Bridge

Inspection
Manual
FOR INVENTORY AND APPRAISAL
OF
ALABAMA BRIDGES

ALABAMA DEPARTMENT OF TRANSPORTATION

MAINTENANCE BUREAU
1409 COLISEUM BLVD
MONTGOMERY, ALABAMA 36110

December 2017
 Alabama Department of Transportation Maintenance Bureau

Bridge Inspection Manual

Table of Contents

Chapter 1: Introduction and Purpose ........................................................................................... 1-1

Chapter 2: BI-1 - Bridge Identification Assignment.................................................................... 2-1

Chapter 3: BI-4 - Streambed Cross Sections ............................................................................... 3-1

Chapter 4: BI-5 - Bridge Inspection Condition Report ................................................................ 4-1

Bridge Deck Commentary: ................................................................................................. 4-6

Superstructure Commentary ............................................................................................... 4-8

Substructure Commentary ................................................................................................ 4-18

Channel and Channel Protection Commentary ................................................................. 4-29

Culvert Commentary......................................................................................................... 4-32

Guidelines for Element Condition States .......................................................................... 4-41

Inspector Information........................................................................................................ 4-56

Chapter 5: New Inspection Task .................................................................................................. 5-1

Chapter 6: BI-6 - Structure Appraisal and Inventory................................................................... 6-1

Appraisal Task .................................................................................................................... 6-2

Inventory - Admin Subtask ............................................................................................... 6-25

Inventory - Design Subtask ............................................................................................... 6-39

Inventory - Roads Subtask ................................................................................................ 6-50

Inventory - Identification Subtask .................................................................................... 6-69

Inventory - State Items Subtask ........................................................................................ 6-92

Inspection Summary and Bridge Replacement Task ...................................................... 6-103

Chapter 7: Schedule Task ............................................................................................................ 7-1

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Chapter 8: BI-9 – Bridge Maintnenance Needed ......................................................................... 8-1

Chapter 9: BI-13 – General Narrative Form ................................................................................ 9-1

Chapter 10: Underwater Inspection of Bridges ......................................................................... 10-1

Chapter 11: Scour ...................................................................................................................... 11-1

Chapter 12: Fracture Critical Members and Fracture Critical Bridges ...................................... 12-1

Appendices ................................................................................................................. Appendices -1

Appendix A: Region / Area and District Maps ..................................................Appendix A-1

Appendix B: FIPS Place Codes ......................................................................... Appendix B-1

Appendix C: County Codes ............................................................................... Appendix C-1

Appendix D:Bridge Inspection Forms ...............................................................Appendix D-1

BI-1 ...............................................................................................................Appendix D-1

BI-4 ..............................................................................................................Appendix D-2

BI-5 ...............................................................................................................Appendix D-4

BI-6 ...............................................................................................................Appendix D-7

BI-9 .............................................................................................................Appendix D-16

BI-13 ...........................................................................................................Appendix D-17

Appendix E: Bridge Inspection Program Compliance....................................... Appendix E-1

Appendix F: Underwater Inspection Field Reference ....................................... Appendix F-1

Appendix G: ALDOT Guidelines for Operation ...............................................Appendix G-1

Appendix H: Element Inspection Definitions ....................................................Appendix H-1

Appendix I: Load Rating .................................................................................... Appendix I-1

Appendix J: State Structures Underwater Inspection Frequency Exception ...... Appendix J-1

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 LIST OF FIGURES

FIGURE CAPTION PAGE

Figure 1 BI-1 Form – Bin Assignment Card 2-1
Figure 2 BI-4 Form - Streambed Cross Sections 3-1
Figure 3 BI-5 Form – Inspection Report 4-1
Figure 4 Joint with Deck 4-7
Figure 5 No Joint with Deck 4-7
Figure 6 Girder and Truss Type Bridges 4-11
Figure 7 Other Bridge Types 4-12
Figure 8 Types of Abutments 4-19
Figure 9 Abutment Checklist Items 4-20
Figure 10 Types of Piers 4-22
Figure 11 Types of Piers 4-23
Figure 12 Types of Piers 4-24
Figure 13 Concrete Pier and Bent Checklist Items 4-27
Figure 14 BI-5 Form – Element Conditions 4-41
Figure 15 Condition States – Reinforced Concrete 4-44
Figure 16 Condition States – Prestressed Concrete 4-45
Figure 17 Condition States – Steel 4-46
Figure 18 Condition States – Timber 4-47
Figure 19 Condition States – Masonry 4-48
Figure 20 Condition States – Other 4-49
Figure 21 Condition States – Joints 4-50
Figure 22 Condition States – Bearings 4-51
Figure 23 Condition States – Wearing Surface 4-52
Figure 24 Condition States – Steel Protective Coating 4-53
Figure 25 Condition States – Concrete Reinf. St. Prot. Coating 4-54
Figure 26 Condition States – Concrete Protective Coating 4-55
Figure 27 BI-5 Form – Inspector Information 4-56
Figure 28 New Inspection Task 5-1
Figure 29 Appraisal Task 6-2
Figure 30 Example Minimum Vertical Under Clearance 6-16
Figure 31 Example Right and Left Under Clearance 6-18
Figure 32 Admin Subtask 6-25
Figure 33 Examples of Measurement of Item 112 6-34
Figure 34 Examples of Measurement of Item 112 6-35
Figure 35 Examples for Item 101-Parallel Structure Designation 6-36
Figure 36 Design Subtask 6-39
Figure 37 Examples for Items 50, 51 and 52 6-42
Figure 38 Examples for Items 50, 51 and 52 6-43
Figure 39 Example for Item 33 6-45
Figure 40 Roads Subtask 6-50
Figure 41 Roads Subtask Continued 6-61

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 LIST OF FIGURES

FIGURE CAPTION PAGE

Figure 42 Example Inventory Route, Total Horizontal Clearances 6-63
Figure 43 Example for Item 32 6-64
Figure 44 Example for Item 32 6-64
Figure 45 Example for Item 51 6-65
Figure 46 Example for Items 51 and 52 6-66
Figure 47 Example for 19 - Detour Length 6-68
Figure 48 Example for Item 19 - Detour Length 6-68
Figure 49 Identification Subtask 6-69
Figure 50 Identification Subtask Continued 6-80
Figure 51 State Items Subtask 6-92
Figure 52 Inspection Summary and Bridge Replacement Task 6-103
Figure 53 Schedule Task 7-1
Figure 54 BI-9 Form 8-1
Figure 55 BI-13 Form - General Narrative 9-1
Figure 56 Representative Pier Types 10-6
Figure 57 Types of Abutments 10-7

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 LIST OF TABLES

TABLE TITLE PAGE

Table 1 Rating by Comparison of Item 29 and Item 66 6-8
Table 2A & 2B Rating by Comparison of Item 29 and Item 51 6-10
Table 2C & 2D Rating by Comparison of Item 28 and Item 51 6-11
Table 2E Rating by Comparison of Item 53 and Item 26 6-12
Table 3A Rating by Comparison of Item 54 and Item 26 6-13
Table 3B Rating by Comparison of Items 55 & 56 and Item 26 6-14
Table 4 Maintenance Activity Codes, Descriptions, and Units 8-3
Table 5 Assessing the Scour Potential at Bridges 11-7
Table 6 Examples of Alabama Fracture-Critical Bridges 12-5

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 Alabama Department of Transportation Maintenance Bureau

Bridge Inspection Manual

Chapter 1: Introduction and Purpose

General Purpose
This manual has been prepared by the Alabama Department of Transportation (hereafter called
ALDOT or the Department) to outline the general policies, practices, and procedures which are used
to carry out the bridge inspection program in this state. It outlines and explains, in as simple a
manner as possible, the complex series of regulations and instructions which govern the periodic
inspection, data collection, and documentation of bridge structure information.

Useful information for bridge inspection personnel is also found in several other federal, state, and
independent manuals, available from a variety of sources. No attempt has been made to include in
this Bridge Inspection Manual all information contained in those manuals, which is pertinent to
bridge inspection operations. However, certain useful information is included, and in some cases,
reference is made to the appropriate sections of those manuals. This Bridge Inspection Manual does
not nor can it describe procedures for every conceivable situation that may arise. The intention of
this manual is not to eliminate the need for individual engineering judgment and initiative, but rather
to provide the user with sufficient information so that their training and experience may be better
applied to both routine and unusual problems encountered within the framework of these procedures.

Introduction
In 1967, the Silver Bridge between Virginia and Ohio collapsed during rush hour. Many vehicles
were stopped on the structure for a traffic signal and the loss of life was great--46 fatalities. This
highly publicized disaster focused the nation’s attention upon the age and condition of existing
bridges.

The United States Congress added provisions to the Federal Aid Highway Act of 1968 which
required the Secretary of Transportation to establish a national bridge inspection standard and to
develop a bridge inspection program. Since then, the bridge inspection program has been
continuously modified and improved. It is now a comprehensive set of procedures that requires
training and management attention to monitor hundreds of thousands of bridges across the United
States.

Bridge Inspection personnel at all levels of government have the primary duty of carrying out the
responsibility to provide adequate levels of inspection service for bridge structures under their
respective jurisdiction, as outlined in the Code of Federal Regulations and as adopted by the
AASHTO Subcommittee on Bridges and Structures. Bridge inspection personnel should become
familiar with the contents of this manual and conduct bridge inspection program operations under
their respective charge within the guideline contained herein.

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Goals of this Manual
The overriding goal of this document is to present a collection of instructions and explanations for
conducting the bridge inspection program in the State of Alabama. The purpose is to allow the user
to locate and understand the most pertinent items from a complex series of publications. Those ideas
have been simplified, condensed, and organized in a manner that allows the user to locate them
easily. The specific objectives of this document are outlined in five simple statements:

1. To assemble in one document the primary instructions needed by bridge inspectors.

2. To provide a document that may be used for basic training in bridge inspection procedures
pertinent to structures in this state.

3. To provide a document that will promote consistency in inspection across jurisdictions and
from year to year.

4. To provide guidance and advice for the most difficult inspection items, condition ratings, and
appraisals of structural components, using examples and illustrations pertinent to Alabama
structures.

5. To increase the understanding by local governments and local government inspectors of the
overall bridge inspection program.

Authority
The federal inspection and reporting requirements for structures are contained in the National Bridge
Inspection Standards (Chapter 23 - Code of Federal Regulations, Part 650, Subpart C). The CFR
Standards are applied to all bridges on public roads.

A bridge is defined by 23 CFR 650 as a structure including supports erected over a depression or an
obstruction, such as water, highway, or railway, and having a track or passageway for carrying
traffic or other moving loads, and having an opening measured along the center of the roadway of
more than 20 feet between undercopings of abutments or spring lines of arches, or extreme ends of
openings for multiple boxes; it may also include multiple pipes, where the clear distance between
openings is less than half of the smaller contiguous opening.

Even though there is now an extensive system for inspecting and repairing bridges, there is a
staggering problem with older bridges. Every year, about 150 bridges collapse in the United States,
resulting in an average of 12 deaths. At printing, in Alabama, the average age of all bridges is
approximately 44 years. Obviously, much work must be accomplished to keep these structures in
safe operating condition.

There are many general requirements set forth in the CFR which govern the bridge inspection
program. Several of these provisions are briefly reviewed in the following paragraphs.

General Inspection Requirements: Each state highway agency is required to have an inspection
and reporting program. The bridge inspectors participating in this program are required to meet
certain minimum qualifications. Each bridge must be load rated, and bridge records and inventories

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must be prepared and maintained. A master list must be maintained of certain bridge information,
such as:

1. Structures with fracture critical members.

2. Structures that require underwater inspection.

3. Structures with unique or special features requiring additional attention.

4. The dates of the last inspections of the above mentioned features.

Inspection Frequency: In general, each bridge is to be inspected at intervals of no more than two
years. Some bridges or types of bridges may require inspection more frequently, as fully described in
the remainder of the manual. The BI-6 section and the Guidelines for Operation in Appendix G
contain additional information on inspection frequency.

Inspector Qualifications: The key individuals participating in bridge inspection must have certain
training and qualifications in order to conduct this business. The CFR requires that the individual in
charge of each organizational unit responsible for bridge inspection must meet one of the following
qualifications:

1. Be a registered professional engineer in the state of Alabama, or

2. Be qualified for registration as a professional engineer in the state of Alabama, or

3. Have a minimum of ten years of bridge inspection experience and be certified as a bridge
inspector based upon successfully completing a training course on the FHWA Bridge
Inspector’s Reference Manual.

The CFR further requires that the individual in charge of a bridge inspection team must:

1. Meet the qualifications of the preceding paragraph, or

2. Have five or more years of experience in bridge inspection and have passed a training course
based on the FHWA Bridge Inspector’s Reference Manual, or

3. Be certified as a Level III or IV Bridge Safety Inspector under the National Society of
Professional Engineers NICET (National Institute for Certification in Engineering
Technologies) Program.

Note: ALDOT further requires that a bridge inspection team leader have additional training, as
explained later in this section during the discussion of training.

Structure Inventory: Each state is required to maintain an inventory of all bridges subject to the 23
CFR 650 conditions. Certain minimum data items must be collected, recorded, and filed by the
controlling agency in a computerized database. The minimum number and type of items in this
database are specified by the Federal Highway Administration (FHWA). The format of these
standard minimum items is rigidly controlled and is the same from state to state. This allows the
FHWA to maintain an on-line national bridge inventory from the database of each state. Thus, it is

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possible for FHWA to make comparisons from state to state or to prepare reports of nationwide
bridge trends and bridge data.

Newly constructed structures, or those which have been reconstructed and modified, must be re-
inspected and any data items which have been altered must be entered into the state’s computerized
inventory file. All information should be updated as soon as possible, but the data must be entered
no later than ninety days after any changes for bridges on the state’s system and 180 days for all
other structures on public roads.

Summary: This brief synopsis of 23 CFR 650 has been intended to introduce the reader to the basic
minimum requirements of the National Bridge Inspection Standards. These basic requirements have
been amplified and explained through many additional documents, several of which are introduced
in the next section of this manual.

Pertinent Publications
This manual is a collection of pertinent material taken from many documents containing bridge
inspection procedures and requirements. The foremost of these is the Federal Aid Policy Guide,
which generally repeats and amplifies the CFR requirements. It is the document that the FHWA uses
to administer the Federal Aid Program.

Portions of the Department’s Guidelines for Operation (called Guidelines hereafter) are pertinent to
bridge inspection. The Guidelines document is incorporated by reference into this manual, and
appropriate individual guidelines have been listed in Appendix G.

The Recording and Coding Guide for the Structure Inventory and Appraisal of the Nation’s Bridges,
report No. FHWA-PD-96-001, December 1995 (hereafter called the Coding Guide) is the primary
authority for conducting the actual bridge inspections. The BI-6 and BI-5 sections of this manual are
composed of Coding Guide materials, altered and expanded to fit Alabama conditions.

Several publications of the American Association of State Highway and Transportation Officials
(AASHTO) and the FHWA are pertinent to bridge inspection. The AASHTO Manual for Bridge
Evaluation (hereafter called MBE), the AASHTO Manual for Bridge Element Inspection, and the
FHWA Bridge Inspector’s Reference Manual (hereafter called BIRM) are key documents in
explaining how the inspections are to be conducted, what the inspector is to look for, and which
technical procedures are to be used in making inspections. The following publications are addenda to
the BIRM: FHWA Bridge Inspector’s Manual for Movable Bridges, FHWA Culvert Inspection
Manual, FHWA Inspection of Fracture Critical Bridge Members, and FHWA Underwater
Inspection of Bridges. These and similar documents are referenced and discussed in the appropriate
sections of this manual.

Each of those documents is revised and supplemented from time to time. Throughout this manual,
whenever a reference is made to such a publication or document, the most recent version or most
recent supplement is incorporated by reference.

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Application
The provisions of this manual apply to all bridge structures on public roads in Alabama. Those
structures on the state system fall under the jurisdiction of ALDOT. Those structures on local
government routes must be inspected and reported upon by local governments.

This manual, the Coding Guide, and the pertinent AASHTO documents apply uniformly to both
state and local government bridge inspection and reporting.

Portions of this manual have been tailored exclusively for the uses of the Department. Other portions
of the manual were prepared expressly for Department inspectors but also have applications to local
government inspectors.

Where questions arise about the applicability of any portion of this manual, the local government
manager or local government bridge inspector should contact the nearest Area Office of ALDOT or
the Local Transportation Bureau of the Central Office.

Use of Bridge Inspection Data

Congress envisioned several uses of bridge inspection data when the Structure Inventory &
Appraisal (SI&A) program was created. First and foremost, the data allows a direct assessment of
the condition of the nation’s bridges, and identifies those bridges which are candidates for
replacement or rehabilitation. The program also has other uses. For example, it serves as the basis
for investigation and reporting of the suitability of certain routes in times of national emergency.
Both the Department of Defense and the Federal Emergency Management Agency (FEMA) use the
SI&A file for such purposes.

The primary users of SI&A files are the individual state highway agencies that find this information
to be of great importance in preparing bridge construction and management programs, in budgeting
for these programs and in making difficult decisions regarding public expenditures of scant bridge
replacement funds.

Training of Bridge Inspectors

At printing, the average bridge in the State of Alabama is approximately 47 years old. These older
structures are narrower and were designed to carry smaller, slower vehicles than today’s fleet. At the
same time, this state has some of the most technologically advanced and sophisticated types of
bridges in existence. Design, construction, and safety techniques have evolved considerably over the
years. However, the same bridge inspector who must examine a seventy year old structure built to
yesterday’s standards might go down the same highway to inspect a highly sophisticated structure
built to tomorrow’s standards. This requires knowledge, skill, and training.

AASHTO and the U. S. Department of Transportation understood the need for exhaustive bridge
inspector training. Publications and training courses were prepared for this purpose. Persons
inspecting structures must understand structural analysis (i.e. how stresses are passed from one
member to another), and structural design (i.e. how bridge members are chosen to resist these
stresses). They must also understand the aging process in structures and the role that fatigue and
corrosion plays in reducing a structure’s ability to carry loads. They must understand the names of

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bridge structural components and the roles that each of these components play in carrying loads and
transferring stresses. They must understand expansion and contraction, bearings, foundations, and
other supports. They must have an appreciation of traffic engineering, pavement life, and other
factors necessary to perform a bridge inspection.

Obviously, there are very few people who possess the cumulative knowledge to conduct a complete
inspection of a major structure without adequate training. The Department periodically sends its
bridge inspectors to a comprehensive training course based on the BIRM and addenda. Individuals
who successfully complete this course and who pass a comprehensive exam on the course material
are eligible to become certified as bridge inspectors. Once an inspector has become certified, they
are issued a unique certification number.

Additionally, the Department holds Annual Bridge Inspection Refresher Courses, every fall. It is
recommended every year that state and local government inspectors attend the Department’s training
school, in preparation for inspection of bridge structures. The Department also conducts a two day
BrM and Element Inspection Course that must be attended once for certification.

23 CFR 650.307 requires certain inspector qualifications, as explained earlier in this section. The
Department has added an additional qualification for bridge inspection team leaders. They must
attend the Department’s bridge inspection refresher course once in order to become certified. Annual
attendance at this training is highly recommended, but the inspector must attend this course at least
once every other year to maintain their certification. NOTE: In November 2002, ALDOT started
requiring all Professional Engineers performing NBI bridge inspections to also be a Certified Bridge
Inspector.

Forms
The Department depends heavily upon the use of several forms for recording bridge inspection
information. Each form is designated with the letters "BI" (standing for bridge inspection) followed
by the number of the form. Below are the designations and form names.

Designation Name
BI-1 Form BIN Assignment
BI-4 Form Streambed Cross Sections
BI-5 Form Bridge Inspection Condition Report
BI-6 Form Structure Inventory and Appraisal
BI-9 Form Structure Maintenance Needed Estimate
BI-13 Form General Narrative

Copies of the forms may be found in Appendix D of this manual, and their use and content are
discussed in the following paragraphs.

BI-1 Form: BIN Assignment. The BIN is a unique unchanging six digit code used to succinctly identify
each physical bridge structure in the state. The BI-1 form is used to obtain a Bridge Identification Number
(BIN) for new bridges and culverts. The form is completed and sent to the Bridge Management Section of
the ALDOT Maintenance Bureau for assignment of the BIN for state and city owned structures, and to the
ALDOT Local Transportation Bureau for county owned structures. A copy of the form can be found in
Appendix D.

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BI-4 Form: Streambed Cross Sections. The BI-4 form is used to record streambed cross sections for all
bridges subject to scour. A minimum of two profiles (one for each side of the structure) must be taken during
routine inspections (2-year cycle) using this form. A copy of this form can be found in Appendix D.

BI-5 Form: Bridge Inspection Condition Report. Usually the most difficult decisions made by a bridge
inspector involve evaluating the condition of various bridge components and providing condition ratings or
appraisal ratings. For example, an inspector must look at all the substructure components to arrive at a
substructure NBI condition rating between nine and zero, where the high numbers indicate good conditions,
and the low numbers represent poor conditions. The inspector must also look at all the substructure
components to arrive at element condition states between 1 and 4, where 1 indicates good conditions and 4
indicates severe condition.

The Department has created the BI-5 form (see Appendix D) for recording the NBI condition ratings and
element condition states for each structure. The BI-5 form provides a location for the inspector to rate each
element of a bridge, and an adjacent space to record pertinent comments. After all elements of a particular
item have been evaluated, then the inspector enters the element condition states and overall NBI condition
rating of the components being rated, and records any remarks.

The ratings for each of the individual items are entered in the Condition Task of ALDOT BrM. For more
information refer to the BI-5 section of this manual.

The BI-5 form is filed in the bridge folder for future reference, and is an official record of the bridge
inspection.

BI-6 Form: Structure Inventory and Appraisal. The BI-6 form is used to record the SI&A data for each
structure. It contains locations for each of the inspection items required by the Coding Guide, and for
additional items required by the Department. A copy of the BI-6 form may be found in Appendix D of this
manual.

The form is nine pages long and is divided into six tasks or subtasks with 28 groups of information. Within
each task or subtask there are multiple groups with items pertaining to a particular topic. Each page is labeled
with a task or subtask which corresponds to the ALDOT BrM screen used to input the data into the bridge
inventory file.

For any individual structure, the appropriate BI-6 form is printed with any available data preprinted on the
form. This provides great convenience to the inspector, since all current data items are identified on the form,
and there is no need to copy or transfer data manually prior to visiting the structure in the field. Adjacent to
the listing of current data values are blanks for the insertion of new or changed data values. The inspector may
simply mark through the current value of an item and write the new value adjacent to it. For a typical
structure, very few items will change from inspection to inspection and the recording of data is minimized by
the preprinting of the current values.

The BI-6 form is filed in the bridge folder for future reference, and is an official record of the bridge
inspection.

BI-9 Form: Structure Maintenance Needed Estimate. This form is used to transfer maintenance and
repair requirements from the bridge inspector to the individual responsible for scheduling bridge maintenance

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operations. During each bridge inspection the inspector identifies, quantifies, and prioritizes any maintenance
needs present. A copy of the form may be found in Appendix D of this manual.

BI-13 Form: General Narrative. The purpose of this form is to provide a place to record information that
is not otherwise covered by a numbered inspection item. It also provides a place to record additional
information concerning certain numbered items. This form will in effect, over time, generate a narrative
history of each structure. A copy of the form may be found in Appendix D of this manual.

Organization of ALDOT

The Department establishes policies and practices with which to conduct its business. These are
based upon specific acts of the Alabama Legislature, and upon the rules and regulations of the
Department which have the force and effect of law. The Department also adopts guidelines, policies,
and operating procedures with which to carry out its rules and regulations. This Manual is one of the
documents through which the Department publishes its established guidelines and policies.

The Transportation Director is responsible for enforcing the pertinent laws and Department policies.
Under the Director is the office of the Chief Engineer and three Deputy Directors. The Director has
authorized the Deputy Director for Operations to oversee day-to-day technical operations of the
Department in carrying out Department policies.

Department Central Offices The Department’s Central Offices are located at 1409 Coliseum
Boulevard, Montgomery, Alabama. This complex houses the offices of general administrators and
Bureaus. The Bureaus provide policy and supervision of specific functional areas for the Department
(e.g., Bridge Bureau, Construction Bureau, Design Bureau, Legal Bureau, Maintenance Bureau,
Transportation Planning Bureau).

In the Central Office, responsibility for bridge inspection and bridge rating belongs to the
Maintenance Bureau. This Bureau is under the direction of the Maintenance Engineer, who
represents the Deputy Director for Operations in performing this function.

Additionally, local government bridge inspection is coordinated through the Local Transportation
Bureau, which is headed by the County Transportation Engineer. This Bureau coordinates its
activities with the Maintenance Bureau for purposes of training inspectors, inspecting bridges,
entering data into the inventory file, evaluating bridges, and similar functions.

Department Field Offices The principal field offices of the Department are located in ten areas
across the state. They are located in (1) Guntersville, (2) Tuscumbia, (3) Birmingham, (4)
Alexander City, (5) Tuscaloosa, (6) Montgomery, (7) Troy, (8) Grove Hill, (9) Mobile, and (10)
Fayette. The secondary field offices of the Department are the district offices. Three to six district
offices are located in each area. A District Manager oversees the operations of each district office.

The Area Bridge Inspector is responsible for day-to-day supervision of bridge inspection efforts, for
entering bridge data into the inventory file, and for otherwise conducting the bridge inspection
program. The Department’s District Managers are normally not directly involved in the bridge
inspection program. Each District Manager oversees one district (usually one or two counties in size)
and is responsible for construction, maintenance, permitting, and similar activities within the district.

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For the convenience of the reader, a map of the Department’s districts and areas has been included in
Appendix A of this manual.

How to Use this Manual

This manual has been organized in sections to assist the reader in easily finding needed material.
Each section corresponds to a particular inspection form and the corresponding task in ALDOT
BrM.

For example, the BI-1 section gives instructions for completing the BI-1 form. The BI-6 section is
divided into several subsections, which are labeled as tasks or subtasks, pertaining to specific
portions of the BI-6 form (Structure Inventory and Appraisal Sheet). These tasks or subtasks
correspond to the ALDOT BrM screens used to input the data into the bridge inventory file. For
instance, an inspector desiring to learn more about navigational data for a particular structure would
be interested in the BI-6 – Appraisal Task, Clearances section of this manual.

Information in the BI-6 sections conforms to the topics in the Coding Guide. Where possible,
individual bridge components are referred to by item number. The same item number is used in the
Coding Guide, the BI-5 form, the BI-6 form, and this manual. In addition to the Coding Guide Items,
several supplemental items needed by the ALDOT bridge management system are on the inspection
forms. The supplemental items are numbered 200 and above. Each section is intended to be as all-
encompassing as practical. The material should be self-explanatory so that an inspector may use this
manual to inspect and code bridges without having to refer to a large number of additional reference
documents. Instructions for entering the inspection data into the Bridge Management System is
discussed in the ALDOT BrM User Guide.

Several additional sections in this manual address topics which are not completely addressed by the
Coding Guide. These sections generally reflect procedures and guidelines used by the Department in
performing and documenting bridge inspections. These additional sections reflect practices found to
be useful in field and office operations, and include underwater inspections, fracture critical
members and scour.

Revisions of this Manual

It is the responsibility of the inspector (or the owner of this manual) to obtain and use the most
recent Department guidance on bridge inspection. The Department normally issues updates of this
manual as they become available. However, in some instances new federal policies may become
effective on short notice. It may not be possible to prepare amendments to the manual and to provide
them to users prior to the effective date. The Department will attempt to supply notice when this
occurs; however, it remains the responsibility of the inspector (or the user of this manual) to obtain
any updates or supplemental materials.

Manual Revision History

Date Description
First Edition Jan 1990 Initial Publication
Second Edition May 1995 Conversion to Metric units and General update
Third Edition Sept 1999 General update

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Fourth Edition Jan 2002 Conversion to US Customary units and General update
Fifth Edition July 2014 Conversion from ABIMS to AASHTOWare BrM
Sixth Edition Dec 2017 General update

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Chapter 2: BI-1 – BRIDGE IDENTIFICATION
ASSIGNMENT

Figure 1: BI-1 Form – BIN Assignment Card

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INTRODUCTION

This section provides information on how to complete the BI-1 form, Bridge Identification Number (BIN)
Assignment Card. This form provides the information needed in order to create a new SI&A record in the
ALDOT BrM database.

The FHWA requires that each bridge have a unique and unchanging number. Coding of this 15-digit Federal
item is established according to each states internal processing procedures. In Alabama, the BIN is used as
the official structure number for Federal reporting purposes.

The BIN is a unique 6-digit code used to identify each structure in the state. BIN’s are progressive, sequential
numbers assigned to all records in the ALDOT BrM database. Only one BIN is assigned to each physical
structure, and this BIN will never change during the life of the bridge. The BIN has no meaning other than to
be a unique unchanging number assigned to the bridge structure.

All BIN's are assigned to each structure through the office of the Bridge Management Engineer in the
Maintenance Bureau of the Alabama Department of Transportation.

For all “Route on Structure” records and "Route Under" records with no associated "Route on Structure"
record (pedestrian and railroad overpasses) the BI-1 form is completed, except for the BIN. For "Route
Under" records that have associated "Route on Structure" records (grade separations), the BIN for the
associated "Route on Structure" record is noted on the form along with other pertinent information.

In the past a separate item known as the "Structure Number" was coded to provide the inspectors with an
additional means of accessing a particular bridge in the database. Therefore, while this item is no longer
coded for bridges, a "Structure Number" is still assembled from other data items. The structure number is
assembled by joining: Bridge Status, Item 13 (LRS Inventory Route), Item 3 (County), Item 11 (Milepoint),
and Item 205 (Relative Position Indicator). For non-state owned structures Item 11 will be replaced with Item
201 (Local Identifier).

BRIDGE OWNER

This is a narrative item which is used to indicate the agency or individual owning and operating the structure.
Examples include: Jefferson County, City of Huntsville, Tuscaloosa Area, etc.

COUNTY

This item identifies the county where the structure is located. A complete listing of the counties may be found
in Appendix C of this manual.

NEW STRUCTURE IS TO REPLACE A PREVIOUS STRUCTURE

A box is provided to the right of this statement to indicate if the new structure was built to replace an existing
structure. If this is the case place an "x" in the box and enter the BIN of the old structure which is being
replaced in order for this BIN to be inactivated. If the new structure does not replace an existing structure, the
box and the structure BIN spaces are to be left blank.

2-2
NEW BIN (TO BE ASSIGNED)

For "Route on Structure" records and "Route Under" records with no associated "Route on Structure" record
(pedestrian and railroad overpasses) the inspector should leave this field blank as the BIN will be assigned by
the Bridge Management Engineer in the Maintenance Bureau of the Alabama Department of Transportation.

For "Route Under" records that have associated "Route on Structure" records (grade separations), the BIN for
the associated "Route on Structure" record is recorded in this field by the inspector. Although there is only
one BIN assigned for all “Route on Structure" and "Route Under" records associated with any one bridge
structure, the various records can be differentiated by the respective record types (Item 5A).

BRIDGE STATUS

This item is used to indicate whether the structure is planned, in service, or inactive.
The valid codes are as follows:

Code Description
Inactive Structure not in service (either removed or closed permanently with no plans to
replace).
Active Structure is currently in service.
Proposed Structure is planned, under design/construction, or otherwise not yet in service.

ITEM 13—LRS INVENTORY ROUTE, SUBROUTE NUMBER

This is a 12-digit field used to record the LRS inventory route number, and the subroute number. This item is
made up of two subfields which are described as follows:

Subfield Description Length

13A LRS Inventory Route 10 digits (in Alabama the first 3 digits are zeroes)
13B Subroute Number 2 digits

If Item 012-National Base Net is to be coded "On Base Network”, the information to be recorded for this
item is the inventory route for the state's linear referencing system (LRS).

The LRS inventory route numbers to be reported in this item must correspond to the LRS inventory route
numbers reported by the state for HPMS.

The LRS inventory route number can be alphanumeric. The LRS inventory route number is not necessarily
the same as that posted along the roadway, but is a number used to uniquely identify a route within at least a
county and perhaps throughout the state. The last digit of the LRS inventory route is used to record the
directional suffix of the inventory route, when it is part of the route number. When a directional suffix is not
part of the route number, then the last digit of this subfield should be left blank.

The subroute number is a number that uniquely identifies portions of an inventory route section where
duplicate milepoints occur. These subroute numbers, if they exist, are identified in the state's HPMS-LRS
records. If there is no subroute number, code "00" for Item 13B.

2-3
 Code Description
IN Interstate
AL Alabama State Route
CO County Route
MU Municipal, City Route
NG National Guard
PF Park/Forest Route
OS Other State Route
OF Other Federal Route

Examples: Code
Inventory Route I65, Subroute Number 0 000IN0065 00
Inventory Route AL 75 E, Subroute Number 3 000AL0075E 03

ITEM 3—COUNTY

This item identifies the county where the structure is located. A complete listing of the counties may be found
in Appendix C of this manual.

When the bridge falls at the boundary between counties, it normally belongs to the west or south county. This
method of assigning a bridge to a county is used unless a written agreement between the two counties is on
file in the bridge folder in the bridge inspector's office.

ITEM 11—MILEPOINT (XXXX.XXX)

This item identifies the linear referencing system (LRS) milepoint to establish the location of the bridge on the
Base Highway Network as identified in Item 012. The milepoint is a 7-digit number coded to the nearest
thousandth of a mile. The location to be coded is at the beginning of the structure in the direction of
increasing milepoints along the LRS Inventory Route identified in Item 13A.

This item must be coded for all structures located on or overpassing the Base Highway Network. For
structures carrying the LRS Inventory Route, code the milepoint at the beginning of the structure (i.e. the
lowest milepoint on the bridge). When the LRS Inventory Route goes under the structure (Item 5A coded
“Route Under”), then code the milepoint on the underpassing route where the structure is first encountered.

Code all zeroes if a milepoint location cannot be determined or is not appropriate. If the beginning of the
structure falls at the beginning of a route, the milepoint would normally be zero; however, it is to be coded
with the nominal value of 0000.001 instead.

ITEM 205—RELATIVE POSITION INDICATOR

This item identifies a structure's relative position to other structures which may overlap any particular
milepoint on the inventory route. This condition may occur at parallel structures, ramps, service road
structures or any combination of the above. Any single structure is to be coded "00." Parallel structures by
themselves are to be coded as "-1" for the leftmost structure in the direction of the inventory route, and "1" for
the rightmost. Where service road and ramp structures are present, the same numbering scheme (i.e. -3, -2, -
1, 0, 1, 2, 3) for the left and rightmost structure is to be used.

2-4
ITEM 201—LOCAL IDENTIFIER

This item describes the identifier for the structure used by local government agencies. Some local government
agencies use the local identifier to develop their own structure numbering/identification schemes.

ITEM 5A—POSITION/PREFIX

There are two distinct types of records in the SI & A file. The first of these is for "on" records, and the second
is for "under" records. This item is used to distinguish between "on" and "under" records. It must be
emphasized that all route-oriented data must agree with this coding as to whether the inventory route is "on"
or "under" the structure. This field contains the parameters listed below:

Parameters:
Route on Structure
Route Under

"On" means that the inventory route is carried "on" the structure. Each bridge structure carrying highway
traffic must have a “Route on Structure” record identified with Item 5A. All of the NBI data items must be
coded, with respect to the structure and the inventory route "on" it.

"Under" means that the inventory route goes "under" the structure. If an inventory route beneath the structure
is a Federal-aid highway, is a STRAHNET (see the BI-6 Inventory – Roads Subtask section) route or
connector, or is otherwise important, a record must be coded to identify it. If only one under route exists, code
One Route Under. If multiple under routes exist, begin with 1st Route Under, and continue adding
corresponding under records for each additional route. For example, if a structure has 3 under routes, you will
need to create 1st Route Under, 2nd Route Under, and 3rd Route Under records.

In most cases, when this item is coded as "under", only the items on the Inventory – Roads Subtask must be
entered. However, there are unique situations in which a structure coded as under must have all of the data
items coded. These situations are described as follows:

1. When Subfield 43B, under Item 43 - Structure Type, is coded as a tunnel ("18")

2. When Subfield 42A, which describes the type of service "on" the bridge is coded
as "2" (railroad), "3" (pedestrian exclusively), or "9" (building plaza).

These examples typify "under" records for structures which do not have an "over" record associated with
them.

ITEM 5B—KIND HIGHWAY (ROUTE PREFIX)

This item identifies the route signing prefix (administrative class of road) for the inventory route using one of
the following parameters:

Code Description
1 Interstate highway
2 U.S. numbered highway
3 State highway

2-5
 4 County highway
5 City street
6 Federal lands road
7 State lands road
8 Other (include toll roads not otherwise indicated or identified above)

When 2 or more routes are concurrent (on the same roadway), the highest class of route is used. The
hierarchy is in the order listed above. For example, if a single route is signed as both U.S. 82 and Alabama 6,
it will be coded "2" because the U.S. numbered highway is higher in the hierarchy than the state highway.

ITEM 5C—DESIGNATED LEVEL OF SERVICE

This item identifies the designated level of service for the inventory route, using one of the following
parameters:

Code Description
0 None of the below
1 Mainline
2 Alternate
3 Bypass
4 Spur
6 Business
7 Ramp, Wye, Connector, etc.
8 Service and/or unclassified frontage road

ITEM 5D— ROUTE NUMBER

This item identifies the inventory route number. The route number in this field must agree with the route
signing prefix coded in subfield 005B.

For "over" records (Item 5A = “Route on Structure”), if concurrent routes are of the same hierarchy level,
denoted by the route signing prefix, only the lowest numbered route will be used. For example, where
interstates I20 and I59 occupy the same roadbed, "00020" (lowest number) is entered in this subfield. Code
"00000" for bridges on roads without route numbers. For "under" records (Item 5A = Route Under”), each
route will have its own record.

In Item 005D, do not show the route prefix. For example, for I65 only the numerical "00065" goes in Item
005D. The "I" portion is shown by coding Item 005B “Interstate”. Items 005B and 005D must be in
agreement. That is, where Item 005B indicates a U.S. route, Item 005D must contain that U.S. route number
(not the state route number).

ITEM 5E—SUFFIX

This item identifies the directional suffix of the inventory route number, when it is part of the route number.
This field contains the parameters listed below:

Code Description
0 Not applicable (usual coding for most routes)

2-6
 1 North
2 East
3 South
4 West

In some cases, letters may be used with route numbers as part of the route numbers and not to indicate
direction. In such cases, the letter should be included in the 5-position route number field.

Examples: The following examples illustrate typical coding of the five subfields, in the Inventory Route
Item:

Description Code

5A 5B 5C 5D 5E
U. S. 11, on 1 2 1 00011 0

Interstate 65, on 1 1 1 00065 0

Interstate 10E, under 2 1 1 00010 2

State Highway 104, Spur, under 2 3 4 00104 0

U.S. 31E Bypass, on 1 2 3 00031 2

City street, on 1 5 0 00000 0

Ramp from I-85, under 2 1 7 00085 0

County Highway 173 on 1 4 1 00173 0

Interstate 20 under 2 1 1 00020 0

Interstate 59 on 1 1 1 00059 0

State Hwy 120 (STRAHNET Rt) under A 3 1 00120 0

Alternate State Hwy 130 under B 3 2 00130 0

Tunnel on Interstate 10 2 1 1 00010 0

ITEM 2—AREA

This item identifies the Area where the structure is located. A map indicating area boundaries may be found
in Appendix A of this manual.

When the bridge falls at the boundary between areas, it is identified as being in (and assigned to) the county or
area to the west or south of the boundary. As a general rule, even numbered routes are understood to run
from west to east, and odd numbered routes are understood to run from south to north. This method of
assigning a bridge to a county and area is used unless a written agreement between the two counties or areas
is on file in the bridge folder.

2-7
ALDOT DISTRICT

This item identifies the Departments district where the bridge is located. A map indicating the district
boundaries may be found in Appendix A of this manual. The parameters in this field are District 1 through
District 6.
When a bridge falls on the boundary between two districts, it is identified as being in (and assigned to) the
district to the west or south of the boundary. This method of assigning a bridge to a district is used unless a
written agreement between the two districts is on file in the bridge folder.

ITEM 203—MPO CODE

This item identifies if a bridge is located in a MPO (Metropolitan Planning Organization) jurisdiction. Contact
the preconstruction engineer in the area office in which the structure is located to determine if it is within a
MPO jurisdiction. If the bridge is not in a MPO jurisdiction, code "Not in an MPO." This field contains the
parameters listed below:

Parameters
Not in an MPO
Auburn-Opelika Area
Birmingham Area
Calhoun Area
Columbus-Phenix City Area
Decatur Area
Dothan Area
Etowah Area
Huntsville Area
Mobile Area
Montgomery Area
Shoals Area
Tuscaloosa Area

ITEM 4—CITY/TOWN/PLACECODE

This item identifies the city, town, township, village, or other census-designated place where the structure is
located. A complete listing of the cities, towns, townships, villages, or other census-designated places may be
found in Appendix B of this manual.

If the structure does not fall within the boundary of a city, town, township, village, or other census-designated
place, then “Unknown” shall be selected.

ITEM 21—MAINTENANCE RESPONSIBILITY

This item identifies the agency that has primary responsibility for maintaining the structure. If more than one
agency has equal maintenance responsibility, select the agency highest in the hierarchy of state, federal,
county, city, railroad, and private. This field contains the parameters listed below:

2-8
 Code Description
01 State Highway Agency
02 County Highway Agency
03 Town or Township Highway Agency
04 City or Municipal Highway Agency
11 State Park, Forest, or Reservation Agency
12 Local Park, Forest, or Reservation Agency
21 Other State Agencies
25 Other Local Agencies
26 Private (other than railroad)
27 Railroad
31 State Toll Authority
32 Local Toll Authority
60 Other Federal Agencies (not listed below)
61 Indian Tribal Government
62 Bureau of Indian Affairs
63 Bureau of Fish and Wildlife
64 U.S. Forest Service
66 National Park Service
67 Tennessee Valley Authority
68 Bureau of Land Management
69 Bureau of Reclamation
70 Corps of Engineers (Civil)
71 Corps of Engineers (Military)
72 Air Force
73 Navy/Marines
74 Army
75 NASA
76 Metropolitan Washington Airports Service
80 Unknown

ITEM 293—INSPECTION AGENCY

This item identifies the agency that has primary responsibility for inspecting the structure. If more than one
agency has equal inspection responsibility, select the agency highest in the hierarchy of state, federal, county,
city, railroad, and private. This field contains the parameters listed below:

Code Description
01 State Highway Agency
02 County Highway Agency
03 Town or Township Highway Agency
04 City or Municipal Highway Agency
11 State Park, Forest, or Reservation Agency
12 Local Park, Forest, or Reservation Agency
21 Other State Agencies
25 Other Local Agencies
26 Private (other than railroad)
27 Railroad

2-9
 31 State Toll Authority
32 Local Toll Authority
60 Other Federal Agencies (not listed below)
61 Indian Tribal Government
62 Bureau of Indian Affairs
63 Bureau of Fish and Wildlife
64 U.S. Forest Service
66 National Park Service
67 Tennessee Valley Authority
68 Bureau of Land Management
69 Bureau of Reclamation
70 Corps of Engineers (Civil)
71 Corps of Engineers (Military)
72 Air Force
73 Navy/Marines
74 Army
75 NASA
76 Metropolitan Washington Airports Service
80 Unknown

ITEM 215—PREVIOUS STRUCTURE BIN

This item identifies the previous bridge’s BIN. When an existing bridge(s) is torn down and replaced, the
new bridge is assigned a new BIN. The previous structure(s) BIN is the inventory number for the old
bridge(s) that was replaced. If the structure has never been replaced, code this item with all zeroes. Note that
the Alabama ID may be the same for both the new and old structures, but they will each have a unique BIN.

DATE

This field captures the date the BI-1 form was field out by the bridge inspector.

CREEK/DESCRIPTION

This field captures the creek or river the structure is spanning. If the structure is not over water, place a
description in this field of what the structure spans.

POINT OF CONTACT NAME

This field captures the bridge inspector’s name that filled out the BI-1 form.

PROJECT NUMBER

This field captures the structures project number.

TELEPHONE NUMBER

This item captures the bridge inspector’s phone number that filled out the BI-1 form.

2-10
Chapter 3: BI-4 – STREAMBED CROSS SECTIONS

Figure 2: BI-4 Form - Streambed Cross Sections

3-1
INTRODUCTION

This chapter provides information on how to complete the BI-4 form, Streambed Cross Sections. This form
was created for the collection of data in order to produce streambed cross sections to be included on the scour
plots. This form must be completed during routine inspections (2-year cycle) for all scour potential bridges. If
the bridge is not subject to scour, then this form need not be completed.

A minimum of two cross sections are required for each bridge subject to scour. Generally, these cross sections
should be taken on each side of the bridge. Additional cross sections should also be obtained if scour is
evident "away" from the bridge. Use this form for each cross section taken.

How to collect data?

There are two basic methods that can be used to collect the required data. The first method involves using a
survey level and rod and is only suited for small streams with low water levels since one person must stand in
the streambed and hold the rod. The second method, which is by far the most common, is to take
measurements from the bridge deck by lowering a weighted tape from a fixed reference point such as the
bridge rail. A standard survey tape with a weight attached to the end can be used for this purpose. The weight
should be of sufficient mass to sink the tape to the bottom so that the measurements are not significantly
affected by the stream current. Measurements taken by this second method are called soundings. Other
methods for taking soundings, such as the use of a fathometer, are also acceptable provided that accurate and
repeatable measurements are obtainable.

How many points should be taken?

Regardless of the method used, measurements must be taken from abutment to abutment with a sufficient
number of readings to adequately describe the streambed cross section. All breaks in the groundline,
especially in the streambed, and at the banks and intermediate piers shall be measured.

Where in reference to the bridge should the readings be taken?

Readings should be taken as close to the bridge as possible but must be along the same line as previous
readings. As mentioned, additional profiles with various offsets can also be taken if scour is evident "away"
from the bridge. If the level and rod method is used then it would be desirable to take measurements down
the centerline of the bridge and other sets on the left and right side of the bridge. If a weighted tape is used
then measurements should be taken from the left and the right side of the bridge. The VIEW, OFFSET and
OFFSET REMARK items on this form (described below) are used to indicate the location of the readings.

Descriptions on how to record each item on the form will be provided in this chapter. For information on
how to enter this information please refer to the ALDOT BrM User Manual.

All required data must be entered for the initial streambed soundings for each structure. However, for
subsequent streambed soundings, if the same units, offsets, and sections are used when taking the streambed
soundings, then only the new measurements need to be recorded on the data collection form.

3-2
PREVIOUS VALUES

This section contains information about the previous cross sections taken for any particular structure. If this
data is valid for the current cross sections taken, then no modifications are necessary. However, if this
information is not correct for the current cross section, then it should be noted on the form.

OFFSET

This field is used to indicate the distance of the offset from where the streambed soundings were taken. The
offset field is four characters in length to record the offset distance to the nearest tenth of a meter or foot. For
example, if the readings are taken from the left edge of the bridge deck, then this item should be recorded as
one-half of the bridge deck width if the offset is from the centerline of the bridge.

SOUNDING DATE

This field is used to indicate the date that the cross sections were taken. The first two characters indicate the
month and the last four characters represent the year.

VIEW

This field is used to identify the view in which the cross sections were taken. The view of the bridge would
be determined when traveling in the direction of the inventory route (increasing mile markers). This field
contains the parameters listed below:

Code Description
L Left view - data is for the left side of the bridge
R Right view - data is for the right side of the bridge
C Centerline view - data is for the centerline of the bridge.

OFFSET REMARK

This is a narrative field used to describe the offset location. This field is twenty characters in length. For
example, a typical offset remark would relate an offset distance from the centerline of the bridge.

ELEVATION BASIS

This field identifies the type of platform the elevations for the soundings are based on. This field contains the
parameters listed below:

Code: Description:

A Elevations are based on assumption. From some semi-permanent, fixed

point, on or near the bridge, an elevation is assumed. All subsequent
elevations for the structure are based on this "assumed" elevation.

G Elevations are based on a U.S. Geodetic Survey bench mark or an Alabama

Department of Transportation bench mark. This would be basically the same

3-3
 as elevations from the bridge plans except that plans might not be available
on the structure, but a geodetic marker is conveniently close.

P Elevations are taken from the bridge plans. In this case, the elevations are
usually based on a permanent U.S. Geodetic Survey bench mark or an
Alabama Department of Transportation bench mark, as referenced in the
bridge plans..

LOCATION OF BENCH MARK

This field identifies the location of the bench mark used for referencing the cross sections.

ELEVATION EQUATION

This field identifies the elevation equation which may be used to reference all vertical information from a
common reference plane for plotting. If the bridge details are initially plotted based on some assumed
reference elevation, and later plans are located showing the actual elevations for the bridge, the initial
assumed reference elevation can be equated to what the actual elevation is at that point based on the
information from the plans.

If a crew goes to the field to gather the bridge detail information and they set a reference point with some
assumed elevations, such as 50.00 feet, then a different crew goes to gather the streambed sounding
information and they use the same reference point but assume an elevation of 100.00 feet, these plots can and
must be put on a common reference line by keying an elevation equation. In this case, the elevation equation
on the streambed soundings form would be 50.00 feet equals 100.00 feet because the streambed soundings
should be linked to the same elevation. It is important to be aware that an elevation equation may be required
for each section of data such as bridge details, original groundline, and streambed soundings, so that they will
all be correlated by a common reference point. The elevation equations should be completed as required for
the bridge information to plot correctly.

STATION EQUATION

This field is used to capture a station equation which may be required to reference all horizontal information
from a common reference point. If the beginning of the bridge was assumed to be at station 1 + 00.00 and
plans were later discovered showing the beginning of the bridge at station 5 + 42.68, then a station equation
could be used to correct the assumed station so that the historical reference material (i.e. plans and pile driving
records) could be referenced appropriately to the bridge plot. It is important to be aware that the station
equation may be required for each section of data such as bridge details, original groundline, and streambed
soundings, so that they will all be correlated by a common reference point. The station equations should be
completed as required for the bridge to plot correctly.

SND/ELEV IND

This field is used to indicate whether the recordings are actual elevations or soundings. This indicator is used
by the program to determine the type of data that is being entered. The field contains the parameters below:

3-4
 Code: Description:

E Elevation data gives actual elevations of the points. This would require the
inspector to calculate the elevation based on measurements. For example, if
the measurements are taken with a rod and level, then the elevation of each
reading would be calculated by subtracting the rod reading from the
elevation of the level (height of the instrument).

S Soundings data should be used if the data recorded are measurements taken
from the bridge deck railing or some other reference feature using a weighted
tape with no calculations made. This measurement will automatically be
subtracted from the curb/rail reference elevations recorded in the bridge
detail information of the scour module. For more information on the bridge
detail portion of the scour module, refer to the Structure Scour/Hydrology
Module Users Guide.

STATION

This is a field used to record the particular station at which the sounding or elevation was taken. The
maximum value that can be entered into the field is 99999 + 99.999. Negative stations can be entered, if
needed.

SND/ELEV

This field is used to record the sounding measurement or elevation for each station. The maximum value that
can be entered is 9999.99. Negative soundings may be entered, if needed. A value is required for this field if
a station has been entered.

REMARKS

This is a narrative field used to record any pertinent remarks that are related to that station. This field is thirty
characters in length.

3-5
Chapter 4: BI-5 – BRIDGE INSPECTION CONDITION
REPORT

Figure 3: BI-5 Form – Inspection Report

4-1
INTRODUCTION

The assignment of NBI condition ratings and element condition states is by far the most important portion of
bridge inspection. Likewise, it is the most time consuming portion. The inspector examines each component
of the bridge and assigns NBI condition ratings and element condition states during every routine inspection.
The inspector must be close enough to touch the component being inspected (hands on inspection). Artificial
light is used if natural lighting is insufficient to provide a thorough visual examination of the component.
Special equipment may also be necessary to insure that a thorough and complete evaluation is performed.

This section of the manual combines information from the FHWA Recording and Coding Guide for the
Structure Inventory and Appraisal of the Nation's Bridges, the BIRM, the AASHTO Manual for Bridge
Element Inspection, and various other sources in an attempt to give the inspector guidance in assigning
condition ratings and element condition states. However, it is emphasized that this is by no means an in-
depth training guide for bridge inspectors. It is merely a summary of information which can be used for quick
reference. For information on how to enter the condition rating and element condition data into the computer,
refer to the ALDOT BrM User Manual.

4-2
INSPECTION
PREVIOUS INSP:

This field identifies the certified bridge inspector who did the last inspection for this structure.

PREVIOUS DATE:

This field identifies the date when the structure was last inspected.

PREVIOUS INSP. TYPE:

This field identifies the previous inspection type.

NEW DATE:

This field is used by the inspector to capture the date that the current inspection was performed.

NEW INSP TYPE:

This field is used by the inspector to capture the inspection type of the current inspection.

4-3
RATING

GUIDELINES FOR NBI CONDITION RATINGS

NBI Condition ratings describe the current condition of the existing, in-place bridge as compared to the
original as-built condition. Each of the following items are evaluated:

ITEM 58--DECK
ITEM 59--SUPERSTRUCTURE
ITEM 60--SUBSTRUCTURE
ITEM 61--CHANNEL AND CHANNEL PROTECTION
ITEM 62--CULVERTS
MISCELLANEOUS ITEMS

The BI-5 form is used to record the overall condition of the components listed above. This means that the
bridge deck, superstructure, substructure, culvert, and channel will be entered using the NBI condition code
assigned by the inspector as representative for that type of bridge component. Also pertinent remarks about
the specific findings are written on this form. If a bridge does not have a certain type of component, the BI-5
form should be coded with an "N" for not applicable.

The following general condition ratings shall be used as a guide in evaluating Items 58, 59, and 60.

Code Description
N Not applicable

9 Excellent condition

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
structure until corrective action is taken.

4-4
 1 Imminent failure condition - major deterioration or section loss present in
critical structural components or obvious vertical or horizontal movement
affecting structure stability. Structure is closed to traffic but corrective action
may put it back in light service.

0 Failed condition - out of service; beyond corrective action.

Proper assignment of a condition rating considers both the severity of the deterioration or disrepair and the
extent to which it is widespread throughout the component being rated. In other words, condition ratings
provide an overall characterization of the general condition of the entire component being rated. Particular
attention is given to evaluating the condition of the materials making up the component in regard to their
structural integrity.

The load-carrying capacity of the bridge will not be considered in evaluating the general conditions of the
bridge components listed above. Condition ratings assess the current condition of the structure as compared
to its original as-built condition.

Bridges or bridge elements which are supported or strengthened by temporary members or elements will be
rated as if the temporary conditions did not exist. Where a bridge is currently replaced by a temporary bridge,
the condition of the bridge is rated without regard to the condition of the temporary bridge. Refer to Item 103,
Inventory–Admin Subtask, for the definition of “temporary”.

Completed bridges not yet opened to traffic, if rated, are coded as if open to traffic. Typically, such bridges
are coded with a condition rating of “9” to indicate an excellent or like new condition.

Refer to Appendix G for further guidance to inspectors on actions required when condition codes of 4 or less
are given to the NBI condition ratings.

4-5
BRIDGE DECK COMMENTARY

ITEM 58—DECK

This item identifies the overall condition grade of the deck using NBI grading of “0” through ”9”. If the
structure is a culvert, then this item will be coded “N”. Due to different grading criteria, concrete, steel, and
timber structures will be graded differently. When no girders are present then the deck and superstructure are
given the same condition grade. Wearing surface, joints, expansion devices, curbs, sidewalks, parapets,
fascias, bridge rails, and drainage devices are not considered to be part of the overall condition grade. The
overall condition of the deck should only consider the structural integrity of the deck and its capacity to carry
traffic.

DECK-STRUCTURAL CONDITION

Typical Types. Listed below are typical types of bridge decks.

1. Concrete with separate wearing courses

2. Concrete with integral wearing courses
3. Concrete with or without stay-in-place-forms
4. Open and filled steel grating
5. Metal orthotropic
6. Timber

What to Look For. On concrete deck slabs, check for scaling, spalling, cracking, efflorescence, dampness,
potholing, delamination, chloride contamination, full or partial depth failures and leakage. Frequently leakage
appears on steel supporting members indicating that deck deterioration is taking place. Look very closely at
the underside of the deck along curb lines, near joints, and at other low areas of the deck where deterioration
normally starts.

When rating concrete deck slabs, remember that concrete deterioration normally starts at the top of the deck
and along its periphery. From these locations the deterioration progresses downward and inward until the
entire slab is involved. Therefore, when minor deterioration is observed on the bottom of a slab, there is a
good chance that the deterioration is much worse above this point and the slab is rated accordingly.

For concrete decks with stay-in-place forms, inspect the forms and supporting beams for rust and other signs
of leakage coming through the deck.

With open steel grating decks, look for broken welds and rivets. Check alignment and profile of open and
filled grating decks. Look to see that gratings are properly bearing on supporting members. Check the
grating for cracks and listen for the sound of loose grating as traffic crosses the bridge.

On orthotropic decks, check for leakage, corrosion, loss of section, and proper support.

Timber decks are observed for looseness, dampness, decay, splitting, crushing, fastener failure and wear.
Especially close attention is given to locations where timber decking rests on other members. These areas
hold water and are frequently damp and especially vulnerable to decay.

4-6
Observe all decks with the passage of live loads. Look for excess deflection and listen for any unusual sounds
with the passage of live loads.

EXPANSION JOINTS/DEVICES

Typical Types. Typical types of deck joints are listed below:

1. Steel finger joints

2. Sealed armor joints
3. Unsealed armor joints
4. Steel angle joints
5. Proprietary sealed joints

Exceptions: Bridge types such as rigid frames and filled arches have no joint with the deck. Certain
construction details also result in no joint with the deck. Figure 4 shows a typical joint with deck. Figure 5
shows a detail that has no joint with deck.

Figure 4: Joint with Deck. Figure 5: No Joint with Deck.

What to Look For. Check that the size of opening is reasonable and that there are no horizontal or vertical
displacements of the joint or its elements. Also, check for horizontal misalignment. Look for debris in the
joint or the joint trough and for deterioration of the joint materials. When under the deck, check for
deterioration of the joint supports, deterioration or displacement of troughs and baffles.

4-7
SUPERSTRUCTURE COMMENTARY

ITEM 59—SUPERSTRUCTURE

This item identifies the overall condition grade of the superstructure using NBI grading of “0” through “9”. If
the structure is a culvert, then this item will be coded “N”. The structural members are to be inspected for any
signs of distress which may include cracking, deterioration, section loss, malfunction and misalignment of
bearings. Due to different grading criteria, concrete, steel, and timber structures will be graded differently. The
overall condition grade is made independent of the condition of the deck unless the deck is integral with the
superstructure. On bridges where the deck is integral with the superstructure, the superstructure condition
grade may be affected by the deck condition. The resultant superstructure condition grade may be lower than
the deck condition grade where the girders have deteriorated or been damaged. The condition of bearings,
joints, and paint is not included in the determination of the overall condition of the superstructure except in
extreme situations.

Fracture critical members (FCMs) are given particularly close consideration since failure of these elements
could lead to the collapse of a span or the entire bridge. Their condition grade has a significant influence on
the overall condition rating assigned to the superstructure. FCMs are discussed further in the FCM section of
this manual.

