Bridge and Structure Inspection Program Manual

Bridge and Structure
Inspection Program Manual
MnDOT BRIDGE OFFICE
BRIDGE AND STRUCTURE INSPECTION

PROGRAM MANUAL
Minnesota Department of Transportation

3485 Hadley Avenue North Mail Stop 610
Oakdale, MN 55128-3307
Phone: 651/366-4500 Fax: 651/366-4497
OCTOBER 2014
OCTOBER 2014
TABLE OF CONTENTS
Introduction
BRIDGE AND STRUCTURE INSPECTION PROGRAM MANUAL TABLE OF CONTENTS

INTRODUCTION
MNDOT BRIDGE OFFICE BRIDGE INSPECTION CONTACTS
ABBREVIATIONS
REVISION HISTORY
CHAPTER A POLICIES AND PROCEDURES
CHAPTER B BRIDGE INSPECTION FIELD MANUAL
CHAPTER C STRUCTURE INFORMATION MANAGEMENT SYSTEMS (SIMS)
CHAPTER D RECORDING AND CODING GUIDE
CHAPTER E QC QA PROCEDURES
CHAPTER F MNDOT INSPECTION VEHICLE POLICY MANUAL
CHAPTER G INSPECTION PROCEDURES FOR HIGH MAST LIGHT POLES
APPENDICES
APPENDIX A STATE WIDE POLICY: APPROPRIATE USE OF ELECTRONIC COMMUNICATION AND TECHNOLOGY
APPENDIX B STRUCTURAL ASSESSMENT REPORT
APPENDIX C CRITICAL DEFICIENCY INSPECTION REPORT
APPENDIX D MNDOT CITY CENSUS CODES (MNDOT ITEM)
APPENDIX E MNDOT TOWNSHIP CODES (MNDOT ITEM)
APPENDIX F USERKEY (MNDOT ITEM)
APPENDIX G FIPS CODING FOR MINNESOTA CITIES AND TOWNSHIPS
APPENDIX H HIGH ANGLE RESCUE EQUIPMENT
APPENDIX I OSHA REGULATIONS PERTAINING TO WORK NEAR OVERHEAD POWER LINES
BRIDGE AND STRUCTURE INSPECTION PROGRAM MANUAL
State of Minnesota |
OCTOBER 2014
INTRODUCTION
Introduction
APPENDIX J CODE OF FEDERAL REGULATIONS TITLE 29 1926.502(d)

APPENDIX K MINNESOTA DEPARTMENT OF TRANSPORTATION SAFETY DIRECTIVE NO. 08-03
APPENDIX L COMMERCIAL MOTOR VEHICLE PRE-TRIP AND POST-TRIP INSPECTION REQUIREMENTS
APPENDIX M SNOOPER TRUCK AND BASKET ACTIVITIES WAIVER AND RELEASE FORM
APPENDIX N BRIDGE SCOUR PLAN OF ACTION (POA) CHECK SHEET
ii
| State of Minnesota
OCTOBER 2014
INTRODUCTION
INTRODUCTION
The purpose of this Bridge and

BSIPM User Note:
Structure Inspection Program Manual
Text in this format indicates that another
(BSIPM) is to compile the policies and
Chapter of the manual may contain
procedures of the Minnesota
additional information regarding the topic.
Department of Transportation
(MnDOT) in a comprehensive reference
to promote consistent and uniform
methods of inspection and
documentation of bridge conditions throughout the state. This manual facilitates:
Public safety on bridges

Compliance with Federal and State Regulations
Accurate and consistent information to manage bridges as a critical infrastructure asset
Inspector Note:
Text in this format
symbolizes an important
note that is applicable to a
bridge inspector to alert of
an item to verify in the field.
iii
Introduction
The BSIPM is divided into multiple Chapters containing all

applicable bridge inspection program information in one
location. The Chapters are divided into separate manuals
including Policies and Procedures, Bridge Inspection Field
Manual, Structure Information Management System (SIMS),
Recording and Coding Guide, Quality Control (QC) and
Quality Assurance (QA), MnDOT Inspection Vehicle Policy
Manual, and Inspection of High Mast Light Poles.
OCTOBER 2014
MNDOT BRIDGE
OFFICE BRIDGE
INSPECTION
CONTACTS
Introduction
INTRODUCTION
Below are the MnDOT Bridge Office Bridge Inspection contacts. For the most current contacts,
please check the MnDOT website.
STATE BRIDGE ENGINEER

TITLE
NAME
PHONE
EMAIL
STATE BRIDGE
ENGINEER
Nancy
Daubenberger
(651) 366-4501
nancy.daubenberger@state.mn.us
BRIDGE CONSTRUCTION & MAINTENANCE ENGINEER

TITLE
NAME
PHONE
INSPECTION
PROGRAM MANAGER
Tom Styrbicki
(651) 366-4507
EMAIL
tom.styrbicki@state.mn.us
BRIDGE STRUCTURAL EVALUATION ENGINEER

TITLE
NAME
PHONE
BRIDGE STRUCTURAL
EVALUATION
ENGINEER
Jihshya Lin
(651) 366-4490
EMAIL
jihshya.lin@state.mn.us
BRIDGE INSPECTION & FABRICATION ENGINEER

TITLE
NAME
PHONE
BRIDGE INSPECTION &

FABRICATION
ENGINEER
Todd Niemann
(651) 366-4567
EMAIL
todd.niemann@state.mn.us
BRIDGE ASSET DATA MANAGEMENT UNIT (BADMU)
iv
TITLE
NAME
PHONE
BRIDGE DATA
MANAGEMENT
ENGINEER
David Hedeen
(651) 366-4528
EMAIL
david.hedeen@state.mn.us
OCTOBER 2014
INTRODUCTION
Introduction
BRIDGE INSPECTION
TITLE
NAME
PHONE
EMAIL
INSPECTION ENGINEER
Jennifer Zink
(651) 366-4573
jennifer.zink@state.mn.us
ENGINEER SENIOR
Joe Fishbein
(651) 366-4537
joe.fishbein@state.mn.us
ENGINEERING
SPECIALIST SENIOR
Eric Evens
(651) 366-4570
eric.evens@state.mn.us
ENGINEERING
SPECIALIST SENIOR
Pete Wilson
(651) 366-4574
pete.wilson@state.mn.us
ENGINEERING
SPECIALIST
Bill Nelson
(651) 366-4575
bill.nelson@state.mn.us
ENGINEERING
SPECIALIST
Ken Rand
(651) 366-4576
ken.rand@state.mn.us
ENGINEERING
SPECIALIST
Scott Theisen
(651) 366-4475
scott.theisen@state.mn.us
ENGINEERING
SPECIALIST
Farrell Potter
(651) 366-4471
farrell.potter@state.mn.us
TRANSPORTATION
SPECIALIST
Rodney Carter
(651) 366-4454
rodney.carter@state.mn.us
BRIDGE MAINTENANCE
TITLE
NAME
PHONE
ENGINEER SENIOR
Sarah Sondag
(651) 366-4529
EMAIL
sarah.sondag@state.mn.us
BRIDGE LOAD RATINGS

TITLE
NAME
PHONE
PRINCIPAL ENGINEER
Yihong Gao
(651) 366-4492
EMAIL
yihong.gao@state.mn.us
BRIDGE HYDRAULICS
TITLE
NAME
PHONE
PRINCIPAL ENGINEER
Petra DeWall
(651) 366-4473
EMAIL
petra.dewall@state.mn.us
OCTOBER 2014
Introduction
INTRODUCTION
STATE AID BRIDGE
TITLE
NAME
PHONE
ENGINEER
ADMINISTRATIVE
Dave Conkel
(651) 366-4493
EMAIL
david.conkel@state.mn.us
STATE AID
TITLE
NAME
PHONE
COUNTY/LOCAL
UNDERWATER BRIDGE
INSPECTIONS
Paul Stine
(651) 366-3830
EMAIL
paul.stine@state.mn.us
INSPECTION VEHICLE POLICY
vi
TITLE
NAME
PHONE
ENGINEERING
SPECIALIST
Scott Theisen
(651) 366-4475
(651) 274-8145
scott.theisen@state.mn.us
SNOOPER RENTAL
CONTACT
Farrell Potter
(651) 366-4471
(651) 336-1265
farrell.potter@state.mn.us
EMAIL
OCTOBER 2014
ABBREVIATIONS
vii
INTRODUCTION
Introduction
The following is a list of abbreviations used in all Chapters of the BSIPM.

AASHTO
American Association of State Highway and Transportation Officials
ADT
Average Daily Traffic
BADMU
Bridge Asset Data Management Unit
BIE
Bridge Inspection Engineer
BMS
Bridge Management System
BR
Bridge Rater
BRE
Bridge Rating Engineer
BSIPM
Bridge and Structure Inspection Program Manual
CFR
Code of Federal Regulations
CoRE
Commonly Recognized Structural Elements
DN
Do Nothing
FC
Fracture Critical
FCM
Fracture Critical Member
FHWA
Federal Highway Administration
FIPS
Federal Information Processing Standards
GPR
Ground Penetrating Radar
GPS
Global Positioning System
HCADT
Heavy Commercial Average Daily Truck Traffic
HEC
Hydraulic Engineering Circulars
HPMS
High Performance Monitoring System
ISTEA
Inter-Modal Surface Transportation Efficiency Act
IRT
Infrared Thermography
LEL
Lower Explosive Limit
LRFD
Load Resistance Factor Design
LRS
Linear Referencing System
MBE
AASHTO Manual for Bridge Evaluation
MNDOT
MT
Magnetic Particle Testing
MUTCD
Manual Of Uniform Traffic Control Devices
NBI
National Bridge Inventory
OCTOBER 2014
viii
INTRODUCTION
Introduction
NBIS
National Bridge Inspection Standards
NCHRP
National Cooperative Highway Research Program
NDE
Non-destructive Evaluation
NDT
Non-destructive Testing
NHI
National Highway Institute
NHS
National Highway System
NRHP
National Register of Historic Places
OFCVO
Office of Freight and Commercial Vehicle Operations
PA
Program Administrator
PCA
Plan of Corrective Action
POA
Plan of Action
PPE
Personal Protection Equipment
PT
Liquid Penetrant Testing
PTFE
Polytetrafluoroethlyene
SBE
State Bridge Engineer
SI&A
Structure Inventory and Appraisal
SIMS
Structure Information Management System
STRAHNET
Strategic Highway Network
TH
Trunk Highway
TL
Team Leader
TTC
Temporary Traffic Control
UBIV
Under Bridge Inspection Vehicle
UT
Ultrasonic Testing
UTG
Ultrasonic Thickness Gage
UTM
Universal Transverse Mercator
UW
Underwater
OCTOBER 2014
REVISION HISTORY
INTRODUCTION
Introduction
The MnDOT Bridge Office has completed its first iteration of the BSIPM. Individual Chapters in the
BSIPM will be updated as needed as procedures are updated and new information becomes
available. The BSIPM is available on the Bridge Office Web site at:
http://www.dot.state.mn.us/bridge/inspection.html
Revisions to Chapters with a brief update can be found below:.
ix
2014 October, Bridge And Structure Inspection Program Manual: Revisions included
updating, creating, and combining Policies and Procedures, Bridge Inspection Field Manual,
Structure Information Management System (SIMS), Recording and Coding Guide, Quality
Control (QC) Quality Assurance (QA), MnDOT Inspection Vehicle Policy Manual, and
Inspection of High Mast Light Poles Chapters.

Inspection Program
ogram Manual
Manua
Chapter A
POLICIE S A ND
PROCED URE
URESS
TABLE OF CONTENTS
A.1 OVERVIEW ........................................................................................................................................1
A.2 ABBREVIATIONS..............................................................................................................................1
A.3 ADMINISTRATIVE .............................................................................................................................1
A.3.1 PROGRAM SUMMARY ............................................................................................................1
A.3.2 DEFINITIONS ...........................................................................................................................3
A.3.3 APPLICABLE SPECIFICATIONS AND STANDARDS .............................................................. 4
A.3.3.1 Federal Highway Administration Requirements ...........................................................4
A.3.3.2 State Requirements .....................................................................................................4
A.3.3.3 Inspection Specifications .............................................................................................5
A.3.3.4 Other Inspection Manuals and References ..................................................................5
A.3.4 RESPONSIBILITIES FOR BRIDGE SAFETY INSPECTIONS .................................................. 6
A.3.4.1 State Program Manager ...............................................................................................6
A.3.4.2 Program Administrators ...............................................................................................6
A.3.5 HIGHWAY BRIDGES ................................................................................................................7
A.3.5.1 Owner Responsibilities ................................................................................................7
A.3.5.2 MnDOT Responsibilities ..............................................................................................7
A.3.6 DEPARTMENT OF NATURAL RESOURCES BRIDGES ......................................................... 8
A.3.7 RAILROAD BRIDGES OVER PUBLIC ROADS ........................................................................ 8
A.3.8 OTHER NON-HIGHWAY BRIDGES OVER PUBLIC ROADS ................................................... 8
A.3.9 NON-COMPLIANCE WITH NBIS ..............................................................................................8
A.4 INSPECTOR TRAINING AND QUALIFICATION REQUIREMENTS ................................................ 9
A.4.1 INSPECTION PROGRAM PERSONNEL QUALIFICATIONS ................................................... 9
A.4.1.1 Program Manager ........................................................................................................9
A.4.1.2 Program Administrator Qualifications ..........................................................................9
A.4.1.3 Bridge Inspection Team Leader Qualifications ............................................................9
A.4.1.4 Assistant Bridge Inspector .........................................................................................10
A.4.1.5 Fracture Critical Bridge Inspector Qualifications ........................................................10
A.4.1.6 Underwater Bridge Inspector Qualifications ...............................................................10
A.4.2 INSPECTION PROGRAM PERSONNEL RESPONSIBILITIES .............................................. 11
A.4.2.1 Program Manager Responsibilities ............................................................................11
A.4.2.2 Program Administrator Responsibilities .....................................................................11
A.4.2.3 Team Leader Responsibilities ....................................................................................12
A.4.3 CERTIFICATION AND APPOINTMENT PROCESS ............................................................... 12
A.4.3.1 Program Administrator ...............................................................................................12
A.4.3.1.1 Appointment ...............................................................................................12
A.4.3.1.2 Renewal of Appointment ............................................................................ 13
A.4.3.1.3 Denial Process ...........................................................................................13
A.4.3.1.4 Re-appointment .........................................................................................13
A.4.3.2 Team Leader Certification ..........................................................................................13
A.4.3.2.1 Renewal of Certification ............................................................................. 14
A.4.3.2.2 De-Certification ..........................................................................................14
A.4.3.2.3 Re-Certification ..........................................................................................14
A.4.4 CERTIFICATION AND APPOINTMENT TRACKING .............................................................. 15
A-I
A.4.5 BRIDGE SAFETY INSPECTION TRAINING COURSES ........................................................ 15

A.4.5.1 NHI Training Courses ................................................................................................15
A.4.5.2 Bridge Safety Inspection Refresher Training Seminars .............................................17
A.5 BRIDGE SAFETY INSPECTION TYPES ........................................................................................18
A.5.1 INITIAL INSPECTIONS ...........................................................................................................18
A.5.1.1 Scope of Initial Inspections ........................................................................................18
A.5.1.2 Frequency of Initial Inspections .................................................................................19
A.5.2 ROUTINE INSPECTIONS .......................................................................................................20
A.5.2.1 Scope of Routine Inspections ....................................................................................20
A.5.3 IN-DEPTH INSPECTIONS ......................................................................................................22
A.5.3.1 Scope of In-Depth Inspections ...................................................................................22
A.5.3.2 Frequency of In-Depth Inspections ............................................................................22
A.5.4 FRACTURAL CRITICAL INSPECTIONS ................................................................................ 22
A.5.4.1 Scope of Fracture Critical Inspections .......................................................................22
A.5.5 DAMAGE INSPECTIONS .......................................................................................................23
A.5.5.1 Scope of Damage Inspections ...................................................................................23
A.5.5.2 Frequency of Damage Inspections ............................................................................23
A.5.6 SPECIAL INSPECTIONS ........................................................................................................24
A.5.6.1 Scope of Special Inspections .....................................................................................24
A.5.6.2 Frequency of Special Inspections ..............................................................................24
A.5.7 UNDERWATER INSPECTIONS .............................................................................................25
A.5.7.1 Scope of Underwater Inspections ..............................................................................25
A.5.7.2 Frequency of Underwater Inspections .......................................................................25
A.5.8 INSPECTIONS OF RAILROAD BRIDGES .............................................................................. 26
A.5.8.1 Scope of Railroad Bridge Inspections ........................................................................26
A.5.8.2 Railroad Flagger Requirements .................................................................................26
A.5.9 VERIFICATION OF CLOSED BRIDGES ................................................................................ 27
A.5.9.1 Frequency of Closed Bridge Verification ....................................................................27
A.6 INSPECTION REPORTING PROCEDURES...................................................................................28
A.6.1 GENERAL REPORTING TIMELINES .....................................................................................28
A.6.2 CRITICAL DEFICIENCY REPORTING ...................................................................................29
A.6.2.1 Critical Deficiency Process .......................................................................................30
A.6.3 FRACTURE CRITICAL INSPECTION REPORTING .............................................................. 32
A.6.3.1 7-Day Fracture Critical Report ...................................................................................32
A.6.3.2 Fracture Critical Report ..............................................................................................33
A.6.3.3 Structural Assessment Report ...................................................................................33
A.6.4 UNDERWATER INSPECTION REPORTING ......................................................................... 34
A.6.5 SPECIAL INSPECTION REPORTING ....................................................................................34
A.6.6 MAINTENANCE RECOMMENDATION REPORTING ............................................................ 34
A.6.7 INSPECTION UPDATE REPORTS ........................................................................................34
A.6.8 HAZARDOUS DEFICIENCY REPORTING ............................................................................. 34
A.7 INSPECTION RECORDS AND BRIDGE FILES ............................................................................. 35
A.7.1 PURPOSE OF INSPECTION RECORDS AND BRIDGE FILES ............................................. 35
A.7.2 MAINTAINING BRIDGE FILES/RECORDS ............................................................................ 35
A.7.3 COMPONENTS OF BRIDGE RECORDS ............................................................................... 35
A-II
A.7.4 INSPECTION ORGANIZATION UNIT FILE ............................................................................ 38

A.7.5 ARCHIVING BRIDGE RECORDS FOR REPLACED STRUCTURES ..................................... 38
A.7.6 ADDITIONAL BRIDGE RECORDS FOR NON-HIGHWAY BRIDGES..................................... 38
A.8 LOAD RATING ................................................................................................................................39
A.8.1 LOAD RATINGS BASIC REQUIREMENTS ............................................................................ 39
A.8.2 GENERAL RE-RATING GUIDELINES ....................................................................................39
A.8.2.1 Changes in NBI Condition Ratings ............................................................................40
A.8.2.2 Changes in Structural Element Condition Ratings .....................................................40
A.8.3 ROLE OF THE TEAM LEADER ..............................................................................................41
A.8.3.1 Documenting the Condition of Primary Structural Elements ......................................41
A.8.3.2 Identifying and Reporting Additional Dead Loads ......................................................42
A.8.3.3 Verification of Load Posting Signage .........................................................................42
A.8.3.4 Verification of Member Sizes and Steel Type ............................................................42
A.8.4 ROLE OF INSPECTION PROGRAM ADMINISTRATOR ........................................................ 43
A.8.4.1 MnDOT District Program Administrators ....................................................................43
A.8.4.2 County/Local Program Administrators .......................................................................44
A.8.5 LOAD RATING RESPONSIBILITY .........................................................................................45
A.8.5.1 Procedures and Qualifications ...................................................................................45
A.8.5.2 Responsibility for Performing Load Ratings ...............................................................45
A.8.5.3 Load Rating Responsibilities of the MnDOT Bridge Office ........................................46
A.8.6 LOAD RATING FORMS ..........................................................................................................47
A.8.7 QUALITY CONTROL/QUALITY ASSURANCE ....................................................................... 49
A.8.8 LOAD RATING REFERENCES AND LAWS ........................................................................... 49
A.9 SCOUR ANALYSIS AND CHANNEL CROSS-SECTIONS ............................................................ 50
A.9.1 SCOUR CRITICAL BRIDGES .................................................................................................50
A.9.2 CHANNEL CROSS-SECTIONS ..............................................................................................50
A.9.2.1 MnDOT Criteria and Minimum Frequency for Performing Channel Cross-Sections .. 50
A.9.2.1.1 Bridges Requiring Channel Cross-Section................................................. 51
A.9.2.1.2 Bridges Recommended for Channel Cross-Sections................................. 51
A.9.3 CHANNEL CROSS-SECTION PROCEDURES, EQUIPMENT, AND DOCUMENTATION ..... 52
A.9.4 FOLLOW-UP ACTIONS FOR CHANNEL CROSS-SECTIONS .............................................. 53
A.10 NON-DESTRUCTIVE TESTING ....................................................................................................54
A.10.1 STEEL STRUCTURES .........................................................................................................54
A.10.1.1 Ultrasonic Thickness Testing ...................................................................................54
A.10.1.2 Liquid Penetrant Testing ..........................................................................................54
A.10.1.3 Magnetic Particle Testing.........................................................................................55
A.10.1.4 Ultrasonic Testing ....................................................................................................56
A.10.1.5 NDT Certification ......................................................................................................56
A.10.2 CONCRETE ..........................................................................................................................57
A.10.2.1 Chain Drag Survey ...................................................................................................57
A.10.2.2 Ground Penetrating Radar .......................................................................................58
A.10.2.3 Infrared Thermography ............................................................................................59
A.10.3 TIMBER ................................................................................................................................61
A.10.3.1 Sounding ..................................................................................................................61
A.11 BRIDGE SAFETY INSPECTION EQUIPMENT ............................................................................. 63
A-III
A.11.1 INSPECTION TOOLS EQUIPMENT .....................................................................................63

A.11.1.1 NDT Tools ................................................................................................................63
A.11.1.2 Visual Aid Tools .......................................................................................................63
A.11.1.3 Inspection Tools .......................................................................................................63
A.11.1.4 Documentation Materials .........................................................................................63
A.11.2 INSPECTION ACCESS ........................................................................................................64
A.11.3 CONFINED SPACE ENTRY .................................................................................................65
A.11.3.1 Permit Required Confined Space ............................................................................65
A.11.3.2 Non-Permit Required Confined Space .....................................................................65
A.11.3.3 Air Monitoring ...........................................................................................................66
A.11.3.4 Pre-Entry Checklist ..................................................................................................67
A.11.4 TRAFFIC CONTROL.............................................................................................................68
A.11.5 PERSONAL PROTECTIVE EQUIPMENT............................................................................. 69
A-IV
OCTOBER 2014
A.1 OVERVIEW
POLICIES AND PROCEDURES

The Policies and Procedures Chapter of
the Bridge and Structure Inspection
Program Manual (BSIPM) is intended to
provide detailed guidance of the
purpose, requirements, and procedures
of MnDOTs Bridge inspection program.
Chapter A
BSIPM User Note:

This chapter is intended for use by all

persons involved in bridge inspection
activities and will provide guidance on the following aspects:
Responsibilities of various parties for bridge safety inspections

Technical standards and specifications for bridge inspections
Administrative requirements to meet State and Federal regulations regarding recording and
reporting inspection information
Inspector Note:
Text in this format
A.2 ABBREVIATIONS
A.3 ADMINISTRATIVE
A.3.1 PROGRAM
SUMMARY
Provisions are not included for bridges used solely for

railroads, rail-transit, pedestrian, or public utilities that dont
cross a public road.
This chapter is not intended to be a training manual on bridge
inspection and only provides the minimum requirements
necessary for compliance with Federal and State regulations.
The Owner or Engineer may have to implement additional
requirements that exceed those outlined in this manual based
on engineering judgment or when presented with unusual
circumstances.
The abbreviations and acronyms for Chapter A Policies and Procedures are located in the
Introduction section of the BSIPM.
The administrative section is intended to provide guidance of the bridge inspection program for
the state of Minnesota including applicable standards and specifications, responsibilities of
agencies involved, and the type of structures included in the program.
The Minnesota Department of Transportation (MnDOT) Bridge Inspection Program is federally
mandated and has been in effect since 1971. The policies of the program are based upon the
Nation Bridge Inspection Standards (NBIS). Bridge inspection reports and records are housed by
MnDOT in an electronic database. These records are also forwarded to the Federal Highway
Administration (FHWA) on an annual basis.
MnDOT has a decentralized Bridge Inspection Program that delegates bridge inspections,
reports, load rating, and other requirements to the District Offices and also to the public
authorities that own bridges. The MnDOT Bridge Office is responsible for the overall supervision
of the statewide bridge inspection and inventory program, statewide bridge load posting
program, statewide training of structure inspectors, and fracture critical inspections. This
includes ensuring compliance with Federal directives regarding bridge inspection and
maintenance, making sure that all bridges are inspected at proper intervals, and that bridge files
are kept current and accurate.
The organization of the MnDOT Bridge Inspection Program shown below. Refer to the MnDOT
website for a current organization chart.
A-1
OCTOBER 2014
Chapter A
Nancy Daubenberger
State Bridge Enigneer
Prin Admin Engr Mgmt
Tom Styrbicki
Construction & Maint

Sr Admin Engr Mgmt
Jihshya Lin
Fabrication Methods
Principal Engineer
Todd Niemann
SM/FC Inspection
Jennifer Zink
Bridge Inspection
Principal Engineer
Barry Glassman
Structural Metals
Senior Engineer
Ed Lutgen
North Region Const

Admin Engr Prof
Paul Pilarski
Metro Region Const

Principal Engineer
Yihong Gao
Dustin Thomas
Ratings
Principal Engineer
South Region Const

Principal Engineer
Sarah Sondag
Bridge Op Support
Senior Engineer
A-2
David Hedeen
Data Management
Principal Engineer
OCTOBER 2014
A.3.2 DEFINITIONS
A-3
Chapter A
Bridge See Section A.3.3.1 for the NBIS definition and Section A.3.3.2 for Minnesotas
definition.
Bridge Inspection Includes any routine, special, hands-on fracture critical, or underwater
(UW) inspection performed on a bridge.
Bridge Inspection Team Leader (TL) Personnel certified by MnDOT to conduct inspections
of in-service bridges and culverts on the state, county and local highway system throughout
the state of Minnesota. A MnDOT certified Bridge Inspection Team Leader must be present at
the bridge site at all times during a bridge inspection.
Bridge Owner The entity listed on the MnDOT Bridge Inventory as the Owner of the bridge.
MnDOT Bridge Inspection Engineer (BIE): Refers to the State Bridge Inspection Engineer who
is the primary statewide contact for reporting Critical Bridge Deficiencies.
Program Manager (PM) - At the highest level, the individual appointed by MnDOT with
statewide responsibility for bridge inspection, reporting, inventory, and policy as designated
by the Commissioner of Transportation in accordance with Minnesota Statute 165.03 Subd.2.
Currently this title is held by the Bridge Construction and Maintenance Engineer. For the NBIS
definitions see Section A.3.4.1.
Program Administrator (PA) A certified Professional Engineer appointed by an agency or
jurisdiction to oversee the bridge inspection program and have quality control responsibilities
as delegated by the PM. Typically, the PA is the City or County Engineer, a consultant, or the
District Bridge Engineer. In accordance with Minnesota Statute 165.03 Subd. 2, the County
Highway Engineer is designated as Program Administrator for all bridges located wholly or
partially within or over the right-of-way of any county or town road, or any street within a
municipality that does not have a city engineer regularly employed.
Public Road See Section A.3.3.1.
Structure Information Management System (SIMS) MnDOT's bridge management system
(BMS) where inspectors enter inspection data and Bridge Owners can review data. SIMS
contains all bridge data including inventory, inspection findings, reports, pictures, sketches,
and more.
Structural Evaluation Engineer A certified Professional Engineer, or others under
supervision of, that conducts a structural assessment of a bridge based on inspection findings
of fracture critical inspections and other inspection types as requested. A standard template
of the Structural Assessment Report is provided in SIMS and is located in Appendix B of this
document.
OCTOBER 2014
A.3.3 APPLICABLE
SPECIFICATIONS AND
STANDARDS
A.3.3.1 Federal
Highway
Administration
Requirements
Chapter A
Other inspection manuals, design manuals, or specifications that can be used as further guidance
for inspecting bridges or structures are listed in the following sections.
The NBIS were developed after the 1968 Federal Highway Act became effective and were first
published as a notice in the Federal Register, Volume 36, No. 81, Page 7851 on April 27, 1971. The
NBIS have been amended several times by the FHWA to include new provisions for fracture
critical inspections, scour evaluations, and underwater inspections.
The NBIS are, therefore, mandated by Federal Law and are intended to ensure the proper
inspection of the nation's bridges more than 20 feet in length on public roads. The NBIS are
included in subpart C of Part 650 of the Code of Federal Regulations (CFR), Title 23 Highways.
The FHWA administers the NBIS under the guidelines outlined in their Recording and Coding
Guide for the Structure Inventory and Appraisal of the Nations Bridges (Federal Coding Guide).
The NBIS applies to all structures defined as highway bridges located on all public roads. The
following definitions have been taken from the Federal regulations:
As defined by NBIS 23 650, subpart C:
Bridge. A structure including supports erected over a depression or an obstruction, such as
water, highway, or railway, and having a track or passageway for carrying traffic or other
moving loads, and having an opening measured along the center of the roadway of more
than twenty (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.
As defined by 23 U.S.C. 101(a)(27:
Public road. The term public road means any road or street under the jurisdiction of and
maintained by a public authority and open to public travel.
The FHWA gives policy guidance and established criteria. In addition, the FHWA utilizes a set of
metrics to review the results of each states program for compliance with the Standards through
its annual compliance reviews of State and Local Agencies.
A.3.3.2 State
Requirements
Minnesota has additional requirements governing the inspection of bridges within the State,
which are found in Statute 165.03, Strength of Bridge Inspection. The following definition is taken
for this Statute:
As defined by MN Statute 165.03, Subdivision. 3:
Bridge. Bridge is defined as a structure including supports erected over a depression or an
obstruction such as water, highway, or railway, having a track or passageway for carrying
traffic or other moving loads, and having an opening measured horizontally along the center
of the roadway of 10 feet or more between undercopings of abutments, between spring line
of arches, or between extreme ends of openings for multiple boxes. Bridge also includes
multiple pipes where the clear distance between openings is less than half of the smaller
contiguous opening. This definition of a bridge includes only those railroad and pedestrian
bridges over a public highway or street.
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OCTOBER 2014
A.3.3.3 Inspection
Specifications
Chapter A
The following specifications, unless otherwise modified in this Chapter, shall govern the safety
inspection of bridges:
Minnesota Statute 165.03 Strength of Bridge Inspection:

https://www.revisor.mn.gov/statutes/?id=165.03
Code of Federal Regulation (CFR) Title 23, Part 650, Subpart C National Bridge Inspection
Standards: http://www.ecfr.gov/cgi-bin/textidx?SID=eadb0f3dc61e36c8db52dede38c5be31&node=23:1.0.1.7.28.3&rgn=div6
MnDOT Load Resistance Factor Design (LRFD) Bridge Design Manual
The Manual for Bridge Evaluation, Second Edition, 2011 with 2013 Interim Revisions,
published by the American Association of State Highway and Transportation Officials
(AASHTO).
AASHTO Manual for Bridge Element Inspection, Second Edition, 2013
AASHTO LRFD Bridge Design Specifications, Customary U.S. Units, 6th Edition, with 2013
Interim Revisions
AASHTO Standard Specifications for Highway Bridges, 17th Edition, 2002
FHWA Bridge Inspectors Reference Manual, 2002 (Revised February 2012)
FHWA Manual of Uniform Traffic Control Devices (MUTCD)
Manuals can be purchased at: https://bookstore.transportation.org/

A.3.3.4 Other
Inspection Manuals
and References
Other inspection manuals that can be used as guidance for inspections are as follows:
A-5
Recording and Coding Guide for the Structure Inventory and Appraisal of the Nations Bridges
(Repot No. FHWA-PD-96-001): https://www.fhwa.dot.gov/bridge/mtguide.pdf
Culvert Inspection Manual (Report No. FHWA-IP-86-2):
http://isddc.dot.gov/OLPFiles/FHWA/006625.pdf
Inspection of Fracture Critical Bridge Members (Report No. FHWA-IP-86-26):
http://isddc.dot.gov/OLPFiles/FHWA/009349.pdf
FHWA Highway and Rail Transit Tunnel Inspection Manual, 2005:
http://www.fhwa.dot.gov/bridge/tunnel/inspectman00.cfm
USFS Timber Bridge Manual: http://www.woodcenter.org/docs/em7700_8--entirepublication.pdf
OCTOBER 2014
A.3.4 RESPONSIBILITIES
FOR BRIDGE SAFETY
INSPECTIONS
A.3.4.1 State Program

Manager
Chapter A
MnDOT has federal and State statutory responsibilities for the safety and inspections of all
bridges on public roads, as defined in Section A.3.3, within the State of Minnesota. Some of the
more critical of these responsibilities include assurance of NBIS compliance, proper bridge
restrictions for vehicle size and weight and the reporting of NBI bridge data to the FHWA. In
addition to public road bridges, the safety of non-highway bridges and structures over public
roads is a Department responsibility.
The FHWA directs that each State transportation department must have a Program Manager
who has been delegated responsibility for statewide bridge inspection policies and procedures,
quality control and quality assurance, and preparation and maintenance of a bridge inventory.
The State Program Manager is also responsible for the proper conduct of all bridge inspections,
inspection reports, load ratings and other requirements relating to these standards.
As defined by NBIS 23 CFR 650, subpart C:
Program manager. The individual in charge of the program, that has been assigned or
delegated the duties and responsibilities for bridge inspection, reporting, and inventory. The
program manager provides overall leadership and is available to inspection team leaders to
provide guidance.
In Minnesota, the Program Manager duties have been delegated to the State Bridge
Construction and Maintenance Engineer. Specific responsibilities for the State Program Manager
are located in Section A.4.2.1.
A.3.4.2 Program
Administrators
In Minnesota, every MnDOT District, County, City (or other agency with inspection jurisdiction
for a bridge), must appoint a Bridge Inspection Program Administrator to oversee the bridge
inspection and inventory. Program Administrators must meet minimum qualification
requirements, which are outlined Section A.4.1.2.
The MnDOT District Bridge Engineer (or District Bridge Inspection Engineer) will typically serve as
the Bridge Inspection Program Administrator for State owned bridges. For Local Agency bridges,
the County or City Engineer will typically serve as the Bridge Inspection Program Administrator cities which do not employ an engineer may elect to designate a private consultant engineer as
the Program Administrator. Specific responsibilities for Program Administrators can be found in
Section A.4.2.2.
A-6
OCTOBER 2014
A.3.5 HIGHWAY
BRIDGES
A.3.5.1 Owner
Responsibilities
Chapter A
Under the NBIS, state transportation agencies are responsible for the inspection program for all
highway bridges located on public roadways except for bridges that are federally owned or
tribally owned. The state transportation agencies, i.e. MnDOT, may, in accordance with the
regulation, delegate responsibilities.
The Bridge Owner has an overall obligation to ensure that its structure does not present an
unacceptable safety risk to the public. The acceptable level of safety is defined by MnDOT
standards as presented or referenced within the BSIPM. The Owner must perform maintenance
and repair activities or take other actions (i.e., closing or removal) to ensure public safety. In
order to demonstrate that a structure is safe, inspections by the Bridge Owner prescribed by law
and State regulations and in some cases best practices.
In this context, the term Bridge Owner applies to that party with overall maintenance
responsibility for the bridge or structure. Thus, Bridge Owners may include MnDOT, counties,
municipalities, or other State, local and federal agencies with assigned maintenance
responsibilities.
For highway bridges, the Bridge Owner responsibilities include:
A.3.5.2 MnDOT
Responsibilities
MnDOT responsibilities include:
A-7
Management of the bridge safety inspection program for bridges within their jurisdiction
Inspection of the bridge in accordance with the NBIS and MnDOT standards
Reporting of bridge inventory and condition information to MnDOT in accordance with NBIS
and MnDOT standards
Installation and maintenance of proper bridge restriction signing for vehicle weight and size,
including barricades for closed bridges
Maintenance of the bridge file including inventory and inspection records in accordance
with MnDOT standards
Ensuring their bridge inspection staff is properly equipped and trained
Maintain a central inventory of highway bridges within Minnesota and border bridges where
Minnesota is listed as having inspection or maintenance responsibility, including:
o All NBIS highway bridges including those owned by Locals Agencies
o All other highway bridges meeting the State definition of a bridge (10-20 length)
including those owned by Local Agencies
o All bridges that go over public roadways
Ensure compliance with NBIS for all highway bridges as noted above that meet the NBIS
definition of a bridge
Determine the safe load carrying capacity of all highway bridges meeting the NBIS and/or
State definition of a bridge
Ensure Owners post bridges in accordance with the posted load assigned by MnDOT
Maintain a Bridge Management System for all bridges as noted above that meet the NBIS
and/or State definition of a bridge
Reporting of all required NBIS bridge inventory and appraisal information to FHWA on an
annual basis
Quality Control/Quality Assurance of the bridge inspection program.
Provide FHWA an updated critical deficiencies list annually or as requested by FHWA
OCTOBER 2014
A.3.6 DEPARTMENT OF
NATURAL RESOURCES
BRIDGES
Minnesota Statute 165.03, Subdivision 7 requires that the Commissioner of Transportation and
the Commissioner of Natural Resources negotiate a memorandum of understanding that
governs the inspection of bridges owned, operated, or maintained by the Department of Natural
Resources. This memorandum of understanding must provide for:
A.3.7 RAILROAD
BRIDGES OVER PUBLIC
ROADS
A.3.8 OTHER NONHIGHWAY BRIDGES

OVER PUBLIC ROADS
A.3.9 NONCOMPLIANCE WITH

NBIS
A-8
Chapter A
The inspection and inventory of all bridges meeting the NBIS and/or State definition of a
bridges
The frequency of inspection of bridges described above meeting the NBIS and/or State
definition of a bridge
Who may perform inspections required under the memorandum of understanding
Minnesota Statute 165.03, Subdivision 2 requires that railroad bridges over public roadways be
inspected by the agency with roadway authority. General guidelines for highway agency
inspectors conducting these railroad bridge inspections are located in Section A.3.5.
The Federal Railroad Administration was created by the Department of Transportation Act of
1966. Its purpose is to enforce rail safety regulations, administer railroad assistance programs,
conduct research and development in support of improved railroad safety and national rail
transportation policy, provide for the rehabilitation of Northeast Corridor rail passenger service
and consolidate government support of rail transportation activities. The railroad track owner is
responsible for ensuring that the bridge is capable of safely carrying all railroad traffic operated
on that track, and for specifying the maximum loads that may be operated over the bridge.
Where a non-highway facility (a bike/pedestrian pathway, utilities, sign structure, etc.) exists
over a public road, the bridge/structure needs to be inventoried and inspected to ensure public
safety. The NBIS does not require a structural safety inspection as it does for highway bridges.
However, Minnesota Statute 165.03, Subdivision 2 requires that bridges over public roadways be
inspected by the agency with roadway authority. Bridge Owners of public roadways with these
types of structures within their jurisdiction need to be aware of the general safety of these
facilities. The scope of these non-highway bridge inspections may be tailored to fit the individual
bridge type.
When the Local Agencies responsible for bridge inspection cannot or will not inspect their
bridges in a timely manner in accordance with NBIS and MnDOT standards, State Statute 165.03
requires MnDOT to perform the necessary inspections. If the Bridge Owner has not taken
appropriate actions in a timely manner to have a bridge inspected to meet NBIS requirements,
the State Program Manager will notify the Bridge Owner in writing of MnDOTs intent to have
the bridge inspected and that the Commissioner of Transportation will assess the Bridge Owner
for the cost of the inspection.
OCTOBER 2014
A.4 INSPECTOR
TRAINING AND
QUALIFICATION
REQUIREMENTS
A.4.1 INSPECTION
PROGRAM PERSONNEL
QUALIFICATIONS
A.4.1.1 Program
Manager
Chapter A
MnDOT recognizes that the quality of an agencys inspection program is dependent on the
performance of the individual in charge of the agencys inspection program, and the individuals
leading the inspection teams performing the field inspections. These individuals must be
adequately qualified to perform their duties.
Certification in Bridge Safety Inspection (the inspection of in-service bridges and culverts) is
coordinated by the MnDOT Bridge Office, and is separate from other MnDOT technical
certifications. The requirements listed below have been developed by the MnDOT Bridge Office
to comply with Section 650.309 of the NBIS, as outlined in the Federal Code of Regulations.
The Program Manager for the State of Minnesota is the Bridge Construction and Maintenance
Engineer, who is appointed by the State Bridge Engineer to administer the Bridge Inspection
Program statewide.
The NBIS requires that the Program Manager must:
Be a registered professional engineer (PE); or have a minimum of ten years of bridge

inspection experience, and
Have successfully completed an FHWA approved comprehensive bridge inspection training

course.
A.4.1.2 Program
Administrator
Qualifications
Agencies, such as MnDOT Districts, Counties, Cities or other public or private entities designated
with inspection jurisdiction for one of more bridges must designate a Program Administrator
to oversee the inspection and inventory program. The Program Administrator must be a
registered PE in the State of Minnesota.
A.4.1.3 Bridge
Inspection Team Leader
Qualifications
A Bridge Inspection Team Leader can conduct inspections of

in-service bridges & culverts on the state, county, and local
highway system throughout the state of Minnesota.
Inspector Note:
A MnDOT certified Bridge
Inspection Team Leader must
be present at the bridge site
at all times during a bridge
inspection.
The NBIS outlines five methods to qualify as a Bridge

Inspection Team Leader, all of them require the successful
completion of a FHWA approved comprehensive bridge
inspection training course (see Section A.4.5.1 for approved
courses). MnDOT recognizes all five certification options, but requires an additional field
proficiency test for all Bridge Inspection Team Leaders.
1.
2.
3.
4.
A-9
Be a registered professional engineer in the state of Minnesota, successfully complete a

FHWA approved comprehensive bridge inspection training course, and pass a field
proficiency test (administered by the MnDOT Bridge Office).
Have five years of bridge inspection experience, successfully complete a FHWA approved
comprehensive bridge inspection training course, and pass a field proficiency test
(administered by the MnDOT Bridge Office).
Be certified by NICET as a Level III or IV Bridge Safety Inspector, successfully complete an
FHWA approved comprehensive bridge inspection training course, and pass a field
Have a bachelor's degree in engineering from an accredited college or university,
successfully pass the Fundamentals of Engineering (FE or EIT) Examination, have two years
of bridge inspection experience, successfully complete an FHWA approved comprehensive
bridge inspection training course, and pass a field proficiency test (administered by the
MnDOT Bridge Office).
OCTOBER 2014
Chapter A
Have an associate's degree in engineering or engineering technology from an accredited

college or university, have four years of bridge inspection experience, successfully complete
an FHWA approved comprehensive bridge inspection training course, and pass a field
A.4.1.4 Assistant Bridge
Inspector
While the FHWA and MnDOT have no minimum requirements for who can assist in a bridge
inspection, MnDOT encourages completion of the 1-week National Highway Institute (NHI)
training course Engineering Concepts for Bridge Inspectors prior to assisting in bridge
inspections. Any NHI training course can be taken in conjunction with gaining bridge inspection
experience. Training courses do not have to be taken prior to starting the 5 year experience
stipulation stated in Section A.4.5.1 of this manual. MnDOT does not issue certification cards for
Assistant Bridge Inspectors.
A.4.1.5 Fracture Critical

Bridge Inspector
Qualifications
Fracture critical inspections shall be conducted by or under the direct supervision of individuals
which have been certified as a MnDOT Bridge Safety Team Leader in accordance with Section
A.4.1.3 above. They must also meet one of the following additional requirements:
1.
Have taken the NHI Course: Fracture Critical Inspection Techniques for Steel Bridges, or
2.
Have or obtain experience and/or classes related to fracture critical inspection that may be
substituted in lieu of the NHI Course, but at the discretion of the Program Manager.
Only qualified American Society for Non-Destructive Testing Level II or III technicians shall
conduct NDT services, by ultrasonic methods. See Section A.10.1.5 for additional information
and requirements for inspectors performing NDT.
A.4.1.6 Underwater
Bridge Inspector
Qualifications
A-10
Underwater inspections shall be conducted by or under the direct supervision of individuals

which have been certified as a MnDOT Bridge Safety Inspection Team Leader in accordance with
Section A.4.1.3 above. They must also meet the following additional requirements:
1.
Have at least two years experience in Underwater bridge inspections, and
2.
Conduct diving operations in accordance with requirements of the most current revision of
29 CFR Part 1910, Subpart T Commercial Diving Operations, published by the Occupational
Safety and Health Administration (OSHA), and
3.
Successfully completed FHWA NHI Course No. 130091A, Underwater Bridge Inspection
OCTOBER 2014
A.4.2 INSPECTION
PROGRAM PERSONNEL
RESPONSIBILITIES
A.4.2.1 Program
Manager
Responsibilities
Chapter A
This section identifies the responsibilities of the Program Manager, Program Administrator, and
the Bridge Inspection Team Leader.
For Minnesota, the PM duties have been delegated to the States Bridge Construction and
Maintenance Engineer. The PM is responsible for statewide bridge inspection policies and
procedures, quality control and quality assurance, inspection reporting, preparation and
maintenance of a bridge inventory, load ratings, and other requirements relating to these
standards. The PM provided overall leadership and is available to inspection team leaders to
provide guidance. The Program Manager responsibilities include:
Review Inspection Plans*

Review Specialty Equipment
o Condition of current equipment
o Acquisition of new equipment
o Calibration and certification requirements
Review Inspection Access Equipment
o Condition of current equipment
o Acquisition of new equipment
o Calibration and certification requirements
Review Inspection Reports
Review of follow-up items to inspection findings*
Determine Program Administrator/Inspector Qualification Requirements
o Enforce De-certification and Denials if Requirements not met
Establish Program Administrator/Inspector Training and Certification
o Annual refresher training seminars
Critical Deficiencies review and follow-up*
Statewide Inventory Data Reviews
o Accuracy of inspection reports
o Late inspections
o Critical Deficiencies Smart Flag
o New ratings or postings requirements
o NBI Condition State 2 review
(*Items that may be delegated to a Program Administrator)

A.4.2.2 Program
Administrator
Responsibilities
The Program Administrator should be familiar with the MnDOT Bridge Inspection Report format
and the NBI and structural element condition ratings (as outlined in the MnDOT Bridge
Inspection Manual) and of the resources available on the Bridge Office website,
http://www.dot.state.mn.us/bridge/index.html including bridge inspection and inventory
reports, inspections due and inspection frequency reports, bridge scour reports, bridge load
posting and rating reports and bridge roster reports. The Program Administrator responsibilities
include:
A-11
Review and sign all routine bridge inspection reports.

Review in-depth inspection reports (fracture critical or underwater reports).
Respond to recommendations made in reports.
Identify and follow up on repair or rehabilitation identified from the inspection.
Report Critical Deficiencies to the MnDOT Bridge Inspection Engineer and follow-up to
resolution.
OCTOBER 2014
A.4.2.3 Team Leader

Responsibilities
Review Condition Ratings for accuracy and changes from previous year.
Determine reduced inspection frequency (i.e. 24 months to 12 months) and/or need for indepth inspection based on inspection findings.
Report changes in load ratings and inventory data to the MnDOT Bridge Office.
Maintain Inspector Qualifications.
Submit annual certification of inspector qualifications to the MnDOT BADMU (Local
Agencies Only).
Report and/or schedule necessary maintenance.
Maintain bridge files.
Report Bridge inspection date to MnDOT Bridge Office within 90 days for Trunk Highway
bridges and within 180 days for non-TH bridges.
Act through the State Commissioner of Transportation in regards to bridges owned by cities
or towns/townships to enforce bridge safety and maintenance.
A MnDOT certified Bridge Inspection Team Leader must be present at the bridge site at all times
during a bridge inspection. Their duties include:
A.4.3 CERTIFICATION
AND APPOINTMENT
PROCESS
Chapter A
Assure that inspection equipment and required inspection tools are available during
inspections.
Observe proper safety and traffic control procedures.
Accurately record and report field conditions in accordance with the MnDOT Inspection
Manual.
Use photos and sketches to document and quantify element conditions are deficiencies.
Properly report Smart Flag conditions.
Update plans and inventory data based on observations during inspections.
Document deterioration of concrete, timber or steel elements for load rating updates.
Document and report Critical Deficiencies found during bridge inspections as outlined in
Section A.6.2.
The requirements listed below have been

developed by the MnDOT Bridge Office to
comply with the NBIS, as outlined in the
Federal Code of Regulations Part 650.309 and
Minnesota Statute 165.
Inspector Note:
The certification levels defined below refer
to the inspection of in-service bridges and
culverts. This should not be confused with
bridge construction inspection certification.
A.4.3.1 Program
Administrator
Designation as a Bridge Inspection Program Administrator does not also qualify that individual as
a Bridge Safety Inspection Team Leader. If a Program Administrator also wants to perform bridge
inspections, they must be certified by MnDOT as a Team Leader.
A.4.3.1.1 Appointment
Any agency with inspection jurisdiction for one or more bridges on the MnDOT structure
inventory must designate a Program Administrator to oversee the bridge inspection and
inventory program. To designate a Program Administrator, an appointment form must be signed
by an appropriate supervising individual employed by the agency (in many cases this will be the
same individual designated as the Program Administrator) and submitted to the Bridge Office.
The MnDOT Bridge Safety Inspection Appointment Form for Program Administrators can be
found at the MnDOT Bridge Inspection website:
The District Bridge Engineer will typically be designated as the Program Administrator for
MnDOT Districts; the County Engineer will typically be designated as the Program Administrator
for counties; the City Engineer will typically be designated as the Program Administrator for
municipalities. Smaller cities which employ a consultant to perform bridge inspections may
choose to designate a consulting engineer as the Program Administrator.
A-12
OCTOBER 2014
A.4.3.1.2 Renewal of
Appointment
Program Administrators are automatically renewed every four years unless the Program
Administrator does not meet the required training, the Program Administrator is replaced, or
the Program Administrator is denied reappointment by the Program Manager. To maintain
appointment the following two minimum requirements must be met:
A.4.3.1.3 Denial Process
Chapter A
Be registered as a PE in the state of Minnesota.

Attend a minimum of two MnDOT refresher seminars or other bridge inspection related
training during the four year appointment period.
The Program Manager can deny/revoke appointment to a Program Administrator for a variety of
reasons, not limited to the following:
Failure to attend refresher seminars or bridge inspection related training at required

intervals
Failure to maintain registration as a Professional Engineer as applicable
Continued lack of proper follow-up for critical deficiencies, critical scour, or other items that
could adversely affect the performance of the bridge or the safety of the public
Failure to correct findings from NBIS Quality Assurance Agency Compliance Reviews,
including failure to respond to repeated compliance review inquiries
Lack of follow-up for correcting load posting deficiencies
Failure to submit inspection data into inventory in a timely manner
Failure to follow or comply with any MnDOT, State, or Federal Policy, rules or law
Failure to inspect bridges within the required frequency
Dishonest or unethical behavior that adversely affects the inspection program
A.4.3.1.4 Reappointment
A Program Administrator denied appointment may re-qualify, if they indicate in a written report,
or plan of action, how they will correct their deficiencies. Upon approval by the MnDOT Program
Manager, the Program Administrator agency shall be re-appointed but monitored for 1 year
under the NBIS compliance review process.
A.4.3.2 Team Leader

Certification
In addition to the training and experience requirements outlined in the NBIS, MnDOT requires a
separate field proficiency test to become certified as a Bridge Inspection Team Leader. The
purpose of this test is to ensure compliance with the NBIS standards, to improve the quality of
bridge inspections, and to increase the statewide consistency of bridge condition ratings. To
schedule a field proficiency test, an application form must be submitted to MnDOT Bridge Office:
http://www.dot.state.mn.us/bridge/pdf/insp/fieldtestapplicationform.pdf
The test consists of a routine inspection of an in-service bridge (based upon the MnDOT Bridge
Inspection Manual and Inspection Report Format). The inspector is given 2 hours to examine a
bridge, take notes, and determine the NBI & structural element condition ratings.
Grading of the field proficiency test is determined by comparing the candidate's inspection
report to a reference inspection report. Emphasis is placed on the overall completeness and
accuracy of the report, and on the proper documentation of any critical structural or safety
conditions. Scoring is based on a percentage scale of 0-100, with a passing score being 75% or
higher. Applicants who fail the field proficiency test may apply again after 6 months. The score is
weighted using the following criteria:
NBI condition ratings 30%

Structural element condition ratings 30%
Smart Flags & other items 10%
Inspection Notes 30%
A certification card will be sent to MnDOT certified Team Leaders with a four year expiration
date.
A-13
OCTOBER 2014
A.4.3.2.1 Renewal of
Certification
Certification must be renewed every four years (renewal forms mailed out prior to expiration
date). To maintain certification, a Team Leader must meet the following requirements:
A.4.3.2.2 DeCertification
Attend a minimum of two MnDOT refresher seminars or other bridge inspection related
training during the four year certification period.
Actively engage in bridge inspections during at least two of the four year certification period
(must be verified by Program Administrator).
The Program Manager can decertify a Team Leader for a variety of reasons, not limited to the
following:
A.4.3.2.3 ReCertification
Chapter A
Failure to attend refresher seminars or bridge inspection related training at required

intervals
Failure to maintain registration as a Professional Engineer as applicable
Continued lack of proper follow-up for critical deficiencies, critical scour, or other items that
could adversely affect the performance of the bridge or the safety of the public
Failure to correct findings from NBIS Quality Assurance Agency Compliance Reviews,
including failure to respond to repeated compliance review inquiries
Recurring miscoded critical items, such as structural elements and smart flags
Lack of follow-up for correcting load posting deficiencies
Failure to submit inspection data into inventory in a timely manner
Failure to follow or comply with any MnDOT, State, or Federal Policy, rules or law
Failure to inspect bridges within the required frequency
Dishonest or unethical behavior that adversely affects the inspection program
A de-certified Team Leader may recertify by completing the 2 week NHI training course Safety
Inspection of In-Service Bridges and achieving a score of 70% or better on the examination at
the end of the course. Attendance in the entire course is mandatory for re-qualification. In
addition, the disqualified Team Leader must complete the MnDOT Field Proficiency test and
achieve a score of 75% or better.
If a Team Leader is decertified only due to failure to fulfill training requirements within the four
year certification period, he/she may be recertified by re-taking and passing the MnDOT Field
Proficiency test. If the de-certified Team Leader does not pass the MnDOT Field Proficiency test,
he/she must complete and re-pass the 2 week NHI training course Safety Inspection of InService Bridges.
A-14
OCTOBER 2014
A.4.4 CERTIFICATION
AND APPOINTMENT
TRACKING
A.4.5 BRIDGE SAFETY

INSPECTION TRAINING
COURSES
A.4.5.1 NHI Training
Courses
Chapter A
MnDOT maintains a database identifying Team Leaders, Program Administrators, and anyone
having taken NHI bridge safety courses and/or a MnDOT bridge inspection seminar. Certification
information tracked by the MnDOT Bridge Office is as follows:
Name
Address
Certification Number (if applicable)
Agency Information
Certification Expiration Date
Test scores
NHI Bridge Safety Inspection Training Class Attendance and Scores
MnDOT Field Proficiency Test Date and Scores
Inspection Refresher Seminar Attendance
FHWA and the State of Minnesota both require mandatory inspection training courses prior to
becoming a certified Bridge Inspection Team Leader. This section identifies the different classes
available to satisfy this qualification.
The FHWA approved the following courses developed by the NHI to qualify as a certified Bridge
Inspection Team Leader include the following:
1. NHI Course #130054 (Engineering Concepts for Bridge Inspectors (also known as Bridge
Safety 1)): This one-week course provides instruction on elementary concepts in engineering
for use by bridge inspectors. It is intended to prepare individuals with little or no
background in bridge engineering for the more intensive two-week course. This course is
optional for technicians, inspectors, or engineers who have an adequate background in
bridge engineering concepts.
2. NHI Course #130055 (Safety Inspection of In-Service Bridges (also known as Bridge Safety
2)): This two-week course provides detailed instruction on the inspection, evaluation, and
condition rating of in-service bridges. This course is mandatory for anyone intending to
become certified as a MnDOT Bridge Inspection Team Leader.
Together, these two courses meet the definition of a comprehensive training program in bridge
inspection as defined in the NBIS. MnDOT hosts two Bridge Safety Inspection training courses
each year, typically in February or March at the MnDOT Arden Hills Training Center.
In 2012, the FHWA and NHI added new prerequisite requirements for the 2-week course Safety
Inspection of In-Service Bridges. Anyone who wants to register for this course will first need to
successfully complete an online assessment on the NHI web site. Two course options are
available. There is no cost and only considered valid for two years. Upon successful completion
of NHI Course #130101A or #130101, you will be issued a certificate with your name on it
through the NHI Training Page on the NHI Website. You must bring a copy of your completion
certificate to the first day of the 2-week course.
1.
A-15
NHI Course #130101A (Prerequisite Assessment for Safety Inspection of In-Service

Bridges): This is an online assessment consisting of three quizzes of 15 questions each.
You need to pass each quiz with a score of 70% or higher. This assessment should take
approximately 1 hour. You should only take this 1 hour assessment quiz if you feel
confident in your knowledge of the topics listed in the outcomes for NHI Course
#13101 (see course description on the NHI web site) - if not, you should instead take
NHI Course 130101. If you do not pass this course, you will need to take the NHI Course
#130101.
OCTOBER 2014
Chapter A
2. NHI Course #130101 (Introduction to Safety Inspection of In-Service Bridges): This is an

online tutorial and assessment that should take approximately 14 hours to complete. It
includes essentially the same quiz format as NHI Course 130101A (three quizzes of 15
questions each), but you have the option of taking the quizzes as you go, or taking them all
at the end. You need to pass each quiz with a score of 70% or higher.
Other NHI Classes periodically offered by MnDOT are the following:
1. NHI Course #130078 (Fracture Critical Inspection Techniques for Steel Bridges): This is a
3.5 day course for inspectors to identify fracture critical bridges, fracture critical bridge
members, and fatigue prone details. Tasks include: categorize contributing factors in the
initiation and propagation of fatigue cracks; perform an intensive, in-depth, and thorough
fracture critical member inspection; identify various crack types and access their impact on
the performance of the member; evaluate, select, and facilitate the use of available NDT
methods; and recommend a necessary course of action based on inspection findings.
2. NHI Course # 130053 (Bridge Inspection Refresher Training): This is a 3.5 day course for
practicing bridge inspectors to refresh skills in fundamental visual inspection techniques;
review the background knowledge necessary to understand how bridges function;
communicate issues of national significance relative to the nations' bridge infrastructures;
re-establish proper condition and appraisal rating practices; and review the professional
obligations of bridge inspectors.
3. NHI Course # 135046 (Stream Stability and Scour at Highway Bridges): This 3-day course
provides participants with comprehensive training in the prevention of hydraulic-related
bridge failures. Course participants will receive training in conducting a stream stability
classification and qualitative analysis of stream response and make estimates of scour at a
bridge opening.
Material for the course comes primarily from two Hydraulic Engineering Circulars (HEC),
"Evaluating Scour at Bridges" (HEC-18), 5th Edition (2012), and "Stream Stability at Highway
Structures" (HEC-20), 4th Edition (2012). The effects of stream instability, scour, erosion,
and stream aggradation and degradation are covered. Quantitative techniques are provided
for estimating long-term degradation and for calculating the magnitude of contraction scour
in a bridge opening. Procedures for estimating local scour at bridge piers and abutments for
simple and complex substructures are also provided. A comprehensive workshop integrates
qualitative analysis and analytical techniques to determine the need for a Scour Plan of
Action for correcting stream instability and scour problems.
Registration for NHI courses is through the NHI web site:
http://www.nhi.fhwa.dot.gov
Click on Register for a Course
Click on Find Training Courses
Enter the course number and click Search.
You will need to register on the NHI site and get a password.
A-16
OCTOBER 2014
A.4.5.2 Bridge Safety
Inspection Refresher
Training Seminars
Chapter A
The NBIS requires periodic bridge inspection refresher training for bridge inspection team
leaders and program managers. The intent of this training is to improve the quality of bridge
inspections, introduce new inspection equipment and techniques, and maintain the consistency
and reliability throughout the state-wide network of bridge safety inspection programs.
MnDOT conducts annual one-day bridge safety inspection refresher seminars. These classes are
typically held in February and March in various locations throughout the state. For seminar
locations, dates and registration information visit the MnDOT Bridge Office training portion of
the website:
http://www.dot.state.mn.us/bridge/training.html
To maintain MnDOT certification as a Bridge Inspection Team Leader, attendance is required at a
minimum of two bridge inspection seminars during each four year re-certification period.
Engineers who are currently designated as Bridge Inspection Program Administrator are required
to attend at least two of these refresher seminars every four years.
Seminar topics will vary each year, but will generally cover bridge inspection condition ratings,
structure inventory coding, bridge load capacity ratings, bridge hydraulics, and a variety of topics
related to bridge inspection.
A-17
OCTOBER 2014
A.5 BRIDGE SAFETY
INSPECTION TYPES
Chapter A
This section describes the procedures for determining the required inspection type and
frequency for individual bridges and culverts. It also establishes the process for request and
approval of any changes to inspection frequencies.
There are seven types of bridge inspections: Initial, Routine, In-depth, Damage, Special, Fracture
Critical and Underwater Inspections. The scope and frequency of the various types of bridge
safety inspections are described here to provide an understanding of the purpose and use of
each inspection type. These inspections are performed at intervals that are influenced by the
individual bridges structural condition, structure type and details, site conditions, load capacity
evaluation, and scour critical evaluation.
Complex bridge structures such as movable, suspension, cable-stayed, and other bridges with
unusual characteristics must have published inspection procedures and inspection team
qualification requirements for the structure(s). These procedures should cover the inspection
frequency, scheduling and requirements for the In-Depth inspections, traffic control, special
equipment, methods of access, and specific components on the structure where hands-on
inspection is required for each inspection. The requirements for any special inspection
techniques such as non-destructive testing should also be identified including the locations
where applicable.
As defined by NBIS 23 CFR 650.305:
A.5.1 INITIAL
INSPECTIONS
Initial inspection. The first inspection of a bridge as it becomes a part of the bridge file to provide
all Structure Inventory and Appraisal (SI&A) data and other relevant data and to determine
baseline structural conditions.
A.5.1.1 Scope of Initial

Inspections
All new and newly rehabilitated structures must receive an initial inspection. This type of
inspection may also be required when there is a change in the configuration of the structure or
change in bridge ownership. The initial inspection is to verify the safety of a bridge, in
accordance with the NBIS and MnDOT standards, before it is put into service. It also serves to
provide required inventory information of the as-built structure type, size, and location for the
State database and to document its structural and functional conditions by:
Providing all SI&A data required by Federal regulations along with all other data required by
MnDOT standards and/or the Bridge Owner
Determining baseline structural conditions
Clearance envelopes (for features carried and those intersected)
Determining the channel cross section for structures over waterways and identifying the
reference point for future inspections.
Identifying and listing any existing problems
Identifying maintenance needs, including preventative maintenance activities
Noting the existence of elements or members requiring special attention, such as fracture
critical members, fatigue-prone details, and underwater members
Coinciding with the initial inspection is the creation of the bridge file for the structure.
Documents including, but not limited to, photographs, drawings (design, as-built and shop
drawings), scour analysis, foundation information, hydrologic and hydraulic data are to be
inserted into the bridge file. Selected construction records (e.g., pile driving records, field
changes) may also be of great use in the future and should be included. Include maintenance
records for existing bridges.
The level of effort required to perform an initial inspection will vary according to the structures
type, size, complexity, and location. An initial inspection needs to verify that all inspection
elements have been accounted for and document the baseline conditions. Traffic control and
special access equipment may be required.
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OCTOBER 2014
A.5.1.2 Frequency of
Initial Inspections
Chapter A
The initial inspection shall occur within 90 days of the date that the bridge is opened to traffic
for Trunk Highway (TH) bridges. The initial inspection shall occur within 180 days of the date that
the bridge is opened to traffic for non-Trunk Highway structures. However, the preferred
practice is for the initial inspection to be performed for each structure after construction is
essentially complete and before the bridge is put into service (or returned to service for bridges
that have had a major reconstruction).
All newly-constructed bridges and culverts are assigned a routine inspection frequency of 12
months. Following the initial inspection, Bridge Owners can then request a longer interval for
routine inspections in accordance with Section D.7.3.3.
A-19
OCTOBER 2014
A.5.2 ROUTINE
INSPECTIONS
A.5.2.1 Scope of Routine

Inspections
Chapter A

Routine inspection. Regularly scheduled inspection consisting of observations and/or
measurements needed to determine the physical and functional condition of the bridge, to
identify any changes from initial or previously recorded conditions, and to ensure that the
structure continues to satisfy present service requirements.
Routine inspections are also known as regular and NBIS inspections. Although these
inspections are used to determine bridge maintenance or repair needs, the primary focus of the
routine inspection is public safety. This inspection includes sufficient observations and
measurements to determine the physical condition of a structure in order to accomplish the
following functions:
Determine the physical and functional condition of the structure and its components
Identify changes from the previously recorded conditions
Correct any inaccuracies in bridge inventory data noted during the inspection
Determine the need for the load-carrying capacity to be re-evaluated based on either the
condition of the structural members or increased dead loading
Identify and document potential problems that may affect bridge safety
Determine maintenance needs that may be required
The level of detail and effort required to perform a routine inspection will vary according to the
structures type, size, design complexity, existing conditions, and location. Generally, every
element in a bridge does not require a hands-on inspection during each routine inspection to
provide an acceptable level of safety. Knowledge of the structure and good engineering
judgment are necessary when considering those portions that do not require a hands-on
inspection during each routine inspection.
Bridge elements requiring a detailed hands-on inspection during each routine inspection include,
but are not limited to:
Load carrying members in Poor condition

Fracture Critical Members/Details in Poor condition
Fracture Critical Member/Details where out-of-plane bending or fatigue problems exist.
Redundancy retrofit systems (e.g., Catcher-beams) for fracture critical details (pin hangers,
etc.)
Critical sections of controlling members on load posted bridges
Scour critical substructure units
End regions of steel girders or beams in Poor condition under a deck joint
Cantilever portions of concrete piers or bents in Fair or lesser condition
Timber substructure elements in Poor condition
Other areas determined by the Program Administrator or Team Leader to be potentially
critical
The application of these guidelines noted above does not relieve the Team Leader from the
responsibility to perform other hands-on inspection tasks and/or tests needed to ascertain the
condition of the bridge and assure its safety. If the Team Leader feels additional access
equipment, special tools or specific testing equipment is required, this should be discussed with
the Program Administrator.
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OCTOBER 2014
Chapter A
Routine inspections are generally conducted from the deck, ground and/or water levels, ladders
and from permanent work platforms or walkways, if present. Inspection of underwater members
of the substructure is generally limited to observations during periods of low flow and/or
probing/sounding for evidence of local scour and by wading.
Special attention should be given to the wearing surface type and fill depth during each routine
inspection. If there appears to be a recent overlay on the structure that has occurred since the
previous inspection, it is possible the inventory data hasnt been updated. Additional dead loads
resulting from increased fill depths or bridge rails have a direct impact on the load carrying
capacity of the structure. Refer to Section A.8.2 for additional information and general
guidelines for when a bridge load re-rating may be warranted.
A general review of inventory items should be a part of each routine inspection, with any needed
corrections noted and forwarded to the Program Administrator with the other inspection
findings. The goal is to have the
bridge inventory data as accurate as
BSIPM User Note:
possible and this can only be
Refer to Chapter D Recording and Coding
accomplished by a periodic review of
Guide of the BSIPM which details specific
this data. This general review of
requirements for all Inventory Items.
inventory information during the
routine Inspection does not
For information regarding routine
necessarily require the inspector to
inspection frequency, see Section D.7.3.3.
take physical measurements, but
should include an effort to identify
obvious errors in existing structure
inventory information.
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OCTOBER 2014
A.5.3 IN-DEPTH
INSPECTIONS
A.5.3.1 Scope of InDepth Inspections
Chapter A

In-depth inspection. A close-up, inspection of one or more members above or below the
water level to identify any deficiencies not readily detectable using routine inspection
procedures; hands-on inspection may be necessary at some locations.
In-depth inspections serve to collect and document the existing condition of all elements in
greater detail than a typical routine inspection. These inspections can also provide the
necessary documentation of deficiencies for use in determining the need for immediate repairs
or future rehabilitation of the structure. Many times, this data is more difficult to collect than
data collected during a routine inspection.
The level of effort required to perform an in-depth inspection will vary according to the
structures type, size, design complexity, existing conditions, and location. Traffic control and
special equipment, such as an UBIV, bucket truck, man lift or specialized rigging may be required
to adequately perform an in-depth inspection. Inspectors with special skills such as divers,
riggers and certified non-destructive testing technicians may also be required. Other nondestructive and/or material tests can be part of an in-depth inspection to determine the extent
of a deficiency or evaluate the existing strength of a bridge element. A structural analysis for
load carrying capacity may be required with an in-depth inspection to fully evaluate the findings
of this more detailed inspection.
A.5.3.2 Frequency of InDepth Inspections
A.5.4 FRACTURAL
CRITICAL INSPECTIONS
The frequency of an in-depth inspection will be established by the Bridge Owner. An in-depth
inspection that includes all elements and satisfies all requirements of a routine inspection can be
scheduled to take the place of a routine inspection for a given inspection cycle. In-depth
inspections may also be scheduled as a follow-up to a previous inspection. For large or complex
bridge structures, in-depth inspections should be routinely scheduled to ensure that
maintenance work is identified early, programmed to secure funding, and completed in a timely
manner.
Fracture critical member (FCM). A steel member in tension, or with a tension element,
whose failure would probably cause a portion of or the entire bridge to collapse.
Fracture critical member inspection. A hands-on inspection of a fracture critical member or
member components that may include visual and other nondestructive evaluation.
Hands-on. Inspection within arms length of the component. Inspection uses visual
techniques that may be supplemented by nondestructive testing.
A.5.4.1 Scope of
Fracture Critical
Inspections
Inspection under these guidelines will apply to all bridges that have members determined to be
fracture critical (FC), except those bridges that carry only railroad and or pedestrian traffic. The
Bridge Office will evaluate all bridges that are not load path redundant to determine if and
where FCMs are present. FC inspections shall be conducted using an UBIV, bucket trucks, man
lifts, rigging, boats, ladders or any means necessary to visually inspect all FC members hands-on.
Inspections will be conducted following appropriate MnDOT safety guidelines for both the
employee and the general public.
Field inspections should be conducted in a systematic and organized manner that will be
efficient and minimize the possibility of any bridge item being overlooked. Critical Deficiencies
shall be reported as detailed in Section A.6.2. Findings that may affect the load carrying capacity
of the bridge shall be reported in the 7 Day Fracture Critical Report mentioned in Section A.6.3.1
seven days after completing the inspection.
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OCTOBER 2014
Chapter A
The Bridge Office completes all fracture critical inspections and maintains files on the bridges.
The Bridge Office will maintain a list of the following items for those bridges which contain
FCMs to ensure the safety of such bridges:
Location and description of such FCMs

BSIPM User Note:
for each bridge
For information regarding
In-depth or special feature inspection
fracture critical inspection
frequency
frequency, see Section D.7.3.9.
Inspection procedure(s)
Date of the last inspection
Description of inspection findings
Description of any follow-up action resulting from the most recent inspection
Fracture critical inspections, on both the Trunk Highway and Local System, are conducted by the
Bridge Office. Scheduling priority for inspections will be given to large and complex bridges.
Traffic control and certain access equipment (man-lift, etc.) are the Bridge Owners responsibility
in accordance with Chapter F MnDOT Inspection Vehicle Policy Manual of the BSIPM regardless
of participation by the Bridge Office.
The Bridge Office will provide a wide range of services to
the Districts, Local Agencies, and consultants in support of
Fracture Critical Inspections, including:
Identification of FCMs and critical details

Training
On-site inspections
Non-destructive testing.
Refer to Section A.4.1.5 for specific FC inspector

qualifications.
A.5.5 DAMAGE
INSPECTIONS
A.5.5.1 Scope of
Damage Inspections
Inspector Note:
Only qualified American Society
for Non-Destructive Testing
(ASNT) Level II or III technicians
shall conduct and/or verify nondestructive testing services done
by others in regards to
ultrasonic and magnetic particle
testing methods.

