Maintenance Project
Programmed Construction - Project Lead Agency:
Bridge Bureau Road Design Other

Agency and department responsible for countermeasure program (if different from Section 6
contact for monitoring):

Scour Critical Bridge - Plan of Action Page 3 of 5

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November 2014
FHWA Plan of Action Template Appendix 5.04-D

Contact person (includename,title,telephone,pager,e-mail):

Target design completion date:

Target construction completion date:

Countermeasures already completed:

8. BRIDGE CLOSURE PLAN

Scour monitoring criteria for consideration of bridge closure:
Water surface elevation reaches at
Overtopping road or structure
Scour measurement results / Monitoring device (See Section 6)
Observed structure movement / Settlement
Discharge: cfs/cms
Flood forecast:
Other: Debris accumulation Movement of riprap/other armor protection
Loss of road embankment
Emergency repair plans (includesource(s),contact(s),cost,installationdirections):

Agency and department responsible for closure:

Contact persons (name, title, agency/organization, telephone, pager, email):

Criteria for re-opening the bridge:

Agency and person responsible for re-opening the bridge after inspection:

9. DETOUR ROUTE
Detour route description (route number, from/to, distance from bridge, etc.) - Include map in Section
10, Attachment E.

Bridges on Detour Route:

Sufficiency Rating/
Bridge Number Waterway Item 113 Code
Load Limitations

Traffic control equipment (detour signing and barriers) and location(s):

Additional considerations or critical issues (susceptibility to overtopping, limited waterway

adequacy, lane restrictions, etc.) :

Scour Critical Bridge - Plan of Action Page 4 of 5

Page 5.04-D-4 Washington State Bridge Inspection Manual M 36-64.04

November 2014
Appendix 5.04-D FHWA Plan of Action Template

News release, other public notice (include authorized person(s), information to be provided
and limitations):

10 . ATTACHMENTS

Please indicate which materials are being submitted with this POA:

Attachment A: Boring logs and/or other subsurface information

Attachment B: Cross sections from current and previous inspection reports

Attachment C: Bridge elevation showing existing streambed, foundation depth(s) and

observed and/or calculated scour depths

Attachment D: Plan view showing location of scour holes, debris, etc.

Attachment E: Map showing detour route(s)

Attachment F: Supporting documentation, calculations, estimates and conceptual designs

for scour countermeasures .

Attachment G: Photos

Attachment H: Other information:

Scour Critical Bridge - Plan of Action Page 5 of 5

Washington State Bridge Inspection Manual M 36-64.04 Page 5.04-D-5

November 2014
FHWA Plan of Action Template Appendix 5.04-D

Page 5.04-D-6 Washington State Bridge Inspection Manual M 36-64.04

November 2014
 Instructions for
Appendix 5.04-E Completing FHWA Plan of Action
The existing bridge management system in your state will provide much of the
information required to fill out this template.
Note: All blocks in this template will expand automatically to allow as much space
asyou require. All fields can be modified to accommodate local terminology, as
desired. Where check boxes are provided, they can be checked by double-clicking
on the box and selecting the checked option. Ifyou include additional attachments,
please indicate this in Section 10.

Section 1
Foundations It is recommended that substructure depths be shown in the bridge
elevation, Attachment C (see Section 10). The minimum depth should be reported
inSection 1 as a worst-case condition.
Subsurface Soil Information If conditions vary with depth and/or between
substructure units, this should be noted and included in Attachments A and/or C
(seeSection10).
Sections 1, 2, 3, and 4
These sections are intended as an executive summary for the reviewer/manager
whomay not need the details of Sections 5 through 10, and show:
Section 1 General information
Section 2 Who prepared the POA
Section 3 The source of the problem
Section 4 What actions are recommended and their status

Section 3
Reasons why the bridge has been rated scour critical for Item 113:
Scour Critical
Aggressive stream or tidal waterway (high velocity, steep slope, deep flow).
Actively degrading channel.
Bed material is easily eroded.
Large angle of attack (> 10).
Significant overbank or floodplain flow (floodplain >50 m or 150 feet wide).
Possibility of bridge overtopping (potential for pressure flow through bridge).
Evidence of scour and/or degradation.
Evidence of structural damage due to scour.
Foundations are spread footings on erodible soil, shallow piles, or
embedmentunknown.
Exposed footing in erodible material.
Exposed piles with unknown or insufficient embedment.

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November 2014
Instructions for Completing FHWA Plan of Action Appendix 5.04-E

Loss of abutment and/or pier protection.

No countermeasures or countermeasures in poor condition.
Needs countermeasures immediately.
Unknown Foundations
No record of foundation type (spread footing vs. piles).
Depth of foundation or pile embedment unknown.
Condition of foundation or pile embedment unknown.
Subsurface soil strata not documented.

Section 5
This section highlights recent changes in the scour/hydraulics coding items as an
indication of potential problems or adverse trends. See FHWA Policy Memorandum
on Revision of Coding Guide, Item 113 - Scour Critical Bridges dated April 27, 2001,
for details on Items 113 and 60 which can be found at www.fhwa.dot.gov/engineering/
hydraulics/policymemo/revguide.cfm.

Section 6
Multiple individuals responsible for various monitoring activities may be listed,
asappropriate.

Section 7
Guidance on the selection and design of scour countermeasures may be found in
FHWA Hydraulic Engineering Circular No. 23, Bridge Scour and Stream Instability
Countermeasures, Second Edition, 2001. To facilitate the selection of alternative
scour countermeasures, a matrix describing the various countermeasures and their
attributes is presented in this circular and can be found at http://isddc.dot.gov/olpfiles/
fhwa/010592.pdf.

Section 8
Standard closure and reopening procedures, if available, may be appended to the POA
(see Section 10, Attachment H).

Section 9
In some situations, public transportation (e.g., bus routes) may be of importance to the
public, and therefore could be included in the POA (see Section 10, Attachment).

Page 5.04-E-2 Washington State Bridge Inspection Manual M 36-64.04

November 2014
Chapter 6 Damage and Repairs

6.01 General
The purpose of this chapter is to provide consistent procedures for reporting bridge
repair needs and following up on bridge repair work performed. FHWA has general
reporting requirements related to critical findings (discussed later), but otherwise
leaves the tracking of repair and maintenance to the owning agency.
Recommendations for repairs arising from bridge inspections range from preventive
maintenance that will preserve the life of the structure by slowing down the processes
of deterioration, to routine repairs that correct existing 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
tofollow for various types of repair and maintenance needs.
This chapter is specifically written for the use of state forces conducting inspections
onboth state and locally owned structures. For inspection work performed by state
forces on locally-owned structures, it is important for the Local Agency to be aware
ofthe procedures that will be used by the state inspectors. Local Agencies are
encouraged to also follow these guidelines but are able to tailor internal procedures
totheir specific organizational need.

6.02 Critical Damage Bridge Repair Report (CDBRR)

The NBIS (23CFR 650.313(h))/MBE (Chapter 4) make reference to critical findings/
deficiencies as a special category of repair need requiring immediate attention of
the bridge owner with timely notification to FHWA and subsequent tracking of
repairstatus.
In Washington State, a critical finding is strictly defined as a condition that necessitates
closing, posting, or restriction of a bridge or a portion of a bridge due to an identified
structural deficiency requiring structural repair(s) before it can be reopened to
unrestricted traffic in the original configuration. The restrictions are usually, but not
necessarily limited to restrictions to vehicular traffic.
Initial notification (and subsequent status updating) for a critical finding is
accomplished by completing and submitting the Critical Damage Bridge Repair Report
(CDBRR). The CDBRR form was developed by the state to assist in documenting and
tracking critical structural and safety related deficiencies on damaged structures.
FHWA will periodically review the reports and the tracking system to verify the needed
repairs were promptly reported and the recommended repairs were completed within
areasonable period of time. FHWA may also conduct field checks to verify that critical
repair work was accomplished.

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December 2015
Damage and Repairs Chapter 6

CDBRR incidents can be caused by many factors. Recent examples include scour,
fire, structural deterioration, and vehicular impact. There can be other causes
(e.g.earthquake or other extreme environmental event). A relatively frequent cause
isvehicular impact. A point to be aware of is that a short term closure or restriction
of afacility to clean up debris and perform initial inspections does not qualify as
aCDBRR incident by itself.
See Figure 6.02-A for guidance on determining when a CDBRR is required.
Field Inspection of a
Bridge with a Significant
Structural Problem

Does the
No Structure Require Yes
Restriction/Closing?

Take Photos Close affected areas and

Document Damage contact law enforcement
Identify Repair Needs
Complete Damage
Inspection Report

Contact Bridge Is it a Local

Preservation Supervisor No Agency Bridge? Yes
or Appropriate Contact
Within Owner Agency
Call the Bridge Call Public Works
Preservation Office, Department or Law
Use Emergency Enforcement
Call Out List

Contact the Following: Contact the appropriate

Bridge and Structures Engineer local authorities such as:
Bridge Preservation Engineer Public Works Director
State Emergency Coordinator Fire Department
Motor Carrier Services Police Department
Region Public Affairs Office Other Emergency
Risk Reduction Engineer Response Services
Director of the Environmental Public Information Officer
& Engineering Division Transit Agency
Director of Operations Bridge Engineer for
FHWA Local Agencies
FHWA

Further evaluate damage

and define necessary restrictions,
take photos, complete inspection
forms, and recommend repairs

Complete the CDBRR and other

necessary written inspection
forms, Send copies to appropriate
individuals/files.

Complete all Re-open Bridge

recommended repairs.

Field Inspection Procedure

Figure 6.02-A

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December 2015
Chapter 6 Damage and Repairs

The Bridge Preservation Engineer (for State bridges) or the WSDOT Local Programs
Bridge Engineer (for Local Agency bridges) is to be notified by phone or email within
one working day of identifying structural deficiencies to a structure that will likely
require a CDBRR.
The CDBRR must be filled in as completely as possible immediately after the post-
incident inspection. See Section 6.02.B for CDBRR submittal requirements.
CDBRR incidents are to be registered in the systemwide database by completing
aDamage Inspection Report (DIR) within BridgeWorks (BW). The DIR is discussed
further in Chapter 3. The CDBRR and all supporting materials (photos, sketches,
etc.) are completed and attached to the Files Tab in BW. All repair recommendations
arising from the CDBRR incident are to be identified in the CDBRR and also entered
as specific repairs in BW. The specific repairs in BW shall be tagged as CDBRR
withinthe repair description.
Any time the recommended repairs cannot be accomplished immediately, the
applicable NBI and BMS condition codes should be updated to ensure that the
dataaccurately reflects the bridges current condition and status.
The following procedure describes how to fill out the CDBRR.
A. Completing the CDBRR
A dynamic CDBRR form (developed using InfoPath) may be copied from:
W:\Data\Bridge\BridgeDamage\CDBRR Form (For Inspectors Use). SeeSection 6.06
for a copy of the CDBRR form.
When filling out the CDBRR form, team leaders shall check the appropriate boxes
in the upper right corner of the form. Check the CDBRR box when initially creating
the form. The Update box should be checked and remain checked for all subsequent
changes to the originally submitted CDBRR.
After the CDBRR type has been selected, the team leader may now fill in the
applicable fields of the form. The form is organized into three distinct sections:
1. the bridge and inspection team information,
2. the description of the incident that caused the damage,
3. the follow-up or post repair activities on the structure.
Team leaders should fill out the form as thoroughly as possible although some
information may be unknown and left blank.
1. Bridge and Inspection Team Information This portion of the CDBRR briefly
describes the basic information of the structure that has been damaged along with
the inspection team information. The items within this section of the CDBRR are
described below.
Agency Name The name of the owner agency of the damaged structure.
Structure ID The unique federal structure identification number associated
with the particular structure in the NBI assigned by WSDOT.

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December 2015
Damage and Repairs Chapter 6

Bridge Number The bridge number given by the owner agency that is
associated with the particular structure.
Milepost The structures milepost location on the inventory route.
Incident Date The date of the incident that caused damage to the structure,
ifthe information is available.
Bridge Name The name given by the owner agency that is associated
withtheparticular structure.
CDBRR Date The date the CDBRR is filled out by the inspector.
Operational Status Check Boxes Check the appropriate box(es) to describe
the type(s) of restriction imposed immediately after initial incident clean-up
and inspection:
Bridge Closure A complete closure to traffic as a result of structural
damage to critical components.
Lane Closure The inspection results in the closure of one or more
lanesdue tostructural problems.
Temporary Load Posting The inspection results in the temporary
loadposting of the bridge until repairs can be accomplished.
Other Restriction If limits are placed on a bridge for some other reason
than the three listed above, the Other Restriction option may be selected.
(Example: sidewalk closure due to structural defect.) This item may be used
to further explain any closures, postings, restrictions or other actions taken
with the damaged structure. This explanation shall be documented within
the Mitigation Measures Taken section of the CDBRR as described below.
Lead Inspectors Name/CDBRR Author The team leader that performed
the inspection or the person completing the CDBRR. (These are usually one
and the same. On infrequent occasions, the CDBRR may be completed without
there having been an inspection by BPO.)
Lead Inspector Cert# The team leaders certification number.
(Leaveblankif there was no inspection by BPO.)
Co-Inspectors Name The assistant inspector to the team leader.
(Leaveblank if there was no inspection by BPO.)
Inspection Date The date when the inspection of structural deficiencies took
place. (Leave blank if there was no inspection by BPO.)
Incident Reported to the owner agency by The individual that reported
thedamage to the owner agency. (Leave blank when not applicable.)
Date Reported actual date when the incident was reported to the owner
agency. (Leave blank when not applicable.)
Phone Number Contact number for the individual that reported the incident.
(Leave blank when not applicable or unknown.)

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2. Incident Information This portion of the CDBRR describes the incident

information along with the deficiencies found on the structure. The items within
this section of the CDBRR are described below.
Description of Incident Description of the incident that caused damage
tothe structure, if the information is available.
Description of the Facilities Damaged Detailed description and locations
ofdamage to the structure. For example, on over height collisions, the team
leader should measure and identify the extent and degree of the damage as
wellas the vertical clearance at the point of impact.
Mitigation Measures Taken Description of any actions taken to safeguard
the traveling public until recommended repairs can be made.
Description of Recommended Repair(s) Description of repairs required
tocorrect the deficiencies noted. This may be added while on-site or sometime
after the field visit prior to submitting.
3. Intermediate CDBRR Updates This section is filled out whenever an
intermediate update to the CDBRR is made. See Section 6.02.B for CDBRR
submittalrequirements.
Multiple Intermediate Updates are possible.
The items within this section of the CDBRR are described below:
Description of Update Description of the information to be updated. Insert
initials/date in front of the description. This information is to remain in the
report as subsequent intermediate updates are made. Insert initials/date in front
of each individual description.
Submitted By The individual who most recently updated the CDBRR.
Date Submitted The date when the CDBRR is updated.
4. Post Repair Update This section is filled out only when all repairs necessary
to reopen the structure to unrestricted traffic have been completed. This section is
generally to be completed within one month after completion of the recommended
repairs has been verified. This section is typically filled out by the Repair
Specialist. See Section 6.02.B for CDBRR submittal requirements.
The items within this section of the CDBRR are described below:
Description of Work Done Description of repair work performed to correct
the deficiencies to the structure. The appropriate verification photos may
beattached as needed.
Date of Repair Completion Date when the actual repairs were completed
and restrictions removed. If the completion date is not known, use the date
verified by BPO.
Submitted By The individual who updated the CDBRR.
Date Submitted The date when the CDBRR is updated.

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B. CDBRR Reporting
1. CDBRR Submittals After the Damage Inspection is performed, the typical
CDBRR will only contain information within the Bridge/Inspection Team section
and within the Incident Information sections. Once completed, the team leader
must place a PDF copy of the CDBRR in the Files tab of BridgeWorks for the
respective structure, and send a copy of the report to the Bridge Preservation
Engineer (for State bridges) or the WSDOT Local Programs Bridge Engineer
(for local agency bridges). The information shall also be entered in the follow-up
tracking system (by the Bridge Preservation Supervisor or his delegate), all within
three (3) business days after identifying the damage. For NBI reportable structures,
the Bridge Preservation Engineer or the WSDOT Local Programs Bridge Engineer
will then forward a copy of this report to the FHWA Division Bridge Engineer as
soon as possible but no later than five business days after identifying the damage.
Team leaders for the State are required to save the current XML file and a PDF
copy of the CDBRR and all other electronic files, including emails and photos,
associated with the Damage inspection into the Bridge Damage folder on the
network. Damage inspections requiring a CDBRR and subsequent UPDATES are
saved into W:\Data\Bridge Damage\CDBRR Events\(Inspection Year) directory.
State team leaders are also required to send an email to the Bridge Preservation
Engineer and the Bridge Preservation Supervisor, with a cc to the Load Rating
Engineer, informing them that the CDBRR form is complete and saved within
Bridge Damage Folder as described above.
2. Post Repair Reporting The purpose of the CDBRR is to provide accurate and
timely information to other interested parties, as well as to provide accountability,
hence the requirement for submission of the Post Repair Update as soon as possible
after satisfactory verification of the completion of the work and the removal of
traffic restrictions.
The individual who completes the final UPDATE on a CDBRR may have to rely
on reports and photos from those who have actually done the repair work. This is
understandable and justified, recognizing that those who actually perform the work
may not be the same person responsible for the bridge inspection and reporting.
It is permissible in certain circumstances to verify the work and complete the
Post Repair Update from the office based upon reports received from others.
Consult with your supervisor, the Bridge Preservation Supervisor, or the Bridge
Preservation Engineer to make the decision and to determine how the information
is to be entered into the database (usually by Informational Report).
However, it remains a good and expected practice to have trained team leaders
field verify that all the repairs are complete and satisfactory. If changes in condition
coding are not anticipated, the follow-up verification inspection (one-time interim)
is to be conducted within six months of completion of the required work. But
in cases where NBI/BMS condition codes were reduced due to the incident and
may be considered for increase after completion of the repair work, the follow-
up verification inspection should be conducted as soon as possible following
completion of the repair work.

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After the repair verification is complete (from the office or by field inspection),
a copy of the Post Repair Update shall be placed in the bridge file, a copy is also
sent to the Bridge Preservation Engineer (for State bridges), or the WSDOT Local
Programs Bridge Engineer (for Local Agency bridges), and the follow-up tracking
system shall be updated (by the Bridge Preservation Supervisor or his delegate).
For NBI reportable bridges, the Bridge Preservation Engineer or the WSDOT
Local Programs Bridge Engineer will then forward a copy of this report to the
FHWA Division Bridge Engineer. Update and resubmit the NBI and BMS data
asnecessary and described in Chapter 3.

6.03 Other Damage Reports

Most damage inspections do not end up requiring a CDBRR. The most common case
is related to vehicular impact damage, but other situations (e.g. scour, fire, sudden joint
failure) are possible.
For those damage inspections that do not require a CDBRR, complete the Damage
Inspection Report (DIR) as outlined in Chapter 3. For some cases of minor damage
that are not likely to require a structural repair and where the region has not specifically
requested our assistance a field inspection may not be required by BPO. Consult
with your supervisor, the Bridge Preservation Supervisor, or the Bridge Preservation
Engineer for further guidance. For such cases, the DIR may be completed using
information provided by the region or other sources. On occasion, a DIR may not
be needed at all for vehicular impact incidents requiring nothing more than minor
cosmetic repair provided there are not legal or cost recovery circumstances involved.
Consult BPO management to make the determination.
For all cases involving vehicular impact and requiring a DIR, the lead inspector
assigned to respond to the incident shall provide within 3 working days of initial
notification the following information in an e-mail addressed to the Bridge
Preservation Supervisor and to the Repair Specialist:
Structure ID; Bridge Number; Bridge Name; Bridge Location (MP)
Date of Incident (if known; note if unknown)
Description of Incident
Identity and contact info of the person or office who reported the incident to BPO
(note if unknown)
Date the incident was initially reported to BPO
Date of BPO Inspection; names of Lead Inspector and Co-inspector (actual date,
expected date, or a note if no field inspection is expected)
Brief description of damage to the structure
Brief description of anticipated repair recommendations
Status of inspection/report (for those cases where an inspection is expected)
All inspection related damage photos and sketches shall be uploaded to the Damage
Directory on the network (W:\Data\Bridge\BridgeDamage\Year xxxx\[bridge no.]
[structure type] [incident date]).
Permission levels for this network location are set such that information can be
uploaded to and/or copied from this directory, but edits and deletions can only be made
by select individuals (Bridge Preservation Supervisor, Repair Specialist, QA Engineer).
Notify one of these individuals if corrections/deletions are needed.
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6.04 Bridge Repairs

A. New Repair Entries
When a bridge inspection identifies a routine structural or non-structural deficiency,
i.e., any deficiency that is not identified in Section 6.02, a repair note describing
the deficiency and recommended repair should be written in the Bridge Inspection
Report(BIR).
1. BIR Repair Note The State utilizes the following guidelines when describing
and documenting deficiencies needing repair.
Deficiencies that require repairs shall be documented in the body of the
BIRwith the associated BMS elements.
The description of the deficiency should be concise and detailed, including
location and size of the defect.
Photos of deficiencies requiring repairs shall be taken for proposed and
completed repair of any priority. Multiple photographs of a defect, including
anoverall view along with close-ups, are recommended.
A REPAIR notation should be put in the individual element note with the
appropriate repair number. The repair number is generated by BridgeWorks
andis referenced in the Repairs tab of the program.
Example: Stringer F in Panel 2 at Floor Beam 2 has a 4- long crack at the
topcope. See photo #7. REPAIR #12345.
2. Repair Entry Repair entries for deficiencies found during the course
ofabridge inspection shall be entered within the Repairs tab found in
theBridgeWorksprogram.
The repair entry should include:
Priority for the repair
Repair responsibility for the repair
Date when the repair was first noted
Accurate description of the repair required
Proper identification of specific repair location(s). (In addition to notes in the
description, consider adding a map and/or spreadsheet to the Files tab for any
case that might be at all confusing to those who may not be not intimately
familiar with our terminology and layout on a bridge.)
Photograph(s) of the damaged area
Notice of any difference in the bridge orientation (pier numbering) from that
inthe plan drawings accessible on BEISt
It is recommended that repair entries with multiple items similar in nature are
contained within the same repair. Do not put multiple repair items 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.