BEARING DEVICES

Typical Types of Bearing Devices.

1. Fixed steel bearings
2. Steel rocker bearings
3. Steel or bronze sliding plate bearings
4. Steel roller nests
5. Pot bearings

Typical Types of Pads.

1. Elastomeric (rubber like material)
2. Fabreeka (tightly woven fabric impregnated with an elastomeric compound)
3. Teflon/Steel (teflon coated steel)

What to Look For.

1. Steel Bearings: Look for heavy rust, lateral or vertical displacement (uplift), sheared
bolts, cracked welds, rockers extended beyond their proper position for the
temperature, and the presence of debris which may prevent free movement. Where the
bearing is subject to uplift, check for excessive movement or "hammering" when a
heavy vehicle crosses the bridge.

2. Pads: Look for delamination, cracking, deterioration, and excessive distortion. When
the distortion of an elastomeric bearing exceeds 25% of its height, it is considered
excessive.

3. Anchor Bolts: Where the bearings must resist uplift forces, each anchor bolt is struck
with a heavy hammer to determine if it has sheared off. The hammer blow should

4-8
 produce a solid or ringing sound if the bolt is in good condition.

4. Hangers: Hangers may be fracture critical (where a single fracture can lead to
catastrophic collapse) or redundant; depending on the number of hangers supporting a
member and the redundancy of the supported members.

All hangers are susceptible to failure by cracking since they are subjected to both direct tensile and bending
stresses. Hangers with only one pin (either top of bottom) are especially prone to cracking failure.

Hanger stresses are increased by corrosion at the pin/hanger interface, by stress-risers (such as deep corrosion
pits, notches, and tack welds), and by section loss from corrosion. If these conditions are observed they
should be documented during the inspection.

Each hanger is given a thorough visual inspection to verify its freedom from cracks and the problems
enumerated above. The alignment of the suspended member is checked to insure the hangers are not being
subjected to racking forces and that any windlocks or guide plates are functioning properly. Cracks are
promptly reported to the chief bridge inspector, maintenance engineer or county engineer as appropriate.
Problems should be documented by photographs, sketches, and comments.

STRINGERS, GIRDERS, BEAMS, & DECK SLABS

The following bridge elements are considered the superstructure’s primary structural members:

1. Stringers
2. Girders
3. Floor beams and floor trusses
4. Main trusses
5. Stems of concrete T-beams
6. Jack arches
7. Box girders
8. Rigid frames
9. Cables and suspenders on suspension bridges
10. Filled arches
11. Arch ribs, spandrel columns and spandrel walls
12. Plates or members welded to the above members
13. Pipes
14. Connections between primary members

Primary Members may be constructed of many different materials. Some of these different materials are listed
below:

1. Concrete
2. Prestressed concrete
3. Stone
4. Brick
5. Steel
6. Aluminum
7. Wrought iron

4-9
8. Cast iron
9. Wire rope
10. Timber

4-10
Figure 6: Girder and Truss Type Bridges

4-11
Figure 7: Other Bridge Types.

4-12
Primary members are constructed of different materials, and each type of material needs a different approach
when evaluating its physical conditions and functional adequacy.

1. General: Examine the alignment and profile of main members. Look for impact
damage and damage that may have occurred due to foundation or
substructure failure. Observe the behavior of primary members with the
passage of live loads. Note any excess deflection, vibration or unusual
noise with passage of live loads.
2. Concrete: Inspect concrete members for cracks, spalls, scaling, and efflorescence.
Sound the concrete with a mason’s hammer. If a hollow sound or dull thud is
heard, the concrete is delaminated and deterioration has started.
3. Masonry: When appropriate, check the condition of mortar between masonry
elements. The mortar should be firm and intact as opposed to soft,
crumbling or missing. Examine the pattern of the masonry elements to
determine if movement has occurred. When inspecting masonry arches,
determine if any stones appear to be "slipping by one another." Observe
masonry elements for deterioration and cracking.
4. Metal: Check for corrosion, cracks, buckles, kinks, and strains due to
overstressing. Check connections, connection hardware, fasteners, and
welds especially carefully. Look under areas containing debris buildup and
other damp areas because these areas are especially vulnerable to
corrosion. Examine pins and eyebars on pinned eyebar trusses. Check
pins and eyebars for corrosion and cracks. Also check the tightness of the pin
nuts, etc.
5. Timber: Inspect timber members for decay, weathering, insect attack, splitting, and
fire damage.

The inspection ratings are closely tied into the degree of material deterioration apparent in the primary
member, as well as the extent to which the primary member retains its original design structural capacity.

For example, a primary member with no evidence of material decay, and performing at full-design capacity is
given a high rating. Where the primary member exhibits isolated areas of minor types of material decay, as
defined herein, but it’s still not to the degree where there is any significant effect on the member’s ability to
perform at original design capacity, a rating of "6" (minor deterioration, and satisfactory condition) is
appropriate. When the primary members have extensive, serious material deterioration, or the primary
member system can no longer achieve its full original design capacity, but still able to react elastically to
loadings while retaining some degree of its original load-carrying capacity, a rating of "3" or "4" is
appropriate. Should the primary member system lose practically all capacity to sustain the original design
loadings, an inspection rating of "2" (critical condition) is applied.

An important consideration in rating the NBI condition is how any material deterioration, or capacity
reduction in individual structural elements, relates to the performance of the superstructure as a whole. This is
a function of the structure type and the nature and extent of the deterioration. Although an individual primary
member may warrant a low inspection rating, for example "3", the overall NBI condition rating on the BI-5
form may receive a higher rating, such as "4" or "5," if the deficient member is not critical and the structure
as a whole continues functioning in an elastic manner. One example of this would be an impacted fascia
beam on a multi-stringer bridge where the interior stringers are in good condition and continue to function as

4-13
designed. This allows the superstructure as a whole to retain its original flexural capacity, although the
isolated fascia stringer has suffered significant structural damage.

The opposite situation can also occur where a small sized deficiency can be so critical as to require a very low
rating for the primary members for the entire span. For example, a primary member on a truss bridge with 12
mm diameter hanger rods each having 6 mm section loss at the connection points are rated very low, such as
"3” or "2," even if all of the other primary members on the bridge are in good condition.

In the case of a steel primary member partially or completely encased in concrete, the condition of the
encasement and the primary members not encased, if any, will be the basis for the primary member rating.
When rating an encased member, a note is included in the inspection report indicating the presence of the
encasement and stating the limitations of and basis for the ratings. Further investigation is appropriate if the
bridge inspector has reason to believe that there may be a serious deficiency that could only be determined by
removing the encasement.

FLOOR BEAMS

What to Look For. Depending on the material of which the floor beam is constructed, look for the distress
signs pertinent to each material as discussed in the previous subitem. Close attention should be paid to the
following floor beam items during each inspection.

1. Inspect the floor beam members along the deck bearing surface to see if the
lower surface of the deck bears uniformly without crushing.
2. Examine the floor beam members at their support points to see if there is
adequate bearing area on the support and to see if crushing has occurred.
3. For concrete floor systems, inspect the contact surface between slabs and
beams to see if there is good contact between the two and if spalling is
occurring in either the slab or the beam.
4. Examine the bottom of concrete floor beams for cracking which may indicate
probable overstressing.
5. Examine steel floor beams at all connections. These connections are
particularly vulnerable to corrosion due to their exposure to moisture and
chemical agents draining off the roadway. The same corrosive condition may
exist along the upper flanges which support the deck slab.
6. Inspect floor system connections for tightness.
7. Inspect floor beams for cracks in all the web areas.
8. Record excessive sagging, twisting, or canting of floor beams.

DIAPHRAGMS & CROSS FRAMES

What to Look For. For concrete members, inspect for scaling, spalling, cracking, efflorescence, dampness and
other signs of concrete deterioration. Sound the concrete with a hammer. If it gives off a hollow sound, the
concrete is deteriorating and is rated accordingly.

Inspect steel members for loss of section due to corrosion or cracking and for secure connections.

4-14
TRUSSES-GENERAL: PORTALS AND BRACING

What to Look For. Examine the lateral bracing on the underside of a bridge. Look for section loss due to
corrosion or cracking. Check the connections and the alignment of the bracing. Are the connections secure?
Is the alignment improper?

Check all bracing members for rust, especially on horizontal surfaces such as those of lateral gusset plates and
pockets without drains or with clogged drains. Check for rust around bolt and rivet heads.

Check for bent or twisted members. Since many of these bracing members work in compression, bends or
kinks could significantly reduce their effectiveness. Since portals and sway braces can restrict clearances,
they are particularly vulnerable to impact damage from high loads.

Where lateral bracing is welded to girder flanges, inspect the welds and flanges for cracking.

Observe transverse vibration or movement of the structure under traffic to determine adequacy of lateral and
sway bracing.

MACHINERY (MOVABLE SPANS)

Operating machinery of movable bridges is essentially a power transmission train whose purpose is to
transmit input energy and convert it to a form that causes the bridge to rise, descend, or swing. The major
elements of operating machinery are:

1. An energy source, for instance an electric motor, internal combustion engine, hydraulic
motor, etc.
2. A series of gears and shafts or chains and sprockets
3. A member, normally called a rack pinion, engages a companion piece called a rack
thereby introducing motion to the span.

Typical Types. The great majority of movable bridges can be classified into three general groups as listed
below.

1. Swing Span. Swing span bridges open by rotating the movable span about a vertical
axis so that the span is parallel with the navigation channel. When in the closed
position (closed to marine traffic), the span is supported by three piers. The pivot pier
supports the weight of the swing span itself. The rest piers stabilize the span and,
along with the pivot pier, support the live load (the weight of vehicular traffic) as it
passes over the bridge.

2. Vertical Lift. Vertical lift bridges consist of a rigid horizontal movable span supported
between two towers. The movable span remains horizontal at all times. There are two
popular types of vertical bridges, usually referred to as tower drive and span drive. The
names come from the location of the machinery used to raise and lower the span.
Tower drives have the machinery at the top of each tower, while span drives have the
machinery on the movable span.

4-15
3. Bascule. The most popular type of movable bridge used for highway bridges is the
bascule bridge. This type of bridge provides unlimited clearance for marine traffic.
Among bascule bridges, the most popular type is the trunnion bascule. Other types of
bascule bridges are rolling lift and heel trunnion. In bascule bridges the leaf (movable
portion of the span) lifts up by rotating vertically about a horizontal axle (trunnion) which
is connected to an approach pier or abutment.

What to Look For. Inspect the following movable bridge:

1. Check machinery for:

a. Excessive vibration
b. Missing, broken or loose mounting brackets, lug bolts and nuts
c. Misalignment of shafts, gears, drums or sheaves
d. Worn (or loose) shafts, gears, and keys
e. Accumulation of dirt and debris
f. Missing, loose or damaged shields or covers over bearings, gears or
moving parts
g. Adequate protection against drainage water
h. Alignment, positive locking, linkage of wedging and locking equipment
i. Overheating
j. Operation of brakes, buffers, and limit switches

2. Check motors or engines for:

a. Excessive vibration
b. Wear, uneven bearing surfaces, or slippage in drive train as applicable to
the type of drive encountered
c. Speed control device operation
d. Improper exhaust system
e. Improper location of fuel tank
f. Corrosion of metal surfaces
g. Water and debris accumulation
h. Leaks in fuel tank
i. Improper lubrication

3. Check gear system for:

a. Improper and inadequate lubrication
b. Misalignment and looseness
c. Proper contact of gear tooth surfaces
d. Excessive gear tooth wear
e. Pitting, abrasion, scouring, spalling, and galling of gear tooth surfaces
f. Cracks in metals
g. Corrosion or moisture on surfaces
h. Dust and debris accumulations on teeth
i. Metal fatigue from excessive use
j. Bent gear shafts
k. Missing covers

4-16
RIVETS OR BOLTS

What to Look For. Inspect rivets and bolts for corrosion and other forms of material degradation. Check for
tightness by tapping with a hammer and observing movement. Loose bolts or rivets which allow excessive
movement in the connection are rated low. Excessive movement in a connection allows for repeated impact
loading and will eventually result in fatigue failure.

WELDS-CRACKING

Although "hands-on" inspections are required for all structures, it is of significantly greater importance that
steel structures be examined very thoroughly. All connections and welds must be carefully inspected and
evaluated. Recent experience with some types of designs and specific fabrication details has shown that
cracks in welds and failures in connections will occur. It is therefore of the utmost importance that the
inspector utilize all reasonable care in inspecting welded members and structures.

What to Look For. Inspect welds closely for cracks and soundness. Particular attention should be given to
any nonuniform weld, or welds with unusual profiles. Examine welded connections for cracks in the welds
and the connecting members. Look for cracks along the length of the cover plate weld. Intermittent welds
between the web and tension flange are also susceptible to cracking along their length. Refer to the "Fracture
Critical Members and Fracture Critical Bridges" section of this manual for other locations and details which
should be inspected closely.

COLLISION DAMAGE

What to Look For. Look for evidence of collision damage by trucks, cars, buses, derailed railroad cars, water
traffic, etc. Damage will be evident in the form of shattered timber, sagging or buckled steel members, or
large longitudinal cracks in beams or girders. Shattered or missing concrete may also indicate collision
damage. Give location and extent of damage and determine if immediate repairs are necessary.

DEFLECTION UNDER LOAD

What to Look For. Observe the center span deflection during the passage of heavy loads. Even though this is
a subjective evaluation, inspectors determine to their satisfaction that the deflections are not excessive.

ALIGNMENT OF MEMBERS

What to Look For. Observe superstructure members to determine if they have retained their original "as-
built" orientation, i.e. parallel to the structure centerline.

VIBRATION UNDER LOAD

What to Look For. Determine the extent of vibration by standing on the bridge during the passage of heavy
loads. Try to distinguish between both vertical and transverse movement. Also consider the length of time
the bridge vibrates after the vehicle has passed off of the bridge.

4-17
SUBSTRUCTURE COMMENTARY

ITEM 60—SUBSTRUCTURE

This item identifies the overall condition grade of the substructure using NBI grading of “0” through “9”. If
the structure is a culvert, then this item will be coded “N”. The overall condition rating of the substructure is
made independent of the deck and superstructure. For non-integral superstructure and substructure units, the
substructure is considered as the portion below the bearings. For structures where the substructure and
superstructure are integral, the substructure is considered as the portion below the superstructure. Piers,
abutments, piles, fenders, and footings are to be inspected for any signs of distress including evidence of
cracking, section loss, settlement, misalignment, scour, collision damage, and corrosion. Due to different
grading criteria, concrete, steel, and timber structures will be graded differently. Depending on what Item 113
- Scour Critical Bridge is coded; scour issues may have a significant impact on the overall condition grade of
the substructure.

If underwater inspection is required, refer to the underwater section of this manual for further guidance in
coding this item.

ABUTMENTS

The term "abutment" is usually applied to the substructure units at the ends of a bridge. The function of an
abutment is to provide end support for the bridge and retain the approach embankment. Some common types
of abutments are full-height, stub, semi-stub, and open (also known as spill-through). Figure 60-2 shows
three types of abutments.

Abutments may be constructed of plain concrete, reinforced concrete, steel, timber, stone masonry, or a
combination of concrete and stone masonry. Plain concrete and stone masonry abutments are usually gravity
structures, while reinforced concrete abutments are mostly cantilever or counterfort types.

4-18
 Figure 8: Types of Abutments

What to Look For. Check for scour or erosion around the abutment, and for evidence of any movement
(rotational, lateral, or vertical). Measure alignment of abutment using surveying equipment, or plumb bob
and tape. Measure clearance between beam and backwall. Off-centered bearings, and inadequate or
abnormal clearances between beams and backwall are indications of probable movement.

Determine whether drains and weepholes are clear and functioning properly. Seepage of water through joints
and cracks may indicate accumulation of water behind the abutment. Report any frozen or plugged
weepholes. Mounds of earth immediately adjacent to weepholes may indicate the presence of burrowing
animals.

4-19
Check bearing seats for cracking and spalling, especially near the edges. This is particularly critical where
concrete beams bear directly on the abutment. Check bearing seats for presence of debris and standing water.

Figure 9: Abutment Checklist Items.

Check for deteriorating concrete in areas that are exposed to roadway drainage. This is especially important
in areas where deicing chemicals are used.

Check backwall for cracking and possible movement. Check particularly the joint between the backwall and
the abutment.

Check stone masonry for mortar cracks, vegetation growth, water seepage through the cracks, loose or
missing stones, weathering, and spalled (or split) blocks.

Probe or pick timber with a knife, ice pick, or prying tool for signs of deterioration such as:
1. Fungus decay
2. Insect attack
3. Weathering
4. Wear

Figure 9 summarizes several checklist items for abutments.

4-20
Common Problems. Abutment problems can be classified in general as:

1. Rotational movement or tipping

2. Lateral movement or sliding
3. Vertical movement or settlement
4. Failure of materials

Rotational movement is usually caused by:

a. Scouring
b. Backfill saturated with water
c. Erosion of backfill alongside of abutment
d. Improper design (foundation failure)

Lateral movement is usually caused by:

a. Slope failure
b. Seepage
c. Changes in soil characteristics - saturated clay, frost action, ice, etc.
d. Improper design

Vertical movement is usually caused by:

a. Soil bearing failure
b. Consolidation of soil
c. Scour
d. Cracks
e. Insect and fungus attacks (for timber abutments)
f. Improper design

Failure of materials is usually caused by:

a. Standing water
b. Poor bridge drainage
c. Mortar cracks
d. Missing stones
e. Insect and fungus attack (for timber abutments)
f. Scour

PIERS AND BENTS

Piers and bents provide intermediate support to the bridge superstructure. They may be made of plain or
reinforced concrete, stone masonry, steel, timber, or a combination of these materials. Figures 10, 11, and 12
illustrate the common types of piers and bents.

4-21
Figure 10: Types of Piers

4-22
Figure 11: Types of Piers

4-23
Figure 12: Types of Piers

4-24
What to Look For. Check for erosion or undermining of the foundation by scour, and for exposed piles.
When necessary, conduct an underwater investigation to determine:

1. Deterioration of construction materials

2. Loss of protective stone facing
3. Indication of movement
4. Buildup on piling

Check for evidence of tilt or settlement. Measure amount of pier or bent movement (misalignment) using
surveying tools and determine type of movement.

Check for disintegration of the concrete, especially in the splash zone, at the water line, at the ground line, and
wherever concrete is exposed to roadway drainage.

Check the pier columns and caps for cracks. Check the bearing seats for spalling and cracking. Stone
masonry piers and bents are examined for mortar cracks, water and vegetation in the cracks, and for spalled,
split, loose or missing stones

Check steel piers and bents for corrosion, especially at joints and splices. Bolt-heads, rivet-heads, and nuts are
very vulnerable to rust, especially if located underwater or at the base of a column.

Examine grout pads and pedestals for cracks, spalls, or deterioration. Check steel piles both in the splash zone
and below water surface. If pier and bent members are structurally damaged, investigate if this was caused by
collision or overstress (i.e. flange of pile dented during driving).

Where steel cap girders and continuous longitudinal beams are framed together, check the top flanges, welds,
and webs for cracking.

Observe and determine if unusual movement occurs in any of the bent members during passage of heavy
loads.

Where rocker bents are designed to rotate freely on pins and bearings, check to see that such movement is not
restrained. Restraint can be caused by severe corrosion, the presence of foreign particles, or misalignment for
the rocker.

Determine if any earth or rock fills have been piled against piers causing loads not provided for in the original
design and producing unstable conditions.

For timber piers and bents, pay particular attention to damages caused by decay, weathering, fungus, or insect
attack.

Pile Bents. Pile bents are transverse structural frameworks composed of piles and pile caps. The cap
distributes the superstructure load to the piles and ensures that the piles act together. Pile bents function as
abutments or piers. When used as abutments the piles are usually completely below ground and the cap is
cast integrally with the deck slab. Pile bents may be made of concrete, timber or steel.
What to Look For. Depending on the materials of which the structures are constructed, look for the distress
signs discussed below:

4-25
1. Concrete a. Check bearing seats for cracked or spalled concrete.
b. Check cap for deteriorated concrete and cracks.
c. Check piles for cracked, spalled or disintegrated concrete, especially at
the waterline or groundline.
d. Check piles for plumbness.
e. Check for erosion or undermining of the foundation by scour (refer to as-
built foundation data and streambed cross section data).
f. Check for evidence of tilt, settlement, or misalignment.

2. Steel a. Check the pile bents for the presence of rust, especially at the ground
level line. Over water crossings, check the splash zone and the
submerged part of the piles for rust.
b. Check for debris around the pile bases. Debris will retain moisture and
promote rust.
c. Check the steel caps for rotation due to eccentric connections.
d. Check the bracing for broken connections and loose rivets or bolts.
e. Check the condition of web stiffeners.

4-26
Figure 13: Concrete Pier and Bent Checklist Items

4-27
3. Timber a. Check for decay in the piles, caps, and bracing. The presence of decay
may be determined by tapping with a hammer to detect soft or unsound
areas or by test boring the timber. Check specifically at the groundline, or
waterline, and at joints and splices, since decay usually begins in these
areas.
b. Check splices and connections for tightness and for loose bolts.
c. Check the condition of the cap at those points where the beams bear
directly upon it, and at those points where the caps bear directly upon the
piles. Note particularly any splitting or crushing of the timber in these
areas.
d. Observe caps for excessive deflection under passage of heavy loads.
e. Check timber piles in salt water or marine environment to determine
damage caused by marine borers and shipworms.
f. Check for rotted or damaged timbers in the backwalls of end bents
(function as abutments).

COLLISION DAMAGE

What to Look For. Look for evidence of collision damage by trucks, cars, buses, derailed railroad cars, water
traffic, etc. Damage will be evident in the form of shattered timber, sagging or buckled steel members, or
large cracks in piers and other substructure members. Shattered or missing concrete may also indicate
collision damage. Give the location and extent of damage and determine if immediate repairs are necessary.

4-28
CHANNEL AND CHANNEL PROTECTION COMMENTARY

ITEM 61—CHANNEL AND CHANNEL PROTECTION

This item identifies the overall condition grade of the channel and channel protection devices. If the structure
is not over a waterway, then this item will be coded "N". The overall condition grade is associated with the
stream stability and the condition of the channel, riprap, or slope protection. The accumulation of drift and
debris on the superstructure and substructure is not considered in the overall condition grade but noted on the
inspection forms.

GUIDELINES FOR CODING ITEM 61—CHANNEL AND CHANNEL PROTECTION

Rate and code the condition of each subitem under Item 61 using the following codes and descriptions.

Code Description

N Not applicable. Use when bridge is not over a waterway.

9 There are no noticeable or noteworthy deficiencies which affect the condition of

the channel.

8 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 little or 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 waterway slightly.

5 Bank protection is being eroded. River control devices 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 waterway.

3 Bank protection has failed. River control devices have been destroyed.
Stream bed aggradation, degradation or lateral movement has changed the
waterway to now threaten the bridge or approach roadway.

2 The waterway has changed to the extent the bridge is near a state of collapse.

1 Bridge is closed because of channel failure. Corrective action may put it back in
light service.

0 The bridge is closed because of channel failure. Replacement is necessary.

4-29
CHANNEL SCOUR

Scour is defined as the removal and transportation of material from the bed and banks of rivers and streams as
a result of the erosive action of running water. Some general scouring takes place in all stream beds,
particularly during periods of flood.

What to Look For. Check for erosion of stream banks and increasing channel depths. High water velocities
indicate a potential for scour. Check for situations that increase stream velocity, such as siltation in part of the
channel, deflection of the stream by protruding substructures, or inadequate openings. Compare new scour
documentation and required profiles with previous readings.

EMBANKMENT EROSION

Embankments protruding into wide floodplains may produce scour because the flood flow concentrates at the
upstream corners of the embankment. Also the embankment constricts the waterway opening and hence
increases the flow velocity.

What to Look For. Check for deterioration of the banks, such as slumping and/or erosion. Also, check for
erosion around the bank protection devices or where bank protection devices have failed.

DRIFT

What to Look For. Look for brush, trees and other debris in the channel and on the channel banks. Check
both upstream and downstream from the bridge for locations where debris is restricting the channel.

VEGETATION

An effective cover of natural vegetation on channel banks is probably the cheapest form of bank protection.
Vegetation prevents soil erosion and hence the deposit of soil onto the channel bed. Check the existing
condition of vegetation growth on the stream banks to determine its functional adequacy to prevent scour and
erosion of channel banks.

CHANNEL MIGRATION

Channel change is usually due to an artificial or natural alteration in the width, alignment, or profile of the
channel. These alterations, which may take place at the bridge site or some distance upstream or downstream,
upset the equilibrium of the channel. A channel is said to be in equilibrium if the rate of flow is such that it
neither picks up material from the bed nor deposits it.

Channel degradation and scour seriously endanger bridges whose foundations are located in erodible river
bed deposits. The problem is compounded if the foundation does not extend to a depth below that of the
anticipated scour.

In channels susceptible to degradation and scour, a channel profile is to be taken periodically. Reference is
made to the section on "Channel Scour" for this procedure.

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What to Look For. Look for changes in the channel by comparing current information with information
gathered during previous inspections. Photographs, channel profiles, and other information obtained from
underwater inspections are all useful in determining the rating for this subitem.

SPUR DIKES AND JETTIES

A jetty is an artificial wall built out into the water from the bank to restrain currents and to protect the ends of
piers and abutments from severe scour. A spur dike is a projecting jetty-like construction placed adjacent to
an abutment of the "U", “T", block or arched type on the upstream or downstream side of the structure. It
serves the purpose of securing a gradual contraction of the channel width and inducing a free and even flow
of water adjacent to and beneath a bridge. Spur dikes also serve to prevent stream scour and undermining of
the abutment foundation.

What to Look For. Look for erosion to the banks of the spur dikes or jetties, loss of protective material, and
other forms of deterioration which reduce the effectiveness of the spur dike or jetty in functioning as designed.

RIPRAP

Riprap may be stone, brickbat, blocks of concrete, or similar protective material deposited on river and stream
beds and banks to prevent erosion and scour by water flow, wave or other movement.

What to Look For. Examine the physical condition of the riprap and determine if they are functionally
adequate to prevent erosion and scour of stream beds and banks.

ADEQUACY OF OPENING

Scour and stream bed degradation are usually the result of inadequate waterway areas. In determining
waterway adequacy, the geometry of the channel, the amount of debris carried during high water periods, and
the adequacy of freeboard are all considered.

What to Look For. Check for upstream flooding resulting from storms or ice jams. This can normally be
determined by site history. Long-term local residents may be able to indicate high water levels. Other things
to look for are high water marks on trees or painted structures, ice scars, or debris caught in the superstructure.
Also, check for man-made or recent natural obstructions in the opening. Stream gauges in the vicinity of the
bridge may be useful in rating this subitem.

ALIGNMENT WITH STRUCTURE

Local scour is increased when the substructure is not aligned with the direction of stream current. Also, debris
is more likely to be trapped against poorly aligned substructures.

What to Look For. Check the alignment of the substructure with the stream current. Poor alignment typically
results from zero skew substructures in a skewed crossing. Other things to look for are debris caught on the
substructure and local scour.

4-31
CULVERT COMMENTARY

ITEM 62—CULVERTS

This item identifies the overall condition grade of the culvert using NBI grading of “0” through “9”. If the
structure is a culvert, then Items 58, 59, and 60 will be coded “N”. The structural condition, alignment,
settlement, joints, and scour are to be inspected, and an overall condition will be given for the culvert.
Wingwalls integral to the first construction or expansion joint are included in the evaluation.

GUIDELINES FOR CODING ITEM 62—CULVERTS

Rate and code the condition of each subitem under Item 62 using the codes and descriptions.

Code Description
N Not applicable, or use if structure is not a culvert.

9 No deficiencies.

8 No noticeable or noteworthy deficiencies which affect the condition of the culvert.

Insignificant scrape marks caused by drift.

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. Metal culverts have a smooth symmetrical curvature
with superficial corrosion and no pitting.

6 Deterioration or initial disintegration, minor chloride contamination, cracking with

some leaching, or spalls on concrete or masonry walls and slabs. Local minor
scouring at curtain walls, wingwalls, or pipes. Metal culverts have a smooth
curvature, non-symmetrical shape, significant corrosion or moderate pitting.

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. Metal culverts have significant distortion and deflection in one section,
significant corrosion or deep pitting.

4 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. Metal culverts have significant distortion and deflection throughout,
extensive corrosion or deep pitting.

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. Holes may
exist in walls or slabs. Integral wingwalls nearly severed from culvert. Severe
scour or erosion at curtain walls, wingwalls, or pipes. Metal culverts have extreme

4-32
 Code Description
distortion and deflection in one section, extensive corrosion, or deep pitting
with scattered perforations.

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. Metal culverts have extreme distortion and deflection throughout
with extensive perforations due to corrosion.

1 Bridge culvert closed. Corrective action may put back in light service.

0 Bridge culvert closed. Replacement necessary.

GENERAL DISCUSSION

A culvert is a conduit which conveys stream flow through a roadway embankment or some other type of flow
obstruction. It is generally used where its construction would substitute for a bridge without any loss of vital
waterway area. Culverts are constructed from a variety of materials and are available in many shapes and
configurations. The most commonly used shapes include circular, box (rectangular), elliptical, pipe-arch, and
arch. The three most common culvert materials are concrete (plain or reinforced), corrugated aluminum, and
corrugated steel.

The following problems are usually associated with culverts. These problems are the end results of a
combination of high earth loads, long pipe-like structures, and running water:

1. Foundation movement, which includes settlement, tipping, and lateral movement.

2. Shear or flexural failures in the top slabs of culverts.
3. Undermining, in the form of scour attack on the upstream and downstream ends of culverts.
4. Debris collecting over the mouth of the culvert causing flooding, flotation, and displacement of part
or all of the culvert.
5. Water leaving the culvert at high velocities may cause scouring of the streambed. Turbulence at the
inlet end may also cause scouring of the inlet streambed.

For metal culverts, determine the condition of the metal by checking the extent of abrasion, pitting, and rust
corrosion as well as the physical conditions of riveted and bolted connections.

Examine timber culverts for evidence of deterioration like fungus decay, vermin attack,
and abrasion.

For concrete culverts, determine the physical condition of concrete by observing the extent of spalling and
abrasion in the barrel, headwalls and endwalls, and concrete floor (if visible). Make notes about the size,
length, type, and location of any cracks.

BARREL

What to Look For. Look for evidence of settlement, tipping, and lateral movement of the culvert. This can be
accomplished by the following inspection measures:

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1. Check to determine if the culvert floor is sagging.
2. Check the profile of the overhead roadway for sagging.
3. Check for vertical, transverse, and longitudinal differential settlement at the expansion
joints.
4. Check for canted wingwalls, which may be caused by settlement, lateral movement, or
scour.
5. Check for slide failures in the earth fill around the culvert. Such failures are likely to affect the culvert
as well.
6. Check for cracks and spalls in the top slab; longitudinal cracks (along the barrel)
indicate either shear or flexure problems; transverse cracks (across the barrel) indicate
differential settlement; cracks in the sides may be from settlement or from extremely high earth
pressures; note the size, length, and location of the cracks.
7. Check for undermining at the ends of the culvert and under the wings.
8. Examine the inside of the culvert for large cracks and debris; also check the ends of
the culvert for debris and other types of obstructions.
9. Note any other signs of material deterioration.
10. On large steel, metal, or steel plate culverts, note any depressions or excessive
patching on the approach pavement; these conditions may indicate the presence of
voids around the walls of the culvert which could contribute to loss of lateral support and
eventually to the failure of the culvert. Also depressions/patching of the roadway over
the culvert could indicate a sagging culvert.

HEADWALL

Headwalls and wingwalls are common types of end treatments used at culvert inlets and outlets. These end
structures may be used to reduce erosion, retain fill material, inhibit seepage, improve hydraulic efficiency,
resist uplift, provide structural stability to the culvert ends, improve the culvert appearance, and resist
horizontal forces that tend to separate sections of precast culvert pipe.

What to Look For. Culvert end structures like headwalls and wingwalls need to be inspected in terms of their
structural, hydraulic, and traffic safety characteristics. Examine the headwalls and wingwalls for any signs of
undermining and settlement such as cracking, tipping, or separation of the culvert barrel from the headwall.
Settlement places additional stresses on the ends of the culvert and may cause blockage or end failure.
Ponding or washing out of the fill could result. Separation of the barrel from the headwall is particularly
serious since it exposes the fill material and permits its loss through erosion. The loss of the supporting soil
could lead to failure anywhere along the length of the culvert. When inspecting metal headwalls and
wingwalls, check for voids behind the walls which may indicate a loss of backfill. Look for erosion adjacent
to the toe-wall or wingwalls which may indicate probable scour in front of the wall. Also, check for outward
movement of the top which may indicate damage to the anchor rods.

INTERMEDIATE WALL

Intermediate walls only apply to box culverts. For box culverts the intermediate wall is the wall between the
barrels of a multiple barrel culvert. The intermediate wall supports the top slab of the culvert slab, similar to
the manner that a bridge pier supports the superstructure of a bridge.

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What to Look For. Examine the intermediate wall carefully in regard to any material deterioration which
reduces its capacity in supporting the top slab and fill.

ADEQUACY

It is essential for a culvert to be able to carry the design discharge without exceeding the headwater depth
allowable. If the culvert is blocked with debris or if the stream changes course near the ends of the culvert,
the culvert may be inadequate to handle design flows. This may result in excessive ponding, flooding of
nearby properties, and/or washouts of the roadway and embankment.

Changes in upstream land use may also affect peak flow rates and stream stability. It is therefore important to
inspect the condition of the stream channel and to evaluate the ability of the culvert to handle peak flows.

What to Look For. Inspect the stream channel for conditions that would cause damage to the culvert or
surrounding properties. Factors to be checked include culvert location (horizontal and vertical alignment),
scour, and accumulation of debris and sediment.

1. Horizontal Alignment - Where sharp channel curves exist at either the entrance or exit of
a culvert, check for sedimentation and erosion.
2. Vertical Alignment - Vertical alignment problems are usually indicated by scour or
accumulation of sediment. Culverts on flat grades may have problems with sediment
buildup at the entrance or within the barrel. Culverts on moderate or steep grades
generally have higher flow velocities than the natural stream and may have problems
with outlet scour.

DEBRIS

What to Look For. Note any deposits of debris and sediment that could block the culvert or cause local scour
in the stream channel. Accumulations of debris and sediment in the stream may cause scour of the stream
banks and roadway embankment, or could cause changes in the channel alignment. Excessive ponding may
result if the culvert’s capacity to discharge stream flow is compromised by debris and sediment deposits at the
culvert inlets or within the culvert barrel. Such accumulations could also increase the chances for damage due
to buoyant forces. Downstream obstructions which cause water to pond at the culvert’s outlet may also
reduce the culvert’s capacity.

EROSION/SCOUR

Erosion generally refers to loss of stream bank materials and a lateral movement of the channel. Scour, on the
other hand, refers to the lowering of the stream bed due to the removal and transport of stream bed materials
by flowing water. Scour may be classified as local scour and general scour. Local scour occurs primarily at
the culvert outlet. It is usually caused by obstruction or constriction of the stream flow. General scour
extends farther along the stream and is not localized around a particular obstruction. It could involve gradual
and uniform degradation of the stream bed.

What to Look For. Check the upstream channel for scour that may undermine the culvert or erode the
embankment. Erosion of stream banks may produce gravel sediment which could block or reduce the culvert
opening. Examine the stream channel below the culvert for local scour caused by the culvert’s discharge and

4-35
for general scour that could eventually threaten the structural integrity of the culvert and roadway
embankment.

SETTLEMENT

What to Look For. Check the roadway at the beginning and end of the culvert for possible settlement of the
backfill material and the culvert itself. Note any differential settlement that could affect the structural integrity
of the culvert. Settlement could be caused by erosion which has undermined the culvert or could be due to
settlement of the soil beneath the culvert. Settlement due to undermining is more serious and could lead to
possible instability of the culvert.

REMARKS

This section shows notes from the last inspection, and has an area to place new notes.

MISCELLANEOUS

ITEM 71—WATERWAY ADEQUACY

This 1-digit item appraises the adequacy of waterway opening with respect to passage of flow through the
bridge. Where overtopping frequency information is available, the tabulated descriptions of chance of
overtopping used in the coding for waterway adequacy 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 used in the coding for waterway adequacy 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.

Tabulated below are rating codes which are used in evaluating this item. Interpolation is used where
appropriate. Site conditions may warrant somewhat higher or lower ratings than those indicated by the table.

4-36
________________________________ __________________________________
Item 26 - Functional Classification
________________________________ __________________________________
Other
Principal Principal and
Arterials - Minor
Interstates, Arterials and Minor Description
Freeways, or Major Collectors,
Expressways Collectors Locals
___________________________________
Code
___________________________________ __________________________________
N N N Bridge is not over a waterway

9 9 9 Bridge deck and roadway approaches above

flood water elevations (high water); chance
of overtopping is remote.

8 8 8 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 traffic
delays.

2 2 3 Frequent overtopping of bridge deck and

roadway approaches with significant traffic
delays.

2 2 2 Occasional or frequent overtopping of bridge

deck and roadway approaches with severe
traffic delays.

0 0 0 Bridge closed

4-37
ITEM 72—APPROACH ROADWAY ALIGNMENT

This field identifies those bridges which do not function properly or adequately due to the alignment
of the approaches. Code this item based on the adequacy of the approach roadway alignment. It is
not intended that the approach roadway alignment be compared to current standards, but rather to the
existing alignment of the section of highway the bridge is on. This concept differs from the other
appraisal evaluations. Speed reduction due to structure width alone is not considered in evaluating
this item.

The individual structure is rated in accordance with the following parameters:

Code Description
9 Excellent alignment - alignment of approach roadway is superior to the
section of road which the bridge is on.

8 Very good alignment - horizontal and vertical curvature are such that no
reduction in vehicle operating speed is required from that on the highway
section.

7 Good alignment - little or no speed reduction required; both horizontal and

vertical curvatures are good in relation to those on the highway section.

6 Satisfactory alignment - very minor speed reduction is required because of

horizontal or vertical curvature of the approach roadway.

5 Fair alignment - moderate speed reduction is required.

4 Poor alignment - moderate to substantial speed reduction is required.

3 Serious misalignment - approach roadway alignment is intolerable; substantial

speed reduction is required.

2 Critical misalignment - misalignment is such that vehicles must nearly stop to

safely cross the bridge.

0 Bridge closed.

ITEM 36A – BRIDGE RAILINGS

Factors that affect the proper functioning of bridge railing include height, material, strength, and
geometric features. One of the design features of railings is that they are capable of smoothly
redirecting an impacting vehicle away from the traffic in the opposing lanes or other hazardous
zones. Check to ensure that this and other design features are functioning properly. The AASHTO
Standard Specifications for Highway Bridges, calls for railings to meet specific geometric criteria, to
be crash tested per FHWA policy, and to resist specified static loads without exceeding the allowable
stresses in their elements. Railings that meet these criteria and loading conditions are considered
acceptable. Other railings that have been successfully crash tested are considered acceptable even

4-38
though they may not meet the static loading analysis and geometric requirements. Acceptable
guidelines for bridge railing design and testing are also found in the AASHTO Manual for Assessing
Safety Hardware. (Note, these publications are the current editions at the time this manual was
written. Future editions should be used when appropriate.) This field contains the parameters listed
below:

Code Description
0 Substandard
1 Meets Standards
N Not Applicable or not required

ITEM 36B – TRANSITIONS

The transition from approach guardrail to bridge railing requires that the approach guardrail be
firmly attached to the bridge railing. It also requires that the approach guardrail be gradually
stiffened as it comes closer to the bridge railing. Check to ensure that the ends of curbs and safety
walks are gradually tapered out or shielded. This field contains the parameters listed below:

Code Description
0 Substandard
1 Meets Standards
N Not Applicable or not required

ITEM 36C - APPROACH GUARDRAIL

Investigate and determine the structural adequacy and compatibility of approach guardrail with
transition designs. Rarely does the need for a barrier stop at the end of a bridge. Thus, an approach
guardrail with adequate length and structural qualities to shield motorists from the hazards at the
bridge site may be appropriate. In addition to safely redirecting an impacting vehicle away from the
danger zones, the approach guardrail also facilitates a smooth transition to the bridge railing that will
not cause snagging or pocketing of an impacting vehicle. Acceptable guardrail design suggestions
are contained in the AASHTO Roadside Design Guide and subsequent FHWA or AASHTO
guidelines. (Note, these publications are the current editions at the time this manual was written.
Future editions should be used when appropriate.) This field contains the parameters listed below:

Code Description
0 Substandard
1 Meets Standards
N Not Applicable or not required

ITEM 36D – APPROACH GUARDRAIL ENDS

As with guardrail ends in general, the ends of approach guardrails to bridges are flared, buried, made
breakaway, or shielded. Design treatment of guardrail ends is given in the AASHTO Roadside
Design Guide. (Note, these publications are the current editions at the time this manual was written.
Future editions should be used when appropriate.) This field contains the parameters listed below:

4-39
 Code Description
0 Substandard
1 Meets Standards
N Not Applicable or not required

LOAD POSTING SIGNS – A) REQUIRED

This field identifies if load posting signs are required for the structure.

LOAD POSTING SIGNS – B) PRESENT

This field identifies if the load posting signs that are required are present at the structure.

LOAD POSTING SIGNS – C) VISIBLE

This field identifies if the load posting signs that are required are visible, and that they are not being
blocked by any objects.

LOAD POSTING SIGNS – D) LEGIBLE

This field identifies if load posting signs that are required for the structure are legible, and motorist
are able to read the signs while traveling on the roadway.

4-40
GUIDELINES FOR ELEMENT CONDITION STATES

Figure 14: BI-5 Form – Element Conditions

4-41
ELEMENT #

This field identifies the number of the element, protective system, or defect that is being inspected during the
inspection.

ELEMENT NAME

This field captures the type of element, protective system, or defect that is being inspected during the
inspection.

For more information on Element Condition States, refer to the Introduction to Element Level Bridge
Inspection Workbook. Element descriptions, units, and quantity calculations for each element can be found in
Appendix H.

ENVIRONMENT

Certain environments will cause a bridge to deteriorate faster than others. This field captures the type of
environment the bridge is in. The majority of structures in the state of Alabama fall into Environment 1 –
Benign. Those subjected to ocean salt or road salt should be placed in Environment 2 – Low. This field
contains the parameters listed below:

Code Description
1 Benign
2 Low
3 Moderate
4 Severe

For more information on Environmental Factors, refer to the Introduction to Element Level Bridge Inspection
Workbook.

CONDITION STATES
Element condition states describe the current condition of each element. There are 4 defined condition states
for each element, that follow general descriptions below:

Condition State Description

1 Good
2 Fair
3 Poor
4 Severe

The BI-5 form is used to record the total quantity for each element on a bridge and to record the quantity of
each element that exists in each of the 4 condition states. The condition states for each element correspond to
identified defects and their severity. The BI-5 form should also be used to identify the quantities of the
identified defects for each element. Element defects are only used when the element reaches condition state 2,
3, or 4. If multiple defects occur in the same area, the inspector shall record the defect with the worst
condition state. If the defects are in the same condition state, the inspector shall determine the predominate
defect for reporting.

4-42
The following bridge elements, protective systems, and defects that shall be used in evaluating the condition
states for all elements on each bridge. The elements, protective systems, and defects are grouped by material
type.

4-43
 Reinforced Concrete
Element Number Element Name
12 Reinforced Concrete Deck
16 Reinforced Concrete Top Flange
38 Reinforced Concrete Slab
105 Reinforced Concrete Closed Web / Box Girder
110 Reinforced Concrete Open Girder / Beam
116 Reinforced Concrete Stringer
144 Reinforced Concrete Arch
155 Reinforced Concrete Floor Beam
205 Reinforced Concrete Column
210 Reinforced Concrete Pier Wall
215 Reinforced Concrete Abutment
220 Reinforced Concrete Pile Cap / Footing
227 Reinforced Concrete Pile
234 Reinforced Concrete Pier Cap
241 Reinforced Concrete Culvert
331 Reinforced Concrete Bridge Railing
321 Reinforced Concrete Approach Slab

Reinforced Concrete - Condition State Definitions

Defect CS 1 - Good CS 2 - Fair CS 3 - Poor CS 4 - Severe
Delamination / Spall None. Delaminated. Spall 1 in. or Spall greater than 1 in. deep
/ Patched Area less deep or 6 in. or less in or greater than 6 in.
1080 diameter. Patched area that diameter. Patched area that
is sound. is unsound or showing
distress. Does not warrant
structural review.

Exposed Rebar None. Present without measurable Present with measurable

1090 section loss. section loss, but does not
warrant structural review.

Efflorescence / Rust None. Surface white without build- Heavy build-up with rust
Staining up or leaching without rust staining.
1120 staining. The condition warrants a
Cracking Width less than 0.012 in. or Width 0.012–0.05 in. or Width greater than 0.05 in. structural review to
1130 width 0.012–0.05 in. that moderate pattern (map) or heavy pattern (map) determine the effect on
have been sealed. cracking. cracking. strength or serviceability of
Abrasion / Wear No abrasion or wearing. Abrasion or wearing has Coarse aggregate is loose or the element or bridge; OR a
1190 exposed coarse aggregate has popped out of the structural review has been
but the aggregate remains concrete matrix due to completed and the defects
secure in the concrete. abrasion or wear. impact strength or
serviceability of the element
Distortion None. Distortion not requiring Distortion that requires
or bridge.
1900 mitigation or mitigated mitigation that has not been
distortion. addressed but does not
warrant structural review.

Settlement None. Exists within tolerable limits Exceeds tolerable limits but
4000 or arrested with no does not warrant structural
observed structural distress. review.

Scour None. Exists within tolerable limits Exceeds tolerable limits, but
6000 or has been arrested with is less than the critical limits
effective countermeasures. determined by scour
evaluation and does not
warrant structural review.

Damage Not applicable. The element has impact The element has impact The element has impact
7000 damage. The specific damage. The specific damage. The specific
damage caused by the damage caused by the damage caused by the
impact has been captured in impact has been captured in impact has been captured in
condition state 2 under the condition state 3 under the condition state 4 under the
appropriate material defect appropriate material defect appropriate material defect
entry. entry. entry.

Figure 15: Condition States- Reinforced Concrete 4-44

 Prestressed Concrete Elements
Element Number Element Name
13 Prestressed Concrete Deck
15 Prestressed Concrete Top Flange
104 Prestressed Concrete Closed Web/Box Girder
109 Prestressed Concrete Open Girder / Beam
115 Prestressed Concrete Stringer
143 Prestressed Concrete Arch
154 Prestressed Concrete Floor Beam
204 Prestressed Concrete Column
226 Prestressed Concrete Pile
233 Prestressed Concrete Pier Cap
245 Prestressed Concrete Culvert
320 Prestressed Concrete Approach Slab

Prestressed Concrete - Condition State Definitions

Defect CS 1 - Good CS 2 - Fair CS 3 - Poor CS 4 - Severe
Delamination / Spall / None Delaminated. Spall 1 in. or less Spall greater than 1 in. deep or
Patched Area deep or 6 in. or less in greater than 6 in. diameter.
1080 diameter. Patched area that is Patched area that is unsound
sound. or showing distress. Does not
warrant structural review.

Exposed Rebar None Present without measurable Present with measurable

1090 section loss. section loss, but does not
warrant structural review.
Exposed Prestressing None Present without section loss Present with section loss, but
1100 does not warrant structural
review.
Cracking Width less than 0.004 in. or Width 0.004–0.009 in. or Width greater than 0.009 in. or
1110 width 0.004–0.009 in. that moderate pattern (map) heavy pattern (map) cracking. The condition warrants a
have been sealed. cracking. structural review to determine
Efflorescence / Rust None Surface white without build-up Heavy build-up with rust the effect on strength or
Staining or leaching without rust staining. serviceability of the element or
1120 staining. bridge; OR a structural review
Abrasion / Wear No abrasion or wearing Abrasion or wearing has Coarse aggregate is loose or has been completed and the
1190 exposed coarse aggregate but has popped out of the defects impact strength or
the aggregate remains secure concrete matrix due to serviceability of the element or
in the concrete. abrasion or wear. bridge.
Distortion None Distortion not requiring Distortion that requires
1900 mitigation or mitigated mitigation that has not been
distortion. addressed but does not
warrant structural review.
Settlement None Exists within tolerable limits or Exceeds tolerable limits but
4000 arrested with no observed does not warrant structural
structural distress. review.

Scour None Exists within tolerable limits or Exceeds tolerable limits, but is
6000 has been arrested with less than the critical limits
effective countermeasures. determined by scour
evaluation and does not
warrant structural review.
Damage Not applicable The element has impact The element has impact The element has impact
7000 damage. The specific damage damage. The specific damage damage. The specific damage
caused by the impact has been caused by the impact has been caused by the impact has been
captured in condition state 2 captured in condition state 3 captured in condition state 4
under the appropriate material under the appropriate material under the appropriate material
defect entry. defect entry. defect entry.

Figure 16: Condition States - Prestressed Concrete 4-45

 Steel
Element Number Element Name
28 Steel Deck with Open Grid
29 Steel Deck with Concrete Filled Grid
30 Steel Deck Corrugated / Orthotropic / etc.
102 Steel Closed Web / Box Girder
107 Steel Open Girder / Beam
113 Steel Stringer
120 Steel Truss
141 Steel Arch
147 Steel Main Cable
148 Secondary Steel Cables
152 Steel Floor Beam
161 Steel Pin and Pin & Hanger Assembly or Both
162 Steel Gussett Plate
202 Steel Column
207 Steel Tower
219 Steel Abutment
225 Steel Pile
231 Steel Pile Cap
240 Steel Culvert
330 Metal Bridge Railing

Steel - Condition State Definitions

Defect CS 1 - Good CS 2 - Fair CS 3 - Poor CS 4 - Severe
Corrosion None. Freckled Rust. Corrosion of Section loss is evident or
1000 the steel has initiated. pack rust is present but
does not warrant structural
review.
Cracking None. Crack that has self arrested Identified crack exists that
1010 or has been arrested with is not arrested but does not
effective arrest holes, warrant structural review
doubling plates, or similar.

Connection Connection is in place and Loose fasteners or pack Missing bolts, rivets,
1020 functioning as intended. rust without distortion is broken welds, fasteners or The condition warrants a
present but the connection pack rust with distortion structural review to
is in place and functioning but does not warrant a determine the effect on
as intended. structural review. strength or serviceability of
Distortion None. Distortion not requiring Distortion that requires the element or bridge; OR a
1900 mitigation or mitigated mitigation that has not structural review has been
distortion. been addressed but does completed and the defects
not warrant structural impact strength or
review. serviceability of the
element or bridge.
Settlement None. Exists within tolerable limits Exceeds tolerable limits but
4000 or arrested with no does not warrant structural
observed structural review.
distress.
Scour None. Exists within tolerable limits Exceeds tolerable limits,
6000 or has been arrested with but is less than the critical
effective countermeasures. limits determined by scour
evaluation and does not
warrant structural review.

Damage Not applicable. The element has impact The element has impact The element has impact
7000 damage. The specific damage. The specific damage. The specific
damage caused by the damage caused by the damage caused by the
impact has been captured impact has been captured impact has been captured
in condition state 2 under in condition state 3 under in condition state 4 under
the appropriate material the appropriate material the appropriate material
defect entry. defect entry. defect entry.

Figure 17: Condition States - Steel 4-46

 Timber
Element Number Element Name
31 Timber Deck
54 Timber Slabs
111 Timber Open Girder
117 Timber Stringer
135 Timber Truss
146 Timber Arch
156 Timber Floor Beam
206 Timber Column
208 Timber Trestle
212 Timber Pier Wall
216 Timber Abutment
228 Timber Pile
235 Timber Pier Cap
242 Timber Culvert
332 Timber Bridge Railing

Timber - Condition State Definitions

Defect CS 1 - Good CS 2 - Fair CS 3 - Poor CS 4 - Severe
Connection Connection is in place and Loose fasteners or pack rust Missing bolts, rivets, broken
1020 functioning as intended. without distortion is present welds, fasteners or pack rust
but the connection is in with distortion but does not
place and functioning as warrant a structural review.
intended.

Decay / Section Loss None. Affects less than 10% of the Affects 10% or more of the
1140 member section. member but does not
warrant structural review.

Check / Shake Surface penetration less Penetrates 5% - 50% of the Penetrates more than 50%
1150 than 5% of the member thickness of the member of the thickness of the
thickness regardless of and not in a tension zone. member or more than 5% of
location. the member thickness in a
tension zone. Does not
warrant structural review.

Crack None. Crack that has been arrested Identified crack exists that is The condition warrants a
1160 through effective measures. not arrested, but does not structural review to
require structural review. determine the effect on
strength or serviceability of
Split / Delamination None. Length less than the Length equal to or greater
the element or bridge; OR a
1170 member depth or arrested than the member depth, but
structural review has been
with effective actions taken does not require structural
completed and the defects
to mitigate. review.
impact strength or
Abrasion / Wear None or no measurable Section loss less than 10% of Section loss 10% or more of serviceability of the element
1180 section loss. the member thickness the member thickness but or bridge.
does not warrant structural
review.
Distortion None. Distortion not requiring Distortion that requires
1900 mitigation or mitigated mitigation that has not been
distortion. addressed but does not
warrant structural review.

Settlement None. Exists within tolerable limits Exceeds tolerable limits but
4000 or arrested with no does not warrant structural
observed structural distress. review.

Scour None. Exists within tolerable limits Exceeds tolerable limits, but
6000 or has been arrested with is less than the critical limits
effective countermeasures. determined by scour
evaluation and does not
warrant structural review.

Damage Not applicable. The element has impact The element has impact The element has impact
7000 damage. The specific damage. The specific damage. The specific
damage caused by the damage caused by the damage caused by the
impact has been captured in impact has been captured in impact has been captured in
condition state 2 under the condition state 3 under the condition state 4 under the
appropriate material defect appropriate material defect appropriate material defect
entry. entry. entry.

Figure 18: Condition States - Timber 4-47

 Masonry
Element Number Element Name
145 Masonry Arch
213 Masonry Pier Wall
217 Masonry Abutment
244 Masonry Culvert
334 Masonry Bridge Railing

Masonry - Condition State Definitions

Defect CS 1 – Good CS 2 – Fair CS 3 – Poor CS 4 – Severe
Delamination / Spall / None. Delaminated. Spall 1 in. or Spall greater than 1 in.
Patched Area less deep or 6 in. or less in deep or greater than 6 in.
1080 diameter. Patched area diameter. Patched area
that is sound. that is unsound or
showing distress. Does not
warrant structural review.

Efflorescence / Rust None. Surface white without Heavy build-up with rust
Staining build-up or leaching staining.
1120 without rust staining.
Mortar Breakdown None. Cracking or voids in less Cracking or voids in 10%
1610 than 10% of joints. or more of the of joints.

Split / Spall None. Block or stone has split or Block or stone has split or
1620 spalled with no shifting. spalled with shifting but
does not warrant a
structural review. The condition warrants a
structural review to
Patched Area None. Sound patch. Unsound patch.
determine the effect on
1630
strength or serviceability
Masonry Displacement None. Block or stone has shifted Block or stone has shifted of the element or bridge;
1640 slightly out of alignment. significantly out of OR a structural review has
alignment or is missing been completed and the
but does not warrant defects impact strength or
structural review. serviceability of the
element or bridge.
Distortion None. Distortion not requiring Distortion that requires
1900 mitigation or mitigated mitigation that has not
distortion. been addressed but does
not warrant structural
review.
Settlement None. Exists within tolerable Exceeds tolerable limits
4000 limits or arrested with no but does not warrant
observed structural structural review.
distress.
Scour None Exists within tolerable Exceeds tolerable limits,
6000 limits or has been arrested but is less than the critical
with effective limits determined by scour
countermeasures. evaluation and does not
warrant structural review.

Damage Not applicable The element has impact The element has impact The element has impact
7000 damage. The specific damage. The specific damage. The specific
damage caused by the damage caused by the damage caused by the
impact has been captured impact has been captured impact has been captured
in condition state 2 under in condition state 3 under in condition state 4 under
the appropriate material the appropriate material the appropriate material
defect entry. defect entry. defect entry.

Figure 19: Condition States - Masonry 4-48

 Other
Element Number Element Name
60 Other Decks
65 Other Slabs
106 Other Closed Web / Box Girder
112 Other Open Girder / Beam
118 Other Stringer
136 Other Truss
142 Other Arch
149 Other Secondary Cables
157 Other Floor Beam
203 Other Column
211 Other Pier Wall
218 Other Abutments
229 Other Pile
236 Other Pier Cap
243 Other Culvert
333 Other Bridge Railing

Other Materials - Condition State Definitions

Defect CS 1 - Good CS 2 - Fair CS 3 - Poor CS 4 - Severe
Corrosion None. Freckled Rust. Corrosion of Section loss is evident or pack
1000 the steel has initiated. rust is present but does not
warrant structural review.

Cracking None. Crack that has self arrested or Identified crack exists that is
1010 has been arrested with not arrested but does not
effective arrest holes, warrant structural review.
doubling plates, or similar.

Connection Connection is in place and Loose fasteners or pack rust Missing bolts, rivets, broken
1020 functioning as intended. without distortion is present welds, fasteners or pack rust
but the connection is in place with distortion but does not
and functioning as intended. warrant a structural review.

Delamination / Spall / None. Delaminated. Spall 1 in. or less Spall greater than 1 in. deep
Patched Area deep or 6 in. or less in or greater than 6 in. diameter.
1080 diameter. Patched area that is Patched area that is unsound
sound. or showing distress. Does not The condition warrants a
warrant structural review. structural review to
determine the effect on
Efflorescence / Rust None Surface white without build- Heavy build-up with rust strength or serviceability of
Staining up or leaching without rust staining. the element or bridge; OR a
1120 staining. structural review has been
completed and the defects
Cracking Width less than 0.012 in. or Width 0.012–0.05 in. or Width greater than 0.05 in. or
impact strength or
1130 spacing greater than 3.0 ft. spacing of 1.0–3.0 ft. spacing of less than 1 ft.
serviceability of the element
Deterioration None. Initiated breakdown or Significant deterioration or or bridge.
1220 deterioration. breakdown, but does not
warrant structural review.
Distortion None. Distortion not requiring Distortion that requires
1900 mitigation or mitigated mitigation that has not been
distortion. addressed but does not
warrant structural review.

Settlement None. Exists within tolerable limits Exceeds tolerable limits but
4000 or arrested with no observed does not warrant structural
structural distress. review.

Scour None. Exists within tolerable limits Exceeds tolerable limits, but is
6000 or has been arrested with less than the critical limits
effective countermeasures. determined by scour
evaluation and does not
warrant structural review.
Damage Not applicable. The element has impact The element has impact The element has impact
7000 damage. The specific damage damage. The specific damage damage. The specific damage
caused by the impact has caused by the impact has caused by the impact has
been captured in condition been captured in condition been captured in condition
state 2 under the appropriate state 3 under the appropriate state 4 under the appropriate
material defect entry. material defect entry. material defect entry.