Damage Inspection. This is an unscheduled inspection to assess structural damage resulting
from environmental factors or human actions.
Damage inspections are performed to investigate damage in order to evaluate the potential
effect on the load-carrying capacity of the structure. A damage inspection may also be used to
determine the immediate need to place an emergency restriction on a bridge due to a traffic
impact or extreme weather event, or to determine repairs that are necessary to put the bridge
back into service.
The scope of the damage inspection has to match the level of detail necessary to accurately and
adequately determine the safe load-carrying capacity of the structure. Inspectors must evaluate
any fractured members, determine extent of section loss, take measurements for misalignment
of members, and check for any loss of foundation support. In the case of an assessment due to a
severe weather event or bridge impact, the inspector may need to make an on-site
determination of the need to close or severely restrict the traffic on the structure. Refer to
Section A.8.2 for additional information on conducting inspections for the purpose of completing
a bridge load re-rating structures with damaged members.
Damage Inspections
A-23
Damage inspections are performed on an as-needed basis as determined by the Bridge Owner
and/or Program Administrator.
OCTOBER 2014
Chapter A
A.5.6 SPECIAL
INSPECTIONS
Special Inspection. An inspection scheduled at the discretion of the Bridge Owner, used to
monitor a particular known or suspected deficiency.
A.5.6.1 Scope of Special

Inspections
Special inspections are performed in addition to the other NBIS inspections and typically focus
on specific elements of the structure. They may be prompted by structural deterioration,
conditions affecting the stability of the structure, or for other reasons at the discretion of the
State Program Manager. Some examples of Special Inspections would be:
Extensive deterioration to main load carrying members

Recorded or potential scour
Movement of a substructure unit
Settlement
Damage or Impact
A pinned assembly requiring non-destructive testing on a set routine inspection frequency
Structural details with a history of poor performance such as pin and hanger details.
Special inspections that require ultrasonic testing (UT) of pins are conducted by the MnDOT
Bridge Office. These inspections may be completed in conjunction with both District and Local
Agency inspectors. Traffic control and certain access equipment such as man-lifts or UBIVs are
the Bridge Owners responsibility in accordance with Chapter F MnDOT Inspection Vehicle
Policy Manual of the BSIPM.
The Bridge Office will maintain a list of those bridges which contain unique or special features
requiring additional attention to ensure the safety of such bridges (e.g. pin and hanger details
and steel pier caps).
Inspections will be conducted following appropriate MnDOT safety guidelines for both the
employee and the general public. Special inspections will be conducted using the same
guidelines as FC inspections.
Special Inspections
Pin and hanger details and pinned assemblies shall receive a special inspection at an interval not
to exceed 60 months. Other special inspections may be established at the discretion of the State
Bridge Inspection Program Manager. Reduction in inspection frequency (e.g. 24 months to 12
months) may be determined by the Structural Evaluation Engineer based on inspection findings
if deemed necessary.
Special Inspections are regularly scheduled until repairs are made, corrective actions are taken
to reduce or negate any potential risks to the safety of the structure, or the poor performing
structural details are removed from the structure.
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OCTOBER 2014
A.5.7 UNDERWATER
INSPECTIONS
A.5.7.1 Scope of
Underwater Inspections
Chapter A

Underwater Inspection. Inspection of the underwater portion of a bridge substructure and
the surrounding channel, which cannot be inspected visually at low water by wading or
probing, generally requiring diving or other appropriate techniques.
NBIS require inspection of all bridges as needed to determine the condition of the underwater
portion of the substructures with certainty. Minnesota defines a bridge as needing an
underwater inspection when, the water depth is such that the underwater portions of a
substructure cannot routinely be inspected using waders during periods of low water depth. It
can also apply to structures that cannot be examined by feel for condition, integrity and safe
load capacity due to excessive water flow velocity and/or turbidity.
Underwater inspections shall be both a visual and a tactile inspection of the entire underwater
portion of the substructure. Inspections shall include checking all concrete for erosion, wear,
abrasion, scaling, spalling, exposure, and deterioration, and for any exposed reinforcing steel
and all cracking. All exposed structural steel and piling shall be checked for misalignment and
loss of sections. All timber shall be sounded and checked for presence of bores, decay, and
weathering. The channel bottom shall also be inspected for presence, size, condition of riprap,
and for any evidence of scour. Underwater inspections should be conducted in a systematic and
organized manner that will be efficient and minimize the possibility of any underwater bridge
item being overlooked.
The Bridge Office will, for all Trunk Highway bridges, monitor and administer the underwater
inspections and maintain files on each of these bridges. Underwater Inspections will normally be
performed by diving contracts administered by the Bridge Office for all bridges requiring UW
inspections. The Bridge Office will maintain a list of the following for those bridges which require
Underwater Inspections:
Location of the bridge and member to be inspected

Type of foundation
Bottom of foundation elevation or pile tip elevation
Depth soundings at bridge as well as upstream and downstream of bridge
Type and frequency of required inspections
Inspection procedure(s)
Date of last inspection
Special equipment requirements
Description of any follow-up action(s) resulting from most recent inspection
Underwater inspections must be conducted under the direct supervision of either a MnDOT
certified Team Leader or someone with NBIS Team Leader qualifications. Refer to Section
A.4.1.6 for information regarding Underwater Bridge Inspector Qualifications.
Underwater Inspections
The frequency of underwater inspections will be based upon the criticality and condition of the
bridge. Diving inspections are performed by consulting engineers on state-wide contracts. To
ensure compliance with FHWA Metric #17, beginning in 2016 and continuing into the future, all
Trunk Highway, County, City, and Township bridges will receive underwater inspections on a 48
month cycle. The inspections will be combined under a single contract. UW inspections by a
certified engineer-diver may also be required for a scour critical bridge immediately after floods.
Reduced inspection frequency (i.e. 48 months to 12 months) may be suggested by the lead
consultant engineer based on inspection findings and then determined by the State Bridge
Hydraulics Engineer.
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OCTOBER 2014
A.5.8 INSPECTIONS OF
RAILROAD BRIDGES
Chapter A
The owner of the railroad track supported by a bridge is fully responsible for the safety of trains
that operate over that bridge, regardless of any agreement or division of ownership or
maintenance expense to the contrary.
It is highly suggested that the railroad track owner should:
Maintain an accurate bridge inventory (location, configuration, type of construction,

number of spans, span lengths, and all other information necessary to provide for bridge
management)
Ensure that every bridge that carries railroad traffic is inspected at least once per year.
Bridge inspection reports should be reviewed by an engineer who is competent in the field
of railroad bridge engineering.
Ensure that bridges are not loaded beyond their capacities. A professional engineer
competent in the field of railroad bridge Engineering (or under supervision) should
determine the bridge load capacity, and a record of the safe capacity of every bridge which
carries its track should be maintained.
Like all bridges on the MnDOT inventory, railroad bridges with condition ratings of 5 or higher
for NBI Item 59 and 60 may be inspected on a 24-month interval. Non-redundant railroad
bridges which carry an active railroad must be inspected on a 12-month frequency, regardless of
condition. Non-redundant railroad bridges are not considered fracture critical and do not
require in-depth inspections as they do not carry highway traffic.
A.5.8.1 Scope of
Railroad Bridge
Inspections
A Routine Inspection of a railroad bridge should not differ significantly from the inspection of a
highway bridge, except for the issue of railroad property access. As the intent of the roadway
agency is to safeguard those traveling beneath a railroad bridge, the inspection will typically be
performed exclusively from below. A Routine Inspection of a typical railroad bridge will consist
of a visual inspection of all the spans from the ground level.
In addition to routine inspection notes as previously discussed, notes should also include the
following:
Emergency and non-emergency railroad contact information

Railroad mile point or US/DOT ID number
Bridge Owner and custodian agency with bridge maintenance responsibility
The roadway agency inspector is not required to walk across the deck of a railroad bridge. The
deck can be visually inspected from below. Railroad decks are often too narrow to provide a
safe place to stand when a train is passing over, and many railroad bridges do not have railings.
If possible, the inspector should note if the railroad tracks are active, abandoned or removed.
On some multi-span railroad bridges, only the spans(s) crossing the public roadway will be
inspected by the roadway agency, and the inspection notes should clearly state what portion of
the bridge was inspected.
The roadway agency should pay particular attention to the safety of the roadway passing below
a railroad bridge. The inspector should verify that any required clearance signing is present,
correct and in readable condition. Vertical and horizontal clearance measurements should be
verified and current measurements kept on file. The inspector should always note if the
roadway below the bridge has been recently resurfaced, and the MnDOT Bridge Office should be
notified of any changes.
A.5.8.2 Railroad Flagger
Requirements
A-26
If access to railroad property is required to perform a bridge inspection, the railroad owner must
be notified and right of entry to the property obtained. A railroad flagger is required whenever
access equipment is used on a highway bridge over an active railroad. Requirements established
by the operating railroad owner for flaggers during the inspection will be determined prior to the
inspection and strictly adhered to by the roadway agency inspectors.
OCTOBER 2014
A.5.9 VERIFICATION OF
CLOSED BRIDGES
Chapter A
When bridges are closed to vehicle traffic and are not removed it is the responsibility of the PA
to verify the bridge is still closed to assure public safety from either pedestrian access on the
structure or from vehicle and/or pedestrian access below the structure. If the structure meets
the NBIS definition of a bridge and remains in the States Inventory, it must continue to be
closed.
Closed bridges are often found open to traffic due to the public removing temporary barricades
or signage. If the public continues to remove temporary barricades, the Bridge Owner should
install permanent barricades that the public cannot readily move. It is very important that these
bridges remain closed as a matter of public safety.
Closed Bridge
Verification
A-27
Verification that the bridge is still closed to traffic should be completed on an annual basis.
Advance signing and the closure barricades should be verified on an annual basis to ensure they
are still in serviceable conditions and still effective in preventing vehicle and/or pedestrian
access to the structure. Whenever possible, concrete barriers should be installed as a positive
measure to keep vehicles from gaining access to the structure.
OCTOBER 2014
A.6 INSPECTION
REPORTING
PROCEDURES
A.6.1 GENERAL
REPORTING TIMELINES
Chapter A
The following sections provide guidance for procedures to be followed for documenting and
reporting inspections and specific procedures and requirements.
State Owned Bridges:

For general reporting QC procedures of state owned highway bridges, see Section E.5.4.1.
The inspection report must be reviewed and approved by the appropriate Program
Administrator within 90 days of the inspection for Trunk Highway bridges.
Non-State Owned and Department of Natural Resource Bridges:
For general reporting QC procedures of non-state owned highway bridges, see Section E.5.4.2.
The inspection report must be reviewed and approved by the appropriate Program
Administrator within 180 days of the inspection for Local Agency bridges.
Railroad Bridges:
MnDOT and other Local Agencies normally do not forward bridge inspection reports to the
Railroad Owner unless one of the following criteria has been met:
If the Condition rating for NBI Item 58 (Deck), Item 59 (Superstructure) or Item 60
(Substructure) is rated a 4 or less
A Critical Deficiency as defined by Section A.6.2 of the manual is found during the inspection
A Hazardous Deficiency as defined by Section A.6.8 of this manual is found during the
inspection
If a special inspection is necessary to monitor a particular known or suspected deficiency
If a damage inspection is necessary due to damage that has caused the load carrying
capacity of the structure may be affected
The general reporting timelines outlined for non-state owned bridges should be followed for all
railroad structures.
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OCTOBER 2014
A.6.2 CRITICAL
DEFICIENCY REPORTING
Chapter A
A Critical Deficiency is defined as any condition discovered during a scheduled bridge inspection
that threatens public safety and, if not promptly corrected, could result in collapse or partial
collapse of a bridge. Critical Deficiencies include structural conditions and scour or hydraulic
conditions that are found to be critical during the inspection or that are likely to become critical
to the stability of the bridge before the next regularly scheduled inspection.
The FHWA requires that all states develop a process to monitor critical deficiencies found during
bridge inspections. The following sections are intended to provide the necessary guidelines to
fulfill the FHWA requirements. The guidelines described below are based on the Critical
Deficiency Procedures as outlined in Section 4.8.1.4 of the AASHTO Manual for Bridge
Evaluation (MBE) as well as Technical Memorandum 11-12-B-04 which states:
Critical structural and safety-related deficiencies found during the field inspection and/or
evaluation of a bridge should be brought to the attention of the Bridge Owner or
responsible agency immediately if a safety hazard is present. Standard procedures for
addressing such deficiencies should be implemented, including:
Immediate critical deficiency reporting steps (see Section A.6.2.1)

Emergency notification to police and the public if closure or restriction is warranted
Rapid evaluation of the deficiencies found
Rapid implementation of corrective or protective actions
A tracking system to ensure adequate follow-up actions
Provisions for identifying other bridges with similar structural details for follow-up
inspections if applicable
It is recognized nationally that some past bridge failures may have been prevented if prompt
attention had been given to concerns noted on bridge inspection reports. To ensure public
safety, it is essential that Critical Deficiencies not only be brought to the attention of those
responsible but that these findings are reviewed to confirm that all necessary corrective actions
have been completed.
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OCTOBER 2014
A.6.2.1 Critical
Deficiency Process
Chapter A
The following guidelines outline and describe the Critical Deficiency Inspection Report to be
completed if a Critical Deficiency is observed during a bridge inspection. The report is divided
into three parts, Responsibilities of the Bridge Inspector, Responsibilities of the Program
Administrator, and Responsibilities of the MnDOT Bridge Inspection Engineer. The Critical
Deficiency Inspection Report can be found in Appendix C.
Part 1 Responsibilities of the Bridge Inspector:
Upon discovery of a Critical Deficiency, the Bridge Inspector is responsible for the following:
1) Emergency Bridge Closure: If the observed condition is severe enough to warrant
immediate closure of the bridge (or immediate restriction of traffic above or below the
bridge), the Bridge Inspector shall immediately take any actions necessary to ensure public
safety.
2) Prompt Notification of the Program Administrator: Upon discovery of a Critical Deficiency,
the Bridge Inspector shall promptly notify the Program Administrator. The inspector should
identify the bridge number, bridge location, and clearly and accurately describe the critical
condition.
3) Inspection Report: In addition to the prompt verbal notification, the following written
documentation must be completed:
If the Critical Deficiency is observed during a routine (NBI/SIMS) inspection, the

inspector should rate the Critical Deficiency Smart Flag (Element #964) as Condition
State 2, and briefly describe the critical deficiency (if necessary, supplemental notes,
sketches, photos, and measurements should be included to fully describe the situation)
and submit the inspection to the Engineer.
If the Critical Deficiency is observed during a hands-on fracture critical inspection,
underwater inspection, or other special inspection, the inspector must submit a brief
written statement or report describing the condition (as described in step 2 above) to
the Engineer within 48 hours after finding the Critical Deficiency.
Part 2 Responsibilities of the Program Administrator:

Upon being notified of a Critical Deficiency, the Program Administrator is responsible for the
following:
1) Rapid Evaluation: The Program Administrator (PA) is required to quickly assess the
situation to confirm or refute the finding, and to initiate necessary traffic restrictions to
safeguard the public. If in doubt, the PA should temporarily close or restrict traffic on the
bridge, then contact a consulting bridge engineer, the MnDOT Bridge Inspection Engineer,
or the MnDOT Bridge Office (651) 366-4500 for assistance. If the PA determines that the
condition reported is not a Critical Deficiency, the Critical Deficiency Smart Flag (Element
#964) can be changed back to Condition State 1 after discussing with the inspector (the
MnDOT Bridge Office requires no subsequent documentation).
2) Traffic Control & Public Notification: The PA shall be responsible for coordinating all
necessary traffic control (such as load restrictions, lane or bridge closures, or detours). The
PA shall also be responsible for the public notification of any traffic restrictions.
3) Immediate Notification of the Bridge Owner: If the Bridge Owner (as listed on the MnDOT
inventory) is different than the entity with report jurisdiction, the PA shall be responsible
for informing the Bridge Owner that a Critical Deficiency has been found.
4) Submittal of Inspection Report to the MnDOT Bridge Inspection Engineer: Within 7 days
after a Critical Deficiency has been reported, the PA must notify MnDOTs Bridge Inspections
Engineer of the finding and must submit a copy of the inspection report.
A-30
OCTOBER 2014
Chapter A
5) Rapid Implementation of Corrective Action: The PA is responsible for promptly scheduling

repairs to the bridge. If the bridge remains open to traffic, the PA is responsible for
determining the proper load rating for the bridge, and ensuring that the rating is adequately
posted.
6) Resolution of Deficient Status: After repairs have been completed or the load rating
adjusted with proper posting, the PA should change the Critical Deficiency Smart Flag
(Element #964) rating to Condition State 1, and add a brief description of the corrective
actions taken in the inspection notes for that smart flag. A copy of the revised inspection
report must then be submitted to the MnDOT Bridge Inspection Engineer.
7) Updating of the Bridge Inventory: If the bridge load rating is permanently reduced, the PA
must submit a new load rating to the MnDOT Bridge Inspection Engineer. If the bridge is
closed to traffic, the PA must notify the MnDOT Bridge Inspection Engineer.
Part 3 Responsibilities of the MnDOT Bridge Office:
1) Provide Immediate Assistance: Requests for assistance in evaluating a Critical Deficiency
should be directed to the MnDOT Bridge Inspection Engineer (or, if not available, to other
available resources within the MnDOT Bridge Office) such requests will be given priority
over other work. If a Critical Deficiency is confirmed, a brief written report should be filed
with the MnDOT Bridge Inspection Engineer. Requests for assistance with follow-up
inspections should be directed to the MnDOT Bridge Office Inspection Unit. Requests for
repair recommendations should be directed to the MnDOT Regional Bridge Construction
Engineer (651) 366-4500.
2) Recording the Critical Deficiency: Upon receipt of a written or oral report or the Bridge
Inspection Report describing the Critical Deficiency from the PA, the MnDOT Bridge
Inspection Engineer will enter the bridge number and date of the inspection in a Critical
Deficiency Log, will create a separate file for the bridge to track resolution of the problem,
and will require the critical deficiency to be entered promptly into the SIMS Bridge
Management System. The Critical Deficiency Log will be available upon request.
3) Follow-up: The MnDOT Bridge Inspection Engineer shall monitor the situation as
necessary until the situation has been resolved and written notification of corrective action
has been received. If notification is not received within 30 days, the Bridge Inspection
Engineer shall contact the PA (or Bridge Owner) for further information.
4) Documenting the Resolution of the Deficiency: After the notification of corrective action
has been received from the PA, the MnDOT Bridge Inspection Engineer shall enter the date
of resolution in the Critical Deficiency Log and shall file all related documents.
5) Updating of the Bridge Inventory: Upon notification that a bridge has been closed, or that
a bridge load rating has been permanently reduced, or that repairs have been completed,
the MnDOT Bridge Inspection Engineer will forward the information to the Bridge Asset
Data Management Unit (BADMU) so the bridge inventory can be properly updated.
6) Annual Reporting of Critical Bridge Deficiency Status: Prior to May 1st of each year (which
coincides with the annual submittal of the bridge inspection data to the FWHA), the MnDOT
Bridge Inspection Engineer will report the status of Critical Deficiencies to the State Bridge
Engineer (SBE). The status of Critical Deficiencies that have been logged during the past
year, and any additional bridges in the SIMS database with Element #964 in Condition State
2 will be included in the report.
A-31
OCTOBER 2014
A.6.3 FRACTURE
CRITICAL INSPECTION
REPORTING
A.6.3.1 7-Day Fracture

Critical Report
Chapter A
The reports specific to fracture critical bridge inspections listed below involve an extensive
review process which procedures are explicitly outlined in an internal MnDOT Bridge Office
document. The basic report and review procedures outlined in said internal document are
abbreviated below for the purposes of statewide awareness.
This report must be submitted by the Bridge Office TL to the Bridge Owner within 7 days of the
inspection date. The purpose of the report is to identify deficiencies that may require
immediate action before the Final Fracture Critical Report is written and reviewed and to
provide NBI and Element coding for input of routine inspection data within required data entry
time limits. The standard 7 Day Fracture Critical Report template is available in SIMS.
The 7 Day Fracture Critical Report undergoes a review process as follows:
A-32
Critical Deficiencies, New Load Rating Recommendation, Safety Hazards, and/or Structural
Analysis Recommendation if any of these items are determined during a FC inspection, the
TL must notify the BIE and the Bridge Evaluation Unit immediately. The Bridge Evaluation
Unit will call an assessment A.6.2meeting to develop a plan of action. Once a plan of action
is determined, the Bridge Evaluation Engineer will submit a response via e-mail to the BIE
and CC the assessment meeting participants. The BIE will then submit to the inspection
team, who will then in turn document the plan of action in the bridge file, notify the
Program Administrator as applicable, and/or create a Critical Deficiency Report in SIMS if
necessary.
If no critical deficiency is determined during a FC inspection, the designated inspection
report writer will first create the 7 Day Fracture Critical Report in SIMS in conjunction with
the inspection team members for review.
Once reviewed by the inspection team members and
Inspector Note:
revised, the inspector will submit the 7 Day Fracture
Any critical deficiencies should
Critical Report to the BIE for review via SIMS. The BIE
be reported immediately as
will review the report for inspection-related items,
discussed in Section A.6.2.
grammar, format, and completeness. The review will
be promptly returned to the report writer for revision
through the SIMS application by way of personal edits within the application or in the
comments section upon submittal.
Once revisions are made, the inspector will submit the 7 Day Fracture Critical Report to the
BIE who then submits to the Bridge Evaluation Unit via SIMS. The Bridge Evaluation Unit will
review the report for any items that may need attention prior to distribution of the Fracture
Critical Report. The Bridge Evaluation Unit shall complete the Structural Assessment Report
form tab in SIMS and promptly submit back to the BIE.
If the Bridge Evaluation Unit identifies any Critical Deficiencies, New Load Rating
Recommendation, Safety Hazards, and/or Structural Analysis Recommendation that were
not previously identified by the TL, the Evaluation Unit will follow the process outlined
above. The report writer will revise and redistribute the 7 Day Fracture Critical Report as
necessary under the direction of the BIE.
The report writer will then submit the 7 Day Fracture Critical Report to the BIE for approval.
The BIE approves and then sends the report via email to the PA and Bridge Owner. The
report writer will also send an e-mail to the Bridge Evaluation Unit, Bridge Management
Unit (to update inventory items), and the EDMS Document Specialist (import into EDMS)
with the 7 Day Fracture Critical Report attached as a PDF. In the case of a border bridge, the
7 Day Fracture Critical Report must also be sent to the respective agency contact via e-mail.
The BIE will record that day as the 7-Day Report Date Sent in the Bridge Office Inspection
Tracking spreadsheet for that year.
OCTOBER 2014
A.6.3.2 Fracture Critical
Report
This report is a standard narrative report that identifies the inspection procedures, fracture
critical members, fatigue prone details, and detailed inspection findings of the bridge. It is the
detailed supplementary report to the initial 7 Day Fracture Critical Report. The standard
Fracture Critical Report template is available in SIMS. This report also undergoes a similar review
process as the 7 Day Fracture Critical Report:
A.6.3.3 Structural
Assessment Report
Chapter A
Within five months of the FC inspection date, the report writer will create a Fracture Critical
report in SIMS. Once complete, the report writer will submit the report for review via SIMS
to the BIE who may distribute to others in the Inspection Unit for review as needed.
Reviewed reports will be submitted back to the report writer through SIMS within 14 days of
receipt by the BIE. Format and inspection adequacy review is completed by the BIE, or
others in the Inspection Unit as delegated, through the SIMS application by way of personal
edits within the application or in the comments section upon submittal.
The report writer must complete revisions within 14 days of receipt.
The report writer will then submit this final report for approval to the BIE.
The BIE will send a PDF of the report via e-mail to the applicable Minnesota Program
Administrator and CC the report writer, Bridge Evaluation Unit, and EDMS Document
Specialist (to import into EDMS). In the case of a border bridge, the Fracture Critical Report
must also be sent to the respective agency contact.
The BIE will then record that day as the Date Sent to Owner in the Bridge Office Inspection
Tracking spreadsheet for that year
The Bridge Evaluation Unit conducts a structural assessment of the bridge based on the 7 Day
Fracture Critical Report. Purposes of the report include:
Verify critical deficiencies have been addressed

Determine if repair or rehabilitation is recommended or needed
Determine if the structure is functioning as designed
Determine if load rating should be re-evaluated
Identify items to schedule for repair
A standard template of the Structural Assessment Report is provided as an optional tab in SIMS
for every report type and is located in Appendix B of this document. The Structural Assessment
Report is submitted with the 7 Day Fracture Critical Report to the Bridge Owner. Structural
Assessment by the Bridge Evaluation Unit may be utilized for other Inspections Types (i.e. Initial,
Routine, Damage, Special, etc.) at the discretion of the Bridge Owner.
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OCTOBER 2014
A.6.4 UNDERWATER
INSPECTION REPORTING
Chapter A
Underwater inspection reports shall include the following items:
Location of the bridge and members to be inspected

Type of foundation
Bottom of foundation elevation or pile tip elevation
Depth soundings at bridge as well as upstream and downstream of bridge
Type and frequency of required inspections
Inspection procedures
Date of last inspection
Special inspection requirements
Description of any follow-up actions resulting from those findings
The consultant performing the inspection shall develop a Quality Management Plan that
specifies how the consultant will perform quality assurance and quality control activities
throughout the duration of the project to ensure delivery of a quality product in a timely manner
that conforms to established contract requirements. The Quality Management Plan shall be
submitted to the States Program Manager for approval.
Detailed narrative reports including condition assessment, sketches, and photographs must be
entered into SIMS upon completion of the inspection and then reviewed by the appropriate PA
within 90 days of the inspection for TH bridges and within 180 days of the inspection for local
agency bridges. The reports shall include the following items: location of the bridge and
members to be inspected, type of foundation, bottom of foundation elevation or pile tip
elevation, depth soundings at bridge as well as upstream and downstream of bridge, type and
frequency of required inspections, inspection procedures, date of last inspection, special
inspection requirements, description of inspection findings, and description of any follow-up
actions result from those findings.
A.6.5 SPECIAL
INSPECTION REPORTING
A.6.6 MAINTENANCE
RECOMMENDATION
REPORTING
A.6.7 INSPECTION
UPDATE REPORTS
Reports include condition assessment, sketches, and photographs and must be entered into the
special inspection report in SIMS upon completion of the inspection and then reviewed by the
appropriate Program Administrator within 90 days of the inspection for Trunk Highway and
within 180 days of the inspection for local agency bridges.
Maintenance recommendation reporting is crucial in order to highlight issues with the bridge
superstructure, substructure, and/or channel. With prompt reporting, these issues can
hopefully be reduced with proper maintenance. See the Bridge Maintenance Manual for
procedures on reporting maintenance recommendations.
Update reports may be completed in SIMS for a bridge when there is a change to any core
NBI/element inspection data or maintenance task outside of a regular inspection frequency
interval. The Update Report will apply changes only to those items without affecting the
established routine, fracture critical, special, etc. inspection date.
An Update Report allows inspectors to change data without affecting the next inspection due
date.
An example of using an Update Report would be obscured elements during a winter inspection.
A.6.8 HAZARDOUS
DEFICIENCY REPORTING
A-34
A Hazardous Deficiency is defined as an element level condition found during a regularly

scheduled bridge inspection that may be hazardous to public safety, but IS NOT expected to lead
to collapse or partial collapse of the bridge. While any Hazardous Deficiency found during a
bridge inspection should immediately be reported to the Bridge Owner (or appropriate
authority), the MnDOT Bridge Office requires no subsequent documentation.
OCTOBER 2014
A.7 INSPECTION
RECORDS AND
BRIDGE FILES
A.7.1 PURPOSE OF
INSPECTION RECORDS
AND BRIDGE FILES
Chapter A
The AASHTO Manual for Bridge Evaluation Section 2.2 recommends that Bridge Owners should
maintain a complete, accurate, and current record of each bridge under their jurisdiction. At a
minimum, a bridge file should include a chronological record of Inventory and Appraisal sheets,
inspections performed, including Special, Underwater, and Fracture Critical Reports, bridge load
rating and posting records, photographs, design plans, and bridge related correspondence. A
bridge file can either be electronic, hard-copy, or a combination of both.
This section establishes policies and procedures on how State and Local Agencies are to maintain
their bridge records to effectively manage physical assets within their right-of-way and to meet
FHWA requirements. This section is largely based on requirements established by Chapter 2 of
the AASHTO Manual for Bridge Evaluation (MBE) and therefore mandated by FHWA. Bridge
Owners should maintain a complete, accurate, and current record of each bridge under their
jurisdiction. Complete information, in good usable form, is vital to the effective management of
bridges. These records are needed to:
Establish an inventory of infrastructure assets

Document the condition and functionality of structures, including the need and justification
for bridge restrictions for public safety
Identify improvement and maintenance needs for planning and programming
Document maintenance repairs performed
Document bridge rehabilitation performed
Provide the basis for a replacement bridge record if structure is replaced
Meet documentation requirements for work performed using Federal and State funding
Provide available information in a timely manner for safety inspections

A.7.2 MAINTAINING
BRIDGE FILES/RECORDS
The bridge inspection file is an integral part of an effective bridge inspection and management
system.
The information in the bridge inspection file is kept current through bridge inspections
scheduled at regular intervals. As bridge inspection files are updated, the existing information is
archived and retained to establish a history for each bridge.
A bridge record contains the cumulative information about an individual bridge. It should
provide a full history of the structure, including details of any damage and all strengthening and
repairs made to the bridge. The bridge record should report data on the capacity of the
structure, including the computations substantiating reduced load limits, if applicable.
Some or all of the information pertaining to a bridge may be stored in electronic format as part
of SIMS. When both electronic and paper formats are used for saving data, they should be crossreferenced to ensure that all relevant data are available to the inspector.
A.7.3 COMPONENTS OF
BRIDGE RECORDS
Some of the components of good bridge records are described below. It is recognized that, in
many cases (particularly for older bridges), only a portion of this information may be available.
The components of data entered in a bridge record should be dated and include the signature of
the individual responsible for the data presented if applicable.
A-35
Plans Current structural plans, including initial construction and subsequent widening,
rehabilitation and repair plans associated with the structure. Each bridge record should
include one set of final drawings showing the as-built condition of the bridge. Plans
associated with maintenance work, including guardrail, paving, and joint replacement
should also be retained.
Specifications Special provisions, including initial construction and subsequent widening,
rehabilitation and repair specifications associated with the structure. Standard specifications
may be considered included by reference when stated on the plan sheets.
OCTOBER 2014
Chapter A
Photographs Maintain current and past photos of the structure elevation view, deck, both
approach roadway views, and current defects or other significant features. The approach
roadway and elevation photos need to be sufficient to easily identify the bridge, and should
be updated whenever the bridge is rehabilitated, widened, or otherwise visibly altered. If
the bridge is load posted, photos of the approach roadway needs to include the load posting
signs.
Posting Current load and clearance posting values, date of posting, and description of
posting signage used. This description needs to identify the posting requirements to meet
state and local laws. In cases when advance warning signs are needed, these signs shall be
included in this documentation. Maintaining current information includes:
o Ensuring the most current load rating calculations are consistent with the load posting
values
o Documentation for posting restrictions created by executive decision (usually as a result
of bridge damage) is included
o The most current vertical and/or horizontal clearance measurements are consistent
with the vertical clearance posting values on and under the bridge
Traffic Data All traffic data required for the bridge record is maintained in the SI&A sheet
or equivalent.
Inspection History A cumulative record of all routine, fracture critical, underwater, and
special feature inspections; all damage inspections required as a result of accidents,
structure deterioration or natural disasters; all other special follow-up inspections to assess
damage after a natural disaster; and any other in-depth inspection or testing report. This
bridge record component also includes a cumulative record of all in-depth studies or
evaluations, including but not limited to fatigue evaluations, material test reports, or scour
evaluations.
Inspection Requirements A current set of documents that define requirements and
procedures for all routine, fracture critical, underwater, in-depth and special feature
inspections. These documents are intended to facilitate inspection planning by defining the
appropriate equipment and access needs. Special requirements to ensure the safety of the
inspection personnel, the public, or both should be noted, including a traffic control plan if
applicable. The following areas of preparation, where applicable, are to be documented for
each bridge.
o Required Tools and Equipment - Identify any specialized tool or piece of equipment
necessary that is not ordinarily carried by the bridge inspector. Example tools might be
extendable ladders, special non-destructive testing equipment, power tools, lights,
special safety equipment, special underwater tools or diving gear.
o Special Services - Record any special services that are required. Example services might
be traffic control, structure cleaning operations, inspection access such as structure
rigging, an Under Bridge Inspection Vehicle (Snooper), or special working platforms
such as a barge.
o Scheduling - Document specific scheduling needs for non-routine inspections. This
includes manpower needs for larger structures that require an extended duration
inspection effort with multiple inspectors, bridges subject to seasonal flooding
conditions, fracture critical bridges where special services are required, and underwater
bridge inspections.
Site Condition Considerations - Identify unique site conditions that require more than routine
preparation. Unique site conditions include railroad property right-of-way
o
A-36
restrictions, navigable waterway restrictions, high voltage transmission lines, confined

space, unusually heavy vegetation, mud, pollution, insect or animal droppings,
unusually high water level or unique traffic safety procedures.
OCTOBER 2014
A-37
Chapter A
SI&A Sheets A cumulative record that displays all the data for the bridge. Additional
information on this can be found in Chapter D - Recording and Coding Guide of the BSIPM.
Load Rating Records A current and complete record of load rating calculations, including a
summary of the controlling rating factor and controlling element. In addition, this summary
should provide all the information needed to code relevant fields in the SI&A sheet. The
summary sheet shall be signed and stamped by the Professional Engineer of record for the
load rating document.
Correspondence Cumulative correspondence directly related to the bridge, with emphasis
on bridge condition, damage, repairs, rehabilitation, and replacement. The intent is to retain
pertinent information for the long term management of the in-service bridge that is not
retained in other locations.
Maintenance and Repair History A chronological record documenting the maintenance
and repairs that have occurred since the initial construction of the bridge. At a minimum,
this includes completed maintenance records for all repair recommendations documented
in inspection reports.
Coating History Cumulative paint, sealant and other protective membrane material
specifications and testing documents.
Accident Records This component refers to vehicular accidents resulting in damage to the
bridge.
Permit Loads A cumulative record of all permit loads requiring review by the Load Rating
Engineer, or other designated individual who meets the qualifications of a Load Rating
Engineer.
Flood Data A chronological history of major flooding events, including high-water marks at
the bridge site and scour activity for bridges over water.
Waterway Information Channel cross-sections, soundings and stream profiles.
Scour Plan of Action (POA) Scour records are required for all bridges over water.
Agreements A current record of all maintenance, inspection, or other relevant agreements
with other agencies or consultants pertinent to bridge management.
Permits A current record of all permits issued by other agencies.
Materials and Tests Material certification and testing documents associated with
construction records.
OCTOBER 2014
A.7.4 INSPECTION
ORGANIZATION UNIT
FILE
Chapter A
The Districts and Local Agency Bridge Owners are to maintain a general file of their organization
for bridge safety inspection in addition to individual files for each specific bridge. This general
organization file should contain:
List of all bridge and culvert structures

List of load posted structures
List of Fracture Critical Member bridges
List of structures with special features and/or conditions that necessitate special feature
inspections at intervals less than that specified for the routine inspection
List of bridges that require underwater inspection
List of bridges to be inspected during/after high water events
Contact list for key staff during bridge emergencies
Inspection organization
A.7.5 ARCHIVING
BRIDGE RECORDS FOR
REPLACED STRUCTURES
A.7.6 ADDITIONAL
BRIDGE RECORDS FOR
NON-HIGHWAY
BRIDGES
When a bridge is demolished or permanently removed from service, the Program Administrator
for the removed bridge shall provide documented acknowledgement of the removal. It is
suggested that the Bridge Owner maintain bridge records for the removed bridge permanently.
The bridge files for all non-highway bridges that cross a public roadway must contain all of the
applicable requirements outlined in Section A.7.3 above. Additionally, the following items must
be maintained:
A-38
Organization Chart
Staffing with inspection certification credentials indicated
Internal inspection Quality Control Plan
List of inspection equipment
Availability of bridge design and inspection reference material
Results of previous QA and FHWA reviews
Department of Natural Resources Bridges: The memorandum of understanding that

governs the inspection of bridges owned, operated, or maintained by the Department of
Natural Resources should be maintained. Review Section A.3.6 for the requirements that
must be included in this memorandum.
Other Non-Highway Bridges over Public Roads: Any agreements that pertain to the
inspection of these structures need to be maintained in the bridge file.
OCTOBER 2014
A.8 LOAD RATING
Chapter A
Bridge load ratings are administered and performed by the Bridge Load Rating Unit of the
MnDOT Bridge Office. Bridge load ratings may also be performed by other qualified engineers.
Bridge load ratings are calculated in accordance with the AASHTO Manual for Bridge Evaluation.
This manual refers the user to the AASHTO Standard Specifications for Highway Bridges (Std
Specs) for additional needed information.
All bridges in Minnesota open to the public, carrying cars and trucks, with spans of 10 feet or
more require a load rating. This includes all county, local, and private bridges. Railroad bridges
are rated by the operating railroad. Bridges that carry pedestrians or recreational traffic are
rated only in special cases.
A.8.1 LOAD RATINGS

BASIC REQUIREMENTS
A load rating calculates the safe live load carrying capacity of a bridge and to provide a basis for
posting and permit decisions. It factors in the original capacity of the bridge and any changes in
configuration and reductions due to deterioration or damage. The load rating calculation results
determine whether the bridge needs to be load posted in order to restrict the type and weight
of vehicles that can cross the bridge.
All bridges or culverts on the MnDOT structure inventory carrying vehicular traffic require a
current load rating. Newly constructed bridges must have a load rating completed and submitted
before the bridge can be opened to traffic. Throughout the life of the bridge, the load rating
needs to be recalculated anytime the physical condition of the structure changes (based upon
information from inspections) or when new loading conditions exist. See Section A.8.2 for
common reasons a bridge needs to be reload rated.
A load rating report along with the calculations must be retained in the Bridge Owners files and
a copy should be submitted to the MnDOT Bridge Office.
A.8.2 GENERAL RERATING GUIDELINES
According to State Statute 165.03,

Subdivision.6a, stipulates that a structure
must be re-rated when it is determined that a
significant change has occurred in the
condition of the structure. Ratings must also
be reviewed and re-rated if necessary when
the allowable legal load using the structure is
increased.
Inspector Note:
For every inspection cycle, the bridge load
rating should be reviewed so it can be
updated to reflect any relevant changes in
condition or loading noted during the
inspection (Section 6A.1.1 of the MBE).
Section 15.6 of the MnDOT LRFD Bridge Design Manual states that a new bridge load rating
should be calculated whenever change occurs that would sufficiently change the rating. The
most commonly encountered types of changes are:
A-39
A change in the dead load on the bridge (such as a thicker layer of gravel or overlay)
Damage that alters the structural capacity of the bridge (such as being struck by an oversize
load)
Deterioration that alters the structural capacity of the bridge (such as corrosion or rot)
Settlement, movement, or scour of a pier or abutment
Repairs or remodeling
A change in the AASHTO rating specification
An upgrading of the rating software
A change in the laws regulating truck weights
OCTOBER 2014
A.8.2.1 Changes in NBI
Condition Ratings
As the NBI condition ratings for deck (NBI Item 58), superstructure (NBI Item 59), substructure
(NBI Item 60) and culvert (NBI Item 62) describe the overall physical condition of the structure,
they can be a useful tool for determining if a new load rating is required. The following general
rules should be followed when reviewing the NBI ratings during each inspection cycle:
A.8.2.2 Changes in
Structural Element
Condition Ratings
Chapter A
If an NBI condition rating falls to 4 (poor condition), the bridge inspection report and
existing load rating should be reviewed to determine if a new load rating is required.
If an NBI condition rating falls to 3 (serious condition), a new load rating should be
performed.
As the structural elements describe the condition of specific bridge components, they can be
useful in determining if a new load rating is required, and for identifying which specific structural
member requires analysis. While any structural element or smart flag rated at the worst
condition state should be reviewed by the Program Administrator, the following general rules
should be followed when reviewing the structural element condition ratings during each
inspection cycle:
If any portion of a primary structural element is rated in the worst condition state, the
existing load rating and inspection notes (along with any photographs, sketches, or
measurements) should be reviewed to determine if a new rating is required. For painted
steel elements, the worst condition state is condition 5, for unpainted weathering steel,
concrete, timber, or masonry elements; the worst condition state is condition 4. See
Section B.4 of the BSIPM for rating descriptions for the Structural Element Condition
Ratings.
Section loss due to corrosion is a common problem on steel bridges in Minnesota, the
Section Loss Smart Flag (Element #363) should be reviewed. If the Section Loss Smart Flag is
rated as condition 4, the existing load rating and inspection notes (along with any
photographs, sketches, or measurements) should be reviewed to determine if a new rating
is required.
BSIPM User Note:
See Section B.4.10.8 for rating descriptions
for the section loss smart flag.
A-40
OCTOBER 2014
A.8.3 ROLE OF THE
TEAM LEADER
Chapter A
The information gathered during a bridge inspection (condition ratings, inventory information,
and inspection notes) is essential in determining if there is a need for a new load capacity rating.
The TL should understand the basic principles of bridge load ratings, should be familiar with the
MnDOT load rating forms, and should have access to the most recent load rating report for the
structure being inspected.
Prior to performing an inspection, the bridge inspection report and structure inventory report
should be reviewed to determine the following:
When was the last load rating performed?

Is a load posting signage required?
During a bridge inspection, the inspector should determine (and report) the following:
Has any damage or deterioration occurred since the last load rating which is significant
enough to reduce the load carrying capacity of the bridge?
Has any dead load been added to the bridge since the last load rating?
Is the load posting signage (if required) in-place, correct, and readable?
Inspector Note:
If the inspector suspects that a new load capacity
rating is required or that a review of the load
rating may be warranted - the Program
Administrator should be notified immediately.
A.8.3.1 Documenting
the Condition of Primary
Structural Elements
The inspector should also note the

presence of any salvaged steel
components, temporary structural
supports, or any other information
that might affect the load carrying
capacity of the structure.
Only those structural elements that are in the direct load path (from the vehicle down to the
supporting earth) affect the bridge load rating. This includes primary structural elements of the
deck, superstructure, and substructure.
Deck deterioration may have an effect on the load carrying capacity of a bridge. This may be
a concern on timber decks, slab spans, composite structures, or bridges with an integral
deck and superstructure (such as cast-in-place concrete or prestressed T-beam bridges).
A superstructure component (girder, beam, arch, truss, floorbeam, stringer, etc.) will
typically be the controlling element in a load rating. Any significant damage or deterioration
of a primary superstructure element will likely reduce the load-carrying capacity of the
bridge.
The substructure (piers and abutments) should be examined for deterioration, as well as
damage from ice flows or flood debris. Substructure components should be examined for
any evidence of instability (settlement, tipping, misalignment, or undermining) or section
loss that could affect the load-carrying capacity of the bridge.
On corroded steel members, deteriorated

Inspector Note:
concrete members, or decayed timber
The bridge inspection report should document
members, the loss in cross-sectional area
deterioration or damage on a primary structural
should be determined as accurately as
element (direct load path element) with
reasonably possible. Misaligned, bent, or
sufficient detail so that the load-carrying
kinked members should be measured and
capacity of the member can be determined in a
documented (particularly compression
load rating analysis.
members). Distressed or deteriorated
connections should be thoroughly
documented. As the inspection notes alone may not be enough to convey this information,
additional measurements, sketches, or photographs may be required. By obtaining and
documenting adequate information during the initial inspection, the need for a follow-up
inspection may be avoided.
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OCTOBER 2014
A.8.3.2 Identifying and
Reporting Additional
Dead Loads
The inspector should note any significant dead loads which have been added to the bridge since
it was constructed. Any significant change in the dead load on a bridge should be promptly
reported to the Bridge Inspection Program Administrator.
A.8.3.3 Verification of
Load Posting Signage
Chapter A
Verify the deck wearing surface type, depth, and year of installation - this is a particular
concern on bridges with bituminous or gravel wearing surfaces. Any discrepancies with the
information displayed on the structure inventory report should be noted, and brought to
the attention of the Inspection Program Administrator.
Have the original bridge railings been replaced, filled in, or otherwise modified?
Have sign structures, light poles, or other ancillary structures or decorative features been
installed on the bridge?
Have utilities (water mains, gas mains, etc.) been installed on the bridge?
On culvert structures, the inspector should note any unusual deterioration or distortion
below the driving lanes (which may indicate the need to restrict heavy loads), and verify the
embankment fill depth displayed on the structure inventory report.
During each inspection,

the inspector must verify
that load posting signage
(if required) is in-place,
correct, and readable.
BSIPM User Note:

See Section D.7.8.5 for more information
regarding load posting signs.
Inspector Note:
Confirm that load posting signs are present either on or
immediately in front of the bridge and should note if
advanced signs are present. If the load posting signs are
missing or posted greater than the inspection report the PA
should be promptly notified.
If posting is required, the

actual posting will be
displayed on the header of
the MnDOT Bridge Inspection
Report and at the bottom
right corner of the MnDOT
Structure Inventory Report.
All signs must display the correct weight limits. The condition of load posting signage can be
rated using element #981 (see Section B.4.11.1).
If it is apparent that load postings are not being adhered to, the Program Administrator should
be notified.
A.8.3.4 Verification of
Member Sizes and Steel
Type
The size of structural members (and the type of steel of which they are comprised) will have a
significant effect on the load-carrying capacity of the structure. While verification of the member
sizes and steel type is not typically within the scope of a routine bridge inspection, information
observed and reported during an inspection can be essential to performing accurate load
ratings.
Field Measurements: On bridges without plans, load ratings are based upon field
measurements. The load rating will only be as accurate as the field measurements. If possible, it
is a good idea to note the size, number, and spacing of structural members on the inspection
report. This may help identify errors in the load rating calculations. Prior to performing a new
load rating, the size and spacing of the structural members should be confirmed. Any
discrepancies with plan dimensions, or the dimensions indicated on the load rating calculations,
should be promptly reported to the Program Administrator.
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OCTOBER 2014
Chapter A
Salvaged Steel Members: The inspector should note if any observed conditions would suggest
that the structural steel members present on a bridge are older than the construction date listed
on the structure inventory report. Over the years, steel trusses and beams have frequently been
salvaged from an older bridge and moved to a new location. In some cases, the age of the
salvaged steel may not have been considered in the existing load rating. Clues which might
indicate the presence of salvaged steel include the following:
A steel beam or steel truss bridge with a timber substructure

Steel beams with variable depths or unequal spacing
Steel members with different paint systems
Beam ends that are laterally offset or overlapping at the piers
Floorbeams that have been extended with welded field splices
Connection holes or stiffeners in odd locations
The presence of salvaged structural members should be noted on the bridge inspection report. If
the age of salvaged structural elements can be determined, it should be noted on the bridge
inspection report. If the inspector suspects that the structural steel on the bridge is older that
what was assumed in the load rating calculations, it should be promptly reported to the Program
Administrator.
A.8.4 ROLE OF
INSPECTION PROGRAM
ADMINISTRATOR
In Minnesota, every MnDOT District, County, City (or other agency with inspection jurisdiction
for a bridge), must appoint a Bridge Inspection Program Administrator as discussed in Section
A.3.4.2 of this manual. The role and duties of the Program Administrator as they relate to load
ratings are outlined below.
A.8.4.1 MnDOT District

Program Administrators
Responsibilities of a MnDOT District Bridge Inspection Program Administrator include, but are
not limited to, the following:
A-43
Review the inspection reports and structure inventory reports during each inspection cycle
to determine if changes in condition or dead loads indicate that a new load rating should be
performed. The most recent load rating reports for Trunk Highway bridges are now available
on Electronic Document Management System.
If a new load rating is required for a Trunk Highway vehicular bridge, the MnDOT District
Bridge Inspection Program Administrator should immediately contact the MnDOT Bridge
Office Load Rating Engineer. See the Introduction of the BSIPM for contact information.
Additional field measurements may be required to perform a load rating.
Verify that any load posting signage (if required) is in place, correct, and readable.
If a load rating determines that a bridge must be posted (or that an existing posting be
revised), the posting signs must be installed within 30 days of the District being notified by
the MnDOT Bridge Office Load Rating Engineer. Significant changes in the posted limit may
warrant installation of temporary posting signs until permanent posting signs can be
installed. The MnDOT District Bridge Inspection Program Administrator must notify the
MnDOT BADMU when posting signs are in place.
Contacting the railroad, if inspections determine that damage or deterioration to a railroad
bridge is sufficient to reduce the load carrying capacity of the structure (registered mail is
preferred).
OCTOBER 2014
A.8.4.2 County/Local
Program Administrators
The County or City Engineer will typically serve as the Bridge Inspection Program Administrator cities which do not employ an engineer may elect to designate a private consultant engineer as
the Program Administrator. Responsibilities of a Bridge Inspection Program Administrator
include, but are not limited to, the following:
A-44
Chapter A
Verify that load capacity ratings have been performed on all vehicular bridges on the agency
roster.
Review the inspection reports and structure inventory reports during each inspection cycle
to determine if changes in condition or dead loads indicate that a new load rating should be
performed.
The online report Load Posting & Rating Review should be reviewed annually. This report
lists bridges that require load postings, bridges without a load rating date, and bridges that
may require a new load capacity rating. Any errors or discrepancies should be reported to
the MnDOT BADMU.
See that any required load ratings are promptly performed, and that the appropriate load
rating form is submitted to the MnDOT Bridge Management Unit to update the structure
inventory. Many agencies will hire a consulting engineer to perform bridge load ratings,
most culvert load ratings can be performed by the agency using Form 90.
Verify that load posting signage (if required) is in-place, correct, and readable. Township or
municipalities should be promptly notified if load restriction signage is incorrect, missing or
damaged. A follow-up inspection should be performed to verify that the load posting
signage has been corrected, repaired or replaced. If a new rating requires that a bridge must
be posted (or that an existing posting be revised), posting signs should be installed as soon
as reasonably possible, but no more than 30 days after the load rating date. Significant
changes in the posted limit may warrant installation of temporary posting signs until
permanent posting signs can be installed.
County and City Program Administrators should be aware of Minnesota Statute 165.03,
Subdivisions 3 & 4, which require the following:
A report of the inspections shall be filed annually, on or before February 15 of each year,
with the county auditor or town clerk, or the governing body of the municipality. The
report shall contain recommendations for the correction of, or legal posting of load
limits on any bridge or structure that is found to be under strength or unsafe.
Contacting the railroad, if inspections determine that damage or deterioration to a railroad
bridge is sufficient to reduce the load carrying capacity of the structure (registered mail is
preferred).
OCTOBER 2014
A.8.5 LOAD RATING
RESPONSIBILITY
A.8.5.1 Procedures and
Qualifications
Chapter A
This section identifies who is responsible for insuring that load ratings are completed as well as
the procedures and qualifications to complete the load ratings.
Federal Law, as outlined in the NBIS, requires that bridges be load rated in accordance with
procedures specified in the AASHTO Manual for Bridge Evaluation. The NBIS require that the
individual charged with overall responsibility for the load rating of bridges must be a registered
professional engineer.
Bridge load rating calculations should be based upon all relevant information in the bridge file.
This includes the original plans, reconstruction or repair plans, any structural modifications
which have increased the dead load on the bridge, traffic data, and the existing structural
condition based upon the most recent inspection. MnDOT recommends that bridge load rating
calculations be checked by another engineer.
The skills necessary to perform a load rating varies considerably depending upon the type of the
structure. Complex or non-redundant (fracture critical) bridges may require specialized
engineering knowledge.
A.8.5.2 Responsibility
for Performing Load
Ratings
Trunk Highway Bridges: Load ratings for Minnesota Trunk Highway bridges are performed by
the MnDOT Bridge Office Load Rating Unit. Load ratings for Truck Highway culvert structures are
the shared responsibility of the MnDOT Bridge Office and the District. For newly constructed
Trunk Highway culverts, the MnDOT BADMU will fill out Form 90 and enter the corresponding
operating and inventory load ratings in the MnDOT database. The District is responsible for
monitoring culvert conditions and consulting with the MnDOT Bridge Office Load Rating Unit if
changes in condition indicate that a new rating may be needed.
County & Local Bridges: Load ratings for County/local bridges and culverts are the responsibility
of the agency with inspection jurisdiction over the bridge. Counties and Cities will typically hire
consultants to perform some (or all) of their load ratings.
Railroad Bridges: The FRA guidelines to railroads for the inspection and management of railroad
bridges are outlined in 49CFR 213, Appendix C. The railroad owner is responsible for ensuring
that the bridge is capable of safely carrying all railroad traffic operated on that track, and for
specifying the maximum loads that may be operated over the bridge. Load ratings for railroad
bridges are performed according to AREMA Manual for Railway Engineering. Load ratings for
railroad bridges are not generally filed by MnDOT. Load rating information for a railroad bridge is
not entered in the MnDOT database, and is not reported to the FHWA.
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OCTOBER 2014
A.8.5.3 Load Rating
Responsibilities of the
MnDOT Bridge Office
Chapter A
MnDOT Bridge Office - Load Rating Unit: The MnDOT Bridge Office Load Rating Unit performs
load capacity ratings for Minnesota Trunk Highway bridges (with some exceptions), develops the
load rating report forms, and provides data to the MnDOT Office of Freight and Commercial
Vehicle Operations (OFCVO), to route overweight permit loads on state Trunk Highways.
The MnDOT Bridge Office Load Rating Unit will perform load ratings on new Trunk Highway
bridges when a Trunk Highway bridge is remodeled, or when a MnDOT District requests a new
load rating due to structural damage of deterioration.
After being contacted by a MnDOT District that a bridge requires a new load rating, the
MnDOT Load Rating Engineer will perform a preliminary evaluation - the time frame for
calculating a new load rating will depend upon the level of importance determined from the
preliminary evaluation. The final load rating (if necessary) should be completed within 45
days of the preliminary evaluation.
While the MnDOT Bridge Office Load Rating Unit does not perform load ratings for County/local
bridges, they are available for technical assistance.
MnDOT Bridge Office Bridge Asset Data Management Unit: The MnDOT BADMU files a copy
of the load rating report for any bridge (Trunk Highway, County, City, Township, Etc.) which
carries vehicular traffic.
The BADMU is responsible for updating load rating items in the structure inventory database and
reporting load rating information to the FHWA.
The NBIS requires that load rating information for state Trunk Highway bridges be updated
within 90 days of the load rating date, and that load rating information for County/local bridges
be updated within 180 days of the load rating date.
For newly constructed Trunk Highway culverts, the MnDOT BADMU will fill out Form 90 and
enter the corresponding operating and inventory load ratings in the MnDOT database.
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OCTOBER 2014
A.8.6 LOAD RATING
FORMS
Chapter A
The results of a bridge load rating analysis should be summarized on a bridge rating and load
posting report form. MnDOT Load Rating forms can be found on the Bridge Office Web Site
under the heading Bridge Rating and Data Management (see link below):
http://www.dot.state.mn.us/bridge/datamanagement.html
These are the MnDOT load rating and posting report forms:
Form RC-CL & RD-CL (Bridge Rating & Load Posting Report for County and Local Bridges)
Form RC-TH & RD-TH (Bridge Rating & Load Posting Report for Trunk Highway Bridges)
Form 90 (Culvert Rating Form)
Form PIR-CL (Physical Inspection Rating for County and Local Bridges)
Form PIR-TH (Physical Inspection Rating for Trunk Highway Bridges)
Form PW (supplemental posting worksheet)
TrussR (truss member rating form)
Any questions related to performing load ratings or filling out the MnDOT load rating and
posting report forms should be directed to the MnDOT Load rating Engineer. Immediately after a
load rating is performed, a copy of the appropriate MnDOT load rating and posting report
form(s) should be submitted to the MnDOT Bridge Management Unit to update the structure
inventory.
Bridge Asset Data Management Unit
MnDOT Bridge Office
3485 Hadley Avenue North
Oakdale, MN 55128-3307
Form RC-CL (County and Local Bridges): Form RC-CL is the bridge rating and load posting report
for County and local bridges - this form (along with all load rating calculations) must be retained
in the files of the Bridge Owner. A copy of Form RC-CL should be submitted to the MnDOT
BADMU to update the structure inventory report. This will be retained in the files of the MnDOT
BADMU.
Form RC-TH (Minnesota Trunk Highway Bridges): Form RC-TH is the bridge rating and load
posting report for Minnesota Trunk Highway bridges. This form and any load rating calculations
are retained in the MnDOT Load Rating Engineer files. A copy of Form RC-TH shall be forwarded
to the MnDOT BADMU to update the structure inventory report. This will be retained in the files
of the MnDOT BADMU. Load rating reports for most Trunk Highway bridges are now available
through the MnDOT EDMS to allow MnDOT Districts to view, download or print load rating
reports.
Form 90 (Culvert Rating Form): Any culvert which carries vehicular traffic and is defined as
bridge under Minnesota state law (total structure length of 10 feet or greater), must have a
load rating. New culverts, or culverts in fair or better condition with no evidence of distress due
to normal traffic loads, can be rated using Form 90. Form 90 includes a table from which the
inventory and operating ratings can be selected based upon the culvert design and material
type. The inventory ratings shown in the table are based upon the minimum original design load,
regardless of original capacity.
Before using the table on Form 90, the most recent bridge inspection report must be reviewed
to confirm that the NBI culvert rating (NBI Item 62) is condition 5 or greater. If the NBI culvert
rating is 4 (poor condition) or lower, Form 90 cannot be used. Form PIR should then be used to
determine a reduced level for these ratings.
A-47
OCTOBER 2014
Chapter A
Some other guidelines for using Form 90 include:
If the Form 90 table guidelines are not followed in determining the inventory and operating
ratings, an explanation should be provided.
Box culverts with a clear span 20 ft. or greater cannot be rated using Form 90 - they must be
rated as a bridge (use Form RC-CL or RC-TH instead).
If a culvert is comprised of more than one culvert type or material, the segment with the
lowest inventory and operating ratings will govern (this should be noted on Form 90).
Cast-in-place concrete box culverts are typically classified as either type W (generally
constructed prior to 1944) or type C (generally constructed after 1945). As the type W
culverts have less steel reinforcement, they will have lower inventory and operating ratings.
The Culvert Rating Form 90 should be retained in the files of the Bridge Owner. A copy of Form
90 should be submitted to the MnDOT BADMU to update the structure inventory report. This
will be retained in the files of the MnDOT BADMU.
Form PIR-CL or Form PIR-TH (Physical Inspection Rating Form): In situations where a load rating
cannot readily be calculated, an evaluation by an engineer based upon the most recent
inspection may be used to approximate the inventory and operating ratings. Form PIR (Physical
Inspection Rating) may be used for one or more of the following reasons:
No bridge plans are available

For concrete bridges where the steel reinforcement is unknown
If the superstructure has deterioration or damage which cannot be quantitatively measured,
but has obviously reduced the load carrying capacity of the bridge
If the substructure has deterioration, shifting, tipping or misalignment which obviously
reduced the load carrying capacity of the bridge, but the extent of the reduction cannot be
readily be calculated
A culvert with an NBI culvert rating of 4 (poor condition) or lower
A culvert posted with less than legal loads
The rating is determined by the engineer upon careful consideration of all available information,
including bridge condition (corrosion, spalling, damage, deflection, settlement, cracking, etc.),
age, type of construction, redundancy, average daily traffic (ADT), loading (past, present, and
future), etc. Engineering judgment or a combination of calculations, experience, and engineering
judgment is used.
The numbers in the rating should follow this approximately ratio: (1.6 x HS Inventory Rating) =
(HS Operating Rating) = (the posting weight in Tons for the single truck) = (0.625 x the posting
weight in Tons for a combination truck).
For type of analysis check Other and write in PIR and for method of rating check No Rating
Computations Performed.
The Physical Inspection Rating Form PIR must be retained in the files of the Bridge Owner. A
copy of Form PIR should be submitted to the MnDOT BADMU to update the structure inventory
report. These will be retained in the files of the MnDOT BADMU.
Bridges rated using Form PIR should have all overweight permits prohibited, unless the bridge
has a documented history of carrying heavier trucks with no evidence of distress beneath the
traffic lanes.
A-48
OCTOBER 2014
A.8.7 QUALITY
CONTROL/QUALITY
ASSURANCE
A.8.8 LOAD RATING

REFERENCES AND LAWS
Chapter A
Quality control checks shall be conducted on every load rating product, and thus at a much
higher frequency than quality assurance checks. The quality control and quality assurance
expectations are described in more detail in Chapter E Quality Control (QC)/Quality Assurance
(QA) of the BSIPM.
References for performing bridge load capacity ratings include the following:
MnDOT LRFD Bridge Design Manual - Section 15 (2009)

AASHTO Manual for Bridge Evaluation (2008)
AASHTO Manual for Condition Evaluation and Load and Resistance Factor Rating (LRFR) of
Highway Bridges (2003)
AASHTO Manual for Bridge Evaluation (2011)
AASHTO Standard Specifications for Highway Bridges (2002)
AASHTO LRFD Bridge Design Specifications (2007)
AREMA Manual for Railway Engineering (2008)
Laws Pertaining to Bridge Load Ratings

The NBIS are outlined in the Code of Federal Regulations Title 23: Highways, Part 650 - Bridges,
Structures, and Hydraulics, Subpart C National Bridge Inspection Standards. Sections of the
NBIS which pertain to bridge load capacity ratings include the following:
CFR 650.303 - Applicability

CFR 650.305 - Definitions
CFR 650.309 - Qualifications of Personnel
CFR 650.315 - Inventory
CFR 650.317 - References
Minnesota State Rules and Statutes can be viewed on the following link:
https://www.revisor.leg.state.mn.us/pubs/
Some key Minnesota State Statutes pertaining to bridge load capacity ratings include the
following:
A-49
Minnesota Statute 165.03, Subdivision 3 & 4 - Annual Reporting of Load Rating Changes
Minnesota Statute 165.03, Subdivision 6 - Toll bridge load ratings reported every two years
Minnesota Statute 165.03, Subdivision 6a Bridge Load Rating and Posting
Minnesota Statute 169.80 - Size, Weight, Load
Minnesota Statute 169.801 - Implements of Husbandry
Minnesota Statute 169.822 - Weight Limitations & Definitions
Minnesota Statute 169.824 - Gross Weight Schedule
Minnesota Statute 169.826 - Seasonal Increases
Minnesota Statute 169.8261 - Timber Products
Minnesota Statute 169.84 - Load Limit on Bridge
Minnesota Statute 169.86 - Special Permits
Minnesota Statute 169.871 - Excess Weight Penalty
Minnesota Statute 169.88 - Damages & Liability
OCTOBER 2014
A.9 SCOUR ANALYSIS
AND CHANNEL
CROSS-SECTIONS
A.9.1 SCOUR CRITICAL

BRIDGES
A.9.2 CHANNEL CROSSSECTIONS
A.9.2.1 MnDOT Criteria

and Minimum
Frequency for
Performing Channel
Cross-Sections
A-50
Chapter A
All new bridges must be designed to be stable for predicted scour depths. Bridge scour analysis
procedures are provided in FHWA Publication HEC-18 Evaluating Scour at Bridges. The
Minnesota Bridge Scour Program for
existing bridges has consisted of four
BSIPM User Note:
parts which follow procedures
See Section D.7. 9.8 for information on the
described in FHWA publications HECMnDOT Scour Evaluation process and how
18, Evaluating Scour At Bridges,
to determine the MnDOT Scour Code.
HEC-20, Stream Stability At Highway
Structures and HEC-23 Bridge Scour
and Stream Instability
Countermeasures. The parts include:
primary screening, secondary screening, scour analysis, and developing and implementing a
POA, which may include countermeasures and/or monitoring during floods.
Bridges deemed scour critical need to have a scour monitoring plan on file at the Bridge Office
and in the agencys bridge files. Scour monitoring plans may also be required if a bridge has
experienced severe scour or, if for other reasons, its structural stability is in question for higher
discharges. For more information regarding scour monitoring plans, contact the State Bridge
Flooding Engineer.
A channel cross-section is a series of channel bottom elevation measurements taken across the
channel (perpendicular to the direction of flow) - these are typically taken along the edge of the
bridge deck. Channel cross-sections are useful tools for identifying scour problems or long-term
changes in the channel, such as aggradation, degradation, or channel migration. Section 2.4.1 of
the AASHTO Manual for Bridge Evaluation recommends that bridge files contain information
relating to the channel cross-sections:
Channel cross-sections should be taken and a sketch developed to become part of the
bridge record. The sketch should show the foundation of the structure and, where available,
a description of material upon which footings are founded, the elevation of the pile tips, the
footings of piers and abutment, or any combination thereof. This information is valuable for
reference in anticipating possible scour problems through periodic observation and is
especially useful to detect serious conditions during periods of heavy flow. The use of aerial
photography, when used to monitor channel movement, should also become part of the
bridge record.
Channel cross-sections from current and past inspections should be plotted on a common
plot to observe waterway instability such as scour, lateral migration, aggradation, or
degradation. Vertical measurements should be made or referenced to a part of the
structure such as the top of curb or top of railing that is readily accessible during high water.
Soundings and multiple cross-sections may be necessary to provide adequate information

on waterway instability and how the structure may be affected. Such requirements will vary
with the stream velocity and general channel stability. The necessity of additional soundings
must be determined by the Engineer. These soundings will normally be limited to an area
within a radius of 100 feet from a pier.
While a routine bridge inspection will include examining piers and abutments for scour (by
probing those substructure units that are accessible by wading), channel cross-sections are not
necessarily performed during routine inspections. MnDOT has developed the following criteria
for determining which bridges require channel cross-sections, and establishing a minimum
frequency for performing channel cross-sections. More frequent channel cross-sections (or
supplemental soundings) may be needed if significant scour problems exist, or if specified in the
Scour Plan of Action. Channel cross-sections are recommended during or immediately after high
water events, or if a significant change in the streambed is observed.
OCTOBER 2014
A.9.2.1.1 Bridges
Requiring Channel
Cross-Section
Chapter A
Channel cross-sections are only required for bridges carrying vehicular traffic if they meet the
following criteria:
1.
Bridges classified as Scour Critical (MnDOT scour codes D, R or U).
2.
Bridges with an NBI Channel Condition Rating (NBI Item 61) of 3.
If channel cross-sections are required according to the criteria above, they should be performed
at a minimum frequency of 5 years.
Any bridge included with a state-wide underwater inspection contract will have a channel crosssection performed as part of the contract, regardless of the MnDOT Scour Code. The agency with
inspection jurisdiction is responsible for performing all required channel cross-sections for those
bridges not included in a state-wide underwater bridge inspection contract.
A.9.2.1.2 Bridges
Recommended for
Channel Cross-Sections
Channel cross-sections are recommended for bridges meeting the following criteria:
1.
Bridges over 20 ft. in length with a MnDOT scour code of G (unknown foundations)
2.
Bridges over 20 ft. in length with a MnDOT scour code of J (scour susceptible)
3.
Any bridge with an NBI Channel Condition Rating (NBI Item 61) of 4
4.
Any bridge with a Scour Smart Flag rating (structure element #361) of condition 2 or
3
5.
If cross-section measurements are recommended in the Scour Plan of Action
If channel cross-sections are recommended (according to the criteria above), the agency with
inspection jurisdiction should establish an appropriate frequency - this will vary depending upon
such factors as the stream volume and velocity, structure type, and site conditions.
A-51
OCTOBER 2014
A.9.3 CHANNEL CROSSSECTION PROCEDURES,
EQUIPMENT, AND
DOCUMENTATION
Chapter A
At a minimum, a channel cross-section shall be taken along the upstream and/or downstream
face of the bridge. Channel bottom elevation measurements should be taken at a sufficient
number of locations along the bridge to obtain a representative channel cross-section which can
be compared to past and future cross-sections. At a minimum, this shall include channel bottom
elevation measurements at each substructure unit and at the center of each span. On longer
spans, establishing specific measurement locations along the bridge can speed up data collection
and will make it easier to compare to past and future measurements.
Channel bottom elevation measurements may be obtained by using a sounding rod, weight,
sonar, or survey equipment. The type of equipment used will often be dictated by the water
depth and velocity (sonar readings may not be possible in turbulent water). A benchmark
elevation should be clearly marked on the curb or railing (or another easily accessible location on
the bridge), so that channel bottom elevations can be easily determined from depth readings.
Elevation measurements are generally recorded to the nearest tenth of a foot.
Channel cross-section measurements shall be documented in the bridge file so that past data
can be readily accessed and compared to present measurements. For large bridges, or bridges
over large rivers, lakes, or streams - a cross-section diagram (a graphical display of the actual
streambed elevation) is recommended. A reference cross-section diagram should be established
showing the original (plan) channel cross-section - this should include the substructure
foundation elevations. For smaller bridges, or bridges over smaller streams with a relatively
stable history - channel cross-section measurements may be documented in a table. If only a few
measurement locations are required, they can be included in the bridge inspection notes
(general notes section).
Example:
This channel cross-section diagram shows how the main channel of the Minnesota River
shifted dramatically during flooding in 1965, severely undermining the second pier from the
left.
A-52
OCTOBER 2014
A.9.4 FOLLOW-UP
ACTIONS FOR CHANNEL
CROSS-SECTIONS
Chapter A
By performing channel cross-section measurements on regular intervals (and during floods),

scour or channel problems can be identified and corrected before they threaten the structural
integrity of the bridge or approach fill. Problems which might not be obvious during an
inspection may be more apparent when comparing past and present cross-section
measurements.
Any significant scour or channel problems discovered during an inspection, or determined
through the comparison of channel crossInspector Note:
sections should be promptly reported to
the Bridge Inspection Program
To ensure that channel cross-sections are
Administrator. This includes streambed
performed at the required (or recommended)
elevations below the substructure footings
frequency, the date of the most recent
or seals (or below the critical scour depth
channel cross-section measurements should
specified in the Scour Plan of Action),
be noted in the bridge inspection report
undermined footings, exposed foundation
(general notes section).
piling, failure of scour countermeasures or
slope protection, loss of abutment backfill, or notable shifting or lowering of the channel.
A-53
OCTOBER 2014
Chapter A
A.10 NONDESTRUCTIVE
TESTING
Non-destructive testing (NDT) is a wide group of analysis techniques used in science and industry
to evaluate the properties of a material, component or system without causing damage. The
most basic NDT method is visual examination. Visual examination procedures could range from
simply looking at a structure component to see if surface imperfections are visible to using
computer controlled camera systems to look at a structure component.
A.10.1 STEEL
STRUCTURES
NDT is often used during the inspection of steel structures to determine the presence or extent
of a defect when visual inspection either suggests the existence of a crack, or is not sufficient to
verify the internal integrity of structural elements such as pins. The NDT methods most
frequently used in the field by inspectors are:
Ultrasonic Thickness Testing

Liquid Penetrant Testing (PT)
Magnetic Particle Testing (MT)
Ultrasonic Testing (UT)
Personnel inspecting steel structures should be familiar with the use and limitations of the
various methods of NDT. The information provided within this manual provides only basic
guidance in the NDT methods typically used by bridge inspectors. To ensure proper application
of the testing procedures and interpretation of results, inspection personnel require additional
training by certified instructors and extensive hands-on experience.
A.10.1.1 Ultrasonic
Thickness Testing
An ultrasonic thickness gage (UTG) is an instrument that is used to measure steel plate
thicknesses at discrete locations. Several different models of UTGs are available. Consult the
manual for the specific UTG being used for proper operation. For rough or corroded surfaces an
instrument with an A-scan presentation should be used to assure that accurate readings are
obtained.
For inspection procedures go to http://www.dot.state.mn.us/bridge/inspection.html
When determining the potential uses for a UTG, the following should be considered:
Advantages:
Able to obtain plate thickness measurements in confined areas or where large plate widths
prevent the use of typical calibers.
Effective method of obtaining plate thickness measurements along seams of built-up
members such as truss gusset plates.
Able to determine individual plate thicknesses where corrosion and/or pack rust is
developing between plates of built-up members.
Disadvantages:
A.10.1.2 Liquid
Penetrant Testing
A-54
Surface must be cleaned down to bare metal to get accurate results.
PT relies on the ability of a liquid to enter into a discontinuity. Therefore it can only find
discontinuities which are open to the surface of the material. It can be applied to any material
provided it is non-porous, and is not adversely affected by the Penetrant material. The basic
procedure requires that the material be pre-cleaned to remove all surface contaminates and the
application of a liquid (penetrating oil) to the surface being tested. The Penetrant will seek out
and enter small surface openings. Penetrant is then removed from the test surface by wiping
with a solvent dampened rag. After drying, a developer is applied. The penetrant remaining in
the discontinuity bleeds out forming a highly visible, contrasting indication on the test surface.
OCTOBER 2014
Chapter A
A Dye Penetrate Testing kit typically contains:
Visible dye penetrant that will be pulled into defects and held by capillary action.
Cleaner/remover fluid for use in pre-cleaning the test area and removing excess penetrant
from the surface being tested.
Non-aqueous developer that will both extract the dye which penetrated into a discontinuity
and also provide a contrasting background color for the dye.
Wiping towels, brushes and directions for using the kit.
On steel bridge structures, PT is often used to verify the existence and extent of cracks open to
the surface after a visual inspection reveals a potential crack location.
When determining if PT should be used to evaluate indications, the following should be
considered:
Advantages:
Can be used on such materials as aluminum, cast iron, forgings, castings, plastics and
ceramics.
Is simple to use and less costly than most other NDE methods.
Very portable and well adapted for field use.
Very effective tool for detecting surface cracks, and can be easily carried and used without a
power supply or complex equipment.
Disadvantages:
A.10.1.3 Magnetic
Particle Testing
Removal of paint from existing structures can be problematic.

Can only detect discontinuities that are open to the surface.
Surfaces must be properly cleaned to remove all surface contaminants such as paint, rust,
scale, welding flux, etc.
Is affected by temperature, at low temperatures test sensitivity is reduced.
Test typically takes longer to perform than other NDE methods.
MT, also often called mag particle testing, can be used to locate both surface and near surface
discontinuities in ferrous steel elements using magnetization techniques and principles. It cannot
be used on aluminum or non-ferritic (non-carbon stainless) steels. For bridge inspection, the
most commonly used piece of equipment is the Electromagnetic Yoke.
To perform MT with a yoke, the following material and equipment is required:
A source of electricity
An electromagnetic yoke
Ferromagnetic powder
Dry, low pressure air usually a small hand held puffer
A-55
OCTOBER 2014
Chapter A
When determining if MT should be used to evaluate indications, the following should be

considered:
Advantages:
Can be performed without removing well adhered paint from the tested surface if 2 mils or
less.
Able to locate small and shallow surface cracks.
Much faster than other NDE methods.
No or little limitation due to size or shape of the part being inspected.
Cracks filled with foreign material can be detected.
No elaborate pre-cleaning is necessary.
Disadvantages:
A.10.1.4 Ultrasonic
Testing
The magnetic field must be in a direction perpendicular to the principal plane of the
discontinuity for best detection.
Power source is required.
UT is a nondestructive means of detecting and characterizing internal discontinuities using high

frequency sound waves. It is also used to detect surface discontinuities, define bond
characteristics and to measure thickness. The principle advantages of UT over other NDT
methods are:
Allows for detection of discontinuities deep within the part.

High sensitivity permits the detection of very small discontinuities.
Greater accuracy in determining the position of internal discontinuities.
Only one surface needs to be accessible.
Provides almost instantaneous indications of discontinuities.
UT is used by MnDOT bridge inspection personnel to ascertain the internal condition of

structural elements that cannot be visually or otherwise inspected. Testing pins for the presence
of internal cracks is the most common use of UT during bridge inspections. UT must be
performed by personnel trained to use the equipment and interpret the test results.
A.10.1.5 NDT
Certification
A-56
Training and certification of all methods of NDT is coordinated by the MnDOT Bridge Office, and
is separate from other MnDOT technical certifications.
OCTOBER 2014
A.10.2 CONCRETE
Chapter A
Delaminations in concrete can be a serious problem and often are heard before they are seen.
The most common NDE method for concrete structures is by sounding. Sounding is used to
determine the presence of delaminations within a concrete element and is typically performed
using a hammer on the surface of concrete substructure units and using a chain drag when
evaluating the condition of a concrete deck. Delaminations typically result from corrosion of the
reinforcement bars or debonding in the case of a concrete overlay.
The test procedure involves delineating between sound and unsound concrete by the sound
produced when stuck by a metal object such as a hammer or chain. With little experience an
Inspector can began to delineate the different sounds produced. However, it does take a trained
ear to differentiate defects that are located further below the surface and to clearly identify the
true limits of defects. Many delaminations are visible on the surface due to the general
deterioration of the concrete, but others show no visual signs and require another NDE method
to locate.
A.10.2.1 Chain Drag

Survey
A chain drag is basically another method of sounding concrete and is typically used to evaluate
the condition of a concrete bridge deck. The chain drag allows inspectors to cover a large area
of deck surface in a short time with a reasonable amount of accuracy. The chain drag survey is
also a low cost alternative to other NDE methods discussed later in this chapter. Due to its low
cost, many agencies use this method as an initial evaluation to determine the need for further
investigation. Like hammer sounding methods, the chain drag test is subjective, and therefore
requires an experienced inspector to perform the survey with a high degree of accuracy. Also,
localized areas are harder to detect with a chain drag, and may require hammer sounding to
provide accurate limits of the delamination. Due to the nature of the test, localized areas of
delaminations are more difficult to detect.
The chain drag survey simply entails dragging a chain over the concrete surface and listening for
the sound difference between sound and unsound areas of concrete. The device typically
consists of a four or five sections of chain mounted to an 18 (+/-) long tube. The chain sections
are 12 to 18 long and the tube is connected to a handle that can be fabricated to any length
for operator comfort. The test is performed by dragging the chain sections across the surface of
the concrete and marking areas that produce a dull sound. Care must be taken to accurately
differentiate and mark the unsound areas. This usually involves going over a suspect area
several times to clearly identify the locations of unsound concrete. A grid system should be
constructed on the surface of the deck so that delaminated areas can be plotted easily. This test
usually involves two people conducting the test: one to drag the chain and one to do the
marking. A photograph of an inspector conducting a chain drag test can be seen in the figure
below:
A-57
OCTOBER 2014
Chapter A
When determining if a Chain Drag should be used to evaluate the deck condition, the following
should be considered:
Advantages:
Test produces immediate results on near surface anomalies.