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Not Similar Replace upper 10 ft. RT timber Pile 5A and entire RT timber cap
atPier 6.
Due to the number of repairs generated for similar components, the State utilizes
standard descriptions for similar types of repairs called the Repair Protocols
which are located at W:\Data\Bridge\BridgeRepair\Repair Protocols. Contact
BPO for examples and additional guidance for the protocols. For any repairs that
are likely to require additional repair instructions from the BPO office, advise the
Bridge Preservation Supervisor and the Repair Specialist of that need.
3. Repair Responsibility Repair responsibilities utilized within the BridgeWorks
program organizes repairs into separate repair types. The state utilizes these
repair types to assign responsibility to the various entities that will, in most cases,
ultimately perform the repair.
The following repair responsibility codes are utilized by team leaders for the state.
B Bridge Repair
These repair responsibilities are generally associated with the bridge or
conditions that impact elements of the bridge to include structural deficiencies,
non-scour related erosion or conditions preventing proper inspection. Regional
bridge crews are typically charged with completing these types of repairs for
state structures.
Note: Regional Inspection staff are not expected to conduct in-depth inspection
on bridge mounted signs and sign supports, but are expected to stay alert
to obvious defects that can be safely observed and that may need further
inspection and/or repair. Such defects on bridge mounted signs are to be
communicated to the BPO sign bridge team at the first opportunity. They will
typically provide repair recommendations via the Sign Bridge Repair List. But
for a severe defect, direct communication to the regional bridge crew can and
should be made if the BPO sign bridge crew is not available for quick response.
Keep a record of any such communication and provide it to the BPO sign
bridge team.
V Vertical Clearance Repair
This indicates that the bridge has restrictive overhead clearance for vehicular
traffic and that no signing or improper signing is in place. Vertical clearance
signs are required for measured clearances less than or equal to 15-3 and
the policy for the State is to post at a height 3 less than measured. Measured
clearances less than 14-3 require advanced restrictive height warning signs as
defined in the updated MUTCD. State team leaders shall follow the guidelines
in Section 3.04.1.J for further instructions on vertical clearance repairs. The
Bridge Preservation Office (BPO) Geometry Engineer is tasked with keeping
track of vertical clearance issues and repairs for State structures. Regional
Sign crews are typically charged with completing these types of repairs for
statestructures.

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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 BPO Scour Engineer or the Local Agencys hydraulic engineer
will review and may revise the recommended repair, the repair priority, or may
deactivate the repair altogether after careful review of the bridge site. A note by
the hydraulic specialist should be added to the inspection report detailing their
findings, typically within the note of WSBIS Item 1680. Regional bridge crews
are typically charged with completing these types of repairs for state structures.
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.
Team leaders for the state shall apply the following guidelines when selecting
aScour repair responsibility.
For new scour repairs or monitoring, enter an (S) scour repair
(responsibility) and assign it a Priority 0, see Section 6.04.A.4. Notify
the Bridge Scour Engineer, including photos, sketches and any other
information. Code BMS Element #361 in the BIR and provide notes with
the date that the scour engineer was contacted. The scour engineer will
review the conditions and set the priority.
For existing repairs, for scour with a set priority, insure that the repair
(responsibility) is changed from a (B) to an (S) and leave the existing
priority as it is set. If the existing priority is (S), set it to 0 and notify the
BPO Scour Engineer.
When a change in condition to an existing repair for scour is identified,
insure that the repair (responsibility) is changed from a (B) to an (S).
Notify the BPO Scour Engineer, including photos, sketches and any other
information. Code BMS Element #361 and describe the change noting the
date that the scour engineer was contacted.
Example Responsibility Priority
New Repair S 0 Comment and notify Scour Engineer
Exist Repair BS 1 (Leave)
Exist Repair BS S0 Notify Scour Engineer
Change BS 1 (Leave) Comment and notify Scour Engineer
Verify BS 1 (Leave) Comment and notify Scour Engineer
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 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

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at the correct railroad. For higher priority conditions, consider reducing the
inspection frequency.
Note: Vertical clearance signage needs on a railroad overcrossing will likely
become the responsibility of the region. Assign such repairs the responsibility
code V as outlined above.
U Utility Repair
This indicates that there is a deficiency 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.
Ifthe deficiency poses a safety risk to the traveling public or to bridge
inspection and maintenance crews, or if the deficiency is creating a problem
forthe structural integrity of the bridge, then the repair recommendations must
be communicated to the appropriate department/individual at the correct utility.
The Risk Reduction Engineer may be able to facilitate the communication
inurgent situations.
J Roadway Repair
This indicates that there is a non-bridge related deficiency in the roadway
approach to a bridge. Regional roadway maintenance crews are typically
charged with completing these types of repairs for State structures. Deck
jointsand defects on both sides of the abutment headers are B repairs and
notJrepairs.
4. Repair Priority The priority of the required repair establishes the urgency
atwhich the repair shall take place. The priority may evolve into a more urgent
priority if repairs are not completed.
Emergency Repair work requiring immediate action when structures are
partially or completely closed.
Urgent Repair work requiring prompt action and must be completed when
structural details and bridge crews become available.
Emergency or Urgent repair needs must be communicated directly to the
region maintenance staff (or bridge owner) via phone call and follow-up email.
Copy the Bridge Preservation Supervisor and the Repair Specialist on any
suchcommunication.
There is no specific Emergency or Urgent priority designation in the
inspection application and these repairs may not always end up being
published in the Bridge Repair List on BEISt. (A not uncommon example of
an emergency repair is a deck hole-through where the hole is reported to the
region maintenance crew by others and they respond and fix it immediately.
In such a case, the bridge office may not send a crew or prepare an inspection
report until well after the defect has been repaired.) But whenever an
emergency or urgent repair need is entered into the application, the repair entry
must be assigned an appropriate priority from the following listings (usually
Priority 1 but sometimes Priority C when a CDBRR event is involved.)

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Priority C Priority C is to be assigned to any CDBRR related repair entry

that must be completed before the bridge may be returned to the level of
unrestricted service that existed before the event. Priority C is to only be
used in conjunction with a CDBRR event. Do not use Priority C for repairs
that do not directly lead to a lifting of the restrictions imposed as a result of
the CDBRR event. Completion of a Priority C repair (by maintenance or by
contract) will require follow-up by inspectors to verify the repair entry(ies),
review condition coding, update the CDBRR, and disseminate the information
to the appropriate individuals. Completion of a Priority C repair must be
communicated directly to the Bridge Preservation Supervisor and the Repair
Specialist. See Section 6.02.B for CDBRR reporting requirements.
Priority 1 A Priority 1 repair describes a deficiency to a primary bridge
element that could cause a major impact to the bridge such as load restrictions.
This type of deficiency 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 repair which if left uncompleted,
could turn into an urgent or emergency repair during next inspection.
Priorities 1 and C are the highest priorities that can be assigned within the
inspection application.
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 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
atimely manner. Additionally, the Rating Revision flag (WSBIS Item 2688)
may require a Y to reexamine the bridge for load carrying capability.
Examples of deficiencies requiring Priority 1 repairs are as follows:
Repairing exposure of damaged strands and/or rebar.
Removing or mitigating any existing potential for material falling from
thebridge.
Repairing significant joint defects that impact the bridge or create traffic
hazards such as D spalls in the header with exposed steel.
Trimming or removal of trees, brush or debris that interferes with inspection
procedures or equipment access. List the month and year of the next
inspection by which this repair needs to be completed.

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Priority 2 A Priority 2 repair describes a minor to moderate deficiency

to aprimary bridge element or a major deficiency to a secondary bridge
element. This type of deficiency would not cause major impact to the level
of service ofthe bridge or compromise safety. But, this type of deficiency
may lead to more extensive and costly structural repairs if not completed
inatimelymanner.
Priority 2 is different from Priority 1 in that a Priority 2 deficiency 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.
Examples of deficiencies requiring Priority 2 repairs are as follows:
Repair Yellow-tagged (YT) timber members.
Repair spalling in secondary members.
Repair spalling in the deck soffit and/or concrete girders. If not excessive,
this could be a Priority 3.
Priority 3 A Priority 3 repair is generally a minor nonstructural or
Housekeeping type of repair that could evolve into a higher priority
ifnotcorrected.
Examples of deficiencies requiring Priority 3 repairs are as follows:
Cleaning of drains, bridge members or deck and sidewalk surfaces.
Remove debris from off of pier caps and abutments.
Remove garbage, debris or vegetation from around abutments piles
orretaining walls.
(Note that all such repairs shall be elevated to priority 1 if the material of
concern is significantly impeding operation of bridge structural components
or is making complete structural inspection of the bridge impossible.)
Priority M 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. The state utilizes the following guidelines when
implementing and administering monitor repairs.
Every monitor repair note must be updated at each routine or interim
inspection with a clear statement of findings. 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
state, No changes noted and include the year and initials. This specific
instruction applies to monitor repairs only.

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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 file with historical data in the monitor repair note.
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 the Bridge Preservation Supervisor to
determine if a monitor repair is appropriate.
Priority 0 A Priority 0 repair is typically used only for J repairs and other
repairs not directly attached to, or affecting the bridge. This priority is also used
for new scour repairs, as a flag to the WSDOT Scour Engineer, to indicate the
need for review and actual assignment of the proper priority.
However, for J and U repairs, inspectors must use judgment in determining the
impact of the situation. If an existing condition directly impacts the structure,
presents a safety hazard, or interferes and prevents the bridge from being
properly inspected a Priority 1 should be assigned. Conditions creating a hazard
to pedestrians or traffic need to be reported to the region by the inspector as
soon as possible and a note of the communication identifying the date, time and
point of contact should appear in the repair note.
B. Modifying Existing Repairs
When there is need to change or update the verbiage within a repair entry after
subsequent inspections, team leaders for the State shall apply the following guidelines
when modifying the repair.
The team leader shall add his/her initials along with a date in parenthesis
with a brief description of any changes to an existing repair note, including
aprioritychange.
Minor edits to repair text (spelling, caps, minor grammatical changes) should
generally be avoided unless something else is being done to the entry.
Edits to repair priority entries other than priority M need be made only when the
conditions/needs change sufficiently to warrant an update.
If a significant change to a repair is needed, eliminate the original repair entry by
entering a date in the Verified column. Add a note in parenthesis in the repair
description stating reasons for its removal, and then enter a new repair with the
original repair date in the Noted field. (The application typically enters todays
date in the Noted field when a new repair is created. The Noted date can be
changed by the inspector and must be changed in all cases where the contents
ofaprevious repair entry are entered into a new repair entry.)
Break out and rewrite repairs when dissimilar elements are called out in the same
repair as described in Section 6.04.A.2. Date the new repair with the original repair
date for the respective elements.
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C. Repair Verification
At each routine inspection, the current status of all open (not previously verified)
repair entries must be reviewed by the inspection team and field reviewed provided
the necessary access equipment is available. If the recommended work has been
completed, the repair entry in the BIR shall be verified in accordance with the
following guidelines.
BMS element condition states and notes where the repairs are referenced must
beupdated to accurately describe the repaired condition after the inspection.
Any portion of a primary BMS element that has been repaired is typically coded
inCondition State 2. Primary members that have been completely replaced should
be returned to Condition State 1.
A completed repair should have before and after photos with the verification date
and the repair number referenced in the individual BMS element note. Remove
thisverification note during the subsequent inspection.
Example: Stringer F in Panel 2 at Floor Beam 2 crack has been stop drilled.
REPAIR #12345 verified on 1/20/02. See photos #7 and #9.
In the Repairs tab of BridgeWorks, the team leader should enter the
verification date within the Verified column and attach the after photos to the
Photocolumn.
Explain in the repair description why verification could not be accomplished and
what it will take to do so for the next inspection (equipment, environment, etc.).
Repairs to state structures are most often performed by region bridge maintenance
crews. Their work is often reported to BPO via a Maintenance Bridge Repair Report
(MBRR) (see also Section 6.05). When this is done, the BridgeWorks application uses
the info entered in the MBRR to enter a Maintenance Date (Maint).
The Maint date informs the bridge inspection team that the work specified by the repair
entry has been completed. Once the date is entered, the responsible maintenance crew
does not typically revisit this repair entry. The bridge inspection crews responsibility
at this point is to verify that the reported maintenance satisfactorily completes the
recommended repair(s). When a Maintenance date has been entered, consideration
should be given to the need to schedule appropriate access equipment prior to heading
out to the field. Discuss with your supervisor as needed.
There are, on occasion, repair entries within BridgeWorks that contain inappropriate or
unexplained maintenance completion dates. Scenarios include, but are not limited to:
1. The work performed does not complete the full scope of the original repair
recommendation;
2. The work performed is not satisfactory;
3. Further deterioration has occurred rendering the work performed inadequate;
4. There is no visual evidence of any work done; (e) the work performed belongs
infact to a different repair entry (i.e., the MBRR was improperly entered).
In cases such as these, correction is needed to ensure that the repair needs continue
tobe properly communicated back to the region bridge maintenance crews.

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The team leader shall apply case-by-case judgment in making these corrections.
Twoprimary options should be considered:
Option A Add a verified date with photos and/or notes in the repair description
(does not have to be both provided there is no question of the intent). Write a new
repair entry with appropriate supporting information and noting the changes being
made. (Example: A repair entry of large scope has been partially completed. The
existing entry could be verified, the description modified to note the portion that
was completed, and the new entry would be referenced. The new repair entry
would reference the old entry, note the partial completion and would describe
theremaining scope. In most cases, the noted date of the new entry should be
thesame as the original entry.)
Option B Enter an Override Date in the BridgeWorks application. Modify the
repair description to explain the reason for the override and provide the date and
initials of the author. (This option may be most appropriate for a case where the
Bridge Repair report was incorrectly entered. It could also be appropriate for the
case where only a small part of the overall scope of a repair was addressed by the
work in the Bridge Repair Report.)
In some extreme and/or complex cases, direct communication with the region bridge
maintenance crew to explain the situation may also be advisable.

6.05 Maintenance Bridge Repair Report (MBRR)

The repair descriptions from the inspection reports for WSDOT-owned bridges
are entered into the Bridge Repair List (BRL - a state document), which can be
viewed on the internal homepage of the WSDOT website. The BRL is updated twice
a year. Maintenance crews for the State will review the list and schedule the work
to complete selected bridge repairs. When a repair is completed, the maintenance
crew may submit a Maintenance Bridge Repair Report (MBRR) documenting the
completed repair. The MBRR is typically submitted electronically via a link provided
on the Bridge Repair List website. If submitted electronically, the program inserts a
maintenance date for that repair into the database. Entering the maintenance date
will automatically remove the repair from the next edition of the printed active Bridge
Repair List. However, the unverified repair along with the maintenance date will still
appear in the next Bridge Inspection Report (BIR). The MBRR is a state document,
but it is available to Local Agencies for utilization if they do not have a bridge repair
documentation process in place.
An example of a completed Maintenance - Bridge Repair Report can be found at the
end of this chapter.

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Chapter 6 Damage and Repairs

6.06 Forms
Critical Damage Bridge Repair Report
Critical Damage Bridge Repair Report - Instructions
Maintenance - Bridge Repair Report Example

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Damage and Repairs Chapter 6

CDBRR

Critical Damage Bridge Repair Report Update

Agency Name Structure ID Bridge Number MP Incident Date

Bridge Name CDBRR Date: Check all that apply

(Top three require a CDBRR)
Lead Inspector's Name/CDBRR Author Lead Inspector's Cert# Bridge Closure
Lane Closure
Co-Inspector's Name Inspection Date Temporary Load Posting
Other Restriction

Incident Reported to BPO by Date Reported Phone No:

Incident
Description of Incident

Description of Damage to the Structure

Mitigation Measures Taken (And explain in more detail any closures, postings, restrictions or other actions taken)

Description of Recommended Repair(s) (This may be added while onsite or sometime after the field visit prior to submitting)

Intermediate CDBRR Update:

Description of Update:

Update Submitted By: Date Submitted:

Post Repair Update : For use by the Repair Specialist

This section to be completed within 1 month after verified completion of recommended repair.
Description of Work Done

Date of Repair Completion or BPO Verification Update Submitted By (Print Name) Date Submitted
Date If Completion Date Is Unknown

Page 1 of 1

Critical Damage Bridge Repair Report

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Chapter 6 Damage and Repairs

A CDBRR is required whenever one of the four conditions

in the red box below have been executed.

CDBRR

Critical Damage Bridge Repair Report Update

Agency Name Structure ID Bridge Number MP Incident Date

Bridge Name CDBRR Date: Check all that apply

(Top three require a CDBRR)
Lead Inspector's Name/CDBRR Author Lead Inspector's Cert# Bridge Closure
Lane Closure
Co-Inspector's Name Inspection Date Temporary Load Posting
Other Restriction

Incident Reported to BPO by Date Reported Phone No:

Incident
Description of Incident
These text fields expand as the line is filled. If more than 255 characters are in any of these lower boxes
Description of Damage to the Structure
the boxes will be outlined with red dashed lines. Ignore the validation error pop-up box when saving the file
Mitigation Measures Taken (And explain in more detail any closures, postings, restrictions or other actions taken)
Save the file following the prescribed naming convention.
Description of Recommended Repair(s) (This may be added while onsite or sometime after the field visit prior to submitting)
Create a PDF copy and store both that and the .xml copy in the Bridge Damage folder.
Intermediate CDBRR Update:
Description of Update:
This text field expands as the line is filled.
Update Submitted By: Date Submitted:

Post Repair Update : For use by the Repair Specialist

This section to be completed within 1 month after verified completion of recommended repair.
Description of Work Done

Date of Repair Completion or BPO Verification Update Submitted By (Print Name) Date Submitted
Date If Completion Date Is Unknown

Do not fill out this section outlined in red

unless returning to the site to report on the
repairs that have been completed - The
Update Report type up above (top right
corner) would be selected at this time.

The final procedure once the form is completely filled out is to create a pdf
copy of it for placement into BridgeWorks. The XML file should not be placed
in BridgeWorks. Place both copies (XML & pdf) in the Damage folder with
any other documentation, photos etc. per WSBIM procedures in Ch. 6.
Page 1 of 1

Critical Damage Bridge Repair Report - Instructions

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Damage and Repairs Chapter 6

BEISt - Maintenance Report Page 1 of 1

To: Bridge Preservation Office Maintenance Date 2006-07-18

PO Box 47341, Olympia, WA 98504-7341

Structure Identifier 0005090A 10000

Bridge Number 5/321 Bridge Name CAPITOL LAKE
Mile Post 104.52 Location 0.5 N JCT US 101

Repairs Completed By
B - Bridge Maintenance

Origin of Repairs
B - Bridge Repair List Repair No S10000, Priority 1, Dated 2003-12-03

Repair Description
Repair the strip seal at the north abutment. (verified - repair completed but has failed again; see new
repairs 10002-4)

Type of Materials Used - Suppliers

Sand blast and sika-flex with backer rod

Repair Remarks and Details

Cleaned expansion joint by sand blasting and poured sika- flex joint.

Weather Conditions

Completed By Steve McIntyre Posted Date 2006-07-18 Map Repair No

http://hqolymbrgsql01p/InventoryAndRepair/Repair/BRIDGE/Maints/Maintenance/6335d... 11/6/2012

Maintenance - Bridge Repair Report Example

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Chapter 7 Quality Control/Quality Assurance

7.01 General
This chapter establishes policies on how the Washington State Department of
Transportation (WSDOT) and local agencies within the state of Washington conduct
quality control/quality assurance (QC/QA) on its respective bridge and tunnel
inspection programs to meet FHWA requirements within 23 CFR 650.307(c),
650.313(g), 650.507(c) and 650.513(i).
The guidelines presented herein are those in use by both the WSDOT Bridge
Preservation Office (BPO) and Local Programs (LP). Sections 7.02 through 7.08
pertain to the QC/QA program implemented by the BPO. Sections 7.09 through
7.11 pertain to the QC/QA program developed by the LP Office. Local Agencies are
encouraged to follow these guidelines so as to provide a consistent basis for evaluation
and reporting of inspection data.
The QC/QA programs documented in this chapter, including the appendices, have been
approved for use by the Federal Highway Administration (FHWA.) As an alternative
individual agencies may choose to establish their own QC/QA policies and procedures.
The procedures will require documentation similar to what is discussed in this chapter
and meet the approval of the SPM or named delegate as well as the FHWA Division
Bridge Engineer within the state of Washington.
Any QC/QA program being developed will want to reflect on the five areas identified
in 650.307 through 650.315 and 650.507 through 650.515. A thorough QC/QA
program will examine these five areas as well as any internal policies and procedures
established within a given agency as a means of determining whether or not the
inspection program maintains what FHWA defines as a high degree of accuracy
andconsistency.
The five topics identified in 23 CFR 650 include:
Bridge Inspection Organization (650.307 and 650.507)
Inspection Staff Qualifications and Re-Certification (650.309 and 650.509)
Inspection Frequency (650.311 and 650.511)
Inspection Procedures (650.313 and 650.513)
Inventory (650.315 and 650.515)
There are also many sources of information available that can help an agency in
developing their own QC/QA programs. One particularly helpful is a document written
by Dr. Glen Washer and Dr. C. Alec Chang entitled Guideline for Implementing
Quality Control and Quality Assurance for Bridge Inspection. AASHTO sponsored
the creation of this document completed in June 2009 to help those agencies in need of
assistance in developing their own QC/QA programs. Section 1.4 from that document
identifies seven characteristics that are common to effective programs.