Figure 20: Condition States- Other 4-49

 Joints
Element Number Element Name
300 Strip Seal Expansion Joint
301 Pourable Joint Seal
302 Compression Joint Seal
303 Assembly Joint with Seal
304 Open Expansion Joint
305 Assembly Joint without Seal
306 Other Joint

Joints - Condition State Definitions

Defect CS 1 - Good CS 2 - Fair CS 3 - Poor CS 4 - Severe
Leakage None. Minimal. Minor dripping Moderate. More than a Free flow of water
2310 through the joint. drip and less than free through the joint.
flow of water.
Seal Adhesion Fully Adhered. Adhered for more than Adhered 50% or less of Complete loss of
2320 50% of the joint height. joint height but still adhesion.
some adhesion.
Seal Cracking None. Surface crack. Crack that partially Crack that fully
2340 penetrates the seal. penetrates the seal.
Seal Damage None. Seal abrasion without Punctured or ripped or Punctured completely
2330 punctures. partially pulled out. through, pulled out, or
missing.
Debris Impaction No debris to a shallow Partially filled with hard- Completely filled and Completely filled and
2350 cover of loose debris packed material, but still impacts joint prevents joint
may be evident but does allowing free movement. movement.
not affect the movement.
performance of the
joint.

Adjacent Deck or Sound. No spall, Edge delamination or Spall greater than 1 in. Spall, delamination,
Header delamination or spall 1 in. or less deep or deep or greater than 6 unsound patched Area
2360 unsound patch. 6 in. or less in diameter. in. diameter. Exposed or loose joint anchor
No exposed rebar. rebar. Delamination or that prevents the joint
Patched Area that is unsound patched Area from functioning as
sound. that makes the joint intended.
loose.
Metal Deterioration None. Freckled rust, metal has Section loss, missing or Metal cracking, section
or Damage no cracks, or impact broken fasteners, loss, damage or
2370 damage. Connection cracking of the metal or connection failure that
may be loose but impact damage but joint prevents the joint from
functioning as intended. still functioning. functioning as intended.

Damage Not applicable. The element has impact The element has impact The element has impact
7000 damage. The specific damage. The specific damage. The specific
damage caused by the damage caused by the damage caused by the
impact has been impact has been impact has been
captured in condition captured in condition captured in condition
state 2 under the state 3 under the state 4 under the
appropriate material appropriate material appropriate material
defect entry. defect entry. defect entry.

Figure 21: Condition States - Joints 4-50

 Bearings
Element Number Element Name
310 Elastomeric Bearing
311 Moveable Bearing
312 Enclosed / Concealed Bearing
313 Fixed Bearing
314 Pot Bearing
315 Disc Bearing
316 Other Bearing

Bearings - Condition State Definitions

Defect CS 1 - Good CS 2 - Fair CS 3 - Poor CS 4 - Severe
Corrosion None. Freckled Rust. Section loss is evident
1000 Corrosion of the steel or pack rust is present
has initiated. but does not warrant
structural review.

Connection Connection is in place Loose fasteners or pack Missing bolts, rivets,

1020 and functioning as rust without distortion broken welds,
intended. is present but the fasteners or pack rust
connection is in place with distortion but
and functioning as does not warrant a
intended. structural review. The condition warrants
a structural review to
Movement Free to move. Minor restriction. Restricted but not determine the effect
2210 warranting structural on strength or
review. serviceability of the
Alignment Lateral and vertical Tolerable lateral or Approaching the limits element or bridge; OR
2220 alignment is as vertical alignment that of lateral or vertical a structural review has
expected for the is inconsistent with the alignment for the been completed and
temperature temperature bearing but does not the defects impact
conditions. conditions. warrant a structural strength or
review. serviceability of the
Bulging, Splitting or None. Bulging less than 15% Bulging 15% or more of element or bridge.
Tearing of the thickness. the thickness. Splitting
2230 or tearing. Bearing's
surfaces are not
parallel. Does not
warrant structural
review.
Loss of Bearing Area None. Less than 10%. 10% or more but does
2240 not warrant structural
review.
Damage Not applicable. The element has The element has The element has
7000 impact damage. The impact damage. The impact damage. The
specific damage caused specific damage caused specific damage caused
by the impact has been by the impact has been by the impact has been
captured in condition captured in condition captured in condition
state 2 under the state 3 under the state 4 under the
appropriate material appropriate material appropriate material
defect entry. defect entry. defect entry.

Figure 22:Condition States - Bearings 4-51

 Wearing Surface
Element Number Element Name
510 Wearing Surface

Wearing Surface - Condition State Definitions

Defect CS 1 – Good CS 2 - Fair CS 3 - Poor CS 4 - Severe
Delamination / Spall / None. Delaminated. Spall less Spall 1 in. deep or
Patched Area / than 1 in. deep or less greater or 6 in.
Pothole than 6 in. diameter. diameter or greater.
3210 Patched area that is Patched area that is
sound. Partial depth unsound or showing
pothole. distress. Full depth
pothole.
The wearing surface is
Crack Width less than 0.012 Width 0.012–0.05 in. or Width of more than no longer effective.
3220 in. or spacing greater spacing of 1.0–3.0 ft. 0.05 in. or spacing of
than 3.0 ft. less than 1.0 ft.
Effectiveness Fully effective. No Substantially effective. Limited effectiveness.
3230 evidence of leakage or Deterioration of the Deterioration of the
further deterioration of protected element has protected element has
the protected element. slowed. progressed.

Damage Not applicable. The element has impact The element has impact The element has impact
7000 damage. The specific damage. The specific damage. The specific
damage caused by the damage caused by the damage caused by the
impact has been impact has been impact has been
captured in condition captured in condition captured in condition
state 2 under the state 3 under the state 4 under the
appropriate material appropriate material appropriate material
defect entry. defect entry. defect entry.

Figure 23: Condition States - Wearing Surface 4-52

 Steel Protective Coating
Element Number Element Name
515 Steel Protective Coating

Steel Protective Coating - Condition State Definitions

Defect CS 1 - Good CS 2 - Fair CS 3 - Poor CS 4 - Severe
Chalking None. Surface Dulling. Loss of Pigment. Not Applicable.
3410
Peeling / Bubbling / None. Finish coats only. Finish and primer coats. Exposure of bare metal.
Cracking
3420
Oxide Film Yellow-orange or light Granular texture. Small flakes, less than Dark black color. Large
Degradation Color / brown for early 1/2 in. diameter. flakes, 1/2 in. diameter
Texture Adherence development. or greater or laminar
(weathering steel Chocolate-brown to sheets or nodules.
patina) purple-brown for fully
3430 developed. Tightly
adhered, capable of
withstanding
hammering or vigorous
wire brushing.

Effectiveness Fully effective. Substantially effective. Limited effectiveness. Failed, no protection of

3440 the underlying metal

Damage Not applicable. The element has impact The element has impact The element has impact
7000 damage. The specific damage. The specific damage. The specific
damage caused by the damage caused by the damage caused by the
impact has been impact has been impact has been
captured in condition captured in condition captured in condition
state 2 under the state 3 under the state 4 under the
appropriate material appropriate material appropriate material
defect entry. defect entry. defect entry.

Figure 24: Condition States - Steel Protective Coating 4-53

 Concrete Reinforcing Steel Protective Systems
Element Number Element Name
520 Concrete Reinforcing Steel Protective System

Concrete Reinforcing Steel Protective Systems

Defect CS 1 - Good CS 2 - Fair CS 3 - Poor CS 4 - Severe
Effectiveness Fully effective. Substantially effective. Limited effectiveness. The protective system
3600 has failed or is no
longer effective.

Damage Not applicable. The element has impact The element has impact The element has impact
7000 damage. The specific damage. The specific damage. The specific
damage caused by the damage caused by the damage caused by the
impact has been impact has been impact has been
captured in condition captured in condition captured in condition
state 2 under the state 3 under the state 4 under the
appropriate material appropriate material appropriate material
defect entry. defect entry. defect entry.

Figure 25: Condition States - Concrete Reinforcing Steel Protective System 4-54
 Concrete Protective Coating
Element Number Element Name
521 Concrete Protective Coating

Concrete Protective Coating - Condition State Definitions

Defect CS 1 - Good CS 2 - Fair CS 3 - Poor CS 4 - Severe
Wear None. Underlying concrete Underlying concrete is Underlying concrete
3510 not exposed, coating not exposed, thickness exposed, treated cracks
showing wear from UV of the coating is are exposed.
exposure, friction reduced.
course missing.
Chalking None. Surface Dulling. Loss of Pigment. Not Applicable.
3520
Peeling / Bubbling / None. Finish coats only. Finish and primer coats. Exposure of bare
Cracking concrete.
3530
Effectiveness Fully effective. Substantially effective. Limited effectiveness. The protective system
3540 has failed or is no
longer effective.

Damage Not applicable. The element has impact The element has impact The element has impact
7000 damage. The specific damage. The specific damage. The specific
damage caused by the damage caused by the damage caused by the
impact has been impact has been impact has been
captured in condition captured in condition captured in condition
state 2 under the state 3 under the state 4 under the
appropriate material appropriate material appropriate material
defect entry. defect entry. defect entry.

Figure 26: Condition States - Concrete Protective Coating 4-55

INSPECTOR INFORMATION

Figure 27: BI-5 Form – Inspector Information

REASON FOR INSPECTION

The inspector provides the reason for the inspection in the space provided. The reason is either ROUTINE or
INTERIM. If the inspection is an interim inspection, then the reason for the interim inspection must also be
given. An interim inspection may be performed due to posting, scour, condition ratings, or other causes.

INSPECTORS SIGNATURE AND DATE

The inspector who performed the field inspection must sign and date the form, when the inspection was done,
in the space provided.

INSP. NBIS CERTIFICATION NO. / ALA. PROF. ENG. NO.

The inspector must be NBIS certified even if already a registered professional engineer in Alabama. Use the
spaces provided to write in the NBIS certification number and their Alabama Professional Engineers Number
if this applies.

REVIEWER'S SIGNATURE, TITLE, AND DATE

Using the spaces provided, the person who reviewed the inspection results should sign, date, and give their
title.

4-56
CHAPTER 5: NEW INSPECTION TASK

Figure 28: New Inspection Task

Before entering any new inspection data, a new inspection must be created. The ALDOT BrM User
Manual gives step by step instructions on how to enter new inspections into ALDOT BrM.

ITEM 90—INSPECTION DATE

This item is updated when creating a new inspection. The inspection date may be different from the
inspection dates recorded for Fracture Critical, Underwater, or Other Special Inspections. When entering the
inspection date use the calendar icon to select the appropriate date. Be sure the Inspection Date Field
matches the date the inspection was actually performed.

Due to the possibility of confusing the dates of upcoming routine and interim inspections, inspectors are urged
to keep careful and specific documentation of each inspection in the bridge folder. To promote uniformity,
this is accomplished by using Form BI-5 and writing ROUTINE or INTERIM in the Reason for Inspection
field.

INSPECTOR

This item identifies the certified bridge inspector who performed the inspection.

PRIMARY TYPE

This item identifies the primary type of inspection that was performed.

5-1
TYPES OF INSPECTION PERFORMED

The check boxes below indicate the type of inspection(s) that was performed during the last
inspection.

National Bridge Inventory

If the current inspection was a Routine Inspection then this box should be checked, but if the current
inspection was not a Routine Inspection then this box should not be checked.

Fracture Critical

If the current inspection was a Fracture Critical Inspection then this box should be checked, but if the
current inspection was not a Fracture Critical Inspection then this box should not be checked.

Underwater

If the current inspection was an Underwater Inspection then this box should be checked, but if the
current inspection was not an Underwater Inspection then this box should not be checked.

Other Special

If the current inspection was an Interim Inspection then this box should be checked, but if the current
inspection was not an Interim Inspection then this box should not be checked.

ITEM 92AA—FRACTURE CRITICAL REQUIRED

This is a check box indicating whether or not this structure requires a Fracture Critical Inspection. If
the structure requires a Fracture Critical Inspection, then this box should be checked, but if the
structure does not require a Fracture Critical Inspection, then this box should not be checked. For
more information on Fracture Critical Bridges please see the Fracture Critical Members and Fracture
Critical Bridges section of this manual.

ITEM 92BA—UNDERWATER REQUIRED

This is a check box indicating whether or not this structure requires an Underwater Inspection. If the structure
requires an Underwater Inspection, then this box should be checked, but if the structure does not require an
Underwater Inspection, then this box should not be checked. For more information on Underwater
Inspections please see the Underwater Inspection of Bridges section of this manual.

ITEM 92CA—OTHER SPECIAL REQUIRED

This is a check box indicating whether or not this structure requires a Special (Interim) Inspection. If the
structure requires a Special (Interim) Inspection, then this box should be checked, but if the structure does not
require a Special (Interim) Inspection, then this box should not be checked. For more information on Special
(Interim) Inspections please see ALDOT”S Guidelines for Operations in Appendix G.

5-2
NBI PREVIOUS DATE

This item identifies the date of the previous NBI Inspection. This field is updated when a new inspection is
created.

ELEMENT CONDITION PREVIOUS DATE

This item identifies the date of the previous Element Inspection. This field is updated when a new inspection
is created.

ITEM 93A—FRACTURE CRITICAL PREVIOUS DATE

This item identifies the date of the previous Fracture Critical Inspection. This field is updated when a new
inspection is created. If the structure is not fracture critical, then this field will contain 01/01/1901.

ITEM 93B—UNDERWATER PREVIOUS DATE

This item identifies the date of the previous Underwater Inspection. This field is updated when a new
inspection is created. If the structure does not require an Underwater Inspection, then this field will contain
01/01/1901.

ITEM 93C—OTHER SPECIAL PREVIOUS DATE

This item identifies the date of the previous Special (Interim) Inspection. This field is updated when a new
inspection is created. If the structure does not require a Special (Interim) Inspection, then this field will
contain 01/01/1901.

ITEM 91— NBI FREQUENCY

This item identifies the number of months between designated routine inspections for the structure. The
majority of structures in Alabama will have a 24 month frequency. The inspection frequency will not exceed
a 24 month interval between routine inspections, but it may be less than 24 months if deemed necessary.

ELEMENT CONDITION FREQUENCY

This item identifies the number of months between designated Element Inspections for the structure. The
majority of structures in Alabama will have a 24 month frequency. The inspection frequency will not exceed
a 24 month interval between Element Inspections, but it may be less than 24 months if deemed necessary.

ITEM 92AB—FRACTURE CRITICAL FREQUENCY

This item identifies the frequency for the Fracture Critical Inspection. The maximum allowable inspection
frequency for a Fracture Critical Detail in Alabama is 24 months. This inspection frequency will not exceed a
24 month interval between Fracture Critical Inspections, but it may be less than 24 months if deemed
necessary. If the structure is not fracture critical, then this field should be left blank.

5-3
ITEM 92BB—UNDERWATER FREQUENCY

This item identifies the frequency for the Underwater Inspection. The maximum allowable inspection
frequency for an Underwater Inspection for a state owned structure in Alabama is 24 months unless approved
by the Maintenance Bureau of ALDOT. The maximum allowable inspection frequency for an Underwater
Inspection for a county or city owned structure in Alabama is 48 months. This inspection frequency will not
exceed the intervals listed above, but may be less if deemed necessary. If the structure does not require an
Underwater Inspection, then this field should be left blank.

ITEM 92CB—OTHER SPECIAL FREQUENCY

This item identifies the frequency for the Special (Interim) Inspection. Using ALDOT’s Guidelines for
Operations, an Interim Inspection is defined as an inspection at least every 12 months; or more often if
deemed necessary by the owner’s bridge inspector, the Emergency Bridge Inspection team, or the appropriate
Guideline for Operation. For all posted bridges (where Item 41 is coded as "B" or "P") Item 91 is coded as 12
months or less. The designated inspection interval can also vary from inspection to inspection depending on
the condition of the bridge at the time of the inspection. Please see Appendix G of this manual for more
details on how to determine the appropriate Interim Inspection Frequency. If the structure does not require a
Special (Interim) Inspection, then this field should be left blank.

NBI NEXT DATE

This item identifies the date of the next NBI Inspection. This field is updated when a new inspection is
created.

ELEMENT CONDITION NEXT DATE

This item identifies the date of the next Element Inspection. This field is updated when a new inspection is
created.

FRACTURE CRITICAL NEXT DATE

This item identifies the date of the next Fracture Critical Inspection. This field is updated when a new
inspection is created. If the structure is not fracture critical, then this field will contain 01/01/1901.

UNDERWATER NEXT DATE

This item identifies the date of the next Underwater Inspection. This field is updated when a new inspection is
created. If the structure does not require an Underwater Inspection, then this field will contain 01/01/1901.

OTHER SPECIAL NEXT DATE

This item identifies the date of the next Special (Interim) Inspection. This field is updated when a new
inspection is created. If the structure does not require a Special (Interim) Inspection, then this field will
contain 01/01/1901.

5-4
CREW HOURS

This item identifies the number of crew hours used during the last inspection.

FLAGGER HOURS

This item identifies the number of flagger hours used during the last inspection. If no flaggers were used
during the last inspection then this field should be coded “0.00”.

HELPER HOURS

This item identifies the number of helper hours used during the last inspection. If no helpers were used during
the last inspection then this field should be coded “0.00”.

SNOOPER HOURS

This item identifies the number of snooper hours used during the last inspection. If no snoopers were used
during the last inspection then this field should be coded “0.00”.

SPECIAL CREW HOURS

This item identifies the number of special crew hours used during the last inspection. If no special crew hours
were used during the last inspection then this field should be coded “0.00”.

SPECIAL EQUP. HOURS

This item identifies the number of special equipment hours used during the last inspection. If no special
equipment hours were used during the last inspection then this field should be coded “0.00”.

5-5
CHAPTER 6: BI-6 – STRUCTURAL INVENTORY AND
APPRAISAL

INTRODUCTION

This section describes the coding of the items on the BI-6 form. The BI-6 form is the longest of the bridge
inspection forms and contains the majority of the inspection items. A blank BI-6 form is included in
Appendix D of this manual.

At the top of each page of the form, the Bridge Identification Number (BIN) and the Structure Number are
printed. Also printed at the top of each page is the sheet (page) number, the date printed, and space for the
inspector to enter the date that the inspection was made. This 9-page form contains information from nine
screens in ALDOT BrM.

Screen Page
Appraisal Task 1
Inventory – Admin Subtask 2
Inventory – Design Subtask 3
Inventory – Roads Subtask 4
Inventory – Identification Subtask 6
Inventory – State Items Subtask 8
Schedule Task 9*
Condition Task 9*
Replacement Program 9*

* Page 9 is for reference only. The information on this page is entered with the BI-5 form or calculated by the
database.

This section of the manual is divided into subsections which correspond to the various sections (screens) of
the BI-6 form. An illustration of the BI-6 form covered in a particular portion of this section is shown on the
first page of each subsection. Further information on how to enter the data into the computer is given in the
ALDOT BrM User Manual

6-1
Appraisal Task

Figure 29: Appraisal Task

6-2
ITEM 41—OPEN / POSTED / CLOSED

This item provides information about the operational status of a structure. The field contains the
parameters below:

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 or rehabilitation.
G New structure not yet open to traffic.
K Bridge closed to all traffic.
P Posted for load (may include other restrictions such as temporary bridges
which are load posted).
R Posted for other load-capacity restrictions (speed, number of vehicles on
bridge, etc.)

The field review could show that a structure is posted, but Item 70 - Bridge Posting may indicate that
posting is not required. The apparent contradiction can be resolved and understood if one considers
the fact that Item 70 is based on the operating stress level, but Item 41 reflects the governing
agency’s posting procedures which may specify posting at some stress level less than the operating
rating.

ITEM 72—APPROACH ROADWAY ALIGNMENT

This field identifies those bridges which do not function properly or adequately due to the alignment
of the approaches. Code this item based on the adequacy of the approach roadway alignment. It is
not intended that the approach roadway alignment be compared to current standards, but rather to the
existing alignment of the section of highway the bridge is on. This concept differs from the other
appraisal evaluations. Speed reduction due to structure width alone is not considered in evaluating
this item.
The individual structure is rated in accordance with the following parameters:

Code Description
9 Excellent alignment - alignment of approach roadway is superior to the
section of road which the bridge is on.

8 Very good alignment - horizontal and vertical curvature are such that no
reduction in vehicle operating speed is required from that on the highway
section.

7 Good alignment - little or no speed reduction required; both horizontal and

vertical curvatures are good in relation to those on the highway section.

6-3
 6 Satisfactory alignment - very minor speed reduction is required because of
horizontal or vertical curvature of the approach roadway.

5 Fair alignment - moderate speed reduction is required.

4 Poor alignment - moderate to substantial speed reduction is required.

3 Serious misalignment - approach roadway alignment is intolerable; substantial

speed reduction is required.

2 Critical misalignment - misalignment is such that vehicles must nearly stop to

safely cross the bridge.

0 Bridge closed.

ITEM 36A – BRIDGE RAILINGS

Factors that affect the proper functioning of bridge railing include height, material, strength, and
geometric features. One of the design features of railings is that they are capable of smoothly
redirecting an impacting vehicle away from the traffic in the opposing lanes or other hazardous
zones. Check to ensure that this and other design features are functioning properly. The AASHTO
Standard Specifications for Highway Bridges, calls for railings to meet specific geometric criteria, to
be crash tested per FHWA policy, and to resist specified static loads without exceeding the allowable
stresses in their elements. Railings that meet these criteria and loading conditions are considered
acceptable. Other railings that have been successfully crash tested are considered acceptable even
though they may not meet the static loading analysis and geometric requirements. Acceptable
guidelines for bridge railing design and testing are also found in the AASHTO Manual for Assessing
Safety Hardware. (Note, these publications are the current editions at the time this manual was
written. Future editions should be used when appropriate.) This field contains the parameters listed
below:

Code Description
0 Substandard
1 Meets Standards
N Not Applicable or not required

ITEM 36B – TRANSITIONS

The transition from approach guardrail to bridge railing requires that the approach guardrail be
firmly attached to the bridge railing. It also requires that the approach guardrail be gradually
stiffened as it comes closer to the bridge railing. Check to ensure that the ends of curbs and safety
walks are gradually tapered out or shielded. This field contains the parameters listed below:

Code Description
0 Substandard
1 Meets Standards
N Not Applicable or not required

6-4
ITEM 36C - APPROACH GUARDRAIL

Investigate and determine the structural adequacy and compatibility of approach guardrail with
transition designs. Rarely does the need for a barrier stop at the end of a bridge. Thus, an approach
guardrail with adequate length and structural qualities to shield motorists from the hazards at the
bridge site may be appropriate. In addition to safely redirecting an impacting vehicle away from the
danger zones, the approach guardrail also facilitates a smooth transition to the bridge railing that will
not cause snagging or pocketing of an impacting vehicle. Acceptable guardrail design suggestions
are contained in the AASHTO Roadside Design Guide and subsequent FHWA or AASHTO
guidelines. (Note, these publications are the current editions at the time this manual was written.
Future editions should be used when appropriate.) This field contains the parameters listed below:

Code Description
0 Substandard
1 Meets Standards
N Not Applicable or not required

ITEM 36D – APPROACH GUARDRAIL ENDS

As with guardrail ends in general, the ends of approach guardrails to bridges are flared, buried, made
breakaway, or shielded. Design treatment of guardrail ends is given in the AASHTO Roadside
Design Guide. (Note, these publications are the current editions at the time this manual was written.
Future editions should be used when appropriate.) This field contains the parameters listed below:

Code Description
0 Substandard
1 Meets Standards
N Not Applicable or not required

ITEM 111—PIER PROTECTION

This item indicates the presence and adequacy of pier or abutment protection such as fenders or
dolphins. It is coded only if the bridge is under navigational control (Item 38 has been coded "1").
The condition of the protection devices may be a factor in the overall evaluation of Item 60 -
Substructure. If Item 38 - Navigation Control has been coded as N/A or Permit Not Required, code
this field "N" to indicate that it is not applicable. This field contains the parameters listed below:

Code Description
N Item 38 is coded as N/A or Permit Not Required.
1 Navigation protection not required.
2 In place and functioning.
3 In place but in a deteriorated condition.
4 In place but reevaluation of design suggested.
5 None present but reevaluation suggested.

6-5
ITEM 113—SCOUR CRITICAL

The codes described below are used to indicate the degree to which the bridge is vulnerable to scour.
To determine a bridge’s current scour status, analysis of bridges are made by hydraulic/
geotechnical/ structural engineers. Details on conducting a scour analysis are included in the FHWA
Technical Advisory 5140.23 entitled, "Evaluating Scour at Bridges." Whenever a rating of " 2" or
below is determined for this item, the rating for Item 60—Substructure and other affected items (i.e.,
load ratings , superstructure ratings) should be revised to be consistent with the severity of observed
scour and resultant damage to the bridge. A plan of action should be developed for each scour
critical bridge. A scour critical bridge is one with abutment or pier foundations rated as unsafe due
to (1) observed scour at the bridge site or (2) a scour potential as determined from a scour evaluation
study. This field contains the parameters listed below:

Code Description

N Bridge is not over 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 flood events.
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 the top of the footing
(Examples A) by assessment, by calculations or by installation of properly
designated countermeasures.
7 Countermeasures have been installed to mitigate an existing problem with
scour and to reduce the risk of bridge failure during a flood event. Instructions
contained in a plan of action have been implemented to reduce the risk to
users from a bridge failure during or immediately after a flood event.
6 Scour calculation / evaluation has not been made. (Use only to describe cases
where bridges have not been evaluated for scour potential).
5 Foundations determined to be stable for assessed or calculated scour
condition. Scour is determined to be within limits of footing or piles
(Example B) by assessment, by calculations or by installation of properly
designed counter measures.
4 Foundations determined to be stable for assessed or calculated scour
conditions; field review indicates action is required to protect exposed
foundations.
3 Structure is scour critical; foundations determined to be unstable for assessed
or calculated scour conditions:

6-6
 - Scour within limits of footing or piles. (Example B)
- Scour below spread-footing base or pile tips. (Example C)
2 Structure 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 Item 60.
1 Structure is scour critical; field review indicates that failure of piers and/or
abutments is imminent; bridge is closed to traffic. Failure is imminent based
on:
- 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 Item 60.
0 Structure is scour critical; bridge has failed and is closed to traffic.

FRACTURE CRITCAL DETAILS

This item identifies Fracture Critical elements on a structure (if applicable). This field contains the
parameters listed below:

Parameters
Missing
One or two steel girder system
Hinges with pin and hanger assemblies
Steel bent caps – tensile structure
Steel trusses
Stl tns elm w<3 mlt i-br
Suspension or cable structures
Single and multiple cell steel box girder
High fatigue pron weld detected
High strength steel girders
Horizontally curved girders
Det. prn out-of-pin bend
Electrosig weld fabricated process
Partial in meld cover plate
Exposed prestress tendons
No Fracture Critical details
Superstructure or substructure integral fram det
Tied Arches

6-7
ITEM 67—STRUCTURAL EVALUATION

This item is calculated by the Edit/Update Program based on Table 11-1, and need not be coded by
the bridge inspector. If the program is unable to determine a code due to an error or omission in the
inventory data, an unknown is coded for this item. A code of "N" is not used for this item.
For culverts, the lower of the condition ratings obtained from Item 62—Culverts and Table 11-1 is
used. For structures other than culverts, the lowest of the ratings obtained from Item 59, Item 60,
and Table 11-1 is used. If Item 59, Item 60 or Item 62 is coded "1," then Item 67 is equal to zero,
regardless of whether the structure is actually closed. However, if the structure is closed, it does not
mean that this value is zero unless the overall condition and appraisal ratings indicate that a code of
"0" is appropriate.

Table 1: Rating by Comparison of Item 29—Annual Average Daily Traffic and Item 66—
Inventory Rating

Structural Evaluation Inventory Rating

Rating Code Annual Average Daily Traffic (AADT)

Code 0 - 500 501 - 5000 >5000 or Interstate

9 >236# (HS20)## >236 (HS20) >236 (HS20)

8 236 (HS20) 236 (HS20) 236 (HS20)

7 231 (HS17) 231 (HS17) 231 (HS17)

6 223 (HS13) 225 (HS14) 227 (HS15)

5 218 (HS10) 220 (HS11) 222 (HS12)

4 212 (HS7) 214 (HS8) 218 (HS10)

3 Inventory rating less than value in rating code of 4 and requiring corrective action.

2 Inventory rating less than value in rating code of 4 and requiring replacement.

0 Bridge closed due to structural condition.

Unknown Edit/Update program unable to determine rating because of errors or omissions in file.

# Coded HS rating load (typical)

## HS Designation (typical)

Table 1 Notes

6-8
1. The lower rating code will be selected by the computer for values between those listed in the
table.

2. Inventory ratings are shown in tons with decimal point.

3. To use Table 1, the inventory rating must be the coded HS rating or its equivalent. If the
comparable HS equivalent is not calculated for the controlling rating, using a factor to
determine the HS equivalent is acceptable even though converting other rating loads to an HS
equivalent is not a constant.

4. All bridges with Item 26 - Functional Classification coded Interstate, Freeway or Expressway
shall be evaluated using the AADT column of >5000 regardless of the actual AADT on the
bridge.

ITEM 68—DECK GEOMETRY

The inspector does not code this item. It is automatically coded by the Edit/Update Program. The
program will determine a code as described below.

In the appraisal of deck geometry, two separate ratings are evaluated and the lower of the two is
used. The first rating is based on the curb-to-curb or face-to-face of rail bridge width using Table
2A, 2B, 2C, or 2D. The second rating is based on the minimum vertical clearance over the bridge
roadway using Table 2E. When an individual table lists several deck geometry rating codes for the
same roadway width under a specific AADT, the lower code is used. For example, Table 2A lists
deck geometry rating codes of “6”,”7” and ” 8” for a 44 foot roadway width and an AADT of
>5000 (6 will be used for this case). For values between those listed in the tables, the lower code is
used.

The curb-to-curb or face-to-face of rail dimension shall be taken from Item 51 - Bridge Roadway
Width, Curb-to-Curb. Item 53 – Over Structure is used to evaluate the vertical clearance.

If the structure is a culvert and the roadway is carried by fill then an "N" will be coded for this item.

The values provided in the tables are for rating purposes only. Current design standards must be
used for structure design or rehabilitation.

Tables 2A, 2B, 2C, 2D, and 2E plus supporting information on how the computer applies them are
given on the following pages.

6-9
 Table 2A & 2B: Rating by Comparison of Item 29—AADT and Item 51—Bridge Roadway
Width, Curb-to-Curb

TABLE 2A TABLE 2B

Deck Bridge Roadway Width Bridge Roadway Width

Geometry 2 Lanes; 2 Way Traffic 1 Lane; 2-Way Traffic
Rating
Code AADT (Both Directions) AADT (Both Directions)

0-100 101- 401- 1001- 2001- >5000 0-100 >100

400 1000 2000 5000

9 >32 >36 >40 >44 >44 >44 - -

8 32 36 40 44 44 44 15’-11” -
7 28 32 36 40 44 44 15 -
6 24 28 30 34 40 44 14 -
5 20 24 26 28 34 38 13
4 18 20 22 24 28 32 12 -
(28)#
3 16 18 20 22 26 30 11 < 15’ 11”
(26)#
2 Any width less than required for a rating code of 3 and structure is open.
0 Bridge closed.
N Not applicable. Structure is a culvert with roadway on fill.
Unknown Edit/Update program unable to determine rating because of errors or omissions in file.

# Value in parentheses is used by the computer for bridges longer than 200 feet.

Notes:
1. The lower rating code will be selected by the computer for values between those listed in the
table.
2. Dimensions are in feet.
3. For 1-lane of one-way traffic Table 2A is used.
4. For 3 or more undivided lanes of 2-way traffic, the computer will use "Other Multilane
Divided Facilities" on Table 2C.
5. When the AADT>100, Table 2B for code "9" or for codes "8" through "4" inclusive will not
be used by the computer. Single lane bridges less than 16 feet wide carrying 2-way traffic
are always appraised at "3" or below if they carry more than an AADT of 100.
6. One-lane bridges 16 feet and greater in roadway width, which are not ramps, are evaluated as
a 2-lane bridge using Table 2A.

6-10
 Table 2C & 2D: Rating by Comparison of Item 28—Number of Lanes and Item 51—Bridge
Roadway Width, Curb-to-Curb

TABLE 2C TABLE 2D

Deck Bridge Roadway Width Bridge Roadway Width

Geometry 2 or more Lanes 1-Way Traffic
Rating
Code Interstate and Other Other Multilane Ramps Only
Divided Freeways Divided Freeways (Item 5C = 7)

2 Lanes 3 or more 2 Lanes 3 or more 1 Lane 2 or more

1-way Lanes 1-way Lanes Lanes

9 >42 > 12N+24 >42 >12N+18 >26 >12N+12

8 42 12N+24 42 12N+18 26 12N+12
7 40 12N+20 38 12N+15 24 12N+10
6 38 12N+16 36 12N+12 22 12N+ 8
5 36 12N+14 33 11N+10 20 12N+ 6
4 34(29) 11N+12 30 11N+6 18 12N+ 4
(11N+7)#
3 33(28) 11N+11 27 11N+5 16 12N+ 2
(11N+6)#
2 Any width less than required for a rating code of 3 and structure is open.
0 Bridge closed.
N Not applicable. Structure is a culvert with roadway on fill.
Unknown Edit/Update program unable to determine rating because of errors or omissions in file.

# Value in parentheses will be selected by the computer for bridges longer than 200 feet.

N = number of lanes of traffic.

Notes:
1. The lower rating code will be selected by the computer for values between those listed in the
tables.
2. Dimensions are in feet.
3. The computer will use "Other Multilane Divided Facilities" column of Table 2C for 3 or
more undivided lanes of 2-way traffic.

6-11
 Table 2E: Rating by Comparison of Item 53—Minimum Vertical Clearance over Bridge
Roadway and Item 26—Functional Classification

TABLE 2E

Deck Minimum Vertical Clearance

Geometry Functional Classification
Rating
Code Interstate and Other Principal Major and
Other Freeway and Minor Minor
Arterial Collectors and
Locals

9 > 17’ - 0” >16’ - 6” >16’ - 6”

8 17’ - 0” 16’ - 6” 16’ - 6”
7 16’ - 9” 15’ - 6” 15’ - 6”
6 16’ - 6” 14’ - 6” 14’ - 6”
5 15 ’- 9” 14 - 3” 14’ - 3”
4 15’ - 0” 14’ - 0” 14’ - 0”
3 Vertical clearance less than value in rating code of 4 and requiring corrective action.
2 Vertical clearance less than value in rating code of 4 and requiring replacement.
0 Bridge closed.
N Not applicable. Structure is a culvert with roadway of fill.
Unknown Edit/Update program unable to determine rating because of errors or omissions in file.

Notes:

1. The lower rating code for values between those listed in the table will be selected by the
computer.

2. Dimensions are in feet.

ITEM 69—UNDER CLEARANCES, VERTICAL AND HORIZONTAL

This item is not coded by the inspector. The Edit/Update Program will automatically determine the
code for this item using the procedure described below.
This item indicates the appraisal rating for vertical and horizontal under clearances from the through
roadway to the superstructure or substructure units. A code of "N" (not applicable) is entered if the
bridge is not over a highway or railroad.
The vertical under clearance is evaluated using Table 3A, and the horizontal or lateral under
clearance is evaluated using Table 3B. The lower of these two codes is the rating for this item.
Bridges seldom are closed due to deficient under clearances, however, these bridges may be good
candidates for rehabilitation or replacement.

6-12
 Table 3A. Rating by Comparison of Item 54—Minimum Vertical Under Clearance and
Functional Classification of Underpassing Route

TABLE 3A

Under- Minimum Vertical Under Clearance

Clearance Functional Classification
Rating
Code Interstate and Other Principal Major and Railroad
Other Freeway and Minor Minor
Arterial Collectors and
Locals

9 >17’ - 0’’ >16’ - 6’’ >16’ - 6’’ >23’ - 0’’

8 17’ - 0’’ 16’ - 6’’ 16’ - 6’’ 23 ’- 0’’
7 16’ - 9’’ 15’ - 6’’ 15’ - 6’’ 22’ - 6’’
6 16’ - 6’’ 14’ - 6’’ 14’ - 6’’ 22’ - 0’’
5 15’ - 9’’ 14’ - 3’’ 14’ - 3’’ 21’ - 0’’
4 15’ - 0’’ 14 - 0’’ 14’ - 0’’ 20’ - 0’’
3 Under clearance less than value in rating code of 4 and requiring corrective action.
2 Under clearance less than value in rating code of 4 and requiring replacement.
0 Bridge closed.
N Not applicable. Bridge not over a highway or railroad.
Unknown Edit/Update program unable to determine rating because of errors or omissions in file.

Notes

1. The lower rating code will be selected by the computer for values between those listed in the
tables.

2. Dimensions are in feet

3. The functional classification of the underpassing route is used in the evaluation. If an

"under" record is not coded, the underpassing route is considered a major or minor collector
or a local road.

6-13
 Table 3B. Rating by Comparison of Items 55 & 56—Minimum Lateral Under Clearances
Right & Left and Item 26 - Functional Classification of Underpassing Route

TABLE 3B

Under- Minimum Lateral Under Clearance

Clearance Functional Classification
Rating
Code 1-Way Traffic 2-Way Traffic Railroad
Principal Arterial - Other Principal Major and
Interstate, Freeways and Minor Minor
or Expressways Arterial Collectors
and
Locals

Main Line Ramp

Left Right Left Right

9 >30 >30 >4 >10 >30 >12 >20

8 30 30 4 10 30 12 20
7 18 21 3 9 21 11 17
6 6 12 2 8 12 10 14
5 5 11 2 6 10 8 11
4 4 10 2 4 8 6 8
3 Under clearance less than value in rating code of 4 and requiring corrective action.

2 Under clearance less than value in rating code of 4 and requiring replacement.

0 Bridge closed.

N Not applicable. Bridge is not over a highway or railroad.

Unknown Edit/Update program unable to determine rating because of errors or omissions in the file.

Notes:
1. The lower rating code will be selected by the computer for values between those listed in the
tables.
2. Dimensions are in feet.
3. When acceleration or deceleration lanes or ramps are provided under 2-way traffic, the
computer uses the value from the right ramp column to determine code.
4. The functional classification of the underpassing route is used in the evaluation. If an
"under" record is not coded, the underpassing route is considered a major or minor collector
or a local road.

6-14
SD/FO STATUS

The status code is automatically entered by the computer during data processing. This field contains
the parameters listed below:
Parameters
Not Deficient
Structurally Deficient
Functionally Obsolete

SUFFICIENCY RATING (SRB)

The sufficiency rating is automatically calculated by the computer based upon data from the most
recent inspection. The formula is a method of evaluating four separate factors to obtain a numeric
score indicating the bridge’s sufficiency to remain in service. The result of this method is a
percentage in which 100 represents an entirely sufficient bridge and 0 represents an entirely
insufficient or deficient bridge. The number is given as three digits with one decimal point.

SUFFICIENCY RATING CALCULATE STATUS

This item is automatically determined by the database. This status lets you know if the most current
sufficiency rating is stored in the database. Two codes are used for this item.

Code Description
0 The most recent bridge inspection data has been calculated for the
sufficiency rating.
1 A new inspection has been created and the data needs to be
recalculated to get a new sufficiency rating.

HEALTH INDEX

The Health Index is value assigned to either a bridge or a group of bridges ranging from 0 – 100.
This value is used for bridge maintenance, the higher the index the better the shape the structure is
in, whereas; the lower the index the worst shape the structure or structures are in.

ITEM 53 – OVER STRUCTURE

The measurement for this 5-digit item is the minimum vertical clearance over a bridge roadway, i.e.,
the minimum vertical distance between the bridge roadway (including shoulders) and any
superstructure restriction. When no superstructure restriction exists above the bridge roadway, or
when a restriction is 100 feet or greater, code "99.99". The measurement is rounded down to the
nearest hundredth of a foot. For double decked structures, code the minimum regardless of whether
it is pertaining to the top or bottom deck.
Minimum Vertical Clearance Code
17.22 feet 17.22
80.21 feet 80.21
No restriction 99.99

6-15
ITEM 54A – UNDER (REFERENCE)

This is a code that identifies the reference feature beneath the bridge. A reference feature could be a
railroad, a highway, a river, etc. which is located beneath the bridge. Using one of the codes below,
enter the reference feature from which the under clearance measurement is taken. When both a
railroad and a highway are under the structure, code the feature with the most restrictive dimension.
This field contains the parameters listed below:

Code Description

H Highway beneath structure

R Railroad beneath structure

N Feature not a highway or railroad

ITEM 54B – UNDER CLEARANCE

This 4-digit number records the minimum vertical clearance from the roadway (travel lanes only) or
railroad track beneath the structure to the underside of the superstructure. Enter the minimum
vertical clearance from the highway or railroad to the underside of the structure, rounded down to
the nearest hundredth of a foot. When a restriction is 100 feet or greater, code "99.99". If the
feature is not a highway or railroad, code the minimum vertical under clearance as "0000".
Examples:

Description Code

54A 54B

River beneath structure N 0

6-16
 Railroad 31.25 ft. beneath structure R 31.25

Figure 30: Example Minimum Vertical Under Clearance

ITEM 55A – REFERENCE FEATURE

Using one of the codes below, enter the reference feature from which the clearance measurement is
taken. When both a railroad and a highway are under the structure, code the most restrictive
dimension. This field contains the parameters listed below:

Code Description

H Highway beneath structure

R Railroad beneath structure

N Feature not a highway or railroad

ITEM 55B – RIGHT SIDE

Enter a 4-digit number to represent the minimum lateral under clearance on the right. In the case of a
highway, the lateral under clearance on the right is measured from the right edge of the through
roadway (excluding shoulders) to the nearest substructure element (i.e., pier or abutment), to a rigid
barrier (concrete bridge rail, etc.), or toe of slope greater than 3 to 1. If a railroad runs underneath
the structure, the lateral under clearance on the right is measured from the centerline of the railroad
to the nearest substructure, rigid barrier, or toe of slope greater than 3 to 1 in the direction of travel.
The clearance measurement to be recorded will be the minimum after measuring the clearance in
both directions of travel. In the event of a dual highway or railroad, the lateral clearances on the
right of both roadways or railroads are measured and the smaller distance is recorded and coded. 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 "99.99". If the feature beneath the structure is not a railroad or a
highway, code "0000."
6-17
The presence of ramps and acceleration or turning lanes is not considered in this item; therefore the
minimum lateral clearance on the right is measured from the right edge of the through roadway.

Examples: Code

Description 55A 55B

Railroad 20.4 ft. centerline to pier R 20.40

Creek beneath structure N 0

Highway 53.02 ft. edge of pavement to pier H H 53.02

See additional examples shown in Figure 31.

Figure 31: Example Right and Left Under Clearance

6-18
ITEM 56 – LEFT SIDE

This item is for divided highways, one-way streets, and ramps. It is not applicable to railroads.

Using a 5-digit number, code the minimum lateral under clearance on the left to the nearest
hundredth of a foot. This is the median side for divided highways. The lateral clearance is measured
from the left edge of the through roadway (excluding shoulders) to the nearest substructure, rigid
barrier, or toe of slope steeper than 3 to 1. Refer to examples under the previous item (Item 55B -
Minimum Lateral Under Clearance on Right.)

In the case of a dual highway, the median side clearances of both roadways are measured and the
smaller distance is recorded and coded. If there is no obstruction in the median area, a notation of
"open" is noted on the form and "99.99" coded. For clearances greater than 99.8 feet, code "99.80".
Code "N" to indicate not applicable.

ITEM 38—NAVIGATION CONTROL EXISTS

This field indicates whether the bridge crosses a body of water which is under navigational control.
The presence of a bridge permit in the bridge file would indicate such control. This field contains
the parameters listed below:

Parameters
Permit not required
Permit required
N/A – no waterway

ITEM 39 — NAVIGATION VERTICAL CLEARANCES

This is a 4-digit field which indicates the minimum vertical clearance that is allowable for navigation
purposes. If Item 38 - Navigation Control has been coded “Permit not required” or “N/A – no
waterway”, code the item as "0" to indicate that it is not applicable. If Item 38 has been coded
“Permit required” enter the minimum vertical clearance to the nearest tenth of a foot imposed at the
site, as measured above a datum specified on a navigation permit issued by the control authority.
The measurement is coded as a 4-digit number, rounded down to the nearest tenth of a foot. This
measurement will show the clearance that is allowable for navigational purposes. The decimal point
can be omitted if not required, but it should be included when needed.

In the case of a swing or bascule bridge, the vertical clearance is measured with the bridge in the
closed position (i.e., open to vehicular traffic). The vertical clearance of a vertical lift bridge is
measured with the bridge in the raised or open position. Also, note that the clearance coded for Item
116 - Minimum Vertical Lift Clearances is for the closed position.

Examples:

Measured Vertical Clearance Code

Item 38 coded as "N/A" 0
50’ 00” 50.0 (or 50)

6-19
 20’ 10” 20.8
24’ 11” 24.9 (always round down to be more restrictive)

ITEM 40—NAVIGATION HORIZONTAL CLEARANCES

This 5-digit field is coded only if Item 38 - Navigation Control Exists has been coded “Permit
required”, in which case this item is recorded as the minimum horizontal clearance to the nearest
tenth of a foot. This measurement is shown on the navigation permit and 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 as a 5-digit number rounded down to the nearest tenth of a foot. Code "0" if Item 38 -
Navigation Control is coded “Permit not required” or “N/A – no waterway”
Examples:
Horizontal Clearance Code
Item 38 coded as "0" 0
53’ 11” 53.9 (always round down to be more restrictive)
95’ 00“ 95.0
553’ 9“ 553.7 (always round down to be more restrictive)

ITEM 116—MINIMUM VERTICAL LIFT CLEARANCES

This field consists of 4 digits. Record to the nearest tenth of a foot (rounded down) the minimum
vertical clearance imposed at the site, measured above a datum specified on a navigation permit
issued by the control authority. Code this item only for vertical lift bridges in the dropped or closed
position, otherwise code "0.000"
Examples:

Vertical Clearance Code

Not a Vertical Lift Bridge 0
10’ 0” 10.0
24’ 11” 24.9 (always round down to be more restrictive)

LOAD RATING REVIEW RECOMMENDED

This field is a check box. If the box is checked, then it means the structure has been recommended
to be load rated. If the box is not checked, then it means that this structure has not been
recommended to be load rated.

RATING DATE

This item is the date when the structure was rated or when the last load rating event was entered or
published.

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ITEM 31—DESIGN LOAD

This item indicates the live load for which the structure was designed. For railroads, the numerical
value of the railroad loading is recorded on the form. Classify any other loading, when feasible,
using the nearest equivalent of the following loadings. This information is given on the bridge plans
or bridge card if available. This field contains the parameters listed below:

Code Description
1 H 10
2 H 15
3 HS 15
4 H 20
5 HS 20
6 HS 20 + Mod
7 Pedestrian
8 Railroad
9 HS 25
A HL 93
B Greater than HL 93
C Other
0 Other or Unknown

ITEM 70—POSTING

This item identifies if posting is required and to what extent. The National Bridge Inspection
Standards require posting of load limits only if the maximum legal load in the State produces
stresses in excess of the operating stress level permitted under the operating rating.

The codes "0" through "5" are used to indicate the percentage difference between the maximum legal
load and the operating rating capacity. This field contains the parameters listed below:

Code Relationship of Operating Rating to Maximum Legal Load

5 Equal to or above maximum legal load (Posting not required)
4 0.1 to 9.9% below maximum legal load (Posting required)
3 10.0 to 19.9% below maximum legal load (Posting required)
2 20.0 to 29.9% below maximum legal load (Posting required)
1 30.0 to 39.9% below maximum legal load (Posting required)
0 More than 39.9% below maximum legal load (Posting required)

This item evaluates the load capacity of a bridge in comparison to the state legal load. It differs from
Item 67 - Structural Evaluation in that Item 67 uses Item 66 - Inventory Rating, while the bridge
posting requirement is based on Item 64 - Operating Rating.

Although posting a bridge for load-carrying capacity is required only if the maximum legal load
exceeds the operating rating capacity, highway agencies may choose to post at less than the
operating rating capacity. There may be instances when Item 70 is coded to show that no posting is
required, yet the State or local government has decided to post at less than the operating rating.
Thus, Item 41 – Open/Posted/Closed and Item 70 will appear to be in conflict. This coding practice

6-21
is correct and acceptable, because the two items have different purposes and criteria. Item 70 shall
be coded "4" or less only if the legal load of the state exceeds that permitted under the operating
rating.

Posting a temporary bridge for load-carrying capacity requires special consideration. The load-
carrying capacity of the temporary bridge reflects its actual capacity at the operating rating.
However, the highway agency may choose to post at a lower level. This also applies to bridges with
temporary repairs or shoring.

ITEM 63—OPERATING TYPE

This item identifies which load rating method was used to determine the operating rating coded in
Item 64 for this structure. This item is entered by the Bridge Rating and Load Testing section of the
ALDOT Maintenance Bureau.

Code Description
0 Field evaluation and documents
1 Load Factor Design (LFD)
2 Allowable Stress Design (ASD)
3 Load and Resistance Factor Design (LRFD)
4 Load Testing
5 No rating analysis performed
6 Load Factor (MS18)
7 Allowable Stress (MS18)
8 LRFR (HL93)

A code of "0" should be used whenever the operating and inventory ratings are assigned (i.e.,
assigning values based on HS design level, visual inspections, etc.) instead of calculated.

ITEM 64—OPERATING RATING

This item identifies the operating rating, also known as capacity rating, refers to the maximum
permissible loading to which the structure may be subjected for the vehicle type specified in the
rating. This item is entered by the Bridge Rating and Load Testing section of the ALDOT
Maintenance Bureau.

It should be emphasized that only HS loading shall be used to determine the operating rating.

Example:

Description Code
HS 20 vehicle which has a weight of 36 tons 36.0
HS 15 vehicle which has a weight of 27 tons 27.0

The AASHTO Manual for Bridge Evaluation provides a choice of load rating methods, such as the
load and resistance factor design (LRFD) rating method, in addition to the allowable stress design
(ASD) and load factor design (LFD) methods.

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If the bridge will not carry a minimum of 3 tons of live load, the operating rating shall be coded
"00.0"; and consistent with the direction of the AASHTO Manual, it shall be closed.

Temporary bridges require special consideration in coding. In such cases, since there is no
permanent bridge, Items 64 and 66 should be coded as "00.0" even though the temporary bridge is
rated for as much as the full legal load. A bridge shored up or repaired on a temporary basis is
considered a temporary bridge and the inventory and operating ratings are coded as if the temporary
shoring were not in place. See Item 103 - Temporary Structure Designation for definition of a
temporary bridge.

Code "99.9" for a structure under sufficient fill such that (according to AASHTO design) the live
load is insignificant in the structure load capacity.

Examples:

Description Code

HS20 48.0
Temporary bridge 00.0
Shored-up bridge 03.0*
Structure under fill (not affected by live load) 99.9
* load capacity without shoring

ITEM 65—INVENTORY TYPE

This item identifies which load rating method was used to determine the Inventory Rating coded in
Item 66 for this structure. This item is entered by the Bridge Rating and Load Testing section of the
Maintenance Bureau of ALDOT.

Code Description
0 Field evaluation and documents
1 Load Factor Design (LFD)
2 Allowable Stress Design (ASD)
3 Load and Resistance Factor Design (LRFD)
4 Load Testing
5 No rating analysis performed
6 Load Factor (MS18)
7 Allowable Stress (MS18)
8 LRFR (HL93)

A code of "0" should be used whenever the operating and inventory ratings are assigned (i.e.,
assigning values based on HS design level, visual inspections, etc.) instead of computed.

ITEM 66—INVENTORY RATING

The inventory rating refers to the loading which can be safely applied to an existing bridge for an
indefinite period of time. This rating is normally less than the corresponding operating rating. Only
the HS loading will be used to determine the inventory rating. Code the inventory rating as a 3-digit

6-23
number to represent the total weight in tons of the entire vehicle measured to the nearest tenth of a
ton. The statements used for Item 64 - Operating Rating apply to Item 66 also.

Code "99.9" for a structure under sufficient fill such that (according to AASHTO design) the live
load is insignificant in the structure load capacity.

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Inventory – Admin Subtask

Figure 32: Admin Subtask

6-25
AGENCY BRIDGE ID

The Agency Bridge ID is Alabama’s bridge identification number (BIN). The BIN is a unique 6-
digit code used to identify each structure in the state. BIN’s are progressive, sequential numbers
assigned to all records in the state’s bridge database. Only one BIN is assigned to each physical
structure, and this BIN will never change during the life of the bridge. The BIN has no meaning
other than to be a unique unchanging number assigned to the bridge structure.

All BIN’s are assigned to each structure through the office of the Bridge Management Engineer in
the Central Office of the Alabama Department of Transportation.

ITEM 008 – NBI STRUCTURE NO

This item is the same as Agency Bridge ID.

NAME

This identifies the name given to a specific structure (if applicable).

ITEM 001A – FIPS STATE

This item identifies the state which the structure resides in. All structures will be coded “01
Alabama”.

ITEM 001B – FHWA REGION

This item identifies the FHWA region where the structure is located. All structures will be coded
“Region 4 – Atlanta”.

ITEM 002—AREA

This item identifies the Area where the structure is located.

This field contains the parameters listed below:
Guntersville
Tuscumbia
Birmingham
Alexander City
Tuscaloosa
Montgomery
Troy
Grove Hill
Mobile
Fayette
A map indicating area boundaries may be found in Appendix A of this manual.

6-26
When the bridge falls at the boundary between areas, it is identified as being in (and assigned to) the
county or area to the west or south of the boundary. As a general rule, even numbered routes are
understood to run from west to east, and odd numbered routes are understood to run from south to
north. This method of assigning a bridge to a county and area is used unless a written agreement
between the two counties or areas is on file in the bridge folder.

ITEM 003—COUNTY

This item identifies the county where the structure is located. A complete listing of the counties may
be found in Appendix C of this manual.

When the bridge falls at the boundary between counties, it normally belongs to the west or south
county. This method of assigning a bridge to a county is used unless a written agreement between
the two counties is on file in the bridge folder in the bridge inspector's office.

ITEM 004—CITY/TOWN/PLACECODE

This item identifies the city, town, township, village, or other census-designated place where the
structure is located. A complete listing of the cities, towns, townships, villages, or other census-
designated places may be found in Appendix B of this manual.

If the structure does not fall within the boundary of a city/town/placecode, then “Unknown” shall be
selected.

ITEM 006A—FEATURE INTERSECTED

This item is a 24 digit field that identifies the features intersected by the structure. When item 5A
indicates an "under" record, this item describes the inventory route and/or features under the
structure.

When one of the features intersected is another highway, the signed route number or name of the
highway appears first (leftmost) in the field. The names of any other features follow, separated by
semicolons or commas. Parentheses are used to provide a second identification of the same feature
(see fourth example).

Examples:
L&N RAILROAD (ABANDONED)
I 20, US 78, MILL ROAD
ALA 6, WARRIOR RIVER
ALA 13 (POND ROAD)
ALAMUCHEE CRK.

ITEM 7—FACILITIES CARRIED

This item is an 18 digit field that identifies the facility being carried by the structure. In all situations
this item describes the use "on" the structure, even when item 5A indicates an "under" record. The
following examples illustrate proper coding.

6-27
 Examples:
U. S. 80
COUNTY ROAD 450
US 98
MAIN STREET
C & 0 RAILROAD (appropriate for "under" record only)
PEDESTRIAN BRIDGE (appropriate for "under" record only)

ITEM 009—LOCATION

This item is a 25-digit descriptive narrative capturing where the bridge is located. It is
recommended that the location be a distinguishable feature on an official Department map, such as a
road junction or a recognizable topographical feature like a river.

The following examples illustrate proper coding:

Examples:

1.5 mi. E OF JCT US 11

6.0 mi. SW OF ELBA
3.5 mi. S OF JCT ALA 20
4.1 mi. N OF WARRIOR R

ITEM 016—LATITUDE

This item identifies the latitude of each structure in degrees, minutes, and seconds to the nearest
hundred of a second. This is an 8-digit field. The degrees of latitude for the state of Alabama must
be between 30 to 35 degrees. The location of the point to be coded is usually at the beginning of the
bridge in the direction of the inventory route or any other consistent point of reference on the bridge
which is compatible with the LRS. The reason for the specified precision is to facilitate the use of
Global Positioning System (GPS) data directly into this item. If GPS readings are not available, the
most accurate measuring methods available and level of precision may be used. The preferred
precision is to the nearest hundred of a second. The following example illustrates the coding:

Example Code
Latitude is 33o, 27', 18.55" 33d 27’ 18.55” (to match GPS)

ITEM 017—LONGITUDE

This item identifies the longitude of each structure in degrees, minutes, and seconds to the nearest
hundred of a second. This is an 8-digit field. The degrees of longitude for the State of Alabama
must be between 84 to 88 degrees. The location of the point to be coded is usually at the beginning
of the bridge in the direction of the inventory route or any other consistent point of reference on the
bridge which is compatible with the LRS. The reason for the specified precision is to facilitate the
use of Global Positioning System (GPS) data directly into this item. If GPS readings are not
available, the most accurate measuring methods available and level of precision may be used. The
preferred precision is to the nearest hundred of a second. The following example illustrates the
coding:

6-28
 Example Code
Longitude is 84o, 5', 50.65" 084d 05’ 50.65” (to match GPS)

ITEM 098AA—BORDER STATE

This item identifies any structures that cross the Alabama border. If a structure crosses the Alabama
border into a neighboring state, it will need to be coded as one of the following states:

Parameters
Florida
Georgia
Mississippi
Tennessee

If this structure is not on an Alabama border then this field will need to be coded “Not Applicable”.

ITEM 098B – SHARE (%)

This item identifies the percentage of total deck area of an existing bridge that the neighboring State
is responsible for funding.

If a neighboring state codes the structure and accepts 100% of the responsibility, but Alabama still
codes a record for the structure, then Item 098B should be coded "99" to represent that Alabama has
no responsibility for the structure. Two examples are shown below to illustrate share coding:

Share(%)
A structure connects Alabama and Georgia
and Georgia is responsible for funding 45
45 percent of future improvement costs.

A structure connects Alabama and Mississippi

and Mississippi is not responsible for 00
any funding of future improvement costs.

If the structure is not on a state border, code this field ‘0’.

ITEM 098AB – BORDER FHWA REGION

This item identifies the FHWA Region for all structures that have a border state. If the structure is
coded as having a border state then this field will need to be coded “Region 4 – Atlanta”. If the
structure does not have a border state then this field will need to be coded “Not Applicable”

ITEM 099—BORDER STRUCTURE NUMBER

This item identifies the border state’s structure number. If the structure has a border state then the
neighboring State’s 15-digit National Bridge Inventory structure number should be coded here. This
number must match the neighboring State’s submitted NBI structure number. The entire 15-digit
field must be accounted for including zeroes and blank spaces whether they are leading, trailing, or

6-29
embedded in the 15-digit field. If Item 98 is coded “Not Applicable” then this item must be left
blank.

ITEM 027—YEAR BUILT

Enter the year of construction of the structure. Code all 4 digits of the year in which construction of
the structure was completed. If the year built is unknown, provide a best estimate. Do not enter the
year of reconstruction, which is described by item 106.