Generally lower cost than other NDE methods used on concrete decks.
Can usually be conducted as part of any Routine Inspection.
Disadvantages:
A.10.2.2 Ground
Penetrating Radar
Sensitive to an inspectors care and attention to detail when performing the test.
Test is subjective and results may vary between inspectors.
More time consuming that other NDE methods used on concrete decks.
Ground Penetrating Radar (GPR) is a nondestructive test method that uses high-frequency radio
waves to penetrate and detect reflected signals to create an image of the subsurface.
Integrated radar inspection systems combine ground penetrating radar technology with data
acquisition and data processing hardware and software into an integrated and automatic GPR
system that can be used at highway speeds. GPR is a real-time, non-destructive evaluation
method that quickly and accurately locates delaminations. It can also be used to determine the
depth and location of post-tension cables, rebar, and electrical or fiber optic conduits embedded
in concrete. GPR uses high frequency radio waves to inspect the interior of concrete structures
and locate defects or other buried obstructions with a high degree of accuracy. A typical GPR
equipped vehicle is shown in the figure below:
The advantage of combining NDT and field verification is that it provides a comprehensive
evaluation of subsurface conditions throughout the entire project, not only at locations where
coring is performed. The data acquired from GPR surveys can then be kept on file so any future
evaluations can be compared to predict future maintenance or rehabilitation needs. The record
produced by the GPR is a continuous, cross-sectional picture or profile of subsurface conditions.
However, there are different reporting levels depending on the purpose/scope of the evaluation.
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OCTOBER 2014
Chapter A
When determining if a GPR should be used to evaluate the deck condition, the following should
be considered:
Advantages:
The speed of data collection and the immediate availability of the results.
Data can be collected at highway speeds without any traffic control required.
The record produced by the GPR is a continuous, cross-sectional picture or profile of
subsurface conditions.
Disadvantages:
A.10.2.3 Infrared
Thermography
Higher costs than chain drag NDE method.
Infrared Thermography (IRT) is a non-destructive evaluation technique that characterizes the

properties of a material by monitoring its response to thermal loading. The term thermal
loading is commonly used to describe the transfer of energy from a heat source to a solid
object. IRT can be complete at traffic speeds with automated systems, or using hand held
devices. The hand held devices can be used or other applications other than concrete decks
depending on the field conditions encountered
For automated systems evaluating concrete bridge decks, this test also involves a vehicle
mounted IR imaging scanner where the vehicle is driven over the bridge deck. If the evaluation
is performed during daylight hours, the delaminated areas will appear as hot spots. During the
evening time as the bridge is cooling down, the delaminated areas will appear cooler relative
to the sound bridge deck. The IR scanner is usually incorporated with an electronic distancemeasuring device so the resulting thermographs can be overlaid onto scaled CAD drawings to
locate suspect areas.
The test procedure is highly sensitive to temperature and other environmental conditions. For
delaminations to be detected there must be some minimum temperature difference between
the delaminated area and sound areas. Therefore, the deck must receive direct sunlight for a
period of time before the test can be performed. Because water could penetrate cracks in the
deck surface and affect the results, the test procedure also requires the deck to be dry for a
certain minimum amount of time. Windy conditions and/or shaded areas will affect the test
results and must be considered when interpreting results.
A typical IRT equipped vehicle is shown in the figure below:
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OCTOBER 2014
Chapter A
When determining if a IRT should be used to evaluate the deck condition, the following should
be considered:
Advantages:
The speed of data collection and the immediate availability of the results.
Data can be collected at highway speeds without any traffic control required.
Hand held devices have widespread adaptability for evaluation of concrete components
other than bridge decks.
Disadvantages:
A-60
Sensitive to weather conditions

Higher costs than chain drag NDE method.
OCTOBER 2014
A.10.3 TIMBER
Chapter A
Visual inspection of timber members is the most basic NDE method utilized during timber bridge
inspections. Timber has the unique characteristic of typically not showing distress due to
internal decay until significant section loss has occurred.
It is important for inspectors to look closely at areas where typical decay exists such as the dirt
line on timber piling and bearing areas between superstructure and substructure elements.
These areas need to be evaluated at an arms-length to effectively locate suspect decay
locations. For example, any amount of slight crushing of a timber cap should be documented
and evaluated by another NDE method such as sounding.
Visual inspection of timber members should always include sounding, which is discussed below.
These two NDE methods must be used together to effectively inspect timber members and for
an inspector to gain experience in the evaluation of timber as a structural member.
A.10.3.1 Sounding
Sounding is the oldest and most widely used NDE method for assessing the condition of timber
components of bridge structures other than visual methods. Sounding provides a quick
inspection procedure to identify serious decay within members. With sounding, the timber
member is struck by a hammer and the resulting sound tone is used to make inferences to the
condition of a member. This test method is highly subjective and is sensitive to an inspector
experience and ability to differentiate sound tones produced. Additionally, other defects within
the member such as knots, splits, checks, etc. can affect the sound being produced and can lead
to many false interpretations of decayed areas.
This NDE method is usually used in conjunction with boring to determine the extent of decay
and to confirm or negate suspect areas. Boring is the most dependable and widely used method
for detecting internal decay in timber. When a hollow sound is encountered, this area should
be marked and examined further to determine if decay is present. This can be performed with
either an increment borer to extract wood cores for examination, or drilled with a battery
operated drill using a 3/8 wood core bit. When drilling, the bit should be marked at 1
increments to help the inspector determine the depth of where the decay is located within a
member.
Many times decay is isolated within certain growth rings. As the inspector begins to drill, care
should be taken to attempt to determine the depth and thickness of each decayed layer
encountered as the drill extends into the member. Note that hardwood plugs should be used to
plug any drilled out holes.
A-61
OCTOBER 2014
Chapter A
Sounding and subsequent drilling of timber members is somewhat an art and not an exact
science. Proper training and experience cannot be overemphasized. The following should be
considered when inspecting timber members:
Advantages:
Immediate results
Inexpensive method of evaluating timber members
Disadvantages:
A-62
Highly subjective with results varying between inspectors

Sounding only indicates serous decay, where initial decay may not be able to be detected
Typically needs to be combined with the semi-destructive evaluation technique of drilling to
quantify the extent of internal decay
OCTOBER 2014
A.11 BRIDGE SAFETY
INSPECTION
EQUIPMENT
Chapter A
Quality inspections begin with the inspector having access to the correct tools. Without correct
tools, an inspector cannot adequately inspect a structure to the adopted standards required by
the NBIS. The information provided in this section is just a guide and should not be limited to
the equipment shown; special circumstances may necessitate the use of non-standard tools.
The Central Bridge Office and Districts have some specialized tools that can be signed out to
other Local Agencies as needed.
The inspection team should always have the Bridge Inspection Field Manual and Recording and
Coding Guide available for reference during the inspection. These ready references are critical
and should be consulted often.
A.11.1 INSPECTION
TOOLS EQUIPMENT
A.11.1.1 NDT Tools
A.11.1.2 Visual Aid

Tools
A.11.1.3 Inspection
Tools
A.11.1.4 Documentation
Materials
A-63
Inspectors should review Section 3.4 Inspection Equipment of the FHWA BIRM before an
inspection assignment for thorough coverage of recommended requirements.
Inspectors should have available for use the following tools at a minimum for NDT inspections:
12 Steel Rule
Micrometer
100-foot tape
Feeler gauges
Thermometer
Optical crack gauge
Tape Measure (25 to 35)
Plumb bob
4-foot level
String line
2-foot level
Telescoping Range Pole
Calipers
6-foot folding rule (with sliding depth gauge)
Inspectors should have available for use the following tools at a minimum for Visual Aid:
Binoculars
Flashlight/Headlamp
10x magnifying glass
Mirror
Inspectors should have available for use the following tools at a minimum for routine
inspections:
Hammer (masons or pick)
Pocketknife
Sounding chains
Ice pick
Steel wire brush
Incremental borer or 18V Cordless Drill with 3/8 bit
Flathead screwdriver
Probing rod
Scraper
Protractor
Whisk broom
Hip boots or waders
Spade
First Aid Kit
Inspectors should have available for use the following tools at a minimum for documenting
inspections:
Inspection forms
Camera
Computation paper
Pencil/pen
Clip board
Permanent marker
Straight edge
Paint stick/marker
Laptop computer
Lumber crayon
OCTOBER 2014
A.11.2 INSPECTION
ACCESS
Chapter A
Inspection access needs to be determined during the planning stage and may depend on the
type and scope of the inspection. Gaining access to every part of the structure can be
challenging and may take different types of equipment based on several factors. Common
access equipment is listed below:
Ladder
UBIV/Snooper
Boat
Bucket Truck
MOOG
Rigging
Manlift
Rope Access
MnDOT has several snoopers that are stationed at the Central Bridge Office as well as at several
of the District maintenance facilities. Refer to Chapter F MnDOT Inspection Vehicle Policy
Manual of the BSIPM for use and scheduling of the Snoopers and MOOG.
A-64
OCTOBER 2014
A.11.3 CONFINED SPACE
ENTRY
Chapter A
Due to unique construction of many bridges, confined space situations (i.e. inside box beam
superstructures, towers for suspension bridges, enclosed abutments and piers, exhaust and
fresh air plenums of tunnels and some culverts) are issues that need to be thoroughly planed
and coordinated prior to the inspection.
Confined spaces may pose special hazards such as toxic, flammable, or asphyxiating
atmospheres, inwardly converging walls, or engulfment. To minimize the hazards presented by
confined space entries, State and Local Agencies should develop procedures to protect the
health and safety of employees while entering, working in, and exiting confined spaces.
Confined space is defined as:
Is large enough and so configured that an employee can bodily enter and perform assigned
work; and
Has limited or restricted means for entry or exit; and
Is not designed for continuous employee occupancy
In general, confined spaces are considered to be enclosures that restrict the natural movement
of air; or enclosures with limited openings for entry and exit. A Safety Plan for work in a
confined space must address the lack of oxygen and possible toxic or explosive gasses such as
pollutants, carbon monoxide, methane, or petroleum fumes. Confined spaces can be deadly if an
inspector does not follow the proper procedures. The interior of a box girder, a vaulted
abutment, or a long culvert can all be confined spaces. Confined spaces are classified as permitrequired or non-permit confined spaces.
A.11.3.1 Permit
Required Confined
Space
Permit-required confined space means a confined space that has one or more of the following
characteristics:
Contains or has a potential to contain a hazardous atmosphere

Contains a material that has the potential for engulfing an entrant
Has an internal configuration such that an entrant could be trapped or asphyxiated by
inwardly converging walls or by a floor which slopes downward and tapers to a smaller
cross-section
Contains any other recognized serious safety or health hazard
In the United States, entry into permit-required confined spaces must comply with regulations
developed by OSHA. These regulations include developing a written program, issuing entry
permits, assigning attendant(s), designating entrants, and ensuring a means of rescue.
A.11.3.2 Non-Permit
Required Confined
Space
A non-permit confined space is a confined space that does not contain or, with respect to
atmosphere hazards, have the potential to contain any hazard capable of causing death or
serious physical harm.
The classification of a confined space must be verified in the field by the inspection team prior to
entering. Although the bridge file should contain information documenting past testing and the
classification of the confined space, the space should be treated as permit-required until on-site
data is collected to support the designation as a non-permit confined space.
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OCTOBER 2014
A.11.3.3 Air Monitoring
A hazardous atmosphere is an atmosphere that may expose workers to the risk of death,
incapacitation, impairment of ability to self-rescue, injury, or acute illness from one or more of
the following causes:
A-66
Chapter A
Flammable gas, vapor or mist in excess of 10% of the Lower Explosive Limit (LEL).
The LEL may be referred to as LFL-Lower Flammable Limit in some references.
Airborne combustible dust at a concentration that meets or exceeds the LEL.
This concentration may be approximated as a condition in which the dust obscures vision at
a distance of 5 feet or less.
Atmospheric oxygen concentration below 19.5% or above 23%. (If below 19.5%, it is
considered to be oxygen-deficient, and if above 23%, it is oxygen-enriched. Enriched
atmospheres are very rarely encountered; Inspectors should always be concerned, however,
with identifying and avoiding oxygen deficient atmospheres)
Atmospheric concentration for any substance for which a dose or a published exposure
guideline is available, and which could result in employee exposure in excess of its exposure
value.
Any other atmospheric condition that is Immediately Dangerous to Life or Health.
OCTOBER 2014
A.11.3.4 Pre-Entry
Checklist
Chapter A
Prior to engaging in any activity involving confined spaces, the inspection Team Leader is to
inspect and evaluate space conditions and to complete the form Confined Space Safety
Inspection Checklist:
CONFINED SPACE SAFETY INSPECTION CHECKLIST
Date of Inspection:
Agency:
Inspected by (Signature):
Location:
CONFINED SPACES
NOTE: OSHA Construction Safety and Health (29 CFR 1926) references in parentheses.
1
2
3
/ /
Bridge Number:
Yes
No
N/A
Does the space have a limited means of access (porthole, hatch, only one door,
etc.)? If not, it is not a confined space.
Is the space large enough, or has openings large enough, that a worker may place
any portion of his/her body into it? If not, it is not a confined space.
Is the space NOT designed or intended for continuous human occupancy (Is it
missing an HVAC system, lighting, workstations, etc.)? If answer is NO (It IS
intended for continuous human occupancy), then it is not a confined space.
IF ITEMS # 1, 2 and 3 ARE ALL ANSWERED YES, THEN IT IS A CONFINED SPACE.
Does the space contain a hazardous atmosphere, physical hazard (heat,

electrocution) explosive atmosphere (>10% LEL), potential for engulfment
(water/grain) or have inwardly converging walls? If YES has been answered to
all items # 1, 2, 3, 4, then it is a Permit Required Confined Space (PRCS). Complete
questions # 5-20.
Are employees going to enter the PRCS? If not, is the space sealed so that it is
inaccessible to entry? (.146(c)(3)). If space will not be entered, just seal space,
answer NO and stop here - items #6-20 will not apply.
Is the Agencies Permit Space Program being followed? (.146(c)(4))
Do the entrants/attendants understand their respective duties? (.146(h)).
Have the entrants/attendants received formal Confined Space Training? (.146(g)).
Has the space atmosphere been sampled for oxygen deficiency, explosive
concentrations and the presence of toxic gasses, in that order? (.146(d)(5)).
Is a sign posted near the entrance, stating DANGERPERMIT-REQUIRED
10
CONFINED SPACE, DO NOT ENTER or equivalent language? (.146(C)(2)).
Has a written Confined Space permit been completely filled out, been signed by the
11
entry supervisor, and been posted at the space entrance? (.146(e)).
Is a communication system implemented, such that the entrant is in constant
12
communication (Visual, Voice, Signs, Hand Signals) with the attendant at all times?
Is the entrant equipped with a lifeline/body harness, and if a vertical descent over 5
13 feet is required, is the entrant attached via retrieval line to a mechanical winch?
(.146(k)(3)).
Are there trained rescue workers standing by to assist in case of an emergency, or
14
has an outside rescue organization been contracted to act? (.146(k)).
Is natural lighting sufficient, and if not, is explosion-proof lighting being used due to
15
the presence of combustible gasses/vapors? (.146(d)(4)).
Are the entrant(s) using all needed Personal Protective Equipment (gloves, Tyvek,
16
respirators, hard hats, steel-toed safety shoes)? (.146(d)(3)).
If the space contains a harmful atmosphere, Is a blower w/hose on-site and being
17
utilized at least 30 minutes prior to entry? (.146(c)(5)).
If any of the questions #6-17 were answered No, then a further review of the space/situation is required prior
to entry. Contact
REMARKS:
9
A-67
OCTOBER 2014
A.11.4 TRAFFIC
CONTROL
Chapter A
Inspection operations can create unexpected and unusual situations for motorists. Effective
traffic control eliminates surprises and routes traffic safely around any hazards, inspection
personnel, or equipment. Minnesota utilizes the Minnesota Manual on Uniform Traffic Control
Devices (MN MUTCD) for the design and layout of Temporary Traffic Control (TTC) systems.
They also have a Field Manual, Temporary Traffic Control Zone Layouts, which is Part 6 of the
MN MUTCD and contains general Temporary Traffic Control standards. This manual contains
typical layouts for temporary traffic control zones ranging from mobile operations to zones
which may remain in-place overnight. When specific TTC plans for a specific operation are not
available, any public or private agency whose work affects vehicular and pedestrian traffic
should use this Field Manual to provide proper TTC.
Traffic control requirements should be reviewed prior to performing an inspection to assure
safety of the inspection team and the
Inspector Note:
traveling public. The Team Leader should
review safety considerations and the traffic
In urban areas, an inspection that requires
control requirements with the
traffic lane closures may be restricted to
Maintenance Supervisor or Contractor
certain hours of low traffic volume. Some days,
providing TTC. Consultants working on
such as holiday weekends, may be banned
state-owned bridges must submit any
from any traffic restrictions. Plan inspection
traffic control plans to the owner for
work with input from the Bridge Owner.
approval at least two weeks prior to the
start of the work. Inspectors working for
Local Agencies should coordinate with the Bridge Owner for traffic control. A traffic control plan
is a plan view drawing of the proposed work zone that shows where traffic control devices will
be placed, what devices will be used, and how they will be oriented. All parties that will be
operating in the work zone should review and be familiar with the approved traffic control plan.
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OCTOBER 2014
A.11.5 PERSONAL
PROTECTIVE
EQUIPMENT
Chapter A
Bridge inspections typically present hazards requiring the use of personal protective equipment
(PPE) to prevent bodily harm. The purpose of PPE is to shield or isolate individuals from the
environmental, chemical, physical, and
Inspector Note:
biological hazards present onsite. No
Proper training and access to personal
single combination of protective clothing
protective equipment is required to safely
and equipment, however, is capable of
perform bridge inspection work.
protecting against all hazards.
The following is a list of typical PPE used
during normal bridge inspection work. This listing is not all inclusive and should only be used as
a guide. Various other types of PPE may be required depending on the specific location and type
of inspection.
A-69
High-Visibility Safety Vest The use of a serviceable ANSI/ISEA Class 2 (minimum) vest is
required for all bridge inspection work. A Class 3 vest may be required when working at
night or adjacent to freeway traffic.
Respirators ANSI N95 particulate respirators are to be worn when an inspectors exposure
to airborne contaminants cannot be eliminated or controlled. This includes working in areas
where pigeon dung is prevalent.
Head Protection Head protection must be worn when there is potential to be struck from a
falling object or when working from bridge access equipment such as a snooper, bucket
truck or man lift. Protective headwear must meet ANSI Z89.1 requirements.
Eye and Face Protection Standards for appropriate eye or face protection are covered in
29 CFR 1910.133 and ANSI Z87.1. Face shield (fullface coverage, eightinch minimum) or
splash hood protects against chemical splashes, but does not protect adequately against
projectiles. Safety glasses protect eyes against large particles and projectiles. Goggles,
depending on their construction, can protect against vaporized chemicals, splashes, large
particles and projectiles.
Foot Protection Steelshank or steeltoe safety boots protect feet from compression,
crushing, or puncture by falling, moving, or sharp objects. They should provide good traction
and must meet 29 CFR 1910.136 & ANSI Z41. Nonconductive or sparkresistant safety boots
protect the wearer against electrical hazards and prevent ignition of combustible gases or
vapors.
Hand Protection Appropriate hand protection should be used when hands are exposed to
hazards such as those from skin absorption of harmful substances, severe cuts or
lacerations, severe abrasions, punctures, pigeon dung, thermal burns, and harmful
temperature extremes.
Personal Fall Arrest System A personal fall arrest system must be employed when working
from a height of 6 feet or more. Components of a Personal Fall Arrest System (PFAS) include
a body system (harness); connecting device (rope or web lanyard, shock absorbing lanyard,
selfretracting lifeline); and a tieoff or anchorage point (eye bolt or beam, crossarm strap
connector), with a minimum tensile strength of 5,000 lbs. per worker. All components of a
Personal Fall Arrest System must be routinely inspected for defects and must be replaced at
the end of their serviceable life. The recommended serviceable life is considered 5-years
from the purchase date.

Inspection Program
ogram Manual
Chapter B
BRIDG E
I NSPECTI O N
IE LD M ANUA L
TABLE OF CONTENTS
B.1 OVERVIEW ........................................................................................................................................1
B.2 ABBREVIATIONS..............................................................................................................................1
B.3 NBI CONDITION RATINGS ...............................................................................................................2
B.3.1 NBI BRIDGE CONDITION RATINGS ........................................................................................2
B.3.1.1 NBI Deck Condition Rating ..........................................................................................4
B.3.1.2 NBI Superstructure Condition Rating ...........................................................................5
B.3.1.3 NBI Substructure Condition Rating ..............................................................................6
B.3.1.4 NBI Channel/Channel Protection Condition Rating .....................................................7
B.3.1.5 NBI Culvert Condition Rating .......................................................................................8
B.3.2 BRIDGE APPRAISAL RATINGS & OTHER ITEMS .................................................................. 9
B.3.2.1 Waterway Adequacy Appraisal Rating .........................................................................9
B.3.2.2 Approach Roadway Alignment Appraisal Rating .......................................................11
B.3.2.3 Bridge Deficiency Status ............................................................................................12
B.3.2.4 Bridge Sufficiency Rating ...........................................................................................13
B.3.2.5 MnDOT Scour Code ..................................................................................................14
B.3.2.6 Structure Open, Posted, or Closed to Traffic .............................................................15
B.3.2.7 Roadway Area & Unsound Wearing Surface Percentage .........................................16
B.3.2.8 Painted Area & Unsound Paint Percentage ...............................................................16
B.4 STRUCTURAL ELEMENT CONDITION RATINGS ........................................................................ 17
B.4.1 STRUCTURAL ELEMENT TYPES .........................................................................................17
B.4.2 STRUCTURAL ELEMENT QUANTITIES & RATINGS ............................................................ 18
B.4.3 STRUCTURAL ELEMENT DISPLAY (BRIDGE INSPECTION REPORTS) ............................ 18
B.4.4 STRUCTURE UNITS ..............................................................................................................18
B.4.5 MNDOT STRUCTURAL ELEMENT LIST ................................................................................ 19
B.4.6 DECK & SLAB STRUCTURAL ELEMENTS ............................................................................ 24
B.4.6.1 Rating Procedures for Concrete Decks & Slabs ........................................................24
B.4.6.2 Concrete Decks & Slabs (Without Overlays) .............................................................25
B.4.6.3 Concrete Decks & Slabs (Low Slump Overlays) ........................................................26
B.4.6.4 Concrete Decks & Slabs (Latex or Epoxy Overlays) .................................................26
B.4.6.5 Concrete Decks & Slabs (Bituminous Overlays) ........................................................27
B.4.6.6 Timber Decks & Slabs ...............................................................................................28
B.4.6.7 Other Deck Types ......................................................................................................29
B.4.6.8 Deck Joints ................................................................................................................32
B.4.6.9 Roadway Approach Elements ....................................................................................38
B.4.6.10 Bridge Railing Elements ...........................................................................................39
B.4.7 STRUCTURAL ELEMENTS (GROUPED BY MATERIAL TYPE) ............................................ 42
B.4.7.1 Painted Steel Elements ..............................................................................................42
B.4.7.1.1 Painted Steel Beam Ends (Element #422)................................................. 43
B.4.7.2 Weathering Steel Elements .......................................................................................44
B.4.7.3 Reinforced Concrete Elements ..................................................................................45
B.4.7.4 Prestressed/Post-Tensioned Concrete Elements ......................................................46
B.4.7.5 Timber Elements ........................................................................................................47
B.4.7.6 Masonry, Other, or Combination Material Elements ..................................................48
B-I
B.4.8 OTHER STRUCTURAL ELEMENTS ......................................................................................49

B.4.8.1 Bearings .....................................................................................................................49
B.4.8.1.1 Inspection and Condition Rating of Bridge Bearings.................................. 50
B.4.8.2 Pin & Hanger (or Fixed Pin) Assemblies ....................................................................57
B.4.8.3 Hinge Bearing Assemblies .........................................................................................59
B.4.8.4 Steel Cables ...............................................................................................................63
B.4.8.5 Secondary Structural Elements .................................................................................64
B.4.8.6 Cast in Place (CIP) Piling ...........................................................................................65
B.4.8.7 Tunnels ......................................................................................................................65
B.4.9 CULVERT STRUCTURAL ELEMENTS ..................................................................................66
B.4.9.1 Inspection Procedures for Culverts ............................................................................66
B.4.9.2 Condition Rating Guidelines for Culverts ...................................................................68
B.4.9.2.1 Steel Culvert (Element #240) ..................................................................... 69
B.4.9.2.2 Concrete Culvert (Element #241)............................................................... 69
B.4.9.2.3 Timber Culvert (Element #242) .................................................................. 70
B.4.9.2.4 Masonry, Other, or Combination Material Culvert (Element #243) ............ 71
B.4.9.2.5 Culvert End Treatment (Element #388) ..................................................... 72
B.4.9.3 Culvert Footing (Element #421) .................................................................................72
B.4.10 SMART FLAG ELEMENTS ...................................................................................................73
B.4.10.1 Fatigue Cracking Smart Flag (Element #356) ..........................................................73
B.4.10.2 Pack Rust Smart Flag (Element #357) ....................................................................74
B.4.10.3 Concrete Deck Cracking Smart Flag (Element #358) ..............................................74
B.4.10.4 Underside of Concrete Deck Smart Flag (Element #359) ........................................75
B.4.10.5 Substructure Settlement & Movement Smart Flag (Element #360) .........................75
B.4.10.6 Scour Smart Flag (Element #361) ...........................................................................76
B.4.10.7 Traffic Impact Smart Flag (Element #362) ...............................................................76
B.4.10.8 Section Loss Smart Flag (Element #363) ................................................................77
B.4.10.9 Critical Deficiency Smart Flag (Element #964) ........................................................77
B.4.10.10 Concrete Shear Cracking Smart Flag (Element #965)...........................................78
B.4.10.11 Fracture Critical Smart Flag (Element #966) .........................................................78
B.4.10.12 Gusset Plate Distortion Smart Flag (Element #967) ..............................................79
B.4.11 OTHER BRIDGE ELEMENTS ...............................................................................................80
B.4.11.1 Signing (Element #981) ...........................................................................................80
B.4.11.2 Approach Guardrail (Element #982) ........................................................................81
B.4.11.3 Plowstraps (Element #983) ......................................................................................81
B.4.11.4 Deck & Approach Drainage (Element #984) ............................................................82
B.4.11.5 Slopes & Slope Protection (Element #985) ..............................................................82
B.4.11.6 Curb & Sidewalk (Element #986) .............................................................................82
B.4.11.7 Roadway over Culvert (Element #987) ....................................................................83
B.4.11.8 Miscellaneous Items (Element #988) .......................................................................83
B.5 BRIDGE COMPONENTS & STRUCTURE TYPES ......................................................................... 84
B.5.1 SUBSTRUCTURE COMPONENTS ........................................................................................84
B.5.1.1 Condition Rating Procedures for Abutments ..............................................................84
B.5.1.2 Condition Rating Procedures for Piers .......................................................................89
B.5.2 SUPERSTRUCTURE COMPONENTS ...................................................................................93
B.5.2.1 Condition Rating Procedures for Truss Connection Elements ...................................93
B.5.2.2 Measuring and Documenting Section Loss on Steel Members .................................95
B-II
OCTOBER 2014
B.1 OVERVIEW
BRIDGE INSPECTION FIELD MANUAL
Chapter B
The Bridge Inspection Field Manual

chapter of the Bridge and Structure
BSIPM User Note:
Inspection Program Manual (BSIPM) is
intended to serve as a field guide for the
inspection and condition rating of inadditional information regarding the topic.
service bridges and culverts in
Minnesota. This manual includes the NBI
condition ratings, structural element
condition ratings, and other inventory
items displayed on the MnDOT Bridge Inspection Report.
Inspector Note:
Text in this format symbolizes an
important note that is applicable
to a bridge inspector to alert of
A bridge inspection includes examining the structure,

evaluating the physical condition of the structure, and
reporting the observations and evaluations on the bridge
inspection report. MnDOT currently uses two separate
condition rating systems for bridges and culverts - the
NBI condition ratings and the structural element
condition ratings:
The NBI condition ratings describe the general overall condition of a bridge (see Section B.3).
This rating system was developed by the Federal Highway Administration (FHWA), and is
outlined in the FHWA Recording and Coding Guide for the Structure Inventory and Appraisal
of the Nations Bridges. The NBI condition ratings are used to calculate the Bridge
Sufficiency Rating, which determines funding eligibility and priority for bridge replacement
and rehabilitation.
Structural element condition ratings divide a bridge into separate components which are
then rated individually based upon the severity and extent of deterioration (see Section B.4).
This rating system was developed by the American Association of State Highway and
Transportation Officials (AASHTO), and is outlined in the AASHTO Guide for Commonly
Recognized (CoRe) Structural Elements. Structural element condition ratings provide input
data for a Bridge Management System (BMS) which can be used to identify present
maintenance needs, and is intended to provide cost-effective options for long-range bridge
maintenance and improvement programs (using computer projections of future
deterioration).
This chapter of the BSIPM was developed by the MnDOT Bridge Office - a PDF version can be
downloaded online on the MnDOT Bridge Office Web site: http://www.dot.state.mn.us/bridge/
- it is listed under Manuals. For questions, comments, or corrections, please contact Pete
Wilson at (615) 366-4574 or via e-mail at pete.wilson@state.mn.us
B.2 ABBREVIATIONS
B-1
The abbreviations and acronyms for Chapter B Bridge Inspection Field Manual are located in the
OCTOBER 2014
B.3 NBI CONDITION
RATINGS
B.3.1 NBI BRIDGE

CONDITION RATINGS
Chapter B
The following sections provide guidance on how to rate the condition of the deck, superstructure,
substructure, channel and channel protection, and culvert. For complete information on how to
code all NBI Condition ratings, please refer to Part D, Recording and Coding Guide of the BSIPM.
The NBI condition ratings describe the general overall condition of a bridge (or culvert) - these
ratings are displayed on the MnDOT Bridge Inspection Report, and must be reviewed during
each inspection. The NBI ratings are a key component of the Bridge Sufficiency Rating, which is
used to establish funding eligibility and priority for bridge replacement and rehabilitation. There
are 5 NBI condition ratings - they are rated on a numerical scale of 1 to 9 (with 9 being new
condition).
NBI Deck Condition Rating (NBI Item 58)

NBI Superstructure Condition Rating (NBI Item 59)
NBI Substructure Condition Rating (NBI Item 60)
NBI Channel & Channel Protection Condition Rating (NBI Item 61)
NBI Culvert Condition Rating (NBI Item 62)
A bridge is typically rated in three components (deck, superstructure, and substructure) - if the
bridge spans over a waterway, the channel (NBI Item 61) must also be rated. For filled spandrel
arch bridges or roadway tunnels, the NBI superstructure and substructure items should be rated,
but the NBI deck rating may be entered as N.
B-2
NBI Item 58 describes the general overall condition of the deck (or slab) - this includes the
underside of the deck and the wearing surface. The railings, curbs, sidewalks, expansion
joints, and deck drains should typically not be considered in this rating.
NBI Item 59 describes the general overall condition of the superstructure - this includes all
structural components (slabs, arches, trusses, girders, or beams) located above (and
including) the bearings. This rating should consider any deterioration, misalignment, or
collision damage.
NBI Item 60 describes the general overall condition of the substructure - this includes all
structural components (piers, abutments, pilings, or footings) located below the bearings.
This rating should consider any settlement, tipping, misalignment, undermining, or scour.
Wingwalls or retaining walls (up to the first expansion or construction joint) may be
considered in this rating.
OCTOBER 2014
Chapter B
NBI Item 62 (Culvert) is rated as a single component - if water flows through a culvert, then NBI
Item 61 (Channel) must also be rated. NBI Item 62 describes the general overall condition of the
culvert. This rating should consider the condition of the culvert barrel, joints and seams, as well
as any deflection, distortion, misalignment, settlement, scour, or voiding of backfill. Headwalls,
wingwalls or aprons (up to the first construction joint) should be included in this rating.
The following general guidelines apply to the NBI Condition Ratings:
B-3
New bridges (or culverts) will be assigned an initial NBI rating of 9 (excellent condition).
Bridge components that have been repaired should typically not be rated higher than 7
(good condition).
An NBI rating of 5 (fair condition) or less implies that repairs are recommended - NBI
ratings of condition 5 or less will also reduce the bridge sufficiency rating.
An NBI rating of 4 (poor condition) or less may impact the required inspection frequency.
An NBI rating of 3 (serious condition) or less implies that immediate repairs (or a new load
rating) may be necessary.
An NBI rating of 2 (critical condition) indicates a critical deficiency. Section A.6.2 of the
BSIPM outlines reporting and follow-up procedures for critical deficiencies. NBI ratings of
2 should be adjusted immediately after the deficiency is addressed.
Temporary supports (shoring, bracing, or underpinning) should generally not improve the
NBI rating. One exception would be if a critical condition was corrected with temporary
shoring (the NBI rating should be raised from condition 2 after the temporary repairs have
been performed).
The load carrying capacity should be considered when determining the NBI condition
ratings.
OCTOBER 2014
B.3.1.1 NBI Deck
Condition Rating
(NBI Item 58)
Chapter B
This rating should reflect the overall general condition of the deck (or slab) - this includes the
underside of the deck as well as the wearing surface. The condition of railings, sidewalks, curbs,
expansion joints and deck drains should not be considered in this rating.
NBI Deck Condition Description

Code
Description
Not Applicable: Use for culverts, roadway tunnels, or filled spandrel arch bridges.
Excellent Condition: Deck is in new condition (recently constructed).

Very Good Condition: Deck has very minor (and isolated) deterioration.
Concrete: minor cracking, leaching, scale, or wear (no delamination or spalling).

Timber: minor weathering - isolated (minor) splitting.
Steel: no corrosion (paint/protection system remains sound).
Good Condition: Deck has minor (or isolated) deterioration.
Concrete: minor cracking, leaching, scale, or wear (isolated delamination, spalling,

or temporary patches).
Timber: minor weathering or splitting (no decay or crushing) - all planks are secure.
Steel: minor paint failure or corrosion (no section loss) - all connections are secure.
Satisfactory Condition: Deck has minor to moderate deterioration (no repairs are necessary).
Concrete: moderate cracking, leaching, scale, or wear (minor delamination or

spalling).
Timber: moderate weathering or splitting (isolated decay or crushing) - some planks
may be slightly loose.
Steel: moderate paint failure and/or surface corrosion (minor section loss) some
connections may have worked loose.
Fair Condition: Deck has moderate deterioration (repairs may be necessary).
Concrete: extensive cracking, leaching, scale, or wear (moderate delamination or

spalling).
Timber: extensive weathering or splitting (moderate decay or crushing) - some
planks may be loose, broken, or require replacement.
Steel: extensive paint failure and/or surface corrosion (moderate section loss)
several connections may be loose or missing, but deck components remain secure.
Poor Condition: Deck has advanced deterioration (replacement or overlay should be
planned).
Concrete: advanced cracking, leaching, scale, or wear (extensive delamination or

spalling) - isolated full-depth failures may be imminent.
Timber: advanced weathering, splitting, or decay - numerous planks may be loose,
broken, or require replacement.
Steel: advanced corrosion (significant section loss) - deck components may be loose
or slightly out of alignment.
Serious Condition: Deck has severe deterioration - immediate repairs may be necessary.
2
1
0
B-4
Concrete: severe cracking, leaching, delamination, or spalling - full-depth failures

may be present.
Timber: severe splitting, crushing or decay - majority of planks may need
replacement.
Steel: severe section loss - deck components may be severely out of alignment.
Critical Condition: Deck has failed - it may be necessary to close the bridge until repairs are
completed.
"Imminent" Failure Condition: Bridge is closed - corrective action is required to open to

restricted service.
Failed Condition: Bridge is closed - deck replacement is necessary.
OCTOBER 2014
B.3.1.2 NBI
Superstructure
Condition Rating
(NBI Item 59)
Chapter B
This rating should reflect the overall general condition of the superstructure - this includes all
structural components located above (and including) the bearings.
NBI Superstructure Condition Description

Code
Description
Not Applicable: Use for culverts.
Excellent Condition: Superstructure is in new condition (recently constructed).
Very Good Condition: Superstructure has very minor (and isolated) deterioration.
Good Condition: Superstructure has minor (or isolated) deterioration.
2
1
0
B-5
Steel: minor corrosion, little or no section loss.

Concrete: minor scaling or non-structural cracking (isolated delamination or spalling).
Timber: minor weathering or splitting (no decay or crushing).
Masonry: minor weathering or cracking (joints have little or no deterioration).
Satisfactory Condition: Superstructure has minor to moderate deterioration. Members
may be slightly bent or misaligned - connections may have minor distress.
Steel: moderate corrosion (section loss or fatigue cracks in non-critical areas).
Concrete: moderate scaling or non-structural cracking (minor delamination or
spalling).
Timber: moderate weathering or splitting (minor decay or crushing).
Masonry: moderate weathering or cracking (joints may have minor deterioration).
Fair Condition: Superstructure has moderate deterioration. Members may be bent,
bowed, or misaligned. Bolts, rivets, or connectors may be loose or missing, but
connections remain intact.
Steel: extensive corrosion (initial section loss in critical stress areas). Fatigue cracks (if
present) have been arrested or are not likely to propagate into critical stress areas.
Concrete: extensive scaling or cracking (structural cracks may be present), moderate
spalling or delamination (reinforcement may have some section loss).
Timber: extensive weathering or splitting (moderate decay or crushing).
Masonry: extensive weathering or cracking (joints may have slight separation or
offset).
Poor Condition: Superstructure has advanced deterioration. Members may be significantly
bent or misaligned. Connection failure may be imminent. Bearings may be severely
restricted.
Steel: significant section loss in critical stress areas. Un-arrested fatigue cracks exist
that may likely propagate into critical stress areas.
Concrete: advanced scaling, cracking, or spalling (significant structural cracks may be
present - exposed reinforcement may have significant section loss).
Timber: advanced splitting (extensive decay or significant crushing).
Masonry: advanced weathering or cracking (joints may have separation or offset).
Serious Condition: Superstructure has severe deterioration - immediate repairs or
structural evaluation may be required. Members may be severely bent or misaligned connections or bearings may have failed.
Steel: severe section loss or fatigue cracks in critical stress areas.
Concrete: severe structural cracking or spalling.
Timber: severe splitting, decay, or crushing.
Masonry: severe cracking, offset or misalignment.
Critical Condition: Superstructure has critical deterioration - primary structural elements
may have failed (severed, detached or critically misaligned). Immediate repairs may be
required to prevent collapse or closure.
Imminent Failure Condition: Bridge is closed - superstructure in no longer stable
(corrective action might return the structure to restricted service).
Failed Condition: Bridge is closed, superstructure is beyond point of corrective action
OCTOBER 2014
B.3.1.3 NBI
Substructure Condition
Rating
(NBI Item 60)
This rating should reflect the overall general condition of the substructure - this includes all
structural components located below the bearings.
NBI Substructure Condition Description

Code
N
9
8
2
1
0
B-6
Chapter B
Description
Excellent Condition: Substructure is in new condition (recently constructed).
Very Good Condition: Substructure has very minor (and isolated) deterioration.
Good Condition: Substructure has minor (or isolated) deterioration.
Concrete: minor cracking, leaching, or scale (isolated delaminations or spalls).
Steel: minor paint failure and/or surface corrosion (little or no section loss).
Satisfactory Condition: Substructure has minor to moderate deterioration. Scour or
erosion (if present) is minor and isolated. There may be slight movement or misalignment.
Concrete: moderate scaling, cracking, or leaching (minor delamination or spalling).
Steel: moderate paint failure and/or surface corrosion (minor section loss).
Fair Condition: Substructure has moderate deterioration - repairs may be necessary.
There may be moderate scour, erosion, or undermining. There may be minor settlement,
movement, misalignment, or loss of bearing area.
Concrete: extensive scaling, cracking or leaching (isolated structural cracks may be
present) - there may be moderate delamination or spalling.
Steel: extensive paint failure and/or surface corrosion (moderate section loss).
offset).
Poor Condition: Substructure has advanced deterioration - repairs may be necessary to
maintain stability. There may be extensive scour, erosion, or undermining. There may be
significant settlement, movement, misalignment, or loss of bearing area.
Concrete: advanced scaling, cracking, or leaching (significant structural cracks may be
present) - there may be extensive delamination or spalling.
Steel: advanced corrosion (significant section loss).
Timber: advanced splitting (significant decay or crushing).
Serious Condition: Substructure has severe deterioration. Immediate corrective action
may be required. Scour, erosion, or undermining may have resulted in severe settlement,
movement, misalignment, or loss of bearing area.
Concrete: severe spalling or structural cracking.
Steel: severe section loss.
Timber: severe decay or crushing.
Critical Condition: Substructure has critical damage or deterioration (near the point of
collapse) - it may be necessary to close the bridge until corrective action is completed.
Scour may have removed substructure support.
Imminent Failure Condition: Bridge is closed to traffic due to substructure failure

corrective action may restore the bridge to light service.
Failed Condition: Bridge is closed due to substructure failure - beyond corrective action
(replacement required).
OCTOBER 2014
B.3.1.4 NBI
Channel/Channel
Protection Condition
Rating
(NBI Item 61)
Chapter B
This rating should reflect the overall general condition of the waterway flowing below the bridge
(or running through the culvert) - even if the channel is occasionally dry. This rating can be based
upon findings from routine visual inspections, soundings, or underwater (UW) inspections.
This rating includes the channel and banks below the bridge, as well as immediately upstream and
downstream of the bridge (typically those areas visible from the bridge). Changes in the channel such as aggradation (rising of the channel due to sedimentation), degradation (lowering of the
channel due to erosion), or lateral stream migration that might adversely affect the bridge should
be considered in this rating. The presence of drift in the channel, debris lodged against the bridge,
or sediment inside culvert barrels should also be considered in this rating. Note: if the bridge is
over a navigable waterway (NBI Item 38 coded as 1), the condition of substructure protection
devices (such as dolphins, fenders, and shear walls) must be rated using NBI Item 111.
NBI Channel Condition Description

Code
N
9
8
2
1
0
B-7
Description
Not Applicable: Bridge is not over a waterway.
Excellent Condition: There are no noticeable or noteworthy deficiencies.
Very Good Condition: Channel banks are protected (or well vegetated) - there is little
or no erosion. Control structures and protection devices (if present) have little or no
deterioration. Any drift or debris in the channel is incidental. Culvert barrel has little
or no sediment.
Good Condition: Channel has no notable aggradation, degradation, or lateral
movement. There is no notable scour around the bridge substructure. The banks may
have minor erosion bank protection (if any) may have minor deterioration. Control
structures and/or protection devices may have minor deterioration. There may be
minor drift or debris in the channel. Culvert barrel may have minor sediment.
Satisfactory Condition: Channel may have minor aggradation, degradation, or lateral
movement. The channel banks may have moderate erosion or slumping - bank
protection may have moderate deterioration. Control structures and/or protection
devices may have moderate deterioration. Drift or debris in the channel may be
slightly restricting the channel. Culvert barrel may have moderate sediment.
Fair Condition: Channel may have moderate aggradation, degradation, or lateral
movement, but the bridge and approaches have not yet been adversely affected. The
channel banks may have extensive erosion - the bank protection may have extensive
deterioration. Control structures and/or protection devices may have extensive
deterioration, but are functioning as intended. Debris in the channel (or sediment in
the culvert barrel) is restricting the channel and should be removed.
Poor Condition: Aggradation, degradation, or lateral movement of the channel may
be adversely affecting the bridge and/or approaches. Channel banks may have severe
erosion - the bank protection may have severe deterioration. Control structures
and/or protection devices may be deteriorated to the extent that they are no longer
functioning as intended. Large accumulations of debris or sediment are severely
restricting the channel, and should be removed immediately.
Serious Condition: Aggradation, degradation, or lateral movement has altered the
channel to the extent that the bridge (or approach roadway) is threatened. Bank
protection has failed. Control structures and/or protection devices have been
destroyed.
Critical Condition: Aggradation, degradation, or lateral movement has altered the
channel to the extent that the bridge is near a state of collapse. It may be necessary to
close the bridge until corrective action is completed.
Bridge closed due to channel failure: Corrective action may restore bridge to light
service.
Bridge closed due to channel failure: Replacement necessary.
OCTOBER 2014
B.3.1.5 NBI Culvert
Condition Rating
(NBI Item 62)
Chapter B
This rating should reflect the overall general condition of the culvert. If a structure is classified as
a culvert, the NBI condition ratings for deck, superstructure, and substructure must all be rated
as N.
NBI Culvert Condition Description

Code
N
9
8
2
1
0
B-8
Description
Not Applicable: Structure is not a culvert.
Excellent Condition: Culvert is new condition (recently constructed).
Very Good Condition: Culvert has very minor (and isolated) deterioration.
Good Condition: Culvert has minor (or isolated) deterioration. Joints are sound and properly
aligned (no leakage or backfill infiltration). Footings have no undermining.
Concrete/Masonry: minor weathering/scaling, cracking, or leaching (isolated spalling)
Steel: minor corrosion (little or no section loss) - barrel has no distortion.
Timber: minor splitting (no decay, crushing, or sagging).
Satisfactory Condition: Culvert has minor to moderate deterioration. Joints may have minor
separation or misalignment (slight leakage or backfill infiltration).
Concrete/Masonry: moderate weathering/scaling, cracking, or leaching (minor spalling).
Steel: moderate corrosion (minor section loss) - barrel may have minor distortion (seams
may have minor distress, but no cracking).
Timber: moderate splitting (minor decay, crushing, or sagging).
Fair Condition: Culvert has moderate deterioration - repairs may be required, but the culvert
is structurally sound and functioning as intended. Joints may have separation or
misalignment (moderate leakage or backfill infiltration). Footings may be partially
undermined (minor settlement). Embankments remain intact (roadway has no notable
settlement).
Concrete/Masonry: extensive weathering/scaling, cracking, or leaching (moderate
spalling).
Steel: extensive corrosion (any significant section loss is isolated) - barrel may have
moderate distortion (seams may have missing bolts or isolated cracking).
Timber: extensive splitting (moderate decay, crushing, or sagging).
Poor Condition: Culvert has advanced deterioration - structural evaluation or repairs may be
necessary (the structural integrity and/or functional capacity of the culvert may be slightly
reduced). Footings may have significant undermining or settlement. Loss of backfill may have
resulted in slight settlement of the roadway or embankment.
Concrete/Masonry: advanced weathering, cracking, leaching, or scaling (significant
spalling). Joints may have significant separation, misalignment, or leakage.
Steel: advanced corrosion (significant section loss) - barrel may have significant
distortion (seams may have extensive cracking or isolated failures).
Timber: advanced splitting (significant decay, crushing, or sagging).
Serious Condition: Culvert has serious deterioration - immediate repairs or corrective action
may be required (the structural integrity and/or functional capacity of the culvert may be
significantly reduced). Joints may have severe deterioration, misalignment, offset,
separation, or leakage. Loss of backfill may have resulted in significant settlement or
undermining of the roadway or embankment. Footings may have severe undermining or
settlement.
Concrete/Masonry: severe weathering, cracking, or spalling.
Steel: severe section loss - barrel may have severe distortion (seams may have failed).
Timber: severe decay, crushing, or sagging.
Critical Condition: Culvert has critically advanced deterioration (near the point of collapse)
it may be necessary to close the roadway until corrective action is completed.
"Imminent" Failure Condition: Culvert is closed - corrective action may restore to light
service.
Failed Condition: Culvert is closed - replacement is necessary.
OCTOBER 2014
B.3.2 BRIDGE
APPRAISAL RATINGS &
OTHER ITEMS
B.3.2.1 Waterway
Adequacy Appraisal
Rating
(NBI Item 71)
Chapter B
The MnDOT Bridge Inspection Report displays two of the NBI Bridge Appraisal Ratings, as well as
some additional structure inventory items. This section includes explanations of some of these
items - they should be periodically reviewed for accuracy.
This rating is a general assessment of the

Inspector Note:
waterway opening with respect to the passage
When a new bridge or culvert is added to
of flow through the bridge. This rating is based
the MnDOT bridge database, this item will
upon the frequency of overtopping of the
initially be coded as 9 - as this coding
bridge and approach (and the resultant traffic
may not be appropriate, this item should
delays). The functional class of the roadway is
always be reviewed for new bridges.
also taken into consideration. Site conditions
may warrant somewhat higher or lower ratings than indicated by the table (e.g. flooding of an
urban area due to a restricted bridge opening). The descriptions given in the table below mean
the following:
Chances of Overtopping:
Remote:
Slight:
Occasional:
Frequent:
Greater than 100 years

11 to 100 years
3 to 10 years
Less than 3 years
Traffic Delays:
Insignificant:
Significant:
Severe:
Minor inconvenience (impassable for a few hours)

Traffic delays of up to several days
Long-term traffic delays with resulting hardship
"Freeboard" is defined as the distance from the bottom of the superstructure to the water
surface (at the water level of the 50-year frequency design storm). Typical appraisal code values
and descriptions of the waterway adequacy are given in the following table:
B-9
OCTOBER 2014
Chapter B
Waterway Adequacy Appraisal Rating (NBI Item 71)

Functional Classification
Other
Principal
Principal
Minor
Arterials Description
and Minor
Collectors
Interstates,
Arterial
and Local
Freeways, or
and Major
Roads
Expressways
Collectors
Bridge not over a waterway.
N
N
N
Bridge deck and roadway approaches above
9
9
9
floodwater elevations (high water). Chance of
overtopping is remote.
Bridge deck above roadway approaches. Slight
chance of overtopping roadway approaches.
8
8
8
Greater than 3 ft. of freeboard.
Bridge deck above roadway approaches. Slight
chance of overtopping bridge deck and roadway
6
6
7
approaches. 2 to 3 ft. of freeboard.
Bridge deck above roadway approaches.
Occasional overtopping of roadway approaches
4
4
6
with insignificant traffic delays. 1 to 2 ft. of
freeboard.
Occasional overtopping of roadway approaches
3
4
5
with significant traffic delays. Less than 1 ft. of
freeboard.
Occasional overtopping of bridge deck and
2
3
4
roadway approaches with significant traffic
delays.
Frequent overtopping of bridge deck and
2
2
3
roadway approaches with significant traffic
delays.
Occasional or frequent overtopping of bridge
2
2
2
deck and roadway approaches with severe traffic
delays.
Bridge closed.
0
0
0
B-10
OCTOBER 2014
B.3.2.2 Approach
Roadway Alignment
Appraisal Rating
(NBI Item 72)
Chapter B
NBI Item 72 is a general assessment of the approach roadway with respect to the alignment of
the bridge deck and identifies those bridges that do not function properly or adequately due to
the approach alignment. While this rating will typically remain constant, it should be reviewed if
the bridge approaches have been reconstructed. This rating only applies to the roadway passing
over the bridge and should not be used to rate the
Inspector Note:
roadway passing below the bridge.
Speed reductions necessary
Railroad or pedestrian bridges crossing over a
because of structure width and not
roadway should be coded as N.
approach alignments shall not be
It is not intended that the approach roadway
considered in evaluating this item.
alignment be compared to current standards but
rather to the existing highway alignment.
The rating criteria are based upon how the alignment of the bridge approaches relate to the
alignment of the adjacent roadway. For example, if the highway section requires a substantial
speed reduction due to vertical or
horizontal alignment, and the
Inspector Note:
roadway approach to the bridge
When a new bridge or culvert is added to the
requires only a very minor additional
MnDOT bridge database, this item will initially be
speed reduction at the bridge, the
coded as 9 an appropriate coding should be
appropriate code is 6.
determined for any structure currently coded as9.
Typical appraisal code values and
descriptions of the appropriate appraisal are given below.
Code
N
9
8
7
6
5
4
3
2
1
0
B-11
Approach Roadway Alignment Appraisal Rating (NBI Item 72)

Description
Not Applicable (use for railroad or pedestrian bridges).
New Structure - an appropriate rating code should be determined.
No speed reduction required.
Minor sight distance problems with no speed reduction required.
Very minor speed reduction required (0-3 MPH for a typical vehicle using the
roadway).
Minor speed reduction required (3-5 MPH for a typical vehicle using the roadway).
Significant speed reduction required (5-10 MPH for a typical vehicle using the
roadway).
Intolerable alignment requiring a substantial reduction in the operating speed (10-20
MPH for a typical vehicle using the roadway.)
Severe vertical or horizontal alignment problems, such as a sharp vertical or
horizontal curve immediately adjacent to the bridge (Speed reduction of 20 MPH or
greater for a typical vehicle using the roadway).
This rating code should not be used.
Bridge Closed.
OCTOBER 2014
B.3.2.3 Bridge
Deficiency Status
Chapter B
If a bridge or culvert has been designated as Structurally Deficient or Functionally Obsolete, this
will be displayed on the MnDOT Bridge Inspection Report. These two items are automatically
calculated - any discrepancies should be reported to the MnDOT Bridge Office Bridge
Management Unit.
The FHWA designates a bridge as Structurally Deficient if it meets at least one of the following
conditions:
1.
An NBI condition rating of 4 or less for NBI Item 58 (Deck), NBI Item 59
(Superstructure), NBI Item 60 (Substructure), or NBI Item 62 (Culvert); or
2.
An appraisal rating of 2 or less for NBI Item 67 (Structural Evaluation*); or
3.
An appraisal rating of 2 or less for NBI Item 71 (Waterway Adequacy) and NBI Item
42B (Type of Service Under Bridge) is coded as one of the following:
0 Other
5 Waterway
6 Highway-Waterway
7 Railroad-Waterway
8 Highway-Waterway-Railroad
9 Relief for Waterway
*The Structural Evaluation Appraisal Rating (NBI Item 67) is automatically calculated. A new
bridge load capacity rating that significantly reduces the inventory load rating (NBI Item 66)
may result in a bridge being designated as structurally deficient.
FHWA recently established a "10-year rule" that prevents bridges from remaining classified as
structurally deficient after a major reconstruction project. Bridges with a Year Built date (NBI
Item 27) or Year Reconstructed date (NBI Item 106) within the past 10 years will not be
considered to be a deficient bridge, and will not be eligible for Federal Highway Bridge
Replacement and Rehabilitation Program funds.
The FHWA designates a bridge as Functionally Obsolete if it meets at least one of the following
conditions:
1.
An appraisal rating of 3 or less for NBI Item 68 (Deck Geometry); or
2.
An appraisal rating of 3 or less for NBI Item 72 (Approach Roadway Alignment); or
3.
An appraisal rating of 3 for NBI Item 67 (Structural Evaluation); or
4.
An appraisal rating of 3 for NBI Item 71 (Waterway Adequacy) and NBI Item 42B (Type
of Service Under Bridge) is coded as one of the following:
5.
An appraisal rating of 3 or less for NBI Item 69 (Vertical & Horizontal UnderClearances) and NBI Item 42B (Type of Service Under Bridge) is coded as one of the
following:
B-12
0 Other
5 Waterway
6 Highway-Waterway
7 Railroad-Waterway
9 Relief for Waterway; or
0 Other
1 Highway, with or without Pedestrian
2 Railroad
4 Highway-Railroad
OCTOBER 2014
6 Highway-Waterway
7 Railroad-Waterway
As many of the bridge appraisal ratings are

automatically calculated based upon
existing structure inventory items,
inventory coding errors could result in a
bridge being incorrectly designated as
functionally obsolete.
B.3.2.4 Bridge
Sufficiency Rating
Chapter B
Inspector Note:
A bridge designated as structurally
deficient is excluded from consideration
as being functionally obsolete.
The bridge sufficiency rating is a based upon a percentage scale of 0%-100% (with 100% being an
entirely sufficient bridge). The bridge sufficiency rating is used to establish funding eligibility and
priority for bridge replacement and rehabilitation. As a general rule, a sufficiency rating of 80%
or less is required to be eligible for bridge rehabilitation, and a sufficiency rating of 50% or less is
required to be eligible for bridge replacement.
The bridge sufficiency rating takes into consideration the structural adequacy, functional
capacity, and essentiality for public use of the bridge (the formula is explained in detail in
Appendix B of the FHWA Recording & Coding Guide). While the NBI condition ratings are a key
component of the bridge sufficiency rating, only NBI superstructure, substructure, or culvert
condition ratings of 5 or less will significantly reduce the bridge sufficiency rating. Other
factors used to calculate the bridge sufficiency rating include the inventory load-carrying
capacity, the NBI appraisal ratings, the average daily traffic (ADT), NBI Item 36 (safety features),
and the detour length.
The bridge sufficiency rating is automatically calculated for bridges (or culverts) that carry
vehicular traffic - any discrepancies should be reported to the MnDOT Bridge Asset Data
Management Unit (BADMU). A bridge sufficiency rating is not calculated for railroad or
pedestrian bridges.
B-13
OCTOBER 2014
B.3.2.5 MnDOT Scour
Code
Chapter B
The MnDOT scour code indicates the bridges vulnerability to scour the scour code (along with
an abbreviated description) is displayed on the MnDOT Inspection Report. The MnDOT scour
codes, along with the corresponding rating for NBI Item 113 (Scour Critical Bridges), are shown
below:
MnDOT Scour Code Descriptions
(corresponding coding for NBI Item 113 shown at right)
MnDOT
Scour
Code
A
G
H
E
I
K
M
C
K
F
J
L
N
O
R
D
U
B
Description
Bridge is not over a waterway.
Scour calculation, evaluation and/or screening have not been made. Bridge on unknown
foundations.
Bridge foundations (including piles) are well above flood water elevations.
Culvert structure: Scour calculation, evaluation, and/or screening have not been made.
Bridge screened, determined to be low risk for failure due to scour.
Bridge screened, determined to be of limited risk to public, monitor in lieu of evaluation and
close if necessary.
Bridge foundations determined to be stable for calculated scour conditions; calculated scour
depth from the scour prediction equations is above top of footing.
Countermeasures have been installed to correct a previously existing problem with scour.
Bridge is no longer scour critical. Scour countermeasures should be inspected during routine
inspections (when above water of accessible by wading), during underwater inspections, after
major flows, or as recommended in the Scour Action Plan. Report any changes that have
occurred to countermeasures.
Bridge is closed to traffic for reasons other than scour. Prior to reopening, the bridge must be
evaluated for scour and the scour code must be updated.
Bridge screened, determined to be of limited risk to public, monitor in lieu of evaluation and
close if necessary.
Bridge structure: Scour calculation, evaluation, and/or screening have not been made.
Bridge screened - determined to be scour susceptible (further evaluation must be completed).
All substructure foundations are known.
Scour evaluation complete, bridge judged to be low risk for failure due to scour.
Bridge foundations determined to be stable for calculated scour conditions; calculated scour
depth from the scour prediction equations is within limits of footing or piles.
Bridge foundations determined to be stable for predicted scour conditions; Scour Action Plan
requires additional action.
Bridge has been evaluated and is scour critical. Scour Action Plan recommends monitoring the
bridge during high flows and closing if necessary.
Bridge is scour critical; field review indicates that extensive scour has occurred at bridge
foundations. Immediate action is required to provide scour countermeasures. Note: this
scour code is equivalent to a critical finding.
Bridge has been evaluated and is scour critical. Scour Action Plan recommends this bridge as a
priority for installation of countermeasures. Until countermeasures are installed, monitor
bridge during high flows and close if necessary.
Bridge is closed to traffic; field review indicates that failure of piers and/or abutments due to
scour is imminent or has occurred.
NBI
Item
113
N
U
9
5
4
3
BSIPM User Note:

See Section A.9 of the BSIPM for additional information
regarding Scour Analysis and Channel Cross-Sections and
D.7.9.8 for information on how to determine the MN Scour
Code.
B-14
OCTOBER 2014
B.3.2.6 Structure Open,
Posted, or Closed to
Traffic
(NBI Item 41)
Chapter B
This item describes the current operational status of a structure (opened, posted, or closed to
traffic). The field review could show that a structure is posted, but Item 70 - Bridge Posting may
indicate that posting is not required. This is possible and acceptable coding since Item 70 is based on
the operating stress level and the governing agency's posting procedures may specify posting at
some stress level less than the operating rating.
Inspector Note:
If a posting is required, the actual posting will be
During each inspection, the inspector must
displayed on the header of the MnDOT Bridge
verify that posting signage (if required) is
Inspection Report. If the load posting signs are
in-place, correct, and readable. See
missing, or do not correlate with the inspection
Section D.7.8.5 of the BSIPM for
report, the Inspection Program Administrator
information regarding bridge posting
(PA) should be promptly notified.
The inspector should confirm that load posting signs are present either on or immediately in front of
the bridge, and should note if advanced signs are present. All of these signs must display the correct
weight limits. The condition of load posting signage
can be rated using element #981 (see Section
Inspector Note:
B.4.11.1).
The bridge inspector is responsible for
notifying BADMU in writing of a structure
If it is apparent that load postings are not being
status change. An example would be
adhered to, the Inspection Program Administrator
changing from A Open to K Closed.
should be notified. This item is coded based on the
table below.
Code
A
B
D
E
G
K
P
R
B-15
Description
Bridge is open to traffic (no load restrictions) - this includes pedestrian or railroad bridges.
Bridge is open to traffic - load posting is recommended but has not been legally implemented
(all signs not in place).
Bridge is open to traffic, but would be posted or closed without temporary shoring or supports.
Bridge is open to traffic, but is a temporary structure intended to carry legal loads until the
original structure is rehabilitated (or a new structure is constructed).
New structure - not yet open to traffic.
Bridge is closed to all traffic.
Bridge is posted with a load restriction. This includes bridges with more than one restriction, or
temporary bridges with a load restriction.
Bridge is posted with other load-capacity restrictions (such as speed, number of vehicles on
bridge, etc.).
OCTOBER 2014
B.3.2.7 Roadway Area
& Unsound Wearing
Surface Percentage
Chapter B
The MnDOT Bridge Inspection Report header displays the roadway area on the bridge deck (Rdwy.
Area), followed by the percentage of unsound wearing surface (Pct. Unsnd).
The Roadway Area quantity is only displayed for bridges (not culverts or tunnels). It is expressed in
square feet, and is determined by multiplying the curb-to curb (or rail-to-rail) width on the bridge
(excluding median) by the total bridge length. On highway bridges with sidewalks, the sidewalk is
not included in this quantity. This quantity may also be displayed for pedestrian bridges (sidewalk
width multiplied by the bridge length).
The Unsound Wearing Surface Percentage indicates the amount of unsound (deteriorated)
wearing surface, expressed as a percentage of the total deck area. This item applies only to concrete
decks and slabs, and should correlate with the concrete deck (or slab) structural element rating.
Unsound wearing surface includes areas with delamination, spalling, potholes, severe scale, or
other significant deterioration. Temporary patches should be considered to be unsound. Higher
quality (long-term) patches should not necessarily be considered unsound until they have begun
to deteriorate. This quantity may be estimated from field observations, or calculated from a deck
condition survey (such as chaining or ground penetrating radar).
B.3.2.8 Painted Area &

Unsound Paint
Percentage
The MnDOT Bridge Inspection Report header displays the total surface area of painted structural
steel (Paint Area), followed by the percentage of unsound paint (Pct. Unsnd).
The Painted Area quantity is only
displayed for bridges with a painted
steel superstructure. It is expressed
in square feet, and includes steel
structural members such as beams,
trusses, arches, and secondary
bracing (bridge railings are not
included).
Inspector Note:
On bridges constructed of unpainted weathering
steel, only the high corrosion areas (typically areas
within 7 feet of a deck joint) should be considered
when determining the total painted area.
The Unsound Paint Percentage indicates the estimated quantity of unsound (deteriorated)
paint, expressed as a percentage of the total painted area. Unsound paint includes areas with
complete paint system failure (exposed and rusted metal), or areas with finish coat deterioration
(flaking, cracking, or blistering).
This item is expressed as a percentage of the total painted area and is estimated by the
inspector.
The paragraph below is from the Bridge Improvement Guidelines:
For the purposes of assessing the condition of the paint near the joints, the paint conditions
above are based on surface area of the most corroded beam under the joint, and not the
average of all beams under the joint. Assessment of the paint condition on the rest of the bridge
is based on the exterior surfaces of fascia beams for beam span bridges and the lower portions
of trusses (within 5 feet of deck) for truss bridges. The percentages are computed based on the
limits of areas of deteriorated paint and rust that must be removed to apply the subsequent
paint system. For purposes of making this estimate, deteriorated paint that must be removed is
defined as paint that shows blistering, film embrittlement, loose paint or extensive staining.
B-16
OCTOBER 2014
B.4 STRUCTURAL
ELEMENT CONDITION
RATINGS
Chapter B
Structural element condition ratings provide a detailed condition evaluation of the bridge by
dividing the bridge into separate elements, which are then rated individually based upon the
severity and extent of any deterioration. This rating system was developed by the American
Association of State Highway and Transportation Officials (AASHTO), and is outlined in the
AASHTO Guide for Commonly Recognized (CoRe) Structural Elements.
Structural element condition ratings provide input data for a Bridge Management System which
allows computer projections of deterioration rates, providing cost-effective options for bridge
maintenance, rehabilitation, or replacement. BMSs are intended to be a source of information
(and qualitative backing) for engineers and managers responsible for long-range bridge
improvement programs. MnDOT adopted an element based bridge inspection format in 1994 to
comply with the 1991 Inter-Modal Surface Transportation Efficiency Act (ISTEA), which
mandated that all states develop and implement a BMS by October of 1998.
An element refers to structural members (beams, pier columns, decks, etc.) or any other
components (railings, expansion joints, approach panels, etc.) commonly found on a bridge. This
manual includes approximately 150 elements - including the AASHTO CoRe elements as well as
elements added by MnDOT to better represent the bridge types and components found in
Minnesota.
B.4.1 STRUCTURAL
ELEMENT TYPES
Structural elements are divided into five groups, depending upon their structural function
Deck Elements (decks, slabs, railings, and expansion joints)

Superstructure Elements (girders, beams, arches, trusses, and bearings)
Substructure Elements (abutments, wingwalls, pilings, columns, pier caps and pier walls)
Culvert Elements (culverts and culvert headwalls/wingwalls)
Miscellaneous Elements (smart flags and miscellaneous bridge elements)
Structural elements are also divided

into six material groups - the
condition rating descriptions (and
rating scales) will vary according to
the material type.
B-17
Inspector Note:
Smart Flag elements identify conditions or
problems present on a bridge that are not
adequately addressed by the conventional
structural elements. Some smart flags refer to
specific problems that may warrant special
attention or follow-up action, while some smart
flags provide detailed information about the
condition of specific bridge elements or materials.
Painted Steel
Unpainted Weathering Steel
Reinforced Concrete
Pre-stressed (or Post-Tensioned)
Concrete
Timber
Masonry, Other Material, or Combination of Materials
OCTOBER 2014
B.4.2 STRUCTURAL
ELEMENT QUANTITIES &
RATINGS

Structural element quantities may be
expressed in two ways:
Chapter B
Inspector Note:
While deck elements are displayed as a SF

Linear Feet (LF) elements display
quantity, the entire quantity must be rated as one
the total length of the element
condition state.
present on the bridge. For
example, on a 100 ft. long bridge
with five beam lines, the beam quantity would be 500 LF.
Each (EA) elements display the total quantity of the element present on the bridge. For
example, on a bridge with three piers (and three columns on each pier), the column quantity
would be 9.
Structural elements are rated on a scale of 1-3, 1-4, or 1-5 (depending upon the element type
and material). In all cases, condition state 1 is the best condition, with condition state 3, 4, or 5
being the worst condition (this is the reverse of the NBI condition ratings).
If the severity of deterioration varies within a particular element, it may be rated using more
than one condition state. For example, on a bridge with 500 LF of beams, 250 LF could be rated
as condition state 1, 150 LF could be rated as condition state 2, and 100 LF could be rated as
condition state 3. Elements expressed as an Each (EA) quantity can also be rated using more
than one condition state (but only if the total quantity is greater than one). For example, on a
bridge with 9 columns, five could be rated as condition state 1, three could be rated as condition
state 2, and one could be rated as condition state 3.
B.4.3 STRUCTURAL
ELEMENT DISPLAY
(BRIDGE INSPECTION
REPORTS)
B.4.4 STRUCTURE UNITS
Only the structural elements that have been entered for a bridge will be displayed on the
MnDOT Bridge Inspection Report. The display order is determined by the element structural
type - deck elements will be displayed first, followed by superstructure elements, substructure
elements, culvert elements and then miscellaneous elements. The element condition ratings for
the current inspection (as well as the previous inspection) will be displayed on the inspection
report (in LF or Each quantity). Inspection notes pertaining to each element are displayed
directly below each element.
Large or complex bridges that incorporate more than one structure type can be divided into
structure units (a structure unit may consist of an individual span or a group of spans with the
same structure type).
Inspector Note:
If you wish to divide a bridge into structure units,
please contact BADMU.
B-18
OCTOBER 2014
B.4.5 MNDOT
STRUCTURAL ELEMENT
LIST
Chapter B
This element list is arranged in groups based upon the element type and/or material. Each
structural element is assigned a number - AASHTO CoRe deck elements are numbered between 1
and 99, AASHTO CoRe superstructure elements are numbered between 100 and 199, and AASHTO
CoRe substructure elements are numbered between 200 and 299. Smart Flag elements and
elements added by MnDOT are numbered between 300 and 999 (elements higher than 370 were
added by MnDOT).
MnDOT Structural Element List
Element Description
Concrete Decks
#
12
13
14
18
22
26
27
377
429
430
Element Type Units Scale
Top of Concrete Deck with Uncoated Rebar (No Overlay)

Bituminous Overlay (Concrete Deck)
Bituminous Overlay with Membrane (Concrete Deck)
Latex, Epoxy, or Thin Overlay (Concrete Deck)
Low Slump Overlay (Concrete Deck with Uncoated Rebar)
Top of Concrete Deck with Epoxy Reinforcement (No Overlay)
Top of Concrete Deck with Cathodic Protection System

Low Slump Overlay (Concrete Deck with Epoxy Rebar)
Top of Conc. Deck w/Epoxy Rebar top mat only (No Overlay)
Low Slump Overlay (Conc. Deck w/Epoxy Rebar top mat only)
Page
Deck
Deck
Deck
Deck
Deck
Deck
Deck
Deck
Deck
Deck
Each
Each
Each
Each
Each
Each
Each
Each
Each
Each
1-5
1-5
1-5
1-5
1-5
1-5
1-5
1-5
1-5
1-5
25
27
27
26
26
25
25
26
25
26
Deck
Deck
Deck
Deck
Deck
Deck
Deck
Deck
Deck
Deck
Deck
Deck
Each
Each
Each
Each
Each
Each
Each
Each
Each
Each
Each
Each
1-5
1-5
1-5
1-5
1-5
1-5
1-5
1-5
1-5
1-5
1-5
1-5
25
27
27
26
26
25
25
26
25
26
25
26
Deck
Deck
Deck
Deck
Each
Each
Each
Each
1-4
1-4
1-4
1-4
28
28
28
28
Deck
Deck
Deck
Deck
Each
Each
Each
Each
1-5
1-5
1-5
1-5
29
29
29
29
Concrete Slabs
38
39
40
44
48
52
53
378
405
406
431
432
Top of Concrete Slab with Uncoated Rebar (No Overlay)

Bituminous Overlay (Concrete Slab)
Bituminous Overlay with Membrane (Concrete Slab)
Latex, Epoxy, or Thin Overlay (Concrete Slab)
Low Slump Overlay (Concrete Slab with Uncoated Rebar)
Top of Concrete Slab with Epoxy Reinforcement (No Overlay)
Top of Concrete Slab with Cathodic Protection System
Low Slump Overlay (Concrete Slab with Epoxy Rebar)
Top of CIP Concrete Voided Slab (No Overlay)
Low Slump Overlay (CIP Concrete Voided Slab)
Top of Conc. Slab w/Epoxy Rebar top mat only (No Overlay)
Low Slump Overlay (Conc. Slab w/Epoxy Rebar top mat only)
Timber Decks & Slabs

31
32
54
55
Timber Deck (No Overlay)

Timber Deck with Bituminous (AC) Overlay
Timber Slab (No Overlay)
Timber Slab with Bituminous (AC) Overlay
Other Deck Types

28
29
30
401
B-19
Steel Grid Deck - Open

Steel Grid Deck - Concrete Filled
Corrugated, Orthotropic, Exodermic, or Other Deck
Steel Ballast Plate Deck (Railroad Bridges)
OCTOBER 2014
Chapter B

#
Element Description
Deck Joints
300
301
302
303
304
410
411
412
Element Type
Strip Seal Deck Joint

Poured Deck Joint
Compression Seal Deck Joint
Assembly Deck Joint (with or without seal)
Open Deck Joint
Modular Deck Joint
Finger Deck Joint
Approach Relief Joint
Units Scale
Page
Deck
Deck
Deck
Deck
Deck
Deck
Deck
Deck
LF
LF
LF
LF
LF
LF
LF
LF
1-3
1-3
1-3
1-3
1-3
1-3
1-3
1-3
32
32
32
32
32
32
32
32
Deck
Deck
Deck
Deck
Each
Each
Each
Each
1-4
1-4
1-4
1-4
38
38
38
38
Deck
Deck
Deck
Deck
Deck
Deck
LF
LF
LF
LF
LF
LF
1-4
1-4
1-3
1-3
1-5
1-5
39
39
39
39
39
39
Superstructure
Superstructure
Superstructure
Superstructure
Superstructure
Superstructure
Superstructure
Superstructure
Substructure
Substructure
Superstructure
Substructure
Superstructure
Superstructure
Superstructure
Superstructure
LF
LF
LF
LF
LF
LF
LF
LF
Each
LF
Each
Each
Each
Each
Each
LF
1-5
1-5
1-5
1-5
1-5
1-5
1-5
1-5
1-5
1-5
1-5
1-5
1-5
1-5
1-5
1-5
42
42
42
42
42
42
42
42
42
42
42
42
43
42
42
42
Roadway Approaches
320
321
407
408
Concrete Approach Slab (Bituminous Wearing Surface)

Concrete Approach Slab (Concrete Wearing Surface)
Bituminous Approach Roadway
Gravel Approach Roadway
Bridge Railings
330
331
332
333
334
409
Metal Bridge Railing (Uncoated or Unpainted)

Reinforced Concrete Bridge Railing
Timber Bridge Railing
Masonry, Other, or Combination Material Bridge Railing
Metal Bridge Railing (Coated or Painted)
Chain Link Fence
Painted Steel Elements

102
107
113
121
126
131
141
152
202
231
384
419
422
423
425
427
B-20
Painted Steel Box Girder

Painted Steel Girder or Beam
Painted Steel Stringer
Painted Steel Through Truss - Bottom Chord
Painted Steel Through Truss - Upper Members
Painted Steel Deck Truss
Painted Steel Arch
Painted Steel Floorbeam
Painted Steel Column
Painted Steel Pier Cap/Bearing Cap
Painted Steel Arch Spandrel Column
Painted Steel Piling
Painted Steel Beam Ends
Painted Steel Gusset Plate Truss Connection
Painted Steel Pinned Truss Connection
Painted Steel Pier Cap (Superstructure)
OCTOBER 2014
Chapter B
Element Description
Weathering Steel Elements
#
101
106
112
120
125
130
140
151
201
225
230
413
424
426
428
Element Type
Weathering Steel Box Girder

Weathering Steel Girder or Beam
Weathering Steel Stringer
Weathering Steel Through Truss - Bottom Chord
Weathering Steel Through Truss - Upper Members
Weathering Steel Deck Truss
Weathering Steel Arch
Weathering Steel Floorbeam
Weathering Steel Column
Weathering Steel Piling
Weathering Steel Pier Cap/Bearing Cap
Weathering Steel Arch Spandrel Column
Weathering Steel Gusset Plate Truss Connection
Weathering Steel Pinned Truss Connection
Weathering Steel Pier Cap (Superstructure)
Units Scale
Page
Superstructure
Superstructure
Superstructure
Superstructure
Superstructure
Superstructure
Superstructure
Superstructure
Substructure
Substructure
Substructure
Superstructure
Superstructure
Superstructure
Superstructure
LF
LF
LF
LF
LF
LF
LF
LF
Each
Each
LF
Each
Each
Each
LF
1-4
1-4
1-4
1-4
1-4
1-4
1-4
1-4
1-4
1-4
1-4
1-4
1-4
1-4
1-4
44
44
44
44
44
44
44
44
44
44
44
44
44
44
44
Superstructure
Superstructure
Superstructure
Superstructure
Superstructure
Substructure
Substructure
Substructure
Substructure
Substructure
Substructure
Superstructure
Superstructure
Substructure
Superstructure
LF
LF
LF
LF
LF
Each
LF
LF
Each
Each
LF
LF
Each
Each
LF
1-4
1-4
1-4
1-4
1-4
1-4
1-4
1-4
1-4
1-4
1-4
1-4
1-4
1-4
1-4
45
45
45
45
45
45
45
45
45
45
45
45
45
45
45
Superstructure LF
Superstructure LF
Superstructure LF
Superstructure LF
Superstructure LF
Substructure Each
Substructure Each
Substructure
LF
Superstructure LF
1-4
1-4
1-4
1-4
1-4
1-4
1-4
1-4
1-4
46
46
46
46
46
46
46
46
46
Reinforced Concrete Elements

105
110
116
144
155
205
210
215
220
227
234
375
385
387
414
Reinforced Concrete Box Girder

Reinforced Concrete Girder or Beam
Reinforced Concrete Stringer
Reinforced Concrete Arch
Reinforced Concrete Floorbeam
Reinforced Concrete Column
Reinforced Concrete Pier Wall
Reinforced Concrete Abutment
Reinforced Concrete Footing
Reinforced Concrete Piling
Reinforced Concrete Pier Cap/Bearing Cap
Precast Concrete Channels
Reinforced Concrete Arch Spandrel Column
Reinforced Concrete Wingwall
Reinforced Concrete Arch Spandrel Wall
Prestressed or Post-Tensioned Concrete Elements

104
109
115
143
154
204
226
233
374
B-21
Prestressed Concrete Box Girder

Prestressed Concrete Girder or Beam
Prestressed Concrete Stringer
Prestressed Concrete Arch
Prestressed Concrete Floorbeam
Prestressed Concrete Column
Prestressed Concrete Piling
Prestressed Concrete Pier Cap/Bearing Cap
Prestressed Concrete Double, Quad, Bulb, or Inverted Tees
OCTOBER 2014
Chapter B

#
Element Description
402
Element Type
Prestressed Concrete Voided Slab Panels
Superstructure
Units Scale
LF
Page
1-4
46
Superstructure LF
Superstructure LF
Superstructure LF
Superstructure LF
Substructure Each
Substructure
LF
Substructure Each
Substructure
LF
Substructure Each
Deck
LF
1-4
1-4
1-4
1-4
1-4
1-4
1-4
1-4
1-4
1-4
47
47
47
47
47
47
47
47
47
47
Superstructure
Substructure
Substructure
LF
LF
LF
1-4
1-4
1-4
48
48
48
Substructure
LF
1-4
48
Substructure
Substructure
Each
Each
1-4
1-4
48
48
Superstructure
LF
1-4
48
Superstructure
Superstructure
Superstructure
Superstructure
Superstructure
Superstructure
Superstructure
Superstructure
Superstructure
Superstructure
Superstructure
Superstructure
Substructure
Superstructure
Each
Each
Each
Each
Each
Each
Each
Each
Each
Each
Each
Each
Each
LF
1-3
1-3
1-3
1-3
1-3
1-3
1-5
1-5
1-4
1-4
1-5
1-4
1-4
1-4
50
50
50
50
50
50
57
59
59
63
63
64
65
65
Timber Elements
111
117
135
156
206
216
228
235
386
415
Timber Girder or Beam

Timber Stringer
Timber Arch or Truss
Timber Floorbeam
Timber Column
Timber Abutment
Timber Piling
Timber Pier Cap/Bearing Cap
Timber Wingwall
Timber Transverse Stiffener Beam (Timber Slabs)
Masonry, Other, or Combination Material Elements

145
211
217
Masonry, Other, or Combination Material Arch

Masonry, Other, or Combination Material Pier Wall
Masonry, Other, or Combination Material Abutment
Masonry, Other, or Combination Material Pier
Cap/Bearing Cap
416
417
418
420
Masonry, Other, or Combination Material Column