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These include:
1. Independent Reviews.
2. Objective and quantitative measures of quality.
3. Quality program documentation.
4. Comprehensive coverage of the inspection and load rating program.
5. Established procedures for corrective actions.
6. Established schedule for evaluations.
7. Documented review procedures.
The section concludes by saying that these characteristics of effective programs
can be used in many ways and methodologies depending upon an agencies specific
programmatic characteristics and needs.
It is the intent throughout this chapter that the term bridge refers to all structures
including bridges, culverts and tunnels. The QC/QA process for tunnel inspections
performed in the state of Washington is currently under development and is anticipated
to be incorporated into the 2018 update of the WSBIM.

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7.02 WSDOT Bridge Preservation Office Quality Control Program

A.Purpose
To establish within management a diverse set of quality control (QC) procedures to be
used in the BPO in order to maintain a high degree of accuracy and consistency within
the BPO inspection program. These procedures have been developed uniquely for each
of the different units in the office. The procedures focus on the following areas:
Qualifications of designated positions within the office.
Maintaining bridge information (electronic and physical information).
Management/analysis of bridge load rating and bridge scour.
Office review and Field verification of information and conditions collected in
bridge inspection reports.
The QC programs role is to evaluate and communicate directly with staff, any
assessments made of their work. BPO policy and practices should be evaluated
throughout this process and be addressed and adjusted accordingly in order to create
amore consistent and accurate inspection program.
B. Definitions
Both the National Bridge Inspection Standards (NBIS) Regulation 23 CFR 650.305
and National Tunnel Inspection Standards (NTIS) regulation 23 CFR 650.505 define
Quality Control as those procedures intended to maintain the quality of a bridge/
tunnel inspection and load rating at or above a specified level. QC is performed within
aworkgroup.
C. Time Frame of Evaluation
This is an ongoing process throughout the year by each of the individual units within
the office.
D.Personnel
To meet the federal requirements identified in 23 CFR 650 for Bridges, Tunnels,
Structures and Hydraulics, the BPO has six distinct units that work together. These
units consist of the following:
Coding and Appraisal Unit
Regional Inspection Unit
Risk Reduction Unit
Special Structures Unit
Underwater Inspection Unit
Movable Bridge Unit (Ch. 8 is dedicated to this unit and the work performed)
The QC program will be administered by the supervisor in each of these respective
units. There may be portions of the work that are delegated to staff positions. This
work will be addressed further below in each of the individual units.

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7.03 Coding and Appraisal Unit

The Coding and Appraisal Unit is led by the Coding and Appraisal Engineer and is
responsible for administering QC procedures within the unit. Listed below are those
areas identified in 23 CFR 650 that require defined QC procedures. These procedures
may be delegated to others within the unit at the discretion of the Coding and
AppraisalEngineer.
A. Bridge File Maintenance
There are two positions within the Coding and Appraisal Unit that work at maintaining
both the physical and electronic bridge files. These are parallel positions (Resource
Technician and Inventory Technician) that operate as QC for each other.
Physical Letter Files The Resource Technician performs an annual audit by
comparing a current list of bridges from the Washington State Bridge Inventory
System (WSBIS) database against the physical letter files. All conflicts between the
electronic list and the physical letter files are addressed, validating both the physical
and electronic portions of the bridge files. This audit has three QC functions:
Identifies physical letter files that are missing so they can be recovered.
Validates the accuracy of the electronic database with respect to the bridges listed
in the inventory.
Ensures that records for bridges that have been added, transferred, or removed from
the inventory are complete and accurate.
Verify that all signed inspection reports from the previous year made it into the
letterfile.
There are two types of letter files depending on the type of inspection a bridge
receives. Appendix 7.12-A provides information on what is contained in each of these
two types. The physical letter files are located in the Bridge Resource Room (Room
#2041). See the attached Bridge Office floor plan in Appendix 2.06-A for locations of
the other various types of physical files kept in the office.
Electronic Files The Resource Technician is also responsible for scanning electronic
copies of signed inspection reports which are placed in the physical letter files, for
placement in the electronic file for a particular bridge. The Inventory Technician is
assigned the task of QC of this scanning process, reviewing 10 percent of the electronic
files for accuracy and completeness.
Items reviewed include whether the final inspection report form was the released
version of the report, all pages are included, all inspection types listed on the first page
are included, and that the Team Leader signed the report. Once the spot check has been
performed by the Inventory Technician on a batch of inspection reports, the Resource
Technician uploads the reports on the BEISt server for access by all with the privileges
to do so.

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B. Processing Inspection Reports

Field Inspections Bridge inspection reports are processed by the Bridge Data
Steward after all the QC is complete between inspectors and supervisors. The Bridge
Data Steward performs the following QC actions:
Validates that the QC process between the inspectors and supervisors was
performed (initials required on WSBIS sheet used to initiate inspection processing).
Checks changes made to all codes in WSBIS report for reasonableness and
consistency.
Runs automated error checks within BridgeWorks application. See BPO coding
guide for a detailed list of error checks.
Checks to ensure that inspection report types are used correctly, and that when
multiple report types are used in a single inspection that they all have the same
inspection date.
When these checks are completed and errors corrected, the Bridge Data Steward
releases the inspection data into the State System Bridge Inventory database.
The Bridge Data Steward then prints out a fresh copy of the bridge inspection report
with released data, and sends that to the bridge inspectors for signature. The Bridge
Data Steward then sends the WSBIS report with initials validating the inspector QC
process to the Bridge Resource Technician, who also receives the signed inspection
reports from the inspectors for scanning and filing. This WSBIS report is matched
against the signed inspection reports to ensure they are returned to the Bridge Resource
Technician for final processing as described above. The WSBIS report with QC initials
is then filed for auditing purposes. These changes will then be permanently recorded in
the database and immediately visible on the BEISt website.
Informational Inspections The State System Bridge Inventory database often
needs updated information from sources other than field bridge inspections. This
includes updates to traffic or route information and setting flags for inspectors to take
measurements or other specific field work that should be performed during the next
field inspection. In all cases, a note is added to the informational inspection describing
the changes made.
When single bridges or a small number of bridges need updating for new non-
inspection data, the electronic data is reviewed and processed by the Bridge Data
Steward prior to releasing into the database, though no printouts, signatures, scanning
or filing is done. When batch updates are performed on a large number of structures,
the Bridge Data Steward is involved in reviewing the changes, but the release
process is done automatically by the BridgeWorks Application Engineer. Similarly,
informational inspections are also created by the Bridge Preservation Supervisor as
needed to make changes to bridge repairs. These changes are not reviewed by the
Bridge Data Steward.

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C. Coding New Bridges

The Bridge Inventory Technician has primary responsibility for tracking the
construction of new bridges and entering them into the State System Bridge
Inventory database. See the attached flowchart in Appendix 7.12-B that describes this
process. This involves considerable coordination with many individuals both within
BPO and other offices in WSDOT to obtain complete and accurate information. Due to
this complexity, the flow chart is considered part of the QC process since it plays a key
role in ensuring that all steps are taken.
QC of the inventory process consists of the following:
All plan sheets are reviewed by the Bridge Resource Technician prior to loading
onto BEISt to ensure that the sheet labels are correct and that the image is complete
and legible.
The new bridge inventory data is created as an Inventory report type, and is
reviewed by the Bridge Data Steward prior to release into the State System Bridge
Inventory database.
D. Data Concurrency
The Bridge Geometric Engineer is responsible to make sure that selected WSBIS fields
have data that is reasonably concurrent with other WSDOT databases which serve as
sources for these fields. Since this is a manual operation at this time, data queries are
initiated with several other offices once per year in the late summer and the WSBIS is
updated with the revised data in the following winter. The WSBIS fields managed this
way are included in Appendix 7.12-C.
In order to obtain complete information on these selected fields from other databases
in WSDOT, these external databases must have a complete and current list of
bridges in the WSBIS and selected location information accurately coded. Regular
communication and cross checking between the Bridge Geometric Engineer and
the data stewards for these other external databases ensures this data integrity and
concurrency, and has significant quality benefits for both the WSBIS and other
databases with shared information.
E. Vertical Clearance and Clearance Posting
The Bridge Geometric Engineer manages the collection of vertical clearance data for
all bridges intersecting state routes. In most cases, this consists of providing guidance
to bridge inspectors on when and how to collect vertical clearance data, and reviewing
and entering this data after it has been collected. This work serves as a QC mechanism
for the vertical clearance data and for any bridge posting recommendations that result
from vertical clearance findings.
F. Inspector Certification
Every Team Leader is responsible for keeping their own records. Their supervisors
will validate certification training records during each annual performance evaluation
and provide this information to BridgeWorks Application Engineer for implementation
into the Bridgeworks software. Acceptable recertification courses or conferences as
established by the Statewide Program Manager (SPM) can be found in Chapter 1.
Inspectors who meet the qualifications retain active certification in the BridgeWorks
software and retain accounts as needed to create bridge inspection reports.
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G. Inspection Status Report and Performance Indicators

The BridgeWorks Application Engineer maintains a database and reporting tool
called the Inspection Status Report (ISR) that serves as a management dashboard
for the BPO. The ISR identifies bridges due for inspection and tracks their inspection
progress. It also creates a record of NBI compliance for on-time inspection for
federally reported inspection types. The ISR is considered a QC process for the entire
bridge inspectionoperation.

7.04 Risk Reduction Unit (Load Rating)

The Load Rating group is led by the Risk Reduction Engineer who is responsible for
administering QC within the group. QC consists of procedures defined below that
will assess load rating work completed by consultants as well as what is completed
in-house. Currently those load ratings completed by consultants and in-house consist
of state owned bridges that meet the federal definition of a bridge. QC levels 1 and 2
listed below will be applied to all ratings submitted to the load rating section.
A. QC Criteria
All state owned bridges (owner code 1), that qualify as an NBI reportable bridge with
new load ratings shall be reviewed per Level 1 as described below.
Level 1
Verify that a stamped summary sheet is included in the rating file.
Evaluate the rating factors, do they make sense? For example, is the OL1 RF
greater than OL2 or the RF for AASHTO 1 greater than HS20.
Verify that all elements/members that require ratings are rated.
Verify that preliminary calculations are included in the submittal, especially for
complex structures for accuracy. These files might include dead loads, factors, and
any assumptions used in the calculations.
Verify that the rating represent the condition of the structure based on the latest
inspection report.
Verify that each bridges physical characteristics are modeled properly.
Verify reinforcing/pre-stressing; typically check points at maximum stress.
Verify that dead and live loads are modeled properly.
Verify that the inventory and operating tons are updated in BridgeWorks and the
posting matches the rating where needed.
Level 2 This will require an independent load rating of eight structures per calendar
year for state bridges. Rating factors and condition of the superstructure or substructure
will be the main factors in choosing the bridges. That is, bridges with low rating factors
or have an NBI code less than 5 for superstructure or substructure will have higher
priority for review as well as when rating factors do not appear to be correct based on
either the design load or condition.

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7.05 Risk Reduction Unit (Scour Group)

The Scour Group is also led by the Risk Reduction Engineer and is responsible for
administering QC within the group. QC tasks may be delegated to the Scour Engineer
at the discretion of the Risk Reduction Engineer. QC of scour items will consist of
procedures defined below to assess the scour work completed by the Regional and
Special Structures Inspection Units as well as that of the Scour Group. QC will also
verify that new structures added to the inventory are properly designed for scour and
are not scour critical.
Note: The criteria set below contain QA elements.
A. Bridge Selection Criteria
All state bridges in which the scour code has changed since the last inspection. All
state bridges in which the POA has changed in regards to new directions to the regions.
These two items will be verified for validity.
In addition, a list of 60 bridges over water will be selected randomly from the previous
inspection season. Of the bridges selected, 40 of them shall have a scour code of 2, 3,
4,or7.
B. Office Review
Verify that each bridge over water has a scour summary sheet, scour calculations
ifappropriate, a bridge layout sheet and initial ground line drawings.
Verify that the bridge is properly coded based on scour calculations.
Verify that each scour critical bridge has a Plan of Action and that it has clear
direction for the field staff to follow.
C. On Site Field Review
Verify that the scour code in the bridge inspection report is correct and that it
reflects the field conditions.
Verify that the scour code note added to all bridges over water, has clear and direct
information.
Verify any scour related concerns, exposed footings, channel migration, presence
or need for countermeasures.
Verify that the POAs reflect the conditions in the field.

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7.06 Regional and Special Structures Inspection Units

The responsibility of structural inspections has been divided between three supervisors
within the BPO. There are two Regional Inspection Engineers that oversee the bulk of
the state inventory of bridges within the state of Washington. One Special Structures
Engineer oversees the more unique types of structures within the inventory.
A. Office Review of Structural Inspections
A Regional Inspection Engineer or a second Team Leader will review 100 percent of
High Risk, Fracture Critical, In-Depth, Interim, Damage, Special Feature, 48-month
frequency, Inventory and Local Agency inspection reports under their responsibility,
with the exception being those that qualify for Team Leader Approval. See
Appendix7.12-D for specific criteria. The reviews are targeted in such a manner that
all Team Leaders have close to an equal number of bridges reviewed.
The Special Structures Engineer reviews 100 percent of all Special Structure reports
under his area of responsibility.
The office review of reports will consist of the following validation for accuracy
andconsistency:
Inspection Type The appropriate inspection types are identified.
Inspection Date Ensure that bridges are inspected on time.
Inspection Frequency Verify that inspection frequency is based on condition or
policy (i.e., 48-month frequency criteria).
Inspection Hours Verify that the correct inspection hours are reported based on
history of previous report hours, structure type and condition.
Accounting Codes Verify that the correct accounting codes are used.
Organization of Report Verify that the report is organized, understandable, uses
correct photo and file references that follow office policy.
Proper Inspection Forms Verify that the appropriate inspection forms are
included in the reports.
Soundings and Ground Lines Verify if bridge requires soundings. If required,
verify that soundings and ground lines are correct and completed.
Inspection Resources Verify that the appropriate resources needed for safety,
access, and adequate inspection are being used.
NBI Codes Verify that the NBI codes are supported by inspection report content.
BMS Elements Verify that the BMS elements are complete and accurate.
BMS Condition States Verify that the BMS condition states are supported by the
inspection report content.
Repair Recommendation and Priorities Verify that appropriate repairs and
repair priorities are recommended based on inspection report content.
Follow-Up Actions on Significant/Critical Findings Ensure deficiencies
that require immediate action have had the proper parties notified and are being
monitored and/or followed up on.
Follow-Up on Damage and Critical Damage Bridge Repair Report (CDBRR)
Reports Verify that CDBRRs and Alerts have updated information added such
asfuture repaired dates and/or completed repairs.

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Additional QC measures that are associated with the inspection program consist of
thefollowing:
Regional Inspection Team Leaders are scheduled to inspect bridges randomly.
This limits the chances of the same bridge getting inspected by the same Team
Leaderrepetitively.
Regional Inspection Engineers have the opportunity to review reports written by
all Regional Team Leaders. The two Regional Inspection Engineers participate
in a two-year rotation in which one is responsible for reviewing all Local Agency
inspection reports inspected by the BPO. All Regional Team Leaders (under both
Regional Inspection Engineers) are assigned to inspect these Local Agency bridges.
This allows the Regional Inspection Engineer on that particular rotation to review
reports and provide feedback to all Regional Team Leaders, not just the Team
Leaders working under them.
All changes made or suggested for any particular report during the QC review
process must be agreed upon by the Team Leader responsible for the final submittal
of the report. In the event of a disagreement, the Bridge Preservation Engineer shall
intervene as arbitrator to determine a final solution to the matter.
Documentation of reports reviewed includes, but is not limited to bridge name,
inspector name, date bridge inspected, date reviewed and review state (APPROVED,
APPROVED AS NOTED(AAN) OR RETURN FOR CORRECTION(RFC)). Example
office review forms are included in Appendix 7.12-E and 7.12-F.
B. Field Review of Structural Inspections
Each year, 2 percent of all structural inspections are selected for field review.
Structures are selected from a list of current year inspections, along with a concurrent
review of the prior inspection. The reviews are targeted in such a manner that all Team
Leaders have close to an equal number of bridges reviewed.
During the field review, the primary focus is to evaluate the accuracy of:
NBI inventory items.
NBI ratings of condition codes.
Bridge BMS elements.
Bridge BMS element condition states.
Written or omitted repairs.
Proper safety procedures.
Areas of improvement.
Field reviews allow the supervisor an opportunity to see how the various Team
Leaders are evaluating structures, relative to how the supervisor would evaluate the
same structure. The expectation for coding NBI data items for Deck, Super, and
Substructure, relative to the supervisors rating, are for the NBI condition codes to
be within plus or minus 1 except for codes less than 5. Codes of 4 or less should not
deviate at all, unless there are changed conditions warranting an updated code. For
the BMS elements, there should be no missing elements. For BMS condition states,
verbiage in the report should be supportive of the condition state ratings and quantities.
For repairs, all repairs need to be supported by inspection findings.

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All deviations from the above standard are documented, and the supervisor shall
dialogue one-on-one with the Team Leader responsible for the report concerning
all deviations. It is the responsibility of the supervisor to determine if more training
is necessary for the Team Leader, or if other measures need to be taken to insure
consistency of the bridge inspection reports. A field review form is included in
Appendix 7.12-G.

7.07 Underwater Inspection Unit

The Underwater Inspection (UW) Unit within the BPO focuses on the structural
inspection of substructure bridge elements identified to be in water deeper than 4 feet.
The Special Structures Engineer has the responsibility of administering QC procedures
identified below for this unit.
A. Underwater Inspection Office Report Review Process
Reviews of UW inspection reports are based on the type and condition of the bridge
inspected. A complete office review is performed for all bridges that fall into one of the
following categories:
Local Agency owned.
Washington State Ferry terminals.
Scour critical bridges (scour code of 3 or less).
Structures with exposed footings.
Bridge with repairs associated with the underwater inspection findings.
The review ensures that all documentation is included to support the underwater
findings. This includes:
Correct substructure coding (based on inspection findings).
Sketches and drawings showing the extents of underwater inspection.
Documentation of ground lines around all piers.
Drawings showing the location and extents of all defects.
Drawings showing the current channel cross section.
Repairs must be adequately described and written into the text of the
inspectionfindings.
A UW report checklist is used to make sure the report package is complete.
B. Field Review of Underwater Bridge Inspections
The Special Structures Engineer accompanies the underwater bridge inspection team
for 5 percent of all of the inspections performed each year.

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7.08 WSDOT Bridge Preservation Office Quality Assurance Program

A.Purpose
To conduct an independent annual evaluation of the adequacy of the bridge and tunnel
inspection program within the BPO in meeting the FHWA requirements as defined
in the 650.307 through 650.315 and 650.507 through 650.515, as well as office
policy, procedures and best management practices established in the WSBIM. The
program will also assess the adequacy and consistency of QC procedures in place
within the BPO.
B. Definitions
Quality assurance (QA) is defined in 650.305 and 650.505 as the use of sampling
and other measures to assure the adequacy of QC procedures to verify or measure
the quality level of the entire bridge inspection and load rating program. QA is
administered from outside a work group.
C. Timeframe of the Quality Assurance Evaluation
QA will be conducted on bridges inspected in the previous inspection season.
SeeAppendix 7.12-H for details on the selection process.
D.Personnel
To meet the federal requirement identified in 650.307(c), 650.313(g), 650.507(e),
and 650.513(i) the BPO created a Quality Assurance Engineer (QAE) position. This
position is responsible for administering the QA program. The QAE must meet the
same qualifications and re-certification requirements as a TL.
E. Quality Assurance
The QA program treats the separate units within BPO as a whole to evaluate
the following areas below for accuracy and consistency and produces an annual
summary of findings. In addition to that, the QAE will participate in an annual office
wide Process Change meeting, a meeting with management and staff prior to
the beginning of the next inspection season. This will consist of a summary of the
information that is contained in the annual report submitted to the SPM.
1. Staff Qualifications and Re-Certification Document validity of qualifications
and re-certification of SPM, TL, LRE and UBID based on roles and responsibilities
defined in Chapter 1.
2. Office Records and Procedures Review and document the accuracy and
completeness of the following for those bridges selected using the selection criteria
described in Appendix 7.12-H:
Contents of bridge letter and electronic files (see Appendix 7.12-A).
Load ratings.
Review of load rating information:
Load posting at bridge matches that of load rating documentation.
Operating level codes match legal load ratings and posting codes.
Summary sheet in the letter file is signed and stamped by Engineer of Record
(EOR).

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Chapter 7 Quality Control/Quality Assurance

Inspection reports:
Appropriate report forms:
Fracture Critical report
Underwater report
Special Inspection report
Damage inspections
Bridges on 48-month frequency.
Scour Evaluation of bridges over water.
3. Field Procedures Review and document the accuracy and completeness of
the following for those bridges selected using the selection criteria described in
Appendix 7.12-H:
Appropriate forms used.
NBI appraisal coding, NBI inventory data and Bridge Management System
(BMS) condition state coding.
Inspection notes.
Photographs and sketches.
Maintenance recommendations.
Resources used to conduct bridge inspections.
Safety hazards addressed.
4. Data Quality The Coding and Appraisal Unit completes QC/QA processes that
include error checks, incorporated results from FHWA provided error checks,
persistent error reports, and State developed consistency, compatibility and
accuracy checks.
5. De-certification/Reinstatement For process on de-certification and
reinstatement see Chapter 1.
6. Deliverables A written report will be provided to the SPM prior to the beginning
of the next inspection season that will include:
Executive summary.
Selection breakout by category. See Appendix 7.12-H for details.
Individual QA field and office reports for each bridge selected.
Findings (from both office and field procedures).
Recommendations to management.

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7.09 WSDOT LP Quality Control/Quality Assurance Program

A.General
LP conducts quality control/quality assurance (QC/QA) reviews of local agency bridge
programs statewide to:
Verify that local agency bridge inspection programs maintain a high degree of
accuracy and consistency.
Identify future training needs.
Ensure compliance with the NBIS.
QC reviews are conducted by both the local agency bridge owners and by LP. The LP
Local Agency Bridge Inventory Engineer continually performs routine QC on the data
contained in the Local Agency Bridge Inventory.
QA reviews are formal reviews of an agency that are conducted a minimum of once
every five years. This formal agency review consists of both a bridge file review and
the field review as detailed in Section 7.11.B. See Local Agency Guidelines (LAG)
M36-63 Appendix 34.57 for a copy of the checklist used by LP for this review.