Examples: Code
Construction completed: 1954 1954
1956 1956
1892 1892

ITEM 106—YEAR RECONSTRUCT

Enter a 4-digit code for the year of the most recent reconstruction of the structure. Code all 4 digits
of the latest year in which reconstruction of the structure was completed. If there has been no
reconstruction, code "0000."

For a bridge to be defined as reconstructed, 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 the
amount of Federal-aid, State, or local funds used.

Some examples of the types of eligible work that are not considered as reconstruction are shown in
the following list:

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

(2) Painting of structural steel.

(3) Overlay of bridge deck as part of a larger highway surfacing project (for example, overlay
carried across bridge deck for surface uniformity without additional bridge work).

(4) Utility work.

(5) Emergency repair to restore structural integrity to the previous status following an accident.

(6) Retrofitting to correct a deficiency which does not substantially alter physical geometry or
increase the load-carrying capacity.

(7) Work performed to keep a bridge operational while plans for complete rehabilitation or
replacement are under preparation (for example, adding a substructure element or extra
girder).

Examples: Code

Bridge has never been reconstructed 0000

6-30
 Bridge was reconstructed in 1984 1984

Bridge was reconstructed in 1954 and 1986 1986

ITEM 042A—TYPE OF SERVICE

This item identifies the type of service "on" the bridge using one of the following parameters:

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

ITEM 042B—UNDER

This item identifies the type of service "under" the bridge using one of the following parameters:

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

6-31
ITEM 28B—LANES UNDER

This item identifies the number of lanes under the structure. It includes all lanes carrying highway
traffic (i.e., cars, trucks, buses) that are striped or otherwise operated as a full width traffic lane for
the entire length of the structure or under the structure by the owning/maintaining authority. This
also includes any full width merge lanes and ramp lanes, and is independent of direction of usage
(i.e., a 1-lane bridge carrying 2-directional traffic is still considered to carry only one lane on the
structure).

ITEM 021— MAINTENANCE RESPONSIBILITY

This item identifies the agency that has primary responsibility for maintaining the structure. If more
than one agency has equal maintenance responsibility, select the agency highest in the hierarchy of
State, Federal, county, city, railroad, and private. This field contains the parameters listed below:

Code Description
01 State Highway Agency
02 County Highway Agency
03 Town or Township Highway Agency
04 City or Municipal Highway Agency
11 State Park, Forest, or Reservation Agency
12 Local Park, Forest, or Reservation Agency
21 Other State Agencies
25 Other Local Agencies
26 Private (other than railroad)
27 Railroad
31 State Toll Authority
32 Local Toll Authority
60 Other Federal Agencies (not listed below)
61 Indian Tribal Government
62 Bureau of Indian Affairs
63 Bureau of Fish and Wildlife
64 U.S. Forest Service
66 National Park Service
67 Tennessee Valley Authority
68 Bureau of Land Management
69 Bureau of Reclamation
70 Corps of Engineers (Civil)
71 Corps of Engineers (Military)
72 Air Force
73 Navy/Marines
74 Army
75 NASA
76 Metropolitan Washington Airports Service
80 Unknown

6-32
ITEM 022—OWNER

This item identifies the owner of the bridge. If more than one agency has equal ownership of the
structure, select the agency highest in the hierarchy of State, Federal, county, city, railroad, and
private. The parameters for this item are the same parameters used for Item 021 – Maintenance
Responsibility.

ALDOT DISTRICT

This item identifies the Departments district where the bridge is located. A map indicating the
district boundaries may be found in Appendix A of this manual. The parameters in this field are
District 1 through District 6.
When a bridge falls on the boundary between two districts, it is identified as being in (and assigned
to) the district to the west or south of the boundary. This method of assigning a bridge to a district is
used unless a written agreement between the two districts is on file in the bridge folder.

ITEM 112—NBIS BRIDGE LENGTH

This item identifies whether the structure meets or does not meet the minimum length specified for a
bridge as designated by the National Bridge Inspection Standards as given below. This field
contains the parameters listed below:

Parameters
Long Enough
Too Short

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

6-33
Examples:

Figure 33: Examples of Measurement of Item 112.

6-34
(1) Item 112 - NBIS Bridge Length = 18’ = 20.78’

cos 30°

Figure 34: Examples of Measurement of Item 112.

6-35
ITEM 101—PARALLEL STRUCTURE

This item identifies 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. This field contains the parameters listed below:

Code Description
No parallel structure exists This structure does not have a parallel structure.
Left of parallel bridge This structure carries traffic in the opposite direction of
the route.
Right of parallel bridge This structure carries traffic in the direction of the
route.

Examples: Code
Structure #1 Right of parallel bridge
Structure #2 Left of parallel bridge

Figure 35: Examples for Item 101-Parallel Structure Designation

ITEM 103—TEMPORARY STRUCTURE DESIGNATION

This item identifies if a temporary structure or condition exists. If a temporary structure exists,
select “T Temporary”, if a temporary structure does not exists, select “Not Applicable (P)”.

6-36
Temporary structure(s) or conditions are erected to facilitate traffic flow, either before or during
modification or replacement of a deficient structure. Such temporary structures may include the
following:

1. Bridges shored up, including additional temporary support.

2. Temporary repairs made to keep a bridge open.
3. Temporary structures, temporary runarounds or bypasses.
4. Bridges that have temporary strength or support improvements to increase the
load carrying capacity.
5. Other temporary measures, such as barricaded traffic lanes to keep the bridge
open.

Temporary work is defined as a repair activity that is intended to keep the structure in some level of
service until such a time it can be replaced. Given that replacement funds are limited, temporary
work on a structure may be required to allow the structure to remain in service for a number of years.
Temporary work is generally supplementary in nature. A common example is the addition of false
bents. Work that is “in kind”, such as repair decks, is not considered temporary. Under such
conditions, that structure, regardless of its type is considered minimally adequate to remain in place
and evaluated accordingly.

If this item is coded "T Temporary," all recorded data is for the conditions of the structure without
temporary measures, except for the following items which are for the temporary structure.

Item Description
10 Inventory Route, Minimum Vertical Clearance
41 Structure Open, Posted, or Closed to Traffic
47 Inventory Route, Total Horizontal Clearance.
53 Minimum Vertical Clearance Over Bridge Roadway
54 Minimum Vertical Under Clearance
55 Minimum Lateral Under Clearance on Right
56 Minimum Lateral Under Clearance on Left
70 Bridge Posting

ITEM 037—HISTORIC SIGNIFICANCE

This item identifies the historical significance of the bridge. The historic significance of a bridge
involves a variety of characteristics. The bridge may be a particularly unique example of the history
of engineering; the crossing itself might be significant; the bridge might be associated with a
historical property or area; or historical significance could be derived from the bridge’s association
with significant events or circumstances. Use one of the following parameters to denote historical
significance. Note that all new bridges are to be coded "5 Not eligible for NRHP." Bridge
inspectors will be notified by the Central Office of any structures which have a code other than "5."

6-37
Code Description
1 Bridge is on the National Register of Historic Places.
2 Bridge is eligible for the National Register of Historic Places.
3 Bridge is possibly eligible for the National Register of Historic Places
(further investigation is required before determination can be made)
or bridge is on a State or local historic register.
4 Historical significance is not determinable at this time.
5 Bridge is not eligible for the National Register of Historic Places.

6-38
Inventory – Design Subtask

Figure 36: Design Subtask

6-39
ITEM 107—DECK STRUCTURE TYPE

This item identifies the type of deck system on the bridge. If a bridge has more than one deck
system, code the most predominant. Code "Not Applicable" for a culvert or arch with an earth fill
over it, and the approach roadway section is carried across the structure. This field contains the
parameters listed below:

Code Description
1 Concrete Cast-in-Place
2 Concrete Precast Panels
3 Open Grating
4 Closed Grating
5 Steel plate (includes orthotropic)
6 Corrugated Steel
7 Aluminum
8 Wood or Timber
9 Other
N Not applicable

ITEM 108A—DECK SURFACE TYPE

This item identifies the type of wearing surface on the structure. This field contains the parameters
listed below:

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
7 Wood or Timber
8 Gravel
9 Other
0 None (no additional concrete thickness or wearing surface is included in the
bridge deck)
N Not Applicable (applies only to structures with no deck, e.g. culvert with fill)

SUBITEM 108B-DECK MEMBRANE TYPE

This item identifies the material or type of construction used in any membrane associated with the
wearing surface. This field contains the parameters listed below:
Code Description
1 Built-up
2 Preformed Fabric

6-40
 3 Epoxy
8 Unknown
9 Other
0 None
N Not Applicable (applies only to structures with no deck)
A top or surface coating of epoxy, or any similar material, with or without sand, does not qualify as a
membrane. Only a material designed as a water barrier and placed concurrently with an overlay
qualifies.

ITEM 108C-DECK PROTECTION

This item is used to capture the type of deck protection. This field contains the parameters listed
below:

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 Not Applicable (applies only to structures with no deck)

ITEM 050A — CURB SIDEWALK WIDTH/LEFT

This item identifies the width of the left curb or sidewalk on the structure. "Left" and "Right" are
determined on the basis of the direction of the inventory route. Measurements are made to the
nearest hundredth of a foot. The total length of this field is 5 digits.

ITEM 050B — CURB SIDEWALK WIDTH/RIGHT

This item identifies the width of the right curb or sidewalk on the structure. "Left" and "Right" are
determined on the basis of the direction of the inventory route. Measurements are made to the
nearest hundredth of a foot. The total length of this field is 5 digits.

6-41
Figure 37: Examples for Items 50, 51 and 52

6-42
Figure 38: Examples for Items 50, 51 and 52

6-43
Examples: Code

Left Side Right Side 50a 50b

Curb or Sidewalk None 2.3 feet 0.000 2.300

3 feet 4.1 feet 3.000 4.100

3. 3 feet None 3.300 0.000

12.1 feet 11.5 feet 12.100 11.500

None None 0.000 0.000

6 feet 1.5 feet 6.000 1.500

22.31 feet 11.29 feet 22.310 11.290

(See figures 37 and 38 for additional examples.)

ITEM 052—DECK WIDTH

This item identifies the out-to-out width of the deck. This entry consists of a 5-digit number
representing the measured to the nearest tenth of a foot. If the structure is a through structure such as
a truss, this item represents the distance between superstructure members, otherwise the actual out-
to-out width of deck of the structure is coded. If 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 "0.000". This is considered
proper as a filled section over a culvert simply maintains the roadway cross-section. However, for
sidehill viaduct structures, code the actual out-to-out structure width (see Figure 5-8A).

The measurement should be exclusive of flared areas for ramps. Where traffic runs directly on the
top slab (or wearing surface) of the culvert, (e.g., a reinforced concrete 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. See the examples shown in Figures 37 and 38.

ITEM 033—BRIDGE MEDIAN

This item identifies the type of median on the structure. This field contains the parameters listed
below:

Code Description
0 No median
1 Open median
2 Closed median (no barrier)
3 Closed median with non-mountable barriers

The median is closed when the area between the two roadways at the structure is bridged over and is
capable of supporting traffic, as shown in Figure 39. All bridges that either carry one-way or two-
way traffic separated only by a centerline will be coded "0" for no median.

6-44
 Figure 39: Example for Item 33

DECK AREA

This item is the area of the deck in square feet. To calculate this item you will multiply Structure Length –
Item 49 by Deck Width – Item 52.

BRIDGE STATUS

This item identifies the status of the bridge. This field contains the parameters listed below:
Code Description
Inactive Structure not in service (either removed or closed permanently with no plans
to replace.
Active Structure is currently in service.
Proposed Structure is planned, under design/construction, or otherwise not yet in
service.

6-45
ITEM 045—NUMBER OF MAIN SPANS

This item identifies 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 on some bridges it may describe a unit
of material or design different from that of the approach spans.

In Alabama, the main spans are normally considered to be the portion of the structure which actually
go across the river (or road or railroad, etc.). For the majority of all bridges in this state, the main
spans comprise the whole structure, or the main spans are easily distinguished from the approach
spans.

For complex structures or unusual situations where it is difficult to tell the difference in the main
span and the approach spans, the inspector may contact the Bridge Section of the Maintenance
Bureau in the Central Office.

ITEM 043A—MAIN SPANS MATERIAL

This item identifies the kind of material and/or design for the main span of the bridge. This field
contains the parameters listed below:
Code Description
1 Concrete
2 Concrete continuous
3 Steel
4 Steel continuous
5 Prestressed concrete *
6 Prestressed concrete continuous *
7 Wood or Timber
8 Masonry
9 Aluminum, Wrought Iron, or Cast Iron
0 Other
* Post-tensioned concrete should be coded as prestressed concrete.

ITEM 043B—MAIN SPANS DESIGN

This item identifies the predominant type of design and/or type of construction for the main span of
the bridge. This field contains the parameters listed below:
Code Description
01 Slab
02 Stringer/Multi-beam or Girder
03 Girder and Floorbeam System
04 Tee Beam
05 Box Beam or Girders - Multiple
06 Box Beam or Girders - Single or Spread
07 Frame (except frame culverts, code 19)
08 Orthotropic
09 Truss - Deck
10 Truss - Thru

6-46
 11 Arch - Deck
12 Arch - Thru
13 Suspension
14 Stayed Girder
15 Movable - Lift
16 Movable - Bascule
17 Movable - Swing
18 Tunnel
19 Culvert (includes frame culverts)
20* Mixed types
21 Segmental Box Girder
22 Channel Beam
00 Other
*Applicable only to approach spans, see Item 44

Code

Examples: 43A 43B

Timber stringer/multi-beam or girder 7 02
Concrete Tee Beam 1 04
Timber Through Truss 7 10
Masonry Culvert 8 19
Steel Suspension 3 13
Continuous Concrete Multiple Box Girders 2 05
Simple Span Concrete Slab 1 01
Tunnel in Rock 0 18
Concrete Box Culvert 1 19

ITEM 46—NUMBER OF APPROACH SPANS

This item identifies the number of approach spans before and/or after the main spans of the bridge,
or the number of spans of material different from that of the main spans.

If there are no approach spans, code this item "0".

ITEM 044A—APPROACH SPAN MATERIAL

This item identifies the type of material and/or design for the approach spans to a major bridge, or to
describe spans composed of different structural materials.

The parameters for this item are the same as Item 43A-Main Spans Material. Enter a code of "Not
Applicable" if there are no approach spans. If the kind of material is varied, enter the code for the
most predominant.

6-47
ITEM 044B—APPROACH SPAN DESIGN

This item identifies the type of design for the approach spans to a major bridge, or to describe spans
composed of different structural materials.

The parameters for this item are the same for Item 43B-Main Spans Design. Enter a code of "Not
Applicable" if there are no approach spans. Use "20" when no one type of design or construction is
predominate for the approach units.

Code
Examples: 44A 44B
No approach spans N/A N/A
Simple prestressed concrete I-beam 5 02
Continuous concrete T-beam 2 04
Continuous steel deck truss 4 09

ITEM 034—SKEW

This item identifies the angle, less than 90 degrees, measured to the nearest degree, between the
centerline of a pier and a line perpendicular 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 field
measured. When the structure is on a curve or if the skew angle varies for some other reason, the
average angle is recorded, if reasonable. Otherwise, record "99" to indicate a major variation in
skews of the substructure units. This field contains the parameters listed below:

Examples:
Skew Angle Code
0 00
10 10
8 08
29 29

ITEM 035—STRUCTURE FLARED

This item identifies if the structure is flared (i.e., the width of the structure varies). Generally such
variance results 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 be ignored. This field
contains the parameters listed below:

Code Description
1 Yes, structure is flared
0 No, structure is not flared

6-48
ITEM 048—MAXIMUM SPAN LENGTH

This item identifies the length of the maximum span measured to the nearest tenth of a foot. The
measurement is made along the centerline of the bridge, and the inspector writes on the BI-6 form
whether the measurement is center to center of bearing points or clear open distance between piers,
bents, or abutments. For culverts this distance is to represent the maximum barrel width.

Examples:

Length of Maximum Span Code

1222’ 4” 1222.3
40’ 4” 40.3 (leading zeroes not required)
117’ 0” 117.0 (or 117, decimal is not required for this case)

ITEM 049—STRUCTURE LENGTH

This item identifies the length of the entire structure measured to the nearest tenth of a foot. The
measurement is made along the centerline of the roadway. For bridges, the length is the distance
from paving notch to paving notch (or back to back of abutment walls). Tunnel length should be
measured along the centerline of the roadway. For culverts, the length is the distance between
inside faces of exterior walls. Culvert lengths should be measured along the centerline of roadway
regardless of their depth below grade. Figures 2-2 and 2-3 illustrate the measurement.

Examples:
Structure Length Code
120’ 1” 120.1 (Leading zeroes need not be entered)
103’ 6” 103.5
333’ 0 333.0 (or 333, decimal is not required for this case)
10,123’ 5” 10123.4
20,111’ 1” 20111.0

TOTAL LENGTH

This item identifies the total length of the structure. This item should be the same length as
Structure Length – Item 49.

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Inventory – Roads Subtask

Figure 40: Roads Subtask

6-50
ROAD/ROUTE NAME

This item identifies the name of the route that is associated with Roadway (005A). If the structure
just has a “Route on Structure” then the Road/Route Name will mirror Item 7 – Facility Carried. If
the structure has a “Route Under” then the Road/Route Name will need to be coded the appropriate
name of the route under the structure.

ITEM 005A POSITION/PREFIX

There are two distinct types of records in the SI & A file. The first of these is for "on" records, and the second
is for "under" records. This item is used to distinguish between "on" and "under" records. It must be
emphasized that all route-oriented data must agree with this coding as to whether the inventory route is "on"
or "under" the structure. This field contains the parameters listed below:

Parameters:
Route on Structure
Route Under

"On" means that the inventory route is carried "on" the structure. Each bridge structure carrying highway
traffic must have a “Route on Structure” record identified with Item 5A. All of the NBI data items must be
coded, with respect to the structure and the inventory route "on" it.

"Under" means that the inventory route goes "under" the structure. If an inventory route beneath the structure
is a Federal-aid highway, is a STRAHNET (see the BI-6 Inventory – Roads Subtask section) route or
connector, or is otherwise important, a record must be coded to identify it. If only one under route exist, code
One Route Under. If multiple under routes exist, begin with 1st Route Under, and continue adding
corresponding under records for each additional route. For example, if a structure has 3 under routes, you will
need to create 1st Route Under, 2nd Route Under, and 3rd Route Under records.

In most cases, when this item is coded as "under", only the items on the Inventory – Roads Subtask must be
entered. However, there are unique situations in which a structure coded as under must have all of the data
items coded. These situations are described as follows:

1. When Subfield 43B, under Item 43 - Structure Type, is coded as a tunnel ("18")

2. When Subfield 42A, which describes the type of service "on" the bridge is coded
as "2" (railroad), "3" (pedestrian exclusively), or "9" (building plaza).

These examples typify "under" records for structures which do not have an "over" record associated with
them.

ITEM 5B—KIND HWY (RT PREFIX)

This item identifies the route signing prefix (administrative class of road) for the inventory route
using one of the following parameters:

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 Code Description
1 Interstate highway
2 U.S. numbered highway
3 State highway
4 County highway
5 City street
6 Federal lands road
7 State lands road
8 Other (include toll roads not otherwise indicated or identified above)

When 2 or more routes are concurrent (on the same roadway), the highest class of route will be used.
The hierarchy is in the order listed above. For example, if a single route is signed as both U.S. 82
and Alabama 6, it will be coded "2" because the U.S. numbered highway is higher in the hierarchy
than the state highway.

ITEM 005C—DESIGNATED LEVEL SERVICE

This item identifies the designated level of service for the inventory route, using one of the following
parameters:

Code Description
0 None of the below
1 Mainline
2 Alternate
3 Bypass
4 Spur
6 Business
7 Ramp, Wye, Connector, etc.
8 Service and/or unclassified frontage road

ITEM 005D— ROUTE NUMBER

This item identifies the inventory route number. The route number in this field must agree with the
route signing prefix coded in subfield 005B.
For "over" records (Item 5A = “Route on Structure”), if concurrent routes are of the same hierarchy
level, denoted by the route signing prefix, only the lowest numbered route will be used. For
example, where interstates I20 and I59 occupy the same roadbed, "00020" (lowest number) is
entered in this subfield. Code "00000" for bridges on roads without route numbers. For "under"
records (Item 5A = Route Under”), each route will have its own record.
In Item 005D, do not show the route prefix. For example, for I65 only the numerical "00065" goes
in Item 005D. The "I" portion is shown by coding Item 005B “Interstate”. Items 005B and 005D
must be in agreement. That is, where Item 005B indicates a U.S. route, Item 005D must contain that
U.S. route number (not the state route number).

ITEM 005E—SUFFIX

This item identifies the directional suffix of the inventory route number, when it is part of the route
number. This field contains the parameters listed below:

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 Code Description
0 Not applicable (usual coding for most routes)
1 North
2 East
3 South
4 West

In some cases, letters may be used with route numbers as part of the route numbers and not to
indicate direction. In such cases, the letter should be included in the 5-position route number field.

Examples: The following examples illustrate typical coding of the five subfields, in the Inventory
Route Item:

Description Code

5A 5B 5C 5D 5E

U. S. 11, on 1 2 1 00011 0

Interstate 65, on 1 1 1 00065 0

Interstate 10E, under 2 1 1 00010 2

State Highway 104, Spur, under 2 3 4 00104 0

U.S. 31E Bypass, on 1 2 3 00031 2

City street, on 1 5 0 00000 0

Ramp from I-85, under 2 1 7 00085 0

County Highway 173 on 1 4 1 00173 0

Interstate 20 under 2 1 1 00020 0

Interstate 59 on 1 1 1 00059 0

State Hwy 120 (STRAHNET Rt) under A 3 1 00120 0

Alternate State Hwy 130 under B 3 2 00130 0

Tunnel on Interstate 10 2 1 1 00010 0

ITEM 006B—CRITICAL FACILITY

This item identifies if the structure is on a critical facility. A structure on a designated STRAHNET
or STRAHNET connector highway and considered to be a critical facility is identified by coding this
item “* Defense-critical”, and a non-critical facility will be coded as “Not Applicable”.

6-53
ITEM 011—KILIOMETER / MILE POINT

This item identifies the linear referencing system (LRS) milepoint to establish the location of the
bridge on the Base Highway Network as identified in Item 012. The milepoint is a 7-digit number
which is coded to the nearest thousandth of a mile. The location to be coded is at the beginning of
the structure in the direction of increasing milepoints along the LRS Inventory Route identified in
Item 13A.

This item must be coded for all structures located on or overpassing the Base Highway Network.
For structures carrying the LRS Inventory Route, code the milepoint at the beginning of the structure
(i.e. the lowest milepoint on the bridge). When the LRS Inventory Route goes under the structure
(Item 5A coded “Route Under”), then code the milepoint on the underpassing route where the
structure is first encountered.

Code all zeroes if a milepoint location cannot be determined or is not appropriate. If the beginning
of the structure falls at the beginning of a route, the milepoint would normally be zero; however, it is
to be coded with the nominal value of 0000.001 instead.

ITEM 012—NATIONAL BASE NET

This item identifies all the structures that are on the National Base Highway network including the
through lane (mainline) portions of the NHS, rural/urban principal arterial system and rural minor
arterial system. Ramps, frontage roads and other roadways are not included in the National Base
Highway Network. In order to determine if the structure is included in the National Base Network,
contact an Area office. This field contains the parameters listed below:

Parameters
Not on the Base Network
On Base Network

ITEM 013A—LRS INVENTORY ROUTE

This item identifies the LRS inventory route number of the inventory route identified in Item 5A. If
Item 012-National Base Net is to be coded "On Base Network”, the information to be recorded for
this item is the inventory route for the state's linear referencing system (LRS).

The LRS inventory route numbers to be reported in this item must correspond to the LRS inventory
route numbers reported by the state for HPMS.

The LRS inventory route number can be alphanumeric. The LRS inventory route number is not
necessarily the same as that posted along the roadway, but is a number used to uniquely identify a
route within at least a county and perhaps throughout the state. The last digit of the LRS inventory
route is used to record the directional suffix of the inventory route, when it is part of the route
number. When a directional suffix is not part of the route number, then the last digit of this subfield
should be left blank.

Code Description
IN Interstate
AL Alabama State Route

6-54
 CO County Route
MU Municipal, City Route
NG National Guard
PF Park/Forest Route
OS Other State Route
OF Other Federal Route

Examples: Code
Inventory Route I65 000IN0065
Inventory Route AL 75 E 000AL0075E

ITEM 013B—SUB NUMBER

This item identifies the subroute number of the LRS Inventory Route. The subroute number is a
number that uniquely identifies portions of an inventory route section where duplicate milepoints
occur. These subroute numbers, if they exist, are identified in the State's HPMS-LRS records. If
there is no subroute number, code "00" for Item 13B.

ITEM 020—TOLL FACILITY

This item identifies the toll status of the structure. Interstate toll segments under Secretarial
Agreement (Title 23 - United States Code - Highways Section 129) are identified separately. This
field contains the parameters listed below:

Code Description
1 Toll bridge. Tolls are paid specifically to use the structure.
2 The bridge carries a toll road. Tolls are paid to use both the highway
and the bridge.
3 The bridge is toll-free and carries a toll-free highway. (This is the
usual code for the state of Alabama)
4 The bridge is part of the Interstate Highway toll segment under
Secretarial Agreement. Structure functions as part of the toll segment.
5 The bridge is not part of the Interstate Highway toll segment. It is in a
separate toll segment under the Secretarial Agreement.

ITEM 026—FUNCTIONAL CLASS

This item identifies the functional classification of the inventory route identified in Item 5A. To
determine the functional classification, consult the Functional Classification maps distributed to
inspectors by the Central Office. This map should be reviewed during each inspection since the
functional classification of the route may have changed. This field contains the parameters listed
below:

Code Rural Description

01 Principal Arterial-Interstate (Federal Aid)
02 Principal Arterial-Other (Federal Aid)
06 Minor Arterial (Federal Aid)
07 Major Collector (Federal Aid)

6-55
 08 Minor Collector (Non Federal Aid)
09 Local (Non Federal Aid)
Urban
11 Principal Arterial-Interstate (Federal Aid)
12 Principal Arterial-Freeway or Expressway (Federal Aid)
14 Other Principal Arterial (Federal Aid)
16 Minor Arterial (Federal Aid)
17 Collector (Federal Aid)
19 Local (Non Federal Aid)

The bridge shall be coded rural if not inside a designated urban area. The urban or rural designation
shall be determined by the bridge location and not the character of the roadway.

ITEM 102— TRAFFIC DIRECTION

This item identifies the direction of traffic on the inventory route identified in Item 5A. This item
must be compatible with other traffic-related items such as Item 28A Lanes, Item 29 - ADT, Item 47
- Horizontal and Item 51 - Roadway. For example, parallel bridges with an open median are coded
as follows—if the direction of traffic is 2-way, Item 29 and Item 51 are coded for each bridge
separately. This field contains the parameters listed below:

Code Description
0 Highway traffic not carried
1 1-way traffic
2 2-way traffic
3 One-lane bridge for 2-way traffic

ITEM 028A—LANES

This item identifies the number of "on" lanes (being carried by the structure). This include all lanes
carrying highway traffic (i.e., cars, trucks, buses) which are striped or otherwise operated as a full
width traffic lane for the entire length of the structure by the owning/maintaining authority. This
includes any full width merge lanes and ramp lanes, and is independent of direction of usage (i.e., a
1-lane bridge carrying 2-directional traffic is still considered to carry only one lane on the structure).
When the inventory route is "on" the bridge (Item 5A - Roadway is coded “Route on Structure”), the
sum of the total number of lanes on all inventoried routes on the bridge is coded. When the inventory
route is "under" the bridge, (Item 5A – Roadway is coded “Route Under”) the number of lanes being
identified by that record shall be coded.

When the route is “under” the structure, the obstruction over the inventory route may be something
other than a highway bridge (railroad, pedestrian, pipeline, etc.). Code "00" for these cases if there
are no highway lanes on the obstructing structure.

For example, if the structure has 3 lanes on the bridge and 2 lanes under, code Item 28A – 3 for
“Route on Structure” (Item 5A) and code Item 28A – 2 for “Route Under” (Item 5A).

6-56
SPEED

This item identifies the posted speed limit at the structure. The speed is entered in miles per hour.

ITEM 029—RECENT ADT

This item identifies the Annual Average Daily Traffic volume for the inventory route identified in Item 5A. The
value should be the most recent AADT counts available and should be no more than two years old. The AADT
should include trucks, even though trucks are referred to separately in Item 109 – truck %. If the bridge is closed,
code the actual AADT before the closure occurred. AADT values for State routes are collected and tabulated by
the Transportation Planning Bureau of the Department’s Central Office.

The AADT must be compatible with the other items coded for the bridge. For example, parallel bridges with an
open median are coded as follows: if Item 028A – Lanes and Item 051 - Roadway are coded for each bridge
separately, then the AADT must be coded for each bridge separately (i.e., directional and not the total AADT for
the route).

On routes where AADT is not available, the inspector shall develop a reasonable estimate, possibly
by observing traffic flow during the bridge inspection.

ITEM 030—YEAR

This item identifies the year that the AADT was calculated in Item 029. Code all 4 digits of the year
in this 4-digit field. The year of the AADT should not be more than two years older than the current
year.

Example: Code

Year of AADT is 1995 1995

ITEM 109—TRUCK %

This item identifies the percentage (XX%) of Item 029—AADT that is truck traffic. Do not include
vans, pickups or light delivery trucks in this percentage.

If this information is not available, an estimate which represents the average percentage for the
category of road carried by the bridge should be used. Leave this item blank if Item 029 (AADT) is
not greater than 100.

Examples: Code

Average Daily Traffic 35% trucks 35

7% 07

12% 12

6-57
ITEM 114—FUTURE ADT

This item identifies the forecasted annual average daily traffic (AADT) for the inventory route
identified in Item 5A. This will be projected at least 17 years but no more than 22 years from the
year that the data is submitted. The intent is to provide a basis for a 20-year forecast. This item may
be updated anytime, but must be updated when the forecast falls below the 17-year limit. If planning
data is not available, use the best estimate based on site familiarity.

Future AADT estimates for State routes may be obtained from the Transportation Planning Bureau
of the Department’s Central Office.

The future AADT must be compatible with the other items coded for the bridge. For example,
parallel bridges with an open median are coded as follows: if Item 28A (Lanes) and Item 51
(Roadway) are coded for each bridge separately, then the future AADT must be coded for each
bridge separately (not the total for the route).

Examples: Code

Future AADT 4,510 4510

540 540

15,600 15600

ITEM 115—FUTURE YEAR

This item identifies the year of the future AADT shown in Item 114. The projected year of future
AADT will be at least 17 years but no more than 22 years from the year data is submitted.

Example: Code

Year of Future AADT is 2034 2034

ITEM 100—DEFENSE HIGHWAY

This item identifies if the inventory route identified in Item 5A is on a STRAHNET highway. For
the purposes of this item, the STRAHNET connectors are included in the term STRAHNET. The
defense highway designation is shown on the Defense Requirement Section map, distributed by the
Central Office (available at Area offices). This field contains the parameters listed below:

Code Description
0 The inventory route is not a STRAHNET highway.
1 The inventory route is on an Interstate STRAHNET.
2 The inventory route is on a Non-Interstate STRAHNET.
3 The inventory route is a STRAHNET highway that goes over or under
another STRAHNET highway.

6-58
ITEM 104—NATIONAL HIGHWAY SYSTEM

This item identifies if the inventory route identified in Item 5A is on the Nation Highway System. In
order to determine if a structure is on the NHS, contact an Area office. This field contains the
parameters listed below:

Code Description
0 Inventory Route is not on the NHS
1 Inventory Route is on the NHS

ITEM 105—FEDERAL LANDS HIGHWAYS

This item identifies if the inventory route identified in Item 5A is on the Federal Lands Highway
Program. Structures owned by State and local jurisdictions on roads which lead to and traverse
through federal lands, sometimes require unique identification because they are eligible to receive
funding from the Federal Lands Highway Program. This field contains the parameters listed below:

Code Description
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

ITEM 110—NATIONAL TRUCK NETWORK

This item identifies if the inventory route identified in Item 5A is on the National Truck Network.
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). This network is available
for use by commercial motor vehicles of the dimensions and configurations specified in these
regulations. To determine if an inventory route is part of the national network for trucks, refer to the
Designated Highway System for Truck-Tractor-Semitrailer-Trailer Combinations listing provided by
the Central Office. This field contains the parameters listed below:

Code Description
0 The inventory route is not part of the national network for trucks.
1 The inventory route is part of the national network for trucks.

6-59
SCHOOL BUS RTE

This is a check box indicating if the inventory route identified in Item 5A is on a school bus route. If
the structure is on a school bus route check the box, but if the structure is not on a school bus route
do not check the box.

TRANSIT RTE

This is a check box indicating if the inventory route identified in Item 5A is on a transit route. If the
structure is on a transit route check the box, but if the structure is not on a transit route do not check
the box.

EMERGENCY RTE

This is a check box indicating if the inventory route identified in Item 5A is on an emergency route.
If the structure is on an emergency route check the box, but if the structure is not on an emergency
route do not check the box.

NBI RTE

This is a check box indicating if the inventory route identified in Item 5A is on a NBI route. If the
structure is on a NBI route check the box, but if the structure is not on a NBI route do not check the
box.

6-60
Inventory – Roads Subtask (continued)

Figure 41: Roads Subtask Continued

6-61
ITEM 010—VERTICAL

This item identifies the minimum vertical clearance of the inventory route identified in Item 5A.
The distance is coded by rounding down to the nearest hundredth of a foot. This distance indicates
the maximum height of a ten foot wide vehicle that can travel on the paved portion of the inventory
route at the location of the structure. In other words, the minimum clearance is for a 10-foot width
of pavement or traveled part of the roadway where the clearance is the greatest.

For structures having multiple openings, the clearance for each opening is recorded in the field book
or BI-6 form; however, only the greatest of the minimum clearances of the openings is coded
regardless of the direction of travel. This would be the practical maximum clearance. When no
restriction exists, code "99.99".

Examples:

Min Vert Clearance Code

15.33 feet 15.33

No restriction 99.99

ITEM 047—HORIZONTAL

This item identifies the total horizontal clearance of the inventory route identified in Item 5A. The
measurement is recorded and coded to the nearest hundredth of a foot. The purpose of this item is to
give the largest available clearance for movement of wide loads. When the restriction is 100 feet or
greater, this item should be coded "99.99." The following are some examples of total horizontal
clearance:

1. The horizontal distance between two restrictive features limiting the inventory route
either "on" or "under" the structure. Examples of restrictive features are curbs, rails,
walls, piers, abutments, slopes, raised or non-mountable medians, and other structural
features limiting the roadway.

2. In the case of a structure with no restrictions (no median or with a mountable

median), the total horizontal clearance is the distance between two restrictive features
limiting the roadway.

3. If the median is raised, non-mountable, or an under route divided by piers, then the
total horizontal clearance is the greater of the two horizontal clearances measured
between two restrictive features in either direction, but not both directions.

Examples:

6-62
 Figure 42: Example Inventory Route, Total Horizontal Clearances

ITEM 032—APPROACH ROAD

This item identifies the approach roadway width of the inventory route identified in Item 5A. The
measurement is recorded and coded to the nearest tenth of a foot. This width represents the normal
width of usable roadway approaching the structure. Usable roadway width includes the width of
traffic lanes, plus the widths of shoulders where the 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 being carried. Unstabilized grass or dirt, with no base course, flush with and beside
the traffic lane is not considered a shoulder for this item.

For structures with medians of any type and double-decked structures, this item is coded as the sum
of the usable roadway widths for the approach roadways (i.e., all median widths which do not
qualify as shoulders are not included in this dimension.) When there is a variation between the
approaches at either end of the structure, the width of the most restrictive end is coded.

6-63
 Figure 43: Example for Item 32

Examples:

Left Left Median Right Right

Shoulder Roadway Shoulders Roadway Shoulder Code
4.0 - - 16 6 026
6.0 - - 36 12 054
12.0 48 30 48 12 150
10.0 24 16 36 10 096

The last example above represents the coding method for a structure in which the most restrictive
approach has the cross section shown in Figure 43.

Figure 44: Example for Item 32

Regardless of whether the median is open or closed, the data must be compatible with the other
related route and bridge data (i.e., if Item 051 - Roadway is for traffic in one direction only, then
Items 028A, 029, 032, etc. must be for traffic in one direction only).

If a ramp is adjacent to the through lanes approaching the structure, it shall be included in the
approach roadway width. The total approach roadway width for the example in Figure 44 is 94 feet
(a code of "94.0").

ITEM 051—ROADWAY

This field identifies the structures total roadway width of the inventory route identified in Item 5A.
The width measured is the sum of the widths of all lanes and shoulders carried by the structure
(regardless of direction of traffic), but should not include raised or non-mountable medians, open
6-64
medians, barrier widths, and barrier protected bicycle and equestrian lanes. The width recorded
should be the most restrictive minimum distance. 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 measurement is recorded and coded to the nearest tenth of
a foot

Where the roadway is on earth fill carried across a structure and the headwalls or parapets do not
affect the flow of traffic, code "0". This is considered proper since as a filled section simply
maintains the roadway cross-section. However, for sidehill viaduct structures, code the actual full
curb to curb roadway width (see figure 45A).

Where traffic runs directly on the top slab (or wearing surface of a culvert-type structure, e.g., box
culvert 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. The data
recorded for this item must be compatible with other related route and bridge data (i.e., Items 28A,
29, 32, etc.). See Figures 43, 44 and 45 for examples.

Figure 45: Example for Item 51

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Figure 46: Example for Items 51 and 52

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Examples:

Bridge Roadway Width Code

16.00 feet 16
21.43 feet 21.430
789.22 feet 789.220
110.13feet 110.130

ITEM 019—LENGTH

This item identifies the detour length in miles for this structure. The detour length should represent
the total additional travel for a vehicle which results from the closing of a bridge.

If a ground level bypass is available at the structure site for the inventory route, code the detour
length as "000." If the bridge is one of twin bridges and is not at an interchange, code "001" where
the other twin bridge can be used as a temporary bypass with a reasonable amount of crossover
grading. In other cases, indicate the actual length of the detour route to the nearest mile. Code
“199” for 199 miles or more.

One factor to consider when determining if a bypass is available at the site is the potential for
moving vehicles, including military vehicles, around the structure. This is particularly true when the
structure is in an interchange. For instance, a bypass would probably be available in the case of
diamond interchanges, interchanges where there are service roads available, or other interchanges
where the positioning and layout of ramps are such that they could be used without difficulty to get
around the structure.

The detour route will be established following allowable criteria determined by the governing
authority. (Some authorities will not allow a designated detour over a road or bridge of lesser
"quality.")

Several examples are presented to illustrate the manner in which detour distances are calculated and
coded. Following that, Figures 47 and 48 provide a graphic representation of detour distance
calculations.

Examples: Code
Two lane road, 6-mile detour 6
Two lane road, 4-mile detour (see Figure 47) 4
Two lane road, alternate route available at
same net length (see Figure 48) 000
Diamond interchange, structure bypassable 000
Diamond interchange, structure bypass 4
Structure over river; 121-mile detour 121
Structure over highway, no interchange,
bypassable at ground level 000
Structure on dead end road 199
Four lane divided highway with parallel bridge available 1

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 Bypass, Detour Length A To B = 4 Miles

Figure 47: Example for 19 - Detour Length

Bypass, Detour Length A to B = 0 Miles

Figure 48: Example for Item 19 - Detour Length

6-68
Inventory – Identification Subtask

Figure 49: Identification Subtask

6-69
ITEM 201—LOCAL IDENTIFIER

This item is a 4-digit field that can be used for non-state owned bridges. For these structures some
local government agencies may want to use and assign its own structure numbering scheme to the
structures under its jurisdiction. This item should be coded “NNNN” for state owned bridges.

ITEM 215—PREVIOUS STRUCTURE BIN(S)

This item identifies the previous bridge’s Bridge Identification Number (BIN). When an existing
bridge(s) is torn down and replaced, the new bridge is assigned a new BIN. The previous
structure(s) BIN is the inventory number for the old bridge(s) that was replaced. If the structure has
never been replaced, code this item with all zeroes. Note that the Alabama ID may be the same for
both the new and old structures, but they will each have a unique BIN.

ITEM 298—REPLACEMENT BIN

This item identifies the replacement bridge’s Bridge Identification Number (BIN). When a bridge(s)
is going to be replaced it is assigned a new BIN. The replacement structure(s) BIN is the inventory
number for the new bridge(s) that will be built. If the structure is not currently in the process of
being replaced, code this item with all zeroes. Note that the Alabama ID may be the same for both
the old and new structures, but they will each have a unique BIN.

ITEM 214—ADJACENT MAINLINE BIN

This item identifies the Bridge Identification Number (BIN) if the structure has an adjacent structure.
On the Interstate system or on other divided highways, there are usually twin, parallel or adjacent
bridges to carry traffic in opposite directions of travel. For any location where this occurs, record
the adjacent structure’s BIN in this field. If there is no adjacent mainline BIN code this item with all
zeroes.

ITEM 205—RELATIVE POSITION INDICATOR

This item identifies a structure's relative position to other structures which may overlap any
particular milepoint on the inventory route. This condition may occur at parallel structures, ramps,
service road structures or any combination of the above. Any single structure is to be coded "00."
Parallel structures by themselves are to be coded as "-1" for the leftmost structure in the direction of
the inventory route, and "1" for the rightmost. Where service road and ramp structures are present,
the same numbering scheme (i.e. -3, -2, -1, 0, 1, 2, 3) for the left and rightmost structure is to be
used.

ITEM 203—MPO CODE

This item identifies if a bridge is located in a MPO (Metropolitan Planning Organization)

jurisdiction. Contact the preconstruction engineer in the area office in which the structure is located
to determine if it is within a MPO jurisdiction. If the bridge is not in a MPO jurisdiction, code "Not
in an MPO." This field contains the parameters listed below:

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 Parameters
Not in an MPO
Auburn-Opelika Area
Birmingham Area
Calhoun Area
Columbus-Phenix City Area
Decatur Area
Dothan Area
Etowah Area
Huntsville Area
Mobile Area
Montgomery Area
Shoals Area
Tuscaloosa Area

ITEM 206—CONGRESSIONAL DISTRICT

This item identifies the U. S. Congressional District in which the bridge is located. If the bridge
crosses a boundary between two congressional districts, record the number of the district to the south
or to the west of the bridge.

For bridges on state routes, information on the correct district number may be obtained from the
Transportation Planning Bureau in the Central Office. For local government bridges, information on
the district number may be found in the voting registration office of the county courthouse. Valid
codes for this item are "01" through "07."

ITEM 207—SENATE DISTRICT

This item identifies the Alabama Senate District in which the bridge is located. If the bridge crosses
a boundary between two districts, record the number of the district to the south or to the west of the
structure.

For bridges on state routes, information on the correct district number may be obtained from the
Transportation Planning Bureau in the Central Office. For local government bridges, information on
the district number may be found in the voting registration office of the county courthouse. Valid
codes for this item are "01" through "35."

ITEM 208—HOUSE DISTRICT

This item identifies the Alabama House of Representatives District in which the bridge is located. If
the bridge crosses a boundary between two districts, record the number of the district to the south or
to the west of the structure.

For bridges on states routes, information on the correct district number may be obtained from the
Transportation Planning Bureau in the Central Office. For local government bridges, information on
the district number may be found in the voting registration office of the county courthouse. Valid
codes for this item are "001" through "105."

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ITEM 297—LOCAL COMMISSION DISTRICT

This item identifies the Local Commission District in which the bridge is located. If the bridge
crosses a boundary between two districts, this item has two fields to capture both districts. For the
majority of structures with a local commission district, they will only be in one district; therefore,
code the local commission district in the first field and code the second field “00”.

ITEM 294 — BRIDGE NAME/DESIGNATOR

This item identifies if the bridge name assigned to it was formally by governmental resolution or
locally developed. If the bridge was named by a governmental resolution code this field “A”, but if
the bridge name was locally developed code this field “B”. If the structure does not have a name,
leave this field blank.

ITEM 210—CPMS REFERENCE NUMBER

This item identifies the ALDOT CPMS (Comprehensive Project Management System) reference
number from the original construction of the structure. If there have been subsequent projects
performed on this bridge since its original construction, then reference numbers for the subsequent
projects may be entered on the Bridge Notes Task (BI-13).

Examples:

Code

CPMS reference number 100032812

ITEM 292— PROJECT NUMBER

This item identifies the Federal Aid Project Number.

Examples:

Code

Project number BRZ – 5400 (16)

ALABAMA ID

This item identifies the Alabama ID. The Alabama ID was formerly known as the structure number
in ABIMS. This item is made up of multiple items. For state structures the Alabama ID is made up
of the Bridge Status, Item 13A – LRS Inventory Route, Item 3 – County, Item 11 – Mile Point, and
Item 101 – Parallel Structure. For structures owned by a local agency, the Alabama ID is made up
of the Bridge Status, Item 13A – LRS Inventory Route, Item 3 – County, Item 201 local Identifier,
and Item 101 – Parallel Structure.

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ALDOT REGION

This item identifies the Department Region in which the bridge is located. A map indicating the
Region boundaries may be found in Appendix A of this manual.

When the bridge falls at the boundary between two regions, it is identified as being in (and assigned
to) the region to the west or south of the boundary. This method of assigning a bridge to a region is
used unless a written agreement between the two regions is on file in the bridge folder.

ITEM 293—INSPECTION AGENCY

This item identifies the agency that has inspection responsibility for the structure If more than one
agency has equal inspection responsibility for the structure, select the agency highest in the
hierarchy of State, Federal, county, city, railroad, and private. This field contains the parameters listed
below:

Code Description
01 State Highway Agency
02 County Highway Agency
03 Town or Township Highway Agency
04 City or Municipal Highway Agency
11 State Park, Forest, or Reservation Agency
12 Local Park, Forest, or Reservation Agency
21 Other State Agencies
25 Other Local Agencies
26 Private (other than railroad)
27 Railroad
31 State Toll Authority
32 Local Toll Authority
60 Other Federal Agencies (not listed below)
61 Indian Tribal Government
62 Bureau of Indian Affairs
63 Bureau of Fish and Wildlife
64 U.S. Forest Service
66 National Park Service
67 Tennessee Valley Authority
68 Bureau of Land Management
69 Bureau of Reclamation
70 Corps of Engineers (Civil)
71 Corps of Engineers (Military)
72 Air Force
73 Navy/Marines
74 Army
75 NASA
76 Metropolitan Washington Airports Service
80 Unknown

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SPECIAL INSPECTION COUNT

This item identifies the number of Special (Interim) Inspection Types required for the structure. The
types of Special Inspections can be found on Item 92D – Special Inspection Type. Up to 4 types can
be identified. If no Special (Interim) Inspections are required code this item as N/A.

ITEM 92D—SPECIAL INSPECTION TYPE

This item identifies the types of Special (Interim) Inspections the structure might have. Each Special
Inspection Type must be captured in this field. This field contains the parameters listed below:

Parameters:
Segmental concrete
Cable stayed
Suspension and movable bridges
Pin and hanger details
Temporarily supported bridges
Bridges with fatigue cracking
Scour problems
Bridges damaged by vehicular or vessel impact or accident
Concrete bridges showing signs of distress for which plans are not available
Long span metal culverts and structural plate culverts
Interim inspections of bridges posted at operating rating
Interim inspection on bridges with condition grade of 4 or less

SPECIAL EQUIPMENT COUNT

This item identifies the number of special equipment used during the structure’s inspection. The
types of special equipment can be found on Item 222 – Special Equipment Used. Up to 7 types of
special equipment can be identified. If no special equipment is required, code this item “N/A”.

ITEM 222—SPECIAL EQUIPMENT USED

This item identifies the types of special equipment used during the structure’s inspection. All special
equipment used during the inspection must be captured in this field. This field contains the
parameters listed below:

Equipment
Snooper
All-terrain vehicle
Special ladder
Aerial bucket
Boat
Safety belt, line, etc.
Traffic Control
Catwalk

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ITEM 218—TOTAL EMP-HOURS FOR UNDERWATER INSPECTION

This item identifies the total hours spent at the bridge site by the diving crew. This entry covers all
parts of the inspection including setup, diving and other associated activities, but does not include
travel time. Time spent by all members of the diving crew are counted. For example, if a crew of
four takes a full eight hour day at the bridge site to perform the underwater inspection, then 32 hours
are entered for this item. The value is rounded up to the nearest whole number. If underwater
inspection is not required, or has not yet been performed, code this item "0."

ITEM 219A—SNOOPER INSPECTION REQUIRED

This item identifies whether a special vehicle is required to allow the inspector to examine
inaccessible portions of the bridge. The snooper vehicle uses a bucket mounted at the end of an
extension arm. It is normally used to view areas like the underside of extremely high structures
which cannot be reached with a ladder.

This item must be coded for all structures. If the structure requires a snooper inspection, then code
this item “Snooper Insp. Required”. If a snooper inspection is not required then code this item
“Snooper Insp. Not Req’d”.

ITEM 219B—SNOOPER INSPECTION FREQUENCY

This item identifies the frequency in which inspections requiring a special vehicle are made. If a
snooper inspection is required, enter the frequency of the snooper inspection in months. If snooper
inspection is not required, enter "00".

ITEM 220—LAST SNOOPER INSPECTION DATE

This item identifies the date of the last snooper inspection. If a snooper inspection is not required,
leave the date as 1/1/1900.

ITEM 224A—SCOUR INSPECTION REQUIRED

This item identifies if a Scour Inspection is required for the structure. If the structure is required to
be monitored for scour then code this item "Scour Monit. Req’d". If the structure does not require
scour monitoring then code this item "Scour Monit. Not Req’d".

ITEM 224B—SCOUR INSPECTION FREQUENCY

This item identifies the frequency of the scour inspection. If scour monitoring is required, the
frequency in months is coded in this field. If scour monitoring is not required, then code this field
"00".

ITEM 224C—SPECIAL INSPECTION DETAIL INDICATOR

This item identifies the presence of details which require special scour monitoring. If no special
details are required for scour monitoring, then this item will be coded "No Special Details". If
special details are required for scour monitoring, then this item will be coded "Sp Dets req’d for Sc
Mon". The special details will be given on the Bridge Notes Task and/or the Scour Plan of Action.

6-75
ITEM 225A—SCOUR COUNTERMEASURES REQUIRED

This item identifies if the structure requires scour countermeasures. If the structure requires scour
countermeasures, then code this field “Scour Counterm Req’d". If scour countermeasures are not
required, then code this field “Scour Counterm Not Req’d".

ITEM 225B—SCOUR COUNTERMEASURES PLANNED

If the structure requires scour countermeasures, this item identifies the date for the planned
countermeasures. If countermeasures are not required or have not been planned, then code this field
as 1/1/1900.

ITEM 225C—SCOUR COUNTERMEASURES COMPLETED

If scour countermeasures have been performed on this structure, then this item identifies the date the
work was completed. Note that Item 225C will only be coded upon receipt of written notification
from the Area, County or City of completion of planned countermeasures. If countermeasures are
not required or have not been completed, then code this field as 1/1/1900.

ITEM 113—SCOUR CRITICAL

This item identifies the degree to which the bridge is vulnerable to scour. To determine a bridge’s
current scour status, bridges are analyzed by hydraulic/ geotechnical/ structural engineers. Details
on conducting a scour analysis are included in the FHWA Technical Advisory 5140.23 entitled,
"Evaluating Scour at Bridges." Whenever a rating of " 2" or below is determined for this item, the
rating for Item 60—Substructure and other affected items (i.e., load ratings , superstructure ratings)
should be revised to be consistent with the severity of observed scour and resultant damage to the
bridge. A plan of action should be developed for each scour critical bridge. A scour critical bridge is
one with abutment or pier foundations rated as unsafe due to (1) observed scour at the bridge site or
(2) a scour potential as determined from a scour evaluation study. This field contains the parameters
listed below:

Code Description
N Not Over Waterway. The bridge is not over a waterway, therefore is not subject
to scour.
U Unknown Scour. 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 flood events.
T Tidal, Low Risk. 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 On Dry Land. Bridge foundations (including piles) well above flood water
elevations.
8 Stable Above Footing. Bridge foundations determined to be stable for the
assessed or calculated scour condition. Scour is determined to be above the top of

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 the footing (Example A) by assessment, by calculations or by installation of
properly designed countermeasures.
7 Countermeasures. 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 Calcs not made. Scour calculation / evaluation have not been made. (Use only to
describe cases where bridges have not been evaluated for scour potential).
5 Stable w/in footing. Foundations determined to be stable for assessed or
calculated scour condition. Scour is determined to be within limits of footing or
piles (Example B) by assessment, by calculations or by installation of properly
designed countermeasures.
4 Stable, needs action. Foundations determined to be stable for assessed or
calculated scour conditions; field review indicates action is required to protect
exposed foundations.
3 SC - Unstable. Structure is scour critical; 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 SC - Extensive Scour. Structure is scour critical; field review indicates that
extensive scour has occurred at bridge foundations; which are determined to
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 Item 60.
1 SC - Fail Imminent. Structure is scour critical; field review indicates that failure
of piers and/or abutments is imminent; bridge is closed to traffic. Failure is
imminent based on:
- 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 Item 60.
0 SC - Bridge Failed. Structure is scour critical; bridge has failed and is closed
to traffic.

ITEM 113B – SCOUR CRITICAL BRIDGE DESCRIPTION

This item identifies the description for scour critical bridges. If Item 113-Scour Critical is coded "N",
"U", "T", "9", or "6", then this field should be coded as "Culvert Not Evaluated." Otherwise, if Item

6-77
113- Scour Critical is coded as "0", "1", "2", "3", "4", "5", "7", or "8" then this field should be coded
using one of the parameters below:

Code Description
Eval by Asses-Cal Pend. Evaluations made by assessment. Calculations are
pending.
Culvert Evaluated Structure is a bridge culvert which has been evaluated.
Eval Based on Scour Cal Evaluations made based on scour calculations.
Culv not Assess-Low Risk Structure is a bridge culvert which has not been
assessed but is being reported as low risk as per FHWA
directives.
Str-Soild Rock-Assm Stab. Used only with 8-Stable Above Footing. This code
indicates that the structure is founded on solid rock.
Structure is assumed stable; calculations will not
accurately reflect stability.

In Alabama, the appropriate code will be entered by the ALDOT Maintenance Bureau for all bridges
in the database.

FOUNDATION TYPE

This item identifies the type of foundation for the structure and it’s susceptibility to scour and
erosion. If there is more than one type of foundation for the structure, the most prevalent foundation
type shall be used. If the foundation type is unknown or if the inspector is uncertain of the
foundation type, there is a greater cause for concern. This field contains the parameters listed below:

Parameters:
Pile
Rock
Spread
Unknown foundation type

FOUNDATION ELEVATION

This item identifies if the structure’s foundations have known elevations. This item is not dependent
on the type of foundation present. If the foundation elevations are unknown, there is a greater cause
for concern. This field contains the parameters listed below:

Parameters:
Known foundation elevations
Unknown foundation elevations

STREAMBED MATERIAL

This item identifies the type of material in the streambed at the structure. This field contains the
parameters listed below:

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Parameters:
Bedrock
Rock
Shale
Gravel
Sand or Clay
Clay or Loam
Muck or Unknown

6-79
Inventory – Identification Subtask (continued)

Figure 50: Identification Subtask Continued

6-80
ITEM 41—STRUCTURE TRAFFIC STATUS

This item provides information about the operational status of a structure. This field contains the
parameters listed below:

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 or rehabilitation.
G New structure not yet open to traffic.
K Bridge closed to all traffic.
P Posted for load (may include other restrictions such as temporary bridges
which are load posted).
R Posted for other load-capacity restrictions (speed, number of vehicles on
bridge, etc.)
The field review could show that a structure is posted, but Item 70 - Bridge Posting may indicate that
posting is not required. The apparent contradiction can be resolved and understood if one considers
the fact that Item 70 is based on the operating stress level, but Item 41 reflects the governing
agency’s posting procedures which may specify posting at some stress level less than the operating
rating.

ITEM 70—POSTING

This item identifies if posting is required and to what extent. The National Bridge Inspection
Standards require posting of load limits only if the maximum legal load in the State produces
stresses in excess of the operating stress level permitted under the operating rating.

The codes "0" through "5" are used to indicate the percentage difference between the maximum legal
load and the operating rating capacity. This field contains the parameters listed below:

Code Relationship of Operating Rating to Maximum Legal Load

5 Equal to or above maximum legal load (Posting not required)
4 0.1 to 9.9% below maximum legal load (Posting required)
3 10.0 to 19.9% below maximum legal load (Posting required)
2 20.0 to 29.9% below maximum legal load (Posting required)
1 30.0 to 39.9% below maximum legal load (Posting required)
0 More than 39.9% below maximum legal load (Posting required)

This item evaluates the load capacity of a bridge in comparison to the state legal load. It differs from
Item 67 - Structural Evaluation in that Item 67 uses Item 66 - Inventory Rating, while the bridge
posting requirement is based on Item 64 - Operating Rating.

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Although posting a bridge for load-carrying capacity is required only if the maximum legal load
exceeds the operating rating capacity, highway agencies may choose to post at less than the
operating rating capacity. There may be instances when Item 70 is coded to show that no posting is
required, yet the State or local government has decided to post at less than the operating rating.
Thus, Item 41 (Structure Traffic Status) and Item 70 will appear to be in conflict. This coding
practice is correct and acceptable, because the two items have different purposes and criteria. Item
70 shall be coded "4" or less only if the legal load of the state exceeds that permitted under the
operating rating.

Posting a temporary bridge for load-carrying capacity requires special consideration. The load-
carrying capacity of the temporary bridge reflects its actual capacity at the operating rating.
However, the highway agency may choose to post at a lower level. This also applies to bridges with
temporary repairs or shoring.

ITEM 63—OPERATING RATING TYPE

This item identifies which load rating method was used to determine the operating rating coded in
Item 64 for this structure. This item is entered in by the Bridge Rating and Load Testing Section of
the ALDOT Maintenance Bureau.

Code Description
0 Field evaluation and documents
1 Load Factor Design (LFD)
2 Allowable Stress Design (ASD)
3 Load and Resistance Factor Design (LRFD)
4 Load Testing
5 No rating analysis performed
6 Load Factor (MS18)
7 Allowable Stress (MS18)
8 LRFR (HL93)

A code of "0" should be used whenever the operating and inventory ratings are assigned (i.e.,
assigning values based on HS design level, visual inspections, etc.) instead of computed.

ITEM 64—OPERATING RATING

This item identifies the operating rating, also known as capacity rating, refers to the maximum
permissible loading to which the structure may be subjected for the vehicle type specified in the
rating. This item is entered by the Bridge Rating and Load Testing Section of the ALDOT
Maintenance Bureau.

It should be emphasized that only HS loading shall be used to determine the operating rating.

Example:
Description Code
HS 20 vehicle which has a weight of 36 tons 36.0
HS 15 vehicle which has a weight of 27 tons 27.0
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The AASHTO Manual for Bridge Evaluation provides a choice of load rating methods, such as the
load and resistance factor design (LRFD) rating method, in addition to the allowable stress design
(ASD) and load factor design (LFD) methods. Refer to Appendix I for more details about load
rating.