Masonry, Other, or Combination Material Wingwall
Masonry, Other, or Combination Material Arch Spandrel
Wall
Other Structural Elements

310
311
312
313
314
315
161
373
379
146
147
380
382
381
B-22
Elastomeric (Expansion) Bearing

Expansion Bearing
Enclosed/Concealed Bearing
Fixed Bearing
Pot Bearing
Disk Bearing
Pin & Hanger (or Hinge Pin) Assembly - Painted
Steel Hinge Assembly
Concrete Hinge Assembly
Steel Cable (Bare)
Steel Cable (Coated or Encased)
Secondary Structural Elements
Cast-In-Place (CIP) Piling
Tunnel
OCTOBER 2014
Chapter B
Element Description
Culvert Elements
#
240
241
242
243
388
421
Element Type
Steel Culvert
Reinforced Concrete Culvert
Timber Culvert
Masonry, Other, or Combination Material Culvert
Culvert Wingwall, Headwall, or Other End Treatment
Culvert Footing
Units Scale
Page
Culvert
Culvert
Culvert
Culvert
Culvert
Culvert
LF
LF
LF
LF
Each
LF
1-4
1-4
1-4
1-4
1-4
1-4
69
69
70
71
72
72
Superstructure
Superstructure
Deck
Deck
Substructure
Substructure
Superstructure
Superstructure
Miscellaneous
Superstructure
Superstructure
Superstructure
Each
Each
Each
Each
Each
Each
Each
Each
Each
Each
Each
Each
1-3
1-4
1-4
1-5
1-3
1-3
1-3
1-4
1-2
1-4
1-3
1-4
73
74
74
75
75
76
76
77
77
78
78
79
Miscellaneous
Deck
Deck
Deck
Substructure
Deck
Culvert
Miscellaneous
Each
Each
Each
Each
Each
Each
Each
Each
1-5
1-3
1-3
1-3
1-3
1-3
1-3
1-3
80
81
81
82
82
82
83
83
Smart Flags
356
357
358
359
360
361
362
363
964
965
966
967
Fatigue Cracking Smart Flag

Pack Rust Smart Flag
Concrete Deck Cracking Smart Flag
Underside of Concrete Deck Smart Flag
Substructure Settlement & Movement Smart Flag
Scour Smart Flag
Traffic Impact Smart Flag
Section Loss Smart Flag
Critical Finding Smart Flag
Concrete Shear Cracking Smart Flag
Fracture Critical Smart Flag
Gusset Plate Distortion Smart Flag
Other Items
981
982
983
984
985
986
987
988
B-23
Signing
Guardrail
Plowstraps
Deck & Approach Drainage
Slopes & Slope Protection
Curb & Sidewalk
Roadway over Culvert
Miscellaneous Items
OCTOBER 2014
B.4.6 DECK & SLAB
STRUCTURAL ELEMENTS
B.4.6.1 Rating
Procedures for Concrete
Decks & Slabs
Chapter B
This section includes structural element rating descriptions for decks, slabs, deck joints, bridge
approaches, and bridge railings.
Concrete deck (and slab) elements are selected based upon the wearing surface material (low
slump concrete, bituminous, etc.) as well as the type of corrosion prevention system (such as
epoxy coated reinforcement). In this manual, the condition rating descriptions for concrete deck
and slab elements are divided into four groups.
Section B.4.6.2: Concrete decks & slabs without overlays

Section B.4.6.3: Concrete decks & slabs with low slump overlays
Section B.4.6.4: Concrete decks & slabs with latex or epoxy overlays
Section B.4.6.5: Concrete decks & slabs with bituminous overlays
All concrete deck and slab elements are rated on a scale of 1 to 5 (with 1 being very good
condition and 5 being the worst condition). Although the quantity is displayed in square ft., the
entire quantity must be rated as a single condition state.
The condition ratings for concrete deck elements are based upon the percentage of unsound
wearing surface (see Section B.3.2.7). This quantity may be estimated from field observations, or
calculated from a deck condition survey (such as chaining or ground penetrating radar).
other significant deterioration.
Inspector Note:
Temporary patches (such as a
bituminous fill patch on a concrete
The condition ratings for concrete decks & slabs are
wearing surface) should be
based solely upon the condition of the wearing
considered to be unsound. Higher
surface. Smart Flag element #359 (Underside of
quality (long-term) patches should
Deck/Slab) must be rated to describe the conditions
not necessarily be considered
of the supporting concrete deck (or slab).
unsound until these repaired areas
have begun to deteriorate.
If the deck has a concrete wearing surface, Smart Flag element #358 (Deck Cracking) must also
be rated. This smart flag is not required for decks with bituminous overlays (or if the wearing
surface is covered in gravel).
The wearing surface type, depth, and year of installation should be displayed on the MnDOT
Structure Inventory Report - if not, this information should be noted on the inspection report.
The inspector should note any changes in the type or depth of the wearing surface - a new
overlay may require a new deck element, and any increase in the wearing surface depth will
require a new load rating.
While the presence of gravel is not a consideration when selecting deck elements, the gravel
depth should be noted on the inspection report (excessive gravel may reduce the load rating).
Concrete decks covered in gravel will typically be rated as condition 1 (as the top of the deck is
not visible for inspection).
The deck protection system (and year of installation) should be displayed on the MnDOT
Structure Inventory Report. Virtually all bridge decks constructed in Minnesota since 1980 have
epoxy coated reinforcement - however, decks constructed in the early 1980s often had epoxy
coated reinforcement on the top mat only (uncoated reinforcement was used on the lower mat).
These bridge decks tend to have increased deterioration (rust staining and delamination) on the
underside. Decks with bituminous overlays often have a waterproof membrane to protect the
underlying deck. The bridge plans may have to be reviewed to determine the proper deck
element.
B-24
OCTOBER 2014
B.4.6.2 Concrete Decks
& Slabs (Without
Overlays)

These elements describe the wearing
surface condition on concrete decks
(or slabs) that do not have an overlay.
This can include concrete decks (or
slabs) covered with gravel.
Chapter B
Inspector Note:
Smart Flag elements #359 (Underside of Concrete
Deck) and #358 (Deck Cracking) should also be rated.
Element #12: Top of Concrete Deck with Uncoated Rebar (No Overlay)
Element #26: Top of Concrete Deck with Epoxy Rebar (No Overlay)
Element #27: Top of Concrete Deck (with Cathodic Protection System)
Element #38: Top of Concrete Slab with Uncoated Rebar (No Overlay)
Element #52: Top of Concrete Slab Epoxy Rebar (No Overlay)
Element #53: Top of Concrete Slab (with Cathodic Protection System)
Element #405: Top of Cast-in-Place Concrete Voided Slab (No Overlay)
Element #429: Top of Concrete Deck with Epoxy Rebar on the Top Mat Only (No Overlay)
Element #431: Top of Concrete Slab with Epoxy Rebar on the Top Mat Only (No Overlay)
Condition State 1: Top (wearing) surface of deck has no spalls, delaminations, or temporary
patches.
Condition State 2: The combined area of unsound wearing surface (spalls, delaminations,
temporary patches, etc.) is 2% or less of the total deck area.
temporary patches, etc.) is more than 2% but not more than 10% of the total deck area.
temporary patches, etc.) is more than 25% of the total deck area.
B-25
OCTOBER 2014
& Slabs (Low Slump
Overlays)

These elements
describe the condition
of low slump concrete
overlays on concrete
decks (or slabs).
Chapter B
Inspector Note:
Smart Flag element #359 (Underside of Concrete Deck) must
also be rated to describe the condition of the supporting
concrete deck (or slab)! Smart Flag element #358 (Deck
Cracking) must also be rated.
Element #22: Low Slump Overlay (Concrete Deck with Uncoated Rebar)
Element #48: Low Slump Overlay (Concrete Slab with Uncoated Rebar)
Element #377: Low Slump Overlay (Concrete Deck with Epoxy Rebar)
Element #378: Low Slump Overlay (Concrete Slab with Epoxy Rebar)
Element #406: Low Slump Overlay (Cast-in-Place Concrete Voided Slab)
Element #430: Low Slump Overlay (Concrete Deck with Epoxy Rebar on the Top Mat Only)
Element #432: Low Slump Overlay (Concrete Slab with Epoxy Rebar on the Top Mat Only)
Condition State 1: Low slump overlay has no spalls, delaminations, or temporary patches.
Condition State 5: The combined area of distressed or unsound wearing surface (spalls,
delaminations, patches, etc.) is more than 25% of the total deck area.
& Slabs (Latex or Epoxy
Overlays)
These elements describe the

condition of latex, epoxy, or thin
(less than 1) overlays on concrete
decks (or slabs). Epoxy & Latex
overlays were used sparingly in
Minnesota in the 1970s & 1980s,
but are now seldom used.
Inspector Note:
Smart Flag elements #359 (Underside of Concrete
Deck) must also be rated to describe the condition of
the supporting concrete deck (or slab).
Element #18: Latex, Epoxy, or Thin Overlay (Concrete Deck)

Element #44: Latex, Epoxy, or Thin Overlay (Concrete Slab)
Condition State 1: Latex/Epoxy overlay has no spalls, delaminations, or patches.
temporary patches, etc.) is more than 25% of the total deck area.
B-26
OCTOBER 2014
& Slabs (Bituminous
Overlays)

These elements describe the
condition of bituminous overlays on
concrete decks (or slabs). The plans
should be referenced to determine if
there is a waterproof membrane
below the overlay (the presence of
epoxy-coated reinforcement is not a
consideration with these elements).
Chapter B
Inspector Note:
Smart Flag elements #359 (Underside of Deck or Slab)
must also be rated to describe the condition of the
supporting concrete deck (or slab). Smart Flag
Element #358 (Deck Cracking) should not be used for
bituminous overlays.
Element #13: Bituminous Overlay (Concrete Deck)

Element #14: Bituminous Overlay with Membrane (Concrete Deck)
Element #39: Bituminous Overlay (Concrete Slab)
Element #40: Bituminous Overlay with Membrane (Concrete Slab)
Condition State 1: Bituminous overlay has no potholes, spalls, or temporary patches.
Condition State 2: The combined area of unsound wearing surface (potholes, spalls, temporary
patches, etc.) is 2% or less of the total deck area.
patches, etc.) is more than 2% but not more than 10% of the total deck area.
patches, etc.) is more than 10% but not more than 25% of the total deck area.
patches, etc.) is more than 25% of the total deck area
B-27
OCTOBER 2014
B.4.6.6 Timber Decks &
Slabs
Chapter B
These elements apply to timber decks or slabs - this includes timber, bituminous or gravel
wearing surfaces. This includes timber plank decks, glulam deck panels, and nail laminated
timber decks or slabs. All of these elements are an each item (the quantity will be displayed as
the deck area in square ft.) - they are rated on a scale of 1-4 (the entire deck/slab area must be
rated under a single condition state).
Element #31: Timber Deck (No Overlay)
Element #32: Timber Deck with Bituminous (AC) Overlay
Element #54: Timber Slab (No Overlay)
Element #55: Timber Slab with Bituminous (AC) Overlay
Timber plank decks are comprised of transverse timber planks (with the wide dimension in the
horizontal plane). Timber plank decks often have longitudinal planks (runners) under each
wheel track.
Nailed laminated timber decks consist of transverse timbers (with the wide dimension in the
vertical position) that are nailed to the adjacent timbers. Nailed laminated decks often have a
bituminous overlay.
Inspector Note:
Nail laminated timber slabs are similar to
Timber slabs often have a transverse
nail laminated decks, except the timbers
stiffener beam running below the slab
are longitudinal, and serve as the primary
near the center of the span these
superstructure element (the timbers are
beams can be rated using element #415.
larger than those on a nail laminated deck).
Timber slabs often have a bituminous
wearing surface.
Glulam timber deck panels are typically 4 ft. wide and are typically installed transversely to the
direction of traffic (these are often used for temporary bridges, and frequently have a
bituminous overlay).
Condition State 1: Timber deck/slab has little or no deterioration. Timber components may have
minor weathering or splitting. All deck/slab components are properly orientated and solidly
connected. Running planks (if present) are in good condition and soundly attached. Bituminous
overlay (if present) is in good condition (no potholes).
Condition State 2: Timber deck/slab has minor to moderate deterioration. Timber components
may have moderate weathering or splitting - there may be minor decay, crushing, or sagging.
Deck/slab components may be slightly loose or misaligned. Running planks may be worn or
slightly loose. Bituminous overlay may have moderate cracking - there may be some potholes.
Condition State 3: Timber deck/slab has extensive deterioration - repairs may be recommended,
but the load-carrying capacity of the deck has not been significantly reduced. Timber
components may have extensive weathering or splitting - there may be decay, crushing, or
sagging. Deck/slab components may be missing, loose, or misaligned. Running planks may be
misaligned (some sections may be missing). Bituminous overlay may have extensive cracking or
potholes.
Condition State 4: Timber deck/slab has severe or critical deterioration. Full-depth failures may
be present - immediate repairs may be necessary. Timber components may have severe decay,
crushing, or sagging. Wearing surface may have failed.
B-28
OCTOBER 2014
B.4.6.7 Other Deck
Types
Chapter B
Element #28: Steel Grid Deck - Open

Element #29: Steel Grid Deck - Concrete Filled
Element #28 applies to open grid steel deck, Element #29 refers to steel grid decks that have
been fully or partially filled with concrete. Steel grid panels may be welded, riveted, or bolted the top edges are often serrated to improve traction. Both of these elements are an each item
(the quantity will be displayed as the deck area in square ft.) - they are rated on a scale of 1-5
(the entire deck area must be rated under a single condition state). Note: The rating should take
into consideration any deck support components that are not addressed by other structural
elements.
Condition State 1: Steel grid deck has little or no deterioration. The paint or galvanizing system
(if present) remains sound - there is no notable corrosion. All deck supports and connections
(welds, rivets, bolts, etc.) are in good condition. Concrete filler (if any) is in good condition.
Condition State 2: Steel grid deck has minor deterioration. Paint or galvanizing system (if
present) may have some failure - surface corrosion may be present. Deck supports and
connections may have minor deterioration, but remain sound. Concrete filler (if any) may have
minor deterioration, but remains intact.
Condition State 3: Steel grid deck has moderate deterioration. Paint or galvanizing system (if
present) may have moderate failure - surface corrosion may be prevalent, but any section loss is
incidental. Deck supports and connections may have moderate deterioration or isolated failure
(cracked welds or broken rivets), but the grid panels remain secure and in proper alignment.
Concrete filler (if any) may have moderate deterioration - the concrete may have broken out in
some locations.
Condition State 4: Steel grid deck has extensive deterioration. Paint or galvanizing system (if
present) may have complete failure. There may be extensive surface corrosion or measurable
section loss. Failure of support components and connections may have resulted in some grid
panels coming slightly loose or out alignment. Concrete filler (if any) may have extensive
deterioration - the concrete may have broken out in numerous locations.
Condition State 5: Steel grid deck has severe or deterioration - immediate repairs may be
required. The steel grid panels may have severe section loss (areas may have rusted through).
Failure of support components and connections may have resulted in some grid panels coming
severely loose or out of alignment. Most of the concrete filler may be missing.
Element #30: Corrugated, Orthotropic, Exodermic, or Other Deck
This element applies corrugated decks, orthotropic decks, or any deck type not adequately
described by the other deck elements. This element is an each item (the quantity will be
displayed as the deck area in square ft.). This element is rated on a scale of 1-5 (the entire deck
area must be rated under a single condition state).
Corrugated decks are typically comprised of corrugated steel forms (with concrete or bituminous
fill), in which the steel forms provide the primary structural support.
An Orthotropic deck typically consists of a steel plate that has been stiffened by closely spaced
ribs. An orthotropic deck acts integrally with the superstructure.
An Exodermic deck is a recently developed modular design that combines a steel grid with a
reinforced concrete deck (advantages include light weight and rapid construction). This design
has only been used on a limited basis in Minnesota.
B-29
OCTOBER 2014
Chapter B
Condition State 1: Deck has little or no deterioration. Paint or galvanizing system (if present)
remains sound - there is no notable corrosion. The wearing surface (or filler material) is sound,
with no notable deterioration.
Condition State 2: Deck has minor deterioration. Paint or galvanizing system (if present) may
have some failure - surface corrosion may be present. Wearing surface (or filler material) may
have minor deterioration (cracking, spalling, or potholes).
Condition State 3: Deck has moderate deterioration. Paint or galvanizing system (if present) may
have moderate failure - surface corrosion may be prevalent, but any section loss is incidental.
Wearing surface (or filler material) may have moderate deterioration (cracking, spalling, or
potholes) - but the underlying deck forms are not exposed.
Condition State 4: Deck has extensive deterioration. Paint or galvanizing system (if present) may
have complete failure. There may be extensive surface corrosion or measurable section loss.
Wearing surface (or filler material) may have extensive deterioration - the underlying deck may
be exposed.
Condition State 5: Deck has severe deterioration - immediate repairs may be required. Steel
deck components may have severe section loss (areas may have rusted through). Wearing
surface (or filler material) may have severe deterioration - a significant portion of the underlying
decking may be exposed.
B-30
OCTOBER 2014
Chapter B
Element #401: Steel Ballast Plate Deck (Railroad Bridges)

This element applies to steel ballast plate decks (commonly used on railroad bridges). These
decks consist of steel plates attached directly to the superstructure (they are often connected
with clips that allow the deck to expand independently from the superstructure). The steel
ballast plate is typically covered with a waterproof membrane and rock ballast (the railroad ties
are placed on the ballast). This element is an each item (the quantity will be displayed as the
deck area in square ft.). This element is rated on a scale of 1-5 (the entire deck area must be
rated under a single condition state). Note: The inspector should note if the railroad tracks are
active, abandoned, or removed.
Condition State 1: Steel ballast plate deck has little or no deterioration. Paint system (if present)
remains sound - there is no notable corrosion. There is no deck leakage. All ballast clips (or other
deck connections) are secure. Rock ballast and wearing surface (if present) have no notable
deterioration.
Condition State 2: Steel ballast plate deck has minor deterioration. Paint system (if present) may
have some failure - surface corrosion may be present. There may be minor deck leakage. A small
number of ballast clips (or other connections) may be loose or missing. Rock ballast and wearing
surface (if present) may have minor deterioration.
Condition State 3: Steel ballast plate deck has moderate deterioration. Paint system (if present)
may have moderate failure - surface corrosion may be prevalent, but any section loss is
incidental. There may be moderate deck leakage. Several ballast clips (or other connections) may
be loose or missing. Rock ballast and wearing surface (if present) may have moderate
deterioration.
Condition State 4: Steel ballast plate deck has extensive deterioration. Paint system (if present)
may have complete failure. There may be extensive surface corrosion or measurable section
loss. There may be extensive deck leakage. A significant number of ballast clips (or other
connections) may be loose or missing. Rock ballast and wearing surface (if present) may have
extensive deterioration.
Condition State 5: Steel ballast plate railroad deck has severe deterioration - immediate repairs
may be required. Steel deck components may have severe section loss (areas may have rusted
through), or may be loose or out of alignment.
B-31
OCTOBER 2014
B.4.6.8 Deck Joints
Chapter B
Deck joint elements are rated on a scale of 1-3 - condition 3 typically indicates that joint repair
or replacement is required. The quantity is listed as linear feet, measured along the full length of
the expansion joint (this includes the roadway, as well as joints through railings, medians, and
sidewalks).
Inspector Note:
Deck joints should be inspected for
Deck expansion joints that are closed tightly,
leakage, as well as for proper function.
offset vertically or horizontally, or have large
Deck joints should be examined for skew,
gaps may indicate severe structural problems
offset, or any evidence that the joint is
(such as substructure movement).
restricted or is beyond the limits of
expansion.
Element #300: Strip Seal Deck Joint
This element applies to deck joints that utilize a V shaped neoprene gland, typically held in
place by a steel extrusion.
Strip seal joints came

into use in Minnesota
in 1974, and are now
the predominant type
of bridge deck
expansion joint.
A cross-section plan
diagram of typical strip
seal deck joint is
shown to the left.
Condition State 1: Strip seal joint has little or no deterioration (no leakage). Gland is sound and
securely anchored. Joint anchorage and adjacent deck remain sound and intact. Joint is properly
aligned and functioning as intended. Debris in the joint (if any) is not causing any problems.
Condition State 2: Strip seal joint has moderate deterioration - minor leakage may be evident.
Gland may be partially pulled out. Joint anchorage may be slightly damaged. Adjacent deck may
have minor spalling. Joint may be slightly misaligned (skewed, offset, or near limits of
expansion), but the function has not been significantly impaired. Debris in the joint may be
causing problems.
Condition State 3: Strip seal joint has severe deterioration - there may be significant leakage.
Gland may be punctured, torn, or pulled loose. Joint may be closed to or less. The joint
anchorage may be damaged or deteriorated to the extent that the gland can no longer be
properly anchored. Adjacent deck may have severe spalling. Joint may be severely misaligned the function may be significantly impaired.
B-32
OCTOBER 2014
Chapter B
Element #301: Poured Deck Joint

This element applies to deck joints filled with a poured or extruded sealant - this typically refers
to saw & seal joints (above piers or along end blocks), but can also include bituminous plug joints
or median joints.
Condition State 1: Poured joint has little or no deterioration (no leakage). Joint sealant is
properly adhered. Adjacent deck is sound and intact.
Condition State 2: Joint is leaking - poured sealant has adhesion failure or may be missing.
Adjacent deck may have minor cracking or spalling.
Condition State 3: Deck adjacent to poured joint has severe spalling - concrete repairs or joint
replacement may be necessary.
Element #302: Compression Seal Deck Joint
This element applies to deck joints
consisting of a pre-formed elastic
compression seal. Compression seals may
have a solid or hollow cross-section - the
joint may or may not include steel
protection angles.
Inspector Note:
This element should not be used for approach
relief joints (use element #412 instead).
Compression seal deck joints

are seldom used in bridge decks
in Minnesota - they were
phased out in favor of strip seal
joints around 1975.
A cross-section plan diagram of
typical compression seal deck
joint (with steel protection
angles) is shown to the left.
Condition State 1: Compression joint has little or no deterioration (no leakage). Compression
seal is sound and securely anchored. Protection angles (if present) are in good condition.
Adjacent deck remains sound and intact. Joint is properly aligned and functioning as intended.
Debris in the joint (if any) is not causing any problems.
Condition State 2: Compression joint has moderate deterioration (minor leakage may be
evident). Compression seal may be slightly loose or out of position. Protection angles may have
minor damage. Adjacent deck may have minor spalling. Joint may be slightly misaligned (skewed,
offset, or near limits of expansion), but the function has not been significantly impaired. Debris
in the joint may be causing problems.
Condition State 3: Compression joint has severe deterioration (there may be significant leakage).
Compression seal may be punctured, torn, or out of position. Protection angles may have severe
damage. Adjacent deck may have severe spalling. Joint may be severely misaligned - joint
function may be significantly impaired.
B-33
OCTOBER 2014
Chapter B
Element #303: Assembly Deck Joint (with or without seal)

This element applies to deck joints consisting of an assembly mechanism (with or without a seal).
This includes deck joints comprised of sliding steel plates, anchored rubber seals, or any joint
that is not adequately described by the other deck joint elements.
Condition State 1: Assembly joint has little or no deterioration. If the joint is sealed, there is no
leakage. All joint components are sound and securely anchored. Steel components have little or
no corrosion. Adjacent deck remains sound and intact. Joint is properly aligned and functioning
as intended. Debris in the joint (if any) is not causing any problems.
Condition State 2: Assembly joint has moderate deterioration. If the joint is sealed, minor
leakage may be evident. Joint components may be loose. Steel components may have moderate
corrosion and/or section loss. Adjacent deck may have minor spalling. Joint may be slightly
misaligned (skewed, offset, or near limits of expansion), but the function has not been
significantly impaired. Debris in the joint may be causing problems.
Condition State 3: Assembly joint has severe deterioration. Seals may have failed. Joint
components may be missing. Steel components may have severe section loss. Adjacent deck
may have severe spalling. Joint may be severely misaligned - joint function may be significantly
impaired.
Element #304: Open Deck Joint
This element applies to open deck joints (with or without steel protection angles).
Condition State 1: Open joint has little or no deterioration. Protection angles (if present) are
sound and securely anchored. Adjacent deck is sound. Joint is properly aligned and functioning
as intended.
Condition State 2: Open joint has moderate deterioration. Protection angles may have moderate
corrosion damage or may have started to loosen - some anchor bolts may be loose, broken or
missing. Adjacent deck may have minor spalling. Joint may be slightly misaligned (skewed, offset,
or near limits of expansion), but the function has not been significantly impaired.
Condition State 3: Open joint has severe deterioration. Protection angles may be severely
damaged or missing. Adjacent deck may have severe spalling. Joint may be severely misaligned joint function may be significantly impaired.
B-34
OCTOBER 2014
Chapter B
Element #410: Modular Deck Joint

This element applies to Modular deck joints. Modular deck joints are comprised of two or
more adjacent waterproof seals (V strip or compression seal). The seals are typically anchored
by steel extrusions cast into the deck, and supported from below by small beams (which often
have an independent expansion bearing system). Modular joints typically incorporate equalizer
springs and guide systems to keep the seals equally spaced and properly aligned.
Modular deck joints
came into use in
Minnesota in the 1980s,
and are now the
standard joint used if
more than 4 of
expansion must be
accommodated.
A cross-section diagram
of a 3-gland modular
deck joint is shown to
the left.
Condition State 1: Modular joint has little or no deterioration (no leakage). Seals are sound and
securely anchored. All joint components (extrusion/joint anchorage, support beams, equalizers,
and guide systems) are sound and intact. Adjacent deck is sound. Joint is properly aligned and
functioning as intended. Debris in the joint (if any) is not causing any problems.
Condition State 2: Modular joint has moderate deterioration - minor leakage may be evident.
Seals may be partially pulled out, slightly loose or out of position. Joint equalizers (or guide
system components) may be loose, damaged or missing. Joint support beams remain sound and
intact. The joint anchorage may be slightly damaged. Adjacent deck may have minor spalling.
Joint may be slightly misaligned (skewed, offset, or near limits of expansion), but the function
has not been significantly impaired. Debris in the joint may be causing problems.
Condition State 3: Modular joint has severe deterioration - there may be significant leakage.
Seals may be punctured, torn, pulled loose, or out of position. Joint equalizer/guide system may
be severely deteriorated or no longer functioning. Support beams may be loose, jammed, or
otherwise inoperative. Joint anchorage may be damaged or deteriorated to the extent that the
gland can no longer be properly attached. Adjacent deck may have severe spalling. Joint may be
severely misaligned - joint function may be significantly impaired.
B-35
OCTOBER 2014
Chapter B
Element #411: Finger Plate Deck Joint

This element applies to finger plate deck joints (two steel plates with interlocking fingers).
Condition State 1: Finger plate joint has little or no deterioration. Expansion plates are securely
anchored (all fingers are intact). Adjacent deck is sound. Joint is properly aligned and functioning
as intended.
Condition State 2: Finger plate joint has moderate deterioration. Some fingers may be broken
off. Expansion plates may have started to loosen - some anchor bolts may be loose, broken or
missing (welds may have broken). Adjacent deck may have minor spalling. Joint may be slightly
misaligned (skewed, offset, or near limits of expansion), but the function has not been
significantly impaired.
Condition State 3: Finger plate joint has severe deterioration. A significant number of fingers
may be broken off. Expansion plates may be loose or missing - a large number of anchor bolts
may be loose, broken or missing. Adjacent deck may have severe spalling. Joint may be severely
misaligned - joint function may be significantly impaired.
B-36
OCTOBER 2014
Chapter B
Element #412: Approach Relief Joint

This element applies to approach relief joints. A typical E-8 approach relief joint is 4 wide
(some are 2 wide), and consists of a preformed polystyrene filler (MnDOT Spec. #3702) with a
hot poured seal (MnDOT Spec. #3725). Approach relief joints are typically located at the
roadway end of the approach panel adjacent to the approach roadway.
A cross-section of a
typical E8 Approach
Relief Joint (note 3) is
shown to the left. The
approach panel is
typically supported by
a concrete sill. A
plastic sheet placed on
top of the sill (note 2)
breaks the bond,
allowing the approach
slab to expand and
contract
Inspector Note:
As bridges with Integral or Semi-Integral abutments typically do not have expansion joints on
the bridge deck, the approach relief joint must accommodate expansion/contraction of the
bridge deck as well as the approach roadway. If approach relief joints are present on such
bridges, it is particularly important that they are functioning properly.
Condition State 1: Approach relief joint has little or no deterioration. Joint seal and filler remain
intact. Joint has not closed significantly. The adjacent roadway and approach are in good
condition.
Condition State 2: Approach relief joint has moderate deterioration. Joint seal and/or filler
material may be missing - the joint may be partially filled with debris. Joint may be partially
closed, but can still accommodate additional expansion. Adjacent roadway or approach may
have minor spalling.
Condition State 3: Approach relief joint has severe deterioration - repair or replacement may be
required. Joint may be closed (or nearly closed), with no room for additional expansion. Adjacent
roadway or approach may have severe spalling.
B-37
OCTOBER 2014
B.4.6.9 Roadway
Approach Elements
Chapter B
These elements apply to approach slabs and the roadway approaches to the bridge. These
elements are only intended to rate the condition of the approach - geometric alignment issues
should be addressed using NBI Item 72 (Approach Roadway Alignment Appraisal) - see Section
B.3.2.2). These elements are each items (rated on a scale of 1-4). The quantity will typically be
2 (one for each end of the bridge) - they can be rated under separate condition states. If the
bridge has a divided median or ramp, the quantity can be increased to rate each panel
separately.
Element #320: Concrete Approach Slab (Bituminous Wearing Surface)
Element #321: Concrete Approach Slab (Concrete Wearing Surface)
Element #407: Bituminous Approach Roadway
Element #408: Gravel Approach Roadway
Inspector Note:
An approach slab is a short concrete paving segment between the end of the bridge and the
approach roadway (usually supported by the abutment parapet at the bridge end, and a
concrete sill at the roadway end). If approach slabs are not present, the approach roadway
elements can be used (this typically includes the approach roadway extending approximately 20
ft. from the end of the bridge).
Condition State 1: Approach has little or no deterioration. There is no settlement or
undermining - the ride transitions smoothly on/off the bridge deck. Concrete approaches may
have minor cracking or wear - there are no delaminations or spalls. Bituminous approaches are
smooth and even - there are no potholes. Gravel approaches are evenly graded.
Condition State 2: Approach has minor to moderate deterioration. There may be slight
settlement or undermining, but traffic impact on the bridge has not been significantly increased.
Concrete approaches may have moderate cracking, scaling, or wear - there may be minor
delamination or spalling. Bituminous approaches may have moderate cracking, or may be
slightly uneven - potholes may be present. Gravel approaches may be moderately rutted or
eroded.
Condition State 3: Approach has extensive deterioration - repairs may be required. Settlement
or undermining may have significantly increased traffic impact on the bridge. Concrete
approaches may have extensive scaling or cracking (cracking may extend through the underlying
slab) - there may be significant delamination or spalling. Bituminous approaches may have
extensive cracking or potholes - or may be uneven. Gravel approaches may have extensive
rutting or erosion.
Condition State 4: Approach has severe or critical deterioration - immediate repairs may be
required. Settlement or undermining may have severely increased traffic impact on the bridge.
Deterioration of the wearing surface may be severe enough to present a traffic hazard.
B-38
OCTOBER 2014
B.4.6.10 Bridge Railing
Elements
Chapter B
Select the railing element that best describes the railing present on the bridge (some bridges
have more than one railing type). Railing elements are linear feet quantities (the rating scale
varies). The quantity is measured along the length of the railing, and can include railing on the
wingwalls or approaches.
Element #330: Metal Bridge Railing (Uncoated or Unpainted) - this element applies to metal
railings that are not (and have never been) coated or painted.
Condition State 1: Uncoated metal railing has little or no deterioration. There may be minor
surface corrosion, but there is no section loss. Railing may have minor impact damage.
Condition State 2: Uncoated metal railing has minor to moderate deterioration or impact
damage. There may be surface corrosion (minor section loss). Components may be slightly bent
or misaligned.
Condition State 3: Uncoated metal railing has extensive deterioration or impact damage. There
may be extensive surface corrosion or section loss. Connections or anchorages may be slightly
loose - components may be bent or misaligned.
Condition State 4: Uncoated metal railing has severe deterioration or impact damage immediate repairs may be required. There may be advanced corrosion or significant section loss.
Connections or anchorages may have failed - components may be severed, torn loose, or
missing.
Element #331: Reinforced Concrete Bridge Railing - this element applies to reinforced
concrete railings (of any type or shape).
Condition State 1: Concrete railing has little or no deterioration. There may be minor cracking,
scaling, pop-outs, leaching, or staining. There may be minor impact damage.
Condition State 2: Concrete railing has minor to moderate deterioration or impact damage.
There may be moderate cracking, scaling, leaching, or staining. There may be minor
delamination or spalling.
Condition State 3: Concrete railing has extensive deterioration or impact damage. There may be
extensive cracking, scaling, leaching, staining, delamination or spalling (with exposed rebar).
Condition State 4: Concrete railing has severe deterioration or impact damage - immediate
repairs may be required. There may be severe cracking, scaling, delamination or spalling (with
exposed rebar).
B-39
OCTOBER 2014
Chapter B
Element #332: Timber Bridge Railing - this element applies to bridge railings comprised
primarily or entirely of timber.
Condition State 1: Timber railing has minor deterioration or impact damage. There may be
minor weathering or cracking - but there is no decay or structural distress (crushing or sagging).
All connections are sound and intact - all components are properly aligned.
Condition State 2: Timber railing has moderate deterioration or impact damage. There may be
extensive weathering or cracking - there may be some decay or structural distress (minor
crushing or sagging). Connections may be slightly loose - components may be slightly misaligned.
Condition State 3: Timber railing has severe deterioration or impact damage - immediate repairs
may be required. There may be severe decay, crushing, or sagging (significant loss of crosssectional area). Connections may have failed - components may be severely damaged or torn
loose.
Element #333: Masonry, Other, or Combination Material Railing - this element applies to
railings constructed of any combination of materials (concrete, steel, aluminum, timber,
etc.), or any railing that cannot be adequately described by the other railing elements.
Condition State 1: Railing has minor deterioration or impact damage. Concrete may have minor
cracking, scaling, or leaching. Steel may have minor surface corrosion - paint/coating system (if
present) may have minor deterioration. Timber may have minor weathering or cracking. All
connections and anchorages are sound and intact - all components are properly aligned.
Condition State 2: Railing has moderate deterioration or impact damage. Concrete may have
moderate cracking, scaling, leaching, or spalling (exposed rebar). Steel may have moderate
corrosion (some section loss) - paint/coating system may have extensive failure. Timber may
have extensive weathering or cracking - there may be decay, crushing, or sagging. Connections
or anchorages may be slightly loose - components may be slightly bent or misaligned.
Condition State 3: Railing has severe deterioration or impact damage - immediate repairs may
be required. Concrete may have severe cracking or spalling (exposed rebar). Steel may have
severe corrosion or section loss. Timber may have severe decay, crushing, or sagging.
Connections or anchorages may have failed - components may be severely bent, severed,
fractured, or torn loose.
B-40
OCTOBER 2014
Chapter B
Element #334: Metal Bridge Railing (Coated or Painted) - this element applies to metal
railings that have been painted, galvanized or otherwise coated.
Condition State 1: Coating metal railing has little or no deterioration (no corrosion or impact
damage).
Condition State 2: Coating metal railing has minor deterioration. There may be minor surface
corrosion (no section loss). Connections and anchorages are sound and intact.
Condition State 3: Coating metal railing has moderate deterioration. Surface corrosion may be
prevalent (minor section loss). Connections or anchorages may be slightly loose - components
may be slightly bent or misaligned.
Condition State 4: Coating metal railing has extensive deterioration. There may be extensive
corrosion (measurable section loss). Connections or anchorages may be loose - components may
be bent or misaligned.
Condition State 5: Coated metal railing severe deterioration - immediate repairs may be
required. There may be severe section loss. Connections or anchorages may have failed components may be severed, torn loose, or missing.
Element #409: Chain Link Fence
Condition State 1: Chain link fence has little or no deterioration. Galvanizing or vinyl coating is
sound.
Condition State 2: Chain link fence has minor deterioration. Coating may have minor failure surface rust may be present. Fence components are properly aligned (all connections are sound).
Condition State 3: Chain link fence has moderate deterioration. Coating may have moderate
failure - surface rust may be prevalent. Components may be slightly bent or misaligned connections may be slightly loose. Fabric may have snags or holes (areas may be slightly
stretched or deformed).
Condition State 4: Chain link fence has extensive deterioration. Coating may have extensive
failure - there may be section loss. Components may be bent or misaligned - connections may be
loose. Fabric may have numerous snags or holes (areas may be stretched or deformed).
Condition State 5: Chain link fence has severe deterioration - immediate repairs may be
required. Components may be loose, missing, or severely bent.
B-41
OCTOBER 2014
B.4.7 STRUCTURAL
ELEMENTS (GROUPED
BY MATERIAL TYPE)
B.4.7.1 Painted Steel
Elements
Chapter B
This section includes rating descriptions for structural elements - mainly superstructure and
substructure. The elements are grouped by material type (painted steel, unpainted weathering
steel, reinforced concrete, pre-stressed concrete, timber, or masonry/other material).
These elements apply to structural steel members that have been painted (even if the paint
system has completely failed).
Element #102: Painted Steel Box Girder (LF)
Element #107: Painted Steel Girder or Beam (LF)
Element #113: Painted Steel Stringer (LF)
Element #121: Painted Steel Through Truss - Bottom Chord (LF)
Element #126: Painted Steel Through Truss - Upper Members (LF)
Element #131: Painted Steel Deck Truss (LF)
Element #141: Painted Steel Arch (LF)
Element #152: Painted Steel Floorbeam (LF)
Element #202: Painted Steel Column (EA)
Element #231: Painted Steel Pier Cap/Bearing Cap (LF)
Element #384: Painted Steel Arch Spandrel Column (EA)
Element #419: Painted Steel Piling (EA)
Element #423: Painted Steel Gusset Plate Truss Connection (EA)
Element #425: Painted Steel Pinned Truss Connection (EA)
Element #427: Painted Steel Pier Cap - Superstructure (LF)
Condition State 1: Painted steel element has little or no deterioration. The paint system may
have minor fading, salt film, or chalking, but there is no corrosion. There is no section loss (this
includes repainted areas).
Condition State 2: Painted steel element has minor
Inspector Note:
deterioration. The paint system may have moderate
Elements that have been repaired
deterioration (chalking, peeling, blistering or other
or reinforced should generally not
distress), but any exposed steel is limited. Surface
be rated above Condition 2.
corrosion (freckled rust) may be present, but there is
no flaking rust. Repainted areas may have minor
section loss. All connections are sound - element is in proper position and alignment.
Condition State 3: Painted steel element has moderate deterioration. The paint system may
have extensive deterioration. Surface corrosion (freckled rust) may be prevalent - there may be
isolated flaking rust (with minor section loss). Repainted elements may have measurable section
loss in non-critical locations. Connections may have minor distress - element may be slightly out
of alignment.
Condition State 4: Painted steel element has extensive deterioration - repairs may be required,
but the load-carrying capacity of the element has not been significantly reduced. There may be
severe corrosion, with extensive flaking rust. While there may be significant section loss,
structural analysis is not yet required (section loss is less than 10% of the effective section).
Connections may have started to come loose - element may be out of proper position or
alignment.
Condition State 5: Painted steel element has severe or critical deterioration. The load-carrying
capacity has been significantly reduced - structural analysis or immediate repairs may be
required. Section loss may exceed 10% of the effective section. There may be severe impact
damage. Element may be severely damaged, severed, or severely out of alignment. Connections
may have failed.
B-42
OCTOBER 2014
B.4.7.1.1 Painted Steel
Beam Ends (Element
#422)
Chapter B
This element applies only to steel bridges on the Minnesota state Trunk Highway (TH) system - it
is intended to correlate with MnDOT Technical Memorandum #06-10-B-01 Bridge Preservation,
Improvement, and Replacement Guidelines for Fiscal Year 2006 through 2008. The Guidelines
for Bridge Maintenance Painting are outlined on pages 38-40 of the memorandum, and are
intended to preserve the structural integrity of steel bridges in the most cost effective and
practical manner possible.
Element #422 tracks the paint condition of
the steel superstructure located within 7 ft.
on either side of a transverse deck joint.
This includes (but is not limited to) steel
girders, beams, trusses, arches, floorbeams,
stringers, etc., located below the deck (or
above the deck within the splash zone).
Inspector Note:
The rating of this element is in addition to any
elements used to rate these superstructure
members - the rating of this element should
not affect any existing element ratings (or
element quantities).
This element is an each item - the quantity shall correspond with the number of transverse
deck joints (typically expansion joints) on the portion of the bridge with a steel superstructure.
The rating is based upon a visual estimate of the percentage of unsound paint on the bridge
superstructure within 7 ft. of each transverse deck joints. As the paint condition may vary from
one joint to another, they may have different condition ratings.
Condition State 1: The steel superstructure (within 7 ft. of the transverse deck joints) has no
unsound paint.
Condition State 2: The paint on the steel superstructure (within 7 ft. of the transverse deck
joints) is between 1% and 5% unsound.
joints) is more than 40% unsound.
B-43
OCTOBER 2014
B.4.7.2 Weathering
Steel Elements
Chapter B
These elements apply only to structural members constructed of weathering steel (such as
MnDOT Spec. #3309). These elements can be used for weathering steel bridges that have been
left unpainted, as well as bridges that have been partially painted. Note: bridges constructed of
unpainted weathering steel are usually painted in high corrosion areas (on a steel beam bridge,
this typically includes the area within 7 ft. of a deck joint). Paint failure outside the high
corrosion areas should be considered to be an aesthetic issue, and should not reduce the
condition rating.
Element #101: Weathering Steel Box Girder (LF)
Element #106: Weathering Steel Girder or Beam (LF)
Element #112: Weathering Steel Stringer (LF)
Element #120: Weathering Steel Through Truss - Bottom Chord (LF)
Element #125: Weathering Steel Through Truss - Upper Members (LF)
Element #130: Weathering Steel Deck Truss (LF)
Element #140: Weathering Steel Arch (LF)
Element #151: Weathering Steel Floorbeam (LF)
Element #201: Weathering Steel Column (EA)
Element #225: Weathering Steel Piling (EA)
Element #230: Weathering Steel Pier Cap/Bearing Cap (LF)
Element #413: Weathering Steel Arch Spandrel Column (EA)
Element #424: Weathering Steel Gusset Plate Truss Connection (EA)
Element #426: Weathering Steel Pinned Truss Connection (EA)
Element #428: Weathering Steel Pier Cap - Superstructure (LF)
Condition State 1: Weathering steel element has little or no deterioration. The protective oxide
coating is uniform and tightly adhered. Corrosion has not progressed beyond the intended layer
of surface rust - there is no notable section loss. Painted areas high corrosion areas (if any)
have little or no deterioration.
Condition State 2: Weathering steel element has minor to moderate deterioration. The
protective oxide coating has partially failed - the
Inspector Note:
surface may be dusty or granular. While corrosion may
have progressed beyond the surface layer (the surface
layer may be flaking off in small areas), any section loss
is incidental. Painted high corrosion areas (if any)
may have minor to moderate deterioration. Element is
in proper position and alignment - all connections are sound.
Condition State 3: Weathering steel element has extensive deterioration, but the load-carrying
capacity of the member has not been significantly reduced. The protective oxide coating has
extensive failure - large areas of the surface layer may be flaking off. There may be extensive
corrosion. While there may be significant section loss, structural analysis is not yet required
(section loss is less than 10% of the effective section). Painted high corrosion areas (if any) may
have extensive or complete failure. Element may be slightly out of position or alignment connections may have started to come loose.
Condition State 4: Weathering steel element has severe or critical deterioration. The loadcarrying capacity of the member has been significantly reduced - structural analysis or
immediate repairs may be required. The protective oxide coating has failed. Section loss may
exceed 10% of the effective section. The element may be severely damaged or significantly out
of position or alignment - connections may have failed.
B-44
OCTOBER 2014
B.4.7.3 Reinforced
Concrete Elements
Chapter B
These elements apply to structural members constructed of cast-in-place or pre-cast reinforced

concrete (not pre-stressed or post-tensioned concrete).
Element #105: Reinforced Concrete Box Girder (LF)
Element #110: Reinforced Concrete Girder or Beam (LF)
Element #116: Reinforced Concrete Stringer (LF)
Element #144: Reinforced Concrete Arch (LF)
Element #155: Reinforced Concrete Floorbeam (LF)
Element #205: Reinforced Concrete Column (EA)
Element #210: Reinforced Concrete Pier Wall (LF)
Element #215: Reinforced Concrete Abutment (LF)
Element #220: Reinforced Concrete Footing (EA)
Element #227: Reinforced Concrete Piling (EA)
Element #234: Reinforced Concrete Pier Cap/Bearing Cap (LF)
Element #375: Pre-cast Concrete Channels (LF)
Element #385: Reinforced Concrete Arch Spandrel Column (EA)
Element #387: Reinforced Concrete Wingwall (EA)
Element #414: Reinforced Concrete Arch Spandrel Wall (LF)
Condition State 1: Reinforced concrete element has little or no deterioration. There may be
minor cracking, leaching, staining, or surface scale. There is no notable delamination or spalling.
The member has no impact damage or repair patches.
Condition State 2: Reinforced concrete element has minor to moderate deterioration. There
may be moderate cracking, leaching, staining, or
Inspector Note:
surface scale. Minor delaminations or spalls may be
present, but there is little or no exposure of steel
reinforcement. Element is in proper position and
alignment - all connections are sound. Repair patches
(if any) remain sound.
Condition State 3: Reinforced concrete element has extensive deterioration, but the loadcarrying capacity of the element has not been significantly reduced. There may be extensive
cracking, leaching, staining, or scale. Structural cracking (from shear or flexure) may be present.
Delaminations and spalls may be prevalent. Exposed reinforcement may have corrosion, but any
section loss is incidental and does not significantly affect the strength and/or serviceability of
either the element or the bridge. Element may be slightly out of position or alignment connections may have started to come loose.
Condition State 4: Reinforced concrete element has severe or critical deterioration. The loadcarrying capacity of the element has been significantly reduced - structural analysis or
immediate repairs may be required. Severe structural cracking (from shear or flexure) may be
present. Spalling may be extensive or severe - exposed reinforcement may have significant
section loss. The element may be severely damaged or significantly out of position or alignment connections may have failed.
B-45
OCTOBER 2014
B.4.7.4 Prestressed/Post
-Tensioned Concrete
Elements
Chapter B
These elements apply to structural members constructed of either prestressed or post-tensioned

concrete.
Element #104: Prestressed Concrete Box Girder (LF)
Element #109: Prestressed Concrete Girder or Beam (LF)
Element #115: Prestressed Concrete Stringer (LF)
Element #143: Prestressed Concrete Arch (LF)
Element #154: Prestressed Concrete Floorbeam (LF)
Element #204: Prestressed Concrete Column (EA)
Element #226: Prestressed Concrete Piling (EA)
Element #233: Prestressed Concrete Pier Cap/Bearing Cap (LF)
Element #374: Prestressed Concrete Double, Quad, Bulb, or Inverted Tees (LF)
Element #402: Prestressed Concrete Voided Slab Panels (LF)
In a properly designed pre-stressed member, structural cracking (flexure or shear) should not
develop under normal service loads. On pre-stressed concrete members, all cracks are significant
- they should be measured and documented. Cracks provide openings for water and chlorides,
which can lead to stress corrosion - the inspector should note any rust stains that may indicate
corrosion of the pre-stressing strands.
Condition State 1: Pre-stressed concrete element has little or no deterioration. There is no
notable cracking, staining, delamination or spalling. The member has no impact damage or
repair patches.
Condition State 2: Pre-stressed concrete element has minor deterioration. There may be minor
(non-structural) cracking, leaching, staining, or surface
Inspector Note:
scale. There is no structural cracking (from shear or
flexure). Minor delaminations or spalls may be
present, but there is no exposure of the tensioning
steel. Element is in proper position and alignment - all
connections are sound. Repair patches (if any) remain
sound.
Condition State 3: Pre-stressed concrete element has moderate deterioration, but the loadcarrying capacity of the element has not been significantly reduced. There may be moderate
cracking, leaching, staining, or scale. Structural cracking (from shear or flexure) may be present.
Delaminations and spalls may be present. While the tensioning steel may be exposed, any
section loss is incidental and does not significantly affect the strength and/or serviceability of
either the element or the bridge. Element may be slightly out of position or alignment connections may have started to come loose.
Condition State 4: Pre-stressed concrete element has severe or critical deterioration. The loadcarrying capacity of the element has been significantly reduced - structural analysis or
immediate repairs may be required. Severe structural cracking (from shear or flexure) may be
present. Spalling may be extensive or severe - exposed tensioning steel may have significant
section loss. The element may be severely damaged or significantly out of position or alignment connections may have failed.
B-46
OCTOBER 2014
B.4.7.5 Timber Elements
Chapter B
These elements apply to timber structural members of any type - this includes sawn, glue-lam,
or stress-laminated timber members.
Element #111: Timber Girder or Beam (LF)
Element #117: Timber Stringer (LF)
Element #135: Timber Truss or Arch (LF)
Element #156: Timber Floorbeam (LF)
Element #206: Timber Column (EA)
Element #216: Timber Abutment (LF)
Element #228: Timber Piling (EA)
Element #235: Timber Pier Cap/Bearing Cap (LF)
Element #386: Timber Wingwall (EA)
Element #415: Timber Transverse Stiffener Beam - Timber Slab Spans (LF)
Condition State 1: Timber element has little or no deterioration. There may be minor cracks,
splits, or checks. There is no decay, fire damage, or structural distress (crushing or sagging).
There is no impact damage.
Condition State 2: Timber element has minor to moderate deterioration. There may be
moderate cracking or splitting. There may be minor
Inspector Note:
decay or fire damage, but there is no significant
structural distress (crushing, or sagging). Element is
in proper position and alignment - all connections
are sound. Repaired/reinforced areas (if any) remain
sound.
Condition State 3: Timber element has extensive deterioration - repairs may be required, but
the load-carrying capacity has not been significantly reduced. There may be extensive cracking
or splitting. Decay, infestation, or fire damage may have resulted in a slight reduction of crosssectional area. There may be slight crushing or sagging. Element may be slightly out of position
or alignment - connections may have started to come loose.
Condition State 4: Timber element has severe or critical deterioration (significant loss of crosssectional area). The load-carrying capacity of the element has been significantly reduced structural analysis or immediate repairs may be required. Timber element may have severe
cracking or structural failure. There may be advanced decay, infestation, or fire damage. There
may be severe crushing or sagging. The element may be severely damaged or significantly out of
position or alignment - connections may have failed.
B-47
OCTOBER 2014
B.4.7.6 Masonry, Other,
or Combination
Material Elements
Chapter B
These elements apply to masonry of any type, shape, or configuration. These elements can also
apply to structural elements constructed of any material (or combination of materials) not
adequately described by the other elements. Note: masonry arches with spans of less than 20 ft.
can be rated using structural element #243 (Masonry or Other Material Culvert).
Element #145: Masonry, Other, or Combination Material Arch (LF)
Element #211: Masonry, Other, or Combination Material Pier Wall (LF)
Element #217: Masonry, Other, or Combination Material Abutment (LF)
Element #416: Masonry, Other, or Combination Material Pier Cap/Bearing Cap (LF)
Element #417: Masonry, Other, or Combination Material Column (EA)
Element #418: Masonry, Other, or Combination Material Wingwall (EA)
Element #420: Masonry, Other, or Combination Material Arch Spandrel Wall (LF)
Condition State 1: Element has little or no deterioration - there may be minor defects or
staining. Masonry may have minor weathering - masonry blocks are properly aligned (mortar
joints are sound). Timber may have minor cracks or splits. Concrete may have minor cracking or
scale. Steel has little or no corrosion. Protective coatings (if any) remain sound.
Condition State 2: Element has minor to moderate deterioration (no repairs are necessary).
Masonry may have moderate weathering (cracking or spalling may be evident). Masonry blocks
may be slightly misaligned. Mortar joints may have minor deterioration (leakage or weed
intrusion may be evident). Timber may have moderate splitting, decay or fire damage, but there
is no crushing or sagging. Concrete may have moderate
Inspector Note:
cracking, scaling, leaching, or staining - there may be
some delamination or spalling. Steel may have
moderate corrosion (little or no section loss).
Protective coatings may have minor to moderate
failure. Repaired/reinforced areas (if any) remain
sound.
Condition State 3: Element has extensive deterioration - repairs may be required, but the loadcarrying capacity of the element has not been significantly reduced. Masonry may have
extensive weathering, cracking, or spalling. Masonry blocks may significantly misaligned (offset,
tipped, or settled). Mortar joints may have significant deterioration (extensive leakage or weed
intrusion). Timber may have extensive cracking or splitting, significant decay or fire damage, or
slight crushing or sagging. Concrete may have extensive cracking, scaling, leaching, or rust/water
staining. Delamination and spalling may be prevalent (exposed reinforcement may have section
loss). Steel components may have extensive corrosion (significant section loss). Protective
coatings may have extensive or complete failure.
Condition State 4: Element has severe damage or deterioration. The load-carrying capacity of
the element has been significantly reduced - structural analysis or immediate repairs may be
required. Masonry may have severe weathering, cracking, or spalling. Masonry blocks may be
severely misaligned (offset, tipped, or settled). Concrete may have severe structural cracking or
spalling. Timber may have severe structural decay (significant loss of cross-sectional area),
cracking, sagging, or crushing. Steel components may have severe section loss.
B-48
OCTOBER 2014
B.4.8 OTHER
STRUCTURAL ELEMENTS
B.4.8.1 Bearings
Chapter B
This section includes ratings descriptions for structural elements that could not be adequately
described by the material groupings (Section B.4.7). This includes bridge elements (bearings, pin
& hanger assemblies, and hinge bearings) where the condition descriptions emphasize proper
function, as well as elements for steel cables, tunnels, cast-in-place piling, and secondary
members.
The primary function of a bearing is to transmit loads from the superstructure to the
substructure - there are two basic types of bearings, expansion and fixed:
Expansion bearings permit longitudinal movement of the superstructure due to thermal

expansion and contraction. Most expansion bearings allow for rotation of the
superstructure due to live load deflection - some are designed to restrict lateral movement
of the superstructure.
Fixed bearings resist longitudinal movement of the superstructure due to thermal expansion
and contraction. Most fixed bearings allow for rotation of the superstructure due to live
load deflection, and to resist lateral movement of the superstructure.
A bearing assembly typically consists of the following components:
B-49
Sole Plate: The sole plate protects the superstructure member, and transfers load from the
superstructure to the bearing.
Bearing: The bearing transfers load from the sole plate to the masonry plate. Bearings may
incorporate sliding plates, rollers, rockers, pins, or elastomeric pads to allow for longitudinal
or rotational movement of the superstructure.
Masonry Plate: The masonry plate distributes load from the bearing to the supporting
substructure unit (abutment, pier, or footing). Some bearings bear directly upon the bearing
seat.
Anchorage: Bearings that resist longitudinal or lateral movement (or uplift forces) require
an anchorage system - this typically consists of steel rods drilled (or cast) into the
substructure unit.
OCTOBER 2014
B.4.8.1.1 Inspection and
Condition Rating of
Bridge Bearings
Chapter B
Bearings should be examined for deterioration, function, alignment, as well as the soundness of
the anchorage and substructure support. All of these factors should be taken into consideration
when rating a bearing element. There are six bearing elements - they are all rated on a scale of
1-3, and are listed as an each quantity (the bridge design plans may need to be referenced to
verify the type and quantity of bearing elements).
Element #310 - Elastomeric (Expansion) Bearings
Element #311 - Expansion Bearings
Element #312 - Enclosed or Concealed Bearings
Element #313 - Fixed Bearings
Element #314 - Pot Bearings
Element #315 - Disk Bearings
The importance of inspecting and properly maintaining bridge bearings should not be
underestimated - seemingly minor bearing problems can become worse if ignored, eventually
resulting in serious problems for the bridge.
Bearing malfunction can damage the adjacent deck, superstructure, or substructure

elements.
Severe bearing misalignment often indicates significant problems elsewhere on the bridge
(such as substructure settlement or tipping).
Loss of bearing area (or anchorage failure) can result in collapse of a span.
Bearing Malfunction: The most common bearing malfunction is the seizing (or freezing) of
expansion bearings due to corrosion or debris. Bearings are typically located below deck joints, a
highly corrosive environment. Debris (such as sand, dirt, and flaking rust) can restrict expansion,
accelerate corrosion, increase wear, and prevent adequate inspection of the bearing. Sliding
plate, roller, and rocker bearings provide numerous locations for debris and moisture to collect.
Expansion bearings should be examined for any obvious visual evidence of recent movement
(such as scraped paint, wear, or fretting rust). If none is present, the inspector should take
bearing measurements, or examine adjacent bridge components (such as deck joints, railings, or
curb plates) for evidence of recent expansion or contraction.
Bearing malfunction can also result from bearing components that are worn, misaligned, broken,
loose, or missing. Contact surfaces (plates, rollers, rockers, and pins) should be examined for
wear and freedom of movement. Loose bearing components may be identified by noise (or
movement) when the bridge is subjected to live loads.
Recent movement evident on expansion bearing
B-50
Corroded (possibly frozen) expansion bearing
OCTOBER 2014
Chapter B
Bearings - Thermal Expansion & Contraction: The magnitude of the longitudinal movement of a
bridge superstructure is dependent upon three factors - the coefficient of thermal expansion
(steel and concrete are similar), the temperature range, and the contributing structure length.
As the temperature in Minnesota may range from -30 degrees F up to 110 Degrees F, a bridge
bearing must be able to accommodate about 1-1/8 of longitudinal movement for every 100 ft.
of structure length. In Minnesota, expansion bearing are typically designed to be in the neutral
(centered) position at approximately 40 degrees F (nationally, the neutral temperature is
assumed to be 68 degrees F).
Expansion bearings should be periodically measured to ensure that the bearing alignment is
appropriate for the current temperature. The horizontal (longitudinal) distance from the neutral
alignment should be recorded, as well as the tilt angle of rocker bearings. Bearing measurements
should be taken to the nearest 1/8, and the temperature at the time of the measurement
should be recorded. Thermal expansion or contraction which exceeds the bearing design limits
can result in bearing failure - sliding plates may tip and lock, or rocker bearings may bind. The
adjacent deck, superstructure, and substructure should be examined for contacting surfaces that
might be preventing proper expansion.
Bearings - Lateral Movement and Uplift: Expansion bearings are typically restrained from lateral
movement by guide tabs, keeper bars, pintles, pin caps, or other mechanisms. Guide tabs should
be examined for binding, particularly on skewed or curved bridges. Keeper bars on roller
bearings can seize due to corrosion or debris - failure of keeper bars can result in roller
misalignment. Pintles can shear off - exposed pintles may indicate excessive longitudinal
movement.
Some bearings are also designed to resist uplift of the bridge superstructure - uplift forces may
Inspector Note:
Lateral restraint is sometimes provided by shear keys, shear lugs, or other devices
that are incorporated into end diaphragms or floor beams. Lateral restraint systems
that are separate from the bridge bearings may be rated using Element #380
(Secondary Structural Elements).
be present on curved bridges, anchor spans, steel pier caps, steel arch bridges, or on short end
spans of continuous bridges. An uplift restraint system typically consists of tension members
such as anchor bolts or eyebars, and may incorporate a counterweight. Uplift restraints should
be examined for section loss, cracking, binding, or connection failure - uplift restraint bolts may
require periodic ultrasonic examination.
Bearings - Seats & Anchor Bolts: The bearing seats and anchor bolts should be examined for any
evidence of deterioration or distress. Cracking or spalling of the bearing seat may indicate
bearing failure - deterioration of the bearing seat can eventually result in loss of bearing area.
Anchor bolts that are bent (or contacting the ends of slotted plates) may indicate excessive
expansion or substructure movement. As only the upper portion of anchor bolts are visible for
inspection, nondestructive testing may be necessary. The position of bearing masonry plates
should be measured and compared to the original plans.
Loss of bearing area due to substructure deterioration
B-51
Anchor bolt failure (masonry plate has shifted)
OCTOBER 2014
Chapter B
Element #310 - Elastomeric (Expansion) Bearings

This element applies to rectangular elastomeric bearing pads that facilitate expansion via
deformation. MnDOT spec. #3741 covers elastomeric bearing pads - they are comprised of
alternating layers of elastomer (100% virgin chloroprene) and 1/8 thick steel plates, which are
bonded together. Older bridges may have solid (non-reinforced) pads, or pads laminated with
fiberglass plates. A curved steel pintle plate is usually placed on top of the pad to allow rotation
due to deflection (in some cases this is vulcanized to the pad). Elastomeric expansion bearings
may be restrained against lateral movement or uplift forces.
Elastomeric bearings generally require less maintenance than mechanical expansion bearings, as
they are less susceptible to debris and corrosion. Elastomeric pads should be examined for
splitting, tearing, delamination, or excessive bulging. Elastomeric bearings can accommodate
longitudinal movement up to approximately 25% of the pad thickness - the longer the span, the
thicker the pad required. While the pad deformation and orientation should correspond with the
current temperature, the orientation also depends upon the temperature when the bearing was
installed. As elastomeric pads have a tendency to walk out from beneath the sole plate, any
movement or misalignment should be noted.
Condition State 1: Elastomeric expansion bearing is in good condition and is functioning as

intended. The bearing pad is properly positioned - deformation and orientation is appropriate
for the current temperature. The elastomeric covering may have minor deterioration (the steel
reinforcement layers are not exposed). Pintle plates, restraints, or anchor bolts (if present) are
sound, properly positioned, and functioning as intended. The bearing seat is in good condition
(there is no loss of bearing area).
Condition State 2: Elastomeric expansion bearing has moderate deterioration - bearing function
may be slightly impaired. Bearing pad deformation may be near the design limits (25% of the pad
thickness), or the orientation may be inappropriate for the current temperature (resetting may
be recommended). The pad may have bulged, deformed laterally, or moved slightly out of
position. The elastomeric covering may have split or torn (steel reinforcement layers may be
exposed). Pintle plates, restraints, or anchor bolts (if present) may have moderate deterioration,
slight binding, or may be slightly out of position. The bearing seat may have moderate
deterioration (there may be a slight loss of bearing area).
Condition State 3: Elastomeric expansion bearing has severe deterioration - resetting or
replacement may be required. Bearing pad deformation may be beyond the design limits (25%
of the pad thickness) - the pad may severely bulged or significantly out of position. The
elastomeric covering may have failed (steel reinforcement layers may have severe corrosion or
de-bonding). Pintle plates, restraints, or anchor bolts (if present) may have failed, or may be
significantly out of position. Bearing seat may have severe deterioration (there may be
significant loss of bearing area) - supplemental supports or load restrictions may be warranted.
B-52
OCTOBER 2014
Chapter B
Element #311 - Expansion Bearings

This element applies to mechanical expansion bearings of any type - such as sliding plate
bearings, roller bearings, or rocker bearings. Expansion bearings allow for longitudinal
movement of the superstructure due to thermal expansion and contraction. Most expansion
bearings allow rotation of the superstructure due to live load deflection - some may be designed
to restrict lateral movement or uplift forces.
B-53
Sliding plate bearings allow longitudinal movement by one steel plate sliding upon
another (a curved pintle plate is sometimes included to allow for rotation). Sliding plate
bearings often incorporate bronze plates or lubricants to facilitate movement. Lateral
restraint may be provided by guide tabs, or by anchor bolts extending up through
slotted plates.
A roller bearing consists of a horizontal steel cylinder that rolls between the sole plate
and masonry plate as the superstructure expands and contracts. The bearing may have
a single roller or multiple rollers (rollernest bearing). Lateral restraint may be
provided by pintles (on the top & bottom of the roller), or keeper bars attached the
ends of the rollers.
OCTOBER 2014
Chapter B
Rocker bearings are typically comprised of a curved rocker plate (bearing on the
masonry plate), that is connected to the sole plate with an upper pin. The bearing may
have a single rocker or multiple rockers (rockernest bearings). Lateral restraint may
be provided by pintles (attached to the masonry plate), pin caps, or anchor bolts
extending up through slotted slates.
Condition State 1: Expansion bearing is in good condition and is functioning as intended. Bearing
alignment is within design limits and is appropriate for the current temperature. Bearing
assembly is relatively free of debris (no restriction of movement). Paint system (if present) may
have some deterioration - corrosion may be present, but there is no significant section loss.
Lubrication system (if any) is functioning properly. All bearing components (sliding plates,
rockers, rollers, pins, etc.) are intact and properly positioned. Lateral guide/restraint system (or
uplift restraint system, if present) is in good condition. Anchor bolts are bearing seat are sound
Condition State 2: Expansion bearing has moderate deterioration - bearing function may be
slightly restricted (cleaning, painting, or lubrication may be recommended). Bearing alignment
may be at or near the design limits (or inappropriate for the current temperature), but is still
tolerable. Bearing assembly may have extensive corrosion (section loss may be present), or may
be covered with debris. Lubrication system may have failed. Primary bearing components
(sliding plates, rockers, rollers, pins, etc.) may be moderately worn or slightly out of alignment.
Secondary bearing components (cotter pins, etc.) may be loose or missing. The lateral
guide/restraint system (guide tabs, keeper bars, pintles, pin caps, etc.) may be moderately worn
or slightly out of alignment (there may be minor binding). Uplift restraint system (if present) may
have moderate deterioration, but is still functioning as intended. Anchor bolts may be corroded
or bent, but remain intact. The bearing seat may have moderate deterioration (there may be a
slight loss of bearing area).
Condition State 3: Expansion bearing has severe deterioration, and is no longer functioning as
intended (repair or replacement may be necessary). Bearing alignment may be beyond design
limits. Bearing mechanism may be frozen (seized) or severely restricted due to corrosion or
debris. Primary bearing components (sliding plates, rockers, rollers, pins, etc.) may severe
section loss, wear, or misalignment - they may have jammed, come loose or otherwise failed.
The lateral guide/restraint system (guide tabs, keeper bars, pintles, or pin caps) may have
sheared off, bound, or otherwise failed. Uplift restraint system may have failed. Anchor bolts
may have failed. Bearing seat may have severe deterioration (there may be significant loss of
bearing area) - supplemental supports or load restrictions may be warranted.
B-54
OCTOBER 2014
Chapter B
Element #312 - Enclosed or Concealed Bearings

This element applies to bearing assemblies that are enclosed or concealed, and are not visible
for detailed inspection. This can include either fixed or expansion bearings.
Condition State 1: Enclosed/Concealed bearing is in good condition and is functioning as
intended. Horizontal, lateral and vertical alignment is within limits and is appropriate for the
current temperature. The bearing seat is sound (there is no loss of bearing area).
Condition State 2: Enclosed/Concealed bearing has moderate deterioration (repairs may be
recommended). Horizontal, lateral and vertical alignment may be near design limits (or
inappropriate for the current temperature). The bearing seat may have moderate deterioration
(there may be a slight loss of bearing area).
Condition State 3: Enclosed/Concealed bearing has severe deterioration - repair or replacement
may be necessary. Horizontal, lateral or vertical alignment may be beyond the design limits.
Bearing seat may have severe deterioration (there may be significant loss of bearing area) supplemental supports or load restrictions may be warranted.
Element #313 - Fixed Bearings
This element applies to bearings that are fixed against longitudinal movement of the
superstructure. Fixed bearings may incorporate a pin or a thin elastomeric pad to allow
rotational movement (from live load deflection of the superstructure). Fixed bearings are
typically designed to resist transverse movement, and may be designed to resist uplift forces.
Condition State 1: Fixed bearing is in good condition and is functioning as intended. Bearing
assembly is relatively free of debris (no restriction of movement). Paint system (if present) may
have some deterioration - corrosion may be present, but there is no significant section loss. All
bearing components are intact and properly positioned. Anchor bolts are bearing seat are sound
Condition State 2: Fixed bearing has moderate deterioration - cleaning or painting may be
recommended. Bearing assembly may have extensive corrosion (section loss may be present) or
may be covered with debris. Primary bearing components (castings, pins, pads, etc.) may be
moderately worn or slightly out of alignment. Secondary bearing components (cotter pins, lead
plates, sole plate bolts, etc.) may be working out, loose, or missing. Anchor bolts may be
corroded, but remain intact. The bearing seat may have moderate deterioration (there may be a
slight loss of bearing area).
Condition State 3: Fixed bearing has severe deterioration, and is no longer functioning as
intended (repair or replacement may be necessary). Primary bearing components may have
severe section loss, wear, misalignment, or may have otherwise failed. Anchor bolts may have
failed. Bearing seat may have severe deterioration (there may be significant loss of bearing area)
- supplemental supports or load restrictions may be warranted.
Element #314: Pot Bearings
Element #315: Disk Bearings
Pot and Disk bearings allow for multi-dimensional rotational movement - these are specialized
bearings used only for high loads (long spans, steel pier caps, or railroad bridges). Pot/Disk
bearings may be either fixed or expansion.
B-55
Pot bearings consist of a shallow steel piston that rests within a steel cylinder (which
contains a confined elastomer). Typically, only the perimeter edge of the elastomer is
visible for inspection.
OCTOBER 2014
Chapter B
Disc bearings consist of a shallow steel piston that rests within a steel cylinder (which
contains a hard plastic disc. Typically, the disc is enclosed within the assembly and is not
visible for inspection. Note: high load bearings which utilize a semi-spherical steel
bearing plate can also be considered to be a Disc bearing.
The upper piston plate should be properly seated (and positioned) within the lower cylinder
plate. Any exposed portions of the elastomer or disc should be examined for splitting, tearing, or
extrusion.
On expansion Pot bearings, the upper plate typically has a stainless steel plate (with a mirror
finish) welded to the underside, while the lower plate typically has PTFE
(polytetrafluoroethylene) bonded to the top surface. This combination provides an extremely
low friction sliding surface (lubrication is not required). The upper sliding plate should be
examined for evidence of separation (such as cracked welds) of the stainless steel - the extent of
any recent movement can often be determined by examining the stainless steel plate. The lower
plate should be examined for any de-bonding of the PTFE. Expansion Pot bearings may be
guided (lateral movement is restricted) or non-guided (free to move laterally). On unguided
expansion bearings, note any evidence of lateral movement. On guided expansion bearings, look
for evidence of wear, binding, or deterioration of the guide system.
Condition State 1: Pot/Disc bearing is in good condition and is functioning as intended. On
expansion bearings, alignment is within design limits and is appropriate for the current
temperature. Bearing is free of corrosion and debris (no restriction of movement). All bearing
components are properly aligned and properly seated. Confined elastomer has little or no
deterioration - there is no evidence of the elastomer extruding from the cylinder.
Guide/restraint devices (if present) are intact and are functioning properly. Anchor bolts are
bearing seat are sound (there is no loss of bearing area).
Condition State 2: Pot/Disc bearing has moderate deterioration - bearing function may be
slightly restricted (cleaning or repair may be recommended). On expansion bearings, alignment
may be near design limits (or inappropriate for the current temperature), but is still tolerable.
Bearing assembly may have corrosion or may be covered with debris (there may be a slight
restriction of movement). Primary bearing components (piston, cylinder, sliding plate, etc.) may
be slightly tipped, offset, or out of alignment. Confined elastomer may have some deterioration,
or may have started to extrude along the edge of the cylinder. Guide/restraint devices (if
present) may be worn, loose, or out of alignment (there may be minor binding). Anchor bolts
may be corroded, but remain intact. The bearing seat may have moderate deterioration (there
may be a slight loss of bearing area).
Condition State 3: Pot/Disc bearing has severe deterioration, and is no longer functioning as
intended (repair or replacement may be necessary). On expansion bearings, alignment may be
beyond design limits. Bearing mechanism may be frozen (seized) or severely restricted. Primary
bearing components may severe section loss, wear, or misalignment - they may have jammed,
come loose or otherwise failed. Confined elastomer may have severe deterioration, or may be
actively extruding from the cylinder. Guide/restraint devices (if present) may have failed. Anchor
bolts may have failed. Bearing seat may have severe deterioration (there may be significant loss
of bearing area) - supplemental supports or load restrictions may be warranted.
B-56
OCTOBER 2014
B.4.8.2 Pin & Hanger (or
Fixed Pin) Assemblies
Chapter B
On continuous steel bridges with cantilever or suspended spans (where the end of one span is
supported by an adjacent span), the connection detail may consist of a pinned assembly. A pin &
hanger assembly typically consists of two vertical hanger plates with pinned connections at the
top and bottom - this allows both rotation and longitudinal movement of the superstructure. A
fixed pin assembly typically consists of a single pin - this allows rotation, but restricts longitudinal
movement of the superstructure.
Pin & Hanger Assembly
Fixed Pin Assembly
Pinned assemblies are relatively rare in Minnesota - most are found on multiple girder/beam
bridges constructed from 1935-1975, but some can be found on long-span two-girder or truss
bridges (on truss bridges, the hanger member may be similar to other truss members). On any
bridge that carries highway traffic, pinned assemblies are considered to be special features,
and require periodic ultrasonic examination (see MnDOT Tech Memo #02-22-B-01). On twogirder or truss bridges (that carry highway traffic), pinned assemblies are considered to be
fracture critical (FC) members - the failure of a pin or hanger plate could result in the collapse
of a span.
On a typical suspended span, one end is supported by fixed pin assemblies, while the expansion
end is supported by pin & hanger assemblies To prevent lateral movement of the
superstructure, the expansion end will often incorporate a guide/restraint system (such as a
wind transfer pin assembly). Some bridges in Minnesota (particularly along the Red River Valley)
have swivel hinges - the center girder will have a fixed pin assembly, while the other girders
will all have pin & hanger assemblies.
Pinned assemblies should be examined for
Inspector Note:
deterioration, function, alignment, as well as the
Severe pack rust can deform
soundness of the superstructure support. All of these
hanger plates or result in failure
factors should be taken into consideration when rating a
of pinned connections.
pinned assembly. All components of a pinned assembly
(pins, plates, pin caps, nuts, washers, spacers, etc.)
should be examined for wear, corrosion, defects, cracks, bending, loosening, or misalignment.
Periodic measurements should be taken to verify the proper function of pin & hanger assemblies
(be sure to record the temperature at the time of inspection). As a frozen pin will transfer
additional bending stresses to the hanger plates, any significant restriction of a pin & hanger
assembly should be identified and analyzed immediately. Note: While the presence of fretting
rust (a red-colored dust resulting from the wearing of steel surfaces) indicates that recent
movement has occurred, it may also indicate inadequate lubrication.
B-57
OCTOBER 2014
Chapter B
Element #161: Pin & Hanger (or Fixed Pin) Assembly - Painted Steel
There are two AASHTO CoRe elements for pinned assemblies. However, MnDOT only uses
Element #161 (Element #160 should not be used - the condition rating description for this
element is not included in this manual). Element #161 should be used for all pin & hanger (or
fixed pin) assemblies - this is an each item, a single condition state must be determined for
each pinned assembly.
Condition State 1: Pinned assembly has little or no deterioration - it is free of debris and
properly aligned. All components (pins, plates, pin caps, nuts, washers, spacers, etc.) are in good
condition. Paint system (if present) is sound - there is no notable corrosion (or section loss).
Supporting steel superstructure has little or no deterioration.
Condition State 2: Pinned assembly has minor deterioration. There may be minor debris, but
there is no restriction of movement - lubrication system (if present) is functioning properly.
Assembly components (pins, plates, pin caps, nuts, washers, spacers, etc.) may have minor wear
or deterioration, but remain in proper position. Longitudinal alignment is within design limits
and is appropriate for the current temperature. Lateral restraint/guide systems (if present) are
functioning as intended - there is no notable lateral misalignment. Paint system (if present) may
have some deterioration - corrosion may be present, but any section loss (or pack rust) is
incidental. Supporting steel superstructure may have minor deterioration.
Condition State 3: Pinned assembly has moderate deterioration, but is still functioning as
intended. Debris or corrosion may have resulted in a slight restriction of movement (cleaning
and/or lubrication may be recommended). Pins or plates may have moderate wear (fretting rust
may be present). Primary connections (nuts, pin caps, etc.) remain intact - secondary
components (washers, spacers, cotter pins, etc.) may be loose or misaligned. Longitudinal
alignment may be near the design limits, or may be somewhat inappropriate for the current
temperature. Lateral restraint/guide systems may be worn or loose - there may be slight lateral
misalignment. Paint system (if present) may have extensive deterioration - surface corrosion
may be prevalent (notable section loss or pack rust may be present). Supporting steel
superstructure may have moderate deterioration.
Condition State 4: Pinned assembly has extensive deterioration - the function may be impaired,
but the load-carrying capacity has not been significantly reduced. Debris or corrosion may be
restricting movement (cleaning and/or lubrication may be required). Pins or plates may have
extensive wear or slight deformation (cracks or other defects may be present). Primary
connections (nuts, pin caps, etc.) may have started to work loose - secondary components
(washers, spacers, cotter pins, etc.) may be missing. Longitudinal alignment may be at the design
limits (contacting or binding) or may be completely inappropriate for the current temperature.
Lateral restraint/guide systems may have failed, or there may be excessive lateral misalignment.
Paint system (if present) may have failed - there may be extensive corrosion, with significant
section loss (or pack rust). Supporting steel superstructure may have extensive deterioration.
Condition State 5: Pinned assembly has severe or critical deterioration. The load-carrying
capacity has been significantly reduced - structural analysis or immediate repairs may be
required. Movement may be completely restricted (assembly may be frozen or binding). Pins or
plates may have severe wear, deformation, or cracking. There may be severe longitudinal or
lateral misalignment. Primary connections may have failed. There may be severe section loss or
pack rust. Supporting steel superstructure may have severe or critical deterioration.
B-58
OCTOBER 2014
B.4.8.3 Hinge Bearing
Assemblies
Chapter B
On continuous bridges with cantilever or suspended spans (where the end of one span is
supported by an adjacent span), the connection detail may consist of a hinge bearing assembly.
Hinge bearings may be expansion (permitting longitudinal movement of the superstructure) or
fixed (resisting longitudinal movement of the superstructure). Most hinge bearings are designed
to allow rotation of the superstructure due to live load deflection - some are designed to restrict
lateral movement of the superstructure. Hinge bearings can include a variety of bearing
assembly types (rocker, roller, sliding plate, or elastomeric pad).
In Minnesota, hinge bearings are very common on steel multi-beam bridges constructed in the
1960s and 1970s - they can also be found on concrete box girder and steel truss bridges (they
are seldom used in new bridges). Incorporating a hinge bearing simplifies structural analysis, as
by allowing rotation, the bending moments are isolated. Hinge bearings are typically
cantilevered (offset from the piers), to reduce deterioration of the substructure from leaking
deck joints.
Rocker Hinge Bearing
Roller Hinge Bearing
Sliding Plate Hinge Bearing
Elastomeric Hinge Bearing
While hinge bearing assemblies are not classified as special features (like pin & hanger
assemblies), these details should be given special attention during each inspection. A
malfunctioning hinge bearing could result in damage to adjacent deck, superstructure, or
substructure elements. Misalignment of a hinge bearing may indicate significant problems
elsewhere on the bridge (such as substructure settlement or tipping).
B-59
OCTOBER 2014
Chapter B
As there are no AASHTO CoRe elements to rate the condition of hinge bearing assemblies,
MnDOT has added two structural elements:
Element #373: Steel Hinge Assembly (Painted or Unpainted)
Element #379: Concrete Hinge Assembly
Element #373 applies to hinge bearings on steel superstructures (it is rated on a scale of 1-5);
Element #379 applies to hinge bearings on concrete superstructures (it is rated on a scale of 14). Hinge bearing assemblies should be examined for deterioration, function, alignment, as well
as the soundness of the superstructure support. All of these factors should be taken into
consideration when rating a hinge bearing element.
During a routine inspection, hinge bearings are typically observed from ground level (binoculars
are helpful). If problems are observed during a routine inspection, an in-depth inspection (using
some type of access equipment) should be scheduled. The following items should be
emphasized when inspecting a hinge bearing assembly
B-60
Hinge bearing assemblies should be examined for corrosion or debris. Adjacent deck
joints and deck drainage systems should be examined for leakage, clogging, or other
malfunction that might be subjecting the hinge bearing to excessive water, salt, or
debris.
The hinge bearing components (rockers, rollers, sliding plates, elastomeric pads, pins,
nuts, washers, cotter pins, spacers, and guide tabs) should be examined for wear,
corrosion, defects, cracks, bending, loosening, or misalignment. Excessive movement
(or noise) at the hinge bearing under live loads may indicate bearing malfunction.
On expansion hinge bearings, proper function is a primary concern - the inspector

should verify that longitudinal movement is not restricted (any significant restriction
should be identified and analyzed immediately). Obvious visual evidence of recent
movement (such as scrape marks on contact surfaces) should be noted. The adjacent
superstructure and deck should be examined for any evidence of contacting (or binding)
that might be restricting expansion. To verify proper function, periodic measurements
should be taken (preferably at a clean, easily identifiable location) - be sure to record
the temperature when the measurements were taken. If the hinge bearings cannot be
accessed up-close, measurements can be taken at adjacent deck joints, curb plates, or
railings.
The longitudinal and lateral alignment of the hinge bearing should be observed and
noted (any significant misalignment should be identified and analyzed immediately). On
expansion hinge bearings, the longitudinal alignment should be appropriate for the
current temperature, and the alignment of adjacent hinge bearings should be similar.
Like any bearing assembly, the condition of the bearing support member is also of
concern, and may affect the rating. The superstructure adjacent to the hinge bearing
assembly should be examined for deterioration (or evidence of structural distress). On
steel beams, the webs, flanges, and bearing stiffeners should be examined for
corrosion, section loss, bulking, or cracking. On concrete box girders, the concrete
surfaces should be examined for structural cracking, leaching, rust staining,
delamination, or spalling (internal inspection of the hinge area is recommended).
OCTOBER 2014
Chapter B
Element #373: Steel Hinge Assembly (Painted or Unpainted)