7.10 WSDOT LP Quality Control Program

LP has established a set of QC procedures to be used with Local Agencies in order
to maintain a high degree of accuracy and consistency within the bridge inspection
program. The procedures focus on the following areas:
Qualifications of designated bridge positions within the agency.
Maintaining bridge information (electronic and physical information).
Management/analysis of bridge load rating and bridge scour.
Office review and Field verification of information and conditions detailed in
bridge inspection reports.
The QC programs role and that of those involved in the process is to evaluate and
communicate the assessments made directly with staff involved. Local Agency
practices should be evaluated throughout this process and be addressed and adjusted
accordingly in order to create a more consistent and accurate inspection program.
Quality control is defined per 23 CFR 650.305 and 650.505 as procedures that are
intended to maintain the quality of a bridge inspection and load rating at or above a
specified level. QC is performed within a work group.
A. Personnel Roles, Responsibilities, and Qualifications
The roles and responsibilities for the following local agency bridge inspection
personnel are described in detail in Chapter 1. The minimum qualifications for each of
these positions are described in the NBIS.
List of typical local agency bridge inspection personnel:
Program Manager
Team Leader
Load Rater
Underwater Bridge Inspection Diver

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B. Personnel Continuing Education Requirements

The Certified Bridge Inspector (CBI) list is managed through the Local Agency
BridgeWorks bridge inspection software. Each CBI must fulfill the continuing
education requirements as listed in Chapter 1 or as outlined in LAG Chapter 34 prior
to the expiration date on their Local Agency BridgeWorks account and must submit
their training records for review and request an extension of their Local Agency
BridgeWorks account rights.
LP will also search the database for all inspectors that are due for the refresher course
within the next year and notify each inspector of the need to attend the refresher
course and availability of training. A CBI who does not fulfill the requirements of
Chapter 1 will have their certification suspended until the inspector supplies LP with
proof that they have successfully fulfilled the continuing education requirements (see
Section1.06).
C. Maintain Bridge Information (Electronic and Physical Information)
Each agency is responsible for maintaining a bridge file for each bridge within its
jurisdiction. A detailed list of information that should be in the bridge file is listed and
described in Section 2.02. In addition, agencies are required to maintain a record of
other general information. This information may be requested during the QA review of
the bridge inspection program. The following general information should be on file:
An experience and training record for each lead inspector.
A master list of all bridges within the agencys jurisdiction. This list should
identify bridges that have fracture critical members, require underwater inspection,
and/or warrant special inspection because of their design features, location, or
strategicimportance.
Physical Letter Files The LP Local Agency Bridge Engineer will perform an annual
audit by comparing a current list of bridges from the Local Agency WSBIS database
against the physical letter files. All conflicts between the electronic list and the physical
letter files are addressed, validating both the physical and electronic portions of the
bridge files. This annual audit has three QC functions:
Identifies physical letter files that are missing so they can be recovered.
Validates the accuracy of the electronic database with respect to the bridges listed
in the inventory.
Ensures that records for bridges that have been added, transferred, or removed from
the inventory are complete and accurate.
All physical letter files should include an individual bridge record checklist as provided
in LAG Appendix 34.56.
Electronic Files Local Agencies have the option of keeping some or all of their
bridge files electronically. If an agency chooses to maintain an electronic copy, it is
the local agency program managers responsibility for scanning the signed inspection
reports. The agency should review the data scanned to ensure the files are accurate
andcomplete.

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Items to be reviewed include:

Did the agency release the final inspection report form:
Were all pages included
Were all inspection types listed on the first page included
Did the Team Leader sign the report
See LAG Appendix 34.55, for additional information that should be reviewed and
included as part of an individual electronic bridge record.
D. Management/Analysis of Bridge Load Rating and Bridge Scour
Load Rating The QC tasks for load rating are the responsibility of the LP Local
Agency Bridge Engineer or the Local Agency Program Manager. A PE license is
required for the individual responsible for this review. The QC tasks apply to any new
load rating work to be completed on a structure or for revisions to a load rating on
astructure.
QC consists of procedures defined below that assess the load rating work completed
by consultants as well as by local agencies. These rules currently apply to those load
ratings completed by consultants and local agencies on locally owned bridges that meet
the federal definition of a bridge (NBI bridges). However, agencies are also encouraged
to follow these methods for their non-NBI bridges.
A selected number of locally owned bridges (Owner code of 2, 3,4,25, or 32) that
qualify as NBI bridges will be reviewed annually. A sub-set of the selected bridges will
consist of a combination of Fracture Critical bridges and bridges with a Superstructure
or Substructure NBI Code of 4 or less.
The QC review on all selected structures will include the following:
Verify the bridge has been rated.
Verify a stamped summary sheet is included in the rating file.
Verify the inventory and operating tons match the values reported in bridge
inventory through the BridgeWorks software and the posting matches the rating
where needed.
Evaluate the rating factors, do they make sense? For example, is the OL1 RF
greater than OL2 or the RF for AASHTO 1 greater than HS20?
For structures that consist of a combination of Fracture Critical bridges and bridges
with a superstructure or substructure NBI condition code of 4 or less, additional
information will be reviewed for these structures as follows:
Verify all elements/members that require ratings are rated.
Verify the preliminary calculations are included in the submittal and are checked
for accuracy. These files might include dead loads, factors, and any assumptions
used in the calculations.
Verify the ratings represent the condition of the structure based on the latest
inspection report.
Verify each bridges physical characteristics are modeled properly.
Verify reinforcing/pre-stressing; typically check points at maximum stress.
Verify dead and live loads are modeled properly.

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Bridge Scour The QC tasks for bridge scour are the responsibility of the LP Local
Agency Bridge Engineer or the Local Agency Program Manager. The LP Local Agency
Bridge Engineer will conduct an annual review on all local agency bridges in which
the scour code has changed since the last inspection and on all bridges in which the
scour Plan of Action (POA) has changed in regards to new directions for monitoring or
implementing. These two items will be verified for validity.
The QC review on all selected structures will check the following:
Verify each bridge over water has:
a scour summary sheet
scour calculations if appropriate
a bridge layout sheet
Initial ground line drawings
Verify the bridge is properly coded based on scour calculations.
Verify each scour critical bridge has a Plan of Action and that it has clear direction
for the field staff to follow.
A field review is also conducted as part of the QC review on the bridges selected
annually that includes the following:
Verify the scour code in the bridge inspection report is correct and that it reflects
the field conditions.
Verify the scour code note added to all bridges over water has clear and
directinformation.
Verify any scour related concerns, exposed footings, channel migration, presence
or need for countermeasures.
Verify the POAs reflects the conditions in the field.
E. Review and Validation of Inspection Reports and Data
QC reviews are conducted by both the local agency bridge owners and by LP. The LP
Local Agency Bridge Inventory Engineer continually performs routine QC on the data
contained in the Local Agency Bridge Inventory.
An individual bridge record specific QC check by the LP Local Agency Bridge
Inventory Engineer begins after agencies conduct bridge inspections and perform their
internal QC procedure. After an Agencys QC is complete, notification is made to LP
by email that their bridge inspection records are ready for release to the Local Agency
Bridge Inventory. Any necessary information or instructions related to their updated
inspection data are also provided in this email. The Local Agency Bridge Inventory
Engineer then starts the QC process on the updated, as well as the existing bridge data
associated with the bridge records. This includes the following:
A query is run on all inventory data for verification of data consistency and correct
data field correlation.
An in-depth review is run on all inventory data for verification of data consistency
and correct data field correlation on all new data prior to releasing into the
bridgeinventory.
A review of the inspection coding for consistency, completeness and accuracy.

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Chapter 7 Quality Control/Quality Assurance

A review of additional bridge file components as they become available

electronically through the bridge inspection software.
Note any discrepancies, errors or questions.
Along with the individual inventory review:
An evaluation of all bridge inventory data integrity is made whenever bridge
information requests are made.
Individual questions are answered daily through one-on-one instruction by phone
call or email.
Review visits with an Agency are conducted periodically with formal review visits
as noted above.
Quarterly reports are prepared from the bridge inventory data and are forwarded
to the Agencies for review and action. This report lists bridges with inspections
that appear to be out of date, with inspection work that needs to be completed
and released, and a projection of what inspections need to be scheduled in the
nextquarter.
If discrepancies or errors are found the following will occur:
A documented phone call may be sufficient to clear up the issue.
If the error has been previously noted or is severe enough to warrant immediate
action, the structure update will be returned un-released with an explanation as to
why the update was not released and instructions on how to resolve the issue.
An Excel spreadsheet of the errors found is prepared from the review notations
and is sent to the Agency with instructions on how to correct their record. The
updated inspection information is released and the corrections are made through
aninformational update or during the next inspection.
If the review does not result in questions or concerns, the update is released
withoutcomment.
F. Reporting of Quality Control Reviews
Reporting annual results and findings of QC reviews will be as follows:
Provide results to the Statewide Program Manager for incorporation into overall
Washington QC/QA annual report by the end of October.
Copies of all reporting and documentation of the LP QC reviews will be available
at the WSDOT LP Office.

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7.11 WSDOT LP Quality Assurance Program

QA reviews are formal reviews that are conducted by LP annually for bridge inspector
personnel qualifications and a minimum of once every five years to verify the adequacy
of the QC procedures for a local agency. The QA review is performed by the LP Local
Agency Bridge Engineer as an independent reviewer from the bridge inspection team
on a sample of work completed within a three-year timeframe prior and up to the time
of the formal review.
Quality assurance is defined per 23 CFR 650.305 and 650.505 as the use of sampling
and other measures to assure the adequacy of QC procedures in order to verify or
measure the quality level of the entire bridge inspection and load rating program.
QAis administered from outside a work group.
A. Annual QA Review Certified Bridge Inspector
At a minimum, the LP Local Agency Bridge Engineer will review qualifications
and re-certification records for a sample of certified inspectors within the database
on an annual basis. Continued certification will be in accordance with the inspector
certification process established in Chapter 1. Any suspensions of certification will be
in accordance with the process described in Section 1.06.
B. QA Review On Local Agency QC Procedures
The formal QA review that is conducted a minimum of once every five years consists
of both a bridge file review and the field review as detailed below. This review will
be performed by, or under the direction of the LP Local Agency Bridge Engineer. The
agencies and structures that are selected for review are those responsible for NBIS
inspections and reporting. The number of bridges to be reviewed will be determined
based on agency inventory and types of structures. If an agency has a cross section of
structure types and condition states a sample from all types will be included as part of
the review.
Selection criteria for agencies to receive a QA review includes the following;
Agencies responsible for NBIS inspections and reporting will have a
higherpriority.
Elapsed time since last local agency QA review (maximum interval of five years).
Past Performance An agency that has had a review with minor deficiencies and/
or corrections will receive higher priority; conversely agencies with a demonstrated
record of high quality results will be a lower priority.
Condition of Bridges Agencies with inventories of higher risk bridges (such
as bridges with low sufficiency ratings that are fracture critical or structurally
deficient) will receive high priority.
Listed below are the procedures and sampling parameters that will be used in selecting
bridges to review from each selected agency:
Is the bridge load restricted?
Bridges deficiency status.
Is the bridge programmed for rehabilitation or replacement?

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Chapter 7 Quality Control/Quality Assurance

Does the bridge have critical findings and what is the status of any
follow-upaction?
Bridges with unusual changes in condition ratings.
Bridges that require special inspection.
Location of bridges.
A close-out meeting will be conducted at the conclusion of each local agency QA
review. Any deficiencies, as well as commendable practices will be identified for the
agency at the time of the review. See Appendix 7.12-J for procedure on documenting
an agencies deficiencies and corrective action to be taken. If no deficiencies were
found during the local agencys bridge program QA review, the local agency will be
informed in writing.
Office File Review The QA office file review assesses the following items
documenting the results via the checklist in LAG Appendix 34.57:
Inspection reports.
Verify inspections were completed by qualified staff.
Complete and organized bridge files.
Accurate and current master lists.
Accurate documentation of bridge load ratings.
Accurate documentation of scour evaluations including scour codes and a plan of
action for all scour critical bridges
Thorough and accurate documentation of inspections performed
Inspection frequency as outlined by the NBIS at a minimum or agency specific
defined frequencies, see LAG Appendix 34.52.
For agencies with a Program Manager delegated by WSDOT, an in-depth review to
validate the agencies QC/QA procedures
Field Review The field bridge inspection QA review is the second component of
the overall QA review. The field review will be performed by, or under the direction
of the Local Agency Bridge Engineer. Other members of the team will consist of
representatives from the bridge owner agency and possibly Region Local Programs
Personnel. The number of bridges the team selects will be based on a review of the
agencys overall inventory and past performance. The Local Agency Bridge Engineer
will consider the number of bridges in an agencies inventory when making the
following decisions on the number of structures to be sampled:
The various inspection types of structures in an agencies inventory. (i.e., fracture
critical, special, underwater, routine).
The sample reviewed should have a cross section of structures of all types of
bridges within and agencies inventory. This should be at a minimum of three
bridges per structure inspection type depending on the individual inventory.
The number of bridges in poor condition. Generally, 10 percent of bridges
considered structurally deficient in the Local Agency BridgeWorks Inventory
should be reviewed, but not more than three will be required.
An agencies past performance that has had a review with major deficiencies and/or
corrections will have a higher priority.

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The field review process will compare the bridge site condition report with the routine
inspection reports as well as Fracture Critical, Underwater, and/or Complex Bridge
Inspection Reports if applicable:
General site review checklist:
Review Bridge Inspection Report(s).
NBI Appraisal Rating Items and Condition Codes (WB76).
BMS Element correctness and condition states.
Accuracy of notes.
Repair Recommendations.
Special inspections and procedures (fracture critical, underwater, complex).
Correct correlation of report elements.
Field aspects of frequency, scour, and load rating.
One or more condition ratings are out of tolerance more than +/- 1. This will be
reported on the closeout meeting and the information will also be included in the
letter to the agency.
Review Bridge Inventory Report
Inspection date and frequency for all reportable inspection types (WB77).
Additional coding not noted on the Bridge Inspection Report.
C. Reporting of Quality Assurance Reviews
Reporting results and findings of QA reviews will be as follows:
Detailed in the Federal Aid Highway Program Stewardship and Oversight
Agreement entered into by WSDOT and FHWA that is to be in place in early 2015
(pending signatures).
Provided to the Statewide Program Manager for incorporation into overall
Washington QC/QA annual report by the end of October.
Copies of all reporting and documentation of the LP QA reviews will be available
at the WSDOT LP office.

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Chapter 7 Quality Control/Quality Assurance

7.12 Appendices
Appendix 7.12-A Bridge Letter File Contents for State Bridges
Appendix 7.12-B Flowchart for Tracking New Bridges
Appendix 7.12-C WSBIS Fields Maintained With Other WSDOT Database
SourceInformation
Appendix 7.12-D Bridge Preservation Office Lead Approval Criteria
Appendix 7.12-E Bridge Preservation Office Quality Control Review
TrackingForm
Appendix 7.12-F Bridge Preservation Office Quality Control Report Review
Tracking Form
Appendix 7.12-G Bridge Preservation Office Quality Control Field ReviewForm
Appendix 7.12-H Bridge Preservation Office Quality Assurance Bridge
SelectionProcess
Appendix 7.12-I Bridge Preservation Office Field Review
Appendix 7.12-J LP Quality Assurance Deficiencies

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 Bridge Letter File
Appendix 7.12-A Contents for State Bridges

(page 1 of 2)

Washington State Bridge Inspection Manual M 36-64.04 Page 7.12-A-1

November 2014
Quality Control/Quality Assurance Chapter 7

(page 2 of 2)

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November 2014
BridgeInventoryFlow
DSB ContractdataenteredintoContractTrackingDB
SAL (allcontracts)
GB OtherDataSources FromBidOpenings Identify&contact
GFC *BuildersExchange ProjectEngineer
BDJ *Projectwebsite
BT *CCIS
HB DownloadAwardPlans&SpecfromPrintServices Identify&recordExpected
Appendix 7.12-B

toAFM/ContractPlans Completion/openingdate


Initialreviewofplansforbridgerelatedwork

Confirmreviewofallcontractsforbridge
relatedwork&I.D.actualplansheetsQ/C
Scourdatato/
fromScourEngineer Extract&ProcessAwardplans
PlansheetQ/C

Washington State Bridge Inspection Manual M 36-64.04

LoadRatingdatafrom CreatenewrecordinBridgeWorks LoadplanstoBridgeWorks
LoadRatingEngineer 6mos1yearpriortoexpectedcompletion
CrossingRecordsreview
BMSElementreview
Checkforrelevant
DiveInspection ChangeOrders/CRIPs
Notification
GISData

MonitorbridgesforOpeningDate

Finalreview&releasetoBridgeWorks


1monthpriortotraffic
LayouttoRoman/Craig Structureplacedin"GOINSPECT"Status Checkforrelevant
forreviewifUBIT/Bucket inContractTrackingDB ChangeOrders/CRIPs


InspectionScheduled

C:\Users\Bywaterj\Documents\BridgePreservationManagement\QC\QCManual\UnitC&A\CopyofBridgeInventoryFlow.xlsx2/14/2012

Page 7.12-B-1
Flowchart for Tracking New Bridges
Quality Control/Quality Assurance Chapter 7

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 WSBIS Fields Maintained With Other
Appendix 7.12-C WSDOT Database Source Information
1. Fields that BPO would like to get from TDO to check for NBI submittal:
hwy_class (char(1), null) This code identifies what type of highway the
inventoried route is one 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 (included toll roads not otherwise identified.)
serv_level_code(char(1), null) 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 unclassified Frontage Road
0 None of the above
When two or more routes are concurrent, the highest class of route will be used.
The hierarchy is as listed above
adt(numeric(6,0), null) This is the Average Daily Traffic (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
nomore than four (4) years old. Add leading zeros to fill all spaces in the field.
adt_truck_pct (numeric(2,0),null) This is the percentage of the ADT volume
that is truck traffic. It does not include vans, pickups, or other light delivery trucks.
Code to the nearest whole percent.
adt_year(numeric(4,0), null) This is the year in which the estimate of the ADT
volume was determined. If the year entered in this field is more than four years in
the past, a new ADT volume must be determined and entered in the ADT and the
year the ADT was determined in this field.

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WSBIS Fields Maintained With Other WSDOT Database Source Information Appendix 7.12-C

Future_adt(numeric(6,0), null) This is the ADT volume that the inventory route
is expected to carry 20 years in the future. This field may be updated whenever a
new projection is made. The field 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.
Future_adt_year(numeric(4,0), null) This is the year for which future_adt 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 field is outside these limits, then a new value will
berequired for and a new year will need to be entered in this field.
strahnet_hwy(char(1),null For the inventory route identified 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.
nat_truck_ntwrk_flag(char(1),null)
fed_hwy_system_code(char(1),null) This item shall be coded for all records
in the inventory. For the inventory route identified indicate whether the inventory
route is on the NHS or not on that system. This code shall reflect an inventory route
on the NHS as described in the TRANSPORTATION EQUITY ACT FOR THE
21ST CENTURY (TEA21).
If more than one federal aid highway is carried on or under the bridge, indicate
only the classification of the more primary route.
0 Inventory Route is not on the NHS.
1 Inventory Route is on the NHS.
fed_functional_class(class(2),null) This code describes the Federal Functional
classification of the inventory route as classified according to Statewide
National Functional Classification System maps. Statewide National Functional
Classification 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, and 19 are for off-system roads.
Rural Codes
01 Principal Arterial Interstate
02 Principal Arterial Other
06 Minor Arterial
07 Major Collector (Federal Aid Secondary)
08 Minor Collector
09 Local

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Appendix 7.12-C WSBIS Fields Maintained With Other WSDOT Database Source Information

Urban Codes
11 Principal Arterial Interstate
12 Principal Arterial Other Freeway or Expressway
14 Other Principal Arterial
16 Minor Arterial
17 Collector
19 Local
fed_lands_hwy_code(char(1),null) This code identifies 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. Use one of the
followingcodes:
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 definition of IRR (Indian Reservation Roads), see Title 23 USC Section 101.
2. Fields BPO would like to get from TDO if available:
Region_code(char(2),null) This is a two-digit code, which identifies the
WSDOT region in which the bridge is located.
County_id(int,null) This is a two-digit code, which identifies 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.
City_id(int,null) This is the city in which the bridge is located. (Codes for cities
and towns are identified according to the most recent U.S. Bureau of the Census
Identification 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.
Leg_dist_code_1(int, null) This field identifies the first or only State Legislative
District in which the bridge is located.If the legislative district number is followed
by a letter (District 19A, for example), disregard the letter and enter the two-digit
number only
Leg_dist_code_2(int, null) For bridges which span a State Legislative District
dividing line, use this field to identify the second State Legislative District number.
Use both this and the Legislative District Number (1) field to enter the two separate
State Legislative District numbers. If no code is applicable, enter all zeroes.
speed_limit(tinyint, null) Speed limit on the bridge.
These are coming from the Data Mart processan ARM value is returned
aswell.
These are going to be populated by HPMS.
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 Bridge Preservation Office
Appendix 7.12-D Lead Approval Criteria
Please use the following criteria to help you determine which reports can be sent
directly to the Bridge Information Group without further review by a supervisor
orasecond Lead.
A Bridge Inspection Report that fits any one of the following nine criteria must
bereviewed by a Regional Bridge Inspection Engineer or a second Lead Inspector.
1. If NBI codes for Deck Overall, Superstructure or Substructure are less than 6.
2. Structures with repairs or conditions to be monitored.
3. New bridge structures (Inventory Inspections).
4. Fracture Critical bridges.
5. Local Agency bridges.
6. UBIT Bridge Inspections.
7. Any inspection with a frequency >24 months.
8. Any bridge that is currently having issues with scour.
9. Any time an inspection/report type and/or frequency is either changed, added,
ordeleted.
Additionally, the Lead may submit for review any report that the Lead feels needs
further input from the Regional Bridge Inspection Engineer.
If the Bridge Inspection Report does not meet any of these criteria, then the
BridgeInspection Report can be routed by the experienced Lead Inspector to
theInfo Group for processing.
For quality assurance reasons, the Bridge Inspection Report can be randomly
reviewed at the Regional Bridge Inspection Engineers option.