If the bridge will not carry a minimum of 3 tons of live load, the operating rating shall be coded
"00.0"; and consistent with the direction of the AASHTO Manual, it shall be closed.

Temporary bridges require special consideration in coding. In such cases, since there is no
permanent bridge, Items 64 and 66 should be coded as "00.0" even though the temporary bridge is
rated for as much as the full legal load. A bridge shored up or repaired on a temporary basis is
considered a temporary bridge and the inventory and operating ratings are coded as if the temporary
shoring were not in place. See Item 103 - Temporary Structure Designation for definition of a
temporary bridge.

Code "99.9" for a structure under sufficient fill such that (according to AASHTO design) the live
load is insignificant in the structure load capacity.

Examples:

Description Code
HS20 48.0
Temporary bridge 00.0
Shored-up bridge 03.0*
Structure under fill (not affected by live load) 99.9
* load capacity without shoring

ITEM 65—INVENTORY TYPE

This item identifies which load rating method was used to determine the Inventory Rating coded in
Item 66 for this structure. This item is entered in by the Bridge Rating and Load Testing Section of
the ALDOT Maintenance Bureau.

Code Description
0 Field evaluation and documents
1 Load Factor Design (LFD)
2 Allowable Stress Design (ASD)
3 Load and Resistance Factor Design (LRFD)
4 Load Testing
5 No rating analysis performed
6 Load Factor (MS18)
7 Allowable Stress (MS18)
8 LRFR (HL93)

A code of "0" should be used whenever the operating and inventory ratings are assigned (i.e.,
assigning values based on HS design level, visual inspections, etc.) instead of computed.

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ITEM 66—INVENTORY RATING

The inventory rating refers to the loading which can be safely applied to an existing bridge for an
indefinite period of time. This rating is normally less than the corresponding operating rating. Only
the HS loading will be used to determine the inventory rating. This item is entered by the Bridge
Rating and Load Testing Section of the ALDOT Maintenance Bureau.

Code "99.9" for a structure under sufficient fill such that (according to AASHTO design) the live
load is insignificant in the structure load capacity.

ITEM 249—RATING SPECIFICATION USED

This item identifies the specifications used to determine the rating for posting vehicles. This
specification may be different from the one recorded for Items 63 – Operating Rating Type and Item
65 – Inventory Rating Type. Load testing will not be included in this subfield since it is an analysis
method and not a specification. This field contains the parameters listed below:

Parameters:
LFD - Load Factor Design
ASD - Working Stress (Allowable Stress) Design
RFD - Load and Resistance Factor Design
Autostress Design
PE Inspection
Rated but Unknown
Not Rated
Other

ITEM 250A—RATING ANALYSIS PERFORMED MAJOR

This item is composed of two text subfields to describe the analysis tool which is used to rate each
bridge. This item will be coded only by personnel in the Bridge Rating and Load Testing Section of
the ALDOT Maintenance Bureau. The first subfield describes the predominant (major) analysis
procedure used for the structure (i.e., main spans, etc.) The second field shows the secondary (minor)
analysis procedure used for the structure (i.e., approach spans, span with no information, etc.). This
field contains the parameters listed below:

Parameters:
Live Load Negligible (for culverts)
PE Inspection
Hand Calculations
Load Test
AASHTO BARS
AASHTO BrR (Virtis)

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 BRASS Culvert
BRUFEM
Merlin DASH
Not Rated/Analyzed
Other

ITEM 251—RATING AGENCY

This item identifies who performed the rating. This item will be coded only by personnel in the
Bridge Rating and Load Testing Section of the ALDOT Maintenance Bureau. When counties or
municipalities rate their own bridges, they are to notify the Bridge Rating and Load Testing office
who will code this item as required. This field contains the parameters listed below:

Parameters:
ALDOT (Maintenance Bureau)
ALDOT (Bridge Bureau)
Bridge Owner (Not ALDOT)
Consultant
Not Rated/Analyzed

ITEM 252—DATE RATED

This item identifies the date when the last rating of the structure occurred. This item will be coded
only by personnel in the Bridge Rating ad Load Testing Section of the ALDOT Maintenance
Bureau.

The term "last rating" means the rating which produced the values that are coded in Item 254. If the
bridge has never been rated the date will be coded as 1/1/1900.

ITEM 253—RATING STATUS

This item identifies the rating status of the structure. This item will be coded only by personnel of
the Bridge Rating and Load Testing Section of the ALDOT Maintenance Bureau.

Subfield Description
253A Rating Published
253B Primary Rating Status
253C Secondary Rating Status

Subfield 253A - Rating Published: "Published" means that the rating results have been made
officially known to the owning agency and/or the public at large. This field contains the parameters
listed below:

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 Parameters:
Rating published
Rating not published

Subfield 253B - Primary Rating Status: This subfield is used to indicate any pending action
involving the rating status. The primary rating status is that which best describes the predominate
current stage of rating that a structure has reached. This field contains the parameters listed below:

Parameters:
Need Information
Received Information
Need More Information
Issues with Information
Clarify Information
Concrete – PE Inspection
No PE Inspection Allowed
Not Legal – Measure
Not Legal – Measure-High
Need Concrete Cores
Requested Concrete Cores
No Bridge Card
Rate with Std. Dwgs.
Rate with Plans
“Advanced” Analysis
Load Test Candidate
No Action

Subfield 253C - Secondary Rating Status: This subfield is used to describe the secondary rating
status. The secondary rating status is that which best describes the rating status not covered by
subfield 253B. The same parameters are used for this subfield as the parameters in subfield 253B.

ITEM 254(A – G)—LOAD LIMITS

These items capture the load limit in tons which may be carried by a bridge. They are to be coded
only by personnel of the Bridge Rating and Load Testing Section of the ALDOT Maintenance
Bureau. The load limits are expressed as seven subfields, corresponding to the types of vehicles
shown on load limit signs, as follows:

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 Subfield
254A Load Type H
254B Load Type Two-Axle
254C Load Type Tri-Axle Dump
254D Load Type Concrete Truck
254E Load Type 18 Wheeler
254F Load Type Six-Axle
254G Load Type School Bus

These load limits are the actual values as determined by the rating process. They may exceed the
legal limit for one or more vehicles. It is important to understand that even if a bridge rates higher
than the legal limit for a particular vehicle, that vehicle must still not exceed its allowable weight as
set by state and local law.

ITEM 257—REASON POSTED

This item is composed of two subfields. If a bridge is posted, this item is used to code the reason
why. The first subfield identifies the bridge element or combination of bridge elements that control
the bridge posting. The second subfield describes the condition of the elements, identified in the first
subfield.

Subfield 257A - Bridge Element or Elements which Control Posting: This subfield is used to
indicate the bridge element(s) that control the need for posting. This field contains the parameters
listed below:

Parameters:
Deck
Superstructure
Substructure
Deck + Super
Deck + Sub
Super + Sub
Deck + Super + Sub
Culvert
Not rated

Subfield 257B - Damaged Condition of Element(s) Identified in Subfield 257A: This subfield is
used to indicate the condition of the element(s) that control the need for posting. This field contains
the parameters listed below:

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 Parameters:
None / Condition Noted
Under Designed
Deterioration
Impact
Flood/Scour
Fire
Other
Not rated

Examples:
Description 257A 257B
Fire damaged deck and girders Deck + Super Fire
Under designed deck Deck Under Designed
Under designed girder Superstructure Under Designed
Substructure condition code = 3 Substructure Deterioration
Scour at foundations Substructure Flood/Scour
Bridge collapse due to vehicle impact Deck + Super + Sub Impact
Bridge rated, posting not required Deck + Super + Sub None / Condition Noted
Bridge not rated and not posted Not Rated Not Rated

ITEM 258A—LAST POST CHANGE REASON

This item identifies the reason for the last posting change. This field contains the parameters listed
below:

Parameters:
Signs Erected
Signs Changed
Signs Removed
Never Posted

ITEM 258B—LAST POST CHANGE DATE

This item identifies the date of the last posting change. If the exact date of the posting change is
unknown, provide an estimate. If the bridge has never been posted, code the field 1/1/1900.

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ITEM 259—POSTING CHART INDICATOR

This item is designed to aid in the development of the state and county posting charts. The posting
chart indicator is a flag which indicates the way in which the structure should be handled in order to
print the appropriate posting report. For example, on state routes not all posted bridges are included
on the posting chart and map because they may not restrict the route. An example is a closed bridge
where traffic is routed to a parallel structure which is legal, so there is no weight restriction involved.
The posting chart indicator would show that this bridge, even though posted, should not be put on
any posting chart. This field contains the parameters listed below:

Parameter:
Include on Posting Chart
Closed
Closed – Detour in Place
Closed – Replace
Closed – Replace + Detour
Information Needed
More Information Needed
PE Inspection Required
Recommend Closing
Info Received, Not Rated
Culvert
Leave Off Posting Chart

ITEM 261—DATE OF TEMPORARY STRENGTHENING

This item identifies the date of the temporary strengthening. Temporary improvements are
sometimes made to a structure to increase its load carrying capacity. Since the improvements are
temporary, the coding of the inventory and operating ratings do not change. If no temporary
improvements have been made, then code this item 1/1/1900. Refer to Item 103-Temporary
Structure for additional information on temporary strengthening.

ITEM 262—TYPE OF TEMPORARY STRENGTHENING

This item identifies the predominant form of temporary strengthening used to increase the load-
carrying capacity of a bridge. This item is composed of two subfields. The first subfield shows the
bridge element, and the second subfield identifies the type of temporary strengthening.

Subitem 262A - Bridge Element Strengthened: Use the following parameters to indicate the
bridge element which has been strengthened to increase its load carrying capacity.

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 Parameters:
Deck
Superstructure
Substructure
Deck + Super
Deck + Sub
Super + Sub
Deck + Super + Sub
Culvert
None

Subitem 262B - Type of Temporary Strengthening: Use the following parameters to indicate the
type of strengthening used to increase the load carrying capacity.

Parameters:
Other
Cover Plates
Additional Reinforcement
Shear Studs
Composite Material
False Bent
Rip Rap
Splice
None

Examples:
Description 262A 262B
Spliced timber piles Substructure Splice
Cover plates on steel stringers Superstructure Cover Plates
False bent at midspan Superstructure False Bent
False bent at girder end
(because girder ends failing) Superstructure False Bent
False bent at girder end
(because bent/piles failing) Substructure False Bent
Riprap in scour hole at foundation Substructure Rip Rap
Steel plate over hole in deck Deck Cover Plates

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 Composite strips on RCDGs Superstructure Composite Material
Turn non-composite steel bridge
into a composite one Superstructure Shear Studs
No temporary strengthening None None

ITEM 265—STANDARD DRAWINGS MAIN SPAN

This item identifies the type of standard used for the main span. For a large number of older bridges
the project drawings do not include the drawings for any bridges contained in the project. Instead,
they just reference the applicable standards. Therefore, this field is used to record the standard used
for the main span. When the main spans are built according to more than one standard, then the
predominant standard is coded. If no standard was used, code this subfield with all zeroes.

ITEM 266—STANDARD DRAWINGS APPROACH SPAN

This item identifies the type of standard used for the approach span. For a large number of older
bridges the project drawings do not include the drawings for any bridges contained in the project.
Instead, they just reference the applicable standards. Therefore, this field is used to record the
standard used for the approach span. When the approach spans are built according to more than one
standard, then the predominant standard is coded and the remaining standards are listed on the
General Narrative Form (BI-13). If no standard was used, code this subfield with all “N”.

ITEM 31—LIVE LOAD

This item indicates the live load for which the structure was designed. For railroads, the numerical
value of the railroad loading is recorded on the form. Classify any other loading, when feasible,
using the nearest equivalent of the following loadings. This information is given on the bridge plans
or bridge card if available. This field contains the parameters listed below:

Code Description
1 H 10
2 H 15
3 HS 15
4 H 20
5 HS 20
6 HS 20 + Mod
7 Pedestrian
8 Railroad
9 HS 25
A HL 93
B Greater than HL 93
C Other
0 Other or Unknown
6-91
Inventory – State Items Subtask

Figure 51: State Items Subtask

6-92
ITEM 237—CULVERT TYPE

This item identifies the culvert type. This field contains the parameters listed below:

Parameter:
Other
Reinforced Concrete Box Culvert
Precast Concrete Box Culvert
Corrugated Metal Pipe-Round
Corrugated Metal Pipe-Arch
Corrugated Metal Pipe--Span and Rise
Concrete Pipe Round
Concrete Pipe Arch
Concrete Pipe--Span and Rise
Steel Plate Arch
Aluminum Plate-Arch
Not Applicable (structure is not a culvert)

ITEM 233A – NUMBER OF BARRELS OR PIPES

This item identifies the number of barrels or pipes in the culvert. If the structure is a bridge, then
enter a zero into the subfield to indicate "not applicable."

ITEM 233B – BARREL LENGTH

This item identifies the barrel length of the culvert. The barrel length measurement should be made
on the bottom slab or floor of the barrel from end to end. If the structure is a bridge, then enter a zero
into the subfield to indicate "not applicable."

ITEM 233C – BARREL SPAN

This item identifies the barrel span of the culvert. The span is the width of the barrel, measured
perpendicular to the centerline of the barrel. If different size culverts or pipes occur at the same
location, then code the span for the largest barrel or pipe present. If the structure is a bridge, then
enter a zero into the subfield to indicate "not applicable."

ITEM 233D – BARREL HEIGHT

This item identifies the barrel height of the culvert. If different size culverts or pipes occur at the
same location, then code the height for the largest barrel or pipe present. If the structure is a bridge,
then enter a zero into the subfield to indicate "not applicable."

6-93
ITEM 233E – DEPTH OF FILL

This item identifies the depth of fill of the culvert. If different size culverts or pipes occur at the
same location, then code the depth of fill for the largest barrel or pipe present. If the structure is a
bridge, then enter a zero into the subfield to indicate "not applicable."

ITEM 232—HORIZONTAL AND/OR VERTICAL CURVE

This item identifies whether all or part of the bridge is on either a horizontal and/or a vertical curve.
This field contains the parameters listed below:

Parameters:
Bridge not on horizontal or vertical curve
Bridge on horizontal curve
Bridge on crest vertical curve
Bridge on sag vertical curve
Bridge on horizontal and crest vertical curves
Bridge on horizontal and sag vertical curves

ITEM 240A—FRACTURE CRITICAL STRUCTURE GROUP TYPE

This item identifies the structure group type of a fracture critical structure. If there are multiple
fracture critical members or if the bridge meets the criteria for two or more groups, enter the first
group type applicable in the list below. If the inspector has questions about the type of group, the
Department’s Bridge Engineer should be consulted. If the structure is not fracture critical, then code
this field "Not Applicable". This field contains the parameters listed below:

Parameters:
Other
Two-Girder Bridge
Truss Bridge
Tied Arch
Steel Cross-Girder Pier Cap
Suspension Bridge
Rigid Frame Steel Pier
Suspended Span
Not Applicable

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ITEM 244A – BEGIN ABUTMENT TYPE

This item identifies the beginning abutment type for the structure. The beginning abutment is
identified by traveling in the direction of the inventory route. This field contains the parameters
listed below:

Parameters:
Other
Stub
Cantilever
Gravity concrete
Gravity stone - masonry
Counterfort
Integral
Cellular
Spill-through abutment
Reinforced concrete pad resting on mechanically stabilized earth retaining wall
Pile supported reinforced concrete pad behind face of mechanically stabilized earth retaining
wall
Precast modular earth filled wall
Pile bent
Gabion
Reinforced earth
Double wall
Not Applicable

ITEM 244B – BEGIN ABUTMENT CAP MATERIAL

This item identifies the beginning abutment cap material for the structure. The beginning abutment is
identified by traveling in the direction of the inventory route. This field contains the parameters
listed below:

Parameters:
Other
Timber
Steel
Reinforced concrete
Plain concrete

6-95
 Prestressed concrete
Post-tensioned concrete
Stone or masonry
Not Applicable

ITEM 244C – BEGIN ABUTMENT CAP TYPE

This item identifies the beginning abutment cap type for the structure. The beginning abutment is
identified by traveling in the direction of the inventory route. This field contains the parameters
listed below:

Parameters:
Other
Beam type
Cast in place
Precast earthfilled wall
Not Applicable

ITEM 244D – BEGIN ABUTMENT FOUNDATION

This item identifies the beginning abutment foundation type for the structure. The beginning
abutment is identified by traveling in the direction of the inventory route. This field contains the
parameters listed below:

Parameters:
Other
Spread footings on solid bedrock
Cast-in-place concrete piles
Precast concrete piles
Prestress concrete piles
Steel H-piles
Steel pipe piles
Timber piles
Drilled shaft
Sealed footing
Pedestals
Spread footing on hard bedrock (erodible bedrock such as limestone, granite, claystone, clay
shales, some silt stone, shales and all weathered)
Spread footings on soils (sand, gravel, silt, and clay)

6-96
 Unknown
Not Applicable

Examples:

Pile bent with cast-in-place concrete cap on steel H-piles

244A: Pile bent

244B: Reinforced concrete
244C: Cast in place
244D: Steel H-piles

Cantilevered abutment made of reinforced concrete; cast in place on rock spread footing

244A: Cantilever
244B: Reinforced concrete
244C: Cast in place
244D: Spread footings on solid bedrock

ITEM 245(A – D)—ENDING ABUTMENT COMPONENTS

These items capture information about the ending abutment components. The ending abutment is
identified by traveling in the direction of the inventory route. This item is divided into four
subitems. The parameters used for these items are the same as those for the Item 244(A – D) –
Beginning Abutment Components.

ITEM 246(A – E)—MAIN SPAN PIER COMPONENTS

These items capture the description of two types of piers for the main span(s) of each bridge. These
items consist of two groups. The first group is for the predominant pier type on the main span,
identified as the primary group. The second group is for the next most predominant pier type on the
main span, indicated as the secondary group. If there is only one type of pier, select “Not
Applicable.”

ITEM 246A – MAIN SPAN PIER MATERIAL

This item identifies the pier material for the main span in the structure. This field contains the
parameters listed below:

Parameters:
Other
Timber
Steel
Reinforced concrete
Plain concrete
Prestressed concrete

6-97
 Post-tensioned concrete
Stone or Masonry
Not Applicable

ITEM 246B – MAIN SPAN PIER TYPE

This item identifies the pier type of the main span in the structure. This field contains the parameters
listed below:

Parameters:
Other
1 Column/hammer head
2 Column pier bent
3 Column pier bent
4 Column pier bent
5 or more column pier bent
Solid
Not Applicable

ITEM 246C – MAIN SPAN PIER CAP MATERIAL

This item identifies the pier cap material for the main span in the structure. This field contains the
parameters listed below:

Parameters:
Other
Timber
Steel
Reinforced concrete
Plain concrete
Prestressed concrete
Post-tensioned concrete
Stone or masonry
Not Applicable

ITEM 246D – MAIN SPAN PIER CAP STRUCTURE

This item identifies the pier cap structure for the main span in the structure. This field contains the
parameters listed below:

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 Parameters:
Other
Beam type
Cast-in-place
Precast
Not Applicable

ITEM 246E – MAIN SPAN PIER FOUNDATION TYPE

This item identifies the pier foundation type for the main span in the structure. This field contains the
parameters listed below:

Parameters:
Other
Spread footings on solid bedrock
Cast-in-place concrete piles
Precast concrete piles
Prestressed concrete piles
Steel H-piles
Steel pipe piles
Timber piles
Drilled shaft
Sealed footing
Pedestals
Spread footing on hard bedrock (erodible bedrock such as limestone, granite, claystone, clay
shales, some silt stone, shales and all weathered)
Spread footings on soils (sand, gravel, silt and clay)
Unknown
Not Applicable

ITEM 247(A – E)—APPROACH SPAN PIER COMPONENTS

These items capture the description of two types of piers for the approach span(s) of each bridge.
These items consist of two groups. The first group is for the predominant pier type on the main
span, identified as the primary group. The second group is for the next most predominant pier type
on the main span, indicated as the secondary group. If there is only one type of pier, select “Not
Applicable”. The parameters used for these items are the same as those for the Item 246(A – E) –
Main Span Pier Components.

6-99
ITEM 267—DATE LAST PAINTED

This item identifies the date that the bridge last received a complete (or nearly complete) painting. It
identifies the date in which the bridge painting was completed. If the date is unknown, provide an
estimated date. If the bridge has never been painted, then code this field “1/1/1900”.

ITEM 271A – PRIMER PAINT TYPE

This item identifies the primer paint type that was used when painting the bridge. This field contains
the parameters listed below:

Parameters:
Alkyd
Acrylic
Epoxy (Zinc Rich)
Inorganic Zinc
Mastic
Not Applicable
Other
Red Lead

ITEM 271B – INTERMEDIATE PAINT TYPE

This item identifies the intermediate paint type that was used when painting the bridge. This field
contains the parameters listed below:

Parameters:
Alkyd
Acrylic
Epoxy (Zinc Rich)
Inorganic Zinc
Mastic
Not Applicable
Other
Red Lead

ITEM 271C – FINISH PAINT TYPE

This item identifies the finish paint type that was used when painting the bridge. This field contains
the parameters listed below:

6-100
 Parameters:
Alkyd
Acrylic
Not Applicable
Other
Red Lead
Silver/Aluminum
Urethane
Vinyl

ITEM 271D – UNDERCOAT PAINT TYPE

This item identifies the undercoat paint type that was used when painting the bridge. This field
contains the parameters listed below:

Parameters:
Alkyd
Acrylic
Not Applicable
Other
Red Lead
Silver/Aluminum
Urethane
Vinyl

ITEM 273—PAINT EXTENT

This item identifies the extent of the area which was painted. This field contains the parameters
listed below:

Description
Joint and bearing only
Minor spot work on finish coat
Moderate spot work on finish coat
Spot work, less than 60% of finish coat
Spot work, greater than 60% of finish coat
20% to 39% of steel surface area, all coats
40% to 59% of steel surface area, all coats

6-101
 60% or more of steel surface area, all coats
Entire bridge
Not Applicable
Unknown

ITEM 274—PAINT COST

This item identifies the total cost of the last painting of the bridge. The cost is entered to the nearest
thousand dollars. For example, a bridge painting project which cost $1,520,000 would be entered
with a code of "1520." Code "0.00" if the bridge has not been painted or "UUUUU" if the cost is
unknown.

6-102
Inspection Summary and Bridge Replacement Task

Figure 52: Inspection Summary and Bridge Replacement Task

6-103
This page summarizes the inspection information entered for the most recent inspection and the
bridge replacement information. The bridge inspection information is entered as part of the BI-5
form but is included here for reference. The bridge replacement information is either entered in by
the Maintenance Bureau personnel or is automatically calculated by the database.

ITEM 90—INSPECTION DATE

This item is updated when creating a new inspection after each routine inspection. This routine
inspection date may be different from the inspection dates recorded for critical features, see Item 93.

ITEM 91—FREQUENCY

This item identifies the number of months between designated routine inspections for the structure.

ITEM 93A—FC INSPECTION DATE

This item identifies the last Fracture Critical Inspection date.

ITEM 92A—FC FREQUENCY

This item identifies the frequency for the Fracture Critical Inspection.

ITEM 93B—UW INSPECTION DATE

This item identifies the last Underwater Inspection date.

ITEM 92B—UW FREQUENCY

This item identifies the frequency for the Underwater Inspection.

ITEM 93C—SI DATE

This item identifies the last Special (Interim) Inspection date.

ITEM 92C—SI FREQUENCY

This item identifies the frequency for the Special (Interim) Inspection.

ITEM 58—DECK

This item identifies the overall NBI Deck Condition Rating.

ITEM 59—SUPER

This item identifies the overall NBI Superstructure Condition Rating.

6-104
ITEM 60—SUB

This item identifies the overall NBI Substructure Condition Rating.

ITEM 61—CHANNEL/CHANNEL PROTECTION

This item identifies the overall NBI Channel/Channel Protection Condition Rating.

ITEM 62—CULVERT

This item identifies the overall NBI Culvert Condition Rating.

PROGRAM YEAR

This item identifies the year the bridge is programmed to be replaced.

PRIORITY

This item identifies the category of the bridge replacement priority. This field contains the categories
listed below:

Category Description
F Not a priority
E Project exists but a low priority. (Plan development should not
be performed for bridges in this category.)
D Projects may be authorized for PE.
C Projects are the highest priority.
B Plans have been submitted to Construction Bureau.
A Plans have been submitted to Office Engineer.
L Project has been let to contract.
X County bridge.

LOAD DEFICIENCY POINTS

This item indicates the deficiency of a structure to carry the maximum legal load for its roadway type. The
deficiency is automatically calculated by the computer based upon level of service criteria and information
contained in the bridge database. The deficiency point value ranges from zero to 40.0 points.

WIDTH DEFICIENCY POINTS

This item indicates the amount of deficiency associated with restricted width structures. The value is
calculated automatically by the computer based upon level of service criteria and information contained in the
bridge database. The deficiency points for bridge width range from zero to 20.0 points.

6-105
VERT. CIR. DEFICIENCY POINTS

This item indicates the deficiency points for inadequate vertical clearances over or under structures. The
value is automatically calculated by the computer based upon level of service criteria and information
contained in the bridge database. The deficiency points range from zero to 10.0 points.

CONDITION DEFICIENCY POINTS

This item indicates the amount of deterioration experienced by a structure. Deficiency points are
automatically calculated by the computer based upon level of service criteria and condition ratings contained
in the bridge database. The deficiency points range from zero to 30.0 points.

TOTAL DEFICIENCY POINTS

This item contains the sum of load, width, vertical clearance, physical condition and special condition
deficiency points. This field is four digits in length. The value is automatically calculated by the computer.
LOCAL RANK

This item shows the ranking of a local structure compared to other structures within that group. For example,
if the local structure is owned by a city, it will be compared to other bridges owned by that city. If the local
structure is owned by a county, it will be compared with other structures owned by that county. If the
structure is owned by the State, it will be compared to other state owned structures in the same Area.

STATEWIDE RANK

This item shows the ranking of the structure compared to other structures in the state. For example, if the
local structure being considered is a city bridge, it will be compared with all other city bridges within the state.
A ranking of one indicates the bridge or culvert with the greatest number of deficiency points. The rankings
are automatically calculated by the database.

INSPECTORS SIGNATURE AND DATE

The inspector who performed the field inspection must sign and date the form in the space provided.

INSP. NBIS CERTIFICATION NO. OR ALA. PROF. ENG. NO.

The inspector must be NBIS certified even if already a registered professional engineer in Alabama. Use the
spaces provided to write in the NBIS certification number and their Alabama Professional Engineers Number
if this applies.

REVIEWER'S SIGNATURE, TITLE, AND DATE

Using the spaces provided, the person who reviewed the inspection results should sign, date, and give their
title.

6-106
Chapter 7: Schedule Task

Figure 53: Schedule Task

The Schedule Task shows scheduling information about the bridge, including which types of
inspections are required and the frequencies for each of those inspection types. Any changes to
inspection types or frequencies as required by ALDOT Guidelines for Operations can be made on
this screen. For example, if the structure now requires an interim inspection, this task can be updated
by checking the Other Special box and adding a corresponding inspection frequency for this item.

*The Schedule Task should NOT be used to create a new inspection. The New Inspection Task
under the Bridge Tab must be used to enter a new inspection.

ITEM 90—INSPECTION DATE

This item is updated when creating a new inspection. This routine inspection date may be different from the
inspection dates recorded for critical features, see Item 93. When entering the inspection date use the calendar
icon to select the appropriate date.

Due to the possibility of confusing the dates of upcoming routine and interim inspections, inspectors are urged
to keep careful and specific documentation of interim inspections in the bridge folder. To promote
uniformity, this is accomplished by using Form BI-5 and writing ROUTINE or INTERIM in the Reason for
Inspection Field.

NBI PREVIOUS DATE

This item identifies the date of the previous NBI Inspection. This field is updated when a new inspection is
created.

7-1
ITEM 91— NBI FREQUENCY

This item identifies the number of months between designated routine inspections for the structure. The
majority of structures in Alabama will have a 24 month frequency. The inspection frequency will not exceed
a 24 month interval between routine inspections, but it may be less than 24 months if deemed necessary.

ELEMENT PREVIOUS DATE

This item identifies the date of the previous Element Inspection. This field is updated when a new inspection
is created.

ELEMENT FREQUENCY

This item identifies the number of months between designated Element Inspections for the structure. The
majority of structures in Alabama will have a 24 month frequency. The inspection frequency will not exceed
a 24 month interval between Element Inspections, but it may be less than 24 months if deemed necessary.

ITEM 92AA—FRACTURE CRITICAL REQUIRED

This is a check box indicating whether or not this structure requires a Fracture Critical Inspection. If the
structure requires a Fracture Critical Inspection, then this box should be checked, but if the structure does not
require a Fracture Critical Inspection, then this box should not be checked. For more information on Fracture
Critical Bridges please see the Fracture Critical Members and Fracture Critical Bridges section of this manual.

ITEM 93A—FRACTURE CRITICAL PREVIOUS DATE

This item identifies the date of the previous Fracture Critical Inspection. This field is updated when a new
inspection is created. If the structure is not fracture critical, then this field will contain 01/01/1901.

ITEM 92AB—FRACTURE CRITICAL FREQUENCY

This item identifies the frequency for the Fracture Critical Inspection. The maximum allowable inspection
frequency for a Fracture Critical Detail in Alabama is 24 months. This inspection frequency will not exceed a
24 month interval between Fracture Critical Inspections, but it may be less than 24 months if deemed
necessary. If the structure is not fracture critical, then this field should be left blank.

ITEM 92BA—UNDERWATER REQUIRED

This is a check box indicating whether or not this structure requires an Underwater Inspection. If the structure
requires an Underwater Inspection, then this box should be checked, but if the structure does not require an
Underwater Inspection, then this box should not be checked. For more information on Underwater
Inspections please see the Underwater Inspection of Bridges section of this manual.

7-2
ITEM 93B—UNDERWATER PREVIOUS DATE

This item identifies the date of the previous Underwater Inspection. This field is updated when a new
inspection is created. If the structure does not require an Underwater Inspection, then this field will contain
01/01/1901.

ITEM 92BB—UNDERWATER FREQUENCY

This item identifies the frequency for the Underwater Inspection. The maximum allowable inspection
frequency for an Underwater Inspection for a state owned structure in Alabama is 24 months unless approved
by the Maintenance Bureau of ALDOT. The maximum allowable inspection frequency for an Underwater
Inspection for a county or city owned structure in Alabama is 48 months. This inspection frequency will not
exceed the intervals listed above, but may be less if deemed necessary. If the structure does not require an
Underwater Inspection, then this field should be left blank.

ITEM 92CA—OTHER SPECIAL REQUIRED

This is a check box indicating whether or not this structure requires a Special (Interim) Inspection. If the
structure requires a Special (Interim) Inspection, then this box should be checked, but if the structure does not
require a Special (Interim) Inspection, then this box should not be checked. For more information on Special
(Interim) Inspections please see ALDOT”S Guidelines for Operations in Appendix G.

ITEM 93C—OTHER SPECIAL PREVIOUS DATE

This item identifies the date of the previous Special (Interim) Inspection. This field is updated when a new
inspection is created. If the structure does not require a Special (Interim) Inspection, then this field will
contain 01/01/1901.

ITEM 92CB—OTHER SPECIAL FREQUENCY

This item identifies the frequency for the Special (Interim) Inspection. Using ALDOT’s Guidelines for
Operations, an Interim Inspection is defined as an inspection at least every 12 months; or more often if
deemed necessary by the owner’s bridge inspector, the Emergency Bridge Inspection team, or the appropriate
Guideline for Operation. For all posted bridges (where Item 41 is coded as "B" or "P") Item 91 is coded as 12
months or less. The designated inspection interval can also vary from inspection to inspection depending on
the condition of the bridge at the time of the inspection. Please see Appendix G of this manual for more
details on how to determine the appropriate Interim Inspection Frequency. If the structure does not require a
Special (Interim) Inspection, then this field should be left blank.

7-3
CHAPTER 8: BI-9 – BRIDGE MAINTENANCE NEEDED

Figure 54: BI-9 Form

8-1
INTRODUCTION

This section provides information on how to complete the BI-9 form, Bridge Maintenance Needed. The BI-9
form is used at each bridge inspection performed on a structure to record and quantify any bridge
maintenance needs present. This information will be reported to the appropriate authorities so that
maintenance needed can be scheduled.

Descriptions on how to record each item on this form will be provided in this section. Refer to the ALDOT
BrM User Manual for instructions on entering this information into the computer.

BRIDGE IDENTIFICATION NUMBER (BIN)

The BIN is the 6-digit code used to uniquely identify the bridge. For further information on the BIN, refer to
the BI-1 section of this manual.

STRUCTURE NUMBER

The structure number refers to the Alabama ID found on the Inventory – Identification Subtask of the BI-6.

INSPECTED BY/DATE

The name of the individual who performed the inspection will be entered in this space, and the date in which
the inspection was performed.

REVIEWED BY/DATE

The name of the individual who performed the review of the BI-9 form will be entered in this space and the
date in which the form was reviewed.

ACTIVITY CODE AND DESCRIPTION OF MAINTENANCE FUNCTION

Table 4 provides the acceptable maintenance activity codes. Please refer to the Table below for the
description, purpose, authorization and scheduling methods for each activity code.

8-2
Code Maintenance Activity Description Units

B01 Deck Cleaning Cleaning of deck by either manual or mechanical means, which Employee
includes deck sweeping. Hours
B02 Curb/Rail/Fence Repair Maintenance, repair or replacement of all types of bridge rails, Feet
handrails, posts, post blocks, post brackets, curbs, wheelguards,
sidewalks, and other elements related to the above.
B03 Joint Seal Maintenance and repair of open and sealed bridge joints, including Feet
Installation/Repair grouting anchors, removal, installation and/or replacement of sealed
joint material. If replacing seal involves structural work, refer to
B04.
B04 Joint Structural Repair Structural maintenance and repair of open and sealed bridge joints Feet
including and/or replacement of plates, angles, anchors, and bolts.
If only repairing joint seal, refer to B03.
B05 Minor Deck Repair - Steel Maintenance, repair or replacement of a small portion of the steel Square
deck. Includes the Feet
 placement/removal or repair of approved overlays,
 clean-up, capture, containment, and disposal of any residue.
B06 Minor Deck Repair - Maintenance, repair or replacement of a small portion of the Square
Concrete concrete deck. Includes the Feet
 placement/removal or repair of approved overlays,
 clean-up, capture, containment, and disposal of any residue.
B07 Minor Deck Repair - Maintenance, repair or replacement of a small portion of the timber Square
Timber deck. Includes the Feet
 placement/removal or repair of approved overlays,
 clean-up, capture, containment, and disposal of any residue.
B08 Major Deck Repair - Steel Major repair or replacement of a significant portion of the steel Square
deck or steel components such as grid deck (filled or open) and Feet
plates. Includes the
 clean-up, capture, containment, and disposal of any residue
 placement or removal of overlay.
B09 Major Deck Repair - Major repair or replacement of a significant portion of the concrete Square
Concrete deck. Includes the Feet
 clean-up, capture, containment, and disposal of any residue
 placement or removal of overlay.
B10 Major Deck Repair - Major repair or replacement of a significant portion of the timber Square
Timber deck or timber components such as runners, and transverse or Feet
diagonal flooring or sub-flooring. Includes the
 clean-up, capture, containment, and disposal of any residue
 placement or removal of overlay.
B11 Minor Superstructure  Minor repair of steel superstructure elements such as beams, Employee
Member Repair - Steel truss members, bracing, stiffeners, or replacement of rivets and Hours
bolts, etc.
B12 Minor Superstructure Minor repair of concrete superstructure members such as Employee
Member Repair - Concrete  spall repair Hours
 crack repair (epoxy injection)

B13 Minor Superstructure Minor repair of timber superstructure members such as stringers Employee
Member Repair - Timber and bracing Hours

B14 Major Superstructure Major repair or replacement of steel superstructure elements such Employee
Member Repair - Steel as beams, girders, diaphragms, bracing, truss members, or cables. Hours

Table 4: Maintenance Activity Codes, Descriptions, and Units

8-3
Code Maintenance Activity Description Units

B15 Major Superstructure Major repair or replacement of concrete girders, Employee

Member Repair - Concrete diaphragms, girder ends, complete bearing assemblies Hours
replacement, and backwalls.
B16 Major Superstructure Major repair or replacement of timber stringers and Employee
Member Repair - Timber bracing. Includes installation of additional stringers or Hours
beams to enhance load carrying ability.
B17 Minor Substructure Minor repair of steel piling, bracing, supports, caps, Employee
Member Repair - Steel footings, abutments, and bents. Includes underwater Hours
repairs and extending of pile encasements.
B18 Minor Substructure Minor repair concrete piling, bracing, supports, caps, Employee
Member Repair - Concrete footings, abutments, and bents. Includes underwater Hours
repairs.
B19 Minor Substructure Minor repair of timber piling, bracing, supports, caps, Employee
Member Repair - Timber footings, abutments, and bents. Includes underwater Hours
repairs.
B20 Major Substructure Major repair, replacement or addition to substructure Employee
Member Repair - Steel members such as footings, caps, piers, bents, piling, and Hours
abutments. Includes underwater repairs.
B21 Major Substructure Major repair, replacement or addition to substructure Employee
Member Repair - Concrete members such as footings, caps, piers, bents, piling, and Hours
abutments. Includes underwater repairs.
B22 Major Substructure Major repair, replacement or addition to substructure Employee
Member Repair - Timber members such as footings, caps, piers, bents, piling, and Hours
abutments. Includes underwater repairs.
B23 Bridge Painting - Spot Cleaning and painting of a small portion (less than Square
approximately 25%) of the paintable portions of the Feet
structure. This includes
 cleaning by chemical or mechanical means,
 capture and containment of residue as required,
 the application of the paint system
 clean-up and disposal of residue
B24 Bridge Painting - Partial Cleaning and painting of a significant part (between Employee
approximately 25% and 75%) of the paintable portions of Hours
the structure. This includes
 cleaning by chemical or mechanical means,
 capture and containment of residue as required,
 the application of the paint system
clean-up and disposal of residue
B25 Bridge Painting - Complete Cleaning and painting of all or the majority (more than Employee
approximately 75%) of the paintable portions of the Hours
structure. This includes
 cleaning by chemical or mechanical means,
 capture and containment of residue as required,
 the application of the paint system
 clean-up and disposal of residue
B26 Bridge Culvert Cleaning Cleaning of bridge culverts (culverts exceeding 20 feet Employee
measured along centerline of roadway) including Hours
 cleaning drainage ditches to and from the structure
 removing debris and deposits from the barrels
 repairing and replacing rip-rap
 cleanup and disposal of materials

Table 4-cont'd: Maintenance Activity Codes, Descriptions, and Units

8-4
Code Maintenance Activity Description Units

B27 Bridge Culvert Repair Repair of bridge culverts (culverts exceeding 20 feet Employee
measured along centerline of roadway) including Hours
 repair of components such as top and bottom slab,
cutoff walls, wing walls, aprons
 filling or grouting voids
cleaning and repair of drainage ditches to and from the
structure are not included in this activity.
B28 Light and Navigation-Light Maintenance or repair of illumination lights, navigation Employee
Repair lights, electrical system and electrical appurtenances. Hours
B29 Drift Removal Maintenance or repair required to remove all debris Employee
obstructing normal channel flow form all bridge structures. Hours
B30 Slope and Shore Protection Maintenance or repair to slope and shore protection Employee
Repair devices, dolphins and pier protection systems including Hours
concrete and stone rip-rap and sheeting (steel, concrete, or
timber). Includes placing additional shore protection
devices such as sheeting, concrete and stone rip-rap to
restrain accelerated erosion behind culvert and abutment
wings and/or the repair or restoration of scour damage to
culverts, abutments, or wing walls.
B32 Vandalism Repair Repair of bridge elements damaged as a result of Employee
vandalism. Includes removal of graffiti, political signs Hours
attached to the structure, unauthorized painting, lettering
or markings.
B33 Moveable Span Repair, replace, and/or service equipment, components, Employee
Maintenance and facilities of the moveable span structure. Repairs to Hours
the deck, superstructure, substructure, and painting are not
included in this activity.
B34 Moveable Span Operations Overhead costs necessary to the daily and continuing Employee
normal operation of the moveable span. Maintenance, Hours
repair, and service are not included in this activity.
B35 Tunnel Maintenance Repair, replace, and/or service equipment, components, Employee
and facilities of the tunnel. Hours
B36 Tunnel Operations Overhead costs necessary to the daily and continuing Dollars
normal operation of the tunnel. Maintenance, repair, and
service are not included in this activity. See activity B35
“Tunnel Maintenance.”
B37 Bridge Inspection Inspection of bridges by State or Division bridge Employee
inspection crew to evaluate the bridge in accordance with Hours
NBIS, AASHTO and FHWA inspection specifications.
Also includes above water and underwater inspection done
by contract or consultant.
B38 Other Structure Other structure maintenance activities that are not Employee
Maintenance specifically identified as separate activities. Hours
B41 Drain/Joint Cleaning Applies to cleaning of drain holes, expansion joints, Employee
shoulder gutter, downspout; paved drainage troughs at Hours
bridge ends, curb and gutter.
B42 Bent Cap, Beams and Beam Applies to the cleaning of bent caps, beam seats, bearings Employee
Seats and ends of beams, beam webs and bottom flanges. Hours
B43 Bearing Devices and Installation, maintenance, repair or complete replacement Employee
Assemblies-Installation, of bearing devices and assemblies including rollers, Hours
Maintenance, Repair rockers & bolsters, elastomeric pads, etc.,

Table 4-cont'd: Maintenance Activity Codes, Descriptions, and Units

8-5
Code Maintenance Activity Description Units

B46 Vegetation Control Removal of vegetation and trees to prevent fires and allow Employee
usage of equipment such as snoopers, reach alls, buckets Hours
trucks etc., Clearance of vegetation is from abutment to
abutment under and around bridge structures with a
maximum clearance of 30 feet on both the upstream and
downstream side of bridge as measured from the bridge
rail. Includes the removal and disposal of vegetation that
poses a fire threat or hinders access to bridge structures.
B47 Beaver Control All costs related to the control of beaver activity around Employee
bridge structures and culverts. Includes dam removal, Hours
trapping and any other related activity at structures.
B99 Bridge Maintenance Bridge maintenance costs which are not readily identifiable Employee
Overhead to any other bridge maintenance function. Hours

Table 4-cont'd: Maintenance Activity Codes, Descriptions, and Units

8-6
WORK UNITS

This describes the unit of measure for the activity code. Refer to Table 4 for the appropriate units of each
activity code. For example, for activity code B37-Bridge Inspection, the work units for this activity are
employee hours. For activity code B03-Joint Repair, the appropriate unit of work is feet.

QUANTITY OF WORK

This item indicates the estimated quantity of work that needs to be performed for the chosen maintenance
activity. The inspector must in some cases make a subjective judgment in estimating the quantity of work
needed. If appropriate, this quantity of work should also include travel time in estimating units of work based
on employee hours. This must be a number from 0 to 99999999.9 with a precision of one decimal place.

PRIORITY

This item identifies the priority of the work candidate. Each maintenance activity will have its own degree of
urgency. It is the inspector’s responsibility to determine the priority of each work candidate taking into
account the severity of the maintenance needed and if the member needing attention is fracture critical. This
field contains the parameters listed below:

Parameters:
High
Medium
Low

REMARKS

This item is a narrative field for the bridge inspector's detailed remarks about the location and nature of work
that needs to be done.

8-7
CHAPTER 9: BI-13 – GENERAL NARRATIVE FORM

Figure 55: BI-13 Form - General Narrative

9-1
INTRODUCTION

The purpose of this form is to provide a place to record any narrative information that is not otherwise
covered by a numbered item. This narrative information may include particular items to look for in
subsequent inspections, or virtually any information that cannot be recorded in any other format. This feature
will be used to develop a narrative "history" of each structure. It also provides a place to record additional
information concerning certain numbered items. Item 210 (CPMS Reference Number) is an example of such
an item.

Each time a new general narrative comment is required, a new comment is added. Existing comments may
be edited to correct mistakes. Comments should only be deleted if accidently entered for the wrong structure.
In this fashion many comments for each structure will be placed in the General Narrative Screen producing a
narrative history of the structure.

USER ID

This item identifies the User ID of the individual making the narrative comments.

DATE

The date (month, day and four digit year) the event occurred which the narrative comments describe is
entered in this space.

TYPE

This item identifies the note type. This field contains the parameters listed below:

Code Description
A Audit
E EBIT
G General
P Program
R Rating
S Scour

COMMENTS

The narrative comments are entered in this space. As many lines as needed can be used to enter the pertinent
remarks.

9-2
CHAPTER 10: UNDERWATER INSPECTION OF BRIDGES

The importance of underwater inspection of bridges can be readily appreciated if one considers the fact that at
this writing approximately 86% of the bridges in the National Bridge Inventory (NBI) are built over
waterways, and most bridge failures occur because of underwater related problems. The catastrophic
consequences of bridge failures can be avoided if a conscientious and comprehensive bridge inspection
program is organized and implemented. Underwater inspection is an integral part of such a program and
bridge members underwater must be examined to the extent necessary to determine with reasonable certainty
that their current conditions do not compromise the structural integrity of the bridge. The collapse of the U.S.
Route 43 Bridge over the Chickasawbogue near Mobile, Alabama prompted the Federal Highway
Administration (FHWA) to stress the importance of periodic underwater inspection and to order that each
state have a well-founded underwater inspection program.

ESTABLISHING AN UNDERWATER INSPECTION PROGRAM

Identification of Bridges for Underwater Inspection. The National Bridge Inspection Standards (NBIS)
require that all bridges with substructures located in water receive periodic inspections of the submerged
elements. For any given bridge, the combination of environmental conditions and substructure configurations
can significantly affect inspection frequency and requirements. Since there are many such combinations, it is
important to review periodically and comprehensively all bridges in the Agency’s inventory to determine
which bridges require underwater inspection and when. A bridge management system certainly plays a
crucial role in identifying inspection needs, selecting bridges to be investigated, setting priority, and
scheduling the inspection activities. Criteria and rationale for determining which bridge requires underwater
inspection, the inspection techniques to be used for various situations, the maximum inspection frequency for
each bridge, documentation of underwater inspection results, and follow-up actions to correct any deficiencies
identified are some important elements of a well-founded bridge inspection program.

Criteria to Determine if Underwater Inspection is Needed. In Alabama, the criteria for such
determination is as follows: if the Bridge Inspector cannot physically examine any underwater substructure by
feeling with his hands or probing during low-water seasons of the year, and to his satisfaction that no damage
or unsafe condition exists, then that structure requires an underwater inspection by a diver-inspector.
Normally, water less than three feet deep should be safe for a bridge inspection team to make an adequate
underwater inspection.

The following information is usually included as a minimum for each bridge structure requiring underwater
inspection:

a. Type and location of the bridge.

b. Type and frequency of required inspection.
c. Locations of members to be inspected.
d. Types and water depth of members.

10-1
 e. Inspection procedures to be used.
f. Dates of previous inspections.
g. Special equipment required.
h. Results and findings of the last inspection.
i. BI-9 completed for each underwater inspection.
j. Follow-up actions taken based on the previous BI-9 forms.

Frequency of Inspection. The AASHTO Manual for Maintenance Inspection of Bridges specifies that
routine, scheduled inspections of substructures submerged in water which are in excellent condition must be
conducted at least once every five years. Structures having underwater members in damaged or deteriorated
condition or which are located in unstable channels require shorter inspection intervals. The AASHTO
Manual for Maintenance Inspection of Bridges further requires that steel substructures located in corrosive
environments be inspected at least once every two years.

In Alabama, all state owned bridges requiring underwater inspection are inspected on a two-year cycle except
for the structures shown in Appendix J. County and city bridges requiring underwater inspection are
inspected once every four years. If any conditions exist which raise serious questions as to the structural
integrity of an underwater element, that structure will require an underwater inspection regardless of the last
inspection date. The Maintenance Bureau further stipulates that each Area will "mark or tab" the file of each
structure that requires underwater inspection. Each Area is required to maintain an up-to-date list of all
structures requiring underwater inspection, along with the date of the last underwater inspection.

Sometimes certain events and conditions affecting a bridge require that non-scheduled inspections of bridges
be made to meet the urgency of the contingencies. These include, but are not limited to, the following:

a. Unusual floods. Major floods may threaten bridge foundation integrity.

b. Vessel impact. Inspect underwater bridge elements and determine the extent of
damage.

c. Unusual ice floes. Accumulations of ice floes on substructure elements can increase
the depth of scour and cause damage to the elements.

d. Prop wash from vessels. Turbulence caused by marine vessels may generate
scouring currents damaging to underwater structures.

e. Build-up of debris at piers or abutments. This build-up effectively widens the element
and may cause scouring currents.

f. Evidence of deterioration or movement. Investigate underwater elements if the

bridge exhibits evidence of rotational, lateral, or vertical movement.

g. Adverse environmental conditions. Water with high concentrations of pollutants

may cause rapid and severe deterioration of underwater elements.

h. Critical location in highway system. Structures whose loss may cause significant
economic damage to the community warrant more frequent inspections regardless
of their existing conditions.

10-2
Underwater Inspection. Three levels of inspection are identified and adopted by the Federal Highway
Administration. The levels of inspection are indicative of the effort required for various inspections and
provide a standard inspection terminology.

Level I Inspection. A Level I inspection involves close visual examination, or a tactile examination using
large sweeping motions of the hands where visibility is limited. Level I examination is usually conducted
over the total exterior surface of each underwater structure element. It must be detailed enough to detect
major damage or deteriorations due to overstress, corrosion, or scouring, and confirm the continuity of the full
length of all members.

Level II Inspection. A Level II inspection is a detailed examination of underwater structures which requires
that portions of the structures be cleaned of marine growth. It is intended to detect damaged areas which may
be hidden by surface biofouling. The selection of the locations for cleaning is made in such a way that it
minimizes damage to the structures. The extent and severity of all damaged areas should be measured and
documented.

Level III Inspection. A Level III inspection is a highly detailed examination of critical structural elements, or
a member where extensive repair or replacement is contemplated. It is intended to detect interior damage and
to evaluate material homogeneity.

Frequency and Types of Inspection. Bridge structures in excellent condition and located in passive,
nonthreatening environments must receive routine underwater inspection at least once every five years. A
routine inspection includes a Level I inspection of all underwater elements, a Level II inspection of at least 10
percent of the substructure elements, and a basic scour investigation. A scour investigation includes a
complete evaluation of the adjacent stream bed, and determination of the channel profile in the area of the
bridge.

An in-depth inspection typically includes Level II inspection over extensive areas and Level III inspection
over limited areas. Nondestructive testing is normally performed, however, occasionally the inspection may
include some destructive testing such as extracting samples for laboratory analysis and testing, and boring and
probing.

Estimated percentages of Level I, II, and III inspection done by the Alabama Department of Transportation
divers every two years are as follows:

Level of Inspection Percentage of total

Level I 100%
Level II 40%
Level III 10%

Inspection levels are determined by the bridge inspectors after reviewing bridge files.

10-3
THE UNDERWATER INSPECTOR

This section discusses the attributes desirable in an underwater bridge inspector and the environment under
which he will operate. The person in charge of the State’s bridge inspection program is responsible for
establishing the minimum qualifications for a diver-inspector who will be conducting underwater bridge
inspection.

Conditions and Difficulties. Once a diver enters the water, his environment changes completely. His
visibility is often reduced to near zero due to muddy water and depth. In many cases artificial lighting is
ineffective because suspended particles in the water reflect the light. The diver must therefore rely on his
sense of "feel" as opposed to his sense of "sight." The diver not only has reduced perceptual capabilities, but
is less mobile as well. This cold, dark, hostile environment results in a reduced physical working capacity.
The diver is also totally dependent on external life support systems which adds psychological stress. Things
that can be done intuitively above water must be conscientiously planned and executed step-by-step
underwater. For example, maintaining your orientation and location during an inspection requires continual
attention. Distractions are plentiful and range from living organisms such as fish, snakes and crustaceans to
environment conditions such as cold, high current and debris.

Qualifications. The underwater inspector, preferably, should possess the following desirable attributes and
characteristics:

a. Dedication to do a good job and an appreciation of the importance of his work to

the safety of lives and property
b. An experienced and accomplished commercial diver
c. Excellent physical and psychological condition
d. A determined and resilient spirit
e. Fully qualified and certified as an NBIS bridge inspector
f. Good communication skills
g. Diving certification for surface supplied air
h. Current CPR and First Aid certification
i. Current physical examination on record
j. Current Department annual training

Training. In 2005 the NBIS specified that the minimum training for a diver to perform underwater
inspections was the attendance of the NHI Underwater Bridge Inspection Training course (NHI 130091).
Additional and ongoing training is required for ALDOT Divers. These requirements are established by the
State’s bridge maintenance engineer. Basic credentials of a prospective inspector-diver may include
technician certification in related technologies, a degree in engineering or engineering technology, plus
experience in bridge inspection and diving. Because of the complexities of modern bridge structures, the
intricacies of underwater inspection, and the adverse environment under which bridge inspection is normally
conducted, each inspector-diver should participate in a continuing training program including a
comprehensive bridge inspection training course with a minimum duration of two weeks. Short refresher
courses or updated training sessions conducted periodically will be highly beneficial to the continuing
professional development of the inspector-divers.

Graduates of commercial diving schools are generally better prepared for the diving conditions encountered
in underwater inspection. Programs offered by organizations such as YMCA and the Professional

10-4
Association of Diving Instructors (PADI) are oriented towards the recreational diver and do not prepare an
individual adequately for diving in the severe underwater conditions encountered near bridges.

In addition to on-the-job training under the supervision of an experienced bridge inspector-diver, a novice
inspector-diver must take advantage of refresher courses or updated training offered periodically to maintain
or improve their competency.

Safety. The ALDOT Bridge Maintenance Section has written a Safe Practices and Procedures Manual for its
Underwater Bridge Inspection operations. It is a combination of standards and procedures from various
publications including: OSHA, Commercial Diving Standards, Coastguard Commercial Diving Standards, U.
S. Navy Diving Manual, U. S. Corp of Engineers Safety and Health Requirements Manual and the
Association of Diving Contractors International Safe Practices and Procedures Manual. Refer to this manual
for in-depth questions about the ALDOT Underwater Bridge Inspection practices.

Management of Diving Personnel. In view of the hazardous environment under which a bridge inspector-
diver operates, the diving supervisor must ensure that proper precautions are being taken to safeguard against
or minimize the many hazards associated with this profession such as decompression sickness, marine
animals and plants, infections from water-borne microorganisms, chemical pollutants, and other known
hazards connected with diving.

Minimum requirements of personnel for an underwater inspection are: one diver/supervisor, one standby
diver/tender, and one topside inspector. In addition, at least one of these people must be an NBIS-certified
bridge inspector.

UNDERWATER STRUCTURAL DEFECTS

The principal causes of underwater bridge defects are deterioration of the structural materials, damages due to
vessel impact, and the undermining and loss of lateral and vertical soil support due to scour. The Underwater
Inspection Field Reference found in Appendix F can help the inspector-diver to locate and identify structural
defects.

Deterioration of structural material is caused by environmental factors and the quality, characteristics and
properties of the material itself. For instance, steel structures submerged in salty or acidic water will
eventually corrode, especially if protective measures are not being taken to prevent rusting. Timber piles in
water will eventually decay or be attacked by marine borers.

On navigable waterways, bridges are also subject to damage by marine vessel impact. The damage may be
visible above water, but an underwater inspection is often the only way to determine with certainty the overall
structural integrity of the damaged structure.

Loss of lateral support and undermining due to streambed scouring have been a major cause of bridge
failures, and they are usually not detected until they have reached very serious, even disastrous, proportions.
There are, however, several ways to check the streambed conditions to forestall the sudden onset of such
catastrophe. The most common methods are taking soundings to map the stream profile and underwater
inspection.

10-5
Types of Substructures Located in Water. The common types of substructures located in water are pile
bents, piers, abutments, cofferdams, culverts, and protective devices such as dolphins, fenders, and shear
fences. The discussions that follow serve to highlight the salient features of each structure.

Pile Bents. Pile bents are structural supports consisting of piles and pile caps. Superstructure loads are
distributed to the piles by the pile cap. Pile bents are used as both intermediate supports and abutments. They
are usually constructed of timber, concrete, steel, or a combination of these materials. Some older structures
made extensive use of stone masonry.

Piers. Piers are transverse intermediate supports constructed of concrete, masonry, timber, or steel. A pier
consists of three basic elements: a footing, a shaft, and a pier cap. Some representative pier types are shown
in Figure 56.

Figure 56: Representative Pier Types

10-6
Abutments. Abutments are substructure elements at the ends of bridges. They provide end support for a
bridge, and retain the approach embankment. Types of abutments include Full Height, Stub, and Open.
These are shown in Figure 57.

Figure 57: Types of Abutment

Cofferdams. A cofferdam is a temporary enclosure used to build a pier’s foundation. It is usually constructed
of steel sheet piles. After the sheets are driven and an underwater inspection is made, a seal footing of
concrete is poured on the bottom. The cell is then de-watered and a pier built on the seal.

Protective Devices. Dolphins, fenders, and shear fences are examples of protective devices placed around
bridge substructures to protect them from serious damage by errant impacting vessels. Dolphins are
constructed of a group of timber or steel piles or steel sheet pilings driven into the channel bottom to form a
protective layer around the structure. A fender system is usually attached directly to the substructure unit, or
to piles driven adjacent to the substructure unit. Shear fences are extensions of a fender system consisting of a
series of piles supporting walers.

Culvert. A culvert is a small bridge normally constructed entirely below the elevation of the roadway surface
and having no part integral with the roadway.

10-7
Deterioration of Structural Materials. Four types of structural materials will be discussed; concrete, steel,
masonry, and timber. Emphasis will be placed on the common causes of damage and deterioration, and how
to identify, evaluate, and document these defects in a systematic manner.

Concrete. Three types of concrete are generally used for construction purposes: plain, reinforced, and
prestressed. Concrete is susceptible to deteriorations caused by a variety of environmental factors. These
deteriorations are usually manifested in the forms of cracking, scaling, and spalling. Additionally, concrete
may be damaged by abrasion and vessel impact. Minor abrasion damage resembles scaling, while major
abrasion damage may cause gouges, cracks, and voids.

Cracks can develop due to volume changes caused by temperature variation. Cracks may also be an
indication of overloading, corrosion of the reinforcing steel, or settlement of the structure. Cracks can be
found at any location on a substructure element. When reporting cracks, record the length, width, location,
and orientation (horizontal, vertical, diagonal, etc.) of each crack. Also indicate the presence of rust stains,
efflorescence, or evidence of differential movement on either side of the crack.

Scaling is a gradual and continuous loss of surface mortar and aggregate from an area. This condition is
commonly found at the waterline on piers and piles in colder climates and is caused by volume changes due
to freeze-thaw action. It can also be caused by chemical attack from pollutants in water. When reporting
scaling, note the location, size, and depth of penetration of the scaling. To avoid confusion when reporting
defects, a standard format and nomenclature should be used consistently.