This element applies to hinge bearing assemblies on steel girders, beams, stringers, trusses, or
other steel bridges. This includes hinge bearing assemblies of any type (rocker, roller, sliding
plate, or elastomeric pad), and includes both expansion and fixed hinge bearing assemblies.
While this element typically refers to cantilever hinges on steel beams or girders, it can be used
to rate any bearing assembly where a steel superstructure element bears upon another steel
superstructure element. This is an each item; a single condition state must be determined for
each hinge assembly:
Condition State 1: Steel hinge bearing assembly has little or no deterioration - it is free of debris
and properly aligned. All bearing components (rockers, rollers, sliding plates, pads, pins, nuts,
washers, cotter pins, etc.) are in good condition. Paint system (if present) is sound - there is no
notable corrosion. Supporting steel superstructure has little or no deterioration.
Condition State 2: Steel hinge bearing assembly has minor deterioration. There may be minor
debris, but there is no restriction of movement - lubrication system (if present) is functioning
properly. Bearing components (rockers, rollers, sliding plates, pads, pins, nuts, washers, cotter
pins, etc.) may have minor wear or deterioration, but remain in proper position. Longitudinal
alignment is within design limits and is appropriate for the current temperature. Lateral
restraint/guide systems (if present) are functioning as intended - there is no notable lateral
misalignment. Paint system may have some deterioration - corrosion may be present, but any
section loss is incidental. Supporting steel superstructure may have minor deterioration.
Condition State 3: Steel hinge bearing assembly has moderate deterioration, but is still
functioning as intended. Debris or corrosion may have resulted in a slight restriction of
movement (cleaning and/or lubrication may be recommended). Primary bearing components
(rockers, rollers, sliding plates, elastomeric pads, pins, etc.) may have moderate wear (or
deterioration), or slight misalignment. Secondary bearing components (bolts, nuts, washers,
spacers, guides, cotter pins, etc.) may be loose or missing. Longitudinal alignment may be near
the design limits, or may be somewhat inappropriate for the current temperature. Lateral
restraint/guide systems may be worn, loose, or slightly binding - there may be slight lateral
misalignment. Paint system may have extensive deterioration - surface corrosion may be
prevalent (notable section loss may be present). Supporting steel superstructure may have
moderate deterioration.
Condition State 4: Steel hinge bearing assembly has extensive deterioration - bearing function
may be impaired, but the load-carrying capacity has not been significantly reduced. Debris or
corrosion may be restricting movement (cleaning and/or lubrication may be required). Primary
bearing components (rockers, rollers, sliding plates, elastomeric pads, pins, etc.) may have
extensive wear (or deterioration), or may be misaligned. Longitudinal alignment may be at the
design limits (contacting or binding), or may be completely inappropriate for the current
temperature. Lateral restraint/guide systems may have failed, or there may be excessive lateral
misalignment. Paint system may have failed - there may be extensive corrosion, with significant
section loss. Supporting steel superstructure may have extensive deterioration.
Condition State 5: Steel hinge bearing assembly has severe or critical deterioration. The loadcarrying capacity has been significantly reduced - structural analysis or immediate repairs may
be required. Bearing movement may be completely restricted (primary bearing components may
be frozen, binding, or severely out of alignment.). Longitudinal or lateral misalignment may have
resulted in significant loss of bearing area. There may be severe section loss. Supporting steel
superstructure may have severe or critical deterioration.
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OCTOBER 2014
Chapter B
Element #379: Concrete Hinge Assembly

This element applies to hinge bearing assemblies on concrete box girders (or other concrete
bridges). This includes hinge bearing assemblies of any type (rocker, roller, sliding plate, or
elastomeric pad), and includes both expansion and fixed hinge bearing assemblies. While this
element typically refers to cantilever hinges on concrete box girders, it can be used to rate any
bearing assembly where a concrete superstructure element bears upon another concrete
superstructure element. This is an each item, a single condition state must be determined for
each hinge assembly (if the quantity of individual bearings cannot be determined, the entire
hinge joint can be rated as one unit).
Condition State 1: Concrete hinge bearing assembly has little or no deterioration. There may be
minor debris, but there is no restriction of movement - lubrication system (if present) is
functioning properly. All bearing components (rockers, rollers, sliding plates, pads, pins, nuts,
washers, cotter pins, etc.) are in good condition. Longitudinal alignment is within design limits
and is appropriate for the current temperature. Lateral restraint/guide systems (if present) are
functioning as intended - there is no notable lateral misalignment. Supporting concrete
superstructure may have minor cracking or staining, but there are no delaminations, spalls, or
repair patches.
Condition State 2: Concrete hinge bearing assembly has minor to moderate deterioration, but is
still functioning as intended. Debris or corrosion may have resulted in a slight restriction of
movement (cleaning and/or lubrication may be recommended). Primary bearing components
(rockers, rollers, sliding plates, elastomeric pads, pins, etc.) may have moderate wear, moderate
deterioration, or slight misalignment. Secondary bearing components (bolts, nuts, washers,
spacers, guides, cotter pins, etc.) may be loose or missing. Longitudinal alignment may be near
the design limits, or may be somewhat inappropriate for the current temperature. Lateral
restraint/guide systems may be worn or loose - there may be slight lateral misalignment.
Supporting concrete superstructure may have moderate cracking, scaling, leaching, or staining.
There may be some delamination & spalling - but any exposure of reinforcement or tensioning
steel is limited. Patched areas (if any) remain sound.
Condition State 3: Concrete hinge bearing assembly has extensive deterioration - the function
may be impaired, but the load-carrying capacity has not been significantly reduced. Debris or
corrosion may be restricting movement (cleaning and/or lubrication may be required). Primary
bearing components (rockers, rollers, sliding plates, elastomeric pads, pins, etc.) may have
extensive wear, extensive deterioration, or significant misalignment. Longitudinal alignment may
be at the design limits (contacting or binding), or may be completely inappropriate for the
current temperature. Lateral restraint/guide systems may have failed, or there may be excessive
lateral misalignment. Supporting concrete superstructure may have extensive scale, cracking,
leaching, or rust/water staining. There may be significant delamination & spalling (exposed
reinforcement or tensioning system may have some section loss). Structural cracks (shear or
flexure) may be present.
Condition State 4: Concrete hinge bearing assembly has severe or critical deterioration. The
load-carrying capacity has been significantly reduced - structural analysis or immediate repairs
may be required. Bearing movement may be completely restricted (primary bearing components
may be frozen, binding, or severely out of alignment.). Longitudinal or lateral misalignment may
have resulted in significant loss of bearing area. Supporting concrete superstructure may have
severe structural cracking or spalling (exposed reinforcement or tensioning system may have
significant section loss).
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OCTOBER 2014
B.4.8.4 Steel Cables
Chapter B
Steel cables are used in suspension bridges, cable-stayed bridges, and tied arch bridges. The
rating should take into consideration both the condition of the cable, as well as the condition of
the cable anchorage.
Element #146: Steel Cable - Uncoated
This element applies to bare steel cables (such as suspension, hanger, or tie cables) that serve as
a primary structural element on a bridge. The quantity is expressed as an each item.
Condition State 1: Steel cable (including cable anchorages) has little or no corrosion.
Condition State 2: Steel cable may have moderate surface corrosion (no section loss). Cable
banding is intact. Cable anchorages have no evidence of distress.
Condition State 3: Steel cable may extensive surface corrosion, but any section loss is incidental
(the load carrying capacity has not been reduced). There may be minor wear or abrasion at
contact points. Cable banding may have started to loosen. Cable anchorages may show evidence
of loosening or slight slippage.
Condition State 4: Steel cable may have advanced corrosion (significant section loss). The load
carrying capacity has been reduced - structural analysis or immediate repairs may be required.
Cable may have severe wear or abrasion at contact points. Cable banding may have failed - cable
strands may be loose or broken. Cable anchorages may have significant slippage.
Element #147: Steel Cable - Coated or Encased
This element applies to coated steel cables (such as suspension, hanger, or tie cables) that serve
as a structural element on a bridge. This can include cables that are painted, galvanized, covered
with a protective sheathing, or encased in a conduit. The quantity is expressed as an each item.
Condition State 1: Cable coating (or encasement) is sound and functioning as intended to
protect the cable (and cable anchorages) - there is no corrosion.
Condition State 2: Cable coating (or encasement) may have minor deterioration (peeling,
cracking, fading, etc.) - surface corrosion may have formed.
Condition State 3: Cable coating (or encasement) has moderate deterioration - surface corrosion
may be prevalent, but there is no section loss. Cable may have minor wear or abrasion at contact
points. Cable anchorages have no evidence of distress.
Condition State 4: Cable coating (or encasement) has extensive deterioration. There may be
extensive surface corrosion, but any section loss is incidental (the load carrying capacity has not
been reduced). There may be minor wear or abrasion at contact points. Cable banding may have
started to loosen. Cable anchorages may show evidence of loosening or slight slippage.
Condition State 5: Coated steel cable may have advanced corrosion (significant section loss). The
load carrying capacity has been reduced - structural analysis or immediate repairs may be
required. Cable may have severe wear or abrasion at contact points. Cable banding may have
failed - cable strands may be loose or broken. Cable anchorages may have significant slippage.
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OCTOBER 2014
B.4.8.5 Secondary
Structural Elements
Chapter B
Element #380: Secondary Structural Elements

This element applies to any type of secondary structural element. This can include
superstructure members such as diaphragms, lateral bracing, struts, truss portal and sway
bracing, or shear keys. This can include substructure elements such as pier crash struts or cross
bracing. This can include specialized elements on movable spans (such as sheaves, trunnions,
turntables, or counterweights). This includes any material (or combination of materials). The
quantity is expressed as an each item - the quantity can be listed as 1 (it isnt necessary to
count the total number of secondary elements on a bridge).
Condition State 1: Secondary elements have little or no deterioration. Steel members have little
or no corrosion - the paint system (if present) is sound & functioning. Concrete members may
have minor cracking. Timber members may have minor cracking or splitting. All connections are
sound (no evidence of distress).
Condition State 2: Secondary elements have minor to moderate deterioration. Steel members
may have moderate paint failure or surface rust - there may be minor flaking or pack rust, but
only minimal section loss. Concrete surfaces may have moderate staining, scale, cracking, or
leaching - there may be minor delaminations and spalls, but there is minimal exposure of
reinforcement. Timber members may have moderate cracks, splits, checks, decay, or fire
damage - but there is no evidence of structural distress (crushing or sagging). Connections may
show have minor distress. There may be minor impact damage (minor gouges, spalls, or
scrapes), but there is no significant out of plane bending. The element may have been repaired,
or had some sections replaced. Any patched, spliced, or reinforced areas are sound.
Condition State 3: Secondary elements have extensive deterioration, but the element is still
functioning as intended. Steel members and connections may have extensive corrosion, with
measurable section loss. Concrete surfaces may have extensive scale, cracking, or leaching/rust
staining. Delamination and spalling may be prevalent (exposed rebar may have measurable
section loss). Timber members may have extensive splits, checks, decay, or fire damage - there
may be some sagging or crushing. There may be moderate traffic impact damage (significant
cracking or spalling) - the member may be bent out of plane. Repaired or reinforced areas may
have been re-damaged or began to deteriorate. Connections may be loosening.
Condition State 4: Secondary elements have severe damage deterioration. Element is no longer
functioning as intended - structural analysis or immediate repairs may be required. Steel
members & connections may have advanced corrosion, with severe section loss. There may be
significant fatigue cracks. Concrete surfaces may have severe structural cracking or extensive
spalling (exposed rebar may have severe section loss). Timber members may have severe
structural cracking, sagging, or advanced decay. There may be severe traffic impact damage members may be severed or bent severely out of plane, connections may have been torn loose.
Connections may have failed.
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OCTOBER 2014
B.4.8.6 Cast in Place
(CIP) Piling
Chapter B
Element #382 (Cast-in-Place Piling): This element applies to steel shell piling (typically
cylindrical in cross-section) that are filled with concrete after being driven. The quantity is
expressed as an each item.
Condition State 1: CIP piling has little or no deterioration. Paint system (if present) remains
sound. The steel shell may have minor staining or corrosion, but there is no section loss. There is
no notable marine growth. Piling is relatively straight and properly positioned.
Condition State 2: CIP piling has minor to moderate deterioration. Paint system (if present) may
have moderate deterioration. The steel shell may have moderate surface corrosion, but any
section loss is minor. Marine growth may be present. Piling may be slightly bowed, bent, or out
of position.
Condition State 3: CIP piling has extensive deterioration, but the load-carrying capacity has not
been significantly reduced. Paint system may have failed. The steel shell may have extensive
flaking rust (with significant section loss), but there is no exposure of the concrete fill. There may
be extensive marine growth. Piling may be significantly bowed, bent, or out of position.
Condition State 4: CIP Piling has severe or critical deterioration. The load-carrying capacity of the
piling has been significantly reduced - immediate repairs or structural analysis may be required.
The steel shell may have advanced corrosion (with severe section loss) - the concrete fill may be
exposed. Piling may be severely bowed, bent, or out of position.
B.4.8.7 Tunnels
Element #381 (Tunnels): This element applies to roadway tunnels of any type or material.
This element includes tunnels constructed by boring, blasting, or by cut and fill. Tunnels
are typically constructed of (or lined with) reinforced concrete - exposed surfaces often
protected with tile. The quantity is expressed as a linear ft. item and is rated on a scale of
1-4.
Condition State 1: Tunnel has little or no deterioration. Tiles surfaces are sound (there may be
minor scrapes, staining, or discoloration). Concrete surfaces may have minor cracking, scaling, or
leaching (there are no notable delaminations or spalls). Joints have no notable leakage,
separation, offset, or misalignment.
Condition State 2: Tunnel has minor to moderate deterioration. Tile surfaces may have
moderate staining, discoloration, or deterioration - some tiles may be cracked, delaminated,
loose, or missing. Concrete surfaces may have moderate cracking, scaling, or leaching. There
may be minor delamination or spalling - any exposure of reinforcement is minimal. Joints may
have minor leakage, separation, offset, or misalignment (there is no notable backfill infiltration).
Condition State 3: Tunnel has extensive deterioration, but the function or structural capacity of
the tunnel has not been significantly impaired. Tile surfaces may have extensive deterioration numerous tiles may be cracked, delaminated, loose, or missing. Concrete surfaces may have
extensive cracking, scaling, or leaching. There may be significant structural cracking.
Delamination or spalling may be prevalent (exposed rebar may have measurable section loss).
Joints may have significant leakage, separation, offset, or misalignment (there may be minor
backfill infiltration).
Condition State 4: Tunnel has severe or critical deterioration. The function or structural capacity
of the tunnel has been severely impacted - immediate repairs or structural analysis may be
required. Tile surfaces may have complete failure (the majority of tiles are missing). Concrete
surfaces may have severe scaling or spalling (exposed reinforcement may have significant
section loss). There may be severe structural cracking. Joints may have failed - there may be
severe leakage, separation, offset, or misalignment (there may be significant backfill infiltration).
B-65
OCTOBER 2014
B.4.9 CULVERT
STRUCTURAL ELEMENTS
B.4.9.1 Inspection
Procedures for Culverts
Chapter B
The following section provides information on culverts and the structural element condition
ratings that pertain to culverts.
While the FHWA requires inspection of any structure with a total length of 20 ft. or greater,
Minnesota State law requires inspection of any structure with a total length of 10 ft. or greater thus, the MnDOT structure inventory includes many small (10-20 ft.) culverts.
While culverts are typically designed to allow drainage below a roadway embankment, they may
also serve as underpasses for vehicles, pedestrians, or livestock. Culverts are designed to support
the dead load of the embankment material as well as live loads from traffic. If the embankment
fill is more than 3 ft. deep, the fill is likely the primary load.
Culverts are constructed of a variety of materials, including concrete (cast-in-place or precast),
corrugated steel plate, stone masonry, timber, or aluminum. The size and shape of a culvert is
usually determined by the hydraulic requirements (the opening must be large enough to carry
the design discharge). Culvert shapes include arch culverts, box culverts, round pipe culverts,
pipe-arch culverts, or elliptical culverts. A culvert may consist of a single barrel or multiple
barrels.
Culverts can be structurally classified as either flexible or rigid. Steel culverts are typically
considered to be flexible - a flexible culvert derives a significant amount of structural strength
from the surrounding soil (the lateral soil pressure helps to resist vertical loads). Concrete
culverts are typically considered to be rigid - a rigid culvert provides its own structural strength,
and does not necessarily require embankment fill.
A complete culvert inspection should include examining the culvert barrel, end treatments,
waterway, embankment slopes, and the roadway. Ideally, a walk-through inspection of the
entire the culvert barrel should be conducted during low water conditions (high water or ice can
prevent inspection of critical areas). If an adequate walk-through inspection cannot be
performed, it should be noted in the inspection report, and a complete inspection should be
performed when conditions allow. If necessary, an underwater inspection may need to be
performed.
During culvert inspection, two main items need to be determined - the hydraulic performance
and the structural condition:
Hydraulic Performance: Poor hydraulic performance can result in excessive ponding, flooding of
adjacent properties, or washouts of the embankment and roadway. The inspector should note
any conditions that might reduce the hydraulic performance of the culvert.
B-66
Poor horizontal or vertical channel alignment can reduce hydraulic efficiency, increase
sedimentation, or accelerate embankment erosion. Culverts on flat grades may have
excessive sediment, culverts on steep grades may have outlet scour.
Accumulation of debris at the inlet (or excessive sedimentation within the barrel) can
reduce the culvert's hydraulic capacity, accelerate embankment erosion, or alter the
channel alignment. While some sedimentation is inevitable, any excessive
sedimentation should be noted.
Changes in land use such as wetland drainage, deforestation, or increased development

can significantly increase the runoff (and resultant discharge) that a culvert must carry.
Channel changes upstream (or immediately downstream) of the culvert can result in
overtopping of the roadway. The inspector should note the high water elevation (or
freeboard), as well as any evidence of overtopping.
OCTOBER 2014
Chapter B
Structural Condition: Although culverts generally deteriorate at a slower rate than bridges, poor
structural condition can eventually result in load restrictions or failure. The inspector should
note any evidence of structural deterioration or distress - this includes material deterioration,
barrel shape, and joint misalignment/separation. Photographs are useful for comparison to
previous (or future) inspections.
Material Deterioration: The inspector should inspect all visible surfaces of the culvert, and note
both the extent and severity of any significant material deterioration.
Concrete culverts should be examined for scaling, cracking, leaching, rust stains,
delaminations, or spalls. Severe cracking may indicate uneven settlement or structural
overloading (from traffic or excessive earth pressure). Any significant spalling (with exposed
reinforcing steel) should be documented. Connection bolts on pre-cast concrete culverts
should be examined for corrosion.
Steel culverts should be examined for corrosion (particularly along the waterline). Bolted
seams should be examined for cusping, loose or missing bolts, and cracking around bolt
holes.
Timber culverts should be examined for weathering, warping, decay, fire damage, insect
damage, or loose connections. Defects or connections can provide openings for moisture
(and eventually decay) - any evidence of decay (such as fruiting bodies, staining, or surface
depressions) should be noted.
Masonry culverts should be examined for weathering, cracks, spalls, crushing, or

misalignment of the masonry blocks. The mortar joints should be examined for any
deterioration.
Aluminum culverts are relatively resistant to corrosion, but will corrode rapidly in highly
alkaline environments. Bolted seams should be checked with a torque wrench (125 ft-lbs to
150 ft-lbs).
Barrel Shape: As flexible culverts (steel, aluminum, or timber) rely upon the surrounding soil to
provide lateral support, embankment stability is essential. Deflection or distortion of the barrel
may indicate instability of the supporting soil, and may reduce the load-carrying capacity of the
culvert. Significant changes in the barrel shape should be noted (and verified with field
measurements).
Deflection is caused by differential long-term settlement over the length of the culvert (from
embankment pressure). As the center of the embankment will settle more than the side
slopes, culverts often end up with a low spot below the center of the roadway (steel culverts
are often designed with a camber to compensate for this).
Distortion is any deviation from the design cross-section of the culvert barrel, which should
be symmetrical, with even curvature. Barrel distortion may be caused by uneven
settlement, overloading, or from damage during the initial backfilling. Distortion is more
common on culverts with less than 3 ft. of embankment fill.
Joint Misalignment & Separation: Joint misalignment or separation may be caused by improper
installation, undermining, uneven settlement, or embankment failure. Leaking joints (exfiltration
or infiltration) can eventually result in severe undermining or even culvert failure.
B-67
Exfiltration is water leaking out of the culvert barrel - this can lead to piping (water flowing
along the outside of the culvert barrel), which can eventually erode the supporting soil. The
inspector should look for leaking joints and observe the culvert ends for evidence of piping.
Infiltration is water leaking into the culvert - this can also erode the supporting soil.
Infiltration can be difficult to detect, as the backfill deposits are often washed away. The
inspector should look for staining at the joints on the sides and top of the culvert, or
depressions above the culvert.
OCTOBER 2014
B.4.9.2 Condition Rating
Guidelines for Culverts
Chapter B
Like bridges, culverts must be rated using both the NBI and structural element condition ratings:
NBI Condition & Appraisal Ratings: The overall structural condition of a culvert should be rated
using the NBI Culvert Rating (NBI Item #62 - see Section B.3.1.5). The NBI condition ratings for
deck, superstructure, and substructure (NBI Items #58, 59, and 60) should all be listed as N.
If the culvert is designed to carry water (even when the channel running through the culvert is
normally dry), the channel should be rated using NBI Channel & Channel Protection Condition
Rating (NBI Item #61- see
Inspector Note:
Section B.3.1.4). This rating
If NBI Item 61 is rated, the Waterway Adequacy Appraisal
should reflect the channel
Rating (NBI Item 71- see Section B.3.2.1) must also be rated alignment, as well as the
this rating is primarily based upon the frequency of
presence of any
overtopping of the roadway during high water events.
sedimentation or debris.
Structural Element Condition Ratings: The condition of the culvert barrel should be rated using
one of the four AASHTO CoRe Elements (depending upon the material type). The quantity is
expressed in linear feet, as measured along the length of the barrel (multiplied by the number of
barrels). If the condition varies along the length of the culvert barrel, more than one condition
state may be used (all culvert barrel elements are rated on a scale of 1-4).
Element #240 : Steel Culvert (LF)
Element #241: Concrete Culvert (LF)
Element #242: Timber Culvert (LF)
Element #243: Masonry, Combination, or Other Material Culvert (LF)
MnDOT has added Element #388 to rate the condition of the headwalls, wingwalls, and aprons
(or any other type of culvert end treatment), and has added Element #421 to rate the condition
of culvert footings.
The condition of the roadway above the culvert should be rated using Element #987 (roadway
over culvert). The inspector should note any settlement or cracking of the roadway, as this may
indicate culvert distortion (or voiding of backfill). On flexible (steel) culverts, look for settlement
above the centerline of the culvert. On rigid (concrete) culverts, look for settlement along the
edges of the culvert. If applicable, the inspector should also rate Element #981 (signing) and
Element #982 (approach guardrail).
The condition of the culvert embankment slopes should be rated using Element #985 (slopes &
slope protection) - embankment erosion may be the result of channel scour or roadway
drainage. If scour is present, Element #361 (scour smart flag) should be also be rated, if slope
erosion is due to roadway drainage, Element #984 (deck & approach drainage) should also be
rated.
Related Structure Inventory Items: The MnDOT structure inventory includes three culvert items:
the culvert type, the culvert barrel length, and the culvert fill depth. The culvert type item
describes the culvert material, barrel dimensions, and number of barrels. The culvert barrel
length item indicates the culvert barrel length (to the nearest foot) as measured along the
centerline of the culvert. These two inventory items should correlate with the structural
elements selected for the culvert.
The culvert fill depth item indicates the total depth of fill material (including the wearing surface,
if any) that is supported by the culvert. This item is displayed to feet (rounded to the hundredths
of a foot). The inspector should note the culvert fill depth on the inspection report, as this may
affect the load-carrying capacity of the culvert. For example, if the roadway has been widened
(and the culvert extended), the embankment depth may increase significantly.
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OCTOBER 2014
B.4.9.2.1 Steel Culvert
(Element #240)
Chapter B
This element applies to steel culverts of any type or shape.

Condition State 1: Steel culvert has little or no deterioration. The barrel has no deflection or
distortion. The protective coating (if any) is sound. There may be minor staining or surface
corrosion, but there is no section loss. All seams and joints are sound - there is no distress or
leakage.
Condition State 2: Steel culvert has minor to moderate deterioration. The barrel may have slight
deflection or distortion. The protective coating (if any) may have moderate deterioration. There
may be moderate surface corrosion or minor section loss (surface pitting). Bolted seams may
have minor distress, but all bolts are secured, and there is no cracking around the bolt holes.
Joints may have minor leakage, but there is no backfill infiltration.
Condition State 3: Steel culvert has extensive deterioration, but the function or structural
capacity of the culvert has not been significantly impaired. The barrel may have measurable
deflection or distortion (sagging, flattening, or buckling). The protective coating may have failed.
There may be extensive surface corrosion or measurable section loss. Bolted seams may have
obvious distress (seams may be cusped or cocked). Bolts may be loose or misaligned - cracks
may have formed around the bolt holes. Joints may have moderate leakage - there may be
minor backfill infiltration.
Condition State 4: Steel culvert has severe or critical deterioration. The function or structural
capacity of the culvert has been severely impacted - immediate repairs or structural analysis may
be required. The barrel may have severe deflection or distortion (sagging, buckling, or crown
reversal). There may be advanced corrosion & severe section loss (large sections rusted
through). Bolted seams may have failed. Joints may have severe leakage or separation - there
may be significant backfill infiltration.
B.4.9.2.2 Concrete
Culvert (Element #241)
This element applies to reinforced concrete culverts (pre-cast or cast-in-place) of any type or
shape.
Condition State 1: Concrete culvert has little or no deterioration. There may be minor cracking,
scaling, leaching, or staining (there are no delaminations or spalls). Joints have no leakage,
separation, offset, or misalignment. Connection bolts (if any) may have minor surface corrosion.
Condition State 2: Concrete culvert has minor to moderate deterioration. There may be
moderate cracking, scaling, leaching, or staining. There may be minor delamination or spalling but any exposure of reinforcement is minimal. Joints may have minor leakage, separation, offset,
or misalignment (there is no backfill infiltration). Connection bolts may have moderate
corrosion.
Condition State 3: Concrete culvert has extensive deterioration, but the function or structural
capacity of the culvert has not been significantly impaired. There may be extensive cracking,
scaling, leaching or staining. Structural cracking may be present. Delamination & spalling may be
prevalent (exposed rebar may have section loss). Joints may have moderate leakage, separation,
offset, or misalignment (there may be minor backfill infiltration). Connection bolts may have
severe corrosion (or other distress).
Condition State 4: Concrete culvert has severe or critical deterioration. The function or
structural capacity of the culvert has been severely impacted - immediate repairs or structural
analysis may be required. There may be severe structural cracking. There may be severe scaling
or spalling (exposed reinforcement may have significant section loss). Joints may have severe
leakage, separation, offset, or misalignment (there may be significant backfill infiltration).
Connection bolts may have failed.
B-69
OCTOBER 2014
B.4.9.2.3 Timber Culvert
(Element #242)
Chapter B
This element applies to timber culverts of any type or shape (typically box culverts).
Condition State 1: Timber culvert has little or no deterioration. The barrel has no distortion or
deflection. There may be minor weathering, splitting, cracking, or staining. There is no decay, fire
damage, structural distress, or leakage. Connections are secure, members are properly aligned.
Condition State 2: Timber culvert has minor to moderate deterioration. Barrel may have slight
deflection or distortion. There may be moderate weathering, cracking, or splitting. There may be
minor decay, fire damage, or structural distress. There may be minor leakage, but there is no
backfill infiltration. Connections may be slightly loose. Members may be slightly warped,
separated, offset or misaligned.
Condition State 3: Timber culvert has extensive deterioration, but the function or structural
capacity of the culvert has not been significantly impaired. Barrel may have measurable
deflection or distortion. There may be extensive weathering, cracking, or splitting. There may be
moderate decay, fire damage, or structural distress (slight crushing or sagging). There may be
moderate leakage (or evidence of backfill infiltration). Connections may be loose. Members may
be significantly warped, separated, offset or misaligned.
Condition State 4: Timber culvert has severe or critical deterioration. The function or structural
be required. Barrel may have severe deflection or distortion. Timber members may have severe
cracking, fire damage, or structural failure (significant crushing or sagging). There may be severe
leakage or backfill infiltration. Connections may have failed. Members may be broken or missing.
B-70
OCTOBER 2014
B.4.9.2.4 Masonry,
Other, or Combination
Material Culvert
(Element #243)
Chapter B
This element includes masonry arch culverts, aluminum box culverts, or any other culvert not
adequately described by elements #240, #241, or #242.
Condition State 1: Culvert has little or no deterioration (barrel has no deflection or distortion).
Masonry may have minor weathering (mortar joints are sound). Concrete may have minor
cracking or scale. Steel may have surface corrosion. Aluminum has no corrosion. Joints have no
leakage.
Condition State 2: Culvert has minor to moderate deterioration (barrel may have slight
deflection or distortion). Masonry may have moderate weathering or cracking (mortar joints
may have minor deterioration). Concrete may have moderate scaling or cracking (minor
delamination or spalling). Steel may have moderate surface corrosion (minor surface pitting).
Aluminum may have minor surface corrosion. Joints may have minor separation, misalignment,
or leakage (no backfill infiltration).
Condition State 3: Culvert has extensive deterioration, but the function or structural capacity of
the culvert has not been significantly impaired. Barrel may have measurable deflection or
distortion. Masonry may have weathering or cracking (mortar joints may have extensive
deterioration). Concrete may have extensive scaling, or cracking (delamination or spalling may
be prevalent). Steel may have extensive corrosion (measurable section loss). Aluminum may
have prevalent surface corrosion (section loss may be present). Joints may have significant
separation, misalignment, or leakage (there may be evidence of backfill infiltration).
Condition State 4: Culvert has severe or critical deterioration. The function or structural capacity
of the culvert has been severely impacted - immediate repairs or structural analysis may be
required. Barrel may have severe deflection or distortion. Masonry may have severe weathering
or spalling (mortar joints may have failed). Concrete may have severe cracking, scaling, or
spalling. Steel may have advanced corrosion, (severe section loss). Aluminum may have
measurable section loss. Joints may have severe misalignment, or leakage (significant backfill
infiltration).
B-71
OCTOBER 2014
B.4.9.2.5 Culvert End
Treatment (Element
#388)
Chapter B
This element applies to end treatments of any type or material. This is an each item, and
includes headwalls, wingwalls, aprons or other components. On single barrel culverts, the
quantity will be 2 (one for each end). For multiple barrel culverts with separate end treatments,
the quantity will be the number of barrels times 2 (plan quantity on newer culverts). For
multiple barrel culverts with a monolithic end treatment, the quantity can be one at each end. If
no end treatments are present, this element does not need to be used.
Condition State 1: Culvert end treatment has little or no deterioration. Timber may have minor
splitting. Steel may have minor surface corrosion. Masonry may have minor weathering (mortar
joints are sound). Concrete may have minor cracking or scale.
Condition State 2: Culvert end treatment has minor to moderate deterioration. Timber may
have moderate splitting (minor decay or fire damage). Steel may have moderate surface
corrosion (minor section loss). Masonry may have moderate weathering (mortar joints may have
minor deterioration). Concrete may have moderate cracking or scaling (there may be minor
delamination or spalling). End treatment may have slight undermining, settlement,
misalignment, or separation.
Condition State 3: Culvert end treatment has extensive deterioration. Timber may have
extensive splitting - there may be significant decay or fire damage (slight sagging or crushing).
Steel may have extensive corrosion (measurable section loss). Masonry may have extensive
weathering (mortar joints may have significant deterioration). Concrete may have extensive
cracking or scaling (delamination or spalling may be prevalent). End treatment may have
significant undermining, settlement, misalignment, or separation.
Condition State 4: Culvert end treatment has severe deterioration, the function or structural
be required. Timber may have severe splitting or advanced decay (severe sagging or crushing).
Steel may have advanced corrosion (severe section loss). Masonry may have severe weathering
(mortar joints may have failed). Concrete may have severe cracking, scaling, delamination, or
spalling. End treatment may have severe undermining, settlement, misalignment, or separation.
B.4.9.3 Culvert Footing

(Element #421)
This element applies to culvert footings (typically

concrete or masonry footings on arch culverts). This
element allows the footings to be rated separately from
the remainder of the culvert barrel - it should only be
used when the footing is above the ground line (and
visible for inspection). This is a linear ft. item
(measured along the length of the culvert barrel).
Inspector Note:
Element #220 (Reinforced
Concrete Footing) should not be
used for culverts, as it is classified
as a substructure element.
Condition State 1: Culvert footing has little or no deterioration. Concrete may have minor
cracking, leaching, or scaling. Masonry may have minor weathering (mortar joints are sound).
Condition State 2: Culvert footing has minor to moderate deterioration. Concrete may have
moderate cracking, scaling or leaching (there may be minor delamination or spalling). Masonry
may have moderate weathering (mortar joints may have minor deterioration). There may be
slight settlement or undermining.
Condition State 3: Culvert footing has extensive deterioration. Concrete may have extensive
cracking, scaling or leaching (delamination or spalling may be prevalent). Masonry may have
extensive weathering (mortar joints may have significant deterioration). There may be significant
settlement or undermining.
Condition State 4: Culvert footing has severe or critical deterioration. The function or structural
be required. Concrete may have severe cracking, scaling, delamination, or spalling. Masonry may
have severe weathering (mortar joints may have failed - masonry courses may have severe
separation or offset). There may be severe settlement or undermining.
B-72
OCTOBER 2014
B.4.10 SMART FLAG
ELEMENTS
Chapter B
Smart Flag elements identify conditions or problems present on a bridge that are not
adequately addressed by conventional structural element language. Smart flags may refer to
specific problems that warrant special attention or follow-up action, or may provide detailed
information about the condition of specific bridge elements. MnDOT currently has twelve Smart
Flag elements:
Element #356:
Element #357:
Element #358:
Element #359:
Element #360:
Element #361:
Element #362:
Element #363:
Element #964:
Element #965:
Element #966:
Element #967:
Fatigue Cracking Smart Flag

Pack Rust Smart Flag
Concrete Deck Cracking Smart Flag
Underside of Concrete Deck Smart Flag
Substructure Settlement & Movement Smart Flag
Scour Smart Flag
Traffic Impact Smart Flag
Section Loss Smart Flag
Critical Finding Smart Flag
Concrete Shear Cracking Smart Flag
Fracture Critical Smart Flag
Gusset Plate Distortion Smart Flag
The quantity for Smart Flag elements should always be listed as 1. Most Smart Flag elements
are not automatically displayed on the MnDOT Bridge Inspection Report - the inspector must
determine when they should be added and rated. The exceptions are Smart Flag #964 (displayed
for all bridges), Smart Flag #361 (displayed on all scour critical bridges), and Smart Flag #966
(displayed on all fracture critical bridges).
B.4.10.1 Fatigue
Cracking Smart Flag
(Element #356)
This smart flag applies only to primary steel structural elements (typically superstructure
elements) - it should only be used if fatigue cracking is present (cracked tack welds should not be
considered unless they have propagated into the base metal).
Condition State 1: Fatigue cracking has been arrested (drilled or ground out). Any resultant
damage to the steel element has been repaired (the element may still be fatigue prone).
Condition State 2: Fatigue cracking exists and has not been arrested. Note: this condition state is
normally used when fatigue cracking is initially observed, or when additional fatigue cracking is
observed (after repairs).
Condition State 3: Fatigue cracking has seriously damaged a steel bridge element. Immediate
repairs or structural analysis may be required.
B-73
OCTOBER 2014
B.4.10.2 Pack Rust
Smart Flag (Element
#357)
Chapter B
This smart flag only applies to primary steel structural elements (typically superstructure
elements) - it should only be used if pack rust is present. Pack rust is corrosion between adjacent
steel surfaces that results in deformation due to the
Inspector Note:
expansion of oxidized steel. Pack rust is commonly
found on truss connections, splice plates, and along
Pack rust typically indicates the
the edge of built-up riveted members. Pack rust may
presence of section loss.
eventually result in the failure of pins, rivets, bolts, or
welds.
Condition State 1: Pack rust has started to form on a steel element or connection (rust staining
is evident along the edges or seams).
Condition State 2: Pack rust has started to distress a steel element or connection (there may be
minor spreading, swelling, or scalloping).
Condition State 3: Pack rust has resulted in significant distress to a steel element or connection.
There may be significant spreading, swelling, or scalloping - steel members may be significantly
deformed or distorted. However, all connectors (pins, rivets, or bolts) remain intact.
Condition State 4: Pack rust has resulted in severe distress to a steel element or connection.
Immediate repairs or structural analysis may be required. Steel members may be severely
deformed or distorted, or connectors (pins, rivets, or bolts) may have failed.
B.4.10.3 Concrete Deck

Cracking Smart Flag
(Element #358)
This smart flag is used to rate the extent and severity of cracking in concrete wearing surfaces - if
the deck has a bituminous or gravel wearing surface, there is no need to use this smart flag.
Cracking of the wearing surface will eventually result in chloride contamination of the underlying
concrete deck and corrosion of the reinforcing steel. This smart flag can be used to track
preventative maintenance (crack sealing), which can increase the service life of the deck. The
condition state language for this smart flag is below is based upon the following general
definitions:
Crack Width: insignificant cracks are those too narrow to practically measure, moderate
cracks are those large enough to measure, and severe cracks are those greater than in
width (or otherwise deemed severe by the judgment of the inspector).
Crack Density: minor crack density is an approximate spacing of 10 ft. or greater,
moderate density is a spacing of 5-10 ft., and severe density is a spacing of 5 ft. or less
(or otherwise deemed severe by the judgment of the inspector).
Condition State 1: Cracks in the concrete wearing surface are sealed or insignificant in size and
density.
Condition State 2: Concrete wearing surface has unsealed cracks of moderate size or density.
Condition State 3: Concrete wearing surface has unsealed cracks of moderate size and density.
Condition State 4: Concrete wearing surface has unsealed cracks of severe size and/or density.
B-74
OCTOBER 2014
B.4.10.4 Underside of
Concrete Deck Smart
Flag (Element #359)
Chapter B
This smart flag should typically not be used for bridges with an integral superstructure and deck
(such as precast channels, prestressed tees, or prestressed voided slabs).
Inspector Note:
This smart flag must be rated for all bridges with a concrete deck or slab (even
if the underside of the deck is concealed by stay-in-place forms).
Note: Distressed area refers to the total area (on the underside of a concrete deck or slab) with
leaching (efflorescence), salt/water saturation, rust stains, delaminations, spalls, temporary
repair patches, or other significant deterioration. On decks with stay-in-place forms, areas with
corrosion, leaching, or other significant deterioration should be considered to be distressed.
Condition State 1: Underside of the concrete deck (or slab) has little or no distress. There may
be minor cracking or light leaching. Stay-in-place forms have no corrosion.
Condition State 2: The total distressed area on the underside of the concrete deck (or slab) is
2% or less of the total deck area.
more than 2%, but not more than 10% of the total deck area.
more than 10%, but not more than 25% of the total deck area. There may be impending fulldepth deck failures - structural underpinning may be present (or required).
more than 25% of the total deck area. There may be full-depth deck failures - structural
underpinning may be present (or required).
B.4.10.5 Substructure
Settlement &
Movement Smart Flag
(Element #360)
This smart flag only applies to bridge substructure elements (piers, abutments, or wingwalls)
that show evidence of settlement, movement, or rotation. It is intended to identify bridges that
are experiencing settlement and to provide some measure of the magnitude of that settlement.
Condition State 1: Substructure elements have visible settlement, movement or rotation. The
settlement has been arrested, appears to have stabilized, or is minor.
Condition State 2: Substructure elements have continuing settlement, movement or rotation. If
not arrested, this could adversely impact the structural integrity of the bridge.
Condition State 3: Substructure elements have severe settlement, movement or rotation structural analysis may be warranted.
B-75
OCTOBER 2014
B.4.10.6 Scour Smart
Flag (Element #361)
Chapter B
This smart flag is intended to identify bridges that are experiencing scour (or have a history of
scour problems) and to provide some measure of the magnitude of scour. This smart flag also
identifies bridges that are scour critical, or require scour monitoring during high water events.
During each routine inspection, substructure components that are submerged in water should
be investigated for scour by wading
Inspector Note:
and probing. If the channel is too
If the MnDOT Scour Code is listed as D, G, K, O, P, R
deep for wading, the underwater
or U, this smart flag will automatically be added.
inspection report should be reviewed
to determine the condition rating for
this smart flag.
Condition State 1: Scour exists, but is
of little concern to the structural
integrity of the bridge.
Inspector Note:
Bridges with a MnDOT Scour Code of D, G, K, O, P,
R or U can be rated as condition 1, even if no scour
is currently present at the bridge site.
Condition State 2: Scour exists that,

if left unchecked, could adversely impact the structural integrity of the bridge.
Condition State 3: Scour exists that is significant enough to warrant analysis of the structure.
B.4.10.7 Traffic Impact
Smart Flag (Element
#362)
This smart flag applies to primary structural bridge elements (typically superstructure) that have
traffic impact damage. While this typically refers to damage from high loads, it can include
impact damage from other causes (flood debris,
ice dams, etc.). The inspector should note any
Inspector Note:
recent (or previously un-recorded) damage, and
This smart flag does not apply to
note any repairs. This smart flag should remain
damaged railings or guardrail.
even after repairs have been made to provide a
history of impact damage to the structure.
Condition State 1: Impact damage has been repaired (minor damage may be present). Steel
members have been straightened and/or reinforced. Concrete members have been patched
(there is no exposed reinforcement or tensioning cables).
Condition State 2: Impact damage has occurred, but the structural integrity of the element (or
bridge) has not been significantly reduced. Steel members may be bent out of plane. Concrete
members may be spalled (exposed reinforcement or tensioning cables are still intact).
Condition State 3: Impact damage has occurred and the strength of the member is impaired.
Analysis is warranted to ascertain the serviceability of the bridge.
B-76
OCTOBER 2014
B.4.10.8 Section Loss
Smart Flag (Element
#363)
Chapter B
This smart flag only applies to primary steel bridge structural elements (typically superstructure
elements) that have section loss due to corrosion. Section loss is typically expressed as a
percentage of the total cross-section area of the
Inspector Note:
member (the percentages in the rating descriptions
The presence of flaking rust or pack
are included as a general guideline).
rust indicates that at least some
section loss is present.
Condition State 1: Steel element has minor section
loss (less than 2% of the total cross-section area). If

the steel element has been recently repainted, any previously existing section loss has been
reinforced (or is less than 5% of the total cross-section area).
Condition State 2: Steel element has moderate section loss (from 2% to 5% of the total crosssection area). If the steel element has been recently repainted, any previously existing section
loss is not severe enough to warrant structural analysis (less than 10% of the effective section).
Condition State 3: Steel element has significant section loss, but structural analysis is not yet
warranted (section loss is less than 10% of the total cross-section area) or structural analysis has
determined that the existing section loss has not significantly reduced the structural integrity of
the element.
Condition State 4: Steel element has severe section loss (more than 10% of the total crosssection area). The load-carrying capacity of the element has been significantly reduced structural analysis or immediate repairs may be required.
B.4.10.9 Critical
Deficiency Smart Flag
(Element #964)
This smart flag indicates if a critical finding was observed during the inspection. A critical finding
(or deficiency) is any structural condition that, if not promptly corrected, could result in collapse
(or partial failure) of the bridge. This does not include safety-related problems (such as damaged
railings, guardrails, etc.). While such
Inspector Note:
hazards should be reported and
This smart flag must be included and rated on all
addressed promptly, they are not
bridge inspection reports. Section A.6.2 of the
expected to result in collapse of the
BSIPM outlines the reporting and follow-up
bridge, and are not considered to be
procedures for a critical deficiency.
critical deficiencies.
Condition State 1: No critical deficiencies were observed during the inspection.
Condition State 2: A critical deficiency was observed during the inspection. The condition should
be thoroughly documented, and the Engineer (and Bridge Owner) must be notified immediately.
It may be necessary to restrict traffic until further evaluation can be made or until the situation is
corrected.
B-77
OCTOBER 2014
B.4.10.10 Concrete
Shear Cracking Smart
Flag (Element #965)
Chapter B
This smart flag applies only to reinforced concrete, prestressed concrete, or post-tensioned
concrete superstructure elements (such as beams, box girders, or slabs). Shear cracking can
result from inadequate shear reinforcement, and typically appear as diagonal cracks near the
supports (inclined towards the center of the span). Note: this smart flag should be added and
rated for all bridges with prestressed concrete beams or post-tensioned box girders.
Condition State 1: No shear cracking is present.

Condition State 2: Minor shear cracking is present (for prestressed concrete, crack width is less
than 0.01). Minor leaching or rust staining may be present along the cracks.
Condition State 3: Moderate shear cracking is present (for prestressed concrete, crack width is
between 0.01 and 0.025). Extensive leaching or rust staining may be present along the cracks.
However, the structural integrity of the bridge has not been significantly reduced. Any severe
shear cracks have been repaired and/or reinforced.
Condition State 4: Severe shear cracking is present (for prestressed concrete, crack width
exceeds 0.025). Shear cracking may be severe enough to reduce the structural integrity of the
bridge. Immediate repairs or structural analysis may be required.
B.4.10.11 Fracture
Critical Smart Flag
(Element #966)
This smart flag identifies those bridges classified as fracture critical. The intent of this smart
flag is to insure that all fracture critical members (FCM) are visually examined during each
routine inspection, and to identify problems discovered between in-depth inspections. Refer
to the plans (or the fracture critical report) to identify the fracture critical members.
Inspector Note:
A fracture critical bridge has at least one fracture critical member (a steel
tension member whose failure would be expected to result in collapse of the
bridge). Only bridges carrying vehicular traffic are considered to be fracture
critical (pedestrian and railroad bridges are excluded).
Condition State 1: Bridge is fracture critical - all fracture critical members are structurally
sound (no significant damage or deterioration).
Condition State 2: Bridge is fracture critical - fracture critical member(s) have damage or
deterioration, but the members have either been repaired or structural analysis has determined
that the member is stable for the anticipated loading (the bridge may have been posted with a
load restriction).
Condition State 3: Bridge is fracture critical - damage or deterioration to fracture critical
members warrants structural analysis or immediate repairs (or bridge has been closed to traffic).
B-78
OCTOBER 2014
B.4.10.12 Gusset Plate
Distortion Smart Flag
(Element #967)
Chapter B
This smart flag is intended to identify truss bridges (or open spandrel arch bridges) with gusseted
connections, and to indicate if any distortion (bending, bowing, or buckling) is evident on the
gusset plates. This smart flag should be added and rated for any truss (or arch) bridge on which
the primary truss members have gusseted connections. This smart flag does not apply to
gusseted connections for secondary members (such as lateral bracing members) that incorporate
a gusseted connection.
Gusset plates should be examined with a straight edge for evidence of distortion (bending,
bowing, or buckling) - distortion should be measured and documented. Gusset plate distortion
may result from a number of factors including, but not limited to, structural loading, pack rust,
or from initial construction (fit-up tolerances).
Condition State 1: Steel gusset plates have no distortion.
Condition State 2: Steel gusset plate(s) may have distortion (up to 1/8 along an un-reinforced
free edge*). Note: previously distorted gusset plates that have been reinforced should generally
not be rated above Condition 2.
Condition State 3: Steel gusset plate(s) have distortion (up to 1/4 along an un-reinforced free
edge*) - structural review or analysis may be warranted.
Condition State 4: Steel gusset plate(s) have distortion (more than 1/4 along an un-reinforced
free edge*) - structural review or analysis is warranted.
*The distortion limits outlined in these condition ratings are intended to be a general guideline the Engineer could select a lower (or higher) rating depending upon the location, orientation, and
nature of the distortion.
B-79
OCTOBER 2014
B.4.11 OTHER BRIDGE
ELEMENTS
B.4.11.1 Signing
(Element #981)
Chapter B
These elements were added by MnDOT to rate the condition of bridge items not addressed by
the CoRe elements. The quantity can be listed as 1 each.
This element applies to any signing mounted on, or any signing related to the bridge. This can
include load posting signs, vertical or horizontal clearance signs, object (hazard) markers, speed
limit signs, plow markers, advance warning signs, informational signs, changeable message signs,
etc.
Inspector Note:
This element will be automatically added if the structure inventory indicates that
signage is required. The actual load posting (Tons) and/or posted vertical
clearance (Feet/Inches) should be noted on the inspection report.
Condition State 1: All required signing is present and is in good condition (there may be minor
damage or deterioration).
Condition State 2: All required signing is present - signs may have some damage or deterioration
(slightly bent or faded), but remain readable.
Condition State 3: Signing (excluding vertical clearance or load posting signage) is absent, or
existing signing is damaged or deteriorated to the extent that repair or replacement is required.
Condition State 4: Required vertical clearance signing (at bridge or in advance of bridge*) is
absent, incorrect, or existing signing is damaged or deteriorated to the extent that repair or
replacement is required.
Condition State 5: Required load posting signing (at bridge or in advance of bridge*) is absent,
incorrect, or existing signing is damaged or deteriorated to the extent that repair or replacement
is required.
*Advanced load posting signs are not necessarily required for all posted bridges. The need for
advanced load posting signs is determined by the Bridge Program Administrator responsible for
the structure.
B-80
OCTOBER 2014
B.4.11.2 Approach
Guardrail (Element
#982)
Chapter B
This element rates the condition of in-place guardrail above or below the bridge. This includes all
types of guardrail (plate beam or cable), as well as guardrail end treatments and crash
cushions/crash attenuators. If guardrail is required on the roadway over the bridge, but is not
present, there is no need to rate this item (however, FHWA Item 36B, 36C, & 36D should be
appropriately coded)
Condition State 1: Guardrail is in good condition, and is functioning as intended to protect
vehicles from impacting the bridge.
Condition State 2: Guardrail may have moderate damage or deterioration, but is still functioning
as intended to protect vehicles from impacting the bridge.
Condition State 3: Guardrail has severe damage or deterioration - repair or replacement is
required (possible traffic hazard).
B.4.11.3 Plowstraps
(Element #983)
Plowstraps (or plow fingers) are small steel plates welded to expansion joints to prevent
snowplow damage to the joint - they are common on strip seal expansion joints.
Condition State 1: All required plowstraps are present.
Condition State 2: Some plowstraps are missing and need replacement.
Condition State 3: Most plowstraps are missing and need replacement.
B-81
OCTOBER 2014
B.4.11.4 Deck &
Approach Drainage
(Element #984)
Chapter B
This element rates the condition, function, and adequacy of the drainage system. This includes
drainage of the deck and approaches, and can include
Inspector Note:
areas adjacent to (or below) the bridge. This includes
Downspouts should extend far
items such as deck drains, inlets, scuppers, grates, drain
enough to prevent runoff from
troughs, downspouts, catch basins, spillways, splash
falling onto the superstructure.
aprons, ditches, or holding ponds.
Condition State 1: Drainage system is in good condition and functioning as intended. There is no
notable ponding or drainage-related slope erosion.
Condition State 2: Drainage system is inadequate or is not functioning properly. The drainage
system may be clogged with debris - flushing or cleaning may be required. There may be ponding
on the deck, approaches, or below the bridge. Runoff may be contributing to slope erosion or
deterioration of bridge elements. Drainage components may be damaged or deteriorated, but
remain intact.
Condition State 3: Drainage system has failed - repairs are required. Severe ponding may
present a traffic hazard. Runoff may have resulted in severe slope erosion (or significant
deterioration of bridge elements). Drainage components may be disconnected, missing, or
severely deteriorated.
B.4.11.5 Slopes & Slope

Protection (Element
#985)
This element rates the condition of the slopes and slope protection - this includes unprotected
(bare dirt) slopes. This can include the slopes in
Inspector Note:
front of abutments, abutment side slopes, slopes
around piers, or culvert embankments. Slope
Slope erosion may be related to deck
protection may consist of concrete, bituminousdrainage or scour. The inspector
coated aggregate, loose riprap, grouted riprap,
should attempt to determine the
gabions, revet mattresses, or any material
cause of any slope erosion.
intended to protect the slope from erosion.
Condition State 1: Slopes are in good condition - there is no notable erosion. Substructure is
adequately protected (no exposure of footings or pilings). Slope protection (if present) may have
minor deterioration (there is no notable settlement, heaving, or undermining).
Condition State 2: Slopes may have minor to moderate erosion. Footings (or pilings) may be
slightly exposed, but there is no significant undermining or loss of backfill. Slope protection (if
present) may have moderate deterioration - there may be settlement, heaving, or undermining.
Condition State 3: Slopes may have severe erosion - repairs are required. Footings may be
significantly undermined - there may be significant loss of backfill. Slope protection (if present)
may be severely deteriorated - there may be significant settlement, heaving, or undermining.
B.4.11.6 Curb &

Sidewalk (Element
#986)
This element rates the condition of the sidewalk and curb on the bridge (or approaches). This
generally does not apply to a sidewalk running below the bridge.
Condition State 1: Sidewalks and curbs are in good condition - there may be minor damage or
deterioration.
Condition State 2: Sidewalks and/or curbs have moderate damage or deterioration. Concrete
may have cracking, spalling, or delamination. Timber may have cracking, splitting or decay.
Condition State 3: Sidewalks and/or curbs have severe damage or deterioration (repairs are
required).
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OCTOBER 2014
B.4.11.7 Roadway over
Culvert (Element #987)
Chapter B
This element rates the condition of the roadway running above a culvert. Cracking or settlement
of the roadway may be the result of culvert settlement, barrel distortion, or voiding of backfill.
On flexible (steel) culverts, look for cracking and settlement above the centerline of the culvert;
on rigid (concrete) culverts, look for cracking and settlement along the edges of the culvert. This
element can also be used to rate the condition of roadways on filled spandrel arch bridges or
running through tunnels.
Condition State 1: Roadway above culvert is in good condition. The paving may have minor
cracking, but there is no settlement.
Condition State 2: Roadway above culvert has moderate cracking (or other deterioration). There
may slight settlement.
Condition State 3: Roadway above culvert has severe cracking (or other deterioration) - there
may be significant settlement.
B.4.11.8 Miscellaneous
Items (Element #988)
This element can be used to rate the condition of any bridge feature not adequately described
by the other elements (such as lighting or utilities). This element can also be used to address
maintenance needs (such as flushing, tree trimming or graffiti).
Condition State 1: Minor damage or deterioration.
Condition State 2: Moderate damage or deterioration.
Condition State 3: Severe damage or deterioration - repairs may be required.
B-83
OCTOBER 2014
B.5 BRIDGE
COMPONENTS &
STRUCTURE TYPES
Chapter B
This section provides additional guidance on the rating procedures for the different bridge
components and structure types. Information on rating the substructure components (e.g.,
abutments and piers), as well as information on rating the superstructure components (e.g.,
trusses and steel members), is discussed.
B.5.1 SUBSTRUCTURE
COMPONENTS
This section includes general inspection procedures and condition rating guidelines for
substructure components (abutments, piers, and wingwalls). This includes general descriptions
and terminology, as well as guidelines for the proper selection of structural elements (and
determining element quantities).

Procedures for
Abutments
Components of a Concrete Abutment: Most abutments are constructed of reinforced concrete.

While the overall configuration will vary, most concrete abutments share these typical
components:
Parapet (Back Wall)

Bearing Seat
Stem (Breast Wall)
Abutment
Backfill
Footing
Cross-section (side view) of a Typical Concrete Abutment
B-84
Stem: The abutment stem (or breast wall) is the primary component of the abutment it transmits the load of the bridge superstructure to the footing, and retains the
abutment backfill.
Bearing Seat: The bearing seat provides a horizontal bearing area for the
superstructure.
Parapet: The parapet (or back wall) prevents backfill soil from sliding onto the bearing
seat, and provides support for the deck expansion joint (or approach slab).
Footing: The footing transmits the weight of the abutment, the soil loads, and the load
of the bridge superstructure to the supporting soil. A footing may be supported by
piling, or may transfer these loads directly to the supporting soil or rock (spread
footing).
Wingwall: A wingwall is typically a short retaining wall extending from each end of the
abutment which is intended to retain the side slope. The wingwall configuration will
vary according the height of the abutment and the site conditions.
OCTOBER 2014
Chapter B
Abutment Backfill
Footing
Parapet
Wingwall
Bearing Seat
Stem
Plan View of a Typical Concrete Abutment
Inspection Procedures for Concrete Abutments:
Note any concrete deterioration (cracking, leaching, rust staining, delamination or

spalling).
Note any evidence of deck joint leakage (such as staining on the abutment face or
debris on the bearing seat).
Weep holes (typically located near the base of the stem) should be examined for proper
function.
Note any distress on the parapet (cracking, spalling or tipping) resulting from the
superstructure contacting the parapet or from approach pavement thrust.
Note any evidence of settlement, rotation, or other movement.
Note any deterioration of the slope protection, slope erosion, undermining, or
footing/piling exposure.
If the abutment is submerged in water, probe along the front face for any evidence of
scour (review the underwater inspection report, if applicable).
Condition Rating Procedures for Concrete Abutments: An abutment has two basic functions - to
support for the bridge superstructure, and to retain the abutment backfill. The condition ratings
should reflect not only the condition of the visible concrete surfaces, but also the ability of the
abutment to perform these two basic functions. The condition rating descriptions for reinforced
concrete elements are outlined in Section B.4.7.3.
B-85
Element #215 (Reinforced Concrete Abutment) should be used to rate the abutment
stem, seat, and parapet). This is a linear foot item - the quantity is determined by
measuring horizontally across the front face of the abutment (excluding the wingwalls).
MnDOT has added element #387 (Reinforced Concrete Wingwall) to rate the wingwalls.
This is an each item (a single condition state must be determined for each wingwall) the quantity will typically be 4 (one wingwall at each corner).
As the footings (and pilings) supporting a concrete abutment are typically not visible for
inspection, they are typically not rated. If the abutment footing is visible for inspection,
it can be rated using element #220 (Reinforced Concrete Footing) - this is an each
item.
If settlement, rotation, or other movement of the abutment is evident, the Settlement

Smart Flag (element #360) must be rated accordingly (see Section B.4.10.5). If scour is
present, the Scour Smart Flag (element #361) must be rated accordingly (see Section
B.4.10.6).
Element #985 (Slopes & Slope Protection) should be used to rate the condition of the
abutment slopes (and slope protection, if any).
OCTOBER 2014
Chapter B
Hollow Concrete Abutments: Hollow U-Type concrete abutments are actually an enclosed
approach span (typically a cast-in-place concrete T-girder or slab span). The wingwalls enclose
the sides of the span, creating a hollow
abutment that appears to be solid (access
Inspector Note:
hatches are typically located on the
Periodic internal inspections are required to
wingwalls or parapets). These are designed
assess the condition of the interior
to reduce the dead load (as opposed to a
elements. Confined space entry procedures
solid abutment) and subsequent settlement
may be required.
of the abutment.
Element #215 (Reinforced Concrete Abutment) should be used to rate the front abutment stem
(including the seat and parapet) as well as the rear abutment stem - the LF quantity will be twice
that of conventional abutment. Element #387 (Reinforced Concrete Wingwall) should be used to
rate the condition of the sidewalls. An element must also be selected to rate the enclosed
approach span - depending upon the span type, this may include beam, deck, or slab elements.
Approach Span
Rear Abutment
Stem
Front Abutment
Stem
Rear Footing
Embankment Fill
Front Footing
Stem
Elevation View of a Hollow Concrete Abutment

Wingwall
Front Abutment
Stem
Rear Abutment
Stem
Rear Footing
Front Footing
Stem
Section View (Looking Down) of a Hollow Concrete Abutment
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OCTOBER 2014
Chapter B
Condition Rating Procedures for Integral and Semi-Integral Concrete Abutments: Integral and
semi-integral abutments are now the preferred design for new bridges in Minnesota, as they
eliminate the need for a deck expansion joint above. Traditional concrete parapet abutments are
now only used when the design criteria for integral or semi-integral abutments cannot be met
(see Section 11.1 in the MnDOT Load Resistance Factor Design (LRFD) Bridge Design Manual)
An integral abutment consists of a concrete abutment stem supported by a single line of piles.
The beams, girders, or slabs bear upon the abutment stem. A concrete diaphragm (poured with
the deck) encases the beam ends, making the superstructure, deck, and often the approach
panel integral with the abutment.
A semi-integral abutment is similar to an integral abutment in that the superstructure, deck, and
approach panel are integral and expand and contract as a single unit. The primary difference is
that the superstructure is supported on bearings, allowing the superstructure to move
independently form the abutment stem. Another difference is that the stem footing is typically
supported by multiple rows of piles.
Use the criteria below when rating the condition of an integral or semi-integral abutment:
The abutment stem should be rated using element #215 (Concrete Abutment) and
should be considered to be part of the substructure.
The concrete diaphragm should be rated using element #380 (Secondary Elements) and
should be considered to be part of the superstructure.
Bearing elements will typically be used only if bearing assemblies are present on the
abutment stem and are visible for inspection.
If concrete approach panels are present, element #321 (Concrete Approach Slab with
Concrete Wearing Surface) will typically be used.
Note: if approach relief joints are present on a bridge with integral or semi-integral
abutments, it is important that element #414 (approach relief joint) be added and rated.
On these bridges, the approach relief joints often must accommodate thermal expansion
of the bridge as well as the adjacent roadway.
Integral Abutment (Cross Section)
B-87
Semi-Integral Abutment (Cross Section)
OCTOBER 2014
Chapter B
Condition Rating Procedures for Timber Abutments: Timber abutments are typically comprised
of three main components (backfill planks, bearing cap, and piling), which are rated using
separate structural elements. These components may be connected with bolts, lag screws, nails,
spikes, or drift pins (cap to piling connections are often reinforced with steel straps). The
inspector should determine the condition
Inspector Note:
of each element (see Section B.4.7.5 for
If the abutment has tipped, rotated, or
timber element rating descriptions), as well
settled, the settlement smart flag (element
as the overall orientation and stability of
#360) should be appropriately rated.
the abutment. The presence of failed
connections or misaligned members should
be reflected in the element ratings.
Bearing Cap
Backing Planks
Piling
Ground Line
Front View of a Typical Timber Abutment
B-88
Backfill Planks: The backfill planks retain the abutment backfill and transfer the earth
pressure forces to the piling - they should be inspected for bulging, gaps, or voided
backfill. Element #216 (Timber Abutment) should primarily reflect the condition of the
backfill planks, but should also reflect the overall structural condition of the abutment.
This is a linear ft. item (measured along the front face of the abutments (excluding the
wingwalls).
Bearing Cap: The bearing cap provides a bearing seat for the superstructure, and
transfers the superstructure loads to the piling. Element #235 (Timber Pier Cap) should
be used to rate the condition of
Inspector Note:
the abutment bearing cap. This is a
linear ft. item (measured along
If the cap is comprised of another material
the length of the cap) - the total
(such as steel or concrete), the appropriate
element quantity should include
piling element should be selected.
the pier caps (if any).
Piling: The piling transmit the superstructure load to the supporting soil. To resist the
horizontal force resulting from earth pressure, abutment piling may incorporate steel
cable tie-back systems. Element #228 (Timber Piling) should be used to rate the
condition of the abutment piling.
Inspector Note:
This is an each item - the total
If the piling are comprised of another material
element quantity should include
(such as steel or concrete), the appropriate
the pier piling (if any), but not the
piling element should be selected.
wingwall piling.
Wingwalls: MnDOT has added element #386 (Timber Wingwall) to rate the wingwalls,
the quantity is expressed as an each item - on a typical bridge, this quantity will
typically be 4 (one wingwall at each corner). The wingwall piling can be included in
this element (there is no need to include them in the total piling quantities).
OCTOBER 2014
Procedures for Piers
Chapter B
Concrete Column Pier: The most common pier configuration is a reinforced concrete column
pier, which is comprised of two or more columns (bearing on footings), which support a bearing
cap. These piers are typically cast-in-place, and are tied together with steel reinforcement to
create a rigid frame.
Bearing Seat
Pier Cap
Pier Column
Ground
Pier Footing
Typical Concrete Column Pier Configuration
Pier Cap: The pier cap is the upper horizontal portion of the pier that supports the
superstructure - they are subjected to bending and shear forces. The pier cap (including
the bearing seats) is rated using element #234 (Reinforced Concrete Cap) - this is a
linear foot quantity (measured along the length of the cap).
Pier Columns: The vertical pier columns transfer the superstructure load from the pier
cap to the pier footing - they are primarily subjected to compression forces. Pier
columns are rated using element #205 (Reinforced Concrete Column) - this is an each
item, a single condition rating must be determined for each column. If there are
protective crash struts (or barriers) between the pier columns, they can be rated using
element #380 (Secondary Structural Elements) - this is an each item, the quantity can
simply be left as 1 (there is no need to add them up them).
Pier Footings: As pier footings are typically below grade and not visible for inspection,
they are typically not rated.
Inspection Procedures for Concrete Piers:
B-89
Note any concrete deterioration (cracking, leaching, rust staining, delamination or

spalling).
Note any evidence of deck joint leakage (staining on the cap or debris on the bearing
seat).
Note any evidence of settlement, tipping, rotation, or other movement.
If the pier is submerged in water, the perimeter of the pier should be probed for
evidence of scour, undermining, or footing/piling exposure (refer to the underwater
inspection report, if applicable).
Note the presence and condition of any pier protection components (such as dolphins,
fenders, or crash struts).
OCTOBER 2014
Chapter B
Concrete Pier Walls: Another common reinforced concrete pier configuration is a pier wall,
which is supported by a solid shaft (instead of separated columns) - the shaft may be straight
(vertical) or tapered. Element #210 (Reinforced Concrete Pier Wall) should be used to rate any
pier supporting element that is 10 ft. or greater in width. This is a linear ft. quantity (measured
horizontally along the face of the pier wall (on tapered pier walls, use the widest dimension).
A pier wall may or may not include a pier cap. If a pier cap is present, element #234 (Reinforced
Concrete Cap) should be used to rate the cap and bearing seats. If no cap is present, the bearing
seats can be included with element #210 (Reinforced Concrete Pier Wall). As pier footings are
typically below grade and not visible for inspection, they are typically not rated.
Bearing Seat
Pier Cap
Pier Wall
Ground Line
Footing
Concrete Pier Wall - Straight (Vertical) Shaft with Pier Cap
Bearing Seat
Tapered Pier Wall
Ground Line
Footing
Concrete Pier Wall - Tapered Shaft without Pier Cap
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OCTOBER 2014
Chapter B
Hammerhead Pier: A hammerhead pier consists of a single column with a relatively wide
cantilevered pier cap. Element #234 (Reinforced Concrete Cap) should be used to rate the cap
and bearing pedestals - this is a linear foot quantity (measured along the length of the cap).
The cantilever portion of the cap should be examined for any evidence of structural distress
(such as shear cracking).
Element #205 (Reinforced Concrete Column) will typically be used to rate the column - this is an
each item. However, if the vertical support is 10 ft. or greater in width, it should be rated using
element #210 (Reinforced Concrete Pier Wall) - this is a linear foot item. As pier footings are
typically below grade and not visible for inspection, they are typically not rated.
Bearing Seat
Pier Cap
Pier Column (or Pier Wall)
Ground Line
Pier Footing
Typical Hammerhead Pier Configuration
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OCTOBER 2014
Chapter B
Pile Bent Piers: Piers comprised of two or more piling supporting a pier cap are known as pile
bents - while these are typically comprised of timber, they may include steel or concrete
members. The inspector should
Inspector Note:
determine the condition of each
If the pier has tipped, settled, or moved the
element, as well as the overall
orientation and stability of the pier. The
settlement smart flag (element #360)
should be appropriately rated.
presence of failed connections or
misaligned members should be reflected
in the element ratings.
Pier Cap
Diagonal Bracing
Piling
Ground
Pile Bent Pier
Piling: Pier piling transmit the superstructure load from the pier cap to the supporting soil (they
are mainly subjected to compression forces). Piling should be examined for impact damage or
deterioration (particularly along the waterline or ground line). If the piling are submerged in
water, the adjacent stream bottom should be probed for evidence of scour (refer to the
underwater inspection report, if applicable). MnDOT has six piling elements - they are all each
items, a single condition rating must be determined for each pile:
Element #225: Unpainted (Weathering) Steel Piling
Element #226: Prestressed Concrete Piling
Element #227: Reinforced Concrete Piling
Element #228: Timber Piling
Element #382: CIP (Cast-in-place) Piling
Element #419: Painted Steel Piling
Pier Cap: The pier cap provides a bearing seat for the superstructure, and transfers the
superstructure loads to the piling. The connections between the cap and piling should be
examined for any deterioration or distress. On a pile bent pier, the cap will typically be rated
using element #230 (Unpainted Weathering Steel Pier Cap, element #231 (Painted Steel Pier
Cap), element #234 (Reinforced Concrete Pier Cap), or element #235 (Timber Pier Cap). These
are linear foot items (measured along the length of the cap) - the total element quantity
should include the abutment bearing caps (if any).
Pier Bracing: To prevent buckling, timber pier pilings are often reinforced with diagonal bracing these should be examined for deterioration, impact damage, or connection failure. Bracing
members can be rated using element #380 (Secondary Structural Elements) - this is an each
item, the quantity can simply be left as 1 (there is no need to count up the separate members).
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OCTOBER 2014
B.5.2 SUPERSTRUCTURE
COMPONENTS
Procedures for Truss
Connection Elements
Chapter B
This section includes general inspection procedures and condition rating guidelines for truss
connection elements and measuring and documentation of section loss of steel members.
MnDOT has created five elements to rate the condition of primary truss connections:
Element #423: Gusset Plate Truss Connection - Painted Steel
Element #424: Gusset Plate Truss Connection - Weathering Steel
Element #425: Pinned Truss Connection - Painted Steel
Element #426: Pinned Truss Connection - Weathering Steel
Element #967: Gusset Plate Distortion Smart Flag
A truss bridge is typically comprised of two parallel trusses - the locations where the truss
members connect are referred to as panel points (they are usually numbered from the south
or west). These truss connection elements are all
each items - each primary truss connection should
Inspector Note:
be rated as a unit, the quantity should correspond
For element #967 (Gusset
with the number of truss panel points. For example, on
Plate Smart Flag), the quantity
a 5-panel truss bridge with 6 panel points on the
should be listed as 1.
bottom chord and 4 on the top chord - the element
quantity should be 20 (10 for each truss).
Truss diagram for a 5-panel truss using a typical panel point numbering system
L0
U1
U2
U3
U4
U4
L1
L2
L3
L3
L4
L4
L5
L5
Gusset Plate Inspection and Rating Procedures:

Truss connection gusset plates should be rated using element #423 (see Section B.4.7.1 for
painted steel elements) or #424 (see Section B.4.7.2 for unpainted weathering steel elements). A
gusseted truss connection will typically
Inspector Note:
include two main vertical gusset plates,
but the condition rating may take into
These elements should not be used for secondary
consideration any plates, angles,
members (such as lateral bracing members) that
channels, or connectors (rivets, bolts,
incorporate a gusseted connection.
etc.) that make up the connection.
The gusset plate thickness indicated on the plans should be verified with field measurements.
Gusset plate truss connections should be cleaned of debris to allow for a thorough examination
of the gusset plates (and other members). Any significant section loss should be measured and
documented. If a gusset plate has significant section loss along the edge of a connecting truss
member, several measurements should be recorded along length of the connection to
determine the average percent section loss along the cross section. Ultrasonic thickness
measurements are recommended for areas where only one side of a gusset plate is visible for
inspection.
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OCTOBER 2014
Chapter B
Element #967 (Gusset Plate Distortion Smart Flag) should be added for all truss (or open
spandrel arch) bridges with gusseted connections (see Section B.4.10.12). Gusset plates should
be examined with a straight edge for any evidence of distortion (bending, bowing, or buckling) any distortion should be measured and documented. Gusset plate distortion may result from a
number of factors including, but not limited to, structural loading, pack rust, or from initial
construction (fit-up tolerances). If distortion is observed on a truss connection gusset plate, the
findings should be reviewed by the program administrator (or a load rating engineer) to
determine the significance of the findings and to recommend any corrective actions.
Pinned Truss Connection Inspection Procedures:
Pinned truss connections should be rated using element #425 (see Section B.4.7.1 for painted
steel elements) or #426 (see Section B.4.7.2 for unpainted weathering steel elements). This
element could also be used for primary
Inspector Note:
connections on open spandrel arch
These elements should not be used for secondary
bridges, suspension bridges, or other
members (such as lateral bracing members) that
pinned connections not covered by
incorporate a gusseted connection.
element #160.
Pinned connections are common on truss bridges constructed prior to 1920. A pinned truss
connection will typically have only one main pin - but the condition rating could take into
consideration any nuts, spacers, plates, angles, channels, or connectors (rivets, bolts, etc.) that
make up the connection.
Any significant section loss, pack rust, or misalignment should be documented. Pack rust is often
present at pinned connections on the truss bottom chord - this often results in section loss on
the truss members, and can cause distress to the pinned connection. Eyebars should be
examined for any separation or fractures along the forge lines. The floorbeam connections
should also be examined. Periodic ultrasonic examination of the main pins is recommended.
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OCTOBER 2014
B.5.2.2 Measuring and
Documenting Section
Loss on Steel Members
Chapter B
Corrosion is the most common defect found on steel bridges - all corrosion results in at least
some loss of the original steel cross-section - this is referred to as section loss. Accurately
measuring and documenting the extent and location of section loss is one of the primary
responsibilities of the bridge inspector, and is essential in evaluating the load-carrying capacity
of a steel bridge.
The bridge inspection report should accurately describe the location and extent of any significant
section loss - section loss is typically expressed as a percentage of the original cross-sectional
area.
On members subjected to axial loading (such as truss members), section loss is typically
expressed as percentage of the entire member cross-section. For example: truss
bottom chord member L2-L3 has 15% section loss at the L2 connection.
On members subjected to bending moment (such as girders or beams), section loss is

typically expressed as percentage of the bottom flange, top flange, or the web crosssection. For example: the bottom flange of the west girder has 10% section loss at the
st
1 deck drain east of Pier #2.
When describing section loss in an inspection report, it is important that the extent of section
loss not be misrepresented. For example, the bottom flange of a girder has a 1 diameter hole
which constitutes 15% of the total bottom flange cross-section. While the flange has rusted
completely through at the hole, this should not be described as the bottom flange has 100%
section loss, but rather as the bottom flange has 15% section loss (or the bottom flange of a
girder has a 1 diameter hole).
If the original cross-section has not yet been determined, it may be better to describe the
location and dimensions of the area with section loss. For example: Girder #3 has 4 wide by 2
high area of pitting (up to 1/8 deep) at the west abutment bearing.
When should section loss measurements be performed? As a general rule, section loss
measurements should be taken if the approximate section loss on a primary structural steel
member exceeds 5% of the total member cross-section (or 5% of the flange or web crosssection). As it is not generally practical to accurately measure and document every area of
section loss on a bridge, some judgment must be used by the inspector in prioritizing the
locations where section loss measurements are taken. Highly stressed portions of the structure
(such as the bottom flange near the center of a span) should be prioritized for section loss
measurements. If section loss is present at similar details throughout a bridge, measurements
should be taken at locations that appear to have the most severe and/or extensive section loss.
B-95
OCTOBER 2014
Chapter B
Locations Where Section Loss is Likely on Bridges: The locations where corrosion (and section
loss) will occur on a bridge are typically predictable - steel members exposed to salt spray or
covered by debris will typically have section loss. The exact locations will vary depending upon
the structural configuration and features present on the bridge - locations where corrosion (and
section loss) is likely to occur include the following:
Structural members located below deck joints

Bearing areas
Areas below deck drains or adjacent to downspouts
Areas located directly above traffic (exposed to salt spray)
Horizontal surfaces, field splices, or other details that tend to accumulate debris
Fascia girders, beams, or stringers will typically have more corrosion and section loss
than interior members - particularly along the exterior bottom flange.
On bridges with concrete decks, corrosion will tend to be localized (below deck joints or
leaching cracks) - on bridges with timber decks, corrosion may be widespread.
Through truss and pony truss bridges will typically have section loss along the bottom
chord, particularly at the panel point connections - section loss may be present on the
truss members or gusset plates. Truss diagonal and vertical members will typically have
corrosion at the railing connections, at the curb level, and at the bottom chord
connections.
Steel box girders (or other box sections) will develop internal corrosion if moisture
accumulates within the box section.
Steel piling will typically have corrosion at the waterline and/or ground line.
Cleaning Prior to Inspection: In order to properly inspect a steel member, and to determine the
extent of section loss, the steel must first be cleaned of any dirt, debris, or excess flaking rust. A
large build-up of debris on a steel member indicates not only inadequate maintenance, but also
indicates inadequate inspection. A bridge inspector should have ready access to cleaning tools
such as a shovel, spade, whisk broom, wire brush, pick hammer, or scraper. Inspection during (or
immediately after) re-painting contracts will often allow for more precise section loss
measurements.
Methods of Measurement: During a bridge inspection, initial section loss is often estimated
(often aided by a straight edge or ruler) - as section loss advances, more precise measurements
may be necessary. Calipers are a simple and inexpensive method of measuring the thickness of
the remaining steel, but they may not be able to reach some locations (such as a girder web). An
ultrasonic thickness gauge is the most precise and effective method of obtaining thickness
measurements - this can be used in confined areas or locations where only one side of the
member is accessible.
Field Notes and Cross-Section Diagrams: Field notes should be thorough, concise, and readable they should include not only the thickness measurements, but the exact location where those
measurements were taken. To determine the extent of section loss on a structural member, the
original cross section area must be known. If no plans are available, measurements and thickness
readings should be taken in areas without section loss to establish a basis for the section loss
calculations. Plan dimensions and thicknesses should be verified.
Cross-section diagrams are helpful in documenting field measurements and performing section
loss calculations. If possible, blank forms (with cross section diagrams) should be prepared prior
to taking field measurements. To facilitate section loss calculations, the exact location of all
thickness readings should be recorded - areas with section loss should be clearly indicated.
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OCTOBER 2014
Chapter B
Example of cross section diagram with section loss field measurements

Section Loss Calculations: When performing section loss calculations, the level of accuracy will
generally depend on how many thickness measurements are taken - the more measurements
are taken, the greater the accuracy. One common method of calculating section loss is to simply
take the average of several thickness measurements over a portion of the member crosssection. A slightly more accurate method is to divide the cross-section into trapezoidal subareas, based upon the exact locations of the thickness measurements - these areas are then
calculated separately and added up. Whatever method is used, it should be done clearly and
consistently, so the calculations can be easily checked and verified.
Cross-section showing location of thickness measurements
B-97
Trapezoidal sub-area

Inspection Program
ogram Manual
Manua
Chapter C
STRUC TU R E
I N FORM ATI O N
M AN AG EM E NT
S Y S TE M (SIM S )
TABLE OF CONTENTS
C.1 OVERVIEW ........................................................................................................................................1
C.2 ABBREVIATION ................................................................................................................................1
C.3 MNDOT SIMS MANAGER 5.4 ...........................................................................................................1
C.3.1 REQUIREMENTS FOR SIMS MANAGER 5.4 .......................................................................... 1
C.3.2 SIMS FREQUENTLY ASKED QUESTIONS & VIDEO TUTORIALS ......................................... 1
C.3.3 HOW TO LOGIN TO THE MANAGER WEBSITE ..................................................................... 2
C.3.4 MANAGER MAIN PAGE ...........................................................................................................2
C.3.5 ASSET DETAIL PAGE ..............................................................................................................3
C.3.6 HOW TO LOGOUT SECURELY ...............................................................................................4
C.3.7 HOW TO NAVIGATE BACK TO THE MAIN PAGE ................................................................... 5
C.3.8 HOW TO CHANGE YOUR PASSWORD ..................................................................................6
C.3.9 MANAGING MY ACCOUNT ...................................................................................................7
C.3.10 INSPECTION SCHEDULE .....................................................................................................7
C.3.11 HOW TO USE THE QUICK SELECT ......................................................................................8
C.3.12 HOW TO FIND AN ASSET USING THE VIEW ASSET LINK: ............................................... 9
C.3.13 HOW TO CHECK YOUR MESSAGES ....................................................................................9
C.3.14 HOW TO NAVIGATE TO THE COLLECTOR ........................................................................ 10
C.3.15 HOW TO VIEW THE MOST RECENT BRIDGES ACCESSED AND THE MOST RECENT
REPORTS APPROVED ..................................................................................................................10
C.3.16 HOW TO UTILIZE THE GIS MAP .........................................................................................11
C.3.17 HOW TO CONSTRUCT A BASIC QUERY REPORT ............................................................ 14
C.3.18 HOW TO CONSTRUCT A MULTIPLE CRITERIA REPORT QUERY ................................... 17
C.3.19 HOW TO DELETE CRITERIA FROM A QUERY ................................................................... 18
C.3.20 ADDING ADDITIONAL FILTERS TO THE REPORT QUERY ............................................... 18
C.3.21 SELECT DISPLAY COLUMNS FOR THE QUERY REPORT ............................................... 19
C.3.22 HOW TO SAVE A QUERY ....................................................................................................20
C.3.23 HOW TO LOAD AN EXISTING/SAVED QUERY .................................................................. 20
C.3.24 HOW TO SHOW QUERIED ASSETS ON A MAP ................................................................. 21
C.3.25 HOW TO EXPORT QUERY RESULTS TO EXCEL .............................................................. 22
C.3.26 HOW TO EXPORT RESULTS TO KML ................................................................................ 23
C.3.27 HOW TO EXPORT RESULTS TO CSV ................................................................................ 25
C.3.28 HOW TO USE THE PICTURE SEARCH ............................................................................... 25
C.3.29 HOW TO RUN A SYSTEM REPORT ....................................................................................26
C.3.30 EXECUTIVE DASHBOARD ..................................................................................................27
C.3.31 HOW TO RUN AN AUDIT REPORT .....................................................................................28
C.3.32 MANAGE EMAIL ALERTS ....................................................................................................30
C.3.33 HELP AND TECHNICAL SUPPORT CONTACT INFORMATION ...................................... 30
C.4 MNDOT SIMS COLLECTOR 5.4 .....................................................................................................31
C.4.1 REQUIREMENTS FOR SIMS COLLECTOR 5.4 .................................................................... 31
C.4.2 SIMS FREQUENTLY ASKED QUESTIONS ........................................................................... 31
C.4.3 HOW TO LOGIN TO THE SIMS COLLECTOR WEBSITE ...................................................... 31
State of Minnesota|
C-I
C.4.4 SIMS COLLECTOR MAIN PAGE ............................................................................................32

C.4.5 CLASSIC VIEW ......................................................................................................................35
C.4.6 HOW TO CHANGE YOUR PASSWORD ................................................................................ 36
C.4.7 HOW TO LOGOUT SECURELY .............................................................................................37
C.4.8 HOW TO NAVIGATE BACK TO THE MAIN PAGE ................................................................. 37
C.4.9 MANAGING MY ACCOUNT ..................................................................................................38
C.4.10 INSPECTION SCHEDULE ...................................................................................................39
C.4.11 HOW TO USE THE QUICK SELECT ....................................................................................40
C.4.12 HOW TO CHECK YOUR MESSAGES ..................................................................................41
C.4.13 HOW TO NAVIGATE TO BRIDGEINSPECT MANAGER ..................................................... 41
C.4.14 VIEW ASSET GROUP ..........................................................................................................42
C.4.15 HOW TO CREATE AN INSPECTION REPORT ................................................................... 43
C.4.16 HOW TO EDIT A REPORT ...................................................................................................44
C.4.17 ENTERING DATA INTO A REPORT ....................................................................................45
C.4.18 HOW TO NAVIGATE THROUGH THE REPORT FORMS .................................................... 45
C.4.19 THE RIGHT-HAND SIDE BAR ..............................................................................................46
C.4.20 HOW TO VIEW REPORT PDF, SUBMIT REPORT FOR REVIEW, DELETE SERVER
REPORT AND/OR VIEW CHANGE REPORT .................................................................................48
C.4.21 HOW TO APPROVE A FINAL REPORT, STOP THE REVIEW PROCESS, SUBMIT
REPORT FOR REVIEW, VIEW THE AUDIT REPORT AND/OR VIEW CHANGE REPORT ............ 50
C.4.22 CONFLICT RESOLUTION BETWEEN REPORT VALUES AND CENTRAL DATABASE
VALUES ...........................................................................................................................................51
C.4.23 HOW TO USE THE FILTER FUNCTION .............................................................................. 52
C.4.24 HOW TO DO AN AND /OR FILTER ......................................................................................53
C.4.25 HOW TO DO A MULTIPLE AND/OR FILTER ....................................................................... 54
C.4.26 HOW TO ATTACH A SINGLE PICTURE/FILE TO A REPORT ............................................. 55
C.4.27 ATTACHING MULTIPLE FILES/PICTURES TO A REPORT ................................................ 57
C.4.28 HOW TO LINK A PHOTO TO A SPECIFIC FIELD ................................................................ 58
C.4.29 HOW TO SET A PICTURE AS A COVER PHOTO AND/OR INCLUDE A FILE IN THE
PRINTED REPORT ..........................................................................................................................59
C.4.30 HOW TO CHANGE THE PHOTO ORDERING IN A REPORT .............................................. 60
C.4.31 PHOTO VIEWER ..................................................................................................................61
C.4.32 FILE LIST ..............................................................................................................................62
C.4.33 HOW TO EDIT WHICH TABS APPEAR IN A REPORT ........................................................ 62
C.4.34 HOW TO MANAGE THE REPORT SECTIONS OF A REPORT ........................................... 63
C.4.35 HOW TO VIEW THE INSPECTION REPORT INFORMATION ............................................. 65
C.4.36 INSPECTION GENERAL NOTES .........................................................................................66
C.4.37 HOW TO VIEW THE NBI CALCULATIONS FROM AN INSPECTION REPORT .................. 67
C.4.38 HOW TO VIEW PAST INSPECTION REPORTS .................................................................. 68
C.4.39 HOW TO EDIT A PHOTO USING INSPECTTECHS IMAGE EDITOR ................................. 69
C.4.40 HOW TO RUN AN AUDIT REPORT .....................................................................................72
C.4.41 MANAGE EMAIL ALERTS ....................................................................................................73
C.4.42 HOW TO USE THE GIS MAP ...............................................................................................73
C.4.43 HELP AND TECHNICAL SUPPORT CONTRACT INFORMATION ................................... 76
C.5 BRIDGEINSPECT COLLECTOR LAPTOP MANUAL .................................................................... 77
C.5.1 INSTALLATION HELP ............................................................................................................77
State of Minnesota|
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C.5.2 REQUIREMENTS FOR BRIDGEINSPECTTM COLLECTOR LAPTOP ................................... 77

C.5.3 INSTALLING THE LAPTOP COMPONENT ............................................................................ 77
C.5.4 UPDATE AND SYNCHRONIZATION .....................................................................................80
C.5.5 MOVE A REPORT FROM THE LAPTOP VERSION TO THE ONLINE VERSION................ 81
State of Minnesota|
C-III
OCTOBER 2014 Structure Information Management System (SIMS)
The Structure Information Management System (SIMS) Manual Chapter of the Bridge and
Structure Inspection Program Manual (BSIPM) is
intended to provide detailed guidance of how to
Text in this format symbolizes
use MnDOTs Inspection inventory bridge data
an important tip that can be
management system SIMS.
helpful to SIMS users.
SIMS Tip:
C.1 OVERVIEW
Chapter C
C.2 ABBREVIATION
C.3 MNDOT SIMS

MANAGER 5.4
C.3.1 REQUIREMENTS
FOR SIMS MANAGER 5.4
The abbreviations and acronyms for Chapter C Structure Information Management System
(SIMS) are located in the Introduction section of the BSIPM.
SIMS Manager is an easy to use software package designed to assist managers with a wide variety
of administrative and asset management tasks. Additionally, the Management component
provides a one stop location for all bridge information. The layout and user interface of the
Manager site has been designed to function and resemble the Collector site. Ultimately, SIMS
Manager is a portal for querying data, running summary reports, updating asset information,
viewing completed inspection reports, analyzing data in graphs and charts, and many other
administrative actions which can significantly aid in the management of assets. SIMS Manager
provides the necessary tools to enhance the quality of your infrastructure and is aimed at
facilitating better results.
C.3.2 SIMS FREQUENTLY

ASKED QUESTIONS &
VIDEO TUTORIALS
Screen resolution of at least 1024 x 768 (1280 x 960 is preferred)

A computer system with at least a 1 GHz processor with 1 GB of RAM for optimal
performance
Internet Explorer 7.0 or higher
Adobe Acrobat Reader 6.0 or higher
For the Laptop version you will need 10 Gigabytes of free disk space. This is required for the
application and basic data associated with the bridges. Since the system will be storing all of
the pictures and attachments related to the bridges, additional space may be required
depending on the number of inspections and amount of pictures.
The Minnesota Department of Transportation (MnDOT) has created a SIMS help site to assist
users with questions pertaining to the SIMS software. This site provides valuable information on
everything from computer requirements, to the approval processes, to training questions, and to
video tutorials. Users can find this site using the link below. Additionally, any questions
pertaining to SIMS can be directed to David Hedeen at 651-366-4528 or Jennifer Zink at 651-3664573.
SIMS Help Site: http://www.dot.state.mn.us/bridge/bridgereports/index.html
C-1

1.
To login to the SIMS Manager website, open an internet browser and type
https://mn.bridgemanage.com/ .
This will open the Management component and launch the login screen.
2.
Once the login page has uploaded the user may create an icon on their desktop (a shortcut to
the Manager website) which will take the user directly to the login page with one click. To
create a shortcut icon follow these steps.
C.3.3 HOW TO LOGIN TO

THE MANAGER WEBSITE
3.
C-2
Right click anywhere on the login page

From the options listed, select Create Shortcut and then click OK
To enter into the SIMS Manager site, enter your username and password into the
appropriate box and click Login. If successful this will take the user to the Manager main
page.
C.3.4 MANAGER MAIN

PAGE
Chapter C
If for some reason there is an error with the entered username or password, a message
will appear in red at the top-left hand corner saying Username/password failed! If this
happens, try it again to see if it was a typing error. If not, contact Lisa Hartfiel at the
MnDOT Bridge Office to see if the appropriate login credentials are being used.
Please note that if a user forgets their login information they must contact Lisa Hartfiel
at the MnDOT Bridge Office to get the password reset.
Once you successfully login to the SIMS Manager site, the user will be greeted by the Main page.
The Main page is exceptionally important for navigation purposes and is the central point for the
Manager site. The Main page has several interactive features which provide the user with
abilities to quickly find any asset, report, or specific page throughout the site. Highlighted below
are several important features available on the Main page.
Chapter C
The above screenshot has several highlighted areas which identify features of the Main page.
The upper left hand corner contains the Minnesota Department of Transportation logo. This icon
acts as a navigation tool that will transfer the user back to the Main Page (See Section C.3.7) from
any point in the software. Directly below the logo is the navigation menu, which contains 6 tabs;
Main, GIS, Query, Reports, Administration and Help. Each tab consists of multiple
sub-tabs which will direct the user to a specific page within the software. Throughout the course
of this manual these tabs will be mentioned and discussed thoroughly.
The next two sections are located below the navigation menu, and they are labeled Most Recent
Bridges Accessed (See Section C.3.15) and Most Recent Inspection Reports Approved (See
Section C.3.15). Both of these sections are available to save time and effort searching for bridges
and reports that the user may need to access. Selecting the hyperlinked text in either of these
sections will direct the user to the Asset Detail Page (See Section C.3.5) where all information
pertaining to the bridge can be found including pictures and central database values. The large
picture shown is an inspection photo randomly generated by the software for visual and
navigating purposes. Users may access this bridges information by selecting the photo or the
hyperlinked text below it.
The section highlighted in pink in the above screenshot is the Quick Select (See Section C.3.11).
This feature allows users to search and retrieve any bridge that exists in the software quickly and
with little effort. The user doesnt need to know the bridges full name; rather any part of the
name will suffice. Begin typing the name into the box and a list of 20 assets will appear using
alphanumeric matching. The last section of the Main page is the Date and Message Alert (See
Section C.3.13) at the top right hand side of the Main Page. This shows if you have any unviewed
messages. Click view to be transferred to the message board.
C.3.5 ASSET DETAIL
PAGE
The Asset Detail Page is a one stop location for all information pertaining to a particular bridge.
This page can be generated multiple ways including the hyperlinked text on the Main page, which
lists the 5 most recent bridges accessed and reports approved, by clicking on the picture on the
Main Page, or by selecting a specific bridge through one of the various search functions. The
information on this page includes asset name, parent asset, asset code, asset type, facility
carried, features intersected, average daily traffic (ADT), operating rating, inventory rating, and
any other specific fields designated to a particular type of asset. The Asset Detail Page also
provides access to central database values, past and current inspection reports, certain files
associated with the asset (i.e. bridge history notes), and all pictures associated with the asset.
C-3
The following is a screenshot of the Asset Detail Page for a bridge. Not all sections of the
Detail Page are visible in this screenshot.
C.3.6 HOW TO LOGOUT

SECURELY
C-4
Chapter C
The software has an auto logout feature after 2 hours of inactivity. However, users may manually
logout of the system any time they exit the site. This is a security precaution and should be
performed when not actively using the software. The logout is found under the Main tab and is
shown in the screenshot below.

1.
There are two ways to return to the Main Page at any given point within the Manager
component. The simplest way, which was discussed in the Main Page section, is by clicking
on the Minnesota DOT logo at the top of the page. This will immediately transfer the user
back to the Manager main page.
2.
The second way to return to the Main page is by using the Main tab located on the
navigation menu bar. Go to the Main tab and click on the sub-tab Main Page.
C.3.7 HOW TO
NAVIGATE BACK TO THE
MAIN PAGE
C-5
Chapter C

C.3.8 HOW TO CHANGE
YOUR PASSWORD
Each user will be assigned a username and password to login to the software. Note: the
username and password provided for the Collector software is the same for the Manager. Upon
initial login, users may change their password by following the instructions below. Additionally,
users may change their password as they please following the same instructions.
1.
Login to the software and select the Main tab at the top-left corner of the main page.
Chose the option Change Password from the drop-down list.
Here is a screenshot displaying the change password page:
The page will upload displaying the appropriate username. Type the old password into the
appropriate box and then type the new password to confirm it. Then select Change
Password. The next time the user logs into the site they will use the new password to enter
the Collector and/or Manager website.
SIMS Tip:
2.
C-6
Chapter C
Once the user has changed their password in the

Manager component, their password will
automatically change for the Collector site as well.
Additionally, the password will be updated on the
laptop version as soon as its synchronized.

C.3.9 MANAGING MY
ACCOUNT
C.3.10 INSPECTION
SCHEDULE
SIMS has a feature which tracks users of the system more thoroughly and allows them to make
changes to their account information when needed. The My Account option, located under the
Main tab, displays a variety of information pertaining to a user including: name, address, email
address, phone numbers, organization, position, years of experience, and account expiration
date. This provides detailed profiles for every user of the software and helps communicate
contact information throughout the system.
1.
To make changes to your account go to the Main tab on the navigation bar.
2.
Select My Account from the list of options and edit where needed.
3.
Remember to click Save.
Below is a screenshot of the account page where users can enter their information:
InspectTech has integrated a fully functional calendar into the software with the purpose of
promoting organization and efficiency among users. This feature allows users to develop a
calendar around the inspection cycle and even break down specific inspections, deadlines, and
other tasks down to the hour. The calendar may be viewed by day, week, month or timeline to
give the user maximum control and visibility of their schedule. To toggle between day, week,
month, or timeline, use the buttons at the top right of the calendar.
C-7
Chapter C
Here is an example of a basic inspection schedule:

1.
C.3.11 HOW TO USE

THE QUICK SELECT
C-8
Chapter C
To add an event to the inspection schedule, double click inside the calendar on the correct
date. A new page will appear and you will be able to add a subject, description, and even
choose a bridge from the filter at the bottom. In order for the appointment to be added to
the calendar, you must select Save. Below is a screenshot of the input page for the calendar
where users will edit/add all information about the appointment.
The Quick Select textbox is located at the top right hand corner of the main page. Quick Select is
designed to assist users with finding any bridge in the system without having to filter or drill
down. This can save significant time when trying to find a bridge. Quick Select uses alphanumeric
text to bring back up to twenty bridges that match what has been entered into the Quick Select
box. The user doesnt have to know the entire bridge name; only part of the name will suffice.
Type in the information known about the asset and allow the Quick Select to return the bridges
that match the criteria.
1.
Begin typing the portion of the bridge name known. For example, the bridge we are
searching for contains 123 in its name. Type 123 into the textbox and the first 20 assets
which match that will appear. Use the returned results to find the correct bridge.
This is what the Quick Select should look like when searching for a particular bridge:
2.
The user can navigate the drop down box by placing their mouse in the textbox and scrolling
or using the arrows on the keyboard. Users can also add more information into the Quick
Select and it will narrow the results down even further (i.e. add the number 4 to 123).
3.
When the user finds the bridge in the list, they can click on it or hit the enter key to open the
Chapter C
asset detail page. From here users can generate a new report or find a variety of information
pertaining to the bridge. Notice the selected bridge is highlighted yellow in the screenshot.
C.3.12 HOW TO FIND

AN ASSET USING THE
VIEW ASSET LINK:
C.3.13 HOW TO CHECK

YOUR MESSAGES
C-9
Located under the Quick Select is the View Assets link. Clicking on this link allows the user to
expand into a drill down search to find any asset within the system quickly and easily. The drill
down is dynamically structured starting with all assets and then breaks down to asset types (i.e.
State bridges). The next level of the tree displays each specific parent asset (i.e. District 2).
Under each parent is a listing of all bridges which the user can scroll through until they find the
correct bridge.
1.
To begin navigating through the drill down search click on the View Assets button and then
click on the plus symbol next to the correct parents. This will expand to show all assets
located within that area.
2.
From this point you can scroll through the list of assets to find the desired bridge.
Here is a screenshot demonstrating this process:
Located on the top right hand side of the main page you will find a Message section. This will tell
you how many messages are new and will have the word (view) in parenthesis which enables the
user to view their messages. In order to view your messages click on the view link. This will
direct you to a page that has your read and unread messages. Here is what the message
section on the main page looks like.

C.3.14 HOW TO
NAVIGATE TO THE
COLLECTOR
C.3.15 HOW TO VIEW

THE MOST RECENT
BRIDGES ACCESSED
AND THE MOST
RECENT REPORTS
APPROVED
C-10
There is a link that connects the MnDOT Manager site to the Collector site. Go to the
navigation menu on the Main page and select the Main tab.
2. From the drop down options choose Main

Collector Page. This will take you directly to the
Collector Login page.
SIMS Tip:
1.
Chapter C
Users may need to reenter their password to

enter the Collector site.
The Manager component has a time saving feature which allows a user to navigate directly to
bridges they have most recently accessed or reports most recently approved, eliminating the
need to use searching functions to find a particular asset/report over and over again. Each
section contains the five most recent assets or reports along with a link to transfer the user to the
report or asset detail page. These two sections were highlighted in the Main Page screenshot
located on page 7 and are shown below as well.
1.
The middle section of the Manager Main page is where these sections can be found. They are
divided appropriately and link the user to either the Asset Detail Page, which is for the Most
Recent Bridges Accessed, or the finalized inspection report for the Most Recent Reports
Approved. The user is able to view a PDF of the inspection report by clicking on the view
PDF which will be highlighted in blue next to the bridges name.
The screenshot displays the location of these links:
SIMS has an interactive GIS mapping feature which allows users to locate any bridge in the entire
system or look up groups of bridges with just a click of a button.
1.
Begin by clicking on the GIS tab on the Main page navigation bar. Then, click on the Main
Map option. This will open a new page where the user can use the filter to view assets in a
particular District, county, city, or township on the interactive map.
2.
To view the bridges in a particular District, click inside the Show Assets In box and use the
tree search to drill down to the correct District. Click the Show Assets button to generate
the interactive map. This will return all bridges in that District; however, the user is able to
narrow their search down further using the filter function and the checkboxes located
underneath the search bar.
3.
To narrow the results start by selecting the textbox labeled by. This will provide a list of
criteria which you can use to limit the bridges returned. Inside the last textbox type in the
criteria to limit the search. This will only return bridges on the map which meets the criteria
entered. Click Show Assets to generate the map when you are finished.
SIMS Tip:
C.3.16 HOW TO UTILIZE

THE GIS MAP
C-11
Chapter C
Entering criteria into the GIS is not a necessary step;

however, there is a limit to the number of assets the
GIS Map will return so in some instances you will
have to narrow your search.
Here is a screenshot of the GIS search screen. Suppose a user wanted to view only bridges
located in Blue Earth County. Use the drop down box to choose the parent asset (shown in
screenshot) and click Show Assets. The second screenshot is of the interactive map that
was generated by the searching criteria entered:
C-12
Chapter C
4.
Notice that every bridge in the County is marked with a red pin and the total number of
bridges returned is given in the top left hand corner. Users are able to zoom into and out of
the map to get the best view using the scale on the left hand side of the page or by double
clicking inside the map. Users also have the ability to view the map in four distinct ways:
map view, satellite view, hybrid view or terrain view. When a user places their mouse over a
single pin (bridge) and clicks, the bridges information will generate on the right hand side of
the page. This information section is broken down into two tabs. The first tab automatically
opens when a bridge is selected and it contains general information about the bridge as well
as a link to the bridges detail page and also a button which will focus the map solely on that
bridge. The second tab is labeled Street View and allows the user to view the bridge as if
they were driving across/under the bridge in a vehicle. This Street View feature allows
viewing from other streets as well, such as the ones that intersect and pass underneath the
bridge. Not all bridges will have street view enabled.
Here is a screenshot of the same map above. It is zoomed in and in hybrid view to provide a
different look.
5.
A user is able to print the map. To do so click on the Print link at the top of the page right
above the different views. This will generate a new page and will expand the picture.
Choose the correct printer then click print.
6.
When necessary the user is able to narrow the results even more by using the search bars at
the top of the page. Suppose a user needed a map of the County, but want it to only display
the bridges which intersect a creek. To do so, click the drop down box for by and choose
Chapter C
Feature Intersected. Then, in the box next to it type the word creek and click on Show
Assets. Now the map will only show those assets in the County which intersect a creek.
C-13
Here is a screenshot only showing bridges in Blue Earth County which have creek in their
name. Notice the count now displays 30, instead of the original 134. Also, the map has been
increased enough to see specific roads and creeks. This will allow inspectors to pinpoint the
exact location of any asset. Again, the user can zoom the map closer to view every road and
surrounding features more in-depth.
7.
Overall the GIS map is a very effective and useful tool to locate any bridge. The ability to
view and print customized maps using searching criteria is a powerful feature which can
serve many purposes. Here is a screenshot of what happens when you click the Zoom to
Bridge button on the bottom right hand corner. It focuses the map directly over the bridge
to give the user a clear look at the surroundings and exact location of the bridge. Notice the
Street View tab is opened on the right and shows unparalleled views from all angles of the
bridge.

C.3.17 HOW TO
CONSTRUCT A BASIC
QUERY REPORT
Chapter C
One of the most popular and useful features in the Manager software is the querying capabilities.
Users are able to design complex queries capable of scanning the entire system in just seconds.
The user can design specific queries for their needs or create a query that can be run for users
across the entire system. The purpose of the report query is to allow a user the ability to quickly
search for information using any inspection or inventory field. For example, a user needs to know
all the bridges in their District which have a deck rating less than 4. He or she would be able to
build a query and find all of those bridges in just a few seconds. Another major function of the
report query is the ability to do summary reporting, where an entire inventory of bridges can be
compared side by side. For example, suppose a user wants a list of all deck ratings for each
bridge throughout their District. The query would return every bridge deck rating in the District.
1.
Start by selecting the Query tab which is located on the Main Page navigation menu. Scroll
down and select Construct Query Report from the available choices. The page will
generate and several options from this point will be available to the user. The first is a
checkbox at the very top which asks Add Criteria Field to Displayed Columns. The second
option wants to know how to return the results, if it matches ANY or ALL the following.
The last option is Click to add new criteria. Notice the sub tabs along the left side of the
screen. These are functions of the query and will be discussed more thoroughly in their own
section. Here is a screenshot of the starting point when building a query.
Enter Query Criteria:
C-14
1.
The Click to add new criteria link will allow the user to start building the query. When
selected this will open a section which provides a tree search with two ways to find the field
to be utilized as criteria in the query: Forms and Asset Fields.
2.
For an example, suppose a user wanted to run a query concerning the year bridges were
built across the state. The screenshot below shows how to locate the field using the drill
down method under Forms. There is also a searching option which allows the individual to
use a filter to find the desired field.
3.
Once the field is selected the next step is to enter in the parameters for the filter. First
choose <, <=, >, >=, =, contains, or does not contain in the first text box. The <, >, = are useful
for data in numeric format. While contain and does not contain are primarily used on text
fields. Then enter the value parameter. If the user is unsure as to the value to enter for a
particular field, there is an icon to the right, which will generate a pop up describing what
values may be entered based on the field selected. For this example, suppose a user wants
to query all bridges in Minnesota which were built before 1915.
4.
Once the parameters are set, click the Run Query button at the top or bottom right hand
corner of the page. This button will execute the query, and the user should see a loading
symbol as the query retrieves the results.
SIMS Tip:
C-15
Chapter C
Users may add an unlimited number of parameters

to a query by following the same exact process.
This will be covered more in depth in its own
section.
C-16
Chapter C
Below is a screenshot of the pop up that the look up option will generate. This will display all
values applicable with the field selected in the query. Users may click the Select button to
add that value into the parameter of the query. Users may use the page numbers at the
bottom of the page to view all choices.
Chapter C
5.
The query will generate the results and place them at the bottom of the page where the
information returned can be analyzed. From here there are several options which users can
do with the results. One option available to the user is the ability to view the returned
bridges on a map, just like the GIS Map demonstrated earlier. Also, users may export the
results directly to Excel, KML or to CSV. All of the options will be touched upon in upcoming
sections of this manual. The screenshot below highlights the users different options.
The query results are delivered in a table which allows the users to scroll through the results,
open any bridge detail page by selecting the link, or sort the data by selecting one of the
column headers. Notice the search results are displayed in the top corner showing how
many bridges were returned. The user can bulk edit if they have the proper permissions.
6.
The user may save the query for future access. Saving queries is covered in its own section in
this user manual.
1.
C.3.18 HOW TO
CONSTRUCT A
MULTIPLE CRITERIA
REPORT QUERY
To construct a multiple criteria query report, begin the same way as a basic report query and
enter the first parameter. Then click on the Add new criteria button to add more criteria to
the query.
2. Use the same method as described in the previous section to enter the parameters. Do this
process however many times necessary to add all the criteria to the query. It is important to
make a distinction between if the query must meet ALL or just ANY of the criteria. This is
done through the drop down box located above the Add new criteria button.
Notice: Above the criteria there is a Text Description section which writes out what the
query is looking for. The user can use this if they encounter any unexpected problems to
decipher the criteria better. All criteria must be selected to meet both criteria.
3. The results will be generated at the bottom of the page. Users have the same options as with
a single criteria query report.
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C.3.19 HOW TO DELETE

CRITERIA FROM A
QUERY
C.3.20 ADDING
ADDITIONAL FILTERS TO
THE REPORT QUERY
Chapter C
The query feature allows users to delete added criteria without having to start the query over
again. This process is very simple and can be completed in just seconds.
1. Click on the blue arrow next to the criteria and choose the Delete option.
The query feature not only allows users to enter specific criteria, but it also allows them to add
filters which narrow the results (i.e. users may limit the results to specific parent assets such as a
county or District, instead of pulling all the information from the entire states bridge inventory).
1. To add a filter to the report query scroll down the left hand side of the page and click on the
Additional Filters tab. This will open up another screen and display a list of filters which a
user may add to the query and its results.
2. There are three filters which can be applied to a query. The first filter is whether to return
the assets with their central database values (the most recent values) or their historical
report values. Additionally, there is a checkbox available which will pull values from in
progress reports where applicable, so that the most current values are used. The default
setting for this one is central database values with the additional checkbox selected. The
second filter allows a user to choose a parent asset using a basic tree structure. The user
may choose the type of parent (i.e. County Bridges) or they may choose a specific parent (i.e.
Becker County). The third filter is how many records are displayed on each result page. The
default setting is 200 records per page, but users may change this number accordingly.
C-18
Here is a screenshot showing the different filters which can be added to a query:
C-19
The Query also allows users to choose which fields are displayed as columns in the generated
report. The user may add as many columns as necessary to enhance the report.
SIMS Tip:
C.3.21 SELECT DISPLAY

COLUMNS FOR THE
QUERY REPORT
Chapter C
Those fields used as part of the

query are automatically added as
displayed columns.
1.
To edit or include additional fields in a query report, begin by clicking on the Select Display
Columns tab on the left side of the main query page. This will generate a new page with all
the fields that can be added to the report in a drill down under the section called Available
Report Fields. The user can also search a particular field by choosing Search for a Field.
2.
Locate and include the desired fields by clicking on the check box to the left of the field. This
will place a checkmark in the box and will allow the user to continue navigating to other
fields. This will also allow them to add all the new fields at the same time.
3.
Once the user has selected all the fields they need, they will click on the small black arrow in
between the two sections. This will transfer over the fields selected and will add those fields
to the displayed column in the report generated.
4.
To the right of the small black arrow, there is a section called Displayed Columns. These
are the fields which are predefined or have been added as columns of the generated query
report. Notice how users can rearrange these fields by clicking the Up/Down buttons. For
some fields the user can change the display of the field to either Show Value or Show
Comment. If there are files such as pictures linked to any of the fields, those can be
displayed as well by choosing Yes or No from the drop down box in that column. If
necessary, the user can click the Delete button to remove that field from the report.
This is a screenshot of the Select Display Columns tab. This example shows a user adding
longitude and latitude coordinates to the query output.

C.3.22 HOW TO SAVE A
QUERY
Chapter C
Many times a query generated will need to be used again in the future. For that purpose the user
is able to save a query to eliminate the hassle of setting it up time and time again (i.e. a report
which shows all bridges inspection dates for the upcoming year). The saved query can also be
made available to every qualified user throughout the system as well.
1. All parameters must be defined, filters added, and display columns selected exactly how the
user wants them to appear. Then click on the Save Query tab along the left side of the
page. This will open up a new page where the user will be able to save the query.
C.3.23 HOW TO LOAD

AN EXISTING/SAVED
QUERY
C-20
Below is a screenshot of how the page should look:
2.
The query must be given a title in order to be saved. Furthermore, the user has the option of
adding a category from the drop down under which the query would fall. Additionally, users
have the option of entering a unique category name of their own. Choosing a query category
is not a mandatory step for saving purposes, but can be useful when trying to load an existing
query.
3.
Users may also save a query which has been uploaded and edited. At this point when they
click the Save Query tab they will be given a choice to save it as a new query or to save the
changes made to the existing query (if they are the owner of that query in this instance). If
the user wants to save an uploaded query as a new query they will click the Save as New
Query button and type in the appropriate information.
As mentioned in the previous section, the Save query function is a useful tool when users have
queries that may need to be used more than once. This section of the query function will
demonstrate how to load the existing query in order to run, edit, or delete it.
1.
Begin by clicking on the Load Existing Query tab on the left hand side of the page. The user
will be able to view every query that was saved and has been made public, because the
default tabs will be All Users and All Categories. However, they will be able to filter the
queries by selecting either a user or a specific category. For example, if a person wanted to
find a query they saved, they would change the user to themselves and then it will display
only the queries which they created and saved.
Below is an example of what the page should look like when All Users are selected. Not all
saved queries are available for use because some queries are saved for individual use instead
of it being available to all. Users can either run, edit or delete any one of the queries
available to them.
2.
C.3.24 HOW TO SHOW

QUERIED ASSETS ON A
MAP
C-21
Chapter C
If changes are made to the query or new information is added the user must save it again.
When users go to the Save Query tab there will be a section displaying the query title and will
have an option to Save Query Changes. If the query that is edited belongs to another user,
you will need to save the query under a new title.
After the query has run and results are returned, the user has several options for viewing the
output. One of the options is viewing the returned assets on an interactive GIS map.
1.
To show the queried assets on a map start by scrolling to the bottom of the page where the
query results are located. Find the option called Show Assets on a Map and click on it. This
will open a new internet tab and will take the user to InspectTechs GIS Map interface.
2.
From here they can zoom in and out of the map to view where all the returned assets are
located. This will enable the users to view certain assets in street view as well.
Below is an example of the queried assets shown on a map. This is the same exact feature as
the GIS map explained earlier, however, only the assets which were returned by the query
are visible. Note: Only those bridges which have valid coordinates entered into the system
will be displayed on the map.

C.3.25 HOW TO EXPORT
QUERY RESULTS TO
EXCEL
C-22
Chapter C
Another option for the query results is exporting the report into an excel file. This can be very
useful for managers because they will be able to manipulate the data any way they like, make the
report look according to personal preference, save the file on their computer, as well as have the
ability to email the report to others.
1.
Begin by scrolling down to the bottom of the page where the query results can be found.
Find the option called Export Results to Excel and click on it. This will automatically
generate an excel file with all the assets pulled from the query.
2.
From here the person can save the excel file and arrange/format the data in a variety of
ways.
Below is a screenshot of where the Export Results to Excel button is located:

RESULTS TO KML
Exporting results to KML will enable a user to view the results in Google Earth and other
mapping systems which use 2D and 3D capabilities. When a user clicks on this button it will
automatically open Google Earth and place the assets returned in the query onto the map. In
order for this to work, the user must have Google Earth or another mapping system installed on
their computer.
1.
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Chapter C
To show the queried results in Google Earth scroll down to the bottom of the page and
choose Export Results to KML button. This will automatically launch Google Earth, allowing
the user to zoom in and out to see a 3D projection of each bridge. Below are several
screenshots depicting the KML exporting feature.
C-24
Chapter C
Google Earth enables the user to shift the axis of the map to get viewing options of each
bridge which are not generally available. The user may also save each place to refer to it in
the future.

RESULTS TO CSV
C.3.28 HOW TO USE

THE PICTURE SEARCH
Chapter C
The last option is exporting the query results to Comma Separated Value. This is a common
format supported by many applications.
1.
In order to export the results to a CSV file, scroll to the bottom of the page where the
returned results are located and click on the button labeled Export Results to CSV.
The picture search enables users to search through every photo thats stored in the software by
date and/or file description. This can be useful a variety of ways as the query only returns bridges
and their pictures which meet the description and criteria entered. The user can save the query
and upload it again for future use as well as click on the link in the results to be directed to the
Asset Detail Page.
C-25
For example, suppose a user wanted

to find all pictures uploaded to the
st
software between May 1 and May
20th, 2011. Here is a screenshot
showing what the picture search
looks like as well as an example of
the results generated.
SIMS Tip:
1. Start by selecting the Query tab on the navigation menu and then choose Picture Search.
The picture search will look similar to a basic query, being the tabs on the left are the same.
Choose the dates to filter the pictures appropriately, and enter a file description if looking for
something specific. Enter any criteria or additional filters to the search and then click Run
Query. The results will generate at the bottom of the page. Note: The default setting is 50
pictures per page so there may be more than 1 page generated.
Users may narrow the results by adding
additional filters to the search (i.e. entering a
Query Criteria for a particular County, City,
or Township). Users may also access the
asset details page by selecting the link from
the results.

C.3.29 HOW TO RUN A
SYSTEM REPORT
C-26
Chapter C
Minnesota DOT has a list of system reports which are predefined and can be uploaded, run, and
printed with a click of a button. These are known as system reports and they contain important
information which Minnesota users may need to use quite often. For example, a user may have
to submit a report detailing all bridges in their District which are past their due inspection date.
In this case, the user would open the system report and the software will automatically pull the
information and place it in a predesigned report. The user can choose what type of output they
want the report to be generated in (PDF, HTML, or spreadsheet) and pass it along to the next
level of management.
1.
To run a system report, begin by going to the Reports tab along the main navigation menu.
Then choose System Reports from the drop down.
2.
Next choose the Parent Asset, which would be a single District, county, city, township or the
entire state. Then scroll through the list of summary reports and click the Run Report
button next to the correct one. Remember to choose the output type of the report before
running the report. The default setting for report type is PDF.
For this example we want to run the Past Due Inspections summary report for District 4.
Here is a screenshot showing this process as well as a report PDF that is generated on the
next page.
The report will be generated in a standard PDF format which will allow the user to print or
save the report. The user will also have the ability to zoom in and out of the document as
well as jump to specific pages. Below is a screenshot of a typical system report generated.

C.3.30 EXECUTIVE
DASHBOARD
C-27
Chapter C
The Executive Dashboard is a recent feature to the Manager component which allows users to
obtain summary information in visual graphs and charts concerning their bridge inventory (i.e.
percentage of bridges considered structurally deficient). This feature makes analyzing
summary data much easier and efficient compared to other means. The Executive Dashboard
provides managers with percentages, averages and other statistical analysis between counties,
cities, townships, Districts, and throughout Minnesota with a click of a button. Overall, managers
are given the ability to visualize the condition state and status of their assets with little effort.
1.
To open the Executive Dashboard, go to the Main Manager page and select the Reports
tab. Scroll down and choose the Dashboard option.
2.
The Executive Dashboard page will upload and initially show statistical information for the
entire state. However, the user may change this setting to only show summary information
pertaining to a group of bridges (i.e. county, city, township or state). Choose whatever
option is most suitable using the drop down at the top. Please note that future settings will
likely be implemented to accommodate individual Districts, counties, cities, etc.
Here is a screenshot showing section of the Executive Dashboard for County bridges:
Audit-reporting provides a means to see all actions and changes made via the software. The
asset and reports changes track any changes made to the assets and inspection reports while
the user access report tracks when each user accessed the system. To run an audit report,
follow the steps below.
Start by going to the Administration tab on the navigation bar. Scroll down and click on
Audit Report. The Audit Report provides two distinct types of audit reports for
managers. One is Asset and Report Changes and the second type of report is User
Access.
This is a screenshot of what the Audit Report

page looks like with the available choices. Go to
the Report Type drop down and select
between the two options.
2.
The Asset and Report Changes generates a report that tracks all changes between defined
dates, on any bridge and its reports. A manager can additionally run an audit report
specifically by inspector to see what they have changed on a report and when the change
was made. If any field is left blank then it is not used to limit results. The user can also limit
the report to certain assets and/or based on only certain objects/fields being changed. In
addition, the user can run a report which does not specify an inspector, asset, or specific
field, but looks at all changes made over a certain time period.
On the next page is an example of an audit report that was generated to show all changes
st
nd
made on every asset between May 16 and May 22 2011 by all users.
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SIMS Tip:
1.
SIMS Tip:
C.3.31 HOW TO RUN AN

AUDIT REPORT
Chapter C
The setup of this page depends on

the report type chosen.
This is only one page of the entire report. The report shows the inspectors
name, the location of the change, the type of change, the object that was
changed, the exact date, the old value, the new value, the parent asset, the
bridge number, the NBI number, the date the report was created and the
date of the inspection.
The User Access audit report

This is only one page of the report and the
generates a report that shows users
rest of the data can be viewed using the
name, any login or logoff actions, and
numbers at the bottom to navigate
the exact time of their login. This
between pages.
report can be run for a single
inspector/individual or it can be run to
report on all activity done between a certain dates. Below is an example of a report
generated to see all activity between May 16th and May 17th 2011:
SIMS Tip:
3.
Chapter C
C-29

C.3.32 MANAGE EMAIL
ALERTS
C.3.33 HELP AND

TECHNICAL SUPPORT
CONTACT
INFORMATION
Chapter C
The Manage Email Alerts page in SIMS allows users to upload and edit saved email notifications
as well as create new notifications via the software. The purpose of this feature is to set up
reoccurring notifications on a set schedule (i.e. once a week at 10:00 PM). You will choose the
frequency as well as the start time for each e-mail notification. Below is a screenshot of this
feature.
1.
To open/edit an existing alert, click on the link labeled load/edit. The information will
generate to the right and you will be able to edit information or disable/enable the
notification using the checkbox at the bottom. Remember to click Save.
2.
To create a new alert click on the button located above the existing alerts labeled Create
New Assets. Fill in the information accordingly. Click Save.
Multiple outlets are provided to reach us with technical difficulties or issues concerning the
software.
To report software issues or to request additional technical support, please contact David
Hedeen at 651-366-4528 or Jennifer Zink at 651-366-4573.
SIMS Support e-mail:
simshelp.dot@state.mn.us
Frequently Asked Questions and Other SIMS Information:
http://www.dot.state.mn.us/bridge/sims
C-30

C.4 MNDOT SIMS
COLLECTOR 5.4
Chapter C
SIMS Collector 5.4 is an easy to use software package designed to assist bridge inspectors with
completing and submitting inspection reports. Inspectors are able to generate complete,
standard reports which are concise and readily available on command. With countless tools and
enhancements available through the software, such as multiple picture uploads, the inspection
reports will be more accurate, thorough, reliable, and readily available. This software allows
inspectors to start and even complete inspection reports while in the field using a laptop/tablet
computer, or on the other hand, use the application at their desk to review, revise, or submit the
report for approval. Overall, the inspection process is streamlined, more efficient and very
effective for all personnel responsible for inspecting and managing bridges.
SIMS is composed of two primary parts. The first of these is an inspection module, commonly
referred to as Collector. The second part is the Management module, which is referred to as
the Manager.
C.4.1 REQUIREMENTS
FOR SIMS COLLECTOR
5.4
C.4.2 SIMS
FREQUENTLY ASKED
QUESTIONS
Screen resolution of at least 1024 x 768 (1280 x 960 is preferred)

performance
Internet Explorer 7.0
Adobe Acrobat Reader 6.0 or higher
For the Laptop version you will need 10 Gigabytes of free disk space. This is required for the
application and basic data associated with the bridges. Since the system will be storing all of
the pictures and attachments related to the bridges, additional space may be required
depending on the number of inspections and amount of pictures.
The Minnesota Department of Transportation has created a frequently asked questions site to
assist users with questions pertaining to the SIMS software. This site provides valuable
information on everything from computer requirements to approval process to training
questions. Users can find these FAQs using the link below. Additionally, any questions
pertaining to SIMS can be directed to David Hedeen at 651-366-4528 or Jennifer Zink at 651-3664573.
FAQs: http://www.dot.state.mn.us/bridge/sims/faq.html
1.
To login to the SIMS Collector website open your internet browser and type
https://mn.bridgeinspect.com/ .
2.
Once the login page has uploaded you may create an icon on your desktop (a shortcut to the
Collector website) which will take you directly to the login page with one click. To create a
shortcut icon follow these steps.
C.4.3 HOW TO LOGIN

TO THE SIMS
COLLECTOR WEBSITE
C-31
C.4.4 SIMS COLLECTOR

MAIN PAGE
C-32
Chapter C
Right click anywhere on the login page.
From the options listed, select Create Shortcut and then click OK.
3.
To enter into the SIMS Collector site, enter your Username and Password into the
appropriate box and click Login. If successful, this will take you to the Collector main page.
If for some reason there is an error with the entered username or password, a message will
appear in red at the top-left hand corner saying Username/password failed! If this
happens, try it again to see if it was a typing error. If not, contact Lisa Hartfiel at the MnDOT
Bridge Office to see if the appropriate login credentials are being used.
Please note that if a user forgets their login information they must contact Lisa Hartfiel at the
MnDOT Bridge Office to get the password reset.
Once you successfully login to the website the user will be greeted by the Collector Main page.
The Main page is the central point for the website and is particularly important for navigating and
searching purposes. The Main page has several interactive features which allow a user to locate
any inspection report within the system as well as begin, edit, and submit inspection reports.
Highlighted below are several important areas of the Main page.
The upper left hand corner contains the Minnesota DOT logo. This is a navigation tool that
will transfer the user back to the Main Page from any point in the software.
Directly below the seal is the navigation menu, which is comprised of 5 tabs; Main,
Administration, Views, GIS and Help. Each tab contains a list of sub tabs which will
direct the user to a specific page within the software.
Below the navigation menu are the progress tabs. These tabs are used to sort the inspection
reports in the system by progress level and have been found to make the entire inspection
process function in a more organized and efficient manner. SIMS has four levels of progress;
In Progress, In Progress on a Laptop, Awaiting Approval and Recently Approved.
Chapter C
The upper right hand corner contains the quick select and view asset group. Both of these
tools are used to assist in searching for specific assets or inspection reports. The quick select
allows you to search and retrieve any asset that exists in the software. For this feature the
user does not need to know the assets full name, rather any part of the name will suffice.
Begin typing the asset name or code into the box and a list of 20 assets will appear using
alphanumeric matching. The view assets group also allows for quick searching done through
a tree search. Each section will be discussed more thoroughly in throughout this manual.
The blue highlighted section is the inspection table view. This area will display the inspection
reports and the assets data for the progress tab which is opened.
Inspection Table View:
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Chapter C
Column Name
Information / Action Types Available
Inspection Date
This date is the date that the report was created. (Note
this can be different from the NBI 90 inspection date)
Asset Code
Unique code for each bridge. This determines the order

in which the bridges are shown in the summary tables as
part of the District wide summary report. If you notice
that a structure has a code that is out of order request it
be changed by the system administrator. This code is
typically the Structure Inventory and Appraisal (SI&A)
number for bridges.
Asset Name
This is the common name of the bridge. By clicking on the

name the user can view details about the bridge, view
reports for it or create a new report for the bridge.
Primary Inspector
Displays the name of the user who created the particular

report.
Asset Type
This column describes the type of structure that the

asset is: bridge, culvert, sign, or future type to be added.
Report Type
This column describes the report type for the specific

asset whether it is routine, fracture critical, pinned
assembly, etc.
NBI 7: Facility Carried by

Structure
Displays the name of the road carried by the bridge.

May be left blank depending on asset type.
NBI 6A: Featured

Intersected: Narrative
This displays the name of the road intersected by the

bridge. May be left blank depending on asset type.
Status
An inspection report can be in various states (see

separate section for full description). The reports shown
in this window will reflect the tab that was selected, In
Progress, Submitted for Approval or Recently Approved:
In Progress: An inspection report has been started and is
in progress but not completed.
In Progress on a Laptop: Inspection reports which have
been started and/or are being worked on, but have not
been synchronized.
Submitted for Approval: The inspector has deemed the
report to be complete but it has yet to be approved by
the appropriate reviewer (this can be done by Subconsultants who are working with a prime and submitting
each individual reports to the prime and/or when prime
is submitting the Preliminary Report)
Recently Approved: Both the inspector and reviewer
have deemed the report to be completed. At this point
no additional changes can be made to the report. Once
the status has been placed in Approved no
edits/changes are allowed.
- Edit Icon
C-34
Edit Icon: After an inspection report has been created,

users may access their reports by clicking on this icon.
- Action Icon
Chapter C
The Action Column is a drop down list that shows

available options that can be done to the bridge
inspection report. Like the edit column the contents can
vary based on the status of the latest inspection report.
The user clicks on the option desired for the action to
occur. The following are the common actions:
View Report PDF: Allows the inspector to see the most
recent version of the inspection report in PDF format. If
the report is in progress, the current editable report is
shown.
Submit Report for Review: The inspector has deemed
the report to be done but has yet to be approved by the
appropriate reviewer.
Delete Server Report: Allows the inspector to delete a
report that has yet to be approved. All information
entered in the report will be deleted and the inspector
will be able to start a new report if desired.
4.4.1.1.1.1 Undo Submit for Approval: The inspector
can select this option to set the status back
to In Progress.
Approve Report: Both the inspector and reviewer have
deemed the report to be completed. At this point no
additional changes can be made to the report. Once the
status has been placed in Approved, no edit changes
are allowed.
Delete Server Report: Allows the inspector to delete a
report that has yet to be approved. All information
entered in the report will be deleted and the inspector
will be able to start a new report if desired.
View Change Report: Allows the inspector or reviewer to
view an output showing all changes made in the
inspection report from the central database values.
C.4.5 CLASSIC VIEW
C-35
Users have the option of viewing assets in the software in a variety of ways. One of the ways is
the Classic View option, which allows users to filter and view a list of inspection reports on a
single page. This is useful because the filter will limit and list all sub-assets of the criteria entered.
This can make it easier for a user searching for a particular report.
1.
To open the classic view go to the Views tab on the main navigation menu and select
Classic View from the drop down.
2.
This will open a classic view page and will allow the person to use the filter to find a report.
Choose a parent asset (i.e. Benton County) as well as a criterion from the two drop down
boxes. Proceed to type in the value into the open text box. Then click the filter button.
Here is a screenshot of the Classic View main page with a filter entered:
Each user will be assigned a username and password to log into the software. Upon their initial
login users may change their password by following the instructions below. Additionally, users
may change their password as they please following the same instructions.
1.
Login to the software and select the Main tab at the top-left corner of the main page.
Choose the option Change Password from the drop-down list.
Here is a screenshot displaying the change password page:
2.
The page will upload displaying the username. Type the old password into the appropriate
box and then type the new password and confirm it. Then select Change Password. The
next time the user logs in they will use the new password to enter the Collector website.
SIMS Tip:
C.4.6 HOW TO CHANGE

YOUR PASSWORD
C-36
Chapter C
Once the user has changed their password in the SIMS

Collector, their password will automatically change for
the Manager component as well. Also the password will
be updated on the laptop version upon synchronization.

C.4.7 HOW TO LOGOUT
SECURELY
Chapter C
The software does have an auto logout feature after two hours; however, the user can manually
logout of the system. There are two places in the software where users can logout securely. The
first is an option located under the Main tab and the second option is a logout link located on
the right side of the page next to the username.
Here is a screenshot showing where the logout links are located on the Main Page:
There are three ways to return to the main page at any given point in the software:
C.4.8 HOW TO
NAVIGATE BACK TO THE
MAIN PAGE
1.
2.
3.
C-37
The simplest way is by clicking on the Minnesota DOT logo in the top left hand corner.
The second way to return to the main page is by using the navigation menu. Go to the Main
tab and then click on the option called Main Page.
In order to return to the Main page from an open inspection report click on the Main
Menu tab located on the right hand side.
C.4.9 MANAGING MY
ACCOUNT
C-38
Chapter C
SIMS Collector 5.4 has a feature which tracks users of the system and allows them to make
changes to their account information when needed. The My Account option located under the
Main tab displays a variety of information pertaining to a user including; name, address, email
address, phone numbers, organization, position, and years experienced. This provides detailed
profiles for every user of the software and helps manage certificates for each user in a common
location.
1.
To make changes or to add new certifications to your account, go to the Main tab on the
navigation bar.
2.
Select My Account from the list of options and edit where needed.
3.
Remember to click Save.
Below is a screenshot of the popup that will appear when adding a certificate to an account:

C.4.10 INSPECTION
SCHEDULE
InspectTech has integrated a fully functional calendar into the software with the purpose of
promoting organization and efficiency among users. The Inspection Schedule is found under the
Main tab drop down list on the Main Page. This feature allows users to develop a calendar
around the inspection cycle and even break down specific inspections, deadlines, and other tasks
down to the hour. The calendar may be viewed by day, week, month or timeline to give the user
maximum control and visibility of their schedule. To toggle between day, week, month or
timeline use the buttons at the top left of the calendar. Below is an example of a basic inspection
schedule:
1.
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Chapter C
To add an event to the inspection schedule double click inside the calendar on the correct
date. A new page will appear and you will be able to add a subject, description, and even
choose a bridge from the filter at the bottom. In order for the appointment to be added to
the calendar you must select Save. Below is a screenshot of the input page for the calendar
where users will edit/add all information about the appointment:

C.4.11 HOW TO USE THE
QUICK SELECT
Chapter C
The Quick Select textbox is located at the top right hand corner of the main page. Quick Select is
designed to find any bridge in the software without filtering or drilling down. This is a time saving
tool which is meant to be used when the users knows some piece of information about the bridge
(i.e. name/code). Quick Select uses alphanumeric text to return up to twenty bridges that match
what has been entered into the Quick Select box. The user doesnt have to know the entire asset
name; only part of the name will suffice. Type in the information known and allow the Quick
Select to return the assets that meet the criteria.
1. Begin typing a portion of the assets name. For this example suppose a user is searching for a
bridge which has 123 somewhere its name. Type 123 into the textbox and the first 20
assets which has that combination in their name will appear as shown. Use the returned
results to find the correct bridge.
C-40
This is what the Quick Select should look like:
The drop down box can be navigated by placing the mouse in the textbox and scrolling or
using the arrows on your keyboard. Users can add more information into the quick select at
any time and it will automatically recalculate the query and return the results.
When the user locates the bridge from the returned results, they can click on it or hit the
enter key to open the bridge detail page. From here users may generate a new report or find
a variety of information pertaining to the asset. Notice the bridge selected in the drop down
is highlighted in yellow.

C.4.12 HOW TO CHECK
YOUR MESSAGES
Located on the top right hand side of the main page you will find a Message section. This will tell
you how many messages are new and will have the word (view) in parenthesis which enables the
user to view their messages. In order to view your messages click on the view link. This will
direct you to a page that has your read and unread messages. Here is what the message
section on the main page looks like.
1. There is a link that directly connects the Manager site and the Collector site. Go to the
navigation bar on the main page and click on the Main tab.
2. Choose Main Manager from the list of options and this will direct the user to the Manager
Login page.
SIMS Tip:
C.4.13 HOW TO
NAVIGATE TO
BRIDGEINSPECT
MANAGER
C-41
Chapter C
Users may be prompted to

login to the Manager site as
well.

1.
Directly below the Quick Select is the View Asset Group link. The View Asset Group is used
to view and locate any/all assets within a specific District, County, City, Township or other
agency. When selected this link will open a window which displays a list of all parent assets
within the entire system. When the user chooses a parent asset, a page will open containing
a sorted list of assets found in that group. From here the user may navigate through the
page to see each asset and the status of its most recent report.
This is an example of the View Asset Group link:
2.
Once the Asset Group page has loaded the user will be able to see the list of all the sub
assets under that parent. The user may scroll through the list to find a particular asset or use
a filter to narrow the results. Its important to understand that there may be a large number
of assets under some parent assets; therefore, the user may need to use the filter option to
narrow the search to make finding a specific asset more efficient.
The below screenshot is an example of the sub-assets page for District 3. Notice how the
page displays how many assets the District contains as well as divides them into the
appropriate progress level.
C.4.14 VIEW ASSET

GROUP
C-42
Chapter C
C.4.15 HOW TO CREATE

AN INSPECTION REPORT
C-43
Chapter C
The next screenshot shows how the filter can narrow these results. Suppose the user
wanted to find all bridges in District 3 which intersect a river. The user would choose the
field in the first drop down then type in river. Notice the results now display 135 total
bridges. From this point the user may sort the bridges, review past inspection reports,
and/or open in progress inspection reports.
Located on the bottom of the Main page is a tree search section. The tree search is one way to
locate a bridge in the software and is important because it is also one way a user can start a new
inspection report. The other methods include quick select and the view asset group link.
Below is a screenshot of the tree search section:
1.
Expand the searching options by clicking on the plus symbol next to one of the parent types
(i.e. State Bridges). The tree search will then expand to list all parents which fall under the
parent type (i.e. District 4).
2.
After the tree search is fully expanded double click on a bridge to upload its information and
to create a new inspection report. Once selected, the asset will become highlighted in the
tree search and its data will appear in the blank area in the previous screen shot. The data
will contain the bridges information as well as a Report Details section showing all past and
in progress reports.

3.
Click the Create Report button on the right hand side of the screen to begin a new report
for that bridge, then choose the report type. The report will generate and take the user to
the inspection input forms.
The Collector main page contains every report that a user has the authority to access. This
includes reports that are in progress, reports awaiting approval and reports recently approved.
The user has the ability to go back into a report and edit the information at any point in time
before the report gets approved. Once the report is approved, it is a final, legal document for
that point in time.
1.
To edit a report start by selecting the status tab of the report, for example, the Awaiting
Approval tab. This will display all reports which are waiting to be reviewed and approved.
2.
Next, locate the report that needs editing from the list and click on the report/pencil icon
on the right hand side of the screen. This will open the report and allow the user to make
the necessary changes. Here is what the icon looks like:
SIMS Tip:
C.4.16 HOW TO EDIT A

REPORT
C-44
Chapter C
The user can sort through all the reports quickly by selecting one of the
column headers. This orders all the reports based on that columns
data. Clicking the header again will resort the column in the opposite
direction (ascending vs. descending). When the tab is opened the
reports are automatically ordered by inspection date.

C.4.17 ENTERING DATA
INTO A REPORT
Chapter C
When a new report is generated the central database values will automatically fill the report. The
central database values are the most current information on the bridge. Usually this data comes
from the previous inspection report. All of the data which is generated via the central database
values is highlighted in yellow. When you change any central database values in the report, the
text box will change from yellow to white showing that a change has been made. This clearly
shows where changes occurred on the asset from the last inspection and helps identify any
existing trends.
There are four major sections to each report: (1) primary tabs, (2) sub-tabs, (3) right hand sidebar
and (4) the main entry window. The main entry window is where the data will be entered into
each form. The main entry window is highlighted in the below screenshot.
Basic Usage
Each field on a form can be activated and edited, (or checked if a check box is available), by
selecting the field with your mouse. Whenever a field is selected, the right-hand side bar will
display information about that particular field (refer to page 22 for more info). If the field has any
options available, such as a drop down select list, it will also be displayed when the field is
selected. Data can be typed directly into the field on the entry screen OR if a drop down list is
available, an option can be selected and the field will automatically be updated with the selected
choices. To move to the next field the user can use the Tab button on the keyboard or the
mouse. The software automatically saves the changes when the user moves on to the next field.
To move to the next form use the primary and sub-tabs across the top of the page.
C.4.18 HOW TO
NAVIGATE THROUGH
THE REPORT FORMS
To navigate through the report forms use the primary tabs across the top of the page. Each
primary tab has numerous sub-tabs which become visible when the primary tab is selected. The
opened tab will be highlighted in yellow to show that it is active. When a sub tab is selected it
will also become highlighted and will open that form in the report. Once the form is opened the
user will be able to add or edit the necessary data into the textboxes in the form.
C-45
Below is a screenshot displaying the primary tabs and sub-tabs for a bridge inspection report.
Notice the tabs are highlighted in yellow, showing they are activated:
1.
To begin navigating through each form, place your mouse on the field and click. In order to
move to the next field simply hit the Tab key on your keyboard or use your mouse to click
inside the next field. You may use the tab key to navigate through the entire form.
2.
Use the mouse to click the next sub-tab and move to another form. If there are no more subtabs move onto the next primary tab.
SIMS Tip:
C.4.19 THE RIGHT-HAND

SIDE BAR
C-46
Chapter C
There is no Save button when entering or editing information

within a report. The information is saved immediately when the user
moves to the next field.
The Right-Hand Side Bar is a designated area on each form which displays information that is
associated with the selected field. When a field is selected in a report the right hand side bar
becomes occupied. The sidebar opens to show the details about the field, as well as provides the
user with the ability to view any pictures, manuals, central database values, field history, all field
history, and/or other forms where that field appears on. To view or to add information to one of
these sections click on the blue labeled area in the sidebar and the section will expand. The
screenshot is displaying the right-hand side bar within the software and the table describes what
each side bar tab entails.

Field Name
The field name is typically shown on the top of the sidebar

and is surrounded by a black box.
Details
This is the first section of the sidebar and this will show
any/all choices associated with the field (i.e. condition
ratings). The user may click on any of these choices and
the field will automaitcally update with the selected choice.
Also, the details section will display the textbox for text
fields and allows the user to type directly into the box.
The pictures/files tab allows the user to attach pictures or
other files directly to the field giving reviewers and
managers a quick reference to identify relevant problems.
There is no liimit to the amount of pictures which can be
linked to a single field; however, the picture/file must
already be attached to the report before it can be linked to
a specific field.
The manuals tab is very useful to inspectors as it will
display appropriate manual pages that are related to the
field (i.e. manual pages that explain how to rate certain
conditions). This tab eliminates the need for inspectors to
carry along with them the manual books which can get
quite heavy and be a pain to search through. The user can
double click on the manual page and a new internet
browser will open and display to the user.
This is a running log of all changes made from inspection to
inspection.
This section shows all other forms in which the field is
located.
Pictures/Files
Manuals
Field History
Other Forms
C-47
Chapter C
Here is a screenshot of a typical manual page generated from the right hand sidebar:

C.4.20 HOW TO VIEW
REPORT PDF, SUBMIT
REPORT FOR REVIEW,
DELETE SERVER REPORT
AND/OR VIEW CHANGE
REPORT
C-48
Chapter C
In order to view, submit or delete a report you must first select the status of the report. All of
these actions are associated with the In Progress reports. The user will also be able to view a
PDF report in all other stages as well.
1.
Find the correct report and click on the Hammer/Wrench icon that is on the right hand
side. When selected the entire row will become highlighted in the inspection table and a
small window will appear which allows the user to select the appropriate action. (See
screenshot below).
2.
Now choose one of the actions by clicking the bullet next to it. Once its selected the
software will immediately execute the command or ask the user if they are sure this is the
action they want to perform.
3.
If the user selects the View Report PDF option, a pop-up will appear allowing them to
generate the entire output report or choose which individual sections to view. This page also
permits the user to set the specifics about how the report will be viewed. For example, users
may put the pages in any order they want, exclude certain sections, view individual sections
apart from the entire report, select a cover page, add sections/attachments or view the
entire PDF.
Shown below is an example of what the View Report PDF action will look like:

4.
Submit Report for Review will move the current report in progress to the Awaiting
Approval tab, where it will stay until it gets approved by the reviewer or sent back for further
inspection/review. Upon submitting the report, users will choose the person from a drop
down to whom the report will go. Additionally, they will be able to enter comments in order
to provide any details that may be important. Users must either select Submit Report for
Review or Close to continue.
5.
Clicking on the Delete Sever Report action will delete the report from the server. It will not
delete the asset entirely or previous reports for that asset, only that specific report. When a
user selects this option a pop up will appear: The inspection report will be deleted. Click OK
to continue. This will ensure only the reports that are meant to be deleted are the ones
that actually get deleted.
SIMS Tip:
C-49
Chapter C
If a user deletes a server report by mistake they

can have the report restored by contacting
simshelp.dot@state.mn.us.
6.
The View Change Report will generate an output showing the user all changes made in the
inspection report. This identifies all the changes from three categories:
a. Fields that were updated only in the report
b. Fields that were updated in the report and in central database values
c. Fields that were updated only in central database values
Here is a screenshot of a View Change Report:
C.4.21 HOW TO
APPROVE A FINAL
REPORT, STOP THE
REVIEW PROCESS,
SUBMIT REPORT FOR
REVIEW, VIEW THE
AUDIT REPORT AND/OR
VIEW CHANGE REPORT
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Chapter C
1.
In order to Approve a Final Report, Submit Report for Review, Stop the Review Process,
View the Audit Report or to View the Change Report, begin by selecting the Awaiting
Approval tab at the top of the main page. Note: There are also other options given such as
Delete Server Report and View Report PDF.
2.
Then locate the correct report and click on the Hammer/Wrench icon to the right of the
report. The list of options will be made available in a pop-up and the asset will become
highlighted.
Here is a screenshot showing the options available under the Awaiting Approval tab:
3.
The Stop Review Process moves the report out of the approval process and places it back
into the In Progress tab. This is executed immediately after the command is selected; it
will not ask the user for a confirmation. It is very easy to resubmit a report for approval, just
follow the steps from the previous section.
4.
When a user selects Approve Final Report the report becomes finalized and cannot be
edited unless a manager selects an Undo Approval at a later time. This will instantly move
the report into the Recently Approved tab.
5.
If a user selects Submit Report for Review they are passing the report along to another
person before the report can be approved. This is used in cases where the report has to be
reviewed by multiple parties before a finalized report is generated and stored.
6.
Finally, the View Audit Report will show the user all the changes that were made to the
report and the Change Report will show changes to that specific report since the last report
was approved.

C.4.22 CONFLICT
RESOLUTION BETWEEN
REPORT VALUES AND
CENTRAL DATABASE
VALUES
Chapter C
When there is a conflict between values in a report and a bridges central database values (i.e.
different deck ratings), the software will automatically transfer users to a conflict resolution
screen before the report can be approved. This feature is to ensure the right values are used in
the report as well as stored in the database. The conflict resolution screen will highlight the
conflicts as well as allow the user to choose the correct value. Once solved the user may approve
the report by clicking the Approve Report button at the top of the page.
Below is a screenshot of the conflict resolution screen. Notice how the conflicts are
separated into two categories: Fields that were updated in the report and in the central
database values and Fields that were updated only in the central database values.
SIMS Tip:
This is an example created for the

purpose of this manual; the actual screen
may be a little different.
From this point, users can adjust the values all at once or by going through each individual
conflict. For example, users may choose to either use the central database or the report in
the drop down box at the top of the page. This will automatically solve all the conflicts by pulling
the correct value from either the report or the central database values. Going through each
conflict individually will allow the user to choose different values in different conflicts (i.e. in one
conflict they may use the report value and in another conflict the user may use the central
database value).
C-51
Here is another screenshot showing how a user may solve the conflict one at a time:
C-52
The Filter is a very common method for locating an asset in the software. Filtering is ideal for
users who know only certain pieces of information about an asset (i.e. part of a bridges name).
Users can type what they know into the filter and go through the narrowed results to find the
correct asset. The filter function is located on the bottom of the main page and is shown in a
screenshot below.
1.
Begin by selecting the drop down arrow next to the Filter Assets button. There will be five
filtering options which the user may choose; asset code, asset name, asset type, NBI 6A:
Feature Intersected, and NBI 7: Facility Carried by Structure. Users may filter using any one
of these options.
2.
After the filter criteria is selected, move to the next text box and type in the information
about the asset which relates to the criteria (i.e. asset name = 205). The user only has to
know some of the information for this box. For example, suppose part of the bridge number
contains the 205 in it. The user may type that into the textbox and the filter will only
return bridges with 205 in their name. After entering in the parameters click on the box
labeled Filter to execute the command. The tree search on the left will then condense to
show All Assets. Click on the plus sign next to it and the tree search will expand to show
any state Districts, counties, townships, cities, and others which contain bridges which meet
the criteria. Next click on the plus symbol next to the correct parent asset (i.e. State Bridges
and District 7).
3.
Finally, the tree will expand to show all bridges in the

selected District which have an asset code containing 205.
Click on the bridge name to open its Detail Page. The bridge
will become highlighted in the tree and its information will
appear in the open area to the right of the searching area.
SIMS Tip:
C.4.23 HOW TO USE

THE FILTER FUNCTION
Chapter C
This is another way to

create an inspection
report in the
software.

C.4.24 HOW TO DO AN
AND /OR FILTER
Users may construct even more detailed filters in the software. Begin the same way as if doing a
basic filter, but after the user has entered the information for the first parameter click on the
small box directly below to add another parameter. This will provide two options, And or Or.
The And filter will look for the asset that contains both the first and second parameters. If the
Or option is chosen, the filter will bring back the assets which contain either the first or the
second parameters entered. The And option conducts a narrower search because the asset has
to meet both of the criteria in order to pass through the filter.
Type in the other parameter after you select either the And or Or option.
SIMS Tip:
1.
C-53
Chapter C
The user does not have to stop after entering the second
parameter (this is covered in Section C.4.25). The filter can
have up to three parameters entered.
2.
Once all the parameters are set click the Filter button to execute the filter and return the
results.
Here is a screenshot displaying this process. For this example we are searching for a bridge
which contains 300 OR 301 in its asset name. We know that the asset name contains
one of these two numbers. The filter in this case narrowed our search and saved much useful
time of scrolling through each name until we found the correct asset.
The multiple And/Or filter allows users to conduct a search with three criteria entered. This
provides an even more in depth search of the asset set. For instance, suppose a user needed to
find all state bridges in the system which have a bridge number containing 300 or 301 and
intersects a feature containing creek. The user could run a multiple and/or filter to find those
bridges.
1.
Enter the criteria just like in the previous step. Click the Filter button to execute the
command. Notice the filters criterion is displayed so users may review the filter in one
statement.
The below screenshot is an example of a multiple criteria filter:
SIMS Tip:
C.4.25 HOW TO DO A
MULTIPLE AND/OR
FILTER
C-54
Chapter C
There is no defined way to enter criteria into the filter.