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Quality Control/Quality Assurance Chapter 7

Page 7.12-D-2 Washington State Bridge Inspection Manual M 36-64.04

November 2014


November 2014
Example of a QC Office Review Tracking Form

Non UBIT Totals = 10 UBIT Totals= 10

2011 Inspection Report Status

Routine
Short
Damage
Interim
Safety
Hours
Routine
Interim
F .C .
Special
UBIT
Hours

Bridge Lead CO- Inspection Date Returned

Appendix 7.12-E

Total Structure ID Number Bridge Name Inspector Inspector Date Received 8 0 1 0 1 10 .5 3 1 6 0 107 .5 to Lead
1 0009245A 16/120 OLYMPIC DR NW OVER SR 16 WDS HDR 1/4/11 1/6/11 1 1.5 1/6/11
2 0017677A 285/10P GEORGE SELLAR PED TUNNEL GAS GAS 1/8/11 3/21/11 1 1.0 3/22/11
3 0013077C 2/101 SLOUGH DCC TKK 4/7/11 5/4/11 1 1.0 5/6/11
4 0013077D 2/102 STREAM DCC TKK 4/7/11 5/4/11 1 1.0 5/6/11
5 0006347A 9/117 SNOHOMISH R OVERFLOW DCC TKK 4/7/11 5/4/11 1 1.0 5/6/11
6 0008375C 405/103E 228TH ST OC DCC TKK 4/4/11 5/4/11 1 1.0 5/6/11
7 0008375D 405/103W 228TH ST OC DCC TKK 4/4/11 5/4/11 1 1.0 5/6/11

Routines
8 0008673D 512/23N FRUITLAND AVE OC DCC TKK 4/4/11 5/4/11 1 1.0 5/6/11
9 0008673C 512/23S FRUITLAND AVE OC DCC TKK 4/4/11 5/4/11 1 1.0 5/6/11
10 0008761A 522/142 SR 522 OVER W MAIN ST DCC TKK 4/7/11 5/4/11 1 1.0 5/6/11
1 0003477A 285/10 SEN. GEORGE SELLAR BR. GFC ABK 1/8/11 1/27/11 1 28.0 1/27/11
2 0002001B 2/215 WENATCHEE R DCC TKK 4/5/11 5/4/11 1 7.0 5/10/11
3 0002657A 207/4 WENATCHEE RIVER DCC TKK 4/6/11 5/4/11
E 1 8.0 5/10/11

Washington State Bridge Inspection Manual M 36-64.04

4 0008116A 5/345W NISQUALLY R DAG AES 4/17/11 5/4/11 1 14.0 5/10/11
5 0013731C 504/36 MARATTA CREEK RAA RCD 5/5/11 5/12/11 1 2.5 5/12/11
6 0005358A 509/30 DRY GULCH RAA RCD 4/30/11 5/12/11 1 1.0 5/12/11
L

UBITS
7 0013620A 504/27 HOFFSTADT CREEK RAA RCD 5/5/11 6/6/11 1 23.0 6/6/11
8 0002069A 5/345E NISQUALLY RIVER RAA RCD 5/1/11 6/6/11 1 18.0 6/7/11
9 0008175E 167/127E BN RR OC (NP) RAA RCD 5/14/11 6/8/11 1 3.0 6/8/11
10 0008175F 167/127W BN RR OC (NP) RAA RCD 5/14/11 6/8/11 1 3.0 6/8/11
P
A M
E X

Page 7.12-E-1
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Bridge Preservation Office Quality
Quality Control/Quality Assurance Chapter 7

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November 2014

2011 REPORT REVIEW STATUS

November 2014
REVIEW DATE REPORT DATE 006/115 INSPECTOR APPROVAL STATUS COMMENTS
03/26 02/28 006/101 FPP/WAW AAN
03/29 03/19 099/540NB DCC/GAS AAN
03/29 03/19 099/540SB DCC/GAS AAN
03/30 03/20 099/540W-S DCC/GAS APPROVED
03/30 03/07 08507600 WDS/AES AAN LA Centralia
Appendix 7.12-F

03/30 03/21 08039100 WDS/TJN APPROVED LA Klickitat County

03/30 03/21 08118500 WDS/TJN AAN LA Klickitat County
03/30 03/08 08201200 WDS/AES AAN LA Lewis County
03/31 03/24 08647200 WDS/SMP AAN LA State Parks
03/31 03/23 08276000 WDS/TJN AAN LA Clark County
03/31 03/22 0012160A WDS/TJN AAN LA Skamania County
03/31 03/22 08218700 WDS/TJN AAN LA Klickitat County
03/31 03/07 08288400 JED/TJN AAN LA Yakima County
04/01 03/08 08396900 JED/TJN AAN LA Yakima County
04/01 03/07 08651000 JED/TJN AAN LA Yakima County
04/04 03/17 08271700 DAG/TJN AAN
E
LA Cowlitz County

Washington State Bridge Inspection Manual M 36-64.04

04/04 03/15 08557500 DAG/TJN AAN LA Longview
04/04
04/04
03/15
03/03
08558400
0009236C
DAG/TJN
DAG/TKK
AAN
APPROVED
L
LA Longview
LA Cowlitz County
04/05 03/03 167/112W DAG/TKK AAN
04/05 02/28 167/110 DAG/TKK AAN
04/05 03/03 167/116 DAG/TKK APPROVED
P
04/05 03/03 167/112W-N DAG/TKK AAN
04/05 03/03 167/111W-N DAG/TKK AAN
04/05 03/02 167/123W DAG/TKK AAN
04/05 03/02 167/129 DAG/TKK
M AAN
04/05 03/02 167/131.25 DAG/TKK AAN
04/05 03/28 0010756A DAG/HDR AAN LA Cowlitz County
04/05 03/29 08492300 DAG/HDR
A AAN LA Cowlitz County
04/05 03/14 0003093A DAG/TJN AAN LA Kelso
04/06 03/09 08230200 WDS/AES AAN LA Cowlitz County
04/06 03/31 08164100
X
DAG/? AAN LA Cowlitz County
04/06 03/03 005/626.5A JHL/RCD APPROVED
04/06 03/01 020/223N JHL/RCD APPROVED
04/06
04/06
03/02
03/03
005/706
005/651W
E
JHL/RCD
JHL/RCD
AAN
AAN void under south approach
04/06 03/02 005/708 JHL/RCD AAN
04/06 03/03 005/726E JHL/RCD APPROVED

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Bridge Preservation Office Quality
Quality Control/Quality Assurance Chapter 7

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November 2014
 Bridge Preservation Office
Appendix 7.12-G Quality Control Field Review Form

Field Review 2012 WASHINGTON STATE

QUALITY CONTROL REVIEW
Bridge Number: BridgeName:
Inspectors: QCReviewer:
Inspection Date:
Frequency:
Previous Report Date

DescriptionofQualityControlMethod

ArealltheapplicableFHWAitemsforthestructureproperlycoded? Yes_____ No_____

ArealltheBMSelementsforthestructurecorrectlyidentified? Yes_____ No_____

ArealltheBMSelementconditionstatesforthestructureproperlycoded? Yes_____ No_____

DotheBMScodessupporttheNBICodes? Yes_____ No_____

(page 1 of 2)

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Quality Control/Quality Assurance Chapter 7

Field Review 2012 WASHINGTON STATE

QUALITY CONTROL REVIEW
Bridge Number: BridgeName:
Inspectors: QCReviewer:
Inspection Date:
Doestheverbiagewithinthereportsupporttheconditionstates? Yes_____ No_____

Werepropersafetyprocedurespracticed? Yes_____ No_____

Aretheexistingrepairssupportedbytheinspectionfindings? Yes_____ No_____

Areimprovementprocessesnecessary? Yes_____ No_____

(page 2 of 2)

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 Bridge Preservation Office Quality
Appendix 7.12-H Assurance Bridge Selection Process
The following table identifies categories used to help evaluate whether or not the
random selection is representative sample of the previous seasons inspections. If a
particular category is not considered to be covered sufficiently, additional bridges
canbe traded out in order to establish more representative coverage. The selection set
for the office and field review will include a minimum of 100 bridges of the previous
years inspections. Like the NBIP compliance review trips performed in Washington
state, the QA selection process as of 2014 uses a three-year cycle in which bridges
are selected from two different regions each year. In this three-year cycle, a random
set of bridges are selected and receive a QA inspection from each of the six regions.
In addition to this cycle and due to the number of bridges in the Northwest Region,
a smaller sampling of bridges (one or at most two inspection trips depending on
complexity of bridges) will be selected from this region. This will be done in the off
cycle years in order to maintain a representative sample of bridges within that region
inthe overall three-year cycle.
The three-year cycle will pair up the following regions:
SCR and EAR (includes a small set in NWR)
OLR and SWR (includes a small set in NWR)
NWR and NCR
The final list developed prior to generating a random sample is screened for inspection
types that consist of Routine, Safety or Short Span type inspections. The list is also
screened for bridges that have been previously QAd. Oncea final list of bridges is
developed, a random list is generated. The first 100 bridges are selected and represent
the final short list for QA office and field review for that year. This final short list is
then validated for reasonable representation of thecategories listed below.
As an option, a minimum of five bridges previously receiving a quality assurance
review, excluding work from the previous QA inspection season, can be added to
the final short list for the season. The goal of doing this is to validate whether or
not suggested changes in the report that reflect correct office procedures and federal
requirements have been implemented or not. These bridges may be chosen by the
QAEngineer to best fit within proximities of the randomly selected bridges.
Region Scour Code
Primary Material Type Open/Closed/Posted
Primary Design Type Year Built
Inspection Type Inspection Frequency
By Team Leader NBI Reportable
Sufficiency Rating Bridge Length
Structurally Deficient/Functionally Obsolete High Risk
(SD/FO)

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January 2017
Bridge Preservation Office Quality Assurance Bridge Selection Process Appendix 7.12-H

BPO Scope of Field Review

The selection process above does not eliminate any bridges because of size or
complexity. The typical bridge will be inspected in its entirety. However, the scope
of field review for larger and more complex bridges is entirely a different matter.
Theprocess for QA inspection for these types of structures will be more case by case.
The idea will be that some of all of the components for these particular bridges will
be inspected. The QA process should consider both time and size in determining how
to reach this goal for these types of bridges. Traffic windows, lane closure manpower,
species windows, and equipment availability are other factors that will influence the
ability for one QA team to accomplish a smaller scale inspection of a larger more
complex structure.

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January 2017
 Bridge Preservation
Appendix 7.12-I Office Field Review
The following is a list of contents in a typical bridge file for structures owned by the
State of Washington which also includes Washington State Ferries (WSF) structures.
Letter file contents include:
Deck and Elevation Photos (More recent photos are stored on BEISt)
Vicinity map
Load Rating summary sheet
Scour Summary sheet**
Signed Inspection reports
Fracture Critical report*
Underwater (U/W) report*
WSBIS forms (in file drawer)
Correspondence
Maintenance records
Plan sheets (Most plans are stored on BEISt)
*For bridges with underwater and/or fracture critical inspections.
**For bridges over water.

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Quality Control/Quality Assurance Chapter 7

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November 2014
Appendix 7.12-J LP Quality Assurance Deficiencies
LP has established a procedure for documenting and reporting deficiencies found
during Quality Assurance reviews of a local agency.
If deficiencies exist, the local agency will be sent a letter or email requesting that any
missing documentation be submitted or provide a plan of corrective action, for LPs
approval, to correct the deficiency within 60 days. This notification will be first in the
form of email or other correspondence with the LP Bridge Office. Ifcorrections are not
made within 60 days of notification, the second notification will be a formal letter of
non-compliance from the LP Engineering Services Manager.
Finally, failure to carry out the plan of corrective action will result in formal
notification from the Director of LP that federal funds may be restricted until
compliance is met. If continued deficiencies are found in subsequent reviews of the
agencys procedures, management practices, or systems, or if specific inspection errors
continue, LP will work with the agency to further determine the cause of the problems
and will recommend addition training for the both the Bridge Program Manager and
the Bridge Inspection Team Leader
When a local agency is notified of deficiencies to correct, the LP Local Agency Bridge
Engineer will notify and include the Statewide Program Manager (SPM) on allplans of
corrective action and status updates to the plans of corrective action.

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Quality Control/Quality Assurance Chapter 7

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Chapter 8 Electrical and Mechanical

8.01 General
The National Bridge Inspection Standards (NBIS), 23 CFR 650, requires that
complex bridges have specialized inspection procedures, and additional inspector
training. These structures have numerous mechanical and electrical systems requiring
inspection, troubleshooting, repair, and rehabilitation. This chapter serves as a
guideline to illustrate inspection and reporting procedure as followed by the Complex
Bridge and Tunnel section of the Bridge Preservation Office.
A.References
Inspection staff may refer to the most current editions of the following:
AASHTO LRFD Movable Highway Bridge Design Specifications
AASHTO Movable Bridge Inspection, Evaluation, and Maintenance Manual
AASHTO Standard Specifications for Movable Highway Bridges, 1988
FHWA Bridge Inspectors Manual for Movable Bridges IP 77-10
Emergency Operations Manual M 54-11
Blue Ribbon Commission, Resolution No. 398
B. Definitions
Some definitions for use with this chapter are as follows:
Complex Bridge Complex bridges are defined in the NBIS as movable,
suspension, cable stayed, and other bridges with unusual characteristics.
Complex bridges in Washington are referred to as Special Feature bridges
where discussed in other chapters of this manual.
Complex Tunnel Complex tunnels are defined in this manual as tunnels
characterized by advanced or unique structural elements or functional systems.
National Bridge Inspection Standards (NBIS) Title 23 Code of Federal
Regulations 650 Part C defines the NBIS regulations, and establishes requirements
for inspection procedures, frequency of inspections, qualifications of personnel,
inspection reports, and preparation and maintenance of a state bridge inventory.
The NBIS apply to all structures defined as bridges located on all public roads.
National Tunnel Inspection Standards (NTIS) Title 23 Code of Federal
Regulations 650 Subpart E defines the NTIS regulations, and establishes
requirements for inspection procedures, frequency of inspections, qualifications of
personnel, inspection reports, and preparation and maintenance of a state tunnel
inventory. The NTIS apply to all structures defined as highway tunnels located on
all public roads.
See Section 1.01.A for additional definitions used in this manual.

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Electrical and Mechanical Chapter 8

8.02 Description of Complex Bridges and Tunnels

In accordance with the description of the Bridge Inspection Organization offered in
Section 1.02, a bridge inspection program/tunnel inspection program as required by
the NBIS and NTIS has been constructed to ensure safe and reliable operation of
electrical/mechanical systems present on the complex bridges and tunnels listed in
Appendix8.09-E.
The Complex Bridge and Tunnel section is staffed by individuals, specialized in
electrical or mechanical engineering, who have defined roles and responsibilities.
Theirroles and qualifications are as follows:
A. Delegated Program Manager (DPM)
A delegated program manager assumes some functions for the statewide program
manager for the selected subset of structures under their direct control. To qualify
as adelegated program manager, the individual must meet, at a minimum, the
requirements as follows:
(a) The individual in charge of the organizational unit that has been delegated the
responsibilities for bridge inspection, reporting, and inventory shall possess the
following minimum qualifications:
(1) Be a registered professional engineer in the State of Washington; or
(2) Have a minimum of 10 years experience in complex bridge or tunnel
inspection assignments in a responsible capacity.
Note:Although DPMs perform functions for the bridge inspection organization, overall
responsibility for NBIS compliance still resides with the Statewide Program Manager.
B. Electrical/Mechanical Complex Bridge Lead Inspector (CBLI)
A CBLI is in charge of inspections and is responsible for planning, preparing,
performing the field inspection of bridges, and reporting observations/findings. The
CBLI also makes repair recommendations and is responsible for initiating the critical
damage procedures including full bridge or tunnel closure if deemed necessary.
To qualify as a CBLI, the individual must meet, at a minimum, the requirements
asfollows:
(a) An individual in charge of an inspection team shall possess the following minimum
qualifications:
(1) Be a registered professional engineer in the State of Washington.
(2) Have a minimum of 4 years experience in complex bridge or tunnel inspection.
A continued certification of complex bridge inspection personnel has been developed
in order to ensure that all program managers and CBLIs are kept up to date with the
latest practices and technology in the areas of complex bridge and tunnel inspections.
The continued certification of complex bridge inspection personnel is detailed in
Appendix 8.09-D.

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Chapter 8 Electrical and Mechanical

8.03 Inspections
Several different types of inspections are in place to adhere to the requirements of the
NBIS and NTIS. This section identifies and describes the inspection types and reporting
procedures used for mechanical and electrical inspections by the Bridge Preservation
Office (BPO).
A. Routine Inspections
Regularly scheduled comprehensive safety and operational reliability inspections
encompassing all mechanical/electrical elements of the structures listed in Appendix
8.09-E. Routine inspections are performed by a licensed professional engineer
to evaluate safety as well as whether the electrical and mechanical systems are
performing as designed, identify any changes from initial or previously recorded
conditions, and ensure that electrical and mechanical components of structures
pertaining to the Complex Bridge and Tunnels section continue to satisfy present
servicerequirements.
1. Frequency Routine electrical and mechanical inspections are conducted
at least once every 24 months as required by NBIS, Section 650.311. Every
complex bridge is inspected annually as required by the Transportation Structures
Preservation Manual, Bridge Inventory and Inspection Rules.
2. Inspecting Methodology Critical electrical and mechanical components are
visually and operationally inspected. Non-destructive testing methods adhering to
guidelines established by the AASHTO Movable Bridge Inspection, Evaluation,
and Maintenance Manual Chapter 2, are used in evaluation of bridge components
as well. Following these procedures throughout routine inspections helps ensure
the safety and operational reliability of the mechanical and electrical systems by
providing a thorough and comprehensive inspection.
3. Inspection Report A routine inspection report (RIR) shall be prepared at the
completion of each routine inspection to record the inspection findings, provide a
narrative description of conditions at the site, and note any changes in the WSBIS
coding information. The CBLI shall record and submit the findings of the routine
inspection into BridgeWorks as follows:
a. At the conclusion of the routine inspection, confirm the Numerical Rating
Condition (NRC), Appendix 8.09.C, coding for the various elements and
make any changes necessary. Complete the narrative portion corresponding
to any condition rating change describing the existing condition of its
respectiveelement.
b. Enter onto the inspection report: CBLI initials, CBLI identification number,
date of inspection, total number of crew hours at the site, average bridge
openings per month since last inspection, average marine traffic bridge
openings per month since last inspection, average maintenance bridge openings
per month since last inspection, and the number of inspection bridge openings.

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Electrical and Mechanical Chapter 8

c. Prepare a list of 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. Assign each repair a priority level. Text describing each
repair should appear in the relevant element description. Deficiency photos
are to be referenced in the column alongside the element description as well as
therepair.
B. Blue Ribbon Inspections
Shall be unannounced random inspections intended to assess the reliability of
the mechanical and electrical systems, identify needed preventative maintenance
activities and develop the scope of required rehabilitation projects on the floating
bridges. Blue ribbon inspections and the corresponding reports are completed by
consultants considered to be experts in their field, managed by CBLIs, in accordance
with Resolution No. 398. When blue ribbon electrical and mechanical inspections are
performed, they are used in conjunction with the routine inspection for that structure.
1. Frequency Due to permissions granted by the Bridge and Structures Engineer
in 1994, blue ribbon inspections shall be conducted unannounced at least once
every two years. This augmentation to the original annual inspection schedule
recommended by Resolution No. 398 is provided in the memo in Appendix 8.09-A.
2. Inspection Methodology Blue ribbon inspections consist of visual and
operational inspection of the electrical and mechanical systems. Disassembly
of electrical and mechanical components for closer inspection is also conducted
throughout these inspections to gather a higher level of detail than is typical in
the routine inspections. Non-destructive testing methods adhering to guidelines
established by the AASHTO Movable Bridge Inspection, Evaluation, and
Maintenance Manual Chapter 2, are used in evaluation of bridge components as
well. Following these procedures throughout blue ribbon inspections helps ensure
the safety and operational reliability of the mechanical and electrical systems by
providing a thorough and comprehensive inspection.
3. Reporting After completion of a blue ribbon inspection a RIR is to be entered
into BridgeWorks in the same fashion as outlined in Section 8.03.A.3. In
addition to this RIR another inspection report is to be generated by a consulting
engineer. Consultant reports are detailed reports to be formatted as dictated by
the document provided in Appendix 8.09-B. These reports include identified
deficiencies, recommended actions to correct deficiencies, and cost estimates
to complete recommended rehabilitation items. The DPM will coordinate the
implementation of the recommended repairs and rehabilitation items with the
Region maintenancestaff.