Spalling is a depression in the surface of the concrete which may expose corroded reinforcing steel. This
defect is commonly found at the waterline of bridges, where the combined actions of salt water, acidic
pollutants, and waves provide a conducive environment for spalling. Cracks and pores in concrete allow
moisture and air to reach reinforcing steel bars near the surface which subsequently corrodes the steel. When
steel corrodes, the products of corrosion can occupy up to ten times the volume of the parent material and
may produce forces in excess of 34 psi. This expansive force cracks the concrete and "pop-off" areas are
created on the surface of the concrete.

When inspecting concrete substructures for presence of spalling, look for signs of defects above and in the
area of the waterline. Strike the surface with a hammer to determine if there are fracture planes hidden below
the surface of the concrete. Pay particular attention to areas that are intermittently wet and dry. Below the
water surface, areas adjacent to construction accessories should be closely examined.

Steel. The primary cause of damage to steel is corrosion. Corrosion is most prevalent in the splash and tidal
zones, and can occur both above and below water. Corrosion can be especially severe when the bridge is
located in salt and brackish water or water laden with chemical pollutants. Corrosion rates may also be
worsened by the presence of stray electrical current, high velocity flow, and warm water temperature.

When reporting steel corrosion, check the coatings for breaks which are potential areas of corrosion. Detailed
examination of the coatings should be made with care so as not to damage any coating which is present. Also
check underwater connections for corrosion at splices in piles, at bracing connections, and on wales of sheet
pile bulkheads. Corrosion may also be present in the bracing member connections in the splash zone.
Connections are potential sites of corrosion because their composition may be different from the structure’s
main material, causing the formation of galvanic corrosion cells at these discontinuities.

10-8
Examine bolts, nuts, and rivets for corrosion and fit, and check the interlocks on sheet piling for cracks,
corrosion, and gaps between sheets.

Masonry. Many older bridges have piers and abutments constructed of masonry. The types of stone
commonly used are granite, limestone, and sandstone. Problems prevalent in masonry structures include
cracking, scaling, and deteriorated pointing.

Masonry is a naturally porous material and is susceptible to deterioration by freezing and thawing. The stone
may fracture and break off in small pieces, and the man-made mortar deteriorates like concrete. Masonry-
mortar joints near the waterline are most susceptible to this type of damage. The abrasive action of sand in
water may cause underwater masonry to experience losses in both the masonry and the pointing. Record the
location, length, width, and penetration of defects in areas of deterioration.

Timber. Timber pile bents are common in smaller and shorter span bridges. On larger bridges, many
protection devices are constructed of timber, and many piers and abutments are supported on timber piles.
Deterioration in timber members results from a variety of factors, including the decaying action of bacteria
and fungus, marine infestations, abrasion damage, and damage from vessel impact. Other damage may be
caused by construction defects and faulty or missing connectors.

UNDERWATER INSPECTION EQUIPMENT

The Diver’s Environment. The diver’s work environment is inherently hostile and hazardous. He often
works in isolation, in cold, dark places under severe physiological and psychological stress, and is exposed to
a variety of pressure-decompression related illnesses and injuries. To work effectively, the diver must adapt
to his environment, be familiar with his equipment, and select methods appropriate to the task.

Common physiological hazards include decompression sickness, nitrogen narcosis, carbon dioxide poisoning,
and oxygen poisoning. Because of the potential for nitrogen narcosis and oxygen poisoning when breathing
air under high pressure, mixed gas, generally a helium-oxygen mixture, is used for deep dives, generally 190
feet or greater. Most bridge inspections are conducted at depths where air can be used. For this reason, air
diving is the only type discussed in details in the following sections.

Modes of Diving. Within air diving, two principal modes are used: scuba, in which the diver carries his own
air supply with him in a tank; and surface-supplied diving, in which the diver’s air source comes from ship-
based or shore-based equipment. Both modes are used by ALDOT underwater bridge inspectors. However,
surface-supplied is the preferred method because of its safety and efficiency.

Scuba Diving. Scuba is an acronym for Self Contained Underwater Breathing Apparatus. It utilizes high
pressure steel or aluminum air cylinders with two-stage regulators to deliver air to the diver. Due to the
dangerous conditions encountered in underwater bridge inspections, (debris, low or zero visibility, cold, swift
water and other physiological dangers) scuba is used only in a very limited application by the ALDOT
underwater inspection teams.

Surface-Supplied Diving. In a surface-supplied system, air is supplied to a helmet worn by the diver through
an air umbilical. The air supply can be either a compressor or a bank of high pressure bottles. The umbilical
consists of an air hose, communication wire, pneumofathometer hose, and a safety line. The communication
wire runs from a two-way radio on the surface to a speaker and microphone in the diver’s helmet. The
pneumofathometer runs from a calibrated depth gauge on the surface, to the diver, enabling the inspection

10-9
team to get a depth reading whenever necessary. With this system the diver has a constant supply of air and
the ability to communicate with the surface, thus providing assistance in an emergency and a more thorough
bridge inspection.

Additional support equipment for both modes of air diving could include a decompression chamber, which is
required for dives exceeding 100 fsw (feet of seawater) or which exceed the no-decompression limits.

Diver’s Equipment. The following is a list of essential dive gear needed to conduct surface-supplied and
scuba operations. (An explanation follows each item).

1. Exposure Suits: A diver immersed in cold water rapidly loses body heat. To
protect and insulate the diver, an exposure suit is necessary. There are two types
of exposure suits in common use: the wet suit and the variable-volume dry suit. A
wet suit allows a thin layer of water between the suit and the diver’s skin, which
acts as an insulator to keep the diver warm. The suit will provide adequate thermal
protection in warmer waters, generally above 50 degrees Fahrenheit. In cold or
polluted waters, the variable-volume dry suit is extremely effective in keeping the
diver warm and guarding against water-borne pollutants. The suit is designed to
use a layer of air as insulation and can normally be inflated from a low pressure air
supply. It is to be worn with thermal underwear which provides excellent
protection against cold.
2. Air Cylinders: Used to hold compressed air.
3. Regulators: Reduces and regulates air pressure coming from high pressure air
cylinders to divers.
4. Buoyancy Compensator (BC): System of rubberized air bags which allows the
diver to maintain neutral buoyancy at depth or a face-up position on the surface
without having to tread water.
5. Face Mask: Protects diver’s nose and eyes from water.
6. Weight Belt: Helps control buoyancy.
7. Fins: Increases swimming efficiency.
8. Knife: Used primarily as a tool and is available for emergencies. It is usually
made of stainless steel with a serrated edge and a marlin spike.
9. Depth Gauge: Used to determine water depth.
10. Pneumofathometer: Used to determine water depth, also can be used as
emergency air source.
11. Submersible Pressure Gauge: Provides diver with continuous indication of amount
of air in scuba cylinder.
12. Wristwatch: Keeps track of "Bottom Time" and "Surface Intervals".
13. Dive Helmet: Provides dry protective environment for divers head.
14. Diver Umbilical: Air, communication, and life line from surface to diver.
15. Harness: Nylon web with attached "D" rings for securing umbilical and tools to
diver.
16. Two-Way Diver Radio: Used for audio communication between diver and topside
personnel.
17. Compressor: Supplies air to diver via air cylinders or volume tank with filters.
18. Volume Tank: Storage area for air supply (must be equipped with filters).
19. Power Head: Explosive device used to protect diver from hostile marine animals.
20. Gloves: Used to protect divers' hands for cold and/or abrasions.

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 21. Bail out Bottle: Compressed air cylinder carried with diver for emergency air supply.
22. Diving Console: Portable one or two diver control station that regulates or monitors
divers' air supply, communications and depth.

Inspection Tools. Much of the underwater inspection work involves cleaning of structural elements.
Sampling and testing may also have to be done. Hence the diver must have the proper tools and equipment to
work effectively underwater. Both power and hand tools are used underwater. Under normal circumstances,
hand tools are used unless the biofouling is extremely severe and difficult to remove or the areas to be cleaned
are extensive. For underwater repair work, use of power tools would be warranted.

Typical hand tools used for underwater inspection work include screwdrivers, scrapers, ice picks, hammers,
axes, hand drills, wire brushes, pry bars, flashlights, and hand saws. Power tools come in two types:
hydraulic and pneumatic. Pneumatic tools can be used underwater; however, they are costly to operate and
maintain due to water intrusion. They also produce a stream of bubbles that can interfere with the diver.
Hydraulic tools use a closed fluid system which does not produce bubble interference and enable the diver to
use them more efficiently and with less fatigue.

Underwater Photography and Video Equipment. Significant improvements in underwater camera and
video equipment mean that underwater documentation in the form of color photography or video can now be
provided at an economical cost under almost all water conditions. Both still and video camera play an
important role in identifying and reporting underwater structural defects.

Due to advancements of underwater video systems ALDOT divers use digital recording devises for the bulk
of their underwater recordings.

Some useful tips for underwater photography are discussed below:

1. Document conditions with underwater photography as the inspection progresses,

rather than waiting until the end of the project to take pictures.
2. Always use artificial light sources to obtain true color reproduction without loss of
details and contrast.
3. In reviewing photographs of underwater objects, it is often difficult to determine the
size and true color or tint of objects without some standard of reference. To provide
a basis of reference, include a scale and a patch of known color in the photograph.
4. When the water is extremely turbid and visibility exceptionally low, a "clearwater"
box may be used to obtain a clear picture. A "clearwater" box is a box constructed
of clear plastic that can be filled with clear water through which a camera is aimed.
The box, when pressed against a subject, displaces the turbid water. Use of the
"clearwater" box normally requires two divers.

Dive Platforms. In bridge inspection, the primary dive platform is typically a boat. A key criterion in
choosing a boat is adequate space for all dive equipment and personnel. The international dive flag
"ALPHA," a blue and white flag, must be displayed to comply with international standards. Since
recreational boaters may not recognize this dive flag, both this flag and the red and white sport diver flag
should generally be flown for safety.

10-11
UNDERWATER INSPECTION TECHNIQUES

Preparation and Safety. Preparation for underwater inspection includes:

1. Site reconnaissance and data collection.

2. Reviews of as-built drawings and previous reports.
3. Selection of equipment and methods.

During site reconnaissance, the diving supervisor and inspector:

1. Determine the number of substructure units in water .

2. Estimate those units which can be inspected by wading and those which require
diving.
3. Determine the approximate water depth from the drawings or using a weighted
lead line.
4. Determine the approximate velocity of the water.

By previewing as-built drawings of substructure units to be inspected, the diver can learn what he may
encounter underwater. It will also facilitate communication between the diver and note-taker. Previous
reports provide a basis of comparison between the conditions of the defects existing then and those
encountered now. Information obtained from site reconnaissance and previous reports help a dive team to
select the most efficient and effective methods and equipment.

Inspection Procedures. Inspection procedures of piers, abutments, piles, cells, cofferdams, and bulkheads
will be briefly discussed.

Piers are inspected in a circular pattern using visual and tactile methods. The inspection is started by making
a circular path around the base of the pier, then moving up a uniform increment, and circling the pier again.
This pattern is repeated until the inspection is completed.

For a surface-supplied air diver, the pier cannot be circled without entangling the line. In such case, the diver
inspects one side of the pier in a back and forth motion starting at the bottom. Repeat this pattern on the other
side of the pier. Abutments are inspected using the same back and forth method.

Piles are inspected in a spiral motion. The diver begins at the top of one pile and inspects it while descending,
then moves to the next pile and inspects it while ascending. When the inspector is line-tendered or using
surface-supplied equipment, he must move from side to side to keep the line free.

The inspection procedure for cells, cofferdams, and bulkheads is similar to that of piers. The inspector also
notes the presence, size, and condition of any riprap placed at the base of these units, and any indication of
scour.

Level III Examination--Special Testing. Level III examination is employed when Level I and Level II
examinations cannot conclusively determine the structural condition of the underwater item. Special testing
of steel, concrete, and timber structures will be discussed.

10-12
Steel. In steel structures, the inspector is often interested in measuring the remaining thickness of corroded
members. This can be done with a graduated scale, a pair of calipers, and ultrasonic measuring devices. To
detect hidden flaws, magnetic particle testing and radiography may be used.

A graduated scale is the most basic tool for measuring exposed surfaces and edges. However, it is not very
precise and should be used only for approximate measurements.

Calipers are compact and easy to use under most circumstances. A disadvantage, however, is that they cannot
take direct measurements of sheet piling or webs of H-piles, unless holes are drilled in the member.

Ultrasonic devices measure thickness by sending high frequency sound waves through a member, and then
measuring the travel time of the waves and calculating the thickness of the member. Two types of ultrasonic
devices are available. One type is totally submersible, and the second type has a waterproof transducer and
cable which are carried below water while the electronics and display unit remain on the surface.

Both magnetic particle testing methods and radiography are not commonly used for underwater bridge
inspection and will not be discussed here.

Concrete. Several nondestructive tests can be performed on concrete using specialized instruments, but these
instruments will have to be modified for underwater use.

The V-meter is an ultrasonic testing device which can determine locations of discontinuities in the concrete,
such as cracks and voids, by detecting abnormal velocities of travel of high frequency sound waves. Data is
then interpreted by trained technicians.

The Schmidt hammer is a mechanical device which measures the compressive strength of in-place concrete.

The R-meter can determine the location of reinforcing steel within concrete and measure its depth of cover
and size. The meter accomplishes this by inducing a magnetic field within the concrete.

Coring is a partially destructive testing method. Cores obtained underwater can be tested in the laboratory in
accordance with standard procedures. Voids created by coring will need to be filled and repaired.

Timber. Level III special testing methods for timber include:

1. Estimation of residual strength of timber by nondestructive ultrasonic testing

2. Partially destructive testing of timber by coring and boring with hand, pneumatic,
or hydraulic tools
3. Boring a hole in the timber and probing the inside with a thin, hooked rod to
determine if there are voids due to decay or marine borers. Every underwater
inspection of timber piles should include representative measurements of the pile
diameter. Losses of timber section due to abrasion, decay, or vermin attack may
not be readily detected by visual means alone. Voids or holes created by boring
may need to be filled by driving dowels or shaped pieces of hardwood into the
holes.

10-13
SCOUR INVESTIGATIONS

The most common cause of bridge failures stems from floods, and scouring of bottom material around bridge
foundations is the most common cause of damage to bridges during floods. Therefore, periodic scour
investigations should be conducted for each bridge to determine if a bridge is scour critical. A scour critical
bridge is one with abutment or pier foundations rated as unstable due to observed scour at the bridge site or a
scour potential as determined from a scour evaluation study.

Basic Concepts. Scour is the result of the erosive action of flowing water. Water flowing at high speed tends
to be more erosive than low-velocity flows. Different materials scour at different rates. For instance, loose
granular soils are rapidly eroded by underwater action while cohesive or cemented soils are more scour
resistant. Scour will reach its maximum depth in sand and gravel beds in hours, cohesive materials in days,
glacial tills, sandstones and shales in months, limestones in years, and dense granites in centuries. Inspectors
need to carefully study site-specific information in evaluating scour potential at bridges.

Types of Scour. General scour involves the removal of material from the stream bed and banks across all or
most of the width of a channel. It can result from a contraction of the flow area or channel width and changes
in downstream water surface elevation which controls the backwater and hence, the velocity through the
bridge opening. It can also result from the location of the bridge in relation to a bend. In each case, the scour
is caused by increased velocities and increased bed shear stresses. Contraction scour is a form of general
scour caused by contraction of the flow area (or channel width) and an increase in flow velocities.
Local scour also involves removal of material from the channel bed or banks but is restricted to a minor part
of the channel. This scour occurs around piers, abutments, spurs, and embankments. It is caused by an
acceleration of the water flow rate around the base of these structures and the subsequent development of a
vortex induced by their obstructions to the flow. As the depth of scour is increased, the strength of the vortex
decreases and the transport rate of sediment is reduced. Eventually an equilibrium condition is reestablished
and scouring ceases. Factors affecting local scour are:

1. Pier width
2. Projected length of the abutment into the flow
3. Pier length
4. Depth of flow
5. Velocity of the approach flow
6. Bed material
7. Angle of attack of the approach flow to the pier or abutment
8. Geometric shapes of the pier and abutment
9. Ice formations or jams
10. Channel bed configuration
11. Debris.

Evaluating Scour Potential of Bridges. Bridges are inspected to determine, among other things, their
existing scour conditions and their vulnerability to scour damage. This assessment should be done by an
interdisciplinary team of professional engineers who can make the necessary engineering judgments to
decide:

1. Priorities for making bridge scour evaluations

2. The scope of the scour evaluations

10-14
 3. Whether the bridge is scour critical
4. Which scour countermeasure to adopt
5. Which countermeasure is most suitable and cost-effective for a given bridge
6. Inspection and monitoring schedules for scour critical bridges.

The Evaluation Process. The major objectives of a scour evaluation program are elaborated as follows:

1. To review all bridges susceptible to scour in the State’s bridge inventory

2. To determine those foundations which are stable for estimated scour conditions
and those which are not
3. To provide for frequent inspection of scour critical bridges during and after flood
events until adequate scour countermeasures are implemented
4. To install scour countermeasures in a timely manner.

Five steps are identified in the scour evaluation process. These steps are discussed individually as follows:

Step 1. Compile a list of those bridges with actual or potential scour problems.
This list will likely include:

a. Those bridges currently experiencing scour and those that have a

history of scour problems
b. Bridges over streams with erodible beds or bridges with design
features that make them vulnerable to scour
c. Bridges on "aggressive" streams including those with active
streambed degradation or aggradation, those with significant lateral
movement, and those with steep slopes or high flow velocities
d. Bridges located on stream reaches with adverse flow characteristics.

Step 2. Prioritize the list compiled in Step 1, using the following factors as a guide:

a. The potential for bridge collapse or damage in the event of a major

flood
b. The functional classification of the highway on which the bridge is
located
c. The effects of a collapse on the safety of the travelling public
d. The effects of a collapse on the overall transportation system of the
region.

Step 3. Conduct field and office scour investigations of the bridges on the prioritized
list developed in Step 2, using a team of structural, hydraulic, and
geotechnical engineers.

Step 4. For bridges identified as scour critical in Step 3, formulate a plan of action
for monitoring and correcting the scour problems.

Step 5. After completing scour investigations for the list of bridges compiled in Step
1, the remaining bridges in the bridge inventory should be evaluated.
Establish another list of bridges based on the following criteria:

10-15
 a. Functional classification of the highway on which the bridge is located
highest priority is given to arterial highways, and lowest to local
roads.
b. Bridges whose failures could have a disastrous effect on regional
traffic operations.

Diver’s Inspection of Underwater Scour Conditions. Underwater scour inspection includes inspection of
the scour status and scour potential of pile footing and abutment footing. The purpose is to determine the
vulnerability of the bridge structures to scour damage.

Inspect for scour at piling and measure depth of scour. Footings which were designed to be embedded in the
stream bed should be inspected for scour. Measure each exposed pile from the bottom of the footing to the
mudline. Take photographs of the bottom of the footing showing exposed piles when possible. Also, note
condition of piles and debris, if present. During an underwater inspection, the diver notes the bottom
conditions adjacent to submerged foundation elements. Local scour can generally be identified by the
presence of scour holes near the upstream end of the substructure unit and a build-up of soil at the
downstream end. He should also note the presence of debris which could cause local scour.

Note the type of stream bed material and the presence, location, and size of riprap. The diver may be able to
determine if riprap has been covered over by stream bed material by probing the suspected area with a steel
rod.

Scour Investigations by Soundings. The most common instruments used to make soundings are recording
fathometers, sounding poles, and weighted lines. Soundings may be taken from a boat to permit making
measurements under the bridge and at distances upstream and downstream of the bridge. Soundings may
also be taken with a weighted line by an inspector from the bridge deck and may be referenced to a part of the
bridge structure, such as the top of the handrail or the curb. For more information on the requirements for this
type of profiling see the BI-4 section of this manual.

Recording Fathometer. This instrument is easy and compact to use and is perhaps the most efficient way of
recording depths. It consists of a transducer, which is suspended in water, a sending/receiving device, and a
graphic recorder. The fathometer measures the time it takes the emitted sound waves to return to the
transducer and converts that time to depths of water, which is plotted or displayed on the graphic recorder.
The fathometer provides a profile of the channel bottom. It also gives a good indication of scour activity at
piers and abutments. Color fathometers are also available which provide a good representation of the channel
bottom, including density variations of substrata materials. In certain types of soil, a color fathometer can
even detect infilling of scour holes.

Geophysical Inspection of Scour. As a flood is receding, the stream velocity decreases resulting in the
sediment being redeposited in the scour hole. This redisposition is referred to as infilling. Since infill material
often has a different density than that of the adjacent unscoured channel bottom material, the true extent of
scour can be measured by determining the interface where the density variation occurs.

Three geophysical tools which can be used to measure scour after infilling occurs are ground penetrating
radar or sonar, tuned transducer, and color fathometer. Ground penetrating radar or sonar can be used to
obtain high resolution, continuous, subsurface profiles on land or in relatively shallow water (less than 25

10-16
feet). This device transmits short (80 to 100 MHz) electromagnetic pulses into the subsurface and measures
the return times of the signals and then converts them to a continuous subsurface profile.

Tuned transducer, or low frequency sonar, is a seismic system which operates through the transmission and
reception of acoustic waves. It consists of a transmitter, a transducer towed alongside the boat, a receiver, and
a graphic recorder.

A color fathometer is similar to a black and white recording fathometer, except that it provides a good
representation of the channel bottom, including density variations of substrata materials.

SUMMARY

This section has outlined some of the important factors contributing to deterioration of underwater
substructures, and the appropriate inspection techniques to identify and evaluate the damage. It also
highlights the causes and mechanics of underwater scour and the importance of identifying scour critical
bridges for follow-up remedies and countermeasures. Diving procedures, diver’s equipment, and personnel
requirements are also discussed to shed light on the important role played by the inspector-diver. A
significant insight gleaned from this section is that no underwater structure is immune to deterioration of
structural integrity; hence, the importance of a well-founded underwater inspection program.

It should be emphasized that this section is intended as an introduction and an overview of underwater bridge
inspection and is not to be construed as an exhaustive and complete discussion of the subject. It does not
substitute for attending any underwater bridge inspection training course conducted or offered by the
Department.

Any questions regarding the structural soundness of underwater substructures should be addressed to the chief
bridge inspector of the appropriate area office, and if they are not resolved there, to the Maintenance Bureau
of the Department’s Central Office.

10-17
CHAPTER 11: SCOUR

INTRODUCTION

The purpose of this section is to provide information for evaluating and inspecting bridges for scour.
Information contained in this chapter was extracted from FHWA Hydraulic Circular No. 18, Evaluating
Scour at Bridges, Second Edition.

BASIC CONCEPTS AND DEFINITIONS OF SCOUR

General. Scour is the result of the erosive action of flowing water, excavating and carrying away material
from the bed and banks of streams. Different materials scour at different rates. Loose granular soils are
rapidly eroded by flowing water, while cohesive or cemented soils are more scour resistant. However,
ultimate scour in cohesive or cemented soils can be as deep as scour in sand-bed streams. Under constant
flow conditions, scour will reach maximum depth in sand and gravel bed materials in hours; cohesive bed
materials in days; glacial tills, sand stones and shales in months; limestones in years and dense granites in
centuries. Under flow conditions more typical of actual bridge crossings, several floods will be needed to
attain maximum scour.

Designers and inspectors need to carefully study site-specific subsurface information in evaluating scour
potential at bridges, giving particular attention to foundations on rock. Massive rock formations with few
discontinuities are highly resistant to scour during the lifetime of a typical bridge.

A factor in scour at highway crossings and encroachments is whether the scour is clear-water or live-bed
scour. Clear-water scour occurs where there is no transport of bed material upstream of the crossing or
encroachment and live-bed scour occurs where there is transport of bed material from the upstream reach into
the crossing or encroachment.

This chapter discusses scour in both riverine and coastal areas. In riverine environments scour results from
flow in one direction (downstream). In coastal areas, highways that cross streams and/or encroach
longitudinally on them are subject to tidal fluctuation and scour results from flow in two directions. In
waterways influenced by tidal fluctuations, flow velocities do not necessarily decrease as scour occurs and the
waterway area increases. This is in sharp contrast to riverine waterways where the principle of flow
continuity requires that velocity be inversely proportional to the waterway area.

TOTAL SCOUR

Total scour at a highway crossing is comprised of three components. These are:

1. Long-term aggradation and degradation.

2. Contraction scour, and
3. Local scour.

11-1
In addition, lateral migration of the stream must be assessed when evaluating total scour at piers and
abutments of highway crossings.

Aggradation and Degradation. These are long-term streambed elevation changes due to natural or man-
induced causes (commonly dredging or mining operations) which can affect the reach of river on which the
bridge is located. Aggradation is the deposit of material eroded from the channel or watershed upstream of
the bridge, whereas degradation is the lowering or scouring of the bed of a stream due to a deficit in sediment
supply from upstream.

Contraction Scour. Contraction scour in a natural channel involves the removal of material from the bed
and banks across all or most of the channel width. This component of scour can result from a contraction of
the flow area or change in downstream control of the water surface elevation. The scour is the result of
increased velocities and shear stress on the bed of the channel.

Contraction of the flow by bridge approach embankments encroaching onto the floodplain and/or into the
main channel is the most common cause of contraction scour. Contraction scour can be either clear-water or
live-bed. Live-bed contraction scour typically occurs during the rising stage of a runoff event, while refilling
of the scour hole occurs during the falling stage. Also, clear-water scour at low or moderate flows can change
to live-bed scour at high flows. This cyclic nature creates difficulties in measuring contraction scour after a
flood event.

Local Scour. Local scour involves removal of material from around piers, abutments, spurs, and
embankments. It is caused by an acceleration of flow and resulting vortices induced by the flow obstructions,
and is usually cyclic in nature. Local scour can also be either clear-water or live-bed scour.

Lateral Stream Migration. In addition to the types of scour mentioned above, naturally occurring lateral
migration of the main channel of a stream within a floodplain may increase pier scour, erode abutments or the
approach roadway, or change the total scour by changing the flow angle of attack at abutments and piers.
Factors that affect lateral stream movement also affect the stability of a bridge. These factors are the
geomorphology of the stream, location of the crossing on the stream, flood characteristics, and the
characteristics of the bed and bank materials. For additional information refer to Hydraulic Engineering
Circular No. 20, [8] and "Highways in the River Environment."

The following paragraphs provide a more detailed discussion of the various components of total scour.

Aggradation and Degradation - Long-Term Streambed Elevation Changes. Long-term bed elevation
changes may be the natural trend of the stream or may be the result of some modification to the stream or
watershed. The streambed may be aggrading, degrading or in relative equilibrium in the vicinity of the bridge
crossing. In this section long-term trends are considered. Long-term aggradation and degradation do not
include the localized cutting and filling of the bed of the stream that might occur during a runoff event
(contraction and local scour). A stream may cut and fill at specific locations during a runoff event and also
have a long-term trend of an increase in the elevation over a reach of a stream. The problem for the engineer
is to estimate the long-term bed elevation changes that will occur during the life of the structure.

11-2
A long-term trend may change during the life of the bridge. These long-term changes are the result of
modifications to the stream or watershed. Such changes may be the result of natural processes or human
activities. The engineer must assess the present state of the stream and watershed and then evaluate potential
future changes in the river system. From this assessment, the long-term streambed changes, must be
estimated.

Factors that affect long-term bed elevation changes are:

a. dams and reservoirs (upstream or downstream of the bridge),

b. changes in watershed land use (urbanization, deforestation, etc.),
c. channelization,
d. cutoffs of meander bends (natural or man-made),
e. changes in the downstream channel base level (control),
f. gravel mining from the streambed,
g. diversion of water into or out of the stream,
h. natural lowering of the total system,
i. movement of a bend,
j. bridge location with respect to stream planform,
k. and stream movement in relation to the crossing.

The Corps of Engineers and other agencies should be contacted concerning documented long-term streambed
variations. If no documented data exist or if such data require further evaluation, an assessment of long-term
streambed elevation changes for riverine streams should be made using the principles of river mechanics.
With coastal streams the principals of both river and coastal engineering mechanics are needed. Such an
assessment requires the consideration of all influences upon the bridge crossing; i.e., runoff from the
watershed to a stream (hydrology), the sediment delivery to the channel (watershed erosion), the sediment
transport capacity of a stream (hydraulics) and the response of a stream to these factors (geomorphology and
river mechanics). In coastal streams, in addition to the above, consideration must be made of tidal conditions;
i.e., the magnitude and period of the storm surge, the sediment delivery to the channel by the ebb and flow of
the tide, littoral drift, the sediment transport capacity of the tidal flows and the response of the stream to these
tidal and coastal engineering factors.

Significant morphologic impacts can result from human activities. The assessment of the impact of human
activities requires a study of the history of the river, estuary, or tidal inlet, as well as a study of present water
and land use and stream control activities. All agencies involved with the river or coastal area should be
contacted to determine possible future changes in the river.

Contraction Scour. Contraction scour occurs when flow area of a stream at flood stage is reduced, either by
a natural contraction or by a bridge and/or its approach embankments. From continuity, a decrease in flow
area results in an increase in average velocity and bed shear stress through the contraction. Hence, there is an
increase in erosive forces in the contraction and more bed material is removed from the contracted reach than
is transported into the reach. This increase in elevation is lowered, the flow area increases and, in the riverine
situation, the velocity and shear stress decrease until relative equilibrium is reached; i.e., the quantity of bed
material that is transported into the reach is equal to that removed from the reach.

11-3
In coastal streams which are affected by tides, as the cross-section area increases the discharge from the ocean
may increase and thus the velocity and shear stress may not decrease. Consequently, relative equilibrium
may not be reached. Thus, at tidal inlets which experience clear-water or live-bed scour, contraction scour
may result in a continual lowering of the bed (long-term degradation).

Contraction scour can also be caused by short-term (daily, weekly, yearly or seasonal) changes in the
downstream water surface elevation that control backwater and hence, the velocity through the bridge
opening. Because this scour is reversible, it is included in contraction scour rather than in long-term
aggradation/degradation.

Contraction scour is typically cyclic. That is, the bed scours during the rising stage of a runoff event, and fills
on the falling stage. The contraction of flow due to a bridge can be caused by either a natural decrease in flow
area of the stream channel or by abutments projecting into the channel and/or the piers blocking a large
portion of the flow area. Contraction can also be caused by the approaches to a bridge cutting off the
floodplain flow. This can cause clear water scour on a setback portion of a bridge section and/or a relief
bridge because the floodplain flow does not normally transport significant concentrations of bed material
sediments. This clear-water picks up additional sediment from the bed upon reaching the bridge opening. In
addition, local scour at abutments may well be greater due to the clear-water floodplain flow returning to the
main channel at the end of the abutment.

Other factors that can cause contraction scour are:

a. natural stream constrictions,

b. long highway approaches over the floodplain to the bridge,
c. ice formation or jams,
d. natural berms along the banks due to sediment deposits,
e. island or bar formations upstream or downstream of the bridge opening,
f. debris or drift,
g. and the growth of vegetation in the channel or floodplain.

In a natural channel, the depth of flow is always greater on the outside of a bend. In fact there may well be
deposition on the inner portion of the bend at the point bar. If a bridge is located on or close to a bend, the
contraction scour will be concentrated on the outer part of the bend. Also, in bends the thalweg (the part of
the stream where the flow is deepest and, typically, the velocity is the greatest) may shift toward the center of
the stream as the flow increases. This can increase scour in the bridge opening.

INSPECTION OF BRIDGES FOR SCOUR

Introduction. There are two main objectives to be accomplished in inspecting bridges for scour:

1. To accurately record the present condition of the bridge and the stream; and
2. To identify conditions that are indicative of potential problems with scour and stream
stability for further review and evaluation by others.

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In order to accomplish these objectives, the inspector needs to recognize and understand the interrelationship
between the bridge, the stream, and the floodplain. Typically, a bridge spans the main channel of a stream
and perhaps a portion of the floodplain. The road approaches to the bridge are typically on embankments
which obstruct flow on the floodplain. This overbank or floodplain flow must, therefore, return to the stream
at the bridge and/or overtop the approach roadways. Where overbank flow is forced to return to the main
channel at the bridge, zones of turbulence are established and scour is likely to occur at the bridge abutments.
Further, piers and abutments may present obstacles to flood flows in the main channel, creating conditions for
local scour because of the turbulence around the foundations. After flowing through the bridge, the
floodwater will expand back to the floodplain, creating additional zones of turbulence and scour.

The following sections in this chapter present guidance for the bridge inspector’s use in developing a
comprehension of the overall flood flow patterns at each bridge inspected; and the use of this information for
rating the present condition of the bridge and the potential for damage from scour. When an actual or
potential scour problem is identified by a bridge inspector, the bridge should be further evaluated by an
interdisciplinary team. The results of this evaluation should be recorded under Item 113 - Scour Critical
Bridges.

If the bridge is determined to be scour critical, a plan of action should be developed for monitoring the
structure and/or installing scour countermeasures.

Office Review. It is desirable to make an office review of bridge plans and previous inspection reports prior
to making the bridge inspection. Information obtained from the office review provides a better basis for
inspecting the bridge and the stream. Items for consideration in the office review include:

1. Has an engineering scour evaluation study been made? If so, is the bridge scour
critical?
2. If the bridge is scour critical, are streambed profiles available and has a plan of action
been made for monitoring and/or installing countermeasures?
3. What do comparisons of streambed cross sections taken during successive
inspections reveal about the streambed? Is it stable? Degrading? Aggrading?
Moving laterally? Are there scour holes around piers and abutments?
4. What equipment is needed (rods, poles, sounding lines, sonar, etc.) to obtain
streambed cross sections?
5. Are there sketches and aerial photographs to indicate the planform location of the
stream and whether the main channel is changing direction at the bridge?
6. What type of bridge foundation was constructed? (Spread footings, piles, drilled shafts,
etc.) Do the foundations appear to be vulnerable to scour?
7. Do special conditions exist requiring particular methods and equipment (divers, boats,
electronic gear for measuring stream bottom, etc.) for underwater inspection?
8. Are there special items that should be looked at? (Examples might include displaced
riprap, stream channel at adverse angle of flow, problems with debris, etc.).

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Bridge Inspection. During the bridge inspection, the condition of the bridge waterway opening,
substructure, channel protection, and scour countermeasures should be evaluated, along with the condition of
the stream.

The BI-5 section of this manual contains information relating to the coding for: Item 60--Substructure, Item
61--Channel and Channel Protection, and Item 71--Waterway Adequacy.

The guidance in this manual for rating the present condition of Items 60, 61 and 71 is set forth in detail. The
following sections present approaches to evaluating the present condition of the bridge foundation for scour
and the overall scour potential at the bridge.

Assessing the Substructure Condition. Item 60, Substructure, is the key item for rating the bridge
foundations for vulnerability to scour damage. When a bridge inspector finds that a scour problem has
already occurred, it should be considered in the rating of Item 60. Both existing and potential problems with
scour should be reported so that a scour evaluation can be made by others. The scour evaluation is reported
on Item 113, Scour Critical Bridges. If the bridge is determined to be scour critical, the rating of Item 60
should be evaluated to ensure that existing scour problems have been considered. The following items are
recommended for consideration in inspecting the present condition of bridge foundations:

1. Evidence of movement of piers and abutments;

Rotational movement (check with plumb line),

Settlement (check lines of substructure and superstructure, bridge rail, etc., for
discontinuities; check for structural cracking or spalling),

Check bridge seats for excessive movement.

2. Damage to scour countermeasures protecting the foundations (riprap, guide banks,

sheet piling, sills, etc.),

3. Changes in streambed elevation at foundations (undermining of footings, exposure of piles), and

4. Changes in streambed cross section at the bridge, including location and depth of scour holes.

In order to evaluate the conditions of the foundations, the inspector must take cross sections of the stream
using the BI-4 form, noting location and condition of stream banks. Careful measurements should be made
of scour holes at piers and abutments, probing soft material in scour holes to determine the location of a firm
bottom. If equipment or conditions do not permit measurement of the stream bottom, this condition should be
noted for further action.

Assessing Scour Potential at Bridges. The items listed in Table SC-1 are provided for bridge inspectors’
consideration in assessing the adequacy of the bridge to resist scour. In making this assessment, inspectors
need to understand and recognize the interrelationships between Item 60 (Substructure), Item 61 (Channel
and Channel Protection), and Item 71 (Waterway Adequacy).

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As noted earlier, additional follow-up should be made utilizing Item 113 (Scour Critical Bridges) when the
bridge inspection reveals a potential problem with scour.

Table 5: Assessing the Scour Potential at Bridges

1. UPSTREAM CONDITIONS
a. Banks

Natural vegetation, trees, bank stabilization measures such as riprap, paving,

gabions, channel stabilization measures such as dikes and jetties.

Bank sloughing, undermining, evidence of lateral movement, damage to stream

stabilization measures, etc.

b. Main Channel

Clear and open with good approach flow conditions, or meandering or braided
with main channel at an angle to the orientation of the bridge.

Existence of islands, bars, debris, cattle guards, fences that may affect flow.

Aggrading or degrading streambed.

Evidence of movement of channel with respect to bridge (make sketches, take

pictures).

c. Floodplain

Evidence of significant flow on floodplain.

Floodplain flow patterns - does flow overtop road and/or return to main channel?
Existence of floodplain development and any obstruction to flows approaching
the bridge and its approaches.

Evidence of overtopping approach roads (debris, erosion of embankment

slopes, damage to riprap or pavement, etc.).

d. Debris

Extent of debris in upstream channel.

e. Other Features

Existence of upstream tributaries, bridges, dams, or other features, that may

affect flow conditions at bridges.

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Table 5: Assessing the Scour Potential at Bridges (continued)

2. CONDITIONS AT BRIDGE

a. Substructure

Evidence of local scour at piles or piers. (Is piling exposed below casing.)

Obstruction of flows (Does substructure collect debris?)

b. Superstructure

Evidence of overtopping by floodwater (Is superstructure tied down to

substructure to prevent displacement during floods?)

Obstruction to flood flows (Does superstructure collect debris or present a large

surface to the flow?)

Design (Is superstructure vulnerable to collapse in the event of foundation

movement, e.g., simple spans and non-redundant design for load transfer?)

c. Channel Protection and Scour Countermeasures

Riprap (Is riprap adequately toed into the streambed or is it being undermined
and washed away? Is riprap pier protection intact, or has riprap been removed
and replaced by bed-load material? Can displaced riprap be seen in
streambed below bridge?)

Guide banks (Spur dikes) (Are guide banks in place? Have they been
damaged by scour and erosion?)

Stream and streambed (Is main current impinging upon piers and abutments at
an angle? Is there evidence of scour and erosion of streambed and banks,
especially adjacent to piers and abutments? Has stream cross section
changed since last measurement? In what way?)

d. Waterway Area

Does waterway area appear small in relation to the stream and floodplain? Is there evidence
of scour across a large portion of the streambed at the bridge? Do bars, islands, vegetation,
and debris constrict the flow and concentrate it in one section of the bridge or cause it to
attack piers and abutments? Do the superstructure, piers, abutments, and fences, etc., collect
debris and constrict flow? Are approach roads regularly overtopped? If waterway opening is
inadequate, does this increase the scour potential at bridge foundations?

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Table 5: Assessing the Scour Potential at Bridges (continued).

3. DOWNSTREAM CONDITIONS

a. Banks

Natural vegetation, trees, bank stabilization measures such as riprap, paving,

gabions, channel stabilization measures such as dikes and jetties.

Bank sloughing, undermining, evidence of lateral movement, damage to stream stabilization

measures, etc.

b. Main Channel

Clear and open with good "getaway" conditions, or meandering or braided with
bends, islands, bars, cattle guards, and fences that retard and obstruct flow.

Aggrading or degrading streambed.

Evidence of movement of channel with respect to the bridge (make sketches

and take pictures).

c. Floodplain

Clear and open so that contracted flow at bridge will return smoothly to
floodplain, or restricted and blocked by dikes, development, trees, debris, or
other obstructions.

Evidence of scour and erosions due to downstream turbulence.

d. Other Features

Downstream dams or confluence with larger stream which may cause variable
tailwater depths. This may create conditions for high velocity flow through
bridge.

Underwater Inspections

Perhaps the single most important aspect of inspecting the bridge for actual or potential damage from scour is
the taking and plotting of measurements of stream bottom elevations in relation to the bridge foundations.
Where conditions are such that the stream bottom cannot be accurately measured by rods, poles, sounding
lines or other means, other arrangements need to be made to determine the condition of the foundations.
Other approaches to determining the cross section of the streambed at the bridge include:

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1. Use of divers.
2. Use of electronic scour detection equipment.

For the purpose of evaluating resistance to scour of the substructure under Item 60 the questions remain
essentially the same for foundations in deep water as for foundations in shallow water:

1. What does the stream cross section look like at the bridge?
2. Have there been any changes as compared to previous cross section measurements? If so, does this
indicate that (1) the stream is aggrading or degrading, (2) local or contraction scour is occurring
around piers and abutments, or (3) the channel migrating?
3. What are the shape and depths of scour holes?
4. Is the foundation footing (or the piling) exposed to the stream flow; and if so, what is the extent and
probable consequences of this condition?
5. Has riprap around a pier been moved or removed?

11-10
 CHAPTER 12: FRACTURE CRITICAL MEMBERS AND
FRACTURE CRITICAL BRIDGES

A fracture critical member (FCM) is defined by the NBIS as a steel member in tension, or with a tension
element, whose failure would probably cause apportion or the entire bridge to collapse. Since the member is
loaded in tension, the failure usually occurs quickly and the collapse of the structure is sudden.

A fracture critical bridge must have one or more fracture critical members. The December 15, 1967 collapse
of the Point Pleasant (Silver) Bridge over the Ohio River was due to the sudden failure of a hanger, a metal
strap which held up a major portion of the bridge. This example of the sudden failure of a fracture critical
member resulted in the loss of 46 lives. This catastrophe was the triggering event that led Congress to create
the National Bridge Inspection Standards.

NEED FOR INTENSIVE INSPECTION

In most situations the only means available to detect flaws in a bridge member is visual inspection. It is
important to identify a flaw early in the typical crack development scenario. If the defect is identified as soon
as it can be seen by the inspector, the useful service life of the member may have already been reduced by
more than 80%.

Fractures have occurred on bridges that have been open to traffic relatively short periods of time. On such a
structure, there may be only one opportunity for the inspector to identify the flaw and prevent the fracture. If
the fracture will cause a sudden failure of all or part of the bridge, it is important that the defect be identified in
time to prevent a possible catastrophe. The flaw is often very small. The inspector has to be up-close, has to
know where to look, and has to recognize the crack when it first becomes visible.

Fracture Critical Member Training Course. The FHWA recognized that special training was needed on
the topic of FCMs. A three and a half day training course covering advanced topics has been developed and
is entitled Fracture Critical Inspection Techniques for Steel Bridges, NHI-130078. This course has been
based upon the FHWA report and upon a paper entitled "Inspection of Fracture Critical Bridge Members"
prepared by Mr. Ron L. Purvis of the firm of Byrd, Tallamy, MacDonald, and Lewis.

Participants learn in the FCM course how to identify a tension member and how to determine if its failure will
result in a sudden bridge collapse. A great amount of additional material is presented to help participants
identify the types of structures subject to tensile failures, the role of fatigue and crack growth, FCM inspection
procedures, and other information to help organize and conduct a FCM program.

FAILURE MECHANISM

An understanding of FCM failure mechanisms is instrumental in identifying bridges subject to FCM cracking
and fracture. Some of the key concepts and terms will be introduced in the following paragraphs.

The Role of Tensile Stress. The bridge member in tension is being pulled apart. This causes cracks to grow
and a fracture to occur. A member in axial tension is stressed the same throughout the cross section for the

12-1
total length between connections. Hangers, suspension cables and some truss members normally are stressed
in axial tension. For members experiencing bending, the stress varies from tension to compression at a given
member cross section. The inspector must be aware of tension zones in such members. For example, on a
simply supported beam, maximum tension is in the bottom flange at midspan. An equally important location
on a continuous span is the tension zone in the top flange over the interior support. Shear is a force generated
by equal but opposite transverse forces trying to slide one section of a member past an adjacent member
section. The vertical and horizontal shearing forces create a resultant diagonal tensile force that will try to tear
the material. An example includes the pin in a pin ad hanger assembly. High tensile stress may also be
concentrated at locations along a member where the cross section changes size or shape, or where there is a
discontinuity.

Crack Initiation and Propagation. Most cracks in steel bridges occur at predictable locations. Cracks
occur at areas of stress concentration. They normally originate at a flaw. The flaw is often associated with a
weld. When a fatigue crack caused by in-plane bending grows to a size visible to the inspector, at least 80%
of the service life of the member has usually already expired. The small crack has been growing beneath the
surface in a semi-elliptical pattern. After the crack reaches the surface it must penetrate through the paint
before it is visible to the inspector. Occasionally the visibility is accentuated by rust stains that are associated
with the crack.

Non-destructive testing (NDT) is available to help verify the existence of a crack. After the crack has been
found, this type of test will locate the crack’s boundaries and measure the size. NDT is, however, not very
effective in general inspection to find cracks that have not been identified.

The Role of Redundancy. For the inspector to determine if a sudden collapse will occur when a bridge
member fractures, it is necessary to understand the term redundancy as it applies to primary bridge members
or connections. Redundancy is the ability of other members to help carry the load when a member becomes
weak or fails. Three different types of bridge member redundancy are possible depending upon the design of
the structure. The types are (1) load path, (2) structural, and (3) internal.

Load path redundancy relates to the minimum number of members required to support the deck under traffic.
A bridge with less than three girders or trusses is considered nonredundant and therefore fracture critical.
Bridges with three or more girders are considered redundant, because if one girder becomes weak the others
will help carry the load. There are degrees of redundancy that should be considered depending on the girder
spacing, stiffness of the deck, and framing system. A capacity analysis by a structural engineer may be
necessary to predict the failure scenario and degree of redundancy for some bridges.

Structural redundancy relates to the support provided by the cantilever created after a continuous member is
weakened. This occurs only on interior spans with members continuous across supports on both ends. There
must be a minimum of three continuous spans to have a structurally redundant span, which is located in the
center.

Internal redundancy relates to crack propagation through the cross section of a member. Some members are
composed of several parts. A crack working its way through one part stops when it comes to the end of that
part. The crack must re-initiate in each part on internally redundant members. Built-up members with plates
attached by rivets or bolts have internal redundancy. For members composed of continuous parts, the crack
does not stop at the end of a part, but continues directly into the next part. Rolled steel members have no

12-2
internal redundancy; nor do built-up welded members. A study of fatigue and fracture of steel members
showed that cracks not only propagate freely through welds, they often initiate because of the weld.

Only load path redundancy is considered for determination of FCMs.

FACTORS CONTRIBUTING TO TENSILE FAILURE

Fatigue. It is very important that the inspector try to identify a crack or flaw before the member fractures.
The inspector’s efficiency at identifying FCM problems is significantly enhanced by an understanding of
fatigue and fracture. Three physical factors are especially important. These physical characteristics make
certain members more susceptible to fracture. First, the magnitude of the total stress and the number of times
(cycles) a member is stressed contribute to the fracture. Second, design details have an important influence
on crack initiation. The third factor is the presence of flaws in the member.

Fractures require a driving force. Normally this force is produced by the load on the structure. The force
divided by the area of a particular cross section of the member is called stress. The stress may take the form
of compression, tension, or shear. Compression squeezes a member (pushes the ends toward each other).
Cracks normally do not cause problems in compression members since the material is not being pulled apart.
If a crack exists in a compression member (which is rare) there is not a force to make it grow. Tension
stretches or pulls a member apart. Cracks are of concern in tension members since the stress causes it to
fracture. The cracks grow perpendicular to the direction of the tension stress. Shear is similar to tension but
rather than pull the member apart, it tends to tear or slice the material. Some cracks grow as a result of shear.
The direction of a shear crack is at a 45o angle to the force. Bridge members may be subjected to any one or
a combination of these stresses.

The fracture may be the result of an overload where the member is stressed beyond its useful capacity or yield
point. This rarely occurs on bridges designed to carry standard legal loads. More often cracks are caused by
repeated loads that do not exceed the legal load limit. Fatigue is the term used to describe the process of
material damage due to repeated loads. One load is a cycle. A cycle must subject the member to a certain
magnitude of stress before it is significant in causing fatigue cracks. Bridges that carry a large volume of
heavy loads are more likely to experience fatigue problems.

Fatigue crack initiation is not only related to the number and size of stress cycles, it is also related to design
details. Stress concentrates at locations where the rigidity of the member changes. Fatigue occurs at points of
stress concentration. Details that cause changes in the rigidity of the member have been categorized in the
FCM course materials to help the designer avoid cracking problems. These categories may also be used by
the inspector to help predict crack initiation in existing bridges.

Flaws. All bridge members have flaws. Their size and location influence crack initiation and propagation.
Flaws provide a focus of crack initiation. It may be in the base metal of the member or in the weld metal.
Many flaws are not visible. Non-destructive testing (NDT) is used to identify these flaws during the shop
inspection. On older bridges NDT was not always required. Field welds and repair welds often do not
receive NDT.

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Flaws in the base metal may be caused by fabrication, transportation, erection, or in-service damage. Such
flaws include bolt and rivet holes, notches, grinding marks, copes, and flame cuts. Service flaws would
include collision damage, damage from improper straightening or section loss caused by corrosion.

Design Considerations. Fatigue cracks initiate at locations in steel members where the rigidity of the
member changes. These locations are created by designers attempting to save material. For example, cover
plates are added to beams to avoid using a larger size. Stiffeners are used to allow very thin webs on
members. As the member bends under a load, stress is concentrated at areas where the rigidity in the member
changes (for example, at the end of the cover plate or stiffener). Cracks start at these locations.

Plane of Bending. Fatigue cracks may be a result of either in-plane or out-of-plane bending. In-plane
bending is a result of load distributed from the bridge floor directly to the member. Out-of-plane bending is
usually the result of the load being transferred to the member through secondary members. This force tends
to twist the member, and may be transmitted into thin parts of the members, such as a web that was not
designed to resist the stress. A crack may initiate in the web in the space between the connection plate or
stiffener and the flange. Often the crack is not perpendicular to the primary stress, therefore it does not
represent as immediate a problem as the crack caused by in-plane bending. Inspectors, however, are
cautioned to bring any cracks to the attention of a qualified structural engineer for evaluation.

Loads on the Structure. Another factor that influences the development of a fracture is the loading rate.
Static loading is least likely to produce brittle fracture, whereas dynamic loading often results in a brittle or
sudden fracture. Bridges usually experience a combination of static and dynamic loading. Inspectors should
be aware of situations where the dynamic loading is exceptionally high. Examples are bridges that receive
heavy pounding loads. High volumes of trucks, coupled with low approaches or poor vertical alignment
might cause this added impact effect.

Fatigue cracking is caused by repeated loads that produce stress cycles. Larger loads create stress cycles that
cause fatigue damage. A certain structural member or design detail may be capable of carrying a limited
number of stress cycles that are created by the larger loads using the structure. When the number of cycles
exceeds the limit, cracking occurs at predictable locations.

EXAMPLES OF FCM STRUCTURE TYPES

Structures that have fracture critical members are subject to sudden tension failure. Examples include simple
and continuous span structures supported by two or less single web girders, box girders, trusses, suspension
cables, floorbeams, bent caps, and tie members of tied arch spans.

Fracture critical bridges are known to exist in Alabama. Several examples have been listed in Table 1 to
illustrate this point. Keep in mind that this is a limited listing of examples. There are additional types of
fracture-critical bridges, and many other particular structures in this state are fracture critical.

12-4
 Table 6: Examples of Alabama Fracture-Critical Bridges
Member or Example
Bridge Type

Truss There are many types and styles of trusses - Warren, Howe, pony,
through, and deck being a few of the most common. The truss may
also be simple-span or continuous. In all cases, a truss-type bridge is
considered to be fracture critical. The O’Neal Bridge over the Tennessee River
on U.S. 43 between Colbert and Lauderdale counties is an example of
both a through and deck truss.

Two-Girder If a design provides only two supporting girders or beams, the bridge is
fracture critical. An example is the Kowaliga Bridge over Lake Martin on
Alabama 63.

Tied Arch Alabama's only tied arch bridges are across the Mobile River Delta on I-65
north and southbound lanes near Mobile. This design is similar to a
2-girder system.

Steel Bent Caps Steel bent caps were used extensively in the Interstate system and are
quite common. However, they should be inspected with the understanding
that they are fracture critical. One example is the steel bent cap at Bent
78, South Bound Lane, Ramp 8, I-565 in Madison County, near Huntsville.

Pins and Hangers The pins and hangers used in the design and construction of
bridges create a fracture critical connection. Examples of this
connection are the Kowaliga Bridge on Alabama 63, and the
I-65 ramp over Holt Street and West Jeff Davis Avenue in
Montgomery.

INSPECTION DETAILS

The FCM inspection is normally very labor intensive. The inspector spends a great deal of time looking in
unusual and hard-to-get-to locations. All FCMs are required to be clearly identified with plans, sketches,
photographs, or a combination of these and placed in the bridge file to show the various locations of each
fracture critical member. While at the site, the inspector typically views these locations from several sides and
angles using additional light or magnification if necessary.

The FCM training course points out clues to potential tensile failures, including horizontal or vertical
misalignment of spans, unusual movements or noise, and distortions or damage to structural members.

The inspector focuses on tension zones of FCMs and fracture critical connections. The locations of stress
concentrations receive special attention. Examples of details that are normally checked closely include the
following:

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 1. Intermittent welds between the web and tension flange
2. Areas of sudden change of cross-section near the ends of cover plates
3. Locations of stress risers such as nicks, scars, flaws, and holes that have plug
welds, irregular weld profiles and areas where the base metal has been under
cut
4. Locations where stiff bracing members of horizontal connection plates are
attached to their webs and girder flanges
5. The floor beam and girder web adjacent to a floor beam connection plate
6. Gusset plates, improperly coped members re-entering corners and the gap
between web stiffeners and flanges
7. Longitudinal and vertical stiffener intersections
8. Longitudinal stiffeners that have been connected together with butt welds
9. Location of welds at gusset-transverse-web intersections
10. Flanges that pass through a web such as girder flange passing through a box
girder pier cap
11. Box beam to column intersection
12. Eyebars / Truss Members.

Discontinuities resulting from in-service problems are also scrutinized. Examples of these are corrosion,
flaws and welded repairs. Areas where corrosion is likely to give problems include the following examples:

1. Under deck joints

2. In the areas around scuppers and drain pipes
3. Under open steel grates
4. On flat surfaces where debris accumulates
5. On exposed surfaces of fascia members
6. On steel in contact with concrete
7. At overlapping steel plates
8. At corners of steel angles and channels.

Other special details that deserve special attention during the FCM inspection are:

1. Shear connectors in the negative moment region

2. Pin and hanger assemblies
3. Tack welds on bolted or riveted connections
4. Unfilled holes or holes filled with weld metal
5. Field welds in tension zones
6. Suspicious attachments, or attachments which make tension zones in members,
such as utility attachments.

DEPARTMENT GUIDELINES FOR FCMs

The Alabama Department of Transportation emphasizes the importance of intensive training as the best
method to identify fracture critical members and to periodically inspect them for flaws, cracks, or other

12-6
indications of the beginnings of tensile failure. This is reflected in the following guidelines, which have been
adopted by the Department.

1. Fracture critical bridges will be inspected on a basis that may be more frequent
than every two years.

2. The Department’s goal is to have each of its bridge inspectors complete a

training course in the identification and inspection of fracture critical members.

3. The goal will be for each local government bridge inspection unit to have one
or more inspectors who have successfully completed a fracture critical member
training course.

4. For each FCM, the bridge inspector will prepare an inspection program recognizing
the special needs for "hands-on" inspection, special equipment to allow
such access, and the potential need for NDT or other advanced methods to verify
cracking.

SUMMARY

Tension failures in structural members normally occur very quickly. Where other members of the bridge
cannot absorb the additional stresses created by a tensile failure, the absence of load path redundancy
contributes to rapid collapse of the structure.

Fracture critical members are restricted to steel members only. This section has outlined some of the
important factors that contribute to such failures and the importance of the FHWA training course on
inspection of FCMs.

This section has been intended as a brief overview of the subject and is not to be considered as a complete
discussion of the topic. This section does not substitute for attending the FHWA training course on FCMs.

Where an inspector has questions about individual steel members that might be prone to tensile failure, the
questions should be directed to the chief bridge inspector at the appropriate area office of the Alabama
Department of Transportation. Should the issue not be resolved at that location, the Department inspector
may call the Maintenance Bureau in the Department’s Central Office for assistance.