Users may use any combination of And/Or filters when
searching for a particular asset.
SIMS Collector allows users to upload and organize photos, sketches, videos, and other files in
order to create a more descriptive and accurate report. In order to attach a picture/file to an
inspection report the user must open the report for that asset.
SIMS Tip:
C.4.26 HOW TO ATTACH

A SINGLE PICTURE/FILE
TO A REPORT
Chapter C
In order to link a picture to a specific field the picture must

already be attached to the report. (For instructions to link
a photo to a field please refer to page 36).
1. Once the report is open, click on the Inspection Files tab and choose the sub-tab labeled
Add New Photos/Files. There are two choices available for attaching pictures; Attach
File/Picture which is the default setting for attaching photos and Attach Multiple
Files/Pictures which enables the user to upload numerous pictures at one time. Attaching
multiple pictures/files will be covered in the next section of this manual. Here is a screenshot
of this page:
C-55
2.
Select the button labeled Browse to choose the photo/file to add to the report. This will
open a window to locate the photos/files which are saved on your computer or memory
card. Find the location of the file and click on it. To make it easier to find the pictures you
want to add, InspectTech recommends clicking on the Views button. Choose the
thumbnail icon option so the pictures are visible and you can attach the proper photo. Click
on the photo to select and choose open.
3.
Next, move to the textbox labeled Type and select the type of file you are adding. If you
are attaching a photo, the picture must be in either .jpg or .gif format. Then type in the date
of the picture/file (optional). Users may also type in a description of the photo/file or click
on the checkbox that says Set description to file name on Attach. This will enable the
software to change the pictures file name to the description already designated in your
computer upon attachment. Click Attach to attach the picture/file to the report.
C-56
Chapter C
The above screenshot is of the picture window where the user can change the view to see
the picture more clearly to ensure the correct photo is attached.
4.
Finally, scroll down to the photo/file section to verify if the photo/file has uploaded
successfully
SIMS Collector provides users with the ability to attach multiple pictures/files to a report at one
time. This is the fastest and most efficient way to attach all needed pictures to a report. Instead
of attaching each picture one by one, the user can select all the pictures from the inspection
needed and attach them all at once.
1. Begin by going to the Inspection Files sub tab of an open inspection report. Select the
white tab at the top called Attach Multiple Files/Pictures.
SIMS Tip:
C.4.27 ATTACHING
MULTIPLE
FILES/PICTURES TO A
REPORT
Chapter C
In order to attach multiple photos to a report the user must have

Image Uploader ActiveX installed on their computer. This application
only needs to be installed once. The first time the software is used it
may automatically prompt the user to install Image Uploader ActiveX.
If not, simply go to the main Help menu and select Help with
Multiple Photo Upload Install.
2. The user may go through and select the pictures one by one or they can click the Select All
button at the top of the page. When the photo is selected there will be a checkmark in the
upper left hand corner of the picture to show that it has been selected and will be attached
to the report.
Here is a screenshot of how to perform the multiple picture upload.
3. Users are able to rotate the picture, preview it, or add descriptions/captions to each photo
before uploading it. Clicking on any of the three icons when selected will allow the user to
perform these tasks. To edit the description of the photo, click on the identified icon and a
textbox will open allowing the user can enter the description or click on the checkbox that
says Set description to file name on Attach. This will enable the software to change the
pictures file name to the description already designated in your computer upon attachment.
Once the description is added, click on the Save button to continue. This will create a
description of the photo when it is attached to the report. Here is a screenshot showing how
to edit/add a description.
C-57
SIMS Tip:
Chapter C
The checkbox to the right of the pictures (in the open white
area) will enable the software to change the pictures file name
to the description already designated in your computer upon
attachment.
4. After the user chooses the photos/files they want to attach to the report and have added the
descriptions, click on the Attach button. Then go back to the Pictures/Files sub tab and
verify all the photos/files have been attached properly to the report.
C.4.28 HOW TO LINK A

PHOTO TO A SPECIFIC
FIELD
To link a photo to a specific field, the photo must already be attached to the report. This process
is described in the previous section. The process of linking a photo to a field is done by using the
right hand sidebar located on each inspection form and is displayed in the screenshot. A user
may link an unlimited amount of photos to one field.
1. Start by opening a particular form and selecting the field. This will cause the right hand side
bar to open and populate with that fields information. Included in the right hand side bar is
a tab called Pictures/Files. Click on it and the area will expand. There will be a message
saying, There are no pictures linked to this field or there will be pictures visible which were
previously linked. Click on the Select New Picture/File button and choose a picture (from
the ones that were attached to the report) to be linked to the field.
C-58
Here is a screenshot showing how to attach a photo to a specific field:
Chapter C
2. A window will appear displaying all pictures which were attached to the report. Go through
and select the picture(s) you want to attach to the field by clicking in the checkbox next to
the picture. If there are many photos/files, type a word in the description text box that
describes the photo (i.e. bearing) and click the filter button. This will only show those
photos/files with the description word in it. After the picture(s) are selected, click on the
Attach Files button to link them to the field. From this point forward whenever that field is
selected, the picture or pictures attached will appear in the right hand sidebar.
The next page contains an example of the right hand side bar for the same field whenever
there is a picture attached.
In order to remove the photo simply click on the trash can icon right above the photo.
1.
To set a picture as the cover photo and to include it in the printed report, begin by clicking on
the Inspection Files tab and then the Add New Photos/Files sub-tab. This will open the
page containing all the photos/files that are attached to the report.
2.
Each photo attached to the report will have two choices. One is to include it in the printed
report and the second choice is set it as cover photo. Neither options is required, but can be
used to enhance the quality of the report and provide more information about the asset. The
user can select and deselect the options by using the checkboxes which are located
underneath each picture.
SIMS Tip:
C.4.29 HOW TO SET A

PICTURE AS A COVER
PHOTO AND/OR
INCLUDE A FILE IN THE
PRINTED REPORT
C-59
Only one photo can be set as the cover photo at a time, while every
photo can be include in the printed report. The default setting
automatically includes every file attached in the printed report.
1.
When editing an inspection report, the user has the ability to change the ordering of the
attached photos. To do so, start by opening the Inspection Files tab and e the Add New
Photos/Files sub-tab. This will open the page containing all the pictures attached to the
report. Photo ordering is relevant because the order the photos are in the software will be
the order in which they appear in the generated report.
2.
As shown in the screenshot, above each photo there is a small white box with a number
inside. This is the order in which the photos were attached to the report. The user can
change the order of the pictures by simply typing into the box the number which they want
the photo to appear. After entering the number the user must click the Change Photo
Ordering button for the changes to take effect. The software will automatically adjust every
picture and place them in the correct order.
Suppose a user wanted Photo 5 to be the first photo in the report. They would change the
number 5 to a number 1 and click the Change Photo Ordering button. The software will
immediately execute the command and picture 5 will move to the first position, and Photo 1
will have moved to the 2nd position, and so on and so forth.
C.4.30 HOW TO CHANGE

THE PHOTO ORDERING
IN A REPORT
C-60
Chapter C

C.4.31 PHOTO VIEWER
C-61
Chapter C
InspectTechs Photo Viewer provides users with a new method to examine inspection photos and
pictures attached to bridges more thoroughly. The Photo Viewer is a link which opens a window
containing all pictures enlarged for viewing purposes. This link can be found in the pictures/files
tab in an inspection report as well as the Pictures/Files section of the Asset Detail Page of the
Manager component of the software.
1.
The user must have an inspection report open to open the Photo Viewer page. Go to the
Inspection Files tab and then the Add New Photos/Files sub-tab. Scroll down to the
photos attached to the report and click on the link labeled Photo Viewer. Shown in the
screenshot below.
2.
This link will open a window which displays all pictures attached to the report or to the bridge
(Manager Component). From here the user can scroll through the list of photos to get a
closer look using their mouse or the Previous / Next buttons at the bottom of the window.
The selected picture is highlighted in blue on the left hand side. Each picture contains a
description, date and file name. Below is a screenshot of the window displaying the Photo
Viewer.

C.4.32 FILE LIST
The file list link can be found right next to the Photo Viewer link on the pictures page. The file
list is another way to identify all files attached to a report without having to look through each
picture/file. Instead, the user can select this link and a list of all files will appear with their name,
any descriptions and the original order in which they were uploaded. Additionally, this link allows
users to re-order the files and save the new list. Below is a screenshot of the File List window
which appears after selecting the link.
1.
First select and open the inspection report. Then click on the Tabs tab. This will open a
page containing all available tabs associated with the particular assets inspection report.
The sub-tabs are grouped according to the main tabs they fall under. If the sub-tab is
included in the report, then there will be a checkmark next to that sub-tabs name.
SIMS Tip:
C.4.33 HOW TO EDIT

WHICH TABS APPEAR IN
A REPORT
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Chapter C
The default setting is to include every sub-tab in the

report. Different asset types and inspection types
will have different sub-tabs included.
2.
To exclude a particular sub-tab from a report just uncheck the box next to the sub-tabs
name.
Below is an example of what the Tabs tab should look like. The screenshot is displaying
only a few of the many sub-tabs. Notice how the sub-tabs are grouped according to the main
tab they fall under.
3.
Once a sub-tab is unchecked, it will remain hidden the next time a new report is created.
Sub-tabs can be unhidden at any time by re-checking the checkbox under the Tabs tab.
C.4.34 HOW TO
MANAGE THE REPORT
SECTIONS OF A REPORT
Chapter C
1.
Before a user can edit the sections of the report they must first choose which report these
changes will affect. To begin, click the Edit Report icon for the correct inspection report.
2.
Click on the Print Report tab. This will open a page containing all report sections associated
with that report and will allow the user to manage what the report will look like when its
printed and what sections will be included/excluded in the final report.
3.
This page will show all the report sections along with many options; such as Add
Sections/PDF Attachments, View PDF, Remove Section, Order, Section Name,
View, Print, Include in Table of Contents, Insert Cover Page Before Section, and Save
Order Changes. Here is an example of what the Print Report sub-tab should look like:
5. If the user wishes to exclude a particular report section click

on the checkbox next to the section under the Remove
Section column. This will exclude this section from the
report.
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SIMS Tip:
4. From this point there are several options available. One, the user can view each report
section individually by selecting the View link next to each sections name. The user can
view the entire report in PDF format by clicking on the View PDF button. By checking a
box, the user can include or exclude a section from the entire report, from printing, and/or
from the table of contents. Also, the users are able to re-order the sections. Just change the
section number to a different order by clicking in the box and typing in the number, the rest
will adjust accordingly. Remember to click Save Order Changes for the change to take
effect.
To add the
section back into
the report follow
step number 7.
Chapter C
SIMS Tip:
6. If a standard report section has been previously excluded from the report it can be added
back quite easily. Click on the Add Sections/PDF Attachment button and open the Add
Report Section by clicking the expand button. This will display all standard sections which
are not included in the report. Select the ones to add again and click Update. Now close
out of the window and the sections will be added back into the report.
To add a PDF attachment or custom sections added to any of the previous asset reports, to
the report click on the Add Sections/PDF Attachment button and find the PDF file by using
the Browse button. Click Upload and the attachment will be added to the report.
SIMS Tip:
7.
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When the section is included again it will be at the

bottom of the report, so you may want to reorder the
sections to the correct order. Below is a screenshot of
this process.
Name the new attachment by using the name textbox.

The default settings for the new attachment are Print,
Show Page Number, and Included in TOC. These settings
can be changed using the checkboxes when the file is
uploaded.

C.4.35 HOW TO VIEW
THE INSPECTION
REPORT INFORMATION
Located under the Enter Inspection main tab is the Inspection Info sub tab which provides
users with all necessary and pertinent information pertaining to the inspection and generation of
the report. The information included on this form contains items such as the creation date,
inspection date, the type of inspection, the owner of the asset, available users, assigned users,
supplementary inspection information, and report history. This tab provides an easy, convenient
way for all levels of management to view the inspection information.
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Here are two screenshots displaying different sections of the Inspection Info sub-tab:

C.4.36 INSPECTION
GENERAL NOTES
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Chapter C
SIMS Collector has a general notes tab in which users may take any general notes about the
inspection, the condition of the bridge, or any other relevant information which may help in
future inspections. When the tab is selected the user will be met with a rich text document,
which functions just like a Word document. There is no limit to the amount of the text which can
be entered. Here is an example of the general notes section for a report.

C.4.37 HOW TO VIEW
THE NBI CALCULATIONS
FROM AN INSPECTION
REPORT
1. To view the National Bridge Inventory (NBI) calculations start by clicking on the edit report
icon for the correct asset. Then open the SI&A tab and choose the NBI Calcs sub-tab.
2. A new page will generate and all the NBI calculations are given. Notice that there are three
NBI fields along with their values at the top of the page. These are fields that are directly
linked from the forms and are used to calculate the sufficiency ratings and determine the
classification of the asset.
The screenshot below makes up only a portion of the NBI Calcs sub-tab. It displays the
calculations portions which calculate the Sufficiency Rating and the Structural and Functional
Classification as well as part of how the ratings were calculated. There are other sections
part of the NBI Calcs tab which are not displayed in this manual.
SIMS Tip:
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Chapter C
Official values are only obtained

via the Federal Highway
Administration from the annual
submission.

C.4.38 HOW TO VIEW
PAST INSPECTION
REPORTS
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Chapter C
The SIMS Collector software keeps all historical reports and data within its database as far back as
permitting. These past reports are useful in multiple ways and are a valuable source of
information to asset owners. The software allows the inspector to use the last inspection report
data to pre-populate many of the reporting fields when starting a new inspection report. Where
applicable, all fields are filled in and highlighted yellow. When the field is edited the color
changes to white, providing a visual representation that something has changed from the last
inspection. This not only saves time by not having to type in repetitive data from year to year,
but it also points out the changes from the previous inspection report and helps spot any trends
occurring.
1.
To view a past inspection report begin by going to the Main page of the software and using
one of the search functions (quick select, tree search, or filter) to locate the desired asset.
2.
Once located, open the bridge detail page by clicking on the assets name. Scroll down to the
Report Details section and find the Approved Reports heading. Under the Approved
Reports you will see a hammer/wrench symbol (tools icon), click on it and select the View
Report PDF or View Report Form View action to view that particular report.
This is an example of what the screen should look like. Click the radio button next to one of
the options and a window will open which allows the user to choose how to view the PDF
report. The View Report PDF option will open a PDF of the approved report, whereas the
View Report Form View option will open the report as if it were an in progress inspection
report, but its not editable.
3.
If a user selects the Report PDF option they will be met with a window such as the one
below which allows the user to control how to view the report. For instance, suppose a user
wanted to view only the SI&A data for the report in 2010, they can choose the report section
that has that data in it and view/print that particular section. As shown in the screenshot,
there are numerous ways to manipulate the PDF to get the information desired, including
exclude sections, re-order the sections, edit section name, view one section at a time, print,
manage what sections are in the table of contents, and insert cover page before section.
After the PDF viewing preferences are selected, click on the View PDF button at the top and
find the information being sought.
SIMS Tip:
4.
C.4.39 HOW TO EDIT A

PHOTO USING
INSPECTTECHS IMAGE
EDITOR
Chapter C
Past inspection reports prior to the SIMS software

implementation can be scanned in and uploaded to
the Manager site. These past reports are accessible
via the Manager component.
1.
To begin, locate the desired bridge and its inspection report then click on the Edit Report
icon. When the report is generated, click on the Inspection Files sub tab.
2.
Now, the user will be able to see all the photos attached to the inspection report. Find the
picture to be edited or attach a new photo. Click on the Edit Image icon located
underneath the picture. It is highlighted in the screenshot below.
3. Clicking on the highlighted icon in the screenshot will take you directly to the Image Editor.
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Chapter C
The picture will automatically upload into the editor and be placed on a canvas. From this
point, the user can begin editing or adding graphics to the photo.
Here is a screenshot of the Image Editor when it is first opened. There are five main
buttons across the top which are outlined in red in the screenshot. These options are Edit,
View, Modify, Pages and Full Screen. The Edit option allows users to perform basic
functions, such as Undo, Redo, Cut, Paste, Copy, and Delete. The View option allows users
to add a grid to the canvas or gives them access to an additional toolbox. Modifying an
image permits the user to change specific characteristics of the picture, such as its contrast
and brightness. The Modify button also enables the user to crop the image to the
appropriate size or to eliminate unwanted objects/background in the photo. Finally, the
Modify button has a reset modifications button in case you make changes to the
modifications that are unwanted. The Full Screen button takes the user to an enlarged
version of the screen. This is so the user can see the picture better and make provisions with
greater accuracy.
4. To begin editing select one of the tool options on the left hand side of the screen (section
highlighted in blue) or select Edit, View, or Modify. To see which tools are which, the
user can place the mouse over the icon and the name will appear. The tools allow users to
add boxes, circles, lines, text, and hand drawings to the picture in the form of layers. These
layers are controlled on by the two sections on the right hand side of the screen (highlighted
in yellow): Layer Properties and Layer Templates.
5. Suppose a user wanted to add a box around an important portion of a bridge and also add
some text describing what the box was displaying. When the user adds these two features to
the photo, they become their own layer and are shown in the Layers section. When a layer
is selected its properties are visible in the Layer Properties section. A user can edit those
properties in this section which will change the way the object is viewed in the photo.
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Here is a screenshot showing the layers and their properties. Notice how the text layer is
Chapter C
highlighted and how the text layer properties are shown in the Layer Properties section. If
you wanted to see the layer properties for the box all you would have to do is click on the
Rectangle layer in the Layers section.
6. Suppose the user wanted to move the text closer to the rectangle, they could go into the
properties section and adjust the X, Y coordinates by using the up and down arrows. If
they did not want the text in the photo anymore all they would have to do is select the text
layer and click the delete button. Users can also hide a layer by clicking on the little eye
icon in the Layers section. This will toggle the layer on and off, giving the user the ability to
focus on one layer at a time.
There is another way to move a text layer. The arrow icon, right above the picture, will
allow you to grab a layer and move it anywhere on the canvas. This is quicker than using the
X, Y coordinates.
7. Once a user is done making modifications and editing the photo, they have two options,
SIMS Tip:
Save Image or Exit without saving. If the user saves the image it will take them back to
the Pics/Files page. The new image will not be visible until the user clicks on the green
refresh button underneath the image. If the user selects Exit without saving it will also take
them back to the Pics/Files page, but the photo will remain unmodified.
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The best way to learn how to use the

image editor is to practice. The more
you use it the easier it becomes to
operate.
Audit-reporting provides a means to see all actions and changes made via the software. The two
types of audit reports account for any changes made in the software or by users access
(login/outs). The asset and reports changes track any changes made to the assets and
inspection reports. The user access tracks when each user accessed the system. To run an
audit report, follow the steps below.
1.
Start by selecting the Administrative tab and select Audit Reports. This will direct the
user to a new page where he or she can build the audit report.
2.
Choose which type of audit report to generate using the drop down, Asset and Report
Changes or User Access. Also, select the date range relevant to the report and choose the
Name of the Inspector. If you are running an asset and report changes report then you
may want to enter the Asset Name Contains or Changed Object Contains to narrow the
results.
SIMS Tip:
C.4.40 HOW TO RUN AN

AUDIT REPORT
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Chapter C
These three categories are optional

and do not need to be filled out to
run the report.
3.
When all the information is entered click the Run Report button. The results will generate
at the bottom of the page.
Here is a screenshot displaying this process:

C.4.41 MANAGE EMAIL
ALERTS
The Manage Email Alerts page in SIMS allows users to upload and edit saved email notifications
as well as create new notifications via the software. The purpose of this feature is to set up
reoccurring notifications to particular users on a set schedule (i.e. once a week at 10:00 PM). You
will choose which users receive the notification as well as the frequency and start time. Below is a
screenshot of this feature:
1.
To open/edit an existing alert click on the link labeled load/edit. The information will
generate to the right and you will be able to edit information or disable/enable the
notification using the checkbox at the bottom. Remember to click Save.
2.
To create a new alert click on the button located above the existing alerts labeled Create
New Assets. Fill in the information accordingly. Click Save.
SIMS Collector has an interactive GIS mapping feature which allows users to locate any bridge in
the entire system or look up groups of bridges with just a click of a button.
1.
Begin by clicking on the GIS tab on the Main page navigation bar. Then, click on the Main
Map option. This will open a new page where the user can use the filter to view assets in a
particular District, county, city, or township on the interactive map.
2.
To view the bridges in a particular District, click inside the Show Assets In box and use the
tree search to drill down to the correct District. Click the Show Assets button to generate
the interactive map. This will return all bridges in that District; however, the user is able to
narrow their search down further using the filter function and the checkboxes located
underneath the search bar.
3.
To narrow the results start by selecting the textbox labeled by. This will provide a list of
criteria which you can use to limit the bridges returned. Inside the last textbox type in the
criteria to limit the search. This will only return bridges on the map which meets the criteria
entered. Click Show Assets to generate the map when you are finished.
SIMS Tip:
C.4.42 HOW TO USE

THE GIS MAP
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Chapter C
Entering criteria into the GIS is not a necessary

step; however, there is a limit to the number of
assets the GIS Map will return so in some
instances you will have to narrow your search.
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Chapter C
Here is a screenshot of the GIS search screen. Suppose a user wanted to view only bridges
located in District 3. Use the drop down box to choose the parent asset (shown in
screenshot) and click Show Assets. The second screenshot is of the interactive map that
was generated by the searching criteria entered.
4.
Notice that every bridge in the County is marked with a red pin and the total number of
bridges returned is given in the top left hand corner. Users are able to zoom into and out of
the map to get the best view using the scale on the left hand side of the page or by double
clicking inside the map. Users also have the ability to view the map in four distinct ways: map
view, satellite view, hybrid view or terrain view. When a user places their mouse over a
single pin (bridge) and clicks, the bridges information will generate on the right hand side of
the page. This information section is broken down into two tabs. The first tab automatically
opens when a bridge is selected and it contains general information about the bridge as well
as a link to the bridges detail page and also a button which will focus the map solely on that
bridge. The second tab is labeled Street View and allows the user to view the bridge as if
they were driving across/under the bridge in a vehicle. This Street View feature allows
viewing from other streets as well, such as the ones that intersect and pass underneath the
bridge. Not all bridges will have street view enabled.
Screenshot of the same map above. Its zoomed in and in hybrid view to provide a different
look.
5.
A user is able to print the map. To do so click on the Print link at the top of the page right
above the different views. This will generate a new page and will expand the picture.
Choose the correct printer then click print.
6.
When necessary the user is able to narrow the results even more by using the search bars at
the top of the page. Suppose a user needed a map of the county, but it will only display the
bridges which intersect a creek. To do so, click the drop down box for by and choose
Feature Intersected. Then, in the box next to it type the word creek and click on Show
Assets. Now the map will only show those assets in the county which meet the criteria.
Below is a screenshot only showing bridges in Blue Earth County which have creek in their
name. Notice the count now displays 30, instead of the original 134. Also, the map has been
increased enough to see specific roads and creeks. This will allow inspectors to pinpoint the
exact location of any asset. Again, the user can zoom the map closer to view every road and
surrounding features more in-depth.
SIMS Tip:
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Chapter C
If a bridge coordinate is incorrect in the map (i.e. the pin is located to the left/ right
of the actual bridge), the user may correct the error in the GIS map as well. The
user can grab the pin and move it to the correct spot and drop it into place. The
software will prompt the user with an acknowledgement warning. If the user
selects yes, the position change is accepted and the new GPS coordinates are
changed and recorded throughout the software. This is not available to all users.
7.
C.4.43 HELP AND

TECHNICAL SUPPORT
CONTRACT
INFORMATION
Chapter C
Overall the GIS map is a very effective and useful tool to locate any bridge. The ability to
view and print customized maps using searching criteria is a powerful feature which can
serve many purposes. Here is a screenshot of what happens when you click the Zoom to
Bridge button on the bottom right hand corner. It focuses the map directly over the bridge
to give the user a clear look at the surroundings and exact location of the bridge. Notice the
Street View tab is opened on the right and shows unparallel views from all angles of the
bridge.
Multiple outlets are provided to reach us with technical difficulties or issues concerning the
software.
To report software issues or to request additional technical support, please

contact David Hedeen at 651-366-4528 or Jennifer Zink at 651-366-4573.
SIMS Support e-mail:
simshelp.dot@state.mn.us
Frequently Asked Questions and Other SIMS Information:
http://www.dot.state.mn.us/bridge/bridgereports/index.html
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C.5 BRIDGEINSPECT
COLLECTOR LAPTOP
MANUAL
C.5.1 INSTALLATION
HELP
C.5.2 REQUIREMENTS
FOR BRIDGEINSPECTTM
COLLECTOR LAPTOP
C.5.3 INSTALLING THE

LAPTOP COMPONENT
Chapter C
The laptop version of BridgeInspectTM Collector allows inspections to be started, picked up,
completed, and even submitted for approval from the inspection site. The laptop component
runs without an Internet connection and is structured identical to the online version of the
software. The laptop version provides users with various tools such as drop down menus,
integrated inspection manuals, and past inspection report data to generate quality inspections
more efficiently and with reduced errors. The laptop component allows inspectors to focus on
their core competency, inspecting assets, rather than transferring data from notepads to a word
processed documents over and over again. This manual will take users through the steps needed
TM
to properly install BridgeInspect Collector on a laptop or tablet computer, or if already installed,
this manual will show users how to update the software to a higher version.
Any problems or issues with completing an installation or upgrade of the software can be
reported to simshelp.dot@state.mn.us or by calling Jennifer Zink at the MnDOT Bridge Office at
651-366-4573.
Screen resolution of at least 1024 x 768 (1280 x 960 is preferred).

performance.
Adobe Acrobat Reader 6.0 or higher.
10 Gigabytes of free disk space. This is required for the application and basic data associated
with the bridges.
1. The first task is to download a self-extracting file, which contains the database files needed to
install the laptop version. Contact simshelp.dot@state.mn.us to obtain the FTP address, and
the username and password needed to access the FTP site.
Once the file has been downloaded and extracted proceed to Step 2.
2.
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Click Next when the BridgeInspect Collector Setup Wizard window is displayed.
Chapter C
3. Key in the Client ID, User Name, and Password as mndot. Click Next.
4. Select the Folder in which to install the BridgeInspect Collector software. By default, the
computer will designate a folder. The software must be installed in a folder that allows the
application to write to it. Click Next.
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Chapter C
5. Click Next to start the installation.
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6.
Upon a successful installation, the following will display. Click Close.
7.
To open the application, double click on the BridgeInspect Collector icon now accessible on
the desktop. When prompted, use your SIMS username and password to login to the
BridgeInspectTM Collector.

C.5.4 UPDATE AND
SYNCHRONIZATION
Chapter C
Unless there is a major change to the core software, there is no need to go through the entire
installation process. Simply download any updates directly from the application.
When and why do I update the Laptop Version?

The laptop version is a snapshot of the online database and any of those reports you have
permissions to access. As data and code is changed it is important that users have the most
up to date information so that a quality inspection can be performed.
InspectTech recommends Laptop users Update at a minimum of once a week. This process
updates any code, script, and application changes; it may take 2-10 minutes depending on
the amount of data transferred.
When and why do I synchronize the Laptop Version?

As previously noted, the laptop version is a snapshot of the online database. If assets values
and any of the assets report values change online then the laptop must be synchronized to
capture those changes. If assets values and any of the assets report values change on the
laptop then the laptop must be synchronized to send those changes online.
InspectTech recommends Laptop users Synchronize their laptop version once a day or as
often as a stable Internet connection is established. This process updates report values as
well as asset values; it may take 5-30 minutes depending on the amount of data transferred.
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Chapter C
If you receive an error when trying to synchronize, follow these steps:

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
Click on the Start menu, then click Control Panel.

Click on Administrative Tools.
Click on Services.
Double click on Distributed Transaction Coordinator.
In the General tab, be sure that the Startup Type is selected as Automatic.
Then click on the Start menu again.
Click Run.
In Open, enter: cmd
Click OK.
An MSDOS prompt screen with then open. Enter: msdtc -install
Press the Enter key. Next enter: net start msdtc
Press the Enter key.
When and why do I Reset from the Update menu?

The reset options from the update menu are much longer processes than the
synchronization and update. This is caused by the amount of data transferred.
The Reset Program Data gets any database files (including code, scripts, and actual files)
needed to run the application. This also resets all non-report data including manual pages
located on the Right Hand Sidebar. This process may take 30 minutes or more to run.
The Reset Program Data with Current Values does the same as Reset Program Data yet
includes a step where it reset all current values from the online server.
InspectTech recommends Laptop users do not use these options unless it has been
recommended by a system administrator or an InspectTech operative.
C.5.5 MOVE A REPORT

FROM THE LAPTOP
VERSION TO THE
ONLINE VERSION
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Find the correct report and click on the Hammer/Wrench icon that is on the right hand side.
Choose the Upload Report action by clicking the bullet next to it.

Inspection Program
ogram Manual
Chapter D
C ORD IN G AND
O DING G U I DE
TABLE OF CONTENTS
D.1 OVERVIEW ........................................................................................................................................1
D.2 ABBREVIATIONS..............................................................................................................................1
D.3 MNDOT STRUCTURE INVENTORY REPORT ITEMS ..................................................................... 2
D.4 NBI ITEMS .........................................................................................................................................9
D.5 MNDOT STRUCTURE INVENTORY REPORT FORM (SAMPLE) ................................................. 12
D.6 MNDOT INVENTORY DATA ENTRY IN SIMS................................................................................ 13
D.7 MNDOT STRUCTURE INVENTORY REPORT ............................................................................... 14
D.7.1 GENERAL INFORMATION .....................................................................................................14
D.7.1.1 Bridge ID ....................................................................................................................14
D.7.1.1.1 Current Bridge Numbering System ............................................................ 14
D.7.1.1.2 Past Bridge Numbering System ................................................................. 15
D.7.1.2 Facility Carried By Structure ......................................................................................15
D.7.1.3 Feature Intersected ....................................................................................................15
D.7.1.4 Bridge Name ..............................................................................................................15
D.7.1.5 Agency Bridge Number ..............................................................................................15
D.7.1.6 State/Region ..............................................................................................................16
D.7.1.7 District ........................................................................................................................17
D.7.1.8 County .......................................................................................................................18
D.7.1.9 Place Code ................................................................................................................20
D.7.1.10 Descriptive Location ................................................................................................20
D.7.1.11 Latitude ....................................................................................................................20
D.7.1.12 Longitude .................................................................................................................21
D.7.1.13 Custodian .................................................................................................................21
D.7.1.14 Owner ......................................................................................................................22
D.7.1.15 Year Built .................................................................................................................22
D.7.1.16 Historic Significance ................................................................................................22
D.7.1.17 Border Bridge ...........................................................................................................23
D.7.1.17.1 Border State Region ................................................................................ 23
D.7.1.17.2 Border State Percentage ......................................................................... 23
D.7.1.18 Border Bridge Structure Number .............................................................................23
D.7.1.19 Year Reconstructed .................................................................................................24
D.7.1.20 Township .................................................................................................................24
D.7.1.21 Builder ID .................................................................................................................24
D.7.1.22 Bridge Crew Number ...............................................................................................25
D.7.1.23 Maintenance Area ....................................................................................................26
D.7.1.24 Section, Township, Range .......................................................................................27
D.7.1.25 BMU Agreement Number ........................................................................................28
D.7.1.26 MN Year Reconstructed ..........................................................................................28
D.7.1.27 Bridge Plan Location ................................................................................................28
D.7.1.28 City...........................................................................................................................28
D.7.1.29 Replacement Structure ............................................................................................28
D.7.1.30 UTM-X .....................................................................................................................28
D.7.1.31 UTM-Y .....................................................................................................................28
D-I
D.7.1.32 Railroad Abandoned Date .......................................................................................29

D.7.1.33 Date Opened to Traffic ............................................................................................29
D.7.1.34 Legislative District ....................................................................................................29
D.7.1.35 On-Off System .........................................................................................................29
D.7.1.36 Maintenance Agreement ..........................................................................................29
D.7.2 STRUCTURE INFORMATION ................................................................................................30
D.7.2.1 Total Lanes Under Structure ......................................................................................30
D.7.2.2 Bridge Median Type ...................................................................................................30
D.7.2.3 Skew Angle ................................................................................................................30
D.7.2.4 Direction of Skew .......................................................................................................31
D.7.2.5 Structure Flared .........................................................................................................31
D.7.2.6 Service On Bridge ......................................................................................................32
D.7.2.7 Service Under Bridge .................................................................................................32
D.7.2.8 Main Span Type (Material) ........................................................................................33
D.7.2.9 Main Span Type (Design) ..........................................................................................33
D.7.2.10 Approach Span Type (Material) ...............................................................................34
D.7.2.11 Approach Span Type (Design) ................................................................................34
D.7.2.12 Number of Main Spans ............................................................................................34
D.7.2.13 Number of Approach Spans ....................................................................................34
D.7.2.14 Total Number of Spans ............................................................................................34
D.7.2.15 Max Span Length .....................................................................................................34
D.7.2.16 Structure Length ......................................................................................................35
D.7.2.17 Curb or Sidewalk Width L/R ..................................................................................37
D.7.2.18 Deck Width ..............................................................................................................39
D.7.2.19 Parallel Structure Designation .................................................................................39
D.7.2.20 Temporary Status ....................................................................................................40
D.7.2.21 Deck Material ...........................................................................................................41
D.7.2.22 Wearing Surface Type .............................................................................................41
D.7.2.23 Deck Membrane Type .............................................................................................42
D.7.2.24 Deck Rebar Protection .............................................................................................43
D.7.2.25 NBIS Bridge Length .................................................................................................44
D.7.2.26 Cantilever ID ............................................................................................................44
D.7.2.27 Culvert Type ............................................................................................................45
D.7.2.28 Culvert Barrel Length ...............................................................................................46
D.7.2.29 Wearing Surface Installation Year ...........................................................................46
D.7.2.30 Deck Rebar Installation Year ...................................................................................46
D.7.2.31 Abutment Foundation Material .................................................................................47
D.7.2.32 Abutment Foundation Type .....................................................................................47
D.7.2.33 Pier Foundation Material ..........................................................................................49
D.7.2.34 Pier Foundation Type ..............................................................................................49
D.7.2.35 Wearing Course/Fill Depth .......................................................................................50
D.7.2.36 MN Actual Fill Depth ................................................................................................50
D.7.2.37 Roadway Area (Curb-to-Curb) .................................................................................50
D.7.2.38 Curb Height (Lt and Rt) ............................................................................................51
D.7.2.39 Railing Codes (Lt and Rt) ........................................................................................51
D.7.2.40 Curved Bridge ..........................................................................................................68
D.7.2.41 Bifurcated.................................................................................................................68
D.7.2.42 Radial Supports .......................................................................................................68
D-II
D.7.2.43 Two-Girder Bridge ...................................................................................................68

D.7.2.44 Degree of Curvature ................................................................................................68
D.7.2.45 Beam Type (Main Span) ..........................................................................................68
D.7.2.46 Beam Height (Main Span) .......................................................................................68
D.7.2.47 Redundant Railroad Bridge .....................................................................................69
D.7.2.48 Railroad Vertical Underclearance ............................................................................69
D.7.2.49 Bird Nests ................................................................................................................69
D.7.2.50 Median On Structure ................................................................................................69
D.7.2.51 Pedestrian Fencing ..................................................................................................69
D.7.2.52 MN Main Span Material ...........................................................................................70
D.7.2.53 MN Main Span Design .............................................................................................71
D.7.2.54 Main Span Detail Definition .....................................................................................73
D.7.2.55 MN Approach Span Material ....................................................................................74
D.7.2.56 MN Approach Span Design .....................................................................................74
D.7.2.57 Approach Span Detail Definition ..............................................................................74
D.7.2.58 Total Length .............................................................................................................74
D.7.2.59 Deck Area (Out-to-Out) ............................................................................................74
D.7.2.60 MN Temporary Status ..............................................................................................75
D.7.2.61 Field Connection ID .................................................................................................75
D.7.2.62 Hybrid Girder ...........................................................................................................76
D.7.2.63 Multiple Steel Grades ..............................................................................................76
D.7.2.64 Steel Specification ...................................................................................................76
D.7.2.65 Steel Yield Stress 1 .................................................................................................76
D.7.2.66 Steel Yield Stress 2 .................................................................................................76
D.7.2.67 Girder Connection Type ...........................................................................................76
D.7.2.68 Girder Depth (Main Span) ........................................................................................77
D.7.2.69 Girder Depth (Approach Span) ................................................................................77
D.7.2.70 Girder Depth Type (Main Span) ...............................................................................77
D.7.2.71 Number of Beam Lines (Main Span) .......................................................................77
D.7.2.72 Number of Beam Lines (Approach Span) ................................................................77
D.7.2.73 Ornamental Metal Railing ........................................................................................77
D.7.2.74 Metal Traffic Railing .................................................................................................77
D.7.2.75 Design Specification Year ........................................................................................77
D.7.3 INSPECTION INFORMATION ................................................................................................78
D.7.3.1 Status.........................................................................................................................78
D.7.3.2 Routine Inspection Date ............................................................................................79
D.7.3.3 Routine Inspection Frequency ...................................................................................79
D.7.3.4 Pier or Abutment Protection .......................................................................................81
D.7.3.5 Inspector Name .........................................................................................................81
D.7.3.6 Userkey ......................................................................................................................82
D.7.3.7 Deficient Status ..........................................................................................................82
D.7.3.7.1 Unofficial Structurally Deficient .................................................................. 83
D.7.3.7.2 Unofficial Functionally Obsolete................................................................. 84
D.7.3.8 Unofficial Sufficiency Rating ......................................................................................85
D.7.3.9 Fracture Critical Inspection ........................................................................................86
D.7.3.10 Underwater Inspection .............................................................................................87
D.7.3.11 Pinned Assembly Inspection ....................................................................................88
D.7.3.12 Special Feature ........................................................................................................88
D-III
D.7.4 NBI CONDITION RATINGS ....................................................................................................89

D.7.4.1 Deck Condition Code .................................................................................................89
D.7.4.2 Unsound Deck Percentage ........................................................................................91
D.7.4.3 Superstructure Condition Code .................................................................................92
D.7.4.4 Substructure Condition Code .....................................................................................94
D.7.4.5 Channel & Channel Protection Condition Code .........................................................95
D.7.4.6 Culvert Condition Code ..............................................................................................97
D.7.5 NBI APPRAISAL RATINGS ....................................................................................................98
D.7.5.1 Safety Features .........................................................................................................99
D.7.5.2 Bridge Railing ..........................................................................................................100
D.7.5.3 Guardrail Requirements ...........................................................................................101
D.7.5.3.1 For Bridges ..............................................................................................101
D.7.5.3.2 For Culverts .............................................................................................102
D.7.5.4 Railing Transitions ...................................................................................................104
D.7.5.4.1 Guardrail Transition Checklist .................................................................. 105
D.7.5.4.2 Guardrail Transition Details ..................................................................... 105
D.7.5.5 Approach Guardrail ..................................................................................................110
D.7.5.5.1 Bridge Approach Guardrail Layouts & Length Requirements .................. 111
D.7.5.5.2 Structural Plate-Beam (W-Beam) Guardrail .......................................... 112
D.7.5.6 Approach Guardrail Ends ........................................................................................114
D.7.5.6.1 Twisted End Treatments .......................................................................... 115
D.7.5.6.2 Guardrail Terminals and Crash Cushions (Selection Flow Chart) ........... 116
D.7.5.6.3 Guardrail Terminals and Crash Cushions (Identification Table) .............. 118
D.7.5.7 Structural Evaluation ................................................................................................126
D.7.5.8 Deck Geometry ........................................................................................................128
D.7.5.9 Undeclearances .......................................................................................................132
D.7.5.10 Waterway Adequacy ..............................................................................................134
D.7.5.11 Approach Alignment ..............................................................................................136
D.7.6 LOAD RATINGS ...................................................................................................................138
D.7.6.1 Design Loading ........................................................................................................138
D.7.6.2 Method Used to Determine Operating Rating ..........................................................139
D.7.6.3 Operating Rating ......................................................................................................140
D.7.6.4 Method Used to Determine Inventory Rating ...........................................................140
D.7.6.5 Inventory Rating .......................................................................................................140
D.7.6.6 Bridge Posting .........................................................................................................141
D.7.6.7 MN Operating Rating Type ......................................................................................142
D.7.6.8 MN Operating Rating ...............................................................................................142
D.7.6.9 MN Inventory Rating Type .......................................................................................142
D.7.6.10 MN Inventory Rating ..............................................................................................143
D.7.6.11 Posting ...................................................................................................................143
D.7.6.12 Rating Date ............................................................................................................145
D.7.6.13 Raters Initials ........................................................................................................145
D.7.6.14 MnDOT Permit Codes ...........................................................................................146
D.7.6.14.1 Permit Code A .......................................................................................146
D.7.6.14.2 Permit Code B .......................................................................................147
D.7.6.14.3 Permit Code C .......................................................................................147
D.7.6.15 Load Rating Review Date ......................................................................................147
D.7.6.16 Load Rating Review Notes ....................................................................................147
D.7.7 PAINT SYSTEM INFORMATION ..........................................................................................148
D-IV
D.7.7.1 Year Painted ............................................................................................................148

D.7.7.2 Unsound Paint Percentage ......................................................................................148
D.7.7.3 Painted Area ............................................................................................................148
D.7.7.4 Primer Type .............................................................................................................149
D.7.7.5 Finish Type ..............................................................................................................150
D.7.7.5.1 Paint Specifications..................................................................................151
D.7.7.5.2 Paint Proportion .......................................................................................151
D.7.8 CLEARANCE AND SIGNS ...................................................................................................152
D.7.8.1 Vertical Clearance Over Bridge Roadway ...............................................................152
D.7.8.2 Vertical Reference and Clearance ...........................................................................152
D.7.8.3 Lateral Reference and Clearance on Right .............................................................154
D.7.8.4 Minimum Lateral Underclearance on Left ................................................................155
D.7.8.5 Posted Load .............................................................................................................156
D.7.8.6 Traffic Sign...............................................................................................................158
D.7.8.7 Horizontal Clearance Sign .......................................................................................159
D.7.8.8 Vertical Clearance Sign ...........................................................................................160
D.7.8.9 Railroad Lateral Underclearance .............................................................................161
D.7.9 WATERWAY DATA ..............................................................................................................162
D.7.9.1 Navigation Control ...................................................................................................162
D.7.9.2 Navigation Vertical Clearance .................................................................................162
D.7.9.3 Navigation Horizontal Clearance .............................................................................162
D.7.9.4 Scour Critical Bridges ..............................................................................................163
D.7.9.5 Navigation Vertical Lift Clearance ............................................................................165
D.7.9.6 Drainage Area ..........................................................................................................165
D.7.9.7 Waterway Opening ..................................................................................................165
D.7.9.8 MN Scour Code .......................................................................................................165
D.7.9.9 Scour Evaluation Year .............................................................................................165
D.7.9.10 Scour Action Plan On File ......................................................................................165
D.7.10 STEEL FATIGUE DATA ......................................................................................................166
D.7.10.1 Steel Fatigue Detail Ranking .................................................................................166
D.7.10.2 Transverse Stiffener Web Gap ..............................................................................167
D.7.10.3 Insufficient Cope Radius ........................................................................................170
D.7.10.4 Partial Length Cover Plate .....................................................................................173
D.7.10.5 Shelf Plate Welded to Girder Web .........................................................................176
D.7.10.6 Stringer of Truss Floorbeam Bracket .....................................................................178
D.7.10.7 Welded Horizontal Stiffener ...................................................................................181
D.7.10.8 Haunch Insert ........................................................................................................184
D.7.10.9 Web Penetration ....................................................................................................186
D.7.10.10 Plug Welded Misplaced Hole ...............................................................................188
D.7.10.11 Field Welded Splice .............................................................................................191
D.7.10.12 Pin and Eyebar Truss or Pin and Hanger ............................................................192
D.7.10.13 Lateral Bracing to Girder Bottom Flange .............................................................195
D.7.10.14 Cantilever Floorbeam Bracket .............................................................................196
D.7.10.15 Backing Bar .........................................................................................................198
D.7.10.16 Intermittent Weld ..................................................................................................200
D.7.10.17 Tack Weld ............................................................................................................202
D.7.10.18 Tied Arch Floorbeam ...........................................................................................204
D.7.10.19 T1 Steel (A514) ....................................................................................................205
D-V
D.7.11 ROADWAY INFORMATION [ON] .......................................................................................206

D.7.11.1 Roadway Over/Under ............................................................................................206
D.7.11.2 Route Type (Route Signing Prefix) ........................................................................207
D.7.11.3 Level of Service .....................................................................................................207
D.7.11.4 Route Number .......................................................................................................207
D.7.11.5 Directional Suffix ....................................................................................................207
D.7.11.6 Critical Facility........................................................................................................207
D.7.11.7 Vertical Clearance .................................................................................................208
D.7.11.8 Vertical Clearance, NB-EB ....................................................................................208
D.7.11.9 Vertical Clearance, SB-WB ....................................................................................208
D.7.11.10 Mile Point .............................................................................................................208
D.7.11.11 Base Highway Network ........................................................................................209
D.7.11.12 LRS Inventory Route and Subroute Number .......................................................209
D.7.11.13 Detour Length ......................................................................................................210
D.7.11.14 Toll Facility ...........................................................................................................210
D.7.11.15 Functional Classification ......................................................................................211
D.7.11.16 Lanes On the Bridge ............................................................................................211
D.7.11.17 Lanes Under the Bridge .......................................................................................211
D.7.11.18 Average Daily Traffic ...........................................................................................212
D.7.11.19 ADT Year .............................................................................................................212
D.7.11.20 Approach Roadway Width ...................................................................................212
D.7.11.21 Horizontal Clearance ...........................................................................................214
D.7.11.22 Horizontal Clearance, NB-EB ..............................................................................214
D.7.11.23 Horizontal Clearance, SB-WB .............................................................................215
D.7.11.24 Bridge Roadway Width ........................................................................................215
D.7.11.25 MnDOT Roadway Width ......................................................................................216
D.7.11.25.1 NB-EB ..................................................................................................216
D.7.11.25.2 SB-WB .................................................................................................216
D.7.11.26 Maximum Vertical Clearance Over Bridge Roadway, NB-EB ..............................216
D.7.11.27 Maximum Vertical Clearance Over Bridge Roadway, SB-WB .............................217
D.7.11.28 STRAHNET Highway Designation .......................................................................217
D.7.11.29 Direction of Traffic ................................................................................................217
D.7.11.30 National Highway System ....................................................................................218
D.7.11.31 Federal Lands Highways .....................................................................................218
D.7.11.32 Heavy Commercial Average Daily Traffic Percentage .........................................219
D.7.11.33 Truck Network ......................................................................................................219
D.7.11.34 Future Average Daily Traffic ................................................................................219
D.7.11.35 Future Average Daily Traffic Year .......................................................................219
D.7.11.36 Lateral Clearance Left .........................................................................................219
D.7.11.37 Lateral Clearance Right .......................................................................................219
D.7.11.38 Bridge Match ID (TIS) ..........................................................................................220
D.7.11.39 Median Width .......................................................................................................220
D.7.11.40 Traffic Sequence Number ....................................................................................220
D.7.11.41 Inter Reg Corridor ................................................................................................220
D.7.11.42 Control Section (TH Only) ....................................................................................220
D.7.11.43 Roadway Name or Description ............................................................................220
D.7.11.44 MN Roadway Class .............................................................................................221
D.7.11.45 Primary Road .......................................................................................................221
D-VI
D.7.11.46 Number of Medians .............................................................................................221

D.7.11.47 Bridge Route System ...........................................................................................222
D.7.11.48 Bridge Reference Point ........................................................................................222
D.7.11.49 MN Route System ................................................................................................222
D.7.11.50 MN Route Number ...............................................................................................223
D.7.11.51 MN Reference Point ............................................................................................224
D.7.11.52 High End (Incr. Ref. Point) ...................................................................................224
D.7.11.53 Low End (Incr. Ref. Point) ....................................................................................224
D.7.11.54 Direction (Incr. Ref. Point) ...................................................................................225
D.7.11.55 Interchange Element ............................................................................................225
D.7.11.56 2nd Roadway ........................................................................................................225
D.7.11.57 NBI Roadway .......................................................................................................225
D.7.12 IMPROVEMENT COST ESTIMATE....................................................................................226
D.7.12.1 Proposed Work and Proposed Work By ................................................................226
D.7.12.2 Improvement Cost- Proposed Structure Type .......................................................227
D.7.12.3 Improvement Length ..............................................................................................228
D.7.12.4 Improvement Width ................................................................................................229
D.7.12.5 Bridge Improvement Cost ......................................................................................229
D.7.12.6 Roadway Improvement Costs ................................................................................229
D.7.12.7 Total Improvment Cost ..........................................................................................229
D.7.12.8 Year of Improvement Cost Estimate ......................................................................230
D.7.12.9 Improvement Cost Estimating Method ...................................................................230
D.7.13 ROADWAY INFORMATION [OFF]] ....................................................................................230
D-VII
OCTOBER 2014
D.1 OVERVIEW
RECORDING AND CODING GUIDE
Chapter D
The Recording and Coding Guide Chapter of the MnDOT Bridge and Structure Inspection Program
Manual (BSIPM) is intended to provide detailed guidance of all
Inspector Note:
structure inventory data required to be documented for all
Text in this format
bridges by the State of Minnesota. An accurate bridge
inventory reporting system is essential to document bridge
conditions and to protect the publics safety and investment in
bridge structures.
The Federal Highway Association (FHWA) bridge inventory
items are outlined in numerical order in the Recording and
Coding Guide for the Structure Inventory and Appraisal of the Nations Bridges. FHWA bridge
inventory items referenced in this guide
BSIPM User Note:
will be referred to by their FHWA NBI
Item number. The National Bridge
Inventory (NBI) is the aggregation of
structure inventory and appraisal data
collected by each state to fulfill the
requirements of the National Bridge
Inspection Standards (NBIS).
The state of Minnesota first started a bridge inventory system in the 1930s long before FWHA
mandated a nationwide inventory system in 1971. As a result, the MnDOT bridge inventory
includes numerous items that differ from those in the FHWA Recording and Coding Guide for the
Structure Inventory and Appraisal of the Nations Bridges. Data Items that are applicable only to
MnDOT or have been modified by MnDOT will be labeled as a MnDOT item. Those items that are
reported to FHWA will be labeled as an NBI Item.
MnDOT is responsible for maintaining the inventory database for the NBI as well as the MnDOT
inventory Items.
All items on the MnDOT Structure Inventory Report should be checked during routine bridge
inspections and any required changes or updates should be submitted to the Bridge Asset Data
Management Unit (BADMU). Requested changes can be given to the contacts listed under the
BADMU listed in the Introduction section of the BSIPM.
This guide was created by the MnDOT Bridge Office and is intended to assist MnDOT, FHWA, local
agencies and engineering consultants to understand, update and complete a bridge inventory
report. A PDF version can be downloaded online on the MnDOT Bridge Office Website
http://www.dot.state.mn.us/bridge/ - it is listed under Manuals. For questions, comments, or
concerns, please contact Pete Wilson at (651) 366-4574, via email at pete.wilson@state.mn.us.
Or contact Eric Evens at (651) 366-4570, via email at eric.evens@state.mn.us.
D.2 ABBREVIATIONS
D-1
The abbreviations and acronyms for Chapter D - Recording and Coding Guide are located in the
OCTOBER 2014
D.3 MNDOT
STRUCTURE
INVENTORY REPORT
ITEMS
D-2
Chapter D
The following table lists all of the MnDOT Structure Inventory Report Items in order of
appearance on the SIA One Column found in SIMS. The items are listed along with the section
and page number in this guide. Number in front of description represent NBI item numbers.
ITEM NAME
SECTION NUMBER
PAGE
NUMBER
Bridge ID
7. Facility Carried By Structure
6A. Feature Instersected
Bridge Name
Agency Bridge Number
1. State/Region
2. District
3. County
4. Place Code
9. Descriptive Location
16. Latitude
17. Longitude
21. Custodian/Maintenance Responsibility
22. Owner
27. Year Built
37. Historic Significance
98. Border State
98A. Border State Region
98B. Border State Percentage
99. Border State Bridge Number
106. FHWA Year Reconstructed
Township
Builder ID
Bridge Crew Number
Maintenance Area
Section, Township, Range
BMU Agreement Number
MN Year Reconstructed
Bridge Plan Location
City
Replacement Structure
UTM-X
UTM-Y
Railroad Abandoned Date
Date Opened to Traffic
Legislative District
On Off System
Maintenance Agreement
28B. Total Lanes Under Structure
D.7.1.1
D.7.1.2
D.7.1.3
D.7.1.4
D.7.1.5
D.7.1.6
D.7.1.7
D.7.1.8
D.7.1.9
D.7.1.10
D.7.1.11
D.7.1.12
D.7.1.13
D.7.1.14
D.7.1.15
D.7.1.16
D.7.1.17
D.7.1.17.1
D.7.1.17.2
D.7.1.18
D.7.1.19
D.7.1.20
D.7.1.21
D.7.1.22
D.7.1.23
D.7.1.24
D.7.1.25
D.7.1.26
D.7.1.27
D.7.1.28
D.7.1.29
D.7.1.30
D.7.1.31
D.7.1.32
D.7.1.33
D.7.1.34
D.7.1.35
D.7.1.36
D.7.2.1
14
15
15
15
15
16
17
18
20
20
20
21
21
22
22
22
23
23
23
23
24
24
24
25
26
27
28
28
28
28
28
28
28
29
29
29
29
29
30
OCTOBER 2014
D-3
Chapter D
ITEM NAME
SECTION LOCATION
PAGE
NUMBER
33. Bridge Median Type

34. Skew Angle
Direction of Skew
35. Structure Flared
42A. Service On Bridge
42B. Service Under Bridge
43A. Main Span Type (Material)
43B. Main Span Type (Design)
44A. Approach Span Type (Material)
44B. Approach Span Type (Design)
45. Number of Main Spans
46. Number of Approach Spans
Total Number of Spans
48. Max Span Length
49. Structure Length
Sidewalk Width (50A. Lt. and 50B. Rt.)
52. Deck Width (Out-to-Out)
101. Parallel Structure
103. Temporary Structure
107. Deck Material
108A. Wearing Surface Type
108B. Deck Membrane Type
108C. Deck Rebar Protection
112. NBIS Bridge Length
Cantilever ID
Culvert Type
Barrel Length
Wearing Surface Installation Year
Deck Rebar Installation Year
Abutment Foundation Material
Abutment Foundation Type
Pier Foundation Material
Pier Foundation Type
Wear Course/Fill Depth
MN Actual Fill Depth
Roadway Area (Curb-to-Curb)
Curb Height (Lt and Rt)
Rail Type (Lt and Rt)
Curved Bridge
Bifurcated
Radial Supports
Two-Girder Bridge
D.7.2.2
D.7.2.3
D.7.2.4
D.7.2.5
D.7.2.6
D.7.2.7
D.7.2.8
D.7.2.9
D.7.2.10
D.7.2.11
D.7.2.12
D.7.2.13
D.7.2.14
D.7.2.15
D.7.2.16
D.7.2.17
D.7.2.18
D.7.2.19
D.7.2.20
D.7.2.21
D.7.2.22
D.7.2.23
D.7.2.24
D.7.2.25
D.7.2.26
D.7.2.27
D.7.2.28
D.7.2.29
D.7.2.30
D.7.2.31
D.7.2.32
D.7.2.33
D.7.2.34
D.7.2.35
D.7.2.36
D.7.2.37
D.7.2.38
D.7.2.39
D.7.2.40
D.7.2.41
D.7.2.42
D.7.2.43
30
30
31
31
32
32
33
33
34
34
34
34
34
34
35
37
39
39
40
41
41
42
43
44
44
45
46
46
46
47
47
49
49
50
50
50
51
51
68
68
68
68
OCTOBER 2014
D-4
Chapter D
ITEM NAME
SECTION LOCATION
PAGE
NUMBER
Degree of Curvature
Beam Type (Main Span)
Beam Height (Main Span)
Redundant RR Bridge
RR Vertical Underclearance
Bird Nests
Median on Structure
Pedestrian Fencing
MN Main Span Material
MN Main Span Design
Main Span Detail Definition
MN Approach Span Material
MN Approach Span Design
Approach Span Detail Definition
Total Length
Deck Area (Out-to-Out)
MN Temporary Status
Field Connection ID
Hybrid Girder
Multiple Steel Grades
Steel Specification
Steel Yield Stress 1
Steel Yield Stress 2
Girder Connection Type
Girder Depth (Main Span)
Girder Depth (Approach Span)
Girder Depth Type (Main Span)
Number of Beam Lines (Main Span)
Number of Beam Lines (Approach Span)
Ornamental Metal Railing
Metal Traffic Railing
Design Specification Year
41. Status
Routine Inspection Date
91. Routine Inspection Frequency
111. Pier or Abutment Protection
Inspector Name
Userkey
Unofficial Structurally Deficient
Unofficial Functionally Obsolete
Unofficial Sufficiency Rating
D.7.2.44
D.7.2.45
D.7.2.46
D.7.2.47
D.7.2.48
D.7.2.49
D.7.2.50
D.7.2.51
D.7.2.52
D.7.2.53
D.7.2.54
D.7.2.55
D.7.2.56
D.7.2.57
D.7.2.58
D.7.2.59
D.7.2.60
D.7.2.61
D.7.2.62
D.7.2.63
D.7.2.64
D.7.2.65
D.7.2.66
D.7.2.67
D.7.2.68
D.7.2.69
D.7.2.70
D.7.2.71
D.7.2.72
D.7.2.73
D.7.2.74
D.7.2.75
D.7.3.1
D.7.3.2
D.7.3.3
D.7.3.4
D.7.3.5
D.7.3.6
D.7.3.7.1
D.7.3.7.2
D.7.3.8
68
68
68
69
69
69
69
69
70
70
73
74
74
74
74
74
75
75
76
76
76
76
76
76
77
77
77
77
77
77
77
77
78
79
79
81
81
82
83
84
85
OCTOBER 2014
D-5
Chapter D
ITEM NAME
SECTION LOCATION
PAGE
NUMBER
Fracture Critical Inspection

Underwater Inspection
Pinned Assembly Inspection
Special Feature
Deck Condition Code
Unsound Deck Percentage
Superstructure Condition Code
Substructure Condition Code
Channel and Channel Protection Condition
Culvert Condition Code
36A. Bridge Railings
36B. Railing Transitions
36C. Approach Guardrail
36D. Approach Guardrail Ends
67. Structure Evaluation
68. Deck Geometry
69. Underclearances
71. Waterway Adequacy
72. Approach Alignment
31. Design Load
63. Method Used to Determine Operating Rating
64. Operating Rating
65. Method Used to Determine Inventory Rating
66. Inventory Rating
70. Bridge Posting
MN Operating Rating Type
MN Operating Rating
MN Inventory Rating type
MN Inventory Rating
Posting
Rating Date
Raters Initials
MnDOT Permit Codes
Load Rating Review Date
Load Rating Review Notes
Year Painted
Unsound Paint Percentage
Painted Area
Primer Type
Finish Type
Paint Specification
Paint Proportion
53. Vertical Clearance (Over)
D.7.3.9
D.7.3.10
D.7.3.11
D.7.3.12
D.7.4.1
D.7.4.2
D.7.4.3
D.7.4.4
D.7.4.5
D.7.4.6
D.7.5.2
D.7.5.4
D.7.5.5
D.7.5.6
D.7.5.7
D.7.5.8
D.7.5.9
D.7.5.10
D.7.5.11
D.7.6.1
D.7.6.2
D.7.6.3
D.7.6.4
D.7.6.5
D.7.6.6
D.7.6.7
D.7.6.8
D.7.6.9
D.7.6.10
D.7.6.11
D.7.6.12
D.7.6.13
D.7.6.14
D.7.6.15
D.7.6.16
D.7.7.1
D.7.7.2
D.7.7.3
D.7.7.4
D.7.7.5
D.7.7.5.1
D.7.7.5.2
D.7.8.1
86
87
88
88
89
91
92
94
95
97
100
104
110
114
126
128
132
134
136
138
139
140
140
140
141
142
142
142
143
143
145
145
146
147
147
148
148
148
149
150
151
151
152
OCTOBER 2014
D-6
Chapter D
ITEM NAME
SECTION LOCATION
PAGE
NUMBER
54A. Vertical Reference (Under)

54B. Vertical Clearance (Under)
55A. Lateral Reference (Under)
55B. Lateral Clearance (Right)
56. Lateral Clearance (Left)
Load Posting Sign
Traffic Sign
Horizontal Clearance Sign
Vertical Clearance Sign
Railroad Lateral Underclearance
38. Navigation Control
Navigational Vertical Clearance
Navigational Horizontal Clearance
113. Scour Critical
116. Navigational Vertical Lift Bridge Clearance
Drainage Area
Waterway Opening
MN Scour Code
Scour Evaluation Year
Scour Action Plan on File
Steel Fatigue Detail Ranking
Transverse Stiffener Web Gap
Insufficient Cope Radius
Partial Length Cover Plate
Shelf Plate Welded to Girder Web
Stringer of truss Floorbeam Bracket
Welded Horizontal Stiffener
Haunch Insert
Web Penetration
Plug Welded Misplaced Hole
Field Welded Splice
Pin and Eyebar Truss or Pin and Hanger
Lateral Bracing to Girder Bottom Flange
Cantilever Floorbeam Bracket
Backing Bar
Intermittent Weld
Tack Weld
Tied Arch Floorbeam
T1 Steel (A514)
5A. Roadway On/Under
5B. Route Type (Route Signing Prefix)
5C. Level of Service
5D. Route Number
D.7.8.2
D.7.8.2
D.7.8.3
D.7.8.3
D.7.8.4
D.7.8.5
D.7.8.6
D.7.8.7
D.7.8.8
D.7.8.9
D.7.9.1
D.7.9.2
D.7.9.3
D.7.9.4
D.7.9.5
D.7.9.6
D.7.9.7
D.7.9.8
D.7.9.9
D.7.9.10
D.7.10.1
D.7.10.2
D.7.10.3
D.7.10.4
D.7.10.5
D.7.10.6
D.7.10.7
D.7.10.8
D.7.10.9
D.7.10.10
D.7.10.11
D.7.10.12
D.7.10.13
D.7.10.14
D.7.10.15
D.7.10.16
D.7.10.17
D.7.10.18
D.7.10.19
D.7.11.1
D.7.11.2
D.7.11.3
D.7.11.4
152
152
154
154
155
156
158
159
160
161
162
162
162
163
165
165
165
165
165
165
166
167
170
173
176
178
181
184
186
188
191
192
195
196
198
200
202
204
205
206
207
207
207
OCTOBER 2014
D-7
Chapter D
ITEM NAME
SECTION LOCATION
PAGE
NUMBER
5E. Directional Suffix

6B. Critical Facility
10. Vertical Clearance
MnDOT Vertical Clearance
11. Mile Point
12. Base Network
13A. LRS Route
13B. LRS Subroute
19. Detour Length
20. Toll Facility
26. Functional Classification
28A. Lanes On
28B. Lanes Under
29. ADT
30. ADT Year
32. Approach Roadway Width
47. Horizontal Clearance
MnDOT Horizontal Clearance
51. Bridge Roadway Width
MnDOT Roadway Width
MnDOT Maximum Vertical Clearance
100. STRAHNET
102. Direction of Traffic
104. National Highway System
105. Federal Lands Highway
109. Truck Percentage
110. Truck Network
114. Future ADT
115. Future ADT Year
MnDOT Lateral Clearance Left
MnDOT Lateral Clearance Right
Bridge Match ID (TIS)
Median Width
Traffic Sequence Number
Inter Reg Corridor
Control Section (TH Only)
Roadway Name or Description
MN Roadway Class
Primary Road
Number of Medians
Bridge Route System
Bridge Reference Point
MN Route System
D.7.11.5
D.7.11.6
D.7.11.7
D.7.11.8 and D.7.11.9
D.7.11.10
D.7.11.11
D.7.11.12
D.7.11.12
D.7.11.13
D.7.11.14
D.7.11.15
D.7.11.16
D.7.11.17
D.7.11.18
D.7.11.19
D.7.11.20
D.7.11.21
D.7.11.22 and D.7.11.23
D.7.11.24
D.7.11.25
D.7.11.26 and D.7.11.27
D.7.11.28
D.7.11.29
D.7.11.30
D.7.11.31
D.7.11.32
D.7.11.33
D.7.11.34
D.7.11.35
D.7.11.36
D.7.11.37
D.7.11.38
D.7.11.39
D.7.11.40
D.7.11.41
D.7.11.42
D.7.11.43
D.7.11.44
D.7.11.45
D.7.11.46
D.7.11.47
D.7.11.48
D.7.11.49
207
207
208
208
208
209
209
209
210
210
211
211
211
212
212
212
214
214 and 215
215
216
216 and 217
217
217
218
218
219
219
219
219
219
219
220
220
220
220
220
220
221
221
221
222
222
222
OCTOBER 2014
D-8
Chapter D
ITEM NAME
SECTION LOCATION
PAGE
NUMBER
MN Route Number
MN Reference Point
High End (Incr. Ref. Point)
Low End (Decr. Ref. Point)
Direction (Incr. Ref. Point)
Interchange Element
MN Route System (2nd Roadway)
MN Route Number (2nd Roadway)
Reference Point (2nd Roadway)
High End (Incr. Ref. Point, 2nd Roadway)
Low End (Decr. Ref. Point, 2nd Roadway)
Direction (Incr. Ref. Point, 2nd Roadway)
Interchange Element (2nd Roadway)
NBI Roadway
Proposed Work
Proposed Work By
Proposed Structure Type
Improvement Length
Improvement Width
Bridge Improvement Cost
Roadway Improvement Cost
Total Improvement Cost
Year of Improvement Cost Estimate
Improvement Cost Estimate Method
D.7.11.50
D.7.11.51
D.7.11.52
D.7.11.53
D.7.11.54
D.7.11.55
D.7.11.49
D.7.11.50
D.7.11.51
D.7.11.52
D.7.11.53
D.7.11.54
D.7.11.55
D.7.11.57
D.7.12.1
D.7.12.1
D.7.12.2
D.7.12.3
D.7.12.4
D.7.12.5
D.7.12.6
D.7.12.7
D.7.12.8
D.7.12.9
223
224
224
224
225
225
222
223
224
224
224
225
225
225
226
226
227
228
229
229
229
229
230
230
OCTOBER 2014
D.4 NBI ITEMS
D-9
Chapter D
The following table lists all of the FHWA NBI Items in sequential order. The item number and
name are listed along with the section and page number in this guide that describing that item.
All the NBI data items are submitted in accordance with the FHWA Recording and Coding Guide
for the Structure Inventory and Appraisal of the Nations Bridges, December 1995. A copy of the
guide is available at http://www.fhwa.dot.gov/bridge/bripub.htm. This data is submitted to
FHWA on an annual basis by April 1st containing the most current inventory and inspection data
on highway bridges carrying public roads.
ITEM
NO.
ITEM NAME
SECTION
LOCATION
PAGE
NUMBER
1
2
3
4
5A
5B
5C
5D
5E
6A
6B
7
8
9
10
11
12
13A
13B
16
17
19
20
21
22
26
27
28A
28B
29
30
31
32
33
34
35
State Code
Highway Agency District
County (Parish) Code
Place Code
Record Type
Route Signing Prefix
Designated Level of Service
Route Number
Directional Suffix
Features Intersected
Critical Facility Indicator
Facility Carried By Structure
Structure Number
Location
Inventory Route, Min Vert Clearance
Mile Point
Base Highway Network
LRS Inventory Route
Subroute Number
Latitude
Longitude
Bypass/Detour Length
Toll
Maintenance Responsibility
Owner
Functional Class Of Inventory Route
Year Built
Lanes On Structure
Lanes Under Structure
Year Of Average Daily Traffic
Design Load
Approach Roadway Width
Bridge Median
Skew
Structure Flared
D.7.1.6
D.7.1.7
D.7.1.8
D.7.1.9
D.7.11.1
D.7.11.2
D.7.11.3
D.7.11.4
D.7.11.5
D.7.1.3
D.7.11.6
D.7.1.2
D.7.1.1
D.7.1.10
D.7.11.7
D.7.11.10
D.7.11.11
D.7.11.12
D.7.11.12
D.7.1.11
D.7.1.12
D.7.11.13
D.7.11.14
D.7.1.13
D.7.1.14
D.7.11.15
D.7.1.14
D.7.11.16
D.7.2.1
D.7.11.18
D.7.11.19
D.7.6.1
D.7.11.20
D.7.2.2
D.7.2.3
D.7.2.5
16
17
18
20
206
207
207
207
207
15
207
15
14
20
208
208
209
209
209
20
21
210
210
21
22
211
22
211
30
212
212
138
212
30
30
31
OCTOBER 2014

ITEM
NO.
36
36A
36B
36C
36D
37
38
39
40
41
42A
42B
43A
43B
44A
44B
45
46
47
48
49
50A
50B
51
52
53
54A
54B
55A
55B
56
58
59
60
61
62
63
64
65
66
67
68
D-10
ITEM NAME
Traffic Safety Features
Bridge Railings
Transitions
Approach Guardrail
Approach Guardrail Ends
Historical Significance
Navigation Control
Navigation Vertical Clearance
Navigation Horizontal Clearance
Structure Open/Posted/Closed
Type of Service On Bridge
Type of Service Under Bridge
Main Span Kind of Material/Design
Main Span Type of Design/Construction
Approach Span Kind of Material/Design
Approach Span Type of Design/Construction
Number Of Spans In Main Unit
Number Of Approach Spans
Inventory Rte Total Horz Clearance
Length Of Maximum Span
Structure Length
Left Curb/Sidewalk Width
Right Curb/Sidewalk Width
Bridge Roadway Width Curb-To-Curb
Deck Width, Out-To-Out
Min Vert Clear Over Bridge Roadway
Reference Feature
Minimum Vertical Underclearance
Reference Feature
Minimum Lateral Underclearance
Min Lateral Underclear On Left
Deck
Superstructure
Substructure
Channel/Channel Protection
Culverts
Method Used To Determine Operating
Rating
Operating Rating
Method Used To Determine Inventory Rating
Inventory Rating
Structural Evaluation
Deck Geometry
Chapter D
SECTION
LOCATION
PAGE
NUMBER
D.7.5.1
D.7.5.2
D.7.5.4
D.7.5.5
D.7.5.6
D.7.1.16
D.7.9.1
D.7.9.2
D.7.9.3
D.7.3.1
D.7.2.6
D.7.2.7
D.7.2.8
D.7.2.9
D.7.2.10
D.7.2.11
D.7.2.12
D.7.2.13
D.7.11.21
D.7.2.15
D.7.2.16
D.7.2.17
D.7.2.17
D.7.11.24
D.7.2.18
D.7.8.1
D.7.8.2
D.7.8.2
D.7.8.3
D.7.8.3
D.7.8.4
D.7.4.1
D.7.4.3
D.7.4.4
D.7.4.5
D.7.4.6
D.7.6.2
99
100
104
110
114
22
162
162
162
78
32
32
33
33
34
34
34
34
214
34
35
37
37
215
39
152
152
152
154
154
155
89
92
94
95
97
139
D.7.6.3
D.7.6.4
D.7.6.5
D.7.5.7
D.7.5.8
140
140
140
126
128
OCTOBER 2014

ITEM
NO.
69
70
71
72
75A
75B
76
90
91
92A
92B
92C
93A
93B
93C
94
95
96
97
98
98A
98B
99
100
101
102
103
104
105
106
107
108A
108B
108C
109
110
111
112
113
114
115
116
D-11
ITEM NAME
Underclear, Vertical & Horizontal
Bridge Posting
Waterway Adequacy
Approach Roadway Alignment
Type of Work Proposed
Work Done By
Length Of Structure Improvement
Inspection Date
Designated Inspection Frequency
Fracture Critical Details
Underwater Inspection
Other Special Inspection
Fracture Critical Details Date
Underwater Inspection Date
Other Special Inspection Date
Bridge Improvement Cost
Roadway Improvement Cost
Total Project Cost
Year Of Improvement Cost Estimate
Border Bridge
Neighboring State Code
Percent Responsibility
Border Bridge Structure Number
STRAHNET Highway Designation
Parallel Structure Designation
Direction Of Traffic
Temporary Structure Designation
Highway System Of Inventory Route
Federal Lands Highways
Year Reconstructed
Deck Structure Type
Type of Wearing Surface
Type of Membrane
Deck Protection
Average Daily Truck Traffic
Designated National Network
Pier/Abutment Protection
NBIS Bridge Length
Scour Critical Bridges
Future Average Daily Traffic
Year Of Future Avg Daily Traffic
Minimum Navigation Vertical Clearance
Vertical Lift Bridge
Chapter D
SECTION
LOCATION
PAGE
NUMBER
D.7.5.9
D.7.6.6
D.7.5.10
D.7.5.11
D.7.12.1
D.7.12.1
D.7.12.3
D.7.3.2
D.7.3.3
D.7.3.9
D.7.3.10
D.7.3.11
D.7.3.9
D.7.3.10
D.7.3.11
D.7.12.5
D.7.12.6
D.7.12.7
D.7.12.8
D.7.1.17
D.7.1.17.1
D.7.1.17.2
D.7.1.18
D.7.11.28
D.7.2.19
D.7.11.29
D.7.2.20
D.7.11.30
D.7.11.31
D.7.1.19
D.7.2.21
D.7.2.22
D.7.2.23
D.7.2.24
D.7.11.32
D.7.11.33
D.7.3.4
D.7.2.25
D.7.9.4
D.7.11.34
D.7.11.35
D.7.9.5
132
141
134
136
226
226
228
79
79
86
87
88
86
87
88
229
229
229
230
23
23
23
23
217
39
217
40
218
218
24
41
41
42
43
219
219
81
44
163
219
219
165
OCTOBER 2014
D.5 MNDOT
STRUCTURE
INVENTORY REPORT
FORM (SAMPLE)
The following is an interactive example of MnDOTs Structure Inventory Report. Click on an

inventory item below to be directed to that items section. Current reports for each bridge are
available on MnDOTs website (http://www.dot.state.mn.us/bridge/bridgereports/index.html).
INVENTORY REPORT
Mn/DOT Structure Inventory Report
Facility Carried By Structure Over Feature Intersected
Bridge ID:
+ GENERAL +
+ ROADWAY +
Agency Br. No.