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Chapter 8 Electrical and Mechanical

C. In-Depth Inspection
Shall be a close-up inspection of one, several, or all electrical and mechanical elements
to identify any deficiencies not readily detectable using routine inspection procedures.
The results of these inspections are used to assess the reliability of mechanical and
electrical systems, identify needed preventative maintenance activities, review and
correct as-built schematics, review and correct OIM manuals, and develop the scope of
required rehabilitation projects. In-depth electrical and mechanical inspections are used
in conjunction with the routine inspection. Consultants, specialized in the specific field
of interest, are used in conducting these inspections due to constant change in demand
of disciplines, equipment, and vendors needed to accomplish the various in-depth
inspections. Consulting engineers are managed by CBLIs in the same manner as those
used in blue ribbon inspections.
1. Frequency An in-depth inspection shall be performed in conjunction with a
routine inspection every six years in accordance with the AASHTO Movable
Bridge Inspection, Evaluation, and Maintenance Manual Section 2.1. An in-depth
inspection may also be performed as a follow-up inspection to a routine or blue
ribbon inspection to better identify any deficiencies found. The first inspection on
anew or rehabilitated structure shall be an in-depth inspection in order to establish
a detailed baseline for the structure file.
2. Inspection Methodology In-depth inspections consist of visual and operational
inspections of the electrical and mechanical systems. Extensive disassembly
of electrical and mechanical components for closer inspection is conducted
throughout these inspections to gather a higher level of detail than is typical in
blue ribbon and routine inspections. Non-destructive testing methods adhering to
guidelines established by the AASHTO Movable Bridge Inspection, Evaluation,
and Maintenance Manual Chapter 2, are used in evaluation of bridge components
as well. Following these procedures throughout in-depth inspections helps ensure
the safety and operational reliability of the mechanical and electrical systems by
providing a thorough and comprehensive inspection.
3. Reporting After completion of an in-depth inspection an RIR is to be entered
into BridgeWorks in the same fashion as outlined in Section 8.03.A.3. In
addition to this RIR another inspection report is to be generated by a consulting
engineer. Consultant reports are detailed reports to be formatted as dictated by
the document provided in Appendix 8.09-B. These reports include identified
deficiencies, recommended actions to correct deficiencies, and cost estimates
to complete recommended rehabilitation items. The DPM will coordinate the
implementation of the recommended repairs and rehabilitation items with the
Region maintenancestaff.
4. Specialized Inspections Occasionally certain components/systems have their
own specialized inspections carried out separately. Examples of components/
systems that may require special inspections are trunnion bearings, counterweight
ropes, and cathodic protection. Each of these inspections is functionally an in-depth
inspection, pertaining only to that component or system, which are conducted and
reported as such.

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Electrical and Mechanical Chapter 8

8.04 Complex Bridge and Tunnel QC/QA Program

The CBLIs review 100% of inspection reports under their responsibility prior to
release. The majority of inspections involving the Complex Bridge and Tunnel section
only concern one inspection engineer of each discipline. If multiple CBLIs of the
same discipline participated in an inspection then that report will be reviewed by both
engineers prior to submittal to the DPM.
An effort shall be made to rotate which CBLIs conduct routine inspections on each
structure on an annual basis to add variation to the Complex Bridge and Tunnel
sections internal QC program.
The DPM reviews 100% of all Complex Bridge and Tunnel reports under his area
ofresponsibility prior to release.
The office review of reports will consist of validation for accuracy and consistency
ofthe following:
Inspection Type The appropriate inspection types are identified.
Inspection Date Ensure that bridges are inspected on time.
Inspection Frequency Verify that inspection frequency is based on condition or
policy (i.e., 12 month frequency criteria).
Inspection Hours Verify that the correct inspection hours are reported based on
history of previous report hours, structure type and condition.
Organization of Report Verify that the report is organized, understandable, uses
correct photo and file references that follow office policy.
Inspection Resources Verify that the appropriate resources needed for safety,
access, and adequate inspection are being used.
NRC Codes Verify that the Numerical Rating Condition codes are supported by
inspection report content. Coding information available in Appendix 8.09-C.
Elements Verify that the elements are complete and accurate.
Repair Recommendations and Priorities Verify that appropriate repairs and repair
priorities are recommended based on inspection report content.
Follow-Up Actions on Significant/Critical Findings Ensure deficiencies that
require immediate action have had the proper parties notified and are being
monitored and/or followed up on.
Utilizing consultants on blue ribbon and in-depth inspections serves to act as QA for
the Complex Bridge and Tunnel section. An effort is made to rotate which consultant
conducts each blue ribbon or in-depth inspection. This process helps to ensure delivery
of a comprehensive and high quality inspection program.

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Chapter 8 Electrical and Mechanical

8.05 Tunnel Inspection Duties

On July 6, 2012 the President signed the Moving Ahead for Progress in the 21st
Century Act (MAP-21), which required the Secretary to establish national standards for
tunnel inspections. As a result, the FHWA has issued the National Tunnel Inspection
Standards (NTIS) for highway tunnels. The BPO is working to establish a program
to meet the intent of the NTIS. As such, routine inspections of the electrical and
mechanical systems present in highway tunnels are to be conducted at a maximum
of 24 month intervals. Routine inspections result in an inspection report created and
submitted through Bridge Works. In-depth inspections result in detailed consultant
reports that are reviewed by CBLIs in addition to a standard RIR. In-depth inspections
of the mechanical and electrical systems are to be conducted at least once every six
years. Maintenance and inspection guidelines for mechanical and electrical systems
present in tunnels are outlined in the FHWA Tunnel Operations, Maintenance,
Inspection and Evaluation (TOMIE) Manual. Each tunnel has its own structure file
similar to that of our other complex bridges and tunnels which are updated with signed
copies of applicablereports.

8.06 Complex Bridge and Tunnel Records

A. Operation, Inspection and Maintenance Manuals
Every complex bridge has its own Operation, Inspection, and Maintenance (OIM)
Manual developed by the Bridge Preservation Office as mandated by Transportation
Structures Preservation Manual M 23-11. These are developed partially using the
Operations and Maintenance (O&M) manuals provided to WSDOT as a result of
Section 1-06.5 of Standard Specifications. O&M manuals consist of catalog cuts or
shop drawings of each piece of equipment found on its corresponding structure. Both
of these manuals as well as any as-builts must be periodically updated as structures are
rehabilitated and the information contained within them becomes obsolete. Region(s)
input is invaluable inthe process of creating OIM manuals and correctly identifying
operating procedures for each structure. Contract documents, special provisions, and
as-builts are also used in the process of generating the OIMmanual.
OIM manuals contain important information relevant to their corresponding complex
bridge including but not limited to specific operational procedures, emergency
procedures, recommended maintenance scheduling and procedure, as well as
inspection procedures. Master copies of each OIM manual are retained by the BPO
and the regions are provided with copies of every manual relevant to their bridges.
Acomplete list of OIM manuals developed by the BPO is included in Appendix 8.09-F.

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Electrical and Mechanical Chapter 8

B. Structure Files
Every complex bridge and tunnel has its own structure file maintained in accordance
with the standards set in Chapter 2 of this manual to satisfy the FHWA. The physical
location of structure file documents is indicated in Appendix 2.06-A Bridge
Preservation Floor Plan. A more detailed explanation of the legend is as follows:
B- Movable Bridge Files refers to project files, signed copies of every bridge
inspection report, contract documents, microfilm cards and antiquated pictures
from old inspections.
F-Letter Files refers to the movable bridge letter files as well as reports generated
by consultants. These reports are the original stamped and signed copies that come
as a result of a Blue Ribbon inspection or an In-Depth inspection.
The current Routine and In-Depth inspection databases containing inspection dates and
intervals for scheduling purposes are available to view on the Corporate drive. These
files are only editable by members of the Complex Bridge and Tunnel section. These
databases are available along the following file path on the Corporate drive: \Data\
Bridge\Movable. Folders labeled Routines and In-Depth Database contain the
relevant files.

8.07 Bridge Damage/Emergency Responsibilities

As dictated in the WSDOT Emergency Operations Plan M 54-11 BPO personnel are
provided with emergency responder training. The BPO employs multiple mechanical
and electrical engineers with offset schedules such that in the event of an emergency
situation involving an electrical or mechanical component failure, personnel will
be available to provide technical assistance to the Region(s). Should an emergency
situation occur the Region(s) are to contact the BPO at which point technical assistance
will be dispatched. After any emergency response situation the CBLI onsite for the
incident shall prepare a report to be distributed amongst the BPO and the Region(s)
via email. The BPO can always be reached via the emergency response phone at
360-480-4500.

8.08 Plans, Specifications and Estimates

The BPO assists the region with preparation of Plans, Specifications & Estimates
documentation for the purpose of special inspections, requiring consultants, as well
as rehabilitation activities. In the event electrical and mechanical components need to
be acquired through the bidding process, the BPO provides assistance to the region
with preparation of the proper documentation. During construction of repairs or
rehabilitation of structures the BPO is available to assist the Region(s) and the Project
Engineer Office as needed.

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Chapter 8 Electrical and Mechanical

8.09 Appendices
Appendix 8.09-A BPO Memo for Blue Ribbon Inspection ScheduleAlteration
Appendix 8.09-B Guideline for Writing Electrical and Mechanical
InspectionReports
Appendix 8.09-C Numerical Rating Condition Description
Appendix 8.09-D Continued Certification of Bridge Inspection Personnel
Appendix 8.09-E Complex Bridge and Tunnel Inspection List
Appendix 8.09-F Operations, Inspection, and Maintenance Manual List

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Electrical and Mechanical Chapter 8

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 BPO Memo for Blue Ribbon
Appendix 8.09-A Inspection Schedule Alteration

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BPO Memo for Blue Ribbon Inspection Schedule Alteration Appendix 8.09-A

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Appendix 8.09-A BPO Memo for Blue Ribbon Inspection Schedule Alteration

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BPO Memo for Blue Ribbon Inspection Schedule Alteration Appendix 8.09-A

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 Guideline for Writing Electrical
Appendix 8.09-B and Mechanical Inspection Reports

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Guideline for Writing Electrical and Mechanical Inspection Reports Appendix 8.09-B

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Appendix 8.09-B Guideline for Writing Electrical and Mechanical Inspection Reports

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Guideline for Writing Electrical and Mechanical Inspection Reports Appendix 8.09-B

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Appendix 8.09-B Guideline for Writing Electrical and Mechanical Inspection Reports

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Guideline for Writing Electrical and Mechanical Inspection Reports Appendix 8.09-B

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Appendix 8.09-B Guideline for Writing Electrical and Mechanical Inspection Reports

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Guideline for Writing Electrical and Mechanical Inspection Reports Appendix 8.09-B

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Appendix 8.09-C Numerical Rating Condition Description

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Numerical Rating Condition Description Appendix 8.09-C

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 Continued Certification of
Appendix 8.09-D Complex Bridge InspectionPersonnel
A continued certification of complex bridge and tunnel inspection personnel has been
established to ensure that all program managers and inspectors are kept up to date with
the latest practices and technology in the areas of bridge and tunnel inspections. This
continued certification program requires that each Electrical/Mechanical Complex
Bridge Lead Inspector (CBLI) and their Delegated Program Manager(DPM) must
participate in the following during a five-year period to maintain certification:
30 hours of bridge related continuing education courses and training including
WSDOT sponsored bridge training, bridge conferences and other NHI bridge
training courses as approved by the delegated program manager.

Continued Certification Course and Training List

The following is a list of courses that are examples of what would qualify in
combination to acquire 30 hours of continuing education hours in the designated five-
year period. It is the inspectors responsibility to ensure that the information is given to
their manager within the necessary timeframes to ensure continued certification.
National Electric Code 16 hours
Grounding and Bonding Training 16 hours
NFPA 70E Arc Flash Electrical Safety 16 hours
Programmable Logic Controller Training 24 hours
AC/DC Motors and Drives Training 16 hours
Cathodic Protection 40 hours
National Fire Alarm and Signaling Code 24 hours
Non-Destructive Testing Training 24 hours
Hydraulics & System Troubleshooting 16 hours
Principles of Bearings and Lubrication 16 hours
Coupling and Shaft Alignment 16 hours
Strain Gage Workshop 40 hours
Pacific NW Bridge Maintenance Conference 16 hours
Pacific NW Bridge Inspection Conference 16 hours
Heavy Movable Structures Conference 16 hours
Western Bridge Engineers Seminar 16 hours
WSDOT/LTAP Bridge Condition Inspection Training (BCIT) 72 hours
WSDOT/LTAP Bridge Condition Inspection Update (BCIU) 16 hours

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Continued Certification of Complex Bridge Inspection Personnel Appendix 8.09-D

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 Complex Bridge and
Appendix 8.09-E Tunnel Inspection List
The following is a list of complex bridges and tunnels that require electrical and
mechanical inspections in accordance with the NBIS and NTIS. The regularly
scheduled inspections for each structure are listed along with their frequency. Special
inspections in addition to those listed may be conducted if deemed necessary.

12/12N Wishkah River Bridge

Electrical Mechanical
Routine Inspection (1 yr) Routine Inspection (1 yr)
In-Depth Inspection (6 yrs) In-Depth Inspection (6 yrs)

12/12S Heron Street Bridge

Electrical Mechanical
Routine Inspection (1 yr) Routine Inspection (1 yr)
In-Depth Inspection (6 yrs) In-Depth Inspection (6 yrs)

12/915 Snake River Clarkston

Electrical Mechanical
Routine Inspection (1 yr) Routine Inspection (1 yr)
In-Depth Inspection (6 yrs) In-Depth Inspection (6 yrs)
Counterweight Rope Inspection (6 yrs)
Trunnion Bearing Inspection (6 yrs)

16/110E Tacoma Narrows

Electrical Mechanical
Routine Inspection (1 yr) Routine Inspection (1 yr)
In-Depth Inspection (6 yrs) In-Depth Inspection (6 yrs)

16/110W Tacoma Narrows

Electrical Mechanical
Routine Inspection (1 yr) Routine Inspection (1 yr)
In-Depth Inspection (6 yrs) In-Depth Inspection (6 yrs)

90/25N Homer M. Hadley

Electrical
Routine Inspection (1 yr)
Blue Ribbon Inspection (2 yrs)
Blue Ribbon Cathodic Protection Inspection (2 yrs)
In-Depth Inspection (6 yrs)
In-Depth Cathodic Protection Inspection (6 yrs)

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Complex Bridge and Tunnel Inspection List Appendix 8.09-E

90/25S Lacey V. Murrow

Electrical
Routine Inspection (1 yr)
Blue Ribbon Inspection (2 yrs)
Blue Ribbon Cathodic Protection Inspection (2 yrs)
In-Depth Inspection (6 yrs)
In-Depth Cathodic Protection Inspection (6 yrs)

99/530E Duwamish River Br

Electrical Mechanical
Routine Inspection (1 yr) Routine Inspection (1 yr)
In-Depth Inspection (6 yrs) In-Depth Inspection (6 yrs)
Trunnion Bearing Inspection (6 yrs)

99/530W Duwamish River Br

Electrical Mechanical
Routine Inspection (1 yr) Routine Inspection (1 yr)
In-Depth Inspection (6 yrs) In-Depth Inspection (6 yrs)

101/115 Chehalis River Bridge

Electrical Mechanical
Routine Inspection (1 yr) Routine Inspection (1 yr)
In-Depth Inspection (6 yrs) In-Depth Inspection (6 yrs)

101/125E Hoquiam River - Riverside

Electrical Mechanical
Routine Inspection (1 yr) Routine Inspection (1 yr)
In-Depth Inspection (6 yrs) In-Depth Inspection (6 yrs)
Counterweight Rope Inspection (6 yrs)

101/125W Hoquiam River - Simpson

Electrical Mechanical
Routine Inspection (1 yr) Routine Inspection (1 yr)
In-Depth Inspection (6 yrs) In-Depth Inspection (6 yrs)

104/5.1 Hood Canal-W.A. Bugge Bridge W

Electrical Mechanical
Routine Inspection (1 yr) Routine Inspection (1 yr)
Blue Ribbon Inspection (2 yrs) Blue Ribbon Inspection (2 yrs)
Blue Ribbon CP Inspection (2 yrs) In-Depth Inspection (6 yrs)
In-Depth Inspection (6 yrs)
In-Depth CP Inspection (6 yrs)

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Appendix 8.09-E Complex Bridge and Tunnel Inspection List

104/5.2 Hood Canal-W.A. Bugge Br E

Electrical Mechanical
Routine Inspection (1 yr) Routine Inspection (1 yr)
Blue Ribbon Inspection (2 yrs) Blue Ribbon Inspection (2 yrs)
Blue Ribbon CP Inspection (2 yrs) In-Depth Inspection (6 yrs)
In-Depth Inspection (6 yrs)
In-Depth CP Inspection (6 yrs)

513/12 Montlake Bridge

Electrical Mechanical
Routine Inspection (1 yr) Routine Inspection (1 yr)
In-Depth Inspection (6 yrs) In-Depth Inspection (6 yrs)

520/8 Albert D. Rosellini Bridge

Electrical Mechanical
Routine Inspection (1 yr) Routine Inspection (1 yr)
Blue Ribbon Inspection (2 yrs) Blue Ribbon Inspection (2 yrs)
In-Depth Inspection (6 yrs) In-Depth Inspection (6 yrs)

529/10E Snohomish River Bridge

Electrical Mechanical
Routine Inspection (1 yr) Routine Inspection (1 yr)
In-Depth Inspection (6 yrs) In-Depth Inspection (6 yrs)
Counterweight Rope Inspection (6 yrs)

529/10W Snohomish River Bridge

Electrical Mechanical
Routine Inspection (1 yr) Routine Inspection (1 yr)
In-Depth Inspection (6 yrs) In-Depth Inspection (6 yrs)
Counterweight Rope Inspection (6 yrs)

529/20E Steamboat Slough

Electrical Mechanical
Routine Inspection (1 yr) Routine Inspection (1 yr)
In-Depth Inspection (6 yrs) In-Depth Inspection (6 yrs)

529/20W Steamboat Slough

Electrical Mechanical
Routine Inspection (1 yr) Routine Inspection (1 yr)
In-Depth Inspection (6 yrs) In-Depth Inspection (6 yrs)

90/22LID Martin Luther King LID

Electrical Mechanical
Routine Inspection (2 yr) Routine Inspection (2 yr)
In-Depth Inspection (6 yrs) In-Depth Inspection (6 yrs)

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Complex Bridge and Tunnel Inspection List Appendix 8.09-E

90/24N Mt Baker Ridge Tunnel

Electrical Mechanical
Routine Inspection (2 yr) Routine Inspection (2 yr)
In-Depth Inspection (6 yrs) In-Depth Inspection (6 yrs)

90/24S Mt Baker Ridge Tunnel

Electrical Mechanical
Routine Inspection (2 yr) Routine Inspection (2 yr)
In-Depth Inspection (6 yrs) In-Depth Inspection (6 yrs)

90/26LID First Hill LID

Electrical Mechanical
Routine Inspection (2 yr) Routine Inspection (2 yr)
In-Depth Inspection (6 yrs) In-Depth Inspection (6 yrs)

5/549CNC Wash St Convention Center

Electrical Mechanical
Routine Inspection (2 yr) Routine Inspection (2 yr)
In-Depth Inspection (6 yrs) In-Depth Inspection (6 yrs)

304/9 Bremerton Tunnel

Electrical Mechanical
Routine Inspection (2 yr) Routine Inspection (2 yr)
In-Depth Inspection (6 yrs) In-Depth Inspection (6 yrs)

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 Operations, Inspections,
Appendix 8.09-F and Maintenance Manual List
The following is a tabulated listing of all of the OIM manuals generated by the BPO.
They are updated as necessary when rehabilitations of bridge systems occur or major
components are changed.
Manual Revision Document
Bridge # Bridge Name Date Date Number
12/12N Wishkah River Jun-03 2006 M 23-25
12/12S Wishkah River - Heron Jun-03 2007 M 23-19
12/915 Snake River - Clarkston Jun-96 Dec-04 M 23-26
16/110E Tacoma Narrows Jun-95 *
90/25N Homer M. Hadley Jul-06 *
90/25S Lacey V. Murrow Jul-06 *
99/530E Duwamish River Jun-01 M 23-31
99/530W Duwamish River Jun-01 2007 *
101/115 Chehalis River Oct-99 Aug-05 M 23-23
101/125E Hoquiam River - Riverside Jun-97 M 23-22
101/125W Hoquiam River - Simpson Sep-79 M 23-33
104/5.1 & 5.2 Hood Canal Jun-96 M 23-12
513/12 Montlake Bridge Nov-02 M 23-30
520/8 Evergreen Point Apr-04 M 23-13
529/10E & W Snohomish River Mar-01 M 23-21
529/20E & W Steamboat Slough Jan-05 M 23-28
*Document number not yet assigned.

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Chapter 9 Tunnels

9.01 General
The National Tunnel Inspection Standards (NTIS) are published in the Code of Federal
Regulations, 23 CFR 650, Subpart E. The NTIS requires that tunnel owners establish a
program for the inspection of highway tunnels, to maintain a tunnel inventory, to report
the inspection findings to FHWA, and to correct any critical findings found during
these inspections. The Washington States tunnel inspection program functions fully
within the umbrella of the Washington States bridge inspection organization.
Washington States tunnel inspection organization, however, is only responsible
for state and local agency-owned tunnels. Federally-owned tunnels are inventoried,
inspected, and managed by federal agencies. Privately-owned highway tunnels are
not included in this requirement, although WSDOT encourages private tunnel owners
to inspect and maintain their tunnels in conformance with the NTIS and this manual.
There is an open invitation for private tunnel owners to submit bridge records to the
Washington State Bridge Inventory System (WSBIS).
A. Definitions
Complex Tunnel A tunnel characterized by advanced or unique structural elements
or functional systems.
Highway LID A structure built with green space which interconnects neighborhoods
otherwise cut off or impacted by freeways, with or without local roads. If carrying
local roads, the structure must have a deck area at least twice the area of the roads
itcarries. Highway LIDS shall be inventoried as tunnels under the NTIS.
National Tunnel Inspection Standards (NTIS) Title 23 Code of Federal
Regulations 650 Subpart E defines the NTIS regulations, and establishes requirements
for inspection procedures, frequency of inspections, qualifications of personnel,
inspection reports, and preparation and maintenance of a state tunnel inventory. The
NTIS apply to all structures defined as highway tunnels located on all public roads.
Tunnel The term tunnel means an enclosed roadway for motor vehicle traffic
with vehicle access limited to portals, regardless of type of structure or method
of construction, that requires, based on the owners determination, special design
considerations that may include lighting, ventilation, fire protection systems, and
emergency egress capacity. The term tunnel does not include bridges or culverts
inspected under the National Bridge Inspection Standards (Title 23 Code of Federal
Regulations 650 Subpart C). The state of Washington shall prepare and maintain an
inventory of all tunnels subject to the NTIS.
Specifications for the National Tunnel Inventory (SNTI) The SNTI is intended
to supplement the NTIS and provide the specifications for coding data required to be
submitted to the National Tunnel Inventory (NTI). Data in the NTI will be used to meet
legislative reporting requirements and provide tunnel owners, the Federal Highway
Administration (FHWA) and the general public with information on the number and
condition of the Nations tunnels.