12-7
APPENDICES

Appendix Contents
A Regions /Areas and Districts Maps
B FIPS Place Codes
C County Codes
D Bridge Inspection Forms
E Bridge Inspection Program Compliance
F Underwater Inspection Field Reference
G ALDOT Guidelines for Operation
H Element Inspection Definitions
I Load Rating
J State Structures Underwater Inspection Frequency Exception

Appendices-1
 Appendix A

Figure A-1: State Map

Appendix A-1
 Appendix A

Figure A-2: North Region Map

North Region Areas

1. Guntersville
2. Tuscumbia

North Region Counties

1. Cherokee
2. Colbert
3. Cullman
4. DeKalb
5. Etowah
6. Franklin
7. Jackson
8. Lauderdale
9. Lawrence
10. Limestone
11. Madison
12. Marshall
13. Morgan

Appendix A-2
 Appendix A

Figure A-3: Guntersville Area Map

Guntersville Area Counties

1. Cherokee
2. Cullman
3. DeKalb
4. Etowah
5. Jackson
6. Madison
7. Marshall

Appendix A-3
 Appendix A

Figure A-4: Tuscumbia Area Map

Tuscumbia Area Counties

1. Colbert
2. Franklin
3. Lauderdale
4. Lawrence
5. Limestone
6. Morgan

Appendix A-4
 Appendix A

Figure A-5: East Central Region Map

East Central Region Areas

1. Alexander City
2. Birmingham

East Central Region Counties

1. Blount 5. Cleburne 9. Shelby
2. Calhoun 6. Coosa 10. St. Clair
3. Chambers 7. Jefferson 11. Talladega
4. Clay 8. Randolph 12. Tallapoosa

Appendix A-5
 Appendix A

Figure A-6: Alexander City Area Map

Alexander City Area Counties

1. Calhoun 5. Coosa
2. Chambers 6. Randolph
3. Clay 7. Talladega
4. Cleburne 8. Tallapoosa

Appendix A-6
 Appendix A

Figure A-7: Birmingham Area Map

Birmingham Area Counties

1. Blount
2. Jefferson
3. Shelby
4. St. Clair

Appendix A-7
 Appendix A

Figure A-8: West Central Region Map

West Central Region Areas

1. Fayette
2. Tuscaloosa

West Central Region Counties

1. Bibb 5. Hale 9. Pickens 13. Winston
2. Chilton 6. Lamar 10. Sumter
3. Fayette 7. Marion 11. Tuscaloosa
4. Greene 8. Perry 12. Walker

Appendix A-8
 Appendix A

Figure A-9: Fayette Area Map

Fayette Area Counties

1. Fayette 5. Pickens
2. Greene* 6. Walker
3. Lamar 7. Winston
4. Marion *Divided with the Tuscaloosa Area along US 11 / AL 7

Appendix A-9
 Appendix A

Figure A-10: Tuscaloosa Area Map

Tuscaloosa Area Counties

1. Bibb
2. Chilton
3. Greene*
4. Hale
5. Perry
6. Sumter
7. Tuscaloosa
*Divided with the Tuscaloosa Area along US 11 / AL 7

Appendix A-10
 Appendix A

Figure A-11: Southeast Region Map

Southeast Region Areas

1. Montgomery
2. Troy

Southeast Region Counties

1. Autauga 7. Crenshaw 13. Houston 19. Russell
2. Barbour 8. Dale 14. Lee
3. Bullock 9. Dallas 15. Lowndes
4. Butler 10. Elmore 16. Macon
5. Coffee 11. Geneva 17. Montgomery
6. Covington 12. Henry 18. Pike

Appendix A-11
 Appendix A

Figure A-12: Montgomery Area Map

Montgomery Area Counties

1. Autauga
2. Bullock
3. Butler
4. Dallas
5. Elmore
6. Lee
7. Lowndes
8. Macon
9. Montgomery
10. Russell

Appendix A-12
 Appendix A

Figure A-13: Troy Area Map

Troy Area Counties

1. Barbour
2. Coffee
3. Covington
4. Crenshaw
5. Dale
6. Geneva
7. Henry
8. Houston
9. Pike

Appendix A-13
 Appendix A

Figure A-14: Southwest Region Map

Southwest Region Areas

1. Grove Hill
2. Mobile

Southwest Region Counties

1. Baldwin 5. Escambia 9. Washington
2. Choctaw 6. Marengo 10. Wilcox
3. Clarke 7. Mobile
4. Conecuh 8. Monroe

Appendix A-14
 Appendix A

Figure A-15: Grove Hill Area Map

Grove Hill Area Counties

1. Choctaw 4. Monroe
2. Clarke 5. Washington
3. Marengo 6. Wilcox

Appendix A-15
 Appendix A

Figure A-16: Mobile Area Map

Mobile Area Counties

1. Baldwin 3. Escambia
2. Conecuh 4. Mobile

Appendix A-16
 Appendix B

FIPS  FIPS  FIPS 

CITY  CODE  CITY  CODE  CITY  CODE 
ADAMSVILLE  00460  BIRMINGHAM  07000  CLIO  15640 
ADDISON  00484  BLACK  07120  COFFEE SPRINGS  16240 
AKRON  00676  BLOUNTSVILLE  07456  COFFEEVILLE  16264 
ALABASTER  00820  BLUE MOUNTAIN  07552  COLLINSVILLE  16600 
ALBERTVILLE  00988  BLUE SPRINGS  07672  COLONY  16684 
ALEXANDER CITY  01132  BOAZ  07912  COLUMBIA  16744 
ALICEVILLE  01228  BOLIGEE  08104  COLUMBIANA  16768 
ALLGOOD  01396  BON AIR  08248  COOSADA  17176 
ALTOONA  01660  BRANCHVILLE  08920  CORDOVA  17368 
ANDALUSIA  01708  BRANTLEY  09016  COTTONWOOD  17824 
ANDERSON  01756  BRENT  09136  COUNTY LINE  17968 
ANNISTON  01852  BREWTON  09208  COUNTY LINE  17992 
ARAB  02116  BRIDGEPORT  09328  COURTLAND  18040 
ARDMORE  02260  BRIGHTON  09400  COWARTS  18088 
ARGO  02320  BRILLIANT  09424  CREOLA  18304 
ARITON  02428  BROOKSIDE  09736  CROSSVILLE  18856 
ARLEY  02500  BROOKWOOD  09808  CUBA  18952 
ASHFORD  02836  BRUNDIDGE  10240  CULLMAN  18976 
ASHLAND  02860  BUTLER  11032  DADEVILLE  19336 
ASHVILLE  02908  CALERA  11416  DALEVILLE  19360 
ATHENS  02956  CAMDEN  11512  DAPHNE  19648 
ATMORE  03004  CAMP HILL  11680  DAUPHIN ISLAND  19744 
ATTALLA  03028  CARBON HILL  12016  DAVISTON  19816 
AUBURN  03076  CARDIFF  12040  DAYTON  19912 
AUTAUGAVILLE  03220  CAROLINA  12160  DEATSVILLE  20008 
AVON  03364  CARROLLTON  12304  DECATUR  20104 
BABBIE  03556  CASTLEBERRY  12496  DEMOPOLIS  20296 
BAILYTOWN  03676  CEDAR BLUFF  12760  DETROIT  20392 
BAKERHILL  03724  CENTRE  13648  DODGE CITY  20955 
BANKS  03940  CENTREVILLE  13672  DORA  21136 
BAYOU LA BATRE  04084  CHATOM  14008  DOTHAN  21184 
BAY MINETTE  04660  CHELSEA  14104  DOUBLE SPRINGS  21280 
BEAR CREEK  04852  CHEROKEE  14152  DOUGLAS  21328 
BEATRICE  04900  CHICKASAW  14392  DOZIER  21448 
BEAVERTON  04948  CHILDERSBURG  14464  DUTTON  21952 
BELK  05164  CITRONELLE  15064  EAST BREWTON  22216 
BENTON  05692  CLANTON  15136  ELECTRIC  22816 
BERRY  05932  CLAYHATCHEE  15304  EDWARDSVILLE  23176 
BESSEMER  05980  CLAYTON  15376  ELBA  23296 
BILLINGSLEY  06460  CLEVELAND  15472  ELBERTA  23320 

Appendix B - 1
 Appendix B

FIPS  FIPS FIPS

CITY  CODE  CITY  CODE  CITY  CODE 
ELDRIDGE  23344  GAYLESVILLE  29296  HELENA  34024 
ELKMONT  23488  GEIGER  29392  HENAGER  34096 
ELMORE  23656  GENEVA  29464  HIGHLAND LAKE  34480 
EMELLE  23872  GEORGIANA  29560  HILLSBORO  34816 
ENTERPRISE  24184  GERALDINE  29608  HOBSON CITY  35152 
EPES  24256  GILBERTOWN  29704  HODGES  35200 
ETHELSVILLE  24472  GLEN ALLEN  29944  HOKES BLUFF  35392 
EUFAULA  24568  GLENCOE  29992  HOLLY POND  35560 
EUNOLA  24616  GLENWOOD  30160  HOLLYWOOD  35632 
EUTAW  24664  GOLDVILLE  30448  HOMEWOOD  35800 
EVA  24668  GOOD HOPE  30496  HOOVER  35896 
EVERGREEN  24808  GOODWATER  30640  HORN HILL  36088 
EXCEL  24880  GORDO  30736  HUEYTOWN  36448 
FAIRFIELD  25120  GORDON  30760  HUNTSVILLE  37000 
FAIRHOPE  25240  GOSHEN  30880  HURTSBORO  37096 
FAIRVIEW  25384  GRANT  31096  HYTOP  37264 
FALKVILLE  25648  GRAYSVILLE  31384  IDER  37312 
FAUNSDALE  25816  GREENSBORO  31720  INDIAN SPRINGS VILLAGE  37465 
FAYETTE  25840  GREENVILLE  31912  IRONDALE  37864 
FIVE POINTS  26200  GRIMES  32056  JACKSON  38152 
FLOMATON  26824  GROVE HILL  32080  JACKSONS GAP  38248 
FLORALA  26846  GUIN  32224  JACKSONVILLE  38272 
FLORENCE  26896  GULF SHORES  32272  JASPER  38416 
FOLEY  26992  GUNTERSVILLE  32416  JEMISON  38608 
FORKLAND  27376  GURLEY  32440  KANSAS  39280 
FORT DEPOSIT  27520  GU‐WIN  32536  KENNEDY  39520 
FORT PAYNE  27616  HACKLEBURG  32560  KILLEN  39784 
FORT RUCKER  27640  HALEBURG  32656  KIMBERLY  39856 
FRANKLIN  28024  HALEYVILLE  32704  KINSEY  40072 
FRISCO CITY  28312  HAMILTON  32848  KINSTON  40096 
FRUITHURST  28432  HAMMONDVILLE  32896  LAFAYETTE  40672 
FULTON  28504  HANCEVILLE  32968  LAKEVIEW  40888 
FULTONDALE  28552  HARPERSVILLE  33256  LANETT  41296 
FYFFE  28672  HARTFORD  33424  LANGSTON  41380 
GADSDEN  28696  HARTSELLE  33448  LEEDS  41968 
GAINSVILLE  28768  HAYDEN  33640  LEESBURG  42016 
GANTT  28936  HAYNEVILLE  33712  LEIGHTON  42160 
GANTTS QUARRY  28984  HEADLAND  33856  LESTER  42352 
GARDEN CITY  29032  HEATH  33904  LEVEL PLAINS  42472 
GARDENDALE  29056  HEFLIN  33976  LEXINGTON  42640 

Appendix B - 2
 Appendix B

FIPS  FIPS FIPS

CITY  CODE  CITY  CODE  CITY  CODE 
LIBERTYVILLE  42808  MOODY  51096  OXFORD  57576 
LINCOLN  43120  MOORESVILLE  51264  OZARK  57648 
LINDEN  43240  MORRIS  51456  PAINT ROCK  57696 
LINEVILLE  43264  MOSSES  51520  PARRISH  58272 
LIPSCOMB  43336  MOULTON  51600  PELHAM  58848 
LISMAN  43384  MOUNDVILLE  51648  PELL CITY  58896 
LITTLEVILLE  43648  MOUNTAINBORO  51672  PENNINGTON  58968 
LIVINGSTON  43720  MOUTAIN BROOK  51696  PETREY  59328 
LOACHAPOKA  43744  MOUNT VERNON  52608  PHENIX CITY  59472 
LOCKHART  43816  MULGA  52776  PHIL CAMPBELL  59496 
LOCUST FORK  43888  MUSCLE SHOALS  53016  PICKENSVILLE  59592 
LOUISVILLE  44344  MYRTLEWOOD  53112  PIEDMONT  59640 
LOWNDESBORO  44536  NAPIER FIELD  53256  PINCKARD  59832 
LOXLEY  44608  NATURAL BRIDGE  53376  PINE APPLE  59880 
LUVERNE  44728  NAUVOO  53400  PINE HILL  60240 
LYNN  44800  NECTAR  53448  PINE RIDGE  60372 
MACEDONIA  45316  NEEDHAM  53472  PISGAH  60720 
MCINTOSH  45472  NEWBERN  53784  PLEASANT GROVE  61008 
MCKENZIE  45496  NEW BROCKTON  53856  PLEASANT GROVES  61038 
MCMULLEN  45640  NEW HOPE  54168  POLLARD  61536 
MADISON  45784  NEW SITE  54432  POWELLS CROSSROADS  62088 
MADRID  45904  NEWTON  54480  PRATTVILLE  62328 
MAGNOLIA SPRINGS  46072  NEWVILLE  54600  PRICEVILLE  62472 
MALVERN  46264  NORTH BIBB  55018  PRICHARD  62496 
MAPLESVILLE  46504  NORTH COURTLAND  55044  PROVIDENCE  62688 
MARGARET  46696  NORTH JOHNS  55152  RAGLAND  63216 
MARION  46768  NORTHPORT  55200  RAINBOW CITY  63288 
MAYTOWN  47728  NOTASULGA  55440  RAINSVILLE  63336 
MEMPHIS  48052  OAK GROVE  55752  RANBURNE  63408 
MENTONE  48064  OAK HILL  55824  RED BAY  63576 
MIDFIELD  48376  OAKMAN  55992  RED LEVEL  63768 
MIDLAND CITY  48400  ODENVILLE  56400  REECE CITY  63984 
MIDWAY  48424  OHATCHEE  56472  REFORM  64104 
MILLBROOK  48712  ONEONTA  57000  REHOBETH  64152 
MILLPORT  48808  ONYCHA  57024  REPTON  64368 
MILLRY  48832  OPELIKA  57048  RIDGEVILLE  64656 
MOBILE  50000  OPP  57120  RIVER FALLS  64776 
MONROEVILLE  50192  ORANGE BEACH  57144  RIVERSIDE  64920 
MONTEVALLO  50312  ORRVILLE  57240  RIVERVIEW  65016 
MONTGOMERY  51000  OWENS CROSS ROADS  57504  ROANOKE  65040 

Appendix B - 3
 Appendix B

FIPS  FIPS FIPS

CITY  CODE  CITY  CODE  CITY  CODE 
ROBERTSDALE  65208  STEVENSON  73080  VALLEY  78204 
ROCKFORD  65472  SULLIGENT  73728  VALLEY HEAD  78240 
ROGERSVILLE  66216  SUMITON  73848  VANCE  78264 
ROSA  66408  SUMMERDALE  73872  VERNON  78480 
RUSSELLVILLE  67056  SUSAN MOORE  74160  VESTAVIA HILLS  78552 
RUTLEDGE  67176  SWEET WATER  74304  VINA  78984 
ST FLORIAN  67536  SYLACAUGA  74352  VINCENT  79008 
SAMSON  67800  SYVANIA  74400  SOUTH VINEMONT  79128 
SAND ROCK  67920  SYLVAN SPRINGS  74424  VREDENBURGH  79272 
SANFORD  68016  TALLADEGA  74592  WADLEY  79344 
SARALAND  68160  TALLEDEGA SPRINGS  74616  WALDO  79488 
SARDIS CITY  68280  TALLASSEE  74688  WALNUT GROVE  79728 
SATSUMA  68352  TARRANT  74976  WARRIOR  79944 
SCOTTSBORO  68736  TAYLOR  75096  WATERLOO  80064 
SECTION  69000  THOMASTON  75936  WAVERLY  80256 
SELMA  69120  THOMASVILLE  75960  WEAVER  80352 
SHEFFIELD  69648  THORSBY  76080  WEBB  80376 
SHILOH  69840  TOWN CREEK  76584  WEDOWEE  80496 
SHORTER  70128  TOXEY  76632  WEST BLOCKTON  80928 
SILAS  70416  TRAFFORD  76680  WEST JEFFERSON  81336 
SILVERHILL  70536  TRIANA  76824  WEST POINT  81520 
SIPSEY  70704  TRINITY  76872  WETUMPKA  81720 
SKYLINE  70896  TROY  76920  WHITE HALL  81912 
SLOCOMB  71040  TRUSSVILLE  76944  WILSONVILLE  82848 
SNEAD  71280  TUSCALOOSA  77256  WILTON  82872 
SOMERVILLE  71496  TUSCUMBIA  77280  WINFIELD  82992 
SOUTHSIDE  71832  TUSKEGEE  77304  WOODLAND  83400 
SOUTH VINEMONT  71900  UNION  77616  WOODVILLE  83664 
SPANISH FORT  71976  UNION GROVE  77784  YELLOW BLUFF  84002 
SPRINGVILLE  72600  UNION SPRINGS  77880  YORK  84096 
STEELE  72888  UNIONTOWN  77904 
 

Appendix B - 4
 Appendix C

COUNTY  COUNTY CODE  COUNTY  COUNTY CODE 

AUTAUGA  01  HOUSTON  35 
BALDWIN  02  JACKSON  36 
BARBOUR  03  JEFFERSON  37 
BIBB  04  LAMAR  38 
BLOUNT  05  LAUDERDALE  39 
BULLOCK  06  LAWRENCE  40 
BUTLER  07  LEE  41 
CALHOUN  08  LIMESTONE  42 
CHAMBERS  09  LOWNDES  43 
CHEROKEE  10  MACON  44 
CHILTON  11  MADISON  45 
CHOCTAW  12  MARENGO  46 
CLARKE  13  MARION  47 
CLAY  14  MARSHALL  48 
CLEBURNE  15  MOBILE  49 
COFFEE  16  MONROE  50 
COLBERT  17  MONTGOMERY  51 
CONECUH  18  MORGAN  52 
COOSA  19  PERRY  53 
COVINGTON  20  PICKENS  54 
CRENSHAW  21  PIKE  55 
CULLMAN  22  RANDOLPH  56 
DALE  23  RUSSELL  57 
DALLAS  24  ST. CLAIR  58 
DEKALB  25  SHELBY  59 
ELMORE  26  SUMTER  60 
ESCAMBIA  27  TALLADEGA  61 
ETOWAH  28  TALLAPOOSA  62 
FAYETTE  29  TUSCALOOSA  63 
FRANKLIN  30  WALKER  64 
GENEVA  31  WASHINGTON  65 
GREENE  32  WILCOX  66 
HALE  33  WINSTON  67 
HENRY  34 
 

Appendix C - 1
 Appendix D

 
ALABAMA DEPARTMENT OF TRANSPORTATION
BRIDGE IDENTIFICATION NUMBER (BIN) ASSIGNMENT CARD
(FORM BI-1)
 
BRIDGE OWNER: COUNTY:

 
NEW STRUCTURE IS TO REPLACE A PREVIOUS STRUCTURE? (If replacing existing structure mark “X” otherwise leave blank.)

New BIN (to be assigned):

For Under Records, Fill in the BIN for the associated Over (Route On Structure) Record
 
STRUCTURE NUMBER
 
BRIDGE STATUS __
 
LRS INVENTORY ROUTE (ITEM 13) __ __ __ __ __ __
 
COUNTY (ITEM 3) __ __
 
MILE POINT (ITEM 11) __ __ __ __ . __ __ __
 
RELATIVE POSITION INDICATOR (ITEM 205) __ __
 
LOCAL IDENTIFIER (ITEM 201) __ __ __ __
 
INVENTORY ROUTE
 
POSITION/PREFIX (ITEM 5A) __
 
KIND HIGHWAY(ROUTE PREFIX) (ITEM 5B) __
 
DESIGNATED LEVEL OF SERVICE (ITEM 5C) __
 
ROUTE NUMBER (ITEM 5D) __ __ __ __ __
 
SUFFIX (ITEM 5E) __
 
LOCATION AND OWNERSHIP
 
DIVISION/AREA (ITEM 2) ALDOT DISTRICT __ __ __ __
 
MPO CODE (ITEM 203) __
 
CITY/TOWN/PLACECODE (ITEM 4) __ __ __ __ __
 
MAINTENANCE RESPONSIBILITY (ITEM 21) __ __
 
INSPECTION AGENCY CODE (ITEM 293) __ __
 
PREVIOUS STRUCTURE BIN (ITEM 215) (Do Not Deactivate Until Notified)

 
NOTE: Item Numbers for bridge data are those as described in the Alabama Department of Transportation Bridge Inspection Manual

 
Date: ___/___/____ Creek/Description: Point of contact name:

 
Project No.: Telephone Number: - -

Revised August 2014 Appendix D - 1

 Appendix D
Streambed Cross Sections Insp. Date: __________
Sheet: 1
FORM: BI-4 STR. NUM.: OAL0008 240074.345-1
BIN: 018017 1 REC Printed: 10/21/2014

IDENTIFICATION
DIVISION: 06 DISTRICT: 05 COUNTY: Dallas

PREVIOUS VALUES: U.S. CUSTOMARY

OFFSET: 20.00 SNDING DATE: 02 2014 VIEW: L OFST RMRK: FROM C/L
ELEV BASIS: P LOCATION OF BM: UNKNOWN
ELEV EQ: 0.00 = 0.00 STATION EQ: 0 + 0.0000 = 635 + 82.6000
SND/ELEV IND: S

CURRENT NEW

STATIONS SND/ELEV REMARKS SND/ELEV REMARKS

0 + 0.0000 8.3500 ABUT #1 R.R. ____________________________________________

0 + 2.7300 8.5500 R.R. ____________________________________________

0 + 16.6100 14.1000 R.R. ____________________________________________

0 + 33.0900 17.3000 BT #2 R.R. ____________________________________________

0 + 50.1800 19.2000 LOW POINT ____________________________________________

0 + 67.1900 17.5500 BT #3 RR ____________________________________________

0 + 84.2100 16.3500 ____________________________________________

1 + 1.3000 16.8000 BT #4 RR ____________________________________________

1 + 18.5800 15.6300 ____________________________________________

1 + 35.5300 16.0000 BT #5 RR ____________________________________________

1 + 52.4100 15.6600 ____________________________________________

1 + 69.5900 15.8000 BT #6 RR ____________________________________________

1 + 87.7200 14.7600 ____________________________________________

2 + 3.7700 14.8000 BT #7 RR ____________________________________________

2 + 20.9100 14.2500 ____________________________________________

2 + 37.9400 14.4000 BT #8 R.R. ____________________________________________

2 + 54.4700 11.9500 R.R. ____________________________________________

2 + 67.8500 9.2600 R.R. ____________________________________________

2 + 70.9200 9.0000 ABUT #9 R.R. ____________________________________________

Appendix D - 2
 Appendix D
Streambed Cross Sections Insp. Date: __________
Sheet: 2
FORM: BI-4 STR. NUM.: OAL0008 240074.345-1
BIN: 018017 1 REC Printed: 10/21/2014

IDENTIFICATION
DIVISION: 06 DISTRICT: 05 COUNTY: Dallas

PREVIOUS VALUES: U.S. CUSTOMARY

OFFSET: 20.00 SNDING DATE: 02 2014 VIEW: R OFST RMRK: FROM C/L
ELEV BASIS: P LOCATION OF BM: UNKNOWN
ELEV EQ: 0.00 = 0.00 STATION EQ: 0 + 0.0000 = 635 + 82.6000
SND/ELEV IND: S

CURRENT NEW

STATIONS SND/ELEV REMARKS SND/ELEV REMARKS

0 + 0.0000 8.0800 ABUT #1 R.R. ____________________________________________

0 + 2.7300 8.9500 R.R. ____________________________________________

0 + 16.6100 12.1200 R.R. ____________________________________________

0 + 33.0900 15.5400 BT #2 R.R. ____________________________________________

0 + 50.1800 16.9000 ____________________________________________

0 + 67.1900 16.5000 BT #3 ____________________________________________

0 + 84.2100 16.3200 ____________________________________________

1 + 1.3000 17.6000 BT #4 RR ____________________________________________

1 + 18.5000 15.7500 ____________________________________________

1 + 35.5300 16.5000 BT #5 RR ____________________________________________

1 + 52.4100 15.5600 ____________________________________________

1 + 69.6700 16.0000 BT #6 RR ____________________________________________

1 + 86.7200 14.7000 ____________________________________________

2 + 3.7700 14.5500 BT #7 RR ____________________________________________

2 + 20.9100 14.0800 ____________________________________________

2 + 37.9400 13.8000 BT #8 R.R. ____________________________________________

2 + 54.4700 11.0500 R.R. ____________________________________________

2 + 67.8500 8.9000 R.R. ____________________________________________

2 + 70.9200 8.5400 ABUT #9 R.R. ____________________________________________

Appendix D - 3
 Appendix D
Inspection Report38
FORM: BI-5 STR. NUM.: OAL0008 240074.345-1 Sheet: 3
BIN: 018017 1 REC DIVISION: 06 Printed: 10/21/2014

INSPECTION
PREVIOUS INSP: Merrit Ash
PREVIOUS DATE: 09/25/2014 NEW DATE:
PREVIOUS INSP. TYPE: Regular NBI NEW INSP TYPE:

RATING

CURRENT NEW
58) DECK RATING 7
59) SUPERSTRUCTURE RATING 8
60) SUBSTRUCTURE RATING 7
61) CHANNEL & CHANNEL PROTECTION 7
62) CULVERT RATING N

REMARKS
new inspection

MISCELLANEOUS

CURRENT NEW
71) WATERWAY ADEQUACY 9
72) APPROACH ROADWAY ADEQ APPRAISAL 7
36) TRAFFIC SAFETY FEATURES
A) BRIDGE RAIL 1
B) TRANSITION 1
C) APPROACH RAIL 1
D) END TREATMENT 1
LOAD POSTING SIGNS:
A) REQUIRED
B) PRESENT
C) VISIBLE
D) LEGIBLE

Appendix D - 4
 Appendix D

Inspection Report
FORM: BI-5 STR. NUM.: OAL0008 240074.345-1 Sheet: 1
BIN: 018017 1 REC Printed: 10/21/2014

PREVIOUS DATE: 09/25/2014

NEW DATE:
STRUCTURE UNIT: 1

QTY QTY QTY QTY

ELEM # ELEMENT NAME ENV QUANTITY UNITS CS 1 CS 2 CS 3 CS 4

CURRENT: 12 Re Concrete Deck 1 11,669 sq.ft 11,627.00 42.00 0.00 0.00

NEW:
NOTES:

CURRENT: 7358 Concrete Cracking 1 42 sq.ft 0.00 42.00 0.00 0.00

NEW:
NOTES:

CURRENT: 109 Pre Opn Conc Girder/Beam 1 1,632 ft 1,632.00 0.00 0.00 0.00

NEW:
NOTES: _

CURRENT: 215 Re Conc Abutment 1 110 ft 108.00 2.00 0.00 0.00

NEW:
NOTES:

CURRENT: 7358 Concrete Cracking 1 2 ft 0.00 2.00 0.00 0.00

NEW:
NOTES:

CURRENT: 225 Steel Pile 1 43 (EA) 43.00 0.00 0.00 0.00

NEW:
NOTES: _

CURRENT: 234 Re Conc Pier Cap 1 273 ft 273.00 0.00 0.00 0.00

NEW:
NOTES: _

CURRENT: 304 Open Expansion Joint 1 397 ft 397.00 0.00 0.00 0.00

NEW:
NOTES: _

CURRENT: 310 Elastomeric Bearing 1 96 each 96.00 0.00 0.00 0.00

NEW:
NOTES: _

Appendix D - 5
 Appendix D

Inspection Report
FORM: BI-5 STR. NUM.: OAL0008 240074.345-1 Sheet: 2
BIN: 018017 1 REC Printed: 10/21/2014

PREVIOUS DATE: 09/25/2014

NEW DATE:
CURRENT: 321 Re Conc Approach Slab 1 1,760 sq.ft 1,760.00 0.00 0.00 0.00

NEW:
NOTES: _

CURRENT: 510 Wearing Surfaces 1 1,760 sq.ft 1,760.00 0.00 0.00 0.00

NEW:
NOTES: _

CURRENT: 331 Re Conc Bridge Railing 1 544 ft 490.00 54.00 0.00 0.00

NEW:
NOTES:

CURRENT: 7358 Concrete Cracking 1 54 ft 54.00 0.00 0.00 0.00

NEW:
NOTES: _

REASON FOR INSP.

INSPECTOR'S SIGNATURE DATE INSP. NBIS CERT NO. ALA. PROF. ENGR. NO.

REVIEWER'S SIGNATURE DATE REVIEWER'S TITLE

Appendix D - 6
 Appendix D
Structure Inventory and Appraisal Date: _______________
FORM: BI-6 STR. NUM.: OAL0008 240074.345-1 Sheet: 6
BIN: 018017 1 REC Printed: 10/21/2014

Appraisal Task
STRUCTURAL APPRAISAL
CURRENT NEW
41) OPEN/POSTED/CLOSED A Open, no restriction xxxxxx
72) APPROACH ALIGNMENT 7 Above Min Criteria ____________________
36A) BRIDGE RAILINGS 1 Meets Standards ____________________
36B) TRANSITIONS 1 Meets Standards ____________________
36C) APPROACH GUARDRAIL 1 Meets Standards ____________________
36D) APPROACH GUARDRAIL ENDS 1 Meets Standards ____________________
111) PIER PROTECTION 1 Not Required ____________________
113) SCOUR CRITICAL 8 Stable Above Footing ____________________
FRACTURE CRITICAL DETAILS No FC Details ____________________

CALCULATED APPRAISAL RATINGS

CURRENT NEW
67) STRUCTRAL EVALUATION 7 Above Min Criteria xxxxx
68) DECK GEOMETRY 7 Above Min Criteria xxxxx
69) UNDERCLEARANCES N Not applicable (NBI) xxxxx
SD/FO STATUS Not Deficient xxxxx
SUFFICIENCY RATING 97.80 xxxx.x
SUFFICIENCY RATING CALCULATE STATUS 0 xxxxx
HEALTH INDEX 99.83 xxxxx%

CLEARANCES
CURRENT NEW
MINIMUM VERTICAL CLEARANCES
53) OVER STRUCTURE 99.99 ft __________________ft
54A) UNDER (REFERENCE) N Feature not hwy or RR ____________________
54B) UNDER CLEARANCE 0.00 ft __________________ft
MINIMUM LATERAL CLEARANCES
55A) REFERENCE FEATURE N Feature not hwy or RR ____________________
55B) RIGHT SIDE 0.00 ft __________________ft
56) LEFT SIDE 0.00 ft __________________ft
NAVIGATION DATA
38) NAVIGATION CONTROL EXISTS NA-no waterway ____________________
39) NAVIGATION VERTICAL CLEARANCES 0.00 ft __________________ft
40) NAVIGATION HORICONTAL CLEARANCES 0.00 ft __________________ft
116) MINIMUM VERTICAL LIFT CLEARANCES 0.00 ft __________________ft

NBI LOAD RATINGS

CURRENT NEW
LOAD RATING REVIEW RECOMMENDED No ____________________
RATING DATE 11/01/2007 xxxxx
31) DESIGN LOAD 5 MS 18 (HS 20) xxxxxxx
70) POSTING 5 At/Above Legal Loads ____________________
63) OPERATING TYPE 1 LF Load Factor ____________________
64) OPERATING RATING 82.57 _________________ton
65) INVENTORY TYPE 1 LF Load Factor ____________________
66) INVENTORY RATING 49.50 _________________ton

Appendix D - 7
 Appendix D
Structure Inventory and Appraisal Date: _______________
FORM: BI-6 STR. NUM.: OAL0008 240074.345-1 Sheet: 7
BIN: 018017 1 REC Printed: 10/21/2014

Inventory - Admin Subtask

STRUCTURAL IDENTIFICATION
CURRENT NEW
AGENCY BRIDGE ID 018017
8) NBI STRUCTURE NO 018017
NAME ____________________

LOCATION
CURRENT NEW
1A) FIPS STATE 01 Alabama ____________________
1B) FHWA REGION Region 4-Atlanta ____________________
2) DIVISION/AREA Division 6 ____________________
3) COUNTY Dallas ____________________
4) CITY/TOWN/PLACECODE ____________________
6A) FEATURE INTERSECTED CAHABA RIVER RELIEF NO.1 ____________________
7) FACLITY CARRIED US 80 WBL ____________________
9) LOCATION 5.4 MI. W. OF AL 219 ____________________
16) LATITUDE 32D 26M 41.140S ____D___M____.____S
17) LONGITUDE 87D 10M 38.940S ____D___M____.____S
98AA) BORDER STATE Not Applicable (P) ____________________
98B) SHARE(%) 0 __________________%
98AB) BORDER FHWA REGION Not Applicable ____________________
99) BORDER STRUCT NO ____________________

AGE AND SERVICE

CURRENT NEW
27) YEAR BUILT 2004 ____________________
106) YEAR RECONSTRUCT 0 ____________________
42A) TYPE OF SERVICE ON 1 Highway ____________________
42B) UNDER 9 Relief for waterway ____________________
28B) LANES UNDER 0 ____________________

OPERATION
CURRENT NEW
21) MAINT. RESP. State Highway Agency ____________________
22) OWNER State Highway Agency ____________________
ALDOT DISTRICT District 5 ____________________

CLASSIFICATION INFORMATION
CURRENT NEW
112) NBIS BRIDGE LENGTH Long Enough ____________________
101) PARALLEL STRUCTURE Left of || bridge ____________________
103) TEMPORARY STRUCTURE Not Applicable (P) ____________________
37) HISTORIC SIGNIFICANCE 5 Not eligible for NRHP ____________________

Appendix D - 8
 Appendix D
Structure Inventory and Appraisal Date: _______________
FORM: BI-6 STR. NUM.: OAL0008 240074.345-1 Sheet: 8
BIN: 018017 1 REC Printed: 10/21/2014

Inventory - Design Subtask

DECK
CURRENT NEW
107) DECK STRUCTURE TYPE 1 Concrete-Cast-in-Place ____________________
108A) DECK SURFACE TYPE 1 Monolithic Concrete ____________________
108B) DECK MEMBRANE TYPE 0 None ____________________
108C) DECK PROTECTION None ____________________
50A) CURB SIDEWALK WIDTH/LEFT 0.00 ft __________________ft
50B) CURB SIDEWALK WIDTH/RIGHT 0.00 ft __________________ft
52) DECK WIDTH 42.90 ft __________________ft
33) BRIDGE MEDIAN 1 Open median ____________________
DECK AREA 11,668.80 ________________(SF)

STRUCTURE STATUS
CURRENT NEW
BRIDGE STATUS 3 Active ____________________

SPANS
CURRENT NEW
45) NUMBER OF MAIN SPANS 13 ____________________
43A) MAIN SPANS MATERIAL 1 Concrete ____________________
43B) MAIN SPANS DESIGN 02 Stringer/Girder ____________________
46) NUMBER OF APPROACH SPANS 0 ____________________
44A) APPROACH SPAN MATERIAL Not Applicable (P) ____________________
44B) APPROACH SPAN DESIGN Not Applicable (P) ____________________
34) SKEW 0D __________________D
35) STRUCTURE FLARED 0 No flare ____________________

LENGTH
CURRENT NEW
48) MAXIMUM SPAN LENGTH 34.00 ft __________________ft
49) STRUCTURE LENGTH 272.00 ft __________________ft
TOTAL LENGTH 272.00 ft __________________ft

Appendix D - 9
 Appendix D
Structure Inventory and Appraisal Date: _______________
FORM: BI-6 STR. NUM.: OAL0008 240074.345-1 Sheet: 9
BIN: 018017 1 REC Printed: 10/21/2014

Inventory - Roads Subtask

IDENTIFICATION
CURRENT NEW
ROAD/ROUTE NAME US 80 WBL ____________________
5A) POSITION/PREFIX Route On Structure ____________________
5B) KIND HWY (RT PREFIX) 2 U.S. Numbered Hwy ____________________
5C) DESIG. LEVEL SERVICE 1 Mainline ____________________
5D) RTE# 00080 ____________________
5E) SUFFIX 0 N/A (NBI) ____________________
6B) CRITICAL FACILITY * Defense-critical ____________________

HIGHWAY NETWORKS & SERVICE CLASSIFICATION

CURRENT NEW
11) KILOMETER/MILE POINT 74.345 mi __________________mi
12) NATIONAL BASE NET On Base Network ____________________
13A) LRS INVENTORY RTE 000AL00080 ____________________
13B) SUB# 00 ____________________
20) TOTAL FACILITY 3 On free road ____________________
26) FUNCTIONAL CLASS 02 Rural Other Princ ____________________
102) TRAFFIC DIRECTION 1 1-way traffic ____________________

TRAFFIC
CURRENT NEW
28A) LANES 2 ____________________
SPEED 0 mph ________________mph
29) RECENT ADT 2,755 ____________________
30) YEAR 2011 ____________________
109) TRUCK % 26% _________________%
114) FUTURE ADT 4,515 ____________________
115) FUT. YEAR 2031 ____________________

ALTERNATE CLASSIFICATIONS
CURRENT NEW
100) DEFENSE HIGHWAY 2 On Non-Interstate STRA ____________________
104) NAT. HWY. SYSTEM 1 On the NHS ____________________
105) FED. LANDS HWY 0 N/A (NBI) ____________________
110) NAT. TRUCK NETWORK 1 Part of natl network ____________________
SCHOOL BUS RTE No [ ]
TRANSIT RTE No [ ]
EMERGENCY RTE No [ ]
NBI RTE Yes [ ]

Appendix D - 10
 Appendix D
Structure Inventory and Appraisal Date: _______________
FORM: BI-6 STR. NUM.: OAL0008 240074.345-1 Sheet: 10
BIN: 018017 1 REC Printed: 10/21/2014

Inventory - Roads Subtask

CLEARANCES
CURRENT NEW

10) VERTICAL 99.99 ft __________________ft

47) HORIZONTAL 40.00 ft __________________ft

WIDTHS
CURRENT NEW

32) APPROACH ROAD 40.00 ft __________________ft

51) ROADWAY 40.00 ft __________________ft

DETOURS
CURRENT NEW

19) LENGTH 1.00 mi __________________mi

Appendix D - 11
 Appendix D
Structure Inventory and Appraisal Date: _______________
FORM: BI-6 STR. NUM.: OAL0008 240074.345-1 Sheet: 11
BIN: 018017 1 REC Printed: 10/21/2014

Inventory - Identification Subtask

AGENCY IDENTIFICATION
CURRENT NEW
201) LOCAL IDENTRIFIER NNNN ____________________
215) PREVIOUS STRUCTURE BIN(s) 1034 ____________________
298) REPLACEMENT BIN 0 ____________________
214) ADJACENT MAINLINE BIN 12754 ____________________
205) RELATIVE POSITION INDICATOR -1 ____________________
203) MPO CODE Not in an MPO ____________________
206) CONGRESSIONAL DISTRICT 07 ____________________
207) SENATE DISTRICT 23 ____________________
208) HOUSE DISTRICT 067 ____________________
297) LOCAL COMMISSION DISTRICT 0000 ____________________
294) BRIDGE NAME / DESIGNATOR ____________________
210) CPMS REFERENCE NUMBER 100002894 ____________________
292) PROJECT NUMBER BRF-0008(513) ____________________
ALABAMA ID OAL0008 240074.345-1 ____________________
ALDOT REGION ____________________

INSPECTION
CURRENT NEW
293) INSPECTION AGENCY State Highway Agency ____________________
SPECIAL INSPECTION COUNT 4 ____________________
92D) SPECIAL INSPECTION TYPE N/A ____________________
92D) SPECIAL INSPECTION TYPE N/A ____________________
92D) SPECIAL INSPECTION TYPE N/A ____________________
92D) SPECIAL INSPECTION TYPE N/A ____________________
SPECIAL EQUIPMENT COUNT 0 ____________________
222) SPECIAL EQUIPMENT USED ____________________
222) SPECIAL EQUIPMENT USED ____________________
222) SPECIAL EQUIPMENT USED ____________________
222) SPECIAL EQUIPMENT USED ____________________
222) SPECIAL EQUIPMENT USED ____________________
222) SPECIAL EQUIPMENT USED ____________________
222) SPECIAL EQUIPMENT USED ____________________
218) TOTAL EMP-HRS FOR UNDERWATER INSP 0 ____________________
219A) SNOOPER INSP REQUIRED Snooper Insp. Not Req'd ____________________
219B) SNOOPER INSP FREQUENCY 0 ____________________
220) LAST SNOOPER INSPECTION DATE 01/01/1900 ______/______/_______
224A) SCOUR INSPECTION REQUIRED Scour Monit. Req'd ____________________
224B) SCOUR INSPECTION FREQUENCY 24 mo _________________mo
224C) SPECIAL INSPECTION DETAIL INDICATOR Snooper Insp. Not Req'd ____________________
225A) SCOUR COUNTERMEASURES REQUIRED Scour Counterm Not Req'd ____________________
225B) SCOUR COUNTERMEASURES PLANNED 01/01/1900 ______/______/_______
225C) SCOUR COUNTERMEASURES COMPLETED 01/01/1900 ______/______/_______
113) SCOUR CRITICAL 8 Stable Above Footing ____________________
113B) SCOUR CRITICAL BRIDGE DESCRIPTION Eval Based on Scour Cal ____________________
FOUNDATION TYPE Pile ____________________
FOUNDATION ELEVATION Known ____________________
STREAMBED MATERIAL Clay/Loam ____________________

Appendix D - 12
 Appendix D
Structure Inventory and Appraisal Date: _______________
FORM: BI-6 STR. NUM.: OAL0008 240074.345-1 Sheet: 12
BIN: 018017 1 REC Printed: 10/21/2014

Inventory - Identification Subtask

AGENCY LOAD RATING

CURRENT NEW

41) STRUCTURE TRAFFIC STATUS A Open, no restriction ____________________

70) POSTING 5 At/Above Legal Loads ____________________
63) OPERATING RATING TYPE 1 LF Load Factor ____________________
64) OPERATING RATING 82.57 _________________ton
65) INVENTORY RATING TYPE 1 LF Load Factor ____________________
66) INVENTORY RATING 49.50 _________________ton
249) RATING SPECIFICATION USED LFD ____________________
250A) RATING ANALYSIS PERFORMED MAJOR AASHTO BrR (Virtis) ____________________
Not Rated / Analyzed ____________________
251) RATING AGENCY ALDOT (Maint. Bureau) ____________________
252) DATE RATED 11/01/2007 xxxxxxxx
253) RATING STATUS Rating Published ____________________
No Action ____________________
No Action ____________________
254A) LOAD TYPE H 57.32 _________________ton
254B) LOAD TYPE TWO-AXLE 73.96 _________________ton
254C) LOAD TYPE TRI-AXLE DUMP 73.85 _________________ton
254D) LOAD TYPE CONCRETE TRUCK 67.14 _________________ton
254E) LOAD TYPE 18 WHEELER 98.21 _________________ton
254F) LOAD TYPE SIX-AXLE 98.21 _________________ton
254G) LOAD TYPE SCHOOL BUS 63.53 _________________ton
257) REASON POSTED Superstructure ____________________
None / Condition Noted ____________________
258A LAST POST CHANGE REASON Never Posted ____________________
258B LAST POST CHANGE DATE 01/01/1900 ______/______/_______
259) POSTING CHART INDICATOR Leave Off Posting Chart ____________________
261) DATE OF TEMPORARY STRENGTHENING 01/01/1900 ______/______/_______
262) TYPE OF TEMPORARY STRENGTHENING None ____________________
None ____________________
265) STANDARD DRAWINGS MAIN SPAN 00000000000000000 ____________________
266) STANDARD DRAWING SPPROACH SPAN NNNNNNNNNNNNNNNNN ____________________
31) LIVE LOAD 5 MS 18 (HS 20) ____________________

Appendix D - 13
 Appendix D
Structure Inventory and Appraisal Date: _______________
FORM: BI-6 STR. NUM.: OAL0008 240074.345-1 Sheet: 13
BIN: 018017 1 REC Printed: 10/21/2014

Inventory - State Items Subtask

CULVERT
CURRENT NEW
237) CULVERT TYPE Not Applicable ____________________
233A) NUMBER OF BARRELS OR PIPES 0 ____________________
233B) BARREL LENGTH 0.00 ft __________________ft
233C) BARREL SPAN 0.00 ft __________________ft
233D) BARREL HEIGHT 0.00 ft __________________ft
233E) DEPTH OF FILL 0.00 ft __________________ft

TYPE
CURRENT NEW
232) HORIZONTAL AND/OR VERTICAL CURVE Horizontal Curve ____________________
240A) FRACTURE CRITICAL STRUCTURE GROUP TYPE Not Applicable ____________________
244A) BEGIN ABUTMENT TYPE Spill-Through Abutment ____________________
244B) BEGIN ABUTMENT CAP MATERIAL Reinforced Concrete ____________________
244C) BEGIN ABUTMENT CAP TYPE Cast in Place ____________________
244D) BEGIN ABUTMENT FOUNDATION Steel H-Piles ____________________
245A) ENDING ABUTMENT TYPE Spill-Through Abutment ____________________
245B) ENDING ABUTMENT CAP MATERIAL Reinforced Concrete ____________________
245C) ENDING ABUTMENT CAP TYPE Cast in Place ____________________
245D) ENDING ABUTMENT FOUNDATION Steel H-Piles ____________________
246A) MAIN SPAN PIER MATERIAL PRIMARY Reinforced Concrete ____________________
MAIN SPAN PIER MATERIAL SECONDARY Not Applicable ____________________
246B) MAIN SPAN PIER TYPE PRIMARY 5 or + Column Pier Bent ____________________
MAIN SPAN PIER TYPE SECONDARY Not Applicable ____________________
246C) MAIN SPAN PIER CAP MATERIAL PRIMARY Reinforced Concrete ____________________
MAIN SPAN PIER CAP MATERIAL SECONDARY Not Applicable ____________________
246D) MAIN SPAN PIER CAP STRUCTURE PRIMARY Cast-in-Place ____________________
MAIN SPAN PIER CAP STRUCTURE SECONDARY Not Applicable ____________________
246E) MAIN SPAN PIER FOUNDATION TYPE PRIMARY Steel H-Piles ____________________
MAIN SPAN PIER FOUNDATION TYPE SECONDARY Not Applicable ____________________
247A) APPROACH SPAN PIER MATERIAL PRIMARY Not Applicable ____________________
APPROACH SPAN PIER MATERIAL SECONDARY Not Applicable ____________________
247B) APPROACH SPAN PIER TYPE PRIMARY Not Applicable ____________________
APPROACH SPAN PIER TYPE SECONDARY Not Applicable ____________________
247C) APPROACH SPAN PIER CAP MATERIAL PRIMARY Not Applicable ____________________
APPROACH SPAN PIER CAP MATERIAL SEC. Not Applicable ____________________
247D) APPROACH SPAN PIER CAP STRUCTURE PRIM. Not Applicable ____________________
APPROACH SPAN PIER CAP STRUCTURE SEC. Not Applicable ____________________
247E) APPROACH SPAN PIER FOUNDATION TYPE PRIM. Not Applicable ____________________
APPROACH SPAN PIER FOUNDATION TYPE SEC. Not Applicable ____________________

PAINT
CURRENT NEW
267) DATE LAST PAINTED 01/01/1900 ______/______/_______
271A) PRIMER PAINT TYPE Not Applicable ____________________
271B) INTERMEDIATE PAINT TYPE Not Applicable ____________________
271C) FINISH PAINT TYPE Not Applicable ____________________
271D) UNDERCOAT PAINT TYPE Not Applicable ____________________
273) PAINT EXTENT Not Applicable ____________________
274) PAINT COST 0.00 ____________________

Appendix D - 14
 Appendix D
Structure Inventory and Appraisal Date: _______________
FORM: BI-6 STR. NUM.: OAL0008 240074.345-1 Sheet: 14
BIN: 018017 1 REC Printed: 10/21/2014

INSPECTION
CURRENT
90) INSPECTION DATE 9/25/2014
91) FREQUENCY 24 mo
93A) FC INSPECTION DATE N/A
92A) FC FREQUENCY
93B) UW INSPECTION DATE N/A
92B) UW FREQUENCY
93C) SI DATE N/A
92C) SI FREQUENCY

CONDITION
CURRENT
58) DECK 7 Good
59) SUPER 8 Very Good
60) SUB 7 Good
61) CHANNEL/CHANNEL PROTECTION 7 Minor Damage
62) CULVERT N N/A (NBI)

BRIDGE REPLACEMENT
CURRENT
PROGRAM YEAR 0
PRIORITY F
LOAD DEFICIENCY POINTS 0.0000
WIDTH DEFICIENCY POINTS 0.0000
VERT. CIR. DEFICIENCY POINTS 0.0000
CONDITION DEFICIENCY POINTS 0.0000
TOTAL DEFICIENCY POINTS 0.0000
LOCAL RANK 736
STATEWIDE RANK 5,576

INSPECTOR'S SIGNATURE DATE INSP. NBIS CERT NO. or ALA. PROF. ENGR. NO.

REVIEWER'S SIGNATURE DATE REVIEWER'S TITLE

Appendix D - 15
 Appendix D

Bridge Maintenance Estimate

FORM: BI-9 STR. NUM.: OAL0008 240074.345-1 Sheet: 1
BIN: 018017 1 REC Printed: 10/21/2014

INSPECTED BY: DATE:

REVIEWED BY: DATE:

ACT CODE DESCRIPTION UNITS QTY PRIORITY STAT

B41 DRAIN/JOINT CLEANING HR 10.00 Medium
NC: REMARK: MIN DEBRIS ON ABUT CAPS & BENT CAP NEED CLEAING
C: NEW QTY: NEW PRIORITY:

NEW REMARK:

NEW ACTIVITY: B: ACTIVITY DESCRIPTION:

UNIT: QTY: PRIORITY:
NEW REMARK:

NEW ACTIVITY: B: ACTIVITY DESCRIPTION:

UNIT: QTY: PRIORITY:
NEW REMARK:

NEW ACTIVITY: B: ACTIVITY DESCRIPTION:

UNIT: QTY: PRIORITY:
NEW REMARK:

NEW ACTIVITY: B: ACTIVITY DESCRIPTION:

UNIT: QTY: PRIORITY:
NEW REMARK:

Appendix D - 16
 Appendix D

General Narrative Form

FORM: BI-13 STR. NUM.: OAL0008 240074.345-1 Sheet: 1
BIN: 018017 1 REC Printed: 10/21/2014

USER ID DATE TYPE COMMENTS

Pontis 07/26/2004 A MCT ITEM 200 BEFORE = P ITEM 200 AFTER = O

Pontis 05/04/2006 S DLP THE HARD CLAY MARL LAYER DEPICTED ON THE SOUNDINGS IS ERODABLE
UNDER CERTAIN CONDITIONS, BUT IT IS EXPECTED TO ERODE AT A VERY SLOW
RATE. NORMAL MONITORING ON A 2-YEAR INTERVAL SHOULD SHOW SIGNS OF
SCOUR BEFORE THIS STRUCTURE WOULD BECOME SCOUR CRITICAL. IF SCOUR
PROGRESSES BELOW THE TOP OF THE INDICATED HARD CLAY MARL LAYER,
THE BRIDGE SCOUR SECTION SHOULD BE NOTIFIED IMMEDIATELY FOR
FURTHER EVALUATION.
______ ___ ___ ___ ___ ____________________________________________________________________

______ ___ ___ ___ ___ ____________________________________________________________________

______ ___ ___ ___ ___ ____________________________________________________________________

______ ___ ___ ___ ___ ____________________________________________________________________

______ ___ ___ ___ ___ ____________________________________________________________________

______ ___ ___ ___ ___ ____________________________________________________________________

______ ___ ___ ___ ___ ____________________________________________________________________

______ ___ ___ ___ ___ ____________________________________________________________________

Appendix D - 17
Appendix E – Bridge Inspection Program Compliance

BRIDGE INSPECTION REVIEW AND VALIDATION PROCEDURES

The state of Alabama is comprised of five ALDOT regions, ten areas, sixty-seven counties, and
approximately 150 municipalities responsible for maintaining and inspecting public road bridge structures.
Central Office personnel from the Maintenance Bureau and Local Transportation Bureau have the
responsibility to review and validate inspection reports and inventory data.

Bridge Inspection Reviews will be held at three to four areas each year, so that every three years all
ten areas will have their bridge inspection program reviewed. All county and municipal bridge owners must
attend their respective area’s review. While at the ALDOT area review, Central Office personnel will
perform office and field reviews on half of the county offices within the area. By visiting half the counties
during each area review, all 67 counties will be reviewed every six years. In addition to the area and county
reviews, central office personnel will perform field and office reviews at several municipalities on a priority
basis.

The reviews will focus on validation of inspection reports, inventory data, and the overall program
within the respective agencies. For each agency, an office review and a field review shall be performed
according to the frequency defined above. The review shall be documented by Central Office personnel from
the Maintenance Bureau and Local Transportation Bureau. After the review a letter will be sent to the
respective bridge owner stating if they are in compliance or not. In this letter all identified discrepancies shall
be documented and a date will be set for the owner to correct any remaining non-compliance issues.

For all the county and municipal bridge owners whose offices are not visited while in the area, an
BrM and Questionnaire review will be performed by Maintenance Bureau personnel. The findings of this
BrM and Questionnaire review will be documented in a letter as outlined above and sent to the agency
involved.

Office Review
This review will be conducted by Central Office personnel at the bridge owner’s facilities. The items to
be examined for adherence to federal and state policy and guidelines shall include, but are not limited to, the
following:

 General Bridge Information

 Inspection Personnel
o Qualifications
 Inspection Procedures
o Hands on
o Scheduling (check for past due)
o Coding Inspection Forms
o Review of Inspection Forms
 Interim Inspections
o Frequency
 Maintenance and repair recommendations documentation
o Emergency or urgent
o Follow-up process and procedures
Appendix E-1
  Rating and Posting
o Availability of Rating and Posting Information
o Placement and verification of Posting Signs
 Scour
o Channel Cross-sections
o Plot and Review scour information
o Plan of Action for Scour Critical Bridges
 Critical Findings
o Proper notifications
o Documentation of work performed
o Follow-up Inspections
 Bridge Files
o Required Lists
 Underwater Inspection
 Snooper or Lift truck
 Fracture Critical
 Interim Inspection
 Posted Structures
 Scour or Hydraulics Problems
 Deck Condition Graded 3 or less
 Superstructure Condition Graded 3 or less
 Substructure Condition Graded 3 or less
 Culvert Condition Graded 3 or less
 Waterway Adequacy Graded 3 or less
o Contents
 Scour Plan of Action (shall be placed at the top of the bridge file)
 Inspection Reports (BI-4, BI-5, BI-6, BI-8, BI-9)
 Posting Information
 Rating Information
 Scour Plots
 Photographs
 Scour Reports
 Underwater Bridge Inspection Reports

Field Review
This review will be conducted by Central Office personnel at various structures owned by the agency being
reviewed. The items to be examined for adherence to federal and state policy and guidelines shall include,
but are not limited to, the following:

 Inspection Reports
o Accurate representation of field conditions
o Inventory data
o Adherence to NBI and ALDOT coding guidelines
 Posting Signs
o Signs are present and visible
o Accuracy of posted weight limits

Appendix E-2
BrM and Questionnaire Review
This review will be conducted by the Maintenance Bureau at the Central Office. This review is based on the
Bridge Inspection Program Compliance Review Questionnaire that is required to be submitted at the area
review. The items to be examined for adherence to federal and state policy and guidelines shall include, but
are not limited to Bridge Inspection Program Compliance Review Questionnaires, the Federally
Required Structures List, and other BrM reports.

Appendix E-3
 Appendix E Revised December 2015

BRIDGE INSPECTION PROGRAM

COMPLIANCE REVIEW QUESTIONNAIRE

Alabama Department of Transportation

Maintenance Bureau

Bridge Owning Agency:

__________________________________________
In an effort to fully comply with Federal Code and with FHWA Guidelines, the
Maintenance Bureau is required to conduct regular bridge inspection program
compliance reviews. This questionnaire will be used to review procedures, personnel,
and documentation associated with your bridge inspection program.

The bridge owner (Area Maintenance Engineer, County Engineer, City Engineer,
etc.) and their NBIS certified bridge inspector must complete this questionnaire. All
questions must be answered accurately and completely. Once the questionnaire has
been completed please sign and date it below.

OWNER’S NAME*:
TITLE:
ALABAMA PE REGISTRATION NO.:
NBIS CERTIFICATION NO.:

SIGNATURE:
DATE:

INSPECTOR’S NAME**:
TITLE:
ALABAMA PE REGISTRATION NO.:
NBIS CERTIFICATION NO.:

SIGNATURE:
DATE:

* Owner refers to the person representing the agency that owns the bridges and is in a
position of responsibility to direct the associated maintenance activities.

** Inspector refers to the person who has the primary responsibility for performing
bridge inspections on behalf of the owning agency.

1
Appendix E - 4
 Appendix E Revised December 2015

Please complete and bring this form with you to the area bridge inspection
compliance review meeting.

The following BrM reports should be printed and reviewed when preparing the Bridge
Inspection Program Compliance Review Questionnaire. Use Item 21, Maintenance
Responsibility, when applicable in generating the reports listed below.

1. Structure Sounding Report

2. Structure Inspection Planning Report
3. Federally Required Lists
4. Bridge Identification Cross Reference List
5. Bridge Posting Reports
6. Inspection Summary
7. Bridge Rating Inventory Reports
8. FHWA Edit Report

2
Appendix E - 5
 Appendix E
Revised December 2015

I. General

1. Do you have an updated copy of the Federally Required Structure Lists on

hand?

______________________________________________________________

2. Indicate the number of structures (and corresponding deck area) for which you
are responsible:

1. __________ - Total Structures: ______________ Sq. Ft.

2. __________ - Total Active Bridges: ______________ Sq. Ft.

3. __________ - Total Active Culverts: ______________ Sq. Ft.

3. List the personnel you use during bridge inspections:

NAME CBI NO. PE NO. 2 Day Sch 2 Wk Sch

1. _______________ ________ _______ ___ _________

2. _______________ ________ _______ ___ _________

3. _______________ ________ _______ ___ _________

4. _______________ ________ _______ ___ _________

5. _______________ ________ _______ ___ _________

6. _______________ ________ _______ ___ _________

7. _______________ ________ _______ ___ _________

8. _______________ ________ _______ ___ _________

4. List any training needs which the owner’s bridge inspectors may have.
(Two-Week Bridge School, NHI Course, Other)

______________________________________________________________

______________________________________________________________

______________________________________________________________

3
Appendix E - 6
 Appendix E
Revised December 2015

II. Underwater

1. Indicate the number of structures (and corresponding deck area) requiring

underwater inspections:

__________ - Underwater inspections: ______________ Sq. Ft.

2. List the names of underwater inspectors who inspect your bridges:

Date Date
NAME CBI NO. PE NO. 3 Day Sch 2 Wk Sch
1. _______________ ________ _______ ___ _________

2. _______________ ________ _______ ___ _________

3. _______________ ________ _______ ___ _________

4. _______________ ________ _______ ___ _________

3. Do you ensure that an owner’s qualified bridge inspector is present and oversees
the underwater inspection and the underwater inspector is NBIS certified?

______________________________________________________________

4. Do you ensure that a detailed Underwater Inspection report is completed at the

time of the inspection?

______________________________________________________________

5. Is the Underwater Inspection report signed by the underwater inspector with their
qualifications?

______________________________________________________________

III. Equipment

1. Indicate the number of structures for which you are responsible:

1. __________ - Snooper or lift truck inspections

2. __________ - Special scaffold or special ladder

4
Appendix E - 7
 Appendix E
Revised December 2015

2. Please check the major equipment that you use during your bridge inspections.
If you check a piece of equipment for using it, please check whether you own or
borrow/rent the piece of equipment.

USE OWN BORROW/RENT

Vehicle
Snooper/Reach-All
Lift Truck/Man Lift
Platform
Boat
Ladder, Special
Ladder, Extension

3. Do you require equipment either difficult to obtain or not available?

______________________________________________________________

______________________________________________________________

IV. Inspection Procedures

1. Do your bridge inspectors perform “hands-on” inspections? Explain.

______________________________________________________________

______________________________________________________________

2. Briefly describe the systematic procedures your inspectors use at a typical

bridge.

______________________________________________________________

______________________________________________________________

V. Inspection Scheduling

1. Do you receive the monthly e-mail of the Structure Planning Report, and do you
use it to schedule your bridge inspections? If not, please explain.

______________________________________________________________

______________________________________________________________

5
Appendix E - 8
 Appendix E
Revised December 2015

2. Describe how you track which scheduled inspections have not been completed?

______________________________________________________________

______________________________________________________________

3. Do you have any overdue inspections? If so, please provide a copy of the
Structure Planning Report and a reason why the inspection is overdue.

______________________________________________________________

______________________________________________________________

4. During your last inspection cycle, were all of your inspections performed on
time? If not, please explain.

______________________________________________________________

______________________________________________________________

VI. Coding Bridge Inspections Forms

1. List all the forms coded by your inspector at the time of the inspection.

______________________________________________________________

______________________________________________________________

2. After performing the inspection, how long (typically) does it take to enter the
inspection data into BrM?

______________________________________________________________

______________________________________________________________

3. Identify the person in your organization who signs the BI-5, BI-6, and repair
needed forms.

______________________________________________________________

______________________________________________________________

4. Identify the person in your organization who reviews the BI-5, BI-6, and repair
needed forms.

______________________________________________________________

6
Appendix E - 9
 Appendix E
Revised December 2015

5. Do you receive the weekly email of the FHWA Edit Report?

______________________________________________________________

6. Do you review the weekly FHWA Edit Report and correct the errors identified?

______________________________________________________________

______________________________________________________________

VII. Interim Inspections

1. Indicate the number of structures for which you are responsible:

1. __________ - Interim inspections (“On-NHS”)

2. __________ - Interim inspections (“Off-NHS”)

2. Please attach a list of bridges requiring interim inspections.

______________________________________________________________

______________________________________________________________

3. Do the interim inspection frequencies on the list above satisfy the ALDOT
Guidelines for Operation?

______________________________________________________________

VIII. Documenting and Reporting Maintenance and Repair Needs

1. Do you document bridge maintenance and repair needs discovered during
bridge inspections (example: BI-9, Workorder) and include this documentation in
the bridge file?