District
Maint. Area
County
City
Township
Desc. Loc.
Sect., Twp., Range
Latitude
Longitude
Custodian
Owner
Inspection By
BMU Agreement
Year Built
Year Fed Rehab
Year Remodeled
Temp
Plan Avail.
+ STRUCTURE +
Service On
Service Under
Main Span Type
Main Span Detail
Appr. Span Type
Appr. Span Detail
Skew
Culvert Type
Barrel Length
D-12
APPR:
Roadway Function
Roadway Type
Control Section (TH Only)
Ref. Point (TH Only)
Detour Length
Lanes
ADT (YEAR)
HCADT
Functional Class.
+ RDWY DIMENSIONS +
If Divided
NB-EB SB-WB
Roadway Width
Vertical Clearance
Max. Vert. Clear.
Horizontal Clear.
Lateral Clr. - Lt/Rt
Approach Roadway Width
Roadway Width
Median Width
+ MISC. BRIDGE DATA +
Structure Flared
Parallel Structure
Field Conn. ID
Cantilever ID
TOTAL:
Main Span Length

Structure Length
Deck Width
Deck Material
Wear Surf Type
Wear Surf Install Year
Wear Course/Fill Depth
Deck Membrane
Deck Protect.
Deck Install Year
Foundations
Abut.
Pier
Historic Status
On-Off System
+ PAINT +
Year Painted Pct. Unsound
Painted Area
Primer Type
Finish Type
Structure Area
Roadway Area
Sidewalk Width L/R
Curb Height - L/R
Rail Codes - L/R
+ BRIDGE SIGNS +
Posted Load
Traffic
Horizontal
Vertical
NBI ITEMS
3B
+ INSPECTION +
Bridge Match ID (TIS)

Roadway O/U Key
Route Sys/Nbr
Roadway Name or Description
Number of Spans
MAIN:
Click to go back to:
Chapter D
INVENTORY REPORT
Deficient Status
Sufficiency Rating
Last Inspection Date
Inspection Frequency
Inspector Name
Structure
+ NBI CONDITION RATINGS +
Deck
Superstructure
Substructure
Channel
Culvert
+ NBI APPRAISAL RATINGS +
Structural Evaluation
Deck Geometry
Underclearances
Waterway Adequacy
Approach Alignment
+ Safety Features +
Bridge Railing
GR Transition
Appr.Guardrail
GR Termini
+ IN DEPTH INSP. +
Frac. Critical
Underwater
Pinned Asbly.
Spec. Feat.
+ WATERWAY +
Drainage Area
Waterway Opening
Navigation Control
Pier Protection
Nav. Vert./Horz. Clr.
Nav. Vert. Lift Bridge Clear.
MN Scour Code
Scour Evaluation Year
+ CAPACITY RATINGS +
Design Load
Operating Rating
Inventory Rating
Posting
Rating Date
A:
MnDOT Permit Codes

B:
C:
MNDOT
2B
OCTOBER 2014
D.6 MNDOT
INVENTORY DATA
ENTRY IN SIMS
Chapter D
In 2011, MnDOT implemented a new Structure Information Management System (SIMS) for
entering bridge inspection and structure inventory data, which replaced the Pontis online
application. While the Pontis system was retained, it is only used by BADMU. Use of SIMS is
required for entering, submitting, and managing all bridge inspection information. The current
reports from Pontis are available through the MnDOT Bridge Data Management webpage. SIMS
updates all approved changes to these reports daily.
SIMS is not only a new interface for inspectors to enter inspection data, but also an electronic
bridge file that serves Program Administrators (PA). Within the SIMS program, PAs now have the
new procedures to review and maintain compliance of their bridge inspection program as
directed by Minnesota Statue 165.03.
For routine, fracture critical, underwater, damage and special inspections, the NBIS requires entry
and approval of the Structure Inventory and Appraisal (SI&A) data into SIMS within 90 days of the
date of inspection for State or Federal agency bridges and within 180 days of the date of
inspection for all other bridges.
For changes in load restriction or closure status, the NBIS requires entry of the SI&A data into
SIMS within 90 days after the change in status of the structure for State or Federal agency bridges
and within 180 days after the change in status of the structure for all other bridges.
D-13
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7 MNDOT
STRUCTURE
INVENTORY REPORT

This section gives a detailed description for
each of the inventory items required to be
provided for each bridge in order of
appearance on the SIA-One Column found in
SIMS.
All data is to be recorded in feet unless
otherwise mentioned. Data will automatically
be converted to meters when submitted to
FHWA.
D.7.1 GENERAL
INFORMATION
D.7.1.1 Bridge ID
(NBI Item 8)
Chapter D
Inspector Note:
It is the responsibility of the Bridge
Inspection Team Leader to review and
redline all items on the Structure Inventory
Report that are incorrect. A copy of the
markups should be sent to the MnDOT
BADMU to be corrected or updated.
The general information section provides an overall description to identify the structure
including items such as the bridge ID, location of the structure, Owner information, year built,
and other information related to identifying the structure.
It is required that an official structure number be recorded. It is not necessary to code this
number according to an arbitrary national standard. MnDOT codes the structure number
according to its own internal processing procedures.
The structure number must be unique for each bridge within the State, and once established
should preferably never change for the life of the bridge.
D.7.1.1.1 Current
Bridge Numbering
System
The current bridge numbering system used by MnDOT consists of a five or six alpha-numeric
numbering system. The following table describes what the five or six digits represent:
CODE
LENGTH
DESCRIPTION
8A
8B
8C
8D
2 DIGITS
1 DIGITS
2 DIGITS
1 CHARACTER
MNDOT COUNTY CODE

TYPE OF ROADWAY SYSTEM
INDIVIDUAL BRIDGE NUMBER
USED IF BRIDGE SEPARATED INTO MULTIPLE SEGMENTS
The first two digits are based upon MnDOTs county code. The MnDOT county codes are not
the same numbering system as the NBI county codes. Each county has a two digit number
listed alphabetically that ranges from 01 (Aitkin County) up to 87 (Yellow Medicine County).
For the complete list of the MnDOT county codes see Section D.7.1.8. Temporary structures
should use 99 instead of their county code.
The third digit designates the type of roadway system as described in the following table:
CODE 8B
DESCRIPTION
0, 1, 2, 3, R, T, U
4, 7, 8, 9, V, W
X, Y
5, 6, A through H
J through N, P, Q*
TRUNK HIGHWAY BRIDGES

INTERSTATE BRIDGES
TRUNK HIGHWAY OR INTERSTATE CULVERTS
COUNTY, CITY OR TOWNSHIP BRIDGES
COUNTY, CITY OR TOWNSHIP CULVERTS
*The letters I, O, S, and Z are not to be used, as they can be confused with
the numbers 1, 0, 5, and 2.
D-14
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
The fourth and fifth digits are the individual bridge sequence number ranging from 00 through
99 depended on the county.
A sixth alphabetic character (A, B, C, etc.) may be added at the end for those structures
separated into separate segments. An example would include a Y shaped bridge with two
ramps.
D.7.1.1.2 Past Bridge
Numbering System
The State of Minnesota began assigning numbers to highway bridges after the Minnesota State
Highway Commission was created in 1905. Structures built prior to MnDOT adopting its current
numbering system received numbers based off of the following depending on when they were
built:
Bridge numbers were assigned starting with the number 10 and assigned numbers
generally in order of construction or repair contract up to number 9999.
County, municipal, or township bridges have a 5-character alphanumeric number starting
with an L or R.
Culverts, as well as county, municipal, or township bridges, have 5-digit numbers ranging
between 88000 and 98999.
D.7.1.2 Facility Carried

By Structure
(NBI Item 7)
NBI Item 7 is the description of the facility being carried by the structure. In all situations, this
item describes the use on the structure. Use the formal or 911 street names whenever
possible. If the structure is a pedestrian bridge, then input a nearby cross street using formal
names rather than route numbers.
Example:
190 AVE
220 ST E
D.7.1.3 Feature
Intersected
(NBI Item 6A)
NBI Item 6A is the description of the features intersected by the structure and a critical facility
indicator. The information to be recorded for this item shall be the name or names of the
features intersected by the structure.
Example:
BEVENS CREEK
CSAH 41
D.7.1.4 Bridge Name

(MnDOT Item)
This optional input is the official designated, historic, or commonly used name associated with
the structure.
Example:
Duluth Aerial Lift Bridge
St Croix River Crossing
D.7.1.5 Agency Bridge

Number
This item designates the bridge number assigned to the structure by the Local Agency or Bridge
Owner. This number is independent of NBI Item 8 (Bridge ID) found in Section D.7.1.1.
(MnDOT Item)
If the Local Agency does not have their own bridge numbering systems this item is left blank.
Examples of Local Agencies that have their own numbering system include St. Louis County, Polk
County, and the City of Minneapolis.
D-15
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.1.6 State/Region
(NBI Item 1)
D-16
Chapter D
The first two digits of this input represent the Federal Information Processing Standards (FIPS)
code for States, and the third digit is the FHWA region code.
CODE
STATE
CODE
STATE
014
020
049
056
069
088
091
103
113
124
134
159
160
175
185
197
207
214
226
231
243
251
265
275
284
297
Alabama
Alaska
Arizona
Arkansas
California
Colorado
Connecticut
Delaware
District of Columbia
Florida
Georgia
Hawaii
Idaho
Illinois
Indiana
Iowa
Kansas
Kentucky
Louisiana
Maine
Maryland
Massachusetts
Michigan
Minnesota
Mississippi
Missouri
308
317
329
331
342
356
362
374
388
395
406
410
423
441
454
468
474
486
498
501
513
530
543
555
568
721
Montana
Nebraska
Nevada
New Hampshire
New Jersey
New Mexico
New York
North Carolina
North Dakota
Ohio
Oklahoma
Oregon
Pennsylvania
Rhode Island
South Carolina
South Dakota
Tennessee
Texas
Utah
Vermont
Virginia
Washington
West Virginia
Wisconsin
Wyoming
Puerto Rico
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.1.7 District
Chapter D
This item represents the MnDOT regional District in which the structure is located. The MnDOT
District can be determined based on the city using the following link:
(NBI Item 2)
http://www.dot.state.mn.us/maintenance/district.html
The District number is based on where the structure is located, not based on any kind of
ownership.
DISTRICT
AREA
1
2
3
4
5
6
7
8
DULUTH
BEMIDJI
ST. CLOUD
DETROIT LAKES
METRO
ROCHESTER
MANKATO
WILLMAR
Example:
City
Brainerd
D-17
Area
St. Cloud
NBI ITEMS
3B
District
3
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.1.8 County
Chapter D
This item identifies the county in which the structure is located. If a bridge is located on a county
line, only one county can be entered and the code is based on ownership of the bridge.
(MnDOT Item)
The following table is a list of the MnDOT two-digit codes and the NBI three-digit codes. The
MnDOT two-digit code is the number to be used for this inupt. The MnDOT county numbering
system consists of 01 through 87. This is the system that is normally used within state
government.
(NBI Item 3)
Also included, for information only, in the table are the NBI FIPS county codes which are given in
the current version of the Census of Population and Housing Geographic Identification Code
Scheme and apply only to the dataset MnDOT submits to FHWA. Converting to the FIPS system,
simply take the MnDOT number and multiply by two then subtract by one.
Example:
County
Hennepin
D-18
MnDOT County Code

27
Conversion
27*2=54; 54-1 =53
NBI County Code

53
MNDOT
COUNTY
CODE
NBI
COUNTY
CODE
COUNTY
MNDOT
COUNTY
CODE
NBI
COUNTY
CODE
COUNTY
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
001
003
005
007
009
011
013
015
017
019
021
023
025
027
029
031
033
035
037
039
041
043
045
047
049
AITKIN
ANOKA
BECKER
BELTRAMI
BENTON
BIG STONE
BLUE EARTH
BROWN
CARLTON
CARVER
CASS
CHIPPEWA
CHISAGO
CLAY
CLEARWATER
COOK
COTTONWOOD
CROW WING
DAKOTA
DODGE
DOUGLAS
FARIBAULT
FILLMORE
FREEBORN
GOODHUE
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
051
053
055
057
059
061
063
065
067
069
071
073
075
077
079
081
083
085
087
089
091
093
095
097
099
GRANT
HENNEPIN
HOUSTON
HUBBARD
ISANTI
ITASCA
JACKSON
KANABEC
KANDIYOHI
KITTSON
KOOCHICHING
LAC QUI PARLE
LAKE
LAKE OF THE WOODS
LE SUEUR
LINCOLN
LYON
MCLEOD
MAHNOMEN
MARSHALL
MARTIN
MEEKER
MILLE LACS
MORRISON
MOWER
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D-19
Chapter D
COUNTY
MNDOT NBI
COUNTY COUNTY
CODE
CODE
COUNTY
MNDOT NBI
COUNTY COUNTY
CODE
CODE
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
101
103
105
107
109
111
113
115
117
119
121
123
125
127
129
131
133
135
137
NBI ITEMS
3B
MURRAY
NICOLLET
NOBLES
NORMAN
OLMSTEAD
OTTER TRAIL
PENNINGTON
PINE
PIPESTONE
POLK
POPE
RAMSEY
RED LAKE
REDWOOD
RENVILLE
RICE
ROCK
ROSEAU
ST LOUIS
INVENTORY REPORT
139
141
143
145
147
149
151
153
155
157
159
161
163
165
167
169
171
173
SCOTT
SHERBURNE
SIBLEY
STEARNS
STEELE
STEVENS
SWIFT
TODD
TRAVERSE
WABASHA
WADENA
WASECA
WASHINGTON
WATONWAN
WILKIN
WINONA
WRIGHT
YELLOW MEDICINE
MNDOT
2B
OCTOBER 2014
D.7.1.9 Place Code
(NBI Item 4)
Chapter D
Cities, towns, townships, villages, and other census-designated places shall be identified using
the FIPS codes given in the current version of the Census of Population and Housing
Geographic Identification Code Scheme. If there is no FIPS place code, then code all zeros.
The complete list of FIPS codes can be found in Appendix G.
Example:
City or Township
St. Peter
D.7.1.10 Descriptive
Location
(NBI Item 9)
FIPS Code
58036
This item contains a narrative description of the bridge location up to a maximum of 25

characters. It is recommended that the location be keyed to a distinguishable feature on an
official highway map such as road junctions and topographical features.
Trace the route to an intersection with another roadway on a higher level system (i.e. ISTH,
USTH, MNTH, CSAH, or CR). Use the county line as a possible alternative.
Avoid using a city boundary when possible.
Examples:
0.2 MI N OF JCT CSAH 52
1.3 MI E OF JCT TH 100
0.5 MI N OF MISSISSIPPI RIVER
D.7.1.11 Latitude
(NBI Item 16)
This item identifies the latitude of the structure in degrees, minutes, and seconds to the nearest
hundredth of a second. The point of the coordinate may be along the centerline midpoint of the
bridge in the direction of the inventory or any other consistent point of reference on the bridge
which is compatible with the linear referencing system (LRS). The LRS aligns the linear reference
points in all databases so information from crash statistics, pavement management, and other
business data can be accurately mapped and data more easily analyzed.
FHWA requires this information for all bridges on the National Highway System (NHS), Strategic
Highway Network (STRAHNET), and STRAHNET connector highways, but it is preferable to code
the latitude if available. See section D.7.11.28 for information on NBI Item 100 (STRAHNET) and
Section D.7.11.30 for information on NBI Item 104 (NHS).
MnDOT recommends that coordinates be recoded for every bridge and verified periodically at
routine inspections using a global positioning system (GPS).
Latitude is recorded in degrees minutes seconds format and is separated into three different
inputs. Degrees is the first input, minutes the second, and seconds the third input and truncated
to two decimal places.
Example:
GPS Coordinates
44d23m03.06s
D-20
NBI ITEMS
3B
Degree
44
Minute
23
INVENTORY REPORT
Seconds
03.06
MNDOT
2B
OCTOBER 2014
D.7.1.12 Longitude
(NBI Item 17)
Chapter D
This item identifies the longitude of the structure in degrees, minutes and seconds to the
nearest hundredth of a second. The point of the coordinate may be along the centerline
midpoint of the bridge in the direction of the inventory or any other consistent point of
reference on the bridge which is compatible with the LRS.
FHWA requires this information for all bridges on the National Highway System (NHS), Strategic
Highway Network (STRAHNET), and STRAHNET connector highways, but it is preferable to code
the longitude if available. See section D.7.11.28 for information on NBI Item 100 (STRAHNET)
and Section D.7.11.30 for information on NBI Item 104 (NHS).
MnDOT recommends that coordinates be coded for every bridge and verified periodically at
routine inspections using a GPS.
Latitude is recorded in degrees minutes seconds format and is separated into three different
inputs. Degrees is the first input, minutes the second, and seconds the third input and truncated
to two decimal places.
Example:
GPS Coordinates
93d17m12.03s
D.7.1.13 Custodian
(NBI Item 21)
Degree
93
Minute
17
Seconds
12.03
This item identifies the agency responsible for maintaining the structure. The codes in the table
below shall be used to represent the type of agency that has primary responsibility for
maintaining the structure.
If more than one agency has equal maintenance responsibility, code the agency as it falls in the
hierarchy of state, federal, county, city, railroad, and then other private. Cooperative
agreements may be in place that determines responsibility.
D-21
CODE
DISPLAY
DESCRIPTION
01
02
03
04
11
12
21
25
26
27
31
32
60
62
64
66
68
69
70
80
STATE HWY
COUNTY
TOWNSHIP
CITY
STATE FOREST
LOCAL PARK
OTHER STATE
OTHER LOCAL
PRIVATE
RAILROAD
STATE TOLL
LOCAL TOLL
OTHER FEDERAL
B.I.A.
NATL FOREST
NATL PARK
B.L.M.
B.R.
CORP ENG
UNKNOWN
State Highway Agency

County Highway Agency
Town or Township Highway Agency
City or Municipal Highway Agency
State Park, Forest, or Reservation Agency
Local Park, Forest or Reservation Agency
Other State Agencies
Other Local Agencies
Private (other than railroad)
Railroad
State Toll Authority
Local Toll Authority
Other Federal Agencies (not listed below)
Bureau of Indian Affairs
U.S. Forest Service
National Park Service
Bureau of Land Management
Bureau of Reclamation
Corps of Engineers (Civil)
Unknown
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.1.14 Owner
(NBI Item 22)
Chapter D
This item identifies the agency designated as the owner of the structure. The codes in the table
used for NBI Item 21 (Maintenance Responsibility) from Section D.7.1.13 shall be used to
represent the type of agency that has primary ownership of the structure.
If more than one agency has equal ownership, code the agency it falls in the hierarchy of state,
federal, county, city, railroad, and then other private.
D.7.1.15 Year Built

(NBI Item 27)
This item designates the year of construction of the structure. Code the four-digit year found on
the bridge nameplate.
For structures without bridge nameplates, the year of construction shall be the last year the
construction crew was in the field. If the year of construction is unknown, the best estimate
should be provided based on the date on the construction plans.
Example:
Year Built
1956
D.7.1.16 Historic
Significance
(NBI Item 37)
Code
1956
A bridge may be considered historically significant if it is a particularly unique example of the

history of engineering, the crossing itself is historically significant, the bridge is associated with a
historical property or area, or the bridge was associated with significant events or circumstances.
A bridge typically must be at least 50 years old to be eligible for the National Register of Historic
Places (NRHP).
Current MnDOT procedure is that all new bridges entered into the inventory are listed as 5
(not eligible).
Use one of the following codes:
CODE
DESCRIPTION
1
2
3
Bridge is on the NRHP

Bridge is eligible for the NRHP
Bridge is possibly eligible for the NRHP (requires further investigation before
determination can be made) or bridge is on a State or local historic register
Historical significance is not determinable at this time
Bridge is not eligible for the NRHP
4
5
This field should be verified on a regular basis.
D-22
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.1.17 Border Bridge
(NBI Item 98)
Chapter D
This item is composed of two separate segments identifying if a structure is located on a state or
international border and the percent of shared maintenance responsibility.
If the structure is not on a border, code a 0.
This item will automatically populate from the inputs from 98A and 98B. See the following
sections for directions on coding this item.
Example:
Description
A structure connects Minnesota with Wisconsin and Wisconsin is
responsible for 45 percent of future improvement costs.
A structure connects Minnesota with Canada and Canada is not
responsible for any funding of future improvement costs.
A structure connects Minnesota with North Dakota and North Dakota
accepts 100% of the responsibility.
D.7.1.17.1 Border State

Region
(NBI Item 98A)
D.7.1.17.2 Border State

Percentage
(NBI Item 98B)
Code
55545
CAN00
38899
NBI Item 98A is the identification of the neighboring state using the State codes listed for NBI
Item 1. Possible neighboring states bordering with Minnesota and their corresponding codes are
given in the table below. For structures crossing into Canada, code the State code value as
CAN.
CODE
DESCRIPTION
197
388
468
555
CAN
Iowa
North Dakota
South Dakota
Wisconsin
Canada
NBI Item 98B is the percentage of funding for improvements to the existing structure when it is
on a border with a neighboring state or county. Code it with the percentage of total deck area of
the existing bridge that the neighboring state is responsible for funding. If the neighboring state
or country accepts 100% of the responsibility, but is still listed on the Minnesota bridge
inventory, this item should be coded as 99 to represent that Minnesota has no responsibility
for the structure.
The State that conducts the inspection should provide data to the other State in order to keep
both States condition data and inventory data current.
D.7.1.18 Border Bridge

Structure Number
(NBI Item 99)
This item is the neighboring State's 15-digit National Bridge Inventory structure number for any
structure noted in Item 98 - Border Bridge. This number must match exactly the neighboring
State's submitted NBI structure number. The entire 15-digit field must be accounted for
including zeros and blank spaces whether they are leading, trailing, or embedded in the 15-digit
field. If Item 98 is blank, this item is blank.
This number can be found by contacting the other state or county where the structure is located
and getting their structure number.
D-23
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.1.19 Year
Reconstructed

For a bridge to be defined as reconstructed, the type of
work performed must have been eligible for funding
under any of the Federal-aid funding categories. The
eligibility criteria would apply to the work performed
regardless of whether State or local funds or Federal-aid
funds were used.
(NBI Item 106)
Chapter D
Inspector Note:
It is the responsibility of the
bridge inspector to verify that
items have been updated on
the structure inventory report
after reconstruction.
Types of eligible work not to be considered as

reconstruction are:
Safety feature replacement or upgrading regardless if bridge dimensions are altered (for
example, bridge rail, approach guardrail or impact attenuators)
Painting of structural steel
Overlay of bridge deck as part of a larger highway surfacing project (for example, overlay
carried across bridge deck for surface uniformity without additional bridge work)
Utility work
Emergency repair to restore structural integrity to the previous status following an accident
Retrofitting to correct a deficiency which does not substantially alter physical geometry or
increase the load carrying capacity
Work performed to keep a bridge operational while plans for complete rehabilitation or
replacement are under preparation (for example, adding a substructure element or extra
girder)
If the year of reconstruction is unknown or not applicable, leave blank.
The recorded year of reconstruction shall be the last year the construction crew was in the field.
All four digits of the year reconstruction was completed shall be entered.
There is also a MnDOT item called MN Year Reconstructed and is also used when the bridge
reconstruction does not utilize federal funds. For the MN Year Reconstructed, see Section
D.7.1.26.
D.7.1.20 Township
(MnDOT Item)
This item identifies the township in which the

structure is located. This is a five-digit character
that contains the two character Minnesota county
code and the three character township code
within each county. A structure can only be listed
as being in a city or township. For structures
located in a city, leave blank.
BSIPM User Note:

See Appendix E for a
complete list of townships.
These codes are not the NBI FIPS codes used for
NBI Item 4 (Place Codes) found in Section D.7.1.9
identifying cities, towns, townships, villages and other U.S. census-designated places.
Township
Waconia
D.7.1.21 Builder ID
Code
10010
This item is no longer used by MnDOT and should be left blank.
(MnDOT Item)
D-24
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.1.22 Bridge Crew
Number
(MnDOT Item)
Chapter D
This item identifies the MnDOT Bridge Maintenance Crew assigned to the structure.
This inventory item is only applicable for bridges:
Located on the Trunk Highway; and
Located in the Metro District (NBI Item 2 coded as 5)
Below are the codes for the structures that meet the criteria. Otherwise this item should be left
blank.
D-25
CODE
CREW
7627
7628
7629
7647
7648
7639
SPRING LAKE PARK

EDEN PRAIRIE
PLYMOUTH
MENDOTA
FOREST LAKE
MAPLEWOOD
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
D.7.1.23 Maintenance
Area
This item identifies the MnDOT Maintenance Sub-Area in which the structure is located (i.e. the
sub-division of the MnDOT District).
(MnDOT Item)
This item is only required for bridges on the Minnesota Trunk Highway (TH) System. The Trunk
Highway System is a roughly 12,000-mile network of key roads connecting communities
throughout the state and is maintained by MnDOT. It includes the interstate and U.S. highway
systems as well as other state highways. The bulk of funding for the system comes from
transportation-related taxes and federal aid.
If the MnDOT item Bridge Route System (see Section D.7.11.47) is coded as one of the following
the structure is located on the Minnesota Trunk Highway system and therefore requires a
Maintenance Sub-Area code:
01 ISTH
02 USTH
03 MNTH
All Metro District (NBI Item 2 coded as 5) structures on the Minnesota TH System shall be coded
as 5A. The Metro District State TH structures are further subdivided geographically into five
bridge maintenance crews. This separate inventory item is identified in Section D.7.1.22.
D-26
CODE
MAINTENANCE SUB-AREA
1A
1B
2A
2B
3A
3B
4A
4B
5A
6A
6B
7A
7B
8A
8B
DULUTH
VIRGINIA
BEMIDJI
CROOKSTON/THIEF RIVER FALLS
BRAINERD/BAXTER
ST. CLOUD
DETROIT LAKES
MORRIS
METRO (MINNEAPOLIS/ST. PAUL)
ROCHESTER
OWATONNA
MANKATO
WINDOM
WILLMAR
MARSHALL
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
D.7.1.24 Section,
Township, Range
This item identifies the section, township, and range where the bridge is located. If the structure
is located on a section border, the following rules apply:
(MnDOT Item)
North South Roadways = assign to the East Section

East West Roadways = assign to the North Section
Each township is identified with a township and range designation. Township designations
indicate the location north or south of the baseline, and range designations indicate the location
east or west of the Principal Meridian. For example, a township might be identified as Township
2 South, Range 3 West, which would mean that it is in the 2nd tier of townships south of a
baseline, and in the 3rd column of townships west of a principal meridian.
The section, township and range can be found on the first page of the bridge plans. If bridge
plans are not available, then MnDOT or Local Agencies will need to be contacted for assistance
to complete this item.
The section, township, and range are input as three separate items.
Example:
Bridge Plans:
Sec. 19
Twp. 29N
R. 22W
D-27
NBI ITEMS
3B
SIMS Display:
Sect.,
Twp.,
Range
Format
##
###N
##W
INVENTORY REPORT
SIMS Input:
19
029N
22W
MNDOT
2B
OCTOBER 2014
D.7.1.25 BMU
Agreement Number
Chapter D
(MnDOT Item)
D.7.1.26 MN Year
Reconstructed
(MnDOT Item)
This item designates the year of most recent reconstruction of the structure if federal funding
was not used. The recorded year of reconstruction shall be the last year the construction crew
was in the field. All four digits of the year reconstruction was completed shall be entered.
D.7.1.27 Bridge Plan

Location
This item indicates whether or not bridge plans are available and identifies the location of where
the bridge plans are filed.
(MnDOT Item)
TH bridge plans are located at the Central Office and should be coded 1.
D.7.1.28 City
CODE
DISPLAY
0
1
3
4
5
NO PLANS
CENTRAL
COUNTY
MUNICIPAL
OTHER
This item identifies the city in which the structure

is located using the city census four-digit code. A
structure can only be listed as being in a city or
township. For structures located in a township,
leave blank.
(MnDOT Item)
BSIPM User Note:
These codes are not the NBI FIPS codes used for
NBI Item 4 (Place Codes) found in Section D.7.1.9
identifying cities, towns, townships, villages and
other U.S. census-designated places.
See Appendix D for a

complete list of Minnesota
Cities and their MnDOT city
inventory number.
Description
St. Peter
D.7.1.29 Replacement
Structure
(MnDOT Item)
D.7.1.30 UTM-X
Code
3435
This MnDOT item is used to identify if the structure is open or closed to traffic.
A is used for new bridges that are currently open to traffic. G is used for new bridges that are
not yet open to traffic. When this field begins with X this denotes the bridge has been replaced
but the new bridge has not yet been entered into the MnDOT database.
CODE
DISPLAY
A
X
Open to traffic
Not open to traffic
Only BADMU has access to complete this item.
(MnDOT Item)
D.7.1.31 UTM-Y
Only BADMU has access to complete this item.
(MnDOT Item)
D-28
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.1.32 Railroad
Abandoned Date
(MnDOT Item)
Chapter D
This is a date field which contains the date that a railroad abandoned a highway crossing. This
only applies to a railroad crossing over or under a public road, not for a railroad crossing a
waterway or valley.
Leave blank of not applicable.
D.7.1.33 Date Opened

to Traffic
This item identifies the month, day, and year the structure was initially opened to traffic. This
should relate to the year built.
(MnDOT Item)
Example:
Year Built
1954

11/01/1954
D.7.1.34 Legislative
District
This item indicates the Minnesota Legislative District in which the structure is located. This refers
to the Districts for Minnesota State Senators and Representatives.
(MnDOT Item)
Guidance to use for coding the District can be found at the following website:
http://www.sos.state.mn.us/index.aspx?page=1725
After clicking on the above link, click on the individual Districts on the map or the links to the
right to see blown up maps.
Example:
City
Woodbury
D.7.1.35 On-Off System

(MnDOT Item)
Legislative District
53B
This item specifies whether the structure is on or off the Minnesota Trunk Highway system. This
item is used to help determine applicable policies, costs, and for reporting results.
For this item, use one of the following codes:
D.7.1.36 Maintenance
Agreement
(MnDOT Item)
D-29
CODE
DESCRIPTION
NBI ITEM 26
0 OFF
1 ON
Local bridges
Trunk Highway bridges (including those
on TH right of way)
08, 09, 19
01, 02, 06, 07, 11, 12, 14, 16, 17,
This item designates who has maintenance jurisdiction when the responsibility is an agency
other than the Bridge Owner. If a structure is maintained by someone other than the Bridge
Owner, a written agreement should be filed with MnDOT.
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.2 STRUCTURE
INFORMATION
D.7.2.1 Total Lanes
Under Structure
(NBI Item 28B)
Chapter D
This section contains detailed information about the structure such as type of service, type of
design, material, skew, span lengths, number of spans, wearing surface, rail codes, and
miscellaneous information regarding the superstructure.
This item identifies the number of traffic lanes under the structure. This includes 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. This shall include any full width
merge lanes and ramp lanes, and shall be independent of directionality of usage. For example, a
one-lane bridge carrying two-directional traffic is still considered to carry only one lane on the
structure.
Only the number of traffic lanes under the bridge shall be coded.
If there are no traffic lanes under the structure, code 0.
D.7.2.2 Bridge Median

Type
(NBI Item 33)
This item indicates the type of median on the bridge. All bridges that carry either one way traffic
or two-way traffic separated only by a centerline should be coded for no median.
CODE
DESCRIPTION
0
1
2
3
No median
Open median
Closed median with mountable curb (no barrier)
Closed median with non-mountable barrier
Non-mountable barriers are any railing and all curbs that are greater than six inches above the
roadway surface area.
A closed median would allow a truck to drive over the median.
D.7.2.3 Skew Angle
(NBI Item 34)
This item identifies the skew angle in degrees at which the structure is constructed. The skew
angle is the angle between the centerline of a pier, abutment, or culvert barrel and a line normal
(perpendicular) to the centerline of the roadway on the bridge.
The skew angle may be taken from the plans or field measurements. A square bridge with no
skew should be coded as 0. If the structure is curved or the skew varies, the average skew
should be recorded. If the variation is unreasonable, record 99 to indicate a major variation in
skews of substructure units.
D-30
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.2.4 Direction of
Skew
(MnDOT Item)
Chapter D
MnDOT also includes the direction the skew angle between the centerline of the substructure
and the line normal (perpendicular) to the centerline of the roadway on the bridge. The letter
L or R is displayed after the skew angle (see Section D.7.2.3).
In the direction South-to-North or West-to East, as a vehicle approaches a structure, the angle of
skew will be Left if the vehicles left side intersects the back face of the abutment or the outside
wall of a culvert first. It will be Right if the vehicles right side intersects the back face of the
abutment or the outside wall of a culvert first.
This item should be left blank if the skew angle is 0 degrees (both sides of the vehicle will
intersect the back face of the abutment or the outside wall of a culvert at the same time).
CODE
DESCRIPTION
L
R
N
Left Skew
Right Skew
No Skew
Example:
30L
D.7.2.5 Structure Flared

(NBI Item 35)
This item indicates if the width of the structure varies or flares. Generally, such variance will
result from ramps converging with or diverging from the through lanes on the structure, but
there may be other causes.
Minor flares at ends of structures should be ignored. MnDOT considers a minor flare to involve
less than 20% of the structure length.
D-31
CODE
DESCRIPTION
0
1
No Flare
Flared
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.2.6 Service On
Bridge
(NBI Item 42A)
Chapter D
This item identifies the type of service on the structure.
CODE
DISPLAY
DESCRIPTION
1
2
3
4
5
6
HIGHWAY
RAILROAD
PED-BICYCLE
HWY;RR
HWY;PED
SECOND LVL
Highway (with or without pedestrian)

Railroad
Pedestrian-Bicycle (Recreation Trail)
Highway-railroad
Highway-pedestrian*
Overpass at an interchange or second level of a multilevel
interchange
7
THIRD LVL
Third level of a multilevel interchange
8
FOURTH LVL
Fourth level of a multilevel interchange
9
BUILDING
Building or Plaza
0
OTHER
Other
* The minimum width of sidewalk shall be 30 inches. If the area between the rail face
and the curb is not greater than or equal to 30 inches the type of service should be
coded as 1 = Hwy.
D.7.2.7 Service Under
Bridge
(NBI Item 42B)
D-32
This item identifies the type of service under the structure.
CODE
DISPLAY
DESCRIPTION
1
2
3
4
5
6
7
8
9
0
HWY;PED
RAILROAD
PED;BICYCLE
HWY;RR
STREAM
HWY;STREAM
RR;STREAM
HWY;RR;STREAM
RELIEF
OTHER
Highway (with or without pedestrian)

Railroad
Pedestrian-Bicycle (Recreation Trail)
Highway-railroad
Waterway
Highway-waterway
Railroad-waterway
Highway-waterway-railroad
Relief for waterway
Other
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.2.8 Main Span Type
(Material)
This item identifies the main span(s) material type using the codes in the following table.
CODE
(NBI Item 43A)
Chapter D
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.
D.7.2.9 Main Span Type
(Design)
(NBI Item 43B)
This item identifies the main span superstructure design and/or construction type using the
following codes.
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)
08
ORTHOTROPIC
09
TRUSS DECK
10
TRUSS THRU
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 ach spans Item 44
D-33
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.2.10 Approach Span
Type (Material)
(NBI Item 44A)
Chapter D
This item identifies the approach span material type to a major bridge or for the spans where
the structural material of the main span(s) is different. The codes are the same as for NBI Item
43A (Main Span Material).
Only one approach span type shall be entered. Structures with more than one approach span
type shall code the most predominant type. For structures with no approach spans on the
structure the item shall be coded as 0-Other.

Type (Design)
(NBI Item 44B)
This item identifies the approach span design type to a major bridge or for the spans where the
structural material of the main span(s) is different. The codes are the same as for NBI Item 43B
(Main Span Design).
Use code 20-Mixed Type if more than one design types are present. For structures with no
approach spans on the structure the item shall be coded as 00 Other.
D.7.2.12 Number of
Main Spans
(NBI Item 45)
This item indicates the number of spans in the main or major unit of the structure. This item will
include all spans of most bridges, the major unit only of a sizable structure, or a unit of material
or design different from that of the approach spans.
Two or more lines of culverts that are different sizes, but otherwise the same, should be coded
as multiple main spans or approach spans, whichever is appropriate.
D.7.2.13 Number of
Approach Spans
This item indicates the number of spans in the approach unit of the structures, or the number of
spans of a different material/structure type from that of the main span(s).
(NBI Item 46)

D.7.2.14 Total Number
of Spans
This item indicates the total number of spans on the bridge and must equal the combined total
of NBI Items 45(Number of Main Spans) and NBI Item 46(Number of Approach Spans).
(MnDOT Item)
D.7.2.15 Max Span
Length
(NBI Item 48)
This item indicates the length of the longest span of the structure recorded to the nearest tenth
of a foot, as measured along the centerline of the roadway. Tunnel lengths should also be
measured along the centerline of the roadway.
Curved bridges shall be measured along the curve at the centerline of roadway.
For single span bridges, the length should be the clear open distance between abutments. For
bridges with three or more spans, the maximum span length should be the distance between
centerlines of bearings.
For tunnels, the length is the distance between inside faces of the walls.
For culverts, the length should be measured along the centerline of roadway regardless of the
depth below grade.
D-34
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
D.7.2.16 Structure
Length
This item indicates the total length of the structure recorded to the nearest tenth of a foot,
measured along the centerline of the roadway.
(NBI Item 49)
For bridges, this length will be measured back to back of backwalls of abutments or from paving
notch to paving notch (end block).
For culverts, this length should be measured along the center line of roadway regardless of their
depth below grade. This measurement should be taken between inside wall of culvert to inside
wall of culvert. For culverts with multiple barrels the measurement should be between inside
walls of the outside barrels. See pictures below and on following pages for guidance.
For tunnels, this length shall be measured along the centerline of the roadway running under the
tunnel. Measurement should be made from the back to back of the exterior walls for total
length.
FHWA requires inspection of any structure with a total length of 20 feet or greater. Minnesota
State law requires inspection of any structure with a total length of 10 feet or greater. Therefore,
the MnDOT structure inventory includes many 10 to 20 feet structures that are not submitted to
FHWA.
Examples:
D-35
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D-36
NBI ITEMS
3B
INVENTORY REPORT
Chapter D
MNDOT
2B
OCTOBER 2014
D.7.2.17 Curb or
Sidewalk Width L/R
(NBI Items 50A & 50B)
Chapter D
This item represents the curb or sidewalk width to the nearest tenth of a foot. Code NBI Item
50A for the left curb or sidewalk width and NBI Item 50B for the right curb or sidewalk width.
MnDOT determines the direction of Left and Right by traveling across the bridge in the
South-to-North or West-to-East direction.
Examples:
Curb or Sidewalk Widths
Box Culvert with 2 feet of fill
12 foot sidewalk on right and barrier on left.
NBI 50A
0.0
0.0
NBI 50B
0.0
12.0
See the following illustrations for guidance on determining the correct width for different curb
and sidewalk scenarios.
D-37
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D-38
NBI ITEMS
3B
INVENTORY REPORT
Chapter D
MNDOT
2B
OCTOBER 2014
Chapter D
D.7.2.18 Deck Width
This item indicates the out-to-out width of the structure recorded to the nearest tenth of a foot.
(NBI Item 52)
If the structure is flared, Varies is added after the average deck width. Minor flares at the ends
of structures should be ignored.
For a through structure, the number to be coded will represent the lateral clearance between
superstructure members.
Where traffic runs directly on the top slab or wearing surface of the culvert (e.g., an R/C box
without fill) code the actual out-to-out width. This will also apply where the fill is minimal and
the culvert headwalls affect the flow of traffic.
Where the roadway is on fill carried across a pipe or box culvert and the culvert headwalls do
not affect the flow of traffic, code 0. This is considered proper inasmuch as a filled section over
a culvert simply maintains the roadway cross-section.
For pictorial guidance on coding the deck width for different scenarios, see illustrations in
Section D.7.2.17.
Examples:
Deck Width
34-6
45-0 to 55-0
D.7.2.19 Parallel
Structure Designation
(NBI Item 101)
Code this item to indicate situations where separate structures carry the inventory route in
opposite directions of travel over the same feature. The lateral distance between structures has
no bearing on the coding of this item. One of the following codes shall be used:
CODE
DISPLAY
DESCRIPTION
RIGHT
LEFT
NONE
The right structure of parallel bridges carrying the roadway in the

direction of the inventory. (For a STRAHNET highway, this is west to
east and south to north.)
The left structure of parallel bridges. This structure carries traffic in the
opposite direction.
No parallel structure exists.
Example:
Structure #1
Structure #2
D-39
Code
34.5
50.0 ft Varies
NBI ITEMS
3B
Code:
R
L
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.2.20 Temporary
Status
Chapter D
Code this item to indicate situations where temporary structures or conditions exist. This item
should be left blank if not applicable.
(NBI Item 103)
CODE
DESCRIPTION
Not Applicable
Temporary Structure(s) or conditions exist
Temporary structure(s) or conditions are those which are required to facilitate traffic flow, but
are not intended to be permanent. This may occur either before or during the modification or
replacement of a structure found to be deficient. Such conditions include the following:
Bridges shored up, including additional temporary supports.

Temporary repairs made to keep a bridge open.
Temporary structures, temporary runarounds or bypasses.
Other temporary measures, such as barricaded traffic lanes to keep the bridge open.
Any repaired structure or replacement structure which is expected to remain in place without
further activity, other than normal maintenance, for a significant period of time shall not be
considered temporary. Under such conditions, that structure, regardless of its type, shall be
considered the minimum adequate to remain in place and evaluated accordingly.
If this item is coded as a temporary structure or condition (Code = T), then all of the data
recorded for the structure shall be coded for the condition of the structure as it would be if the
temporary measures did not exist, except for the following items:
D-40
ITEM
DESCRIPTION
10
41
47
53
54
55
56
70
Inventory Route, Minimum Vertical Clearance

Structure Open, Posted, or Closed to Traffic
Inventory Route, Total Horizontal Clearance
Minimum Vertical Clearance Over Bridge Roadway
Minimum Lateral Underclerance on Right
Minimum Lateral Underclearance on Left
Bridge Posting (The Operating and Inventory Ratings Should be Shown as if
the Temporary Measures do not Exist)
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.2.21 Deck Material
(NBI Item 107)
Chapter D
This item identifies the material of the deck present on the bridge. If more than one type of deck
system is present, record the most predominant.
This item will be coded as N Not Applicable for culverts or filled spandrel arches.
D.7.2.22 Wearing
Surface Type
(NBI Item 108A)
D-41
CODE
DISPLAY
DESCRIPTION
1
2
3
4
5
6
7
8
9
N
C-I-P CONCRETE
PRECAST CONCRETE
OPEN GRATING
CLOSED GRATING
STEEL PLATE
CORRUGATED STEEL
ALUMINUM
TIMBER
OTHER
N/A
Concrete (Cast-in-Place)
Concrete (Precast Panels)
Open Grating
Closed Grating
Steel Plate (includes orthotropic)
Corrugated Steel
Aluminum
Wood or Timber
Other
Not Applicable (Structures with no Deck)
This item identifies the type of wearing surface present on the bridge deck.
CODE
DISPLAY
DESCRIPTION
1
2
3
4
5
6
7
8
9
0
MONOLITHIC CONC
INTEGRAL CONC
LATEX CONC
LOW SLUMP CONC
EPOXY OVERLAY
BITUMINOUS
TIMBER
GRAVEL
OTHER
NONE
N/A
Concrete (No overlay)

Integral Concrete (Plain concrete overlay)
Latex Concrete
Low Slump Concrete
Epoxy Overlay
Bituminous
Timber
Gravel
Other
No additional concrete thickness or wearing surface is
included in the bridge deck.
Not Applicable (Structures with no Deck)
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.2.23 Deck
Membrane Type
(NBI Item 108B)
Chapter D
Concrete bridge deck deterioration is one of the most extensive bridge maintenance problems
affecting the service life of bridges. One cause of the deterioration is the penetration of
moisture and chlorides into the concrete with subsequent corrosion of the steel reinforcement.
The use of membranes is one strategy to prevent moisture and chlorides from reaching the
concrete by providing a barrier on the top of the concrete deck. The membrane is then
protected from traffic by an asphalt overlay.
This item identifies the type of membrane present that typically applies only to bridge decks
with bituminous overlays.
D-42
CODE
DISPLAY
DESCRIPTION
1
2
3
8
9
0
N
BUILT UP
PREFORMED FABRIC
EPOXY
UNKNOWN
OTHER
NONE
N/A
Built-up (layered)
Preformed Fabric
Epoxy
Unknown
Other
None
Not Applicable (No Deck)
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.2.24 Deck Rebar
Protection
(NBI Item 108C)
Chapter D
Concrete bridge deck deterioration is one of the most extensive maintenance problems affecting
the service life of bridges. Moisture and chloride intrusion can accelerate concrete bridge deck
distress through corrosion of the steel reinforcement. This item indicates the type of deck
protection system to prevent corrosion of the reinforcement that is present on the bridge.
CODE
DISPLAY
DESCRIPTION
1
2
3
4
6
7
8
9
0
N
EPOXY COATED REBAR

GALVANIZED REBAR
OTHER COATED REBAR
CATHODIC PROTECTION
POLYMER
INTERNALLY SEALED
UNKNOWN
OTHER
NONE
N/A
Epoxy Coated Reinforcing

Galvanized Reinforcing
Other Coated Reinforcing
Cathodic Protection
Polymer Impregnated
Internally Sealed
Unknown
Other
None
Not Applicable (applies only to structures with no
deck)
Corrosion of concrete bridge structures in North America did not become a significant concern
until the 1960s as properly designed and constructed bridges before then rarely experienced
corrosion-related distress. In the 1950s, many highway agencies began applying deicing salts to
highways and bridges to keep roadways free of snow and ice.
Following the increased use of deicing salts, corrosion of bridge decks was observed. Epoxycoated reinforcing steel was first used in a bridge in Pennsylvania in 1973. Below is an
approximate timeline to assist in deck protection coding if bridge plans are not available.
Year Built
Type of Reinforcement
Prior to 1940
Single Layer of Uncoated Rebar
1940-1973
Two Layers of Uncoated Rebar
1973-1980
Top Layer Epoxy Coated/Bottom Layer Uncoated Rebar
1980-2009
Two Layers of Epoxy Coated Rebar
2009
Complex Bridges may use Stainless Steel Rebar
Bridge decks with only the top layer of epoxy coated reinforcement shall be coded as 1 Epoxy
Coated Rebar.
Bridge decks with stainless steel rebar shall be coded as 9 Other.
D-43
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.2.25 NBIS Bridge
Length
(NBI Item 112)
Chapter D
This item indicates if the structure is long enough to meet the NBIS definition of a bridge which is
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
under copings of abutments or spring lines of arches, or extreme ends of openings for multiple
boxes; it may also include multiple pipes, where the clear distance between openings is less than
half of the smaller contiguous opening.
Refer to D.7.2.16 for examples of structure lengths.
D.7.2.26 Cantilever ID
(MnDOT Item)
CODE
DESCRIPTION
Y
N
R
Yes
No
Removed
This item describes the type of cantilever hinge assembly present on the bridge. This item is to
be left blank if the structure does not contain any cantilever hinge assemblies.
Only one cantilever type can be selected per bridge.
D-44
CODE
DISPLAY
DESCRIPTION
F
P
R
S
N
FRICTION HINGE
PINNED HINGE
ROCKER HINGE
PIN & HANGER
NOT APPLICABLE/BLANK
Sliding Plate Hinge Bearing

Hinge Pin Assembly
Rocker Hinge Bearing
Pin & Hanger Assembly
No cantilever hinge bearings are present on the bridge
(it can also simply be left blank)
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.2.27 Culvert Type
(MnDOT Item)
Chapter D
Culverts are constructed of a variety of materials, including concrete (cast-in-place, or precast),

corrugated steel plate, stone masonry, timber, or aluminum. The size and shape of a culvert is
usually determined by the hydraulic requirements (opening must be large enough to carry the
design discharge). Culvert shapes include arch culverts, box culverts, round pipe culverts, pipearch culverts, or elliptical culverts. A culvert may consist of a single barrel or multiple barrels.
If NBI Item 62 (Culvert) is coded a 0-9, this item shall be coded according to the following coding
system depending on culvert type. The item describes the culvert material, barrel dimensions,
and number of barrels
CODE
DESCRIPTION
__ DIA
C or W sshhz
aXb
PCSTsshhz
Round Pipe Diameter (in tenths of feet)

Cast in place concrete box ('W' Series Old, 'C' Series - New)
Concrete pipe arch
Precast concrete box
cXd
WsshhzTIM
exf
Corrugated Metal Pipe Arch

Timber Box Culvert
Precast arch
Notes:
ss
hh
z
=
=
=
a
b
c
d
e
=
=
=
=
=
Barrel span width in feet

Height in feet
Number of barrels (No code needed for single barrel)
D =
Double
T =
Triple
Q =
Quad
Span in inches
Rise in inches
Span in feet and inches
Rise in feet and inches
Span in feet
Rise in feet
Examples:
Material and Construction
Cast-in-place 10ft by 8ft Concrete Box Culvert, 2 barrels
Steel Pipe Arch with a 16.6ft Main Span and 10.1ft height
A triple Precast Concrete Box Culvert with a 12ft span width and 8ft height
Precast Concrete Box Double Culvert 14-0 span width and 9-0 height
Precast Concrete Pipe Arch with a span length of 10.2ft with a height of 6.4ft
A 1965 10.2ft by 10ft single cast-in-place concrete box culvert
Triple timber box culvert with a main span length of 6.3ft and a height of 5.25ft
Steel Pipe Culvert with a main span length of 8.2ft
D-45
NBI ITEMS
3B
INVENTORY REPORT
Code
C108D
167X101
PCST128T
PCST149D
122x77
W1010
W65T TIM
8.2 DIA.
MNDOT
2B
OCTOBER 2014
D.7.2.28 Culvert Barrel
Length
(MnDOT Item)
Chapter D
This item gives the culvert barrel length as measured along the centerline of the culvert
regardless of the depth below grade. The length does not include the apron sections of concrete
culverts. Record this length to the nearest foot.
This item shall be left blank if structure is a bridge.
Tunnel function as a bridge and should not have this item or other culvert items coded.
Example:
Culvert Barrel Length
Code
32-0
32
D.7.2.29 Wearing
Surface Installation Year
This item identifies the year in which NBI Item 108A (Wearing Surface Type) was installed on the
bridge deck. All four digits of the year should be entered.
(MnDOT Item)
See Section D.7.2.22 for NBI Item 108A.

This item shall remain blank if structure is a culvert (NBI Item 43B = 19).
D.7.2.30 Deck Rebar

Installation Year
This item identifies the year NBI Item 108C (Deck Protection System) was installed. All four digits
of the year should be entered.
(MnDOT Item)
See Section D.7.2.24 for NBI Item 108C.

This item shall remain blank if structure is a culvert (NBI Item 43B = 19).
D-46
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
D.7.2.31 Abutment
Foundation Material
This item identifies the material type of the abutments. For pile bent abutments, the piling
material should be used (not the bearing cap material).
(MnDOT Item)
For abutments that consist of different materials or a combination of materials, record the
material that is the most scour susceptible.
CODE
DISPLAY
N
0
1
2
3
4
5
6
7
UNKNOWN
CONCRETE
TIMBER
STEEL
MASONRY
STONE
COMBINATION
DIFFER
8
9
D.7.2.32 Abutment
Foundation Type
(MnDOT Item)
DESCRIPTION
C.I.P.
PRE STRESS
CONC
Not applicable Used for Culverts

Unknown
Concrete
Timber
Steel
Masonry
Stone Not Mortared
A Combination of Material Types used in one Substructure Unit.
Abutments are Constructed of Different Material Types or the
Piers are Constructed of Different Material Types.
C.I.P. Piling (Sheet Shell Piling Filled with Concrete)
Prestressed or Post Tensioned Concrete
This item indicates the type of foundation that supports the abutments.
For the abutments that consist of different design types or a combination of design types record
the type of foundation that is the most scour susceptible.
A U Type abutment is coded for pier foundation for those structures which appear to be a
single span structure but have a slab span or a deck girder abutment span. This type of structure
is thus a two span bridge with no piers.
CODE
DISPLAY
DESCRIPTION
N
0
1
2
3
4
5
6
7
8
9
U
N/A
UNKNOWN
SPRD/SOIL
SPRD/ROCK
FTNG/PILE
PILE BENT
U TYPE
CAISSON
MSE
INTEGRAL
SEMI INTEGRAL
UNKNOWN
Not applicable
Type Unknown
Spread Footing on Soil
Spread Footing on Rock
Footing Supported on Piling
Pile Bent
U Type Abutment
Caissons Used as Substructure
Mechanically Stabilized Earth*
Integral
Semi Integral
Pier foundation for those structures which appear to be a 1 span
structure but have a slab span or a deck girder abutment span.
This type of structure is thus a 2 span bridge with no piers.
* For mechanically Stabilized Earth abutments, use 6 Combination for the material type
and 7 MSE for the foundation type.
Examples for coding MnDOT Abutment material and type are provided on the next page.
D-47
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Examples:
Abutment
Foundation
Material:
TIMBER
Abutment
Foundation Type:
PILE BENT
Description:
Timber slab
supported on timber
piles with timber
lagging.
Abutment
Foundation
Material:
CONCRETE
Abutment
Foundation Type:
FTG PILE
Description:
Concrete footing
supported on piles.
Abutment
Foundation
Material:
STONE
Abutment
Foundation Type:
UNKNOWN
Description:
A stone abutment for
a steel truss bridge
built in 1885.
D-48
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
D.7.2.33 Pier
Foundation Material
This item identifies the material type of the piers. For pile bent piers, the piling material should
be used (not the pier cap material).
(MnDOT Item)
For piers that consist of different materials or a combination of materials, record the material
that is the most scour susceptible.
D.7.2.34 Pier
Foundation Type
(MnDOT Item)
CODE
SIMS DISPLAY
N
1
2
3
4
5
6
CONCRETE
TIMBER
STEEL
MASONRY
STONE
COMBINATION
DIFFER
8
9
C.I.P.
PRE STRESS
CONC
D-49
Not Applicable Used for Culverts

Concrete
Timber
Steel
Masonry
Stone-Not mortared
A combination of material types are used in one substructure
unit.
Piers are constructed of different material types or the piers are
constructed of different material types.
C.I.P. Piling (Sheet Shell Piling Filled with Concrete)
Prestressed or post tensioned concrete
This item indicates the type of foundation that supports the piers.
For the piers that consist of different design types or a combination of design types record the
type of foundation that is the most scour susceptible.
CODE
SIMS DISPLAY
DESCRIPTION
N
0
1
2
3
4
5
6
N/A
UNKNOWN
SPRD/SOIL
SPRD/ROCK
FTNG/PILE
PILE BENT
U TYPE
CAISSON
UNKNOWN
Not applicable
Type unknown
Spread footing on soil
Spread footing on rock
Footing supported on piling
Pile bent
U Type abutment
Caissons used as substructure
Pier foundation for those structures which appear to be
a 1 span structure but have a slab span or a deck girder
abutment span. This type of structure is thus a 2 span
bridge with no piers.
DESCRIPTION
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.2.35 Wearing
Course/Fill Depth
(MnDOT Item)
Chapter D
This item indicates the total depth of wearing surface material on the bridge deck or the total
depth of fill material and wearing surface material placed over the top of a culvert measured to
the nearest hundredths of a foot.
Inspector Note:
The culvert fill depth item indicates the total depth of fill
material (including the wearing surface, if any) that is
supported by the culvert.
Load rating calculations will be based upon the deck
wearing surface type and depth items that are displayed
on the structure inventory report. As the deck wearing
surface can constitute a significant dead load, it will
have a significant effect upon the load-carrying capacity
of the bridge.
The culvert fill or wearing course

depth should be verified at each
inspection. This may affect the
load-carrying capacity of the
structure. BADMU should be
contacted to update the depth as
well as the PA if a load rating
needs to be completed.
A load rating analysis should typically be performed

prior to installing a new wearing surface.
If any changes to the wearing surface type or depth are reported during an inspection, the
load rating should be reviewed - any increase in the dead load will require a new load rating.
In some cases, excess gravel may have to be removed from a bridge deck to maintain the
current posting limits.
D.7.2.36 MN Actual Fill
Depth
Record the actual height for culverts. Use when a culvert has a distribution slab. Recorded to the
nearest hundredth of a foot.
(MnDOT Item)
If a culvert has a distribution slab enter 2.01 for the Wearing Course/Fill Depth. The MN Actual
Fill Depth will have the actual fill depth.
D.7.2.37 Roadway Area

(Curb-to-Curb)
This quantity is only applicable for bridges. It is expressed to the nearest square foot and is
determined by multiplying NBI Item 51 (Roadway Width) or curb-to curb width on the bridge
(excluding medians) by NBI Item 49 (Structure Length). This quantity is used for determining
overlay quantities. See Section D.7.11.24 and D.7.2.16 for information regarding roadway width
and structure length, respectively.
(MnDOT Item)
On highway bridges with sidewalks, the sidewalk is not included in this quantity. This quantity
may also be calculated for pedestrian bridges.
Leave the field blank for culvert or tunnel structures.
D-50
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.2.38 Curb Height (Lt
and Rt)
(MnDOT Item)

This item represents the curb height to the nearest
hundredth of a foot, measured from the top of the
wearing surface to the top of the curb or sidewalk. Left
and Right direction is based by traveling in the direction
of increasing reference stationing.
Structures with only barriers shall not be coded and left
blank.
D.7.2.39 Railing Codes

(Lt and Rt)
(MnDOT Item)
Chapter D
Inspector Note:
Anytime a new overlay is placed
on the bridge deck the curb
heights shall be measured for
new dimensions.
The type of vehicular railings present on a bridge should be coded according to the MnDOT
Railing Code List. This table should also be used to assist in coding NBI Item 36A (Bridge Railing).
The Railing Code Table includes diagrams of approximately 50 rail types commonly used in
Minnesota, and indicates if these railing meet current design/safety standards.
They are listed as Left Rail Type ID and Right Rail Type ID (the left and right hand
directions are based by traveling in the direction of
Inspector Note:
increasing reference stationing). This item should be
The railing code diagrams shown
updated if the bridge railings are reconstructed or
in the 1995 FHWA Recording
replaced. The MnDOT Railing Code List (below) is grouped
and Coding Guide are outdated,
by Material Type and shape and provides an abbreviated
and should not be used for
description listed in numerical order.
coding NBI Item 36.
Railing codes #20 and #45 have been eliminated, as there
are no known examples of these rail types in Minnesota.
D-51
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
MNDOT RAILING CODE LIST

CODE
DESCRIPTION
CODE
DESCRIPTION
NN
Vehicular Railings Not Required
31
Two-Line Concrete Railing
00
Substandard Railing (undefined)
32
Steel Angle Railing (Steel Posts)
01
Meets Standards for All Speeds (undefined)
33
Concrete Through-Girder Bridge
02
Meets Standards 40 MPH (undefined)
34
Steel Through-Girder Bridge
03
35
Steel Pipe Railing (Steel or Concrete Posts)
04
03 One-Line Concrete Railing w/6Brush

Curb
One-Line Concrete Railing w/Split Posts
36
Solid Concrete Railing
05
Two-Line Steel Tube Railing (Steel Posts)
37
Steel Plate Beam Guardrail w/ Timber Posts
06
Timber Post & Beam Railing
38
Timber Plank Railing
07
Concrete Railing (Type G) w/Pipe
39
One-Line Concrete Railing w/Narrow Beam
08
Concrete Railing (Type G)
40
09
One-Line Concrete Railing w/Pipe
41
Open Balustrade Concrete Railing
10
Concrete Railing (Type D) w/Pipe
42
11
Concrete Railing w/Aluminum or Steel Pipe
43
One-Line Steel Bent Plate Railing (Steel

Posts)
Triple Beam Retrofit Guardrail
12
Concrete Railing w/Flat Tube
44
Reconstructed One-Line Railing (J Facing)
13
Concrete Railing w/Pipe
45
This code is no longer used
14
One-Line Concrete Railing w/2-Line Pipe
46
Reconstructed One-Line Railing (2-1 High)
15
Concrete Railing (Type D) w/2-Line Pipe
47
Reconstructed One-Line Railing w/Pipe
16
Concrete Railing w/2-Line Flat Tube
48
One-Line Concrete Railing w/6Flush Curb
17
Concrete Railing w/2-Line Alum. or Steel

Pipe
Concrete Railing w/2-Line Pipe
49
One-Line Concrete Railing w/10Brush Curb
50
Glulam Timber Railing
51
Concrete P-2 Parapet w/Steel Tube (TL-4)
20
Concrete Railing w/2-Line Alum. or Steel

Pipe
This code is no longer used
52
Structural Tube Wyoming Railing (TL-4)
21
Concrete P-1 Parapet w/Fence (Bikeway)
53
Three-Line Steel Tube Railing (TL-4)
22
Concrete Railing (Type F or J)
54
Two-Line Steel Tube Railing (TL-2)
23
Concrete Railing (Type F or J) w/Pipe
55
Timber Railing on Concrete Deck (TL-4)
24
Precast Railing (Type J) w/Straight

Anchors
Precast Railing (Type J) w/Hooked
Anchors
Laminated Timber Railing (Type F or J)
56
Timber Railing on Concrete Deck (TL-2)
57
Concrete Parapet w/Two-Line Tube (TL-4)
59
29
Concrete Parapet w/Two-Pipe Rail

(Bikeway)
Concrete P-1 Parapet w/Metal Rail
(Bikeway)
Reconstructed One-Line Railing (2-4 High)
30
Concrete Railing (Type F or J) w/Fence
62
18
19
25
26
27
28
D-52
NBI ITEMS
3B
INVENTORY REPORT
58
Reserved for future use
60
61
MNDOT
2B
OCTOBER 2014
Chapter D
Table D.7.3.28-1 MnDOT Bridge Railing Codes
Code
Description
Diagram (or Description)
NN
Vehicular Railings Not Required
00
Substandard For All Speeds
01
Meets Standards For All Speeds
02
Does Not Meet Standards 45 MPH

(Meets Standards 40 MPH)
Use this code for pedestrian bridges, railroad

bridges, or culvert structures that do not
require railings.
Railing cannot be accurately described by any
of the type codes in this table (this code
should also be used if vehicular railings are
required but are not present).
of the type codes in this table.
of the type codes in this table.
One-Line Concrete Railing with

6 High Brush Curb
(9 Projection)
03
NCHRP 350 Crash Tested

AASHTO 10-kip Design*
Geometrics ( 45 MPH) **
Geometrics ( 40 MPH)
Yes
Yes
Yes
Yes
No
No
No
No
*Top rail beam must be at least 9 wide

to meet 10-kip design requirements.
**For speeds 45 MPH, the curb
projection cannot exceed 9.

Split Posts
Does not Meet Standards 45 MPH
04

Yes
Yes
Yes
Yes
No
No
No
No

**1 post setback (1) is a snagging
hazard.
D-53
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Two-Line Steel Tube Railing with

Steel Posts
05

AASHTO 10-kip Design
Yes No
Yes No
Timber Post & Beam Railing on

Timber Deck (TL-2)
06

NCHRP 350 Crash TL-4
Yes No
Yes No
Yes No
Concrete Railing Type G
(General Motors) with Steel Pipe

07

Yes
Yes
Yes
Yes
No
No
No
No
*Pipe railing is a snagging hazard and

the 2-4base is too short for speeds 45
MPH.
Concrete Railing Type G
(early 1970s General Motors

design)
08

Yes
Yes
Yes
Yes
No
No
No
No
*Railing must be at least 2-8 high for

speeds 45 MPH.
D-54
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D

Steel Upper Pipe & Curb Pipe
09

Yes
Yes
Yes
Yes
No
No
No
No

**Upper pipe rail is a snagging hazard.
Concrete Railing (Type D)

with One-Line Steel Pipe
10

Yes No
Yes No
Concrete Railing with One-Line

Aluminum or Steel Pipe
11

Yes No
Yes No
*Upper pipe rail does not meet 10-kip

design requirements.

Flat Tube
12

Yes No
Yes No
*Upper tube rail does not meet 10-kip

D-55
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D

Steel Pipe
13

Yes No
Yes No
*Upper pipe rail does not meet 10-kip

Concrete Railing with Two-Line

Steel Pipe & Curb Cable
14

Yes
Yes
Yes
Yes
No
No
No
No

**Upper railings are a snagging hazard.
Concrete Railing (Type D) with

Two-Line Steel Pipe
15

Yes No
Yes No

Flat Tube
16

Yes No
Yes No
*Upper tube railings do not meet 10-kip

D-56
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D

17

Yes No
Yes No
*Upper pipe railings do not meet 10-kip


Steel Pipe
18

Yes No
Yes No


19

Yes No
Yes No

Concrete Parapet (Type P-1)

with 6 ft. Chain Link Fence
(Bikeway)
21

Geometrics ( 45 MPH)*
Yes
Yes
Yes
Yes
No
No
No
No
*Fence is a snagging hazard, and the 24parapet is too short for speeds 45
MPH.
D-57
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Concrete Railing Type F

(Florida) or Type J (New
Jersey)
22

Yes
Yes
Yes
Yes
No
No
No
No
Concrete Railing Type F

(Florida) or Type J (New
Jersey) with One-Line Steel Pipe

23

Yes
Yes
Yes
Yes
No
No
No
No
*The steel pipe railing is a snagging

hazard and if removed, the 2-4concrete
base is too short for speeds 45 MPH.
Precast Concrete Railing Type

F or J with Straight Anchor
Bolts
24

Yes
Yes
Yes
Yes
No
No
No
No
*Substandard for speeds 45 MPH due

to the questionable deck connection
detail.
Precast Railing (Type J) with

Hooked Anchor Bolts
(MnDOT Standard Plate 5-397-140)

25

Yes
Yes
Yes
Yes
No
No
No
No

detail.
D-58
NBI ITEMS
3B
INVENTORY REPORT
Precast Concrete Railing (Type J)

Code #25
MNDOT
2B
OCTOBER 2014
Chapter D
Laminated Timber Railing Type

J (New Jersey)
26

Yes No
Yes No
Concrete Parapet Railing with

Two-Line Pipe Railing (Bikeway)
27

Yes
Yes
Yes
Yes
No
No
No
No
*Railings are a snagging hazard, the 24parapet is too short for speeds 45
MPH.

with Metal Railing (Bikeway)
28

Yes
Yes
Yes
Yes
No
No
No
No
*Railing is a snagging hazard, and the

2-4parapet is too short for speeds 45
MPH.
Reconstructed One-Line
Concrete Railing (2-4 high
excluding curb)
Meets Standards For All Speeds*
29

Yes
Yes
Yes
Yes
No
No
No
No
*For speeds 45 MPH, the total height

(including curb) must be at least 2-8
and the curb projection cannot exceed
9.
D-59
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Concrete Railing Type F or J

with Chain Link Fence (Bikeway)
30
NCHRP 350 Crash Tested*

Yes
Yes
Yes
Yes
No
No
No
No

to the fence mounted on top (snagging
hazard).
Two-Line Concrete Railing

(1940s-1950s design)
31

Yes No
Yes No
Steel Angle Iron Railing

(Two-Line or Three-Line)
32

Yes No
Yes No
Concrete Through-Girder Bridge

(early 1900s design)
33

D-60
NBI ITEMS
3B
Yes No
Yes No
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Steel Through-Girder Bridge

34

Yes No
Yes No
Steel Pipe Railing with Steel or

Concrete Posts (1930s design)
35

Yes No
Yes No
Solid Concrete Railing

(Might Meet Standards 40 MPH)
36

Yes
Yes
Yes
Yes
No
No
No
No
*Unless an engineering analysis is

performed, older (pre 1964) concrete
railings should be coded as
substandard.
**Railing must be at least 2-4 high for
design speeds 40 MPH.
Steel Plate Beam Guardrail with

Timber Posts & Curb
37

D-61
NBI ITEMS
3B
Yes No
Yes No
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Timber Plank Railing

38

Yes No
Yes No
One-Line Concrete Railing

(8 or 7 wide top beam)
39

Yes No
Yes No
*As the top rail beam thickness is less

than 9, these railings do not meet the
10-kip design requirements.

40

Yes No
Yes No
Open Balustrade Concrete

Railing
Substandard For All Speeds*
41

Yes
Yes
Yes
Yes
No
No
No
No
*Unless an engineering analysis is

performed, older (pre 1964) concrete
railings should be coded as
substandard.
**Railing must be at least 2-4 high for
design speeds 40 MPH.
D-62
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
One-Line Steel Bent Plate Railing

with Steel Posts
42

Yes No
Yes No
Triple Beam (Thrie Beam)

Retrofit Guardrail
43
NCHRP 350 Crash Tested*

Yes
Yes
Yes
Yes
No
No
No
No
*Analysis must be performed to

determine if retrofit railings meet TL-4
and AASHTO 10-kip design requirements.
**Rail height (including curb) must be at
least 2-8 high, and curb projection must
not exceed 9 for speeds 45 MPH.
Concrete Railing with Type J
(New Jersey) Facing
44

Yes
Yes
Yes
Yes
No
No
No
No
*Railing must be at least 2-8 high for

speeds 45 MPH.
Concrete Railing Type J with

Hooked Anchor Bolts
(Retrofit on Existing Deck)
45

D-63
NBI ITEMS
3B
Yes
Yes
Yes
Yes
No
No
No
No
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014

detail.
Chapter D
Retrofit Concrete Railing (Type J)

Code #45
Concrete Railing (2-1 high
excluding curb)
46

Yes
Yes
Yes
Yes
No
No
No
No
* For speeds 45 MPH, the total height

(including curb) must be at least 2-8
and the curb projection cannot exceed
9.
Reconstructed Concrete Railing

with One-Line Pipe
47

Yes
Yes
Yes
Yes
No
No
No
No
*Rail height (including curb) must be at

least 2-8 high, and curb projection must
not exceed 9 for speeds 45 MPH.

6 High Curb (Flush with Rail)
48

Yes
Yes
Yes
Yes
No
No
No
No

D-64
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
One-Line Concrete Railing

(8 wide top beam with 10 High
Brush Curb)
49

Yes No
Yes No
*As the top rail beam thickness is less

than 9, these railings do not meet the
10-kip design requirements.
Glulam Timber Post & Beam

Railing on Timber Deck (TL-2)
50

51
Yes No
Yes No
Yes No

with Structural Steel Tube
Railing
Yes No
Yes No
Structural Tube Railing

(Type Wyoming)
52

Yes No
Yes No
Upper rail beam is 6 x 4 x tubular

steel, lower rail beam is 6 x 3 x
D-65
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Three-Line Tubular Steel Railing

(State Aid Projects)
53

Yes No
Yes No
5 x 5 x tubular steel rail beams

(top rail beam is 4 x 4 x )
Two-Line Tubular Steel Railing

54

Yes No
Yes No
Yes No
4 x 4 x tubular steel rail beams

Concrete Deck (TL-4)
55
NCHRP 350 Crash TL-4*

Yes No
Yes No
* The TL-4 design is nearly identical to

the TL-2 design, but the TL-4 design
requires six curb bolts adjacent to each
post.
D-66
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D

Concrete Deck (TL-2)
56

Yes No
Yes No
Yes No
*The TL-2 design is nearly identical to the

TL-4 design, but will only have 4 curb
bolts adjacent to each rail post.
Concrete Parapet with 2-line

Structural Steel Tube Railing
57

Yes No
Yes No
*Although not crash tested, this design

exception has been allowed due to the
similarity to Code #51
D-67
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.2.40 Curved Bridge
(MnDOT Item)
D.7.2.41 Bifurcated
(MnDOT Item)
D.7.2.42 Radial
Supports
(MnDOT Item)
D.7.2.43 Two-Girder
Bridge
(MnDOT Item)
D.7.2.44 Degree of
Curvature
Chapter D
This item indicates if the bridge is curved.
CODE
DESCRIPTION
Y
N
Yes, Curved
Not Curved
This item indicates if the bridge is bifurcated or forked.
CODE
DESCRIPTION
Y
N
Yes, Bifurcated
Not Bifurcated
This item indicates if the bridge has radial supports. A radial support is a support that is
perpendicular to centerline of roadway.
CODE
DESCRIPTION
Y
N
Yes, Radial Supports

No Radial Supports
This item indicates if the bridge is a two girder bridge.
CODE
DESCRIPTION
Y
N
Yes, Two Girder Bridge

Not a Two Girder Bridge
For curved bridges located on a horizontal curve, record the degree of curvature between
supports. Round this value to the nearest hundredth.
(MnDOT Item)
D.7.2.45 Beam Type
(Main Span)
(MnDOT Item)
D.7.2.46 Beam Height

(Main Span)
(MnDOT Item)
CODE
DESCRIPTION
I
R
Prestress I Beam
Rectangular Prestress Beam
Record the concrete beam height for the main span beams to the nearest inch.
Example:
Description
MN45 Prestressed Concrete Beams
D-68
Record the type of concrete beam used for the main span of the bridge.
NBI ITEMS
3B
INVENTORY REPORT
Display
45
MNDOT
2B
OCTOBER 2014
D.7.2.47 Redundant
Railroad Bridge
(MnDOT Item)
D.7.2.48 Railroad
Vertical Underclearance
Chapter D
This item indicates if the railroad structure is redundant.
CODE
DESCRIPTION
Y
N
Yes, Redundant
Not Redundant
This item is used to record the underclearnace for structures with the roadway on the structure
and railroads under the structure. Truncate to a tenth of a foot.
(MnDOT Item)
D.7.2.49 Bird Nests
(MnDOT Item)
D.7.2.50 Median On
Structure
(MnDOT Item)
D.7.2.51 Pedestrian
Fencing
(MnDOT Item)
D-69
This item is used to indicate the presence of migratory bird (cliff swallows, barns swallows,
falcons, ravens, owls, etc.) nests on the bridge. This item provides a way to report to different
agencies what structures contain migratory birds. According to the Digest of Federal Resource
Laws of Interest to the U.S. Fish and Wildlife Service, Migratory Bird Treaty Act of 1918
(http://www.fws.gov/laws/lawsdigest/migtrea.html), the destruction of swallows or their nests
constitute as a misdemeanor and conviction would result in a fine of not more than $500 or
imprisonment of not more than six months. It is possible to obtain a DNR permit that will allow
the destruction of the nests under certain situations.
CODE
DESCRIPTION
Y
N
Yes, Migratory Bird Nests on Structure

No Migratory Bird Nests on Structure
This item is used to simply identify if a median is on the bridge. This item differs from NBI Item
33 (Bridge Median Type) in Section D.7.2.2 as NBI Item 33 indicates the type of median on the
bridge.
CODE
DESCRIPTION
Y
N
Yes, Median on Structure

No Median on Structure
This item indicates if pedestrian fencing is present along any sidewalks on the bridge.
CODE
DESCRIPTION
0
1
N
Pedestrian Fencing is not present

Pedestrian fencing is present
Not applicable
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.2.52 MN Main Span
Material
Chapter D
This item identifies the MnDOT Main Span Material type and is similar to NBI Item 43A (Main
Span Material) in Section D.7.2.8.
(MnDOT Item)
MATERIAL
CODE
DISPLAY
DESCRIPTION
1
CONC
Concrete
2
CCONC
Concrete (Continuous)
3
STEEL
Steel
4
CSTL
Steel (Continuous)
5
PRECST
Pre-stressed or *Pre-Cast Concrete
6
PRESTR
Pre-stressed Concrete (Continuous)
7
TIMBER
Timber
8
MASONRY
Masonry
9
IRON
Wrought or Cast Iron
0
OTHER
Other/Combination
A
ALUM
Aluminum
P
PSTNSD
Post-tensioned
* If the main span material is 5, and the main span type is 11, 12, 13, 14, 15, 20, 21, or 22,
the material will be Pre-cast Concrete (this may or may not be Pre-stressed Concrete).
D-70
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.2.53 MN Main Span
Design
Chapter D
This item identifies the MnDOT Main Span Design type and is similar to NBI Item 43B (Main Span
Design) in Section D.7.2.9.
(MnDOT Item)
DESIGN
TYPE CODE
DISPLAY
DESCRIPTION
1
BM SPAN
Beam Span
2
LOW TRUSS
Low (Pony) Truss
3
HIGH TRUSS
High (Through) Truss
4
DECK TRUSS
Deck Truss
5
CONC THROUGH GIRDER Through Girder
6
DECK GIRD
Deck Girder
7
BOX GIRD
Box Girder
8
RIGID FRAME
Rigid Frame
9
SLAB SPAN
Slab Span
10
VOID SLAB SP
Voided Slab Span
11
CHAN SPAN
Channel Beam
12
ARCH
Arch
13
BOX CULV
Box Culvert
14
PIPE CULVERT
Pipe Culvert (Round)
15
PIPE ARCH
Pipe-Arch Culvert
16
LONG SPAN
Long Span/Ellipse Culvert
17
TUNNEL
Tunnel
18
MOVEABLE
Movable (Swing, Bascule, or Vertical Lift)
19
OTHER
Other
20
DOUB TEE
Double Tee
21
QUAD TEE
Quad Tee
22
BULB TEE
Bulb Tee
23
SUSPENSION
Suspension
24
TIED ARCH
Tied Arch
25
CABLE STAY
Cable Stayed (or Extradosed)
26
INVRT TEE
Inverted Tee
If the main span is type 11, 12, 13, 14, 15, 20, 21, or 22, and the main span material is 5,
the material will be Pre-cast Concrete (this may or may not be Pre-stressed Concrete).
Pictorial examples are provided on the next page for the MnDOT Main Span Material and
MnDOT Main Span Design.
D-71
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Examples:
Main Span Type

(MnDOT Item)
(NBI Item 43B)
MnDOT Code:
QUAD TEE
NBI Item 43B Code:
02-STRINGER/MULTIBEAM OR GIRDER
Description:
Prestressed Quad
Tee Beam
Main Span Type

(MnDOT Item)
(NBI Item 43B)
MnDOT Code:
SLAB SPAN
NBI Item 43B Code:
01-SLAB
Description:
Timber Slab Span
Main Span Type

(MnDOT Item)
(NBI Item 43B)
MnDOT Code:
PIPE CULV
NBI Item 43B Code:
19-CULVERT
Description:
Steel Pipe Culvert
D-72
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.2.54 Main Span
Detail Definition
Chapter D
This item identifies the specific truss or arch configuration present on the main span(s). Leave
item blank if it does not apply to the structure. The coding for this item is as follows:
(MnDOT Item)
CODE
DISPLAY
PARKER
B
C
PENNSYLVANIA
WARREN
WARREN
W/VERT
WARR W/POLY
TC
PRATT
PRATT HALF-HIP
DBL INTSEC
PRATT
BOWSTRING
ARCH TRUSS
K FRAME
CAMEL BACK
I
J
K
L
M
N
O
P
Q
U
BALTIMORE
Parker Truss with five slopes on the top chord.

Alternating diagonals forming equilateral triangles (rarely found in
the pure form - see items E and F).
Warren truss with intermediate verticals. Standard pony truss
design after 1912 - rarely used on through truss bridges.
Warren truss with polygonal or camelback top chord. Used for
pony trusses in the 1930s and long span continuous through
trusses.
Horizontal top and bottom chord with all diagonal members in
tension. Common on through trusses.
Pratt truss with no end verticals used on pony trusses prior to 1912.
Or Whipple Truss.
Subdivided Pratt Truss.
FINK
KING POST
Two triangles
QUEEN POST
Two triangles with braced rectangle
VIERENDEEL
SPANDREL
FILLED ARCH
OPEN
SPANDREL
ARCH
RAINBOW ARCH
D-73
Pratt truss with a polygonal or camelback top chord. Commonly

seen on through truss bridges.
Subdivided Parker Truss.
HOWE
DESCRIPTION
Closed (Filled) Spandrel Arch (any material)

Open Spandrel Arch (any material)
The arch ribs begin below the deck, and then rise above the deck
(also known as a half-through arch).
ARCH CULVERT
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.2.55 MN Approach
Span Material
(MnDOT Item)
Chapter D
This item identifies the MnDOT inventory for the approach span material to a major bridge or for
the spans where the structural material of the main span is different. See Section D.7.2.52 for
the MnDOT inventory codes to be used to code this item.
type shall code the most predominant type. If there are no approach spans on the structure the
item shall be left blank.