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Tunnels Chapter 9

National Tunnel Inventory (NTI) The aggregation of structure inventory

and appraisal data collected to fulfill the requirements of the National Tunnel
InspectionStandards.
Tunnel Operations, Maintenance, Inspection, and Evaluation Manual (TOMIE)
The TOMIE provides uniform and consistent guidance on the operation, maintenance,
inspection, and evaluation of tunnels.
See Section 1.01.A for additional definitions used in this manual.

9.02 Description of Tunnel Inspection Organization

In accordance with the description of the Bridge Inspection Organization offered
in Section 1.02, a tunnel inspection organization as required by the NTIS has been
developed. The tunnel inspection organization functions completely under the umbrella
of the Washington State bridge inspection organization. The makeup of the tunnel
organization is identical in all aspects as the bridge inspection organization.

9.03 Tunnel Inspection Programs

In accordance with the description of the Bridge Inspection Programs offered in
Section 1.03, a tunnel inspection program as required by the NTIS has been developed.
The tunnel inspection program functions completely under the umbrella of the
Washington State bridge inspection organization. The makeup of the tunnel inspection
program is identical in all aspects as the bridge inspection program.

9.04 Tunnel Inspection Organization Roles andResponsibilities

In accordance with the description of the Bridge Inspection Organization Roles and
Responsibilities offered in Section 1.04, tunnel inspection Organization Roles and
Responsibilities as required by the NTIS has been developed. Tunnel inspection
roles and responsibilities fall completely under the umbrella of the Washington State
bridge inspection organization with the additional requirement for the Team Leader as
described below.
A. Team Leader (TL)
A team leader is in charge of an inspection team and responsible for planning,
preparing, and performing the field inspection of tunnels. The team leader also makes
repair recommendations and is responsible for initiating the critical damage procedures
including full tunnel closure if deemed necessary. To qualify as a team leader, the
individual must meet, at a minimum, the team leader requirements as described in
the NTIS. Team leaders must be recertified on a regular basis by attending a refresher
training class according to state policy. The certification process is described in detail
in Section 1.05.

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9.05 Tunnel Inspection Certification

Certification for tunnel inspection work within the state of Washington is in accordance
with the requirements described in Section 1.05 with the additional requirement of
having a Certificate of completion of an FHWA approved comprehensive tunnel
inspection course such as the NHI Tunnel Safety Inspection course. All certified NTI
inspector numbers will be tracked through the Bridgeworks System.

9.06 Tunnel Inspection Certification Probation, Suspension,

Decertification andReinstatement
A process for decertification has been established to ensure that all PMs and TLs are
following the proper conduct of their respective positions. The requirements for Tunnel
inspectors is identical to that of Bridge Inspectors as described in Section 1.06.

9.07 Inspections
A multi-disciplined approach to tunnel inspection has been adopted by the WSDOT
Bridge Preservation Office to comply with the requirements of the NTIS. Routine
inspections for the Civil and Structural components are described in Chapter 3 while
the Electrical and Mechanical inspection are described in Chapter 8.

9.08 Tunnel Elements

BMS elements for WSDOT Tunnels is listed in Appendix 9.10-A (Only Civil/
Structural Elements)
*There is no translation from WSDOT condition state to the SNTI.
WSDOT Pre-NTIS tunnel elements 250, 251, 252, 253 are discontinued and replaced
with the Specifications for the National Tunnel Inventory (SNTI) elements. WSDOT
bridge elements previously included in tunnel inspections no longer apply to tunnels.
This section describes why modified tunnel condition states are used by WSDOT to
manage and inspect the tunnels. Element names and numbers are the same as published
in the Specifications for the National Tunnel Inventory (SNTI), with WSDOT minor
clarifications to the descriptions. However, the condition state definitions have been
modified to follow the management and inspection philosophies of the WSDOT Bridge
Elements as described here, see Section 4.1.3.1 for the use of the word Affected
in evaluating condition states. There are no clarifications or changes to the Tunnel
Inventory items.
The WSDOT deviation in condition evaluation can be summarized by stating the
Condition State 2 (CS2) is reserved to document the quantity of repairs only, and
excludes minor deteriorations that are not significant to management or the condition
evaluation. The SNTI sets the precedent to evaluate repairs as a condition state 2 and
has several examples specified, such as: Patching, Sound Patching, Arrested Cracks,
Doubling Plates or similar, and other Mitigated Defects. By including conditions
other than repairs, the SNTI evaluation is more difficult and dilutes the quality of data
for management purposes. This WSDOT CS2 deviation from SNTI is small, but has a
large impact to the inspector and a significant improvement to the asset management.

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Tunnels Chapter 9

The SNTI condition states require the inspector to make three evaluations to determine
the proper condition state; typically, Is the field condition CS2? or CS3?, or CS4?
This requires significant memorization of the element definitions to consistently
and correctly evaluate a variety of material defects, and extrapolate for defects not
specified. By documenting only repair quantities in CS2, the inspector evaluation is
essentially reduced to, Is the defect CS3 or CS4? The evaluation is focused on the
important field conditions and the most valuable to management where the following
significant benefits and efficiencies are realized.
1. The coding is simplified since repairs are easily identified and quantified. This
improves the consistency between inspectors and is quality improvement because
CS3 and CS4 is the focus of the inspection effort which provides the most useful
data to predict future conditions and budgeting need. The focus is on, What needs
to be inspected and documented?
2. More efficient in two ways. The first saves time because a large number of
CS2 minor structural defects are ignored, such as: Freckled rust, Discoloration,
Beginning Decay, and Hairline cracks. This data and documentation is not useful
for prediction of element deterioration and does not justify the attention of funding.
The second efficiency is a small number defects specified in SNTI as CS2 may
be evaluated as WSDOT CS3, such as Loose Fasteners in a Steel Tunnel Liner
because a repair may be appropriate. This useful information is more appropriate to
WSDOT as CS3.
3. Pre-defined condition states for a few defects can create coding problems and are
replaced with a more practical and useful evaluation. For example, the width of a
concrete crack determines the SNTI condition state where large cracks are CS4.
This prescriptive coding assumes a small crack is not a problem which may not be
the case in the field. WSDOT condition state 3 and 4 is based on the importance
of the crack using engineering judgment and practice, where the crack width is a
factor. This allows a structurally significant small crack to be CS3 OR CS4 and a
large crack wide in a sidewalk/barrier could be CS1. This WSDOT philosophy
solves the coding problem for all materials including pre-cracked timber
andconcrete.
4. Repair quantities exclusively in CS2 provide the benefit of indirectly tracking
a long term cost and decline of the asset. As the quantities change with time,
CS1 quantities move to 3 or 4 and collect as expensive CS2 repairs. The SNTI
definition eventually leads to a problem on older elements when the history of
repairs is mixed with minor element defects because two possible conditions can
exist with a large amount of CS2. Either an element is aging gracefully or the
element has frequently been in Poor condition with a large amount of repairs;
or some combination thereof. These are two different and distinct scenarios that
cannot be distinguished in SNTI data for modeling or funding. By having exclusive
CS2 repair quantities, WSDOT can model both scenarios. In addition, the CS2
quantities are an indicator of element performance and better of support the
decision of when to replace the element in the inventory.

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Chapter 9 Tunnels

5. The WSDOT tunnel conditions tie directly to an NBI reporting of Good, Fair, and
Poor which are directly associated with the established Structurally Deficient
rating for bridges. Primary tunnel elements with quantities in CS3 are considered
by WSDOT as Fair condition, and tunnels with quantities in CS4 are in Poor
condition. If FHWA establishes an equivalent rating system for tunnels or WSDOT
includes tunnels in reporting processes, the WSDOT elements have a justifiable
reporting system.
The SNTI use of the word Severe to describe CS4 has proven confusing to the
WSDOT inspection and reporting process. Severe structural defects are viewed as
something that demands an immediate or emergency action and inappropriate for a
management system which takes up to 10 years or more to respond with funding.
There are two important goals behind any asset management system. One goal is
to identify what may require funding in the future and the second goal is to identify
what needs funding now. With repairs dedicated to CS2, WSDOT definitions
directly support these two goals with field conditions in state 3 may require
funding, but not at this time; and field conditions in state 4 require funding for
repair, rehabilitation, or replacement of the element, but are still safe for public use.
If CS2 is used to collect other field conditions, the two goals of asset management
are diminished and with little benefit.
6. Lastly, WSDOT believes modified CS2 is technically within the intent of the SNTI
CS2 since repairs are clearly specified for several SNTI elements. Therefore, the
FHWA element reporting will reflect the data as coded by the WSDOT inspector.

9.09 Tunnel QC/QA Program

In accordance with the description of the WSDOT Bridge Preservation Office Quality
Control Program offered in Section 7.02, a tunnel QC program as required by the
NTIS has been developed. The tunnel inspection program functions completely under
the umbrella of the Washington State bridge inspection organization. The makeup of
the tunnel QC program is identical in all aspects as the bridge inspection QC program
except for Mechanical and Electrical QC, which is developed and documented in
Section8.04.

9.10 Tunnel Records

A. SNTI Coding Guide
In accordance with the description of the WSDOT Bridge Preservation Office Bridge
Files and Documentation offered in Section 2.01, Tunnel Files and Documentation as
required by the NTIS has been developed. Tunnel Files and Documentation functions
completely under the umbrella of the Washington State bridge inspection organization.
The SNTI Coding Guide Section 2 Inventory data has been incorporated into the
WSBIS Coding Guide, available in Appendix 2.06-C. A summary of the SNTI codes
with associated WSBIS codes are in Appendix 9.10-C.

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Tunnels Chapter 9

9.10 Appendices
Appendix 9.11-A Civil/ Structural Tunnel BMSElements
Appendix 9.11-B WSDOT Tunnel Listing
Appendix 9.11-C WSBIS / NTI Tunnel Inventory Codes

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Appendix 9.10-A Tunnel BMS Elements

Civil/Structural Tunnel BMS Element Listing

Element Element
Type Number Element Description Unit Page
Liners 10000 Steel Tunnel Liner SF 9.10-A-1
10001 Cast-In-Place Tunnel Liner SF 9.10-A-3
10002 Precast Concrete Tunnel Liner SF 9.10-A-3
10003 Shotcrete Tunnel Liner SF 9.10-A-3
10004 Timber Tunnel Liner SF 9.10-A-3
10005 Masonry Tunnel Liner SF 9.10-A-4
10006 Unlined Rock Tunnel SF 9.10-A-4
10007 Rock Bolt/Dowel EA 9.10-A-4
10009 Other Tunnel Liner SF 9.10-A-5
Tunnel Roof 10010 Steel Tunnel Roof Girders LF 9.10-A-5
Girders 10011 Concrete Tunnel Roof Girders LF 9.10-A-5
10012 Prestressed Concrete Tunnel Roof Girders LF 9.10-A-5
10019 Other Tunnel Roof Girders LF 9.10-A-5
Columns / 10020 Steel Column / Piles EA 9.10-A-6
Piles 10021 Concrete Column / Piles EA 9.10-A-6
10029 Other Column / Piles EA 9.10-A-6
Cross 10030 Steel Cross Passageway LF 9.10-A-6
Passageway 10031 Concrete Cross Passageway LF 9.10-A-6
10033 Shotcrete Cross Passageway LF 9.10-A-6
10034 Timber Cross Passageway LF 9.10-A-6
10035 Masonry Cross Passageway LF 9.10-A-6
10036 Unlined Rock Cross Passageway LF 9.10-A-6
10039 Other Cross Passageway LF 9.10-A-6
Interior Walls 10041 Concrete Interior Walls SF 9.10-A-7
10049 Other Interior Walls SF 9.10-A-7
Portals 10051 Concrete Portal SF 9.10-A-7
10055 Masonry Portal SF 9.10-A-7
10059 Other Portal SF 9.10-A-7
Ceiling Slab 10061 Concrete Ceiling Slab SF 9.10-A-8
10069 Other Ceiling Slab SF 9.10-A-8
Ceiling 10070 Steel Ceiling Girder LF 9.10-A-8
Girder 10071 Concrete Ceiling Girder LF 9.10-A-8
10072 Prestressed Concrete Ceiling Girder LF 9.10-A-8
10079 Other Ceiling Girder LF 9.10-A-8
Hangers and 10080 Steel Hangers and Anchorages EA 9.10-A-9
Anchorages 10089 Other Hangers and Anchorages EA 9.10-A-9

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Tunnel BMS Elements Appendix 9.10-A

Element Element
Type Number Element Description Unit Page
Ceiling 10090 Steel Ceiling Panels SF 9.10-A-9
Panels 10091 Concrete Ceiling Panels SF 9.10-A-9
10099 Other Ceiling Panels SF 9.10-A-9
Invert Slab 10101 Concrete Invert Slab SF 9.10-A-10
10109 Other Invert Slab SF 9.10-A-10
Slab-on- 10111 Concrete Slab-on-Grade SF 9.10-A-10
Grade 10119 Other Slab-on-Grade SF 9.10-A-10
Invert Girder 10120 Steel Invert Girder LF 9.10-A-11
10121 Concrete Invert Girder LF 9.10-A-11
10122 Prestressed Concrete Invert Girder LF 9.10-A-11
10129 Other Invert Girder LF 9.10-A-11
Joints 10130 Strip Seal Expansion Joint LF 9.10-A-11
10131 Pourable Joint Seal LF 9.10-A-11
10132 Compression Joint Seal LF 9.10-A-11
10133 Assembly Joint With Seal LF 9.10-A-11
10134 Open Expansion Joint LF 9.10-A-11
10135 Assembly Joint Without Seal LF 9.10-A-11
10139 Other Joint LF 9.10-A-11
Gaskets 10140 Gaskets LF 9.10-A-12
Wearing 10151 Concrete Wearing Surface SF 9.10-A-12
Surface 10158 Asphalt Wearing Surface SF 9.10-A-12
10159 Other Wearing Surface SF 9.10-A-13
Traffic 10160 Steel Traffic Barrier LF 9.10-A-13
Barrier 10161 Concrete Traffic Barrier LF 9.10-A-13
Pedestrian 10169 Other Traffic Barrier LF 9.10-A-13
Railing
10170 Steel Pedestrian Railing LF 9.10-A-13
10171 Concrete Pedestrian Railing LF 9.10-A-13
10179 Other Pedestrian Railing LF 9.10-A-13
Lighting 10601 Tunnel Lighting Fixtures EA 9.10-A-14
Fixtures
Protective 10952 Fire Protective Coating SF 9.10-A-14
Systems 10955 Reflective Tunnel Tile SF 9.10-A-15

Page 9.10-A-2 Washington State Bridge Inspection Manual M 36-64.07

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Appendix 9.10-A Tunnel BMS Elements

Tunnel liner quantities are based on the shape of the liner perimeter which does not
include the roadway because the roadway/slab elements document these conditions.
The total quantity for circular tunnel shape has a circular perimeter multiplied by the
length of tunnel. The total quantity for a horseshoe tunnel is the perimeter exposed to
traffic minus the roadway surface multiplied by the length of tunnel.

10000 Steel Tunnel Liner Units SF

Record this element for all steel tunnel liners. Steel tunnel liners function as a shell for
the exterior of the tunnel and as a divider between different bores of the tunnel.
The area of a tunnel liner is the product of the length (along the centerline) of the
tunnel and the perimeter of the liner.

10001 Cast-in-Place Concrete Tunnel Liner Units SF

Record this element for all cast-in-place concrete tunnel liners. Cast-in place concrete
tunnel liners function as a shell for the exterior of the tunnel and as a divider between
different bores of the tunnel.
The area of a tunnel liner is the product of the length (along the centerline) of the
tunnel and the perimeter of the liner.

10002 Precast Concrete Tunnel Liner Units SF

Record this element for all precast concrete tunnel liners. Precast concrete tunnel liners
function as a shell for the exterior of the tunnel and as a divider between different bores
of the tunnel.
The area of a tunnel liner is the product of the length (along the centerline) of the
tunnel and the perimeter of the liner.

10003 Shotcrete Tunnel Liner Units SF

Record this element for all shotcrete tunnel liners. Shotcrete tunnel liners function
as a shell for the exterior of the tunnel and as a divider between different bores of
thetunnel.
The area of a tunnel liner is the product of the length (along the centerline) of the
tunnel and the perimeter of the liner.

10004 Timber Tunnel Liner Units SF

Record this element for all timber tunnel liners consisting of timber sets with or
without timber lagging. Timber tunnel liners function as a shell for the exterior of the
tunnel and as a divider between different bores of the tunnel.
The area of a tunnel liner is the product of the length (along the centerline) of the
tunnel and the perimeter of the liner.

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Tunnel BMS Elements Appendix 9.10-A

10005 Masonry Tunnel Liner Units SF

Record this element for all masonry tunnel liners. Masonry tunnel liners function
as a shell for the exterior of the tunnel and as a divider between different bores of
thetunnel.
The area of a tunnel liner is the product of the length (along the centerline) of the
tunnel and the perimeter of the liner.

10006 Unlined Rock Tunnel Units SF

Record this element for all unlined rock tunnels. Unlined rock tunnels function as the
exterior of the tunnel and as a divider between different bores of the tunnel.
The area of an unlined rock tunnel is the product of the length of the tunnel (along the
centerline) and the perimeter of the unlined rock.
Condition States for WSDOT Elements 10000, 10002, 10003, 10004, 10005,
and10006
1. Defects are superficial and have no effect on the structural capacity of the tunnel.
2. Tunnel Liner area with patches, repairs, or other type of mitigation for a CS3 or
CS4 defect.
3. Tunnel Liner area with structural defects. The defects do not significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
4. Tunnel area affected by damage in 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.
Defects threaten public safety, or the primary design function of the element.

10007 Rock Bolt/Dowel Units EA

Record this element for all rock bolts or dowels and is not a tunnel liner element.
This documents all rock or soil nails used to stabilize the earth in the tunnel, or at and
above the portals. Dowels used to connect pieces of precast concrete tunnel liner are
considered part of the tunnel liner element and not included in this element.
The total number of rock bolt/dowels is the sum of all the number of rock bolts
anddowels.
1. Defects are superficial and have no effect on the structural capacity of the tunnel.
2. Number of bolts with repairs, or other type of mitigation for a CS3 or CS4 defect.
3. Number of bolts with structural defects. The defects do not significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
4. Number of bolts affected by damage in 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. Defects
threaten public safety, or the primary design function of the element.

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Appendix 9.10-A Tunnel BMS Elements

10009 Other Tunnel Liner Units SF

Record this element for all tunnel liners composed of other materials. Other tunnel
liners function as a shell for the exterior of the tunnel and as a divider between
different bores of the tunnel.
The area of a tunnel liner is the product of the length (along the centerline) of the
tunnel and the perimeter of the liner.
1. Defects are superficial and have no effect on the structural capacity of the tunnel.
2. Tunnel Liner area with patches, repairs, or other type of mitigation for a CS3 or
CS4 defect.
3. Tunnel Liner area with structural defects. The defects do not significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
4. Tunnel area affected by damage in 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.
Defects threaten public safety, or the primary design function of the element.

10010 Steel Tunnel Roof Girders Units LF

10011 Concrete Tunnel Roof Girders Units LF

10012 Prestressed Concrete Tunnel Roof Girders Units LF

10019 Other Tunnel Roof Girders Units LF

Condition States for WSDOT Elements 10010, 10011, 10012, 10019
1. Defects are superficial and have no effect on the structural capacity.
2. Girder length affected by patches, repairs, or other type of mitigation for a CS3 or
CS4 defect.
3. Girder length affected by defects. The defects do not significantly affect structural
capacity. Deficiencies do not warrant analysis, but may require repairs.
4. Girder span length affected by damage in 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. Defects
threaten public safety, or the primary design function of the element.

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Tunnel BMS Elements Appendix 9.10-A

Tunnel Column/Piles
10020 Steel Columns/Piles Units EA

10021 Concrete Columns/Piles Units EA

10029 Other Columns/Piles Units EA

1. Defects are superficial and have no effect on the structural capacity of the element.
There may be discoloration, efflorescence, and/or superficial 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 significantly
affect structural capacity. Deficiencies do not warrant analysis, but may require
repairs. Structural deficiencies are not limited to delaminations, spalls, structural
cracking, exposed or corroded reinforcing or strands.
4. Number of pile/columns with damage in locations or quantity and has reduced the
structural capacity of the element or the bridge. Structural analysis is warranted

Tunnel Passageway
10030 Steel Cross Passageway Units LF

10031 Concrete Cross Passageway Units LF

10033 Shotcrete Cross Passageway Units LF

10034 Timber Cross Passageway Units LF

10035 Masonry Cross Passageway Units LF

10036 Unlined/Rock Cross Passageway Units LF

10039 Other Cross Passageway Units LF

Condition States for WSDOT Elements 10030, 10031, 10033, 10034, 10035, 10036,
and 10039
1. Defects are superficial and have no effect on the structural capacity.
2. Passageway length affected by patches, repairs, or other type of mitigation for a
CS3 or CS4 defect.
3. Passageway length affected by defects. The defects do not significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
4. Passageway length affected by damage in 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. Defects
threaten public safety, or the primary design function of the element.

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Appendix 9.10-A Tunnel BMS Elements

Tunnel Interior Walls

10041 Concrete Interior Walls Units SF

10049 Other Interior Walls Units SF

Condition States for WSDOT Elements 10041 and 10049
1. Defects are superficial and have no effect on the structural capacity.
2. Wall Area with patches, repairs, or other type of mitigation for a CS3 or
CS4defect.
3. Wall Area with structural defects. The defects do not significantly affect structural
capacity. Deficiencies do not warrant analysis, but may require repairs.
4. Wall Area affected by damage in 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. Defects
threaten public safety, or the primary design function of the element.