______________________________________________________________

2. Describe the process you use to document bridge maintenance work that has
been completed, and identify work that has not been performed in a timely
manner.

______________________________________________________________

______________________________________________________________

7
Appendix E - 10
 Appendix E
Revised December 2015

3. Describe the process you use to document and give emphasis to Bridge
Maintenance work classified as High.

______________________________________________________________

______________________________________________________________

4. Do you perform follow-up observations to evaluate and ensure that Bridge

Maintenance work classified as High is adequately performed? If yes, please
describe.

______________________________________________________________

______________________________________________________________

5. Describe the process used to inspect underwater repair/maintenance work when

completed.

______________________________________________________________

______________________________________________________________

IX. Bridge Rating and Posting

1. Indicate the number of structures for which you are responsible:

1. __________ - Posted

2. __________ - Structures with Temporary Structure Indicated

2. Who performs your load ratings? If someone other than ALDOT performs your
load ratings, list the name of the person and their P.E. #.

______________________________________________________________

______________________________________________________________

3. Do you post structures in accordance with recommendations from the Bridge

Rating and Load Testing Office of the ALDOT Maintenance Bureau? Explain:

______________________________________________________________

______________________________________________________________

8
Appendix E - 11
 Appendix E
Revised December 2015

4. At structures for which posting has been recommended, how long (typically) is it
before posting signs are erected?

______________________________________________________________

______________________________________________________________

5. Do you receive the monthly e-mail for Structures Recommended for Posting?

______________________________________________________________

6. Describe the process you use to verify that posting signs are in place:

______________________________________________________________

______________________________________________________________

7. Have you sent Load Rating Information (Plans and/or Data Sheets) to the Bridge
Rating and Load Testing Office for all new and existing structures in your
inventory?

______________________________________________________________

8. Have you notified ALDOT when a structure falls into one of the categories
identified below? This documentation must be in the form of a letter showing the
bridge identification number (BIN) and must identify the means to be taken to
assure the safety of the traveling public.

Not Applicable
Yes No at this time
Deck condition graded 4 or less □ □ □
Superstructure condition graded 4 or less □ □ □
Substructure condition graded 4 or less □ □ □
Culvert condition graded 4 or less □ □ □
Channel condition graded 3 or less □ □ □
Bridge is closed □ □ □

9
Appendix E - 12
 Appendix E
Revised December 2015

9. Have you notified ALDOT when any significant repairs are made to a structure
that falls into one of the categories identified below? This documentation must
be in the form of a letter showing the bridge identification number (BIN) and the
repairs performed.

Not Applicable
Yes No at this time
Deck condition graded 4 or less is raised □ □ □
Superstructure condition graded 4 or less is raised □ □ □
Substructure condition graded 4 or less is raised □ □ □
Culvert condition graded 4 or less is raised □ □ □
Channel condition graded 3 or less is raised □ □ □
Bridge is reopened □ □ □

10. Before a closed bridge is reopened, do you ensure the structure is inspected by
a certified bridge inspector?

______________________________________________________________

X. Scour
1. Indicate the number of structures for which you are responsible:

1. __________ - Structures Requiring Scour Evaluations

2. __________ - Scour or hydraulic problems

2. Have you notified the ALDOT Bridge Scour Section when there are scour or
hydraulic problems at a structure?

______________________________________________________________

3. Have you notified the ALDOT Bridge Scour Section when any repairs are made
to correct scour or hydraulic problems?

______________________________________________________________

4. Have you submitted all information required to perform a Scour Evaluation to the
Bridge Scour Section? Please note, for each bridge that you have not
submitted, you are required to develop a Scour Plan of Action (POA).

______________________________________________________________

______________________________________________________________

10
Appendix E - 13
 Appendix E
Revised December 2015

5. For all your bridges subject to Scour have you entered bridge details as well as
all pile driving / footing records into BrM?

______________________________________________________________

______________________________________________________________

6. Do you take channel cross-sections upstream and downstream, record this data
on the BI-4 Form and enter this data into BrM?

______________________________________________________________

______________________________________________________________

7. After each inspection, do you plot and review channel cross sections to check
for errors in the data collected, and to assure that no potentially catastrophic
scour or hydraulic problems are developing?

______________________________________________________________

______________________________________________________________

8. Do you have a Plan of Action (POA) available and ready to implement for each
scour critical bridge? If so, please give an explanation of how POAs are used in
your organization.

______________________________________________________________

______________________________________________________________

9. Is your Plan of Action (POA) attached to your summary of scour evaluation and
placed at the top of your bridge file?

_____________________________________________________________

______________________________________________________________

XI. Fracture Critical

1. Indicate the number of fracture critical structures for which you are responsible:

__________ - Fracture critical

11
Appendix E - 14
 Appendix E
Revised December 2015

2. Please explain how your fracture critical members are identified in your bridge
file:

______________________________________________________________

______________________________________________________________

XI. Bridge Files

1. Do you maintain a separate, complete, and up to date file for each bridge?

______________________________________________________________

2. Do you keep the bridge files in the owner’s office?

______________________________________________________________

3. Do your bridge files contain the following items:

Not Applicable
Yes No at this time
BI-4 □ □ □
BI-5 □ □ □
BI-6 □ □ □
Plots (Channel Cross-Section) □ □ □
Photographs □ □ □
Maintenance or Repair Needed Forms □ □ □
Maintenance or Repair Performed □ □ □
Documentation of Interim Inspection □ □ □
Rating Information (Rating Data Sheets or Plans) □ □ □
Posting Information ( Rating Result Sheets or Posting Chart) □ □ □
Correspondence pertaining to the structure □ □ □
Documentation when the posting signs were erected □ □ □
Scour Evaluation □ □ □
Scour Plan of Action (POA) □ □ □
Underwater Inspection □ □ □
Identification of Fracture Critical Members □ □ □

12
Appendix E - 15
 Appendix E
ALABAMA DEPARTMENT OF TRANSPORTATION
ALDOT/FHWA Bridge Inspection Program Review
Bridge Inspection Folder Checklist
Owner: Date:
BIN:
Str Num: By:

Photographs: Y N
Bridge Card: Y N
Rating Information: Y N
Scour Evaluation Report: Y N
Underwater Inspection Report: Y N
Posting Information: Y N

BI-5 Date Signed? Reviewed?

Y N Y N
Y N Y N
Y N Y N
Y N Y N

BI-6 Date Signed? Reviewed?

Y N Y N
Y N Y N
Y N Y N
Y N Y N

BI-4 Date

BI-8 Date Signed? Reviewed?

Y N Y N
Y N Y N
Y N Y N
Y N Y N

BI-9 Date Signed? Reviewed?

Y N Y N
Y N Y N
Y N Y N
Y N Y N

PLOTS Date
Y N
Y N
Y N
Y N
NOTES

Appendix E - 16
APPENDIX F: UNDERWATER INSPECTION FIELD
REFERENCE
UNDERWATER INSPECTIONS

WHAT TO IDENTIFY

The following list is a basic guide of what to look for when inspecting underwater structures for
ALDOT. Most structures inspected by our divers will fall into one or more categories described. If
not, the bridge inspector, construction supervisor, or diving supervisor will determine procedures
and areas that need to be inspected. This guide is to be used for inspection dives only and does
not cover all situations.

Some basic information to for on all structures are:

• Amount of structure exposed (Compare with as-built plans)

• Scour (Local, general, undermining, rip-rap or other protection - missing or moved)

• Bottom Type

• Water Depth

• Previous Repairs

More Specific information is contained in the following list.

I. Piers

• Shafts, columns, stems, web walls, diaphragms, footings; look for:

• Cracks, scale, spalls, voids, debris, collision damage, chemical attack, rust
stains, efflorescence

• Report length, width, penetration, orientation, rebar exposed,

aggregate exposed

• Report where web wall and diaphragms stop

• Footings: Report amount exposed above mud line. If voids are found under
footing, measure and probe for piles. If piles are exposed, note number,
type and length. Make drawing, use inspection forms or video if necessary.
Check for forms around footings. Note material and condition. Exposed
footings are more susceptible to scour problems. Check for rip-rap. If
none found, does footing need protection?

Appendix F-1
II. Pile Bents

• Steel (note size of pile); Look for:

• Corrosion and deterioration. Report amount of oxide coating. Clean off area
and report amount and depth of pitting. Check edge of flanges for squareness.
Check splices and cross member connections, especially around weld and bolts.
Check thickness with ultrasonic thickness gauge.

• If encased, note amount encased below waterline and amount of steel exposed.
Measure horizontal dimensions of encasement for future rehabilitation work.
(Usually can be done above waterline.)

• Concrete

• Check length exposed.

• Check and report cracks, scale, spalls, voids, collision damage, chemical attack
and exposed rebar.

• Timber

• Check length exposed.

• Check for marine borers, decay, damage, bacterial degradation, marine growth,
splices, and connectors. Note: Splash zone and mud line are two prime areas
of deterioration.

• All Pile Bents

• If deterioration is present, determine percent of section loss.

III. Abutments

• Determine material and inspect like any other concrete, timber, or steel structure.
Things to look for include:

• Loss of fill material; especially around wing walls

• If sheet piles are used, check interlocks for splits.

• Voids under toe

Appendix F-2
IV. Protection Devices

• Dolphins, fenders, protection cells. Determine material and inspect like other concrete,
steel or timber structure. Other things to look for include:

• Loss of fill if sheet pile is used

• Voids under toes

• Collision damage

• Connectors

• Missing members

• If mooring lines or mooring cable are found, remove if possible and report to
inspector. Do not remove cables that are part of the structure.

• Rip-rap.

V. Cofferdams

Things to check:

• Interlocks

• Walers

• Elevation of floor mud line especially at corners and along inside wall

• Mud line elevation around exterior of cell

• Floor material

• Floor condition

• Exposed toes

• Placement of rebar if required

Appendix F-3
VI. Culverts

Find out type, dimensions and flow directions before entering.

• Intake and discharge

• Check for scour under the toe wall and wing walls

• Check concrete or steel condition

• Check for debris buildup or potential debris buildup (beaver dams)

• Check bottom for potential scour problems

• Interior

• Check dimensions

• Check depth and type of material on floor

• Check for cracks and voids

• Check drains

• Check joints of misalignment and settling

• Note: Extra precautions should be taken when entering culverts, because of the
confining nature and potential dangers form trapped gases and dangerous
marine life.

Appendix F-4
Appendix G

Appendix G - 1
Appendix G

Appendix G - 2
Appendix G

Appendix G - 3
Appendix G

Appendix G - 4
Appendix G

Appendix G - 5
 Appendix H
 

EI. No. Units Element NBE/BME

Element Name/Description
Category ADE/DF
12 Reinforced Concrete Deck AREA - ft2 Deck NBE
Description - This element defines all reinforced concrete bridge decks regardless of the wearing surface or
protection systems used.
Quantity Calculation - The quantity for this element includes the area of the deck from edge to edge
including any median areas and accounting for any flares or ramps present.
13 Prestressed Concrete Deck AREA – ft2 Deck NBE
Description – This element defines all prestressed concrete bridge decks regardless of the wearing surface
or protection systems used.
Quantity Calculation – The quantity for this element includes the area of the deck from edge to edge including
any median areas and accounting for any flares or ramps present.
15 Prestressed Concrete Top Flange AREA - ft2 Deck NBE
Description -- This element defines all prestressed bridge girder top flanges where traffic rides directly on the
structural element regardless of the wearing surface or protection systems used. These bridge types include
bulb-tees, box girders and girders that require traffic to ride on the top flange.
Quantity Calculation - The quantity for this element includes the area of the top flange from edge to edge
including any median areas and accounting for any flares or ramps present. This quantity is for the top flange
riding surface only. Girder web and bottom flange to be evaluated by the appropriate girder element.
16 Reinforced Concrete Top Flange AREA – ft2 Deck NBE
Description – This element defines all reinforced concrete bridge girder top flanges where traffic rides directly on
the structural element regardless of the wearing surface or protection systems used. These bridge types include
tee-beams, box girders, and girders that require traffic to ride on the top flange.
Quantity Calculation – The quantity for this element includes the area of the top flange from edge to edge including
any median areas and accounting for any flares or ramps present. This quantity is for the top flange riding surface
only. Girder web and bottom flange to be evaluated by the appropriate girder element.
28 Steel Deck with Open Grid AREA - ft2 Deck NBE
Description -- This element defines all open grid steel bridge decks with no fill.
Quantity Calculation - The quantity for this element includes the area of the deck from edge to edge
including any median areas and accounting for any flares or ramps present.
29 Steel Deck with Concrete Filled Grid AREA - ft2 Deck NBE
Description - This element defines steel bridge decks with concrete fill either in all of the openings or within the
wheel tracks.
Quantity Calculation - The quantity for this element includes the area of the deck from edge to edge
including any median areas and accounting for any flares or ramps present.
30 Steel Deck Corrugated / Orthotropic / Etc. AREA - ft2 Deck NBE
Description - This element defines those bridge decks constructed of corrugated metal filled with portland cement,
asphaltic concrete, or other riding surfaces. Orthotropic steel decks are also included.
Quantity Calculation - The quantity for this element includes the area of the deck from edge to edge
including any median areas and accounting for any flares or ramps present.
31 Timber Deck AREA - ft2 Deck NBE
Description - This element defines all timber bridge decks regardless of the wearing surface or protection systems used.

Quantity Calculation - The quantity for this element includes the area of the deck from edge to edge
including any median areas and accounting for any flares or ramps present.

Appendix H - 1
 Appendix H
 

EI. No. Units Element NBE/BME

Element Name/Description
Category ADE/DF
38 Reinforced Concrete Slab AREA - ft2 Slab NBE
Description – This element defines all reinforced concrete bridge slabs regardless of the wearing surface or
protection systems used.
Quantity Calculation – The quantity for this element includes the area of the slab from edge to edge
including any median areas and accounting for any flares or ramps present.
54 Timber Slab AREA - ft2 Slab NBE
Description – This element defines all timber bridge slabs regardless of the wearing surface or protection
systems used.
Quantity Calculation – The quantity for this element includes the area of the slab from edge to edge
including any median areas and accounting for any flares or ramps present.
60 Other Deck AREA - ft2 Deck NBE
Description – This element defines all bridge decks constructed of other materials regardless of the wearing
surface or protection systems used.
Quantity Calculation – The quantity for this element includes the area of the deck from edge to edge including
any median areas and accounting for any flares or ramps present.
65 Other Slab AREA - ft2 Slab NBE
Description – This element defines all slabs constructed of other materials regardless of the wearing surface
or protection systems used.
Quantity Calculation – The quantity for this element includes the area of the slab from edge to edge including
any median areas and accounting for any flares or ramps present.
102 Steel Closed Web / Box Girder LENGTH– ft Superstructure NBE
Description – This element defines all steel box girders or closed web girders, and is for all box girders
regardless of protective system.
Quantity Calculation – The quantity for this element is the number of girders multiplied by the span length.
104 Prestressed Concrete Closed Web / Box Girder LENGTH– ft Superstructure NBE
Description – This element defines all pretensioned or post-tensioned concrete closed web girders or box girders,
and is for all box girders regardless of protective system.
Quantity Calculation – The quantity for this element is the number of girders multiplied by the span length.
105 Reinforced Concrete Closed Web / Box Girder LENGTH– ft Superstructure NBE
Description – This element defines all reinforced concrete box girders or closed web girders, and is for all box
girders regardless of protective system.
Quantity Calculation – The quantity for this element is the number of girders multiplied by the span length.
106 Other Closed Web / Box Girder LENGTH– ft Superstructure NBE
Description – This element defines all other material box girders or closed web girders, and is for all other
material box girders regardless of protective system.
Quantity Calculation – The quantity for this element is the number of girders multiplied by the span length.
107 Steel Open Girder / Beam LENGTH– ft Superstructure NBE
Description – This element defines all steel open girders, and is for all girders regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of all lengths of each girder.

Appendix H - 2
 Appendix H
 

EI. No. Units Element NBE/BME

Element Name/Description
Category ADE/DF
109 Prestressed Concrete Open Girder / Beam LENGTH– ft Superstructure NBE
Description – This element defines pretensioned or post-tensioned concrete open web girders, and is for all
girders regardless of protective system.

Quantity Calculation – The quantity for this element is the sum of all the lengths of each girder.
110 Reinforced Concrete Open Girder / Beam LENGTH– ft Superstructure NBE
Description – This element defines mild steel reinforced concrete open web girders, and is for all girders
regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of all of the lengths of each girder.
111 Timber Open Girder / Beam LENGTH– ft Superstructure NBE
Description – This element defines all timber open girders, and is for all girders regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of all the lengths of each girder / beam.
112 Other Open Girder / Beam LENGTH– ft Superstructure NBE
Description – This element defines all other material girders, and is for all girders regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of all the lengths of each girder.
113 Steel Stringer LENGTH– ft Superstructure NBE
Description – This element defines steel members that support the deck in a stringer floor beam system, and is for
all stringers regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of all of the lengths of each stringer.
115 Prestressed Concrete Stringer LENGTH– ft Superstructure NBE
Description – This element defines pretensioned or post-tensioned concrete members that support the deck in a
stringer floor beam system, and is for all stringers regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of all of the lengths of each stringer.
116 Reinforced Concrete Stringer LENGTH– ft Superstructure NBE
Description – This element defines mild steel reinforced concrete members that support the deck in a stringer
floor beam system, and is for all stringers regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of all of the lengths of each stringer.
117 Timber Stringer LENGTH– ft Superstructure NBE
Description – This element defines timber members that support the deck in a stringer floor beam system, and is
for all stringers regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of all of the lengths of each stringer.
118 Other Stringer LENGTH– ft Superstructure NBE
Description – This element defines all other material stringers, and is for all stringers regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of all the lengths of each stringer.
120 Steel Truss LENGTH– ft Superstructure NBE
Description – This element defines all steel truss elements, including all tension and compression members for
through and deck trusses. It is for all trusses regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of all of the lengths of each truss panel measured
longitudinally along the travel way.

Appendix H - 3
 Appendix H
 

EI. No. Units Element NBE/BME

Element Name/Description
Category ADE/DF
135 Timber Truss LENGTH– ft Superstructure NBE
Description – This element defines all timber truss elements, including all tension and compression members
for through and deck trusses. It is for all trusses regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of all of the lengths of each truss panel
measured longitudinally along the travel way.
136 Other Truss LENGTH– ft Superstructure NBE
Description – This element defines all other material truss elements, including all tension and compression
members, and through and deck trusses. It is for all other material trusses regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of all of the lengths of each truss panel
measured longitudinally along the travel way.
141 Steel Arch LENGTH– ft Superstructure NBE
Description – This element defines steel arches regardless of type, and is for all arches regardless of protective
system.
Quantity Calculation – The quantity for this element is the sum of all of the lengths of each arch panel measured
longitudinally along the travel way.
142 Other Arch LENGTH– ft Superstructure NBE
Description –This element defines other material arches regardless of type, and is for all other material arches
regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of all of the lengths of each arch panel measured
longitudinally along the travel way.
143 Prestressed Concrete Arch LENGTH– ft Superstructure NBE
Description – This element defines only pretensioned or post-tensioned concrete arches, and is for all
arches regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of the length of each arch panel measured
longitudinally along the travel way.
144 Reinforced Concrete Arch LENGTH– ft Superstructure NBE
Description – This element defines only mild steel reinforced concrete arches, and is for all arches regardless
of protective system.
Quantity Calculation – The quantity for this element is the sum of all of the lengths of each arch panel
measured longitudinally along the travel way.
145 Masonry Arch LENGTH– ft Superstructure NBE
Description – This element defines masonry or stacked stone arches, and is for all arches regardless of
protective system.
Quantity Calculation – The quantity for this element is the sum of all of the lengths of each arch section
measured longitudinally along the travel way.
146 Timber Arch LENGTH– ft Superstructure NBE
Description – This element defines only timber arches, and is for all arches regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of all of the lengths of each arch panel
measured longitudinally along the travel way.

Appendix H - 4
 Appendix H
 

Element NBE/BME
EI. No. Element Name/Description Units
Category ADE/DF
147 Steel Main Cables LENGTH– ft Superstructure NBE
Description – This element defines all steel main suspension or cable stay cables not embedded in concrete.
It is for all cable groups regardless of protective systems.
Quantity Calculation – The quantity for this element is the sum of all of the lengths of each main cable measured
longitudinally along the travel way.
Element Commentary – This element is intended for use on main cables in suspension bridges or main cable stays
in cable stayed bridges. Suspender cables or other smaller cables shall be captured using the secondary cable element.
148 Secondary Steel Cables EACH Superstructure NBE
Description – This element defines all steel suspender cables not embedded in concrete. It is for all individual
or cable groups regardless of protective systems.
Quantity Calculation – The quantity for this element is the sum of the individual cable or cable groups carrying the load
from the superstructure to the main cable / arch elements.
Element Commentary – This element is intended for use on suspender cables, other smaller cables or groups of cables
in one location acting as a system to carry loads from the superstructure to the main cable / arch. Suspension bridge
main cables or cable stays shall be captured using the steel main cable element.
149 Other Secondary Cable EACH Superstructure NBE
Description – This element defines all other material cables not embedded in concrete. It is for all individual
other material cables or cable groups regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of the individual cable or cable groups carrying

the load from the superstructure to the main cable / arch elements.

152 Steel Floor Beam LENGTH– ft Superstructure NBE

Description – This element defines steel floor beams that typically support stringers, and is for all floor beams
regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of all of the lengths of each floor beam.
154 Prestressed Concrete Floor Beam LENGTH– ft Superstructure NBE
Description – This element defines prestressed concrete floor beams that typically support stringers, and is
for all floor beams regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of all of the lengths of each floor beam.
155 Reinforced Concrete Floor Beam LENGTH– ft Superstructure NBE
Description – This element defines mild steel reinforced concrete floor beams that typically support stringers,
and is for all floor beams regardless of protective systems.

Quantity Calculation – The quantity for this element is the sum of all of the lengths of each floor beam.

156 Timber Floor Beam LENGTH– ft Superstructure NBE

Description – This element defines timber floor beams that typically support stringers, and is for all floor
beams regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of all of the lengths of each floor beam.

Appendix H - 5
 Appendix H
 

EI. No. Units Element NBE/BME

Element Name/Description
Category ADE/DF
157 Other Floor Beam LENGTH– ft Superstructure NBE
Description – This element defines other material floor beams that typically support stringers, and is for all
floor beams regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of all of the lengths of each floor beam.
161 Steel Pin and Pin & Hanger Assembly or Both EACH Superstructure NBE
Description - This element defines steel pins and pin and hanger assemblies and is for all assemblies
regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of the number of pins, pin and hanger
assemblies, or both.
162 Steel Gusset Plate EACH Superstructure NBE
Description – This member defines only those steel gusset plate(s) connections that are on the main truss / arch
panel(s). These connections can be constructed with one or more plates that may be bolted, riveted, or welded. This
element is for all gusset plates regardless of protective systems.
Quantity Calculation – The quantity for this element is the sum of the number of primary load path gusset plate
assemblies. For multiple plate gusset connections at a single panel point, the quantity shall be one gusset plate
regardless of the number of individual plates at the single connection point.
202 Steel Column EACH Substructure NBE
Description – This element is for all steel columns regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of the number of columns.
203 Other Column EACH Substructure NBE
Description – This element is for all other material columns regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of the number of columns.
204 Prestressed Concrete Column EACH Substructure NBE
Description – This element is for all prestressed concrete columns regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of the number of columns.
205 Reinforced Concrete Column EACH Substructure NBE
Description - This element is for all reinforced concrete columns regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of the number of columns.
206 Timber Column EACH Substructure NBE
Description – This element is for all timber columns regardless of protective system.
Quantity Calculation – The quantity of this element is the number of columns.
207 Steel Tower LENGTH– ft Substructure NBE
Description – This element defines steel built up or framed tower supports, and is for all towers regardless
of protective system.
Quantity Calculation – The quantity for this element is the sum of the heights of built up or framed tower supports.
Element Commentary – This element is intended to be used for truss framed tower supports or built up steel towers.
This element is intended to capture large supports and towers associated with suspension bridges, cable stayed bridges,
moveable bridges, or similar structural configurations.

Appendix H - 6
 Appendix H
 

Element NBE/BME
EI. No. Element Name/Description Units
Category ADE/DF
208 Timber Trestle LENGTH– ft Substructure NBE
Description – This element defines framed timber supports, and is for all timber / trestle towers regardless
of protective system.

Quantity Calculation – The quantity for this element is the sum of the heights of built up or framed tower supports.

Element Commentary – This element is intended to be used for truss framed trestle or towers. This element is

intended to capture large supports and towers associated with large deck truss bridges.
210 Reinforced Concrete Pier Wall LENGTH– ft Substructure NBE
Description – This element defines reinforced concrete pier walls, and is for all pier walls regardless of
protective systems.
Quantity Calculation – The quantity for this element is the sum of the lengths of the pier walls measured along
the skew angle.
211 Other Pier Wall LENGTH– ft Substructure NBE
Description – This element defines those pier walls constructed of other materials. This is for all pier walls
regardless of protective systems.
Quantity Calculation – The quantity for this element is the sum of the lengths of the pier walls measured
along the skew angle.
212 Timber Pier Wall LENGTH– ft Substructure NBE
Description – This element defines those timer pier walls that include pile, timber sheet material, and filler.
this is for all pier walls regardless of protective systems.
Quantity Calculation – The quantity for this element is the sum of the length of the pier walls measured along
the skew angle.
213 Masonry Pier Wall LENGTH– ft Substructure NBE
Description – This element defines those pier walls constructed of block or stone. The block or stone may be
placed with or without mortar. This is for all pier walls regardless of protective systems.
Quantity Calculation – The quantity for this element is the sum of the wall lengths measured along the skew angle.
215 Reinforced Concrete Abutment LENGTH– ft Substructure NBE
Description – This element defines reinforced concrete abutments. This includes the material retaining the
embankment and monolithic wingwalls and abutment extensions. This is for all reinforced concrete abutments
regardless of protective systems.
Quantity Calculation – The quantity for this element is the sum of the width of the abutment with monolithic
wingwalls and abutment extensions measured along the skew angle.
216 Timber Abutment LENGTH– ft Substructure NBE
Description – This element defines timber abutments. This includes the sheet material retaining the embankment,
integral wingwalls, and abutment extensions. This is for all abutments regardless of protective systems.
Quantity Calculation – The quantity for this element is the sum of the width of the abutment with integral
wingwalls and abutment extensions measured along the skew angle.
217 Masonry Abutment LENGTH– ft Substructure NBE
Description – This element defines those abutments constructed of block or stone, including integral wingwalls and
abutment extensions. The block or stone may be placed with or without mortar. This is for all abutments regardless of
protective systems.
Quantity Calculation – The quantity for this element is the sum of the width of the abutment with integral
wingwalls and abutment extensions measured along the skew angle.

Appendix H - 7
 Appendix H
 

EI. No. Units Element NBE/BME

Element Name/Description
Category ADE/DF
218 Other Abutments LENGTH– ft Substructure NBE
Description – This element defines other material abutment systems. This includes the sheet material
retaining the embankment, and integral wingwalls and abutment extensions. This is for all abutments
regardless of protective systems.
Quantity Calculation – The quantity for this element is the sum of the width of the abutment with integral
wingwalls and abutment extensions measured along the skew angle.
219 Steel Abutment LENGTH– ft Substructure NBE
Description – This element defines steel abutments. This includes the sheet material retaining the
embankment, and monolithic wingwalls and abutment extensions. This is for all abutments regardless
of protective systems.
Quantity Calculation – The quantity for this element is the sum of the width of the abutment with
monolithic wingwalls and abutment extensions measured along the skew angle.
220 Reinforced Concrete Pile Cap / Footing LENGTH– ft Substructure NBE
Description – This element defines reinforced concrete pile caps / footings that are visible for inspection.
Pile caps / footings exposed from erosion or scour or visible during an underwater inspection are included
in this element. The exposure may be intentional or caused by erosion or scour.
Quantity Calculation – The quantity of this element is the sum of the length of footings or pile caps along
the skew angle.
225 Steel Pile EACH Substructure NBE
Description – This element defines steel piles that are visible for inspection. Piles exposed from erosion
or scour and piles visible during an underwater inspection are included in this element. This element is
for all steel piles regardless of protective systems.
Quantity Calculation – The quantity for this element is the sum of the number of piles visible for inspection.
226 Prestressed Concrete Pile EACH Substructure NBE
Description – This element defines prestressed concrete piles that are visible for inspection. Piles
exposed from erosion or scour and piles visible during an underwater inspection are included in this element.
This element is for all prestressed concrete piles regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of the number of piles visible for inspection.
227 Reinforced Concrete Pile EACH Substructure NBE
Description – This element defines reinforced concrete piles that are visible for inspection. Piles exposed from
erosion or scour and piles visible during an underwater inspection are included in this element. This element is for all
reinforced concrete piles regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of the number of piles visible for inspection.
228 Timber Pile EACH Substructure NBE
Description – This element defines timber piles that are visible for inspection. Piles exposed from erosion or
scour and piles visible during an underwater inspection are included in this element. This element is for all timber
piles regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of the number of piles visible for inspection.

Appendix H - 8
 Appendix H
 

EI. No. Units Element NBE/BME

Element Name/Description
Category ADE/DF
229 Other Pile EACH Substructure NBE
Description – This element defines other material piles that are visible for inspection. Piles exposed from erosion
or scour and piles visible during an underwater inspection are included in this element. This element is for all other
material piles regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of the number of piles visible for inspection.
231 Steel Pier Cap LENGTH– ft Substructure NBE
Description – This element defines those steel pier caps that support girders and transfer load into piles or
columns, and is for all steel pier caps regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of the cap lengths measured along the skew angle.
233 Prestressed Concrete Pier Cap LENGTH– ft Substructure NBE
Description – This element defines those prestressed concrete pier caps that support girders and transfer
load into piles or columns and is for all caps regardless of protective system.

Quantity Calculation – The quantity for this element is the sum of the cap lengths measured along the skew angle.

234 Reinforced Concrete Pier Cap LENGTH– ft Substructure NBE

Description – This element defines those reinforced concrete pier caps that support girders and transfer
load into piles, or columns and is for all pier caps regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of the cap length measured along the skew angle.
235 Timber Pier Cap LENGTH– ft Substructure NBE
Description – This element defines those timber pier caps that support girders that transfer load into piles, or
columns and is for all timber pier caps regardless of protective system.

Quantity Calculation – The quantity for this element is the sum of the pier cap lengths measured along the skew angle.

236 Other Pier Cap LENGTH– ft Substructure NBE

Description – This element defines other material pier caps that support girders that transfer load into piles or
columns, and is for all other material pier caps regardless of protective system.
Quantity Calculation – The quantity for this element is the sum of the pier cap lengths measured along the skew angle.
240 Steel Culvert LENGTH– ft Culvert NBE
Description – This element defines steel culverts, including arched, round, or elliptical pipes.
Quantity Calculation – The quantity for this element is the flow line length of the barrel times the number

of barrels.
241 Reinforced Concrete Culvert LENGTH– ft Culvert NBE
Description – This element defines reinforced concrete culverts, including box, arched, round, or elliptical shapes.
Quantity Calculation - The quantity for this element is the flow line length of the barrel times the number of the barrels.
242 Timber Culvert LENGTH– ft Culvert NBE
Description – This element defines all timber culverts.
Quantity Calculation – The quantity of this element is the flow line length of the barrel times the number of barrels.
243 Other Culvert LENGTH– ft Culvert NBE
Description – This element defines other material type culverts, including arches, round, or elliptical pipes. These
culverts are not included in steel, concrete, or timber material types.
Quantity Calculation – The quantity of this element is the flow line length of the barrel times the number of barrels.

Appendix H - 9
 Appendix H
 

EI. No. Units Element NBE/BME

Element Name/Description
Category ADE/DF
244 Masonry Culvert LENGTH– ft Culvert NBE
Description – This element defines masonry block or stone culverts.
Quantity Calculation – The quantity for this element is the flow line length of the barrel times the number of barrels.
245 Prestressed Concrete Culvert LENGTH– ft Culvert NBE
Description – This element defines all prestressed concrete culverts.
Quantity Calculation – The quantity for this element is the flow line length of the barrel times the number of barrels.
300 Strip Seal Expansion Joint LENGTH– ft Joints BME
Description – This element defines those expansion joint devices which utilize a neoprene type waterproof
gland with some type of metal extrusion or other system to anchor the gland.
Quantity Calculation – The quantity for this element is determined by summing all the lengths of the joint
measured along the skew angle.
301 Pourable Joint Seal LENGTH– ft Joints BME
Description – This element defines those joints filled with a pourable seal with or without a backer.
Quantity Calculation – The quantity for this element is determined by summing all the lengths of the joint
measured along the skew angle.
302 Compression Joint Seal LENGTH– ft Joints BME
Description – This element defines only those joints filled with a preformed compression type seal. This
joint may or may not have an anchor system to confine the seal.
Quantity Calculation – The quantity for this element is determined by summing all the lengths of the joint
measured along the skew angle.
303 Assembly Joint With Seal LENGTH– ft Joints BME
Description – This element defines only those joints filled with an assembly mechanism that has a seal.
Quantity Calculation – The quantity for this element is determined by summing all the lengths of the joint
measured along the skew angle.
304 Open Expansion Joint LENGTH– ft Joints BME
Description – This element defines only those joints that are open and not sealed.
Quantity Calculation – The quantity for this element is determined by summing all the lengths of the joint
measured along the skew angle.
305 Assembly Joint Without Seal LENGTH– ft Joints BME
Description – This element defines only those assembly joints that are open and not sealed. This includes
finger and sliding plate joints.
Quantity Calculation – The quantity for this element is determined by summing all the lengths of the joint
measured along the skew angle.
306 Other Joint LENGTH– ft Joints BME
Description – This element defines only those other joints that are not defined by any other joint element.
Quantity Calculation – The quantity for this element is determined by summing all the lengths
of the joint measured along the skew angle.
310 Elastomeric Bearing EACH Bearings NBE
Description – This element defines only those bridge bearings that are constructed primarily of elastomers,
with or without fabric or metal reinforcement.
Quantity Calculation – The quantity is the sum of each bearing of this type.

Appendix H - 10
 Appendix H
 

Element NBE/BME
EI. No. Element Name/Description Units Category ADE/DF

311 Movable Bearing EACH Bearings NBE

Description – This element defines only those bridge bearings which provide for both rotation and
longitudinal movement by means of roller, rocker, or sliding mechanisms.
Quantity Calculation – The quantity is the sum of each bearing of this type.
312 Enclosed / Concealed Bearing EACH Bearings NBE
Description – This element defines only those bridge bearings that are enclosed so that they are not
open for detailed inspection.
Quantity Calculation – The quantity is the sum of each bearing of this type.
Element Commentary – This element should be used for box girder hinges. In cases where the bearing material
is not visible, the inspector shall assess the condition based on alignment, grade across the joint, persistence of
debris, or other indirect indicators of the condition.
313 Fixed Bearing EACH Bearings NBE
Description – This element defines only those bridge bearings that provide for rotation only (no longitudinal
movement).
Quantity Calculation – The quantity is the sum of each bearing of this type.
314 Pot Bearing EACH Bearings NBE
Description – This element defines those high load bearings with confined elastomer. The bearing may be fixed
against horizontal movement, guided to allow sliding in one direction, or floating to allow sliding in any direction.
Quantity Calculation – The quantity is the sum of each bearing of this type.
315 Disc Bearing EACH Bearings NBE
Description – This element defines those high load bearings with a hard plastic disk. This bearing may be fixed
against horizontal movement, guided to allow movement in one direction, or floating to allow sliding in any direction.
Quantity Calculation – The quantity is the sum of each bearing of this type.
316 Other Bearing EACH Bearings NBE

Description – This element defines all other material bridge bearings regardless of translation or rotation constraints.
Quantity Calculation – The quantity is the sum of each bearing of this type.
320 Prestressed Concrete Approach Slab AREA - ft2 Approach Slabs BME
Description – This element defines those structural sections, between the abutment and the approach pavement, that
are constructed of prestressed (post-tensioned) reinforced concrete.
Quantity Calculation – The quantity for this element should include the area of the approach slab(s) from edge
to edge including any median areas and accounting for any flares or ramps present.
321 Reinforced Concrete Approach Slab AREA - ft2 Approach Slabs BME
Description – This element defines those structural sections, between the abutment and the approach pavement,
that are constructed of mild steel reinforced concrete.
Quantity Calculation – The quantity for this element should include the area of the approach slab(s) from edge to
edge including any median areas and accounting for any flares or ramps present.
330 Metal Bridge Railing LENGTH– ft Bridge Rails NBE
Description – This element defines all types and shapes of metal bridge railing. Steel, aluminum, metal beam,
rolled shapes, etc. will all be considered part of this element. Included in this element are the posts of metal,
timber or concrete, blocking, and curb.
Quantity Calculation – The quantity for this element is the number of rows of bridge rail times the length of the
bridge. The element quantity includes only the rail on the bridge.

Appendix H - 11
 Appendix H

Element NBE/BME
EI. No. Element Name/Description Units Category ADE/DF

331 Reinforced Concrete Bridge Railing LENGTH– ft Bridge Rails NBE

Description – This element defines all types and shapes of reinforced concrete bridge railing. All elements of
the railing must be concrete.
Quantity Calculation – The quantity for this element is the number or rows of bridge rail times the length of the
bridge. The element quantity includes only the rail on the bridge.
332 Timber Bridge Railing LENGTH– ft Bridge Rails NBE
Description – This element defines all types and shapes of timber bridge railing. Included in this element are the
posts of timber, metal or concrete, blocking, and curb.
Quantity Calculation – The quantity for this element is the number of rows of bridge rail times the length of the
bridge. The quantity for this element includes only the rail on the bridge.
333 Other Bridge Railing LENGTH– ft Bridge Rails NBE
Description – This element defines all types and shapes of bridge railing except those defined as metal, concrete,
timber, or masonry.
Quantity Calculation-The quantity for this element is the number of rows of bridge rail times the length of the bridge.
The element quantity includes only the rail on the bridge.
334 Masonry Bridge Railing LENGTH– ft Bridge Rails NBE
Description – This element defines all types and shapes of masonry block or stone bridge railing. All elements of
the railing must be masonry block or stone.
Quantity Calculation – The quantity for this element is the number of rows of bridge rail times the length of the
bridge. The element quantity includes only the rail on the bridge.
510 Wearing Surfaces AREA - ft2 Wearing Surface BME
Description – This element is for all decks / slabs that have overlays made with flexible (asphaltic concrete), semi rigid
(epoxy and polyester material), rigid (portland cement) materials and timber running planks.
Quantity Calculation- The quantity for this element should include the area of the deck / slab that is protected by this
wearing surface.
515 Steel Protective Coating AREA - ft2 Protective System BME

Description – This element is for steel elements that have a protective coating such as paint, galvanization, weathering
steel patina or other top coat steel corrosion inhibitor.
Quantity Calculation – The quantity for this element should include the entire protected surface of the steel element.
520 Concrete Reinforcing Steel Protective System AREA - ft2 Protective System BME
Description – This element defines all types of protective systems used to protect reinforcing steel in concrete elements
from corrosion.
Quantity Calculation – The quantity for this element should include the entire surface area of the protected element.
Element Commentary – This protection system element is intended to capture situations where the concrete
element may be expected to deteriorate at a rate that is slower than unprotected situations. Protection systems
may include rebar coatings, cathodic protection, or other similar protection methods. Wearing surfaces are
addressed under the appropriate wearing surface element and not this element.
521 Concrete Protective Coating AREA - ft2 Protective System BME
Description – This element is for concrete elements that have a protective coating applied to them. These
coatings include silane / siloxane water proofers, crack sealers such as High Molecular Weight Methacrylate (HMWM),
or any top coat barrier that protects concrete from deterioration and reinforcing steel from corrosion.
Quantity Calculation – The quantity for this element should include the entire protected surface of the concrete element.

Appendix H - 12
 Appendix H
 

Bridge Defects

In this manual, the element represents the aggregate condition of the defined element inclusive of all defects.  
Element defects are to be used when the element’s condition reaches state 2 or lower and essentially act to break 
down the overall element condition into one or more specific observed problems.  The defects defined within this 
manual shall always assume the units of the element that they are associated with.  In some cases, multiple defects 
may operate in the same defined space.  In this case, the inspector shall report the defect in the most severe 
conditions state.  If two defects in the same condition state operate in the same defined space, the inspector shall 
determine the predominate defect for reporting.  For example, if a reinforced concrete bridge deck is cracked 
throughout and also has a spall in a portion of the deck, the spalling would likely be determined to be the 
predominate defect. 

Defect Definition Materials

Corrosion This defect is used to report corrosion of metal and other Steel and Other
1000 material elements.
Cracking This defect is used to report fatigue cracking in metal and other Steel and Other
1010 material elements.
Connection This defect is used to report connection distress in metal and Steel, Timber and Other
1020 other material elements.
Delamination / Spall / Patched Area This defect is used to report spalls, delamination and patched areas PSC, RC, Masonry, and Other
1080 in concrete, masonry and other material elements.
Exposed Rebar This defect is used to report exposed conventional reinforcing steel PSC and RC
1090 in reinforced and prestressed concrete elements.
Exposed Prestressing This defect is used to report exposed prestressing steel in PSC
1100 concrete elements.
Cracking (PSC) This defect is used to report cracking in prestressed concrete PSC
1110 element.
Efflorescence / Rust Staining This defect is used to report efflorescence / rust staining in concrete PSC, RC, Masonry, and Other
1120 and masonry elements.
Cracking (RC and Other) This defect is used to report cracking in reinforced concrete and RC and Other
1130 other material elements.
Decay / Section Loss This defect is used to report decay (section loss) in timber Timber
1140 elements.
Check / Shake This defect is used to report checks and shakes in timber Timber
1150 elements.
Crack (Timber) This defect is used to report cracking in timber elements. Timber
1160
Split / Delamination (Timber) This defect is used to report splits / delamination in timber elements. Timber
1170
Abrasion / Wear (Timber) This defect is used to report abrasion in timber elements. Timber
1180
Abrasion / Wear (PSC/RC) This defect is used to report abrasion / wear in PSC and RC PSC and RC
1190 elements.
Deterioration (Other) This defect is used to report general deterioration in elements Other
1220 constructed of other materials such as fiber reinforced plastics or
similar.

Appendix H - 13
 Appendix H
 

Defect Definition Materials

Mortar Breakdown (Masonry) This defect is used to report breakdown of masonry mortar between Masonry
1610 brick, block, or stone.
Split / Spall (Masonry) This defect is used to report splits or spalls in brick, block, or stone. Masonry
1620
Patched Area (Masonry) This defect is used to report masonry patched areas. Masonry
1630
Masonry Displacement This defect is used to report displaced brick, block, or stone. Masonry
1640
Distortion This defect is used to report distortion from the original line or grade Steel, PSC, RC, Masonry,
1900 of the element. It is used to capture all distortion regardless of Timber, and Other
cause.
Movement This defect is used to report movement of bridge bearing elements. Other
2210
Alignment This defect is used to report alignment of bridge bearing elements. Other
2220
Bulging, Splitting or Tearing This defect is used to report bulging, splitting or tearing of Other
2230 elastomeric bearing elements.
Loss of Bearing Area This defect is used to report the loss of bearing area for bridge Other
2240 bearing elements.
Leakage This defect is used to report leakage through or around sealed Other
2310 bridge joints.
Seal Adhesion This defect is used to report loss of adhesion in sealed bridge joints. Other
2320
Seal Damage This defect is used to report damage to the rubber in bridge Other
2330 joint seals.
Seal Cracking This defect is used to report cracking in the rubber in bridge joint Other
2340 seals.
Debris Impaction This defect is used to report the accumulation of debris in bridge Other
2350 joint seals that may or may not affect the performance of the joints.
Adjacent Deck or Header This defect is used to report concrete deck damage in the area Other
2360 anchoring the bridge joint.
Metal Deterioration or Damage This defect is used to report metal damage or deterioration in the Other
2370 bridge joint.
Delamination / Spall / Patched This defect is used to report spalls, delaminations, patched areas Wearing Surfaces
Area / Pothole (Wearing Surfaces) and potholes in wearing surface elements.
3210
Crack (Wearing Surface) This defect is used to report cracking in wearing surface Wearing Surfaces
3220 elements.
Effectiveness (Wearing Surface) This defect is used to report the loss of effectiveness in the Wearing Surfaces
3230 protection provided to the deck by the wearing surface elements.
Chalking (Steel Protective Coatings) This defect is used to report chalking in metal protective coatings. Steel Protective Coatings
3410

Appendix H - 14
 Appendix H
 

Defect Definition Materials

Peeling / Bubbling / Cracking (Steel This defect is used to report peeling, bubbling or cracking in metal Steel Protective Coatings
Protective Coatings) protective coatings.
3420
Oxide Film Degradation Color / This defect is used to report oxide film degradation of texture in Steel Protective Coatings
Texture Adherence (Steel Protective metal protective coatings.
Coatings)
3430
Effectiveness (Steel Protective This defect is used to report the loss of effectiveness of metal Steel Protective Coatings
Coatings) protective coatings.
3440
Wear (Concrete Protective This defect is used to report the wearing of concrete protective Concrete Protective Coatings
Coatings) coatings.
3510
Chalking (Concrete Protective This defect is used to report chalking of concrete protective Concrete Protective Coatings
Coatings) coatings.
3520
Peeling / Bubbling / Cracking This defect is used to report peeling / bubbling / cracking of Concrete Protective Coatings
(Concrete Protective Coatings) concrete protective coatings.
3530
Effectiveness (Concrete Protective This defect is used to report the effectiveness of concrete protective Concrete Protective Coatings
Coatings) coatings.
3540
Effectiveness – Protective System This defect is used to report the effectiveness of internal concrete Concrete Reinforcing Steel
(e.g. cathodic) protective systems (epoxy rebar, cathodic protection, etc.)
3600 Protective System
Settlement This defect is used to report settlement in substructure elements. Steel, PSC, RC, Masonry,
4000 Timber, and Other
Scour This defect is used to report scour in substructure elements. Steel, PSC, RC, Masonry,
6000 Timber and Other
Damage This defect is used to capture impact damage that has occurred. All
7000

Appendix H - 15
 Appendix H
 
Environmental Factors (Service Conditions)

Elements exposed to different environmental factors and service conditions deteriorate differently. These factors may
include:

Operational activities from traffic volumes and truck movements

Exposure to water, road salt, and other corrosive materials
Condition of protective and water proofing systems
Temperature extremes, either from nature or human activity

When inventorying and assessing the condition of the elements, an inspector should consider the environment in which the
element is operating. The environment designation of an element can change over time; as it would, for example, if
operating policies were changed to reduce the use of road salt. However, by definition, the environment designation for any
element cannot change as the result of maintenance work or deterioration.

1-- Benign Neither environmental factors nor operating practices are likely to significantly change the condition
of the element over time, or their effects have been mitigated by the presence of highly effective
protective systems.

3-- Moderate Any change in the condition of the element is likely to be quite normal as measured against the
environmental factors, operating practices, or both that are considered typical by the agency.

Examples of factors that could increase the severity of the environment rating for various types of elements may include
any of the following. The inspector would record the predominant environment factor affecting an element.

Element Example Environmental Factors

Timber Elements High Moisture Content
Pest Infestation
Ice flow impacts

Steel Elements Distance from salt air

Water wet/dry cycles
Exposure to corrosive soils and liquids
Concrete Elements Freeze thaw cycles
Tire Chain wear
Deck salting

Petroleum Based High Temperatures

Joints and Bearings Extreme Temperature Ranges

Operating Practices High Traffic and or Truck volume

Appendix H - 16
 Appendix I

Appendix I – Load Rating

References
All load ratings shall be in accordance with the latest edition of the AASHTO Manual for Bridge
Evaluation.

Structure Model
All structures that meet the NBI definition of a bridge shall be load rated using the latest version
of AASHTOWare Bridge Rating unless the structure type is not supported by the software.
The load rater shall provide a rating manual for any bridge type that is not compatible with
AASHTOWare Bridge Rating. The rating manual shall consist of an ALDOT approved software
to load rate the bridge for future permit vehicles. Such oversize permit vehicles may have up to
30 axles at varying axle spaces and 2 to 8 tires per axle with varying tire spaces. Each bridge
load rating submission shall include the computer files in electronic format.
The HS-20 (LFD) or HL-93 (LRFD) design vehicle shall be evaluated at both the Inventory and
Operating Level.
The entire suite of ALDOT posting vehicles and the FAST Act’s Emergency Vehicles (EV2 and
EV3) shall all be analyzed at the Operating Level. Reference Figure I-1 for the ALDOT posting
vehicles.
All assumptions used during the load rating process shall be documented and accompanied with
the final load rating results. The Structure Rating Summary Sheet (Figure I-2) and Structure
Rating Result Sheet (Figure I-3) shall be filled out in its entirety. The Structure Rating Result
Sheet shall be stamped and signed by a Professional Engineer.
The structure model and analysis results shall be submitted to the Bridge Rating and Load
Testing office.

Specifications
Structures designed LFD or ASD shall be load rated per the LFR Specifications.
Structures designed LRFD shall be load rated per the LRFR Specifications.

Appendix I-1
 Appendix I

ALABAMA DEPARTMENT OF TRANSPORTATION POSTING VEHICLES

8K 32K

14' - 0'’ 18 KIPS MOMENT

26 KIPS SHEAR
H - TRUCK VEHICLE TYPE POSTING
0.64 KIPS/FT (TONS)

8K 32K 32K
H DESIGN 20T
14'-0'’ VARIES 14' TO 30'

TWO-AXLE 29.5T
HS TRUCK – USED FOR REPORTING ITEMS 64
& 66 OF THE BI-6 TO THE FHWA

19K 20K 20K TRI-AXLE 37.5T

15' - 0'’ 4'-0'’

TANDEM AXLE 2' 6' 2'

CONCRETE 33T
(TWO-AXLE)

15K 15K 22.5K 22.5K 18 WHEELER (3S2) 40T

11' - 0'’ 4'-0'’ 4'-0'’

6 AXLE (3S3) 42T
TRI-AXLE TRUCK
SCHOOL BUS

16K 25K 25K SCHOOL BUS 12.5T

POSTING IS NOT REQUIRED IF THE TONNAGE IS NOT SHOWN
14' - 0'’ 4'-0'’

CONCRETE TRUCK 8K 17K

22'-10'’
10K 17.5K 17.5K 17.5K 17.5K SCHOOL BUS
11'-0'’ 4'-0'’ 22'-0'’ 4'-0'’

TYPE 3S2_AL (18 WHEELER)

10K 14.8K 14.8K 14.8K 14.8K 14.8K

11'-0'’ 4'-0'’ 20'-0'’ 4'-0'’ 4'-0'’

TYPE 3S2_AL (6 AXLE)

Figure I-1: ALDOT Posting Vehicles Appendix I-2

 Appendix I

STRUCTURE RATING SUMMARY SHEET

BIN
ALABAMA DEPARTMENT OF TRANSPORTATION
MAINTENANCE BUREAU: BRIDGE RATING SECTION 0 1 0 7 3 3

O - C O 0 0 0 1 - 3 4 - 0 0 0 0 M 0 0 2 - 0 0
STR NUM:

AREA: Troy DATE: July 26, 2017 BY: Daniel D. Jones

COUNTY: Henry CITY: ------------------------------- OWNER (ITEM 22)……. 1

METHOD OR BARS ( MF PC) (v m ) Hand Calculations

TOOLS USED VIRTIS (v 6.8.1 ) BRASS ( v ) BRUFEM ( v )

FOR RATING Other

SPECIFICATION: ASD LFD LRFD LOAD TEST Other
CURRENT POSTING STATUS: ITEM 41 = A ITEM 70 = 5
GENERAL DESCRIPTION AND HISTORY OF STRUCTURE DRAWING INFORMATION

ORIG. PROJ. # BRZ - 1726

WIDENING OR RECONST.
PROJ. #

WIDENING OR RECONST.
PROJ. #

SPAN # MAIN SPAN STD DRAWING #

1 SPECIAL

SPAN # APPROACH SPAN STD DWG #

SPECIAL RATING NOTES/CONDITIONS/ASSUMPTIONS

BrM Rating Event Input

ITEM 63 - 1 LF Load Factor
ITEM 65 - 1 LF Load Factor
ITEM 249 - A LFD
ITEM 250A - F AASHTO BrR (Virtis)
NOTES TO INSPECTOR STRUCTURE RATING RESULTS ITEM 250B - N Not Rated / Analyzed
ITEM 251 - 1 ALDOT (Maint. Bureau)
ALLOWABLE LEGAL
VEHICLE Tons WEIGHT (TONS) Y N ITEM 252 - 7/26/2017
HS (OPERATING)
ITEM 64
HS (INVENTORY)
36 56.7 X ITEM 41 - ITEM 70 - 5
ITEM 66 36 34.0 X ITEM 253A - Y Rating Published
H - TRUCK
ITEM 254 A 20 34.1 X ITEM 253B - N No Action
2 - AXLE TRUCK
ITEM 254 B 29.5 48.1 X ITEM 253C - N No Action
TRIAXLE DUMP TRK
ITEM 254 C 37.5 43.3 X ITEM 257A - B Superstructure
CONCRETE TRK
ITEM 254 D 33 43.1 X ITEM 257B - 0 None / Condition Noted
18-WHEELER (3S2 AL)
ITEM 254 E 40 73.3 X ITEM 259 - A Include on Posting Chart
6 - AXLE (3S2 AL)
ITEM 103 58 59 60 61 62 ITEM 254 F 42 66.7 X ITEM 265 - SPECIAL
ITEM 266 -
SCHOOL BUS
CODE 5 5 6 5 N ITEM 254 G 12.5 40.1 X NNNNNNN
REVISION DATE: 7/26/2016
Appendix I-3
Figure I-2: Structure Rating Summary Sheet
 Appendix I

STRUCTURE RATING RESULT SHEET

Alabama Department of Transportation
Maintenance Bureau ATTENTION: Troy Area Bridge Inspector
FORWARD: -------------------------------

STR:
O - CO 0 0 0 1 - 3 4 - 0 0 0 0M0 0 2 - 0 0
AREA: COUNTY: CITY:
BIN:
0 1 0 7 3 3 Troy Henry -------------------------------
POSTING
SIGN ORDERING INFORMATION VEHICLE TYPE
TONS (U.S.CUST.)
ITEM SIZE COMMODITY NO. QTY

6 VEHICLE TONNAGE SIGNS 30 X 54 10001-0000383

-----
(R12-5A) H DESIGN 20T
24 X 48 10001-0000411

30 X 10 10001-0000417
-----
SCHOOL BUS PLAQUE
TWO-AXLE 29.5T
24 X 10 10001-0000416
WARNING SIGNS (W38-1A)
"WT RESTRICTED BRIDGE
AHEAD"
36 X 36 10002-0000296 -----
24 X 18 10002-0000297 TRI-AXLE 37.5T
WARNING PLAQUE
MILES:
(W38-1B)
MILES:
"xx MILES"
MILES:
-----
CONCRETE 33T
BrM UPDATE RATING RESULTS
CHANGE ITEM 41 CHANGE ITEM 70 OPERATING RATING
56.7 -----
TO TO (ITEM 64) (U.S. Cust. Tons)
INVENTORY RATING 18 WHEELER (3S2) 40T
A 5 (ITEM 66) (U.S. Cust. Tons) 34.0

REASON FOR POSTING -----

ITEM 257 A ITEM 257 B 6 AXLE (3S3) 42T
A. DECK 1. UNDER DESIGNED (L = )
B. SUPERSTRUCTURE 2. DETERIORATION
C. SUBSTRUCTURE 3. IMPACT DAMAGE
-----
D. DECK + SUPER 4. FLOOD/SCOUR DAMAGE SCHOOL BUS 12.5T
E. DECK + SUB 5. FIRE DAMAGE POSTING IS NOT REQUIRED IF THE TONNAGE IS NOT SHOWN

F. SUPER + SUB 9. OTHER

G. DECK + SUPER + SUB
RATER's COMMENTS
H. CULVERT 0
ITEM 58 = 5 ITEM 59 = 5 ITEM 60 = 6 Item 62 = N
APPLICABLE NOTES: 1 X 2 3 4
SEE REVERSE SIDE OF THIS FORM

RATING METHOD DRAWING INFO

LOAD FACTOR
ALLOWABLE STRESS Proj #'s BRZ - 1726
LOAD and RESIST FACTOR 0
LOAD TEST
VISUAL INSPECTION
(Manual for Bridge Eval 2011. Sec. 6.1.4) Std Drwg #'s SPECIAL
0
OTHER 0 Daniel D. Jones 07/26/17
Rating Engineer Date

Figure I-3: Structure Rating Result Sheet Appendix I-4

 Appendix I

GENERAL NOTES
Please refer to the "Applicable Notes" block on the front of this form to see which of these
General Notes apply to this structure rating. Notes that are not referenced do not apply.

Note
Number Note

1 No posting is required for this structure. This form is for your files.
Code Item 258A as "N".

2 Remove all posting and warning signs associated with this structure.
After signs are removed, code Item 258A as "R" and code the
appropriate date in Item 258B.

3 Erect new posting signs at the structure with the vehicle weights shown
on the front of this form. Erect warning signs as needed. After signs are
in place, code Item 258A as "E" and code the appropriate date in Item
258B.

4 Change the existing posting and warning signs associated with this
structure to reflect the new posting limits shown on the front of this
form. After signs have been changed, code Item 258A as "C" and code
the appropriate date in Item 258B.

Important!

Once posting signs have been erected / changed please send pictures to the Bridge Rating
and Load Testing office by one of three methods:

1. Mail -
Alabama Department of Transportation
Maintenance Bureau - Bridge Rating and Load Testing
Montgomery, AL 36110

2. Fax - (334) 242-6851

3. E-mail - jonesdan@dot.state.al.us

Thank you for your cooperation. If you have any questions, please call the Bridge Rating
and Load Testing office at (334) 242-6500.

Appendix I-5
 Appendix J
 

Appendix J – State Structures Underwater Inspection Frequency

Exception

The structures listed below have an ALDOT approved exception to the two-year underwater
inspection cycle requirement.

Feature Underwater Inspection Frequency (Years)

BIN Route Intersected Main Channels Entire Structure

11930 I-10 WB Mobile Bay 2 4

11931 I-10 EB Mobile Bay 2 4

12321 I-65 SB Mobile River Delta 2 4

12322 I-65 NB Mobile River Delta 2 4

Appendix J-1