Tunnel Portal
10051 Concrete Portal Units SF

10055 Masonry Portal Units SF

10059 Other Portal Units SF

Condition States for WSDOT Elements 10051, 10055, and 10059
1. Defects are superficial and have no effect on the structural capacity.
2. Portal Area with patches, repairs, or other type of mitigation for a CS3 or
CS4defect.
3. Portal Area with structural defects. The defects do not significantly affect structural
capacity. Deficiencies do not warrant analysis, but may require repairs.
4. Portal Area affected by damage in 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. Defects
threaten public safety, or the primary design function of the element.

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Tunnel BMS Elements Appendix 9.10-A

Tunnel Ceiling Slab

10061 Concrete Ceiling Slab Units SF

10069 Other Ceiling Slab Units SF

Condition States for WSDOT Elements 10061 and 10069
1. Defects are superficial and have no effect on the structural capacity.
2. Ceiling Slab Area with patches, repairs, or other type of mitigation for a CS3 or
CS4 defect.
3. Ceiling Slab Area with structural defects. The defects do not significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
4. Ceiling Slab Area affected by damage in 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. Defects
threaten public safety, or the primary design function of the element.

Tunnel Ceiling Girder

10070 Steel Ceiling Girder Units LF

10071 Concrete Ceiling Girder Units LF

10072 Prestressed Concrete Ceiling Girder Units LF

10079 Other Ceiling Girder Units LF

Condition States for WSDOT Elements 10070, 10071, 10072, and 10079
1. Defects are superficial and have no effect on the structural capacity.
2. Ceiling Girder length affected by patches, repairs, or other type of mitigation for
aCS3 or CS4 defect.
3. Ceiling Girder length affected by defects. The defects do not significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
4. Ceiling Girder span length affected by damage in 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.
Defects threaten public safety, or the primary design function of the element.

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Appendix 9.10-A Tunnel BMS Elements

Tunnel Hangers/Anchors
10080 Steel Hangers and Anchorages Units EA

10089 Other Hangers and Anchorages Units EA

Condition States for WSDOT Elements 10080, and 10089
1. Defects are superficial and have no effect on the structural capacity of the element.
There may be discoloration, corrosion, efflorescence, and/or superficial cracking,
spalls, or delaminations.
2. Number of Hanger/Anchors that have been repaired or patched.
3. Number of Hanger/Anchors with structural defects. The defects do not significantly
affect structural capacity. Deficiencies do not warrant analysis, but may require
repairs. Structural deficiencies are not limited to delaminations, spalls, structural
cracking, corrosion, deformity, exposed or corroded reinforcing or strands.
4. Number of Hanger/Anchors with damage in locations or quantity and has reduced
the structural capacity of the element or the supported portion of the structure.
Structural analysis is warranted.

Tunnel Ceiling Panels

10090 Steel Ceiling Panels Units SF

10091 Concrete Ceiling Panels Units SF

10099 Other Ceiling Panels Units SF

Condition States for WSDOT Elements 10090, 10091, and 10099
1. Defects are superficial and have no effect on the structural capacity.
2. Ceiling Panel Area with patches, repairs, or other type of mitigation for a CS3 or
CS4 defect.
3. Ceiling Panel Area with structural defects. The defects do not significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
4. Ceiling Panel Area affected by damage in 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. Defects
threaten public safety, or the primary design function of the element.

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Tunnel BMS Elements Appendix 9.10-A

Tunnel Invert Slab

10101 Concrete Invert Slab Units SF

10109 Other Invert Slab Units SF

Condition States for WSDOT Elements 10101 and 10109
1. Defects are superficial and have no effect on the structural capacity.
2. Invert Slab Area with patches, repairs, or other type of mitigation for a CS3 or
CS4defect.
3. Invert Slab Area with structural defects. The defects do not significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
4. Invert Slab Area affected by damage in 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.
Defectsthreaten public safety, or the primary design function of the element.

Tunnel Slab on Grade

10111 Concrete Slab on Grade Units SF

10119 Other Slab on Grade Units SF

Condition States for WSDOT Elements 10111 and 10119
1. Defects are superficial and have no effect on the structural capacity.
2. Slab On Grade Area with patches, repairs, or other type of mitigation for a CS3
orCS4 defect.
3. Slab On Grade Area with structural defects. The defects do not significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
4. Slab On Grade Area affected by damage in 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. Defects
threaten public safety, or the primary design function of the element.

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Appendix 9.10-A Tunnel BMS Elements

Tunnel Invert Girder

10120 Steel Invert Girder Units LF

10121 Concrete Invert Girder Units LF

10122 Prestressed Concrete Invert Girder Units LF

10129 Other Invert Girder Units LF

Condition States for WSDOT Elements 10120, 10121, 10122, and 10129
1. Defects are superficial and have no effect on the structural capacity.
2. Invert Girder length affected by patches, repairs, or other type of mitigation for
aCS3 or CS4 defect.
3. Invert Girder length affected by defects. The defects do not significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
4. Invert Girder span length affected by damage in 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.
Defects threaten public safety, or the primary design function of the element.

Tunnel Joints
10130 Tunnel Strip Seal Joint Units LF

10131 Tunnel Pourable Joint Seal Units LF

10132 Tunnel Compression Seal Units LF

10133 Tunnel Assembly Joint w/ Seal Units LF

10134 Tunnel Open Expansion Joint Units LF

10135 Tunnel Assembly Joint without Seal Units LF

10139 Other Tunnel Joint Units LF

Condition States for WSDOT Elements 10130, 10131, 10132, 10133, 10134,
and10135.
These joints use the same philosophy as the 400 series WSDOT Joint elements.
1. The expansion joint is functioning as designed. Joint may not be perfect with signs
of leakage. The adjacent slab 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.

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Tunnel BMS Elements Appendix 9.10-A

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.

10140 Gaskets Units LF

These joints are design to prevent water from penetrating a tunnel liner such as the
seal between a segmental tunnel liner. The condition states focus on leakage and other
SNTI defects such as header conditions should be ignored.
1. The expansion joint is functioning as designed. Joint may not be perfect, but the
joint is not leaking. Seal may be damaged, worn, or cracked. There may be defects
in the joint materials holding the seal in place.
2. Skewed joint length at each location with minor leakage or dripping is present.
Signs of leakage may be present where leakage may be intermittent or not leaking
at the time of inspection.
3. Skewed joint length at each location where water is free flowing; a threat to the
tunnel or a tunnel system.

Tunnel Wearing Surface

10151 Concrete Wearing Surface Units SF
This element defines a roadway surface made of Portland Cement Concrete Pavement
(PCCP). The condition states do not address faulting, cracking, or smoothness of the
profile at this time, but these defects should be described in the element notes. The
quantity should equal the overlays width times the length.
1. Defects are superficial. The concrete surface has no spalls/delaminations or
previous repairs.
2. Total area of patches.
3. Total area of spalls or potholes.

10158 Asphalt Wearing Surface Units SF

This element defines a roadway surface made of Asphalt Concrete Pavement (ACP),
Hot Mixed Asphalt (HMA), or covered with a Bituminous Surface Treatment (BST)
which is also called a Chip Seal. The condition states do not address faulting, cracking,
or smoothness of the profile at this time. The quantity should equal the overlays width
times the length.
1. Defects are superficial. The asphalt surface has no spalls/delaminations or
previousrepairs.
2. Total area of patches.
3. Total area of spalls or potholes.

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Appendix 9.10-A Tunnel BMS Elements

10159 Other Wearing Surface Units SF

This tunnel element defines a roadway surface, or top layer, that is not asphalt or
concrete such as a polyester, epoxy, or cementitious overlay on the roadway. The
quantity should equal the overlays width times the length.
1. Defects are superficial. The asphalt surface has no spalls/delaminations or
previousrepairs.
2. Total area of patches.
3. Total area of spalls or potholes.

Tunnel Traffic Barrier

10160 Steel Traffic Barrier Units LF

10161 Concrete Traffic Barrier Units LF

10169 Other Traffic Barrier Units LF

Condition States for WSDOT Elements 10160, 10161, and 10169
1. Defects are superficial and have no effect on the structural capacity.
2. Traffic Barrier length affected by patches, repairs, or other type of mitigation for
aCS3 or CS4 defect.
3. Traffic Barrier length affected by defects. The defects do not significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
4. Traffic Barrier length affected by damage in 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. Defects
threaten public safety, or the primary design function of the element.

Tunnel Pedestrian Barrier

10170 Steel Pedestrian Railing Units LF

10171 Concrete Pedestrian Railing Units LF

10179 Other Pedestrian Railing Units LF

Condition States for WSDOT Elements 10170, 10171, and 10179
1. Defects are superficial and have no effect on the structural capacity.
2. Pedestrian Railing length affected by patches, repairs, or other type of mitigation
for a CS3 or CS4 defect.
3. Pedestrian Railing length affected by defects. The defects do not significantly affect
structural capacity. Deficiencies do not warrant analysis, but may require repairs.
4. Pedestrian Railing length affected by damage in 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.
Defects threaten public safety, or the primary design function of the element.
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Tunnel BMS Elements Appendix 9.10-A

Tunnel Mechanical systems (blank)

Tunnel Electrical Systems

10601 Tunnel Lighting Fixtures Units EA
Record this element for all tunnel lighting fixtures. This element includes the physical
housing of the tunnel lights and their connections to the support, but does not include
the blub. When a lighting fixture serves the dual purpose of general tunnel lighting and
emergency tunnel lighting, it is only counted under the tunnel lighting fixture element.
However, those fixtures will have an impact on both tunnel lighting system and
emergency lighting system elements.
The total quantity for tunnel lighting fixture is the sum of all the tunnel
lightingfixtures.
1. Tunnel lighting fixture is fully effective and is functioning as designed. The
housing is sealed and protecting the wiring. The anchors are installed and
functioning properly.
2. Number of tunnel lighting fixtures that have been repaired.
3. Number of tunnel lighting fixtures with defects. The defects do not significantly
affect the ability of the fixture to perform as designed but may require a repair.
Weak connections do not threaten public.
4. Number of tunnel lighting fixtures with damage. The defects affect the ability
of the fixture to perform as designed but and require repair or replacement.
Weakconnections threaten the public if they fail.

Fire/Life Safety/Security Systems

10952 Fire Protective Coating Units SF
Record this element for all fire protective coatings used in the tunnel. This element
isthe coating applied on the tunnel elements to protect these elements from fire.
The total quantity for protective coatings is the product of the length and width of the
entire exposed surface of the element.
1. Fire protective coating is fully effective and will function as designed in a fire.
2. Fire protective coating area that has been repaired.
3. Fire protective coating area that is substantially or has limited effectiveness
toprotect the underlying material in a fire.
4. Fire protective coating area that has exposed the underlying material.

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Appendix 9.10-A Tunnel BMS Elements

Tunnel Signs (blank)

Tunnel Protective Coatings

10955 Reflective Tunnel Tile Units SF
This element identifies tunnel tile attached to a tunnel liner whether it is reflective or
not. The total quantity is the area of tile visible for inspection.
1. Tile is bonded with no cracks, chips, or blemishes. Tile may be dirty but reflectivity
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 efflorescence or small amounts
of section loss. Tile may be blemished from impact or other causes resulting in
major loss of reflectivity.
4. Tile area with delaminations based on soundings, is completely missing, or has
major section loss warranting replacement.

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Tunnel BMS Elements Appendix 9.10-A

Page 9.10-A-16 Washington State Bridge Inspection Manual M 36-64.07

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 Structure Bridge
ID Number Bridge Name Owner Facilities Carried Feature Intersected
0002228A 2/108 TUNNEL WSDOT US 2 TUNNEL
0007110L 5/546REN 5TH-EXP TUNNEL WSDOT 5TH-EXP TUNNEL I-5

January 2017
0009839B 5/548PW S-COL RAMP UNDER PLAZA WSDOT W PARK PLAZA I-5 RAMP
000000PJ 5/549CNC WASH ST CONVENTION CENTER WSDOT CONVENTION CENTER I-5
0006635D 5/553R EXPRESS LANES TUNNEL WSDOT NB I-5 EXP TUNNEL
0006800E 5/555E-S E-S RAMP TUNNEL WSDOT I-5 REVERSIBLE E-S RAMP TUNNEL
0006800D 5/555N-W N-W RAMP TUNNEL WSDOT I-5 REVERSIBLE N-W RAMP TUNNEL
0006470B 5/568S-E I-5 OVER S-E RAMP TUNNEL WSDOT I-5 S-E RAMP TUNNEL
0006304C 5/577E-S RAVENNA-S RAMP TUNNEL WSDOT RAVENNA-S RAMP I-5
Appendix 9.10-B

0002138A 12/308 RIMROCK TUNNEL WSDOT US 12 RIMROCK TUNNEL

000093CE 14/111 SR 14 TUNNEL UNDER RR WSDOT RAILROAD SR 14
0002051A 14/128 TUNNEL NO 1 WSDOT SR 14 TUNNEL NO 1
0002051B 14/129 TUNNEL NO 2 WSDOT SR 14 TUNNEL NO 2
0002051C 14/130 TUNNEL NO 3 WSDOT SR 14 TUNNEL NO 3
0002042B 14/133 TUNNEL NO 4 WSDOT SR 14 TUNNEL NO 4
0002042C 14/134 TUNNEL NO 5 WSDOT SR 14 TUNNEL NO 5

Washington State Bridge Inspection Manual M 36-64.07

0001735A 14/215 LYLE TUNNEL WSDOT SR 14 TUNNEL
0001735B 14/216 TUNNEL NO 7 WSDOT SR 14 TUNNEL
0006974B 20/316 TUNNEL WSDOT SR 20 TUNNEL
0006974D 20/327 TUNNEL WSDOT SR 20 TUNNEL
0013190C 90/16S-E S-E RAMP TUNNEL WSDOT I-90 I-90 RAMP
0013105A 90/22LID MARTIN L KING LID WSDOT I-90 MT BAKER RIDGE
0013105B 90/24N MT BAKER RIDGE TUNNEL WSDOT I-90 MT BAKER RIDGE
000000KM 90/24S MT BAKER RIDGE TUNNEL WSDOT I-90 MT BAKER RIDGE TUNNEL
0013199A 90/26LID FIRST HILL LID WSDOT I-90 FIRST HILL
0013666A 90/33E-S E-S RAMP TUNNEL WSDOT I-90 I-90
0013195C 90/33N-W N-W RAMP TUNNEL WSDOT I-90 I-90
0013195D 90/33RE-S REV E-S RAMP TUNNEL WSDOT I-90 EB RAMP & ISLAND CREST WAY
0013200A 90/35LID LUTHER BURBANK LID WSDOT LANDSCAPED PARK I-90
0009557A 90/55 SE 35TH ST TUNNEL UNDER I-90 WSDOT I-90 SE 35TH
0008611C 90/563 PERRY ST TUNNEL UNDER I-90 WSDOT I-90 S PERRY ST
0002093A 97/359ALT KNAPPS HILL TUNNEL WSDOT US 97ALT KNAPPS HILL TUNNEL
0004314A 99/541 BATTERY ST TUNNEL WSDOT BATTERY STREET SR 99
0001618A 101/3 FORT COLUMBIA TUNNEL WSDOT US 101 FORT COLUMBIA TUNNEL

Page 9.10-B-1
WSDOT Tunnel Listing

Structure Bridge
ID Number Bridge Name Owner Facilities Carried Feature Intersected
00200453 101/351 DEER PARK LOOP TUNNEL WSDOT US 101 DEER PARK LOOP
UNDER US101

Page 9.10-B-2
0017343A 304/9 BREMERTON TUNNEL WSDOT SR 304 FERRY OFFLOAD TUNNEL
0095079A 405/22A HOUSER WAY TUNNEL WSDOT I-405 RAMP & SR900 HOUSER WAY
0008190I 405/35N-W I-90 OVER N-W RAMP TUNNEL WSDOT I-90 I-405 N-W TUNNEL
WSDOT Tunnel Listing

0008190J 405/35S-E I-90 OVER S-E RAMP TUNNEL WSDOT I-90 I-405 S-E RAMP TUNNEL
0017963C 520/9LID EVERGREEN POINT ROAD LID WSDOT EVERGREEN POINT RD SR 520
0017963A 520/11LID 84TH AVE NE OVER SR 520 WSDOT 84TH AVE NE SR 520
0017963H 520/12LID 92ND AVE NE OVER SR 520 WSDOT 92ND AVE NE SR 520
00200416 520/36.5 NE 36TH ST OVER SR 520 WSDOT NE 36TH STREET SR 520
0006911E 522/15 ROOSEVELT WAY TUNNEL WSDOT NE 75TH ST SR 522
0017945A 525/1S-S S-E RAMP TUNNEL UNDER S-S WSDOT S-S RP(SR525- I-5) S-E RAMP (I-5 to SR 524)
RAMP
0008446B 526/12 SR 526 OVER E-N RAMP TUNNEL WSDOT SR 526 E-N RAMP
0014372A 526/22E-N SR 526 OVER E-N RAMP TUN WSDOT SR 526 WB SR 526 E-N RAMP
08495900 390036896 FISH TRAIL OC THORPE RD City/Other PED TRAIL THORPE RD
Park, Forest, or
Reservation Agency
08423500 143-S UPRR UNDERPASS Railroad UP RAILROAD BENGE-WASHTUCNA ROAD
08497700 393083002 BNSF OC WASHINGTON ST Railroad BNSFRR WASHINGTON ST
08531000 393000807 WASHINGTON ST TUNNEL SPOKANE RIVERFRONT PARK WASHINGTON STREET
08580400 200000001 S 188TH ST TUNNEL BR 1 City or Other Toll AIRPORT RUNWAY S 188TH ST
Authority
08753500 TNL 379 BAIRD SPRINGS TUNNEL Railroad BAIRD SPRINGS RD BNSF RAILROAD
08493400 246001001 BNSF OC THORPE RD Railroad BNSFRR THORPE RD
08210000 SPOK-4451 UPRR OVER MADISON RD Railroad UPRR MADISON ROAD
08216400 D-1 DURGIN ROAD TUNNEL Railroad RAILROAD DURGIN ROAD

January 2017
Washington State Bridge Inspection Manual M 36-64.07
Appendix 9.10-B
Appendix 9.10-C WSDOT / NTI Tunnel Inventory Codes
NTI
WSBIS ItemID NTI Inventory Item Name Comments
1001 I.1 Tunnel Number
1132 I.2 Tunnel Name
n/a I.3 State Code autogenerated for the NTI submittal
1021 I.4 County Code
1276 I.5 Place Code
1274 I.6 Highway Agency District
1435 I.7 Route Number
1436 I.8 Route Direction
1433 I.9 Route Type
1256 I.10 Facility Carried
1467 I.11 LRS Route ID
1469 I.12 LRS Mile Point
1188 I.13 Tunnel Portals Latitude
1196 I.14 Tunnel Portals Longitude
n/a I.15 Border Tunnel State or Country Code Washington State has no border tunnels,
autogenerated for NTI submittal
n/a I.16 Border Tunnel Financial Responsibility Washington State has no border tunnels,
autogenerated for NTI submittal
n/a I.17 Border Tunnel Number Washington State has no border tunnels,
autogenerated for NTI submittal
n/a I.18 Border Tunnel Inspection Responsibility Washington State has no border tunnels,
autogenerated for NTI submittal
1332 A.1 Year Built
1336 A.2 Year Rehabilitated
1354 A.3 Total Number of Lanes
1445 A.4 Average Daily Traffic
1451 A.5 Average Daily Truck Traffic
1453 A.6 Year of Average Daily Traffic
1413 A.7 Detour Length
1543 A.8 Service in Tunnel
1019 C.1 Owner
1286 C.2 Operator
1490 C.3 Direction of Traffic
1285 C.4 Toll
1483 C.5 NHS Designation
1485 C.6 STRAHNET Designation
1487 C.7 Functional Classification
1022 C.8 Urban Code
1349 G.1 Tunnel Length

Washington State Bridge Inspection Manual M 36-64.07 Page 9.10-C-1

January 2017
WSDOT / NTI Tunnel Inventory Codes Appendix 9.10-C

NTI
WSBIS ItemID NTI Inventory Item Name Comments
1401 G.2 Minimum Vertical Clearance over Tunnel
Roadway
1356 G.3 Roadway Width, Curb-to-Curb
1364 G.4 Left Sidewalk Width
1367 G.5 Right Sidewalk Width
1992 D.1 Routine Inspection Target Date
n/a D.2 Actual Routine Inspection Date Inspection dates for routine report type will
be reported to the NTI.
n/a D.3 Routine Inspection Interval Inspection frequencies for routine report
type will be reported to the NTI.
n/a D.4 In-Depth Inspection Structures with this report type will be
flagged as such in the NTI submittal.
n/a D.5 Damage Inspection Structures with this report type will be
flagged as such in the NTI submittal.
n/a D.6 Special Inspection Structures with this report type will be
flagged as such in the NTI submittal.
1554 L.1 Load Rating Method
1556 L.2 Inventory Load Rating Factor
1553 L.3 Operating Load Rating Factor
1293 L.4 Tunnel Load Posting Status
1560 L.5 Posting Load Gross
1561 L.6 Posting Load Axle
1562 L.7 Posting Load Type 3
1563 L.8 Posting Load Type 3S2
1564 L.9 Posting Load Type 3-3
1402 L.10 Height Restriction
1408 L.11 Hazardous Material Restriction
1409 L.12 Other Restrictions
n/a N.1 Under Navigable Waterway Washington state has no tunnels under
waterways, autogenerated for the NTI
submittal.
n/a N.2 Navigable Waterway Clearance Washington state has no tunnels under
waterways, autogenerated for the NTI
submittal.
n/a N.3 Tunnel or Portal Island Protection from Washington state has no tunnels under
Navigation waterways, autogenerated for the NTI
submittal.
1510 S.1 Number of Bores
1511 S.2 Tunnel Shape
1512 S.3 Portal Shapes
1513 S.4 Ground Conditions
1514 S.5 Complex

Page 9.10-C-2 Washington State Bridge Inspection Manual M 36-64.07

January 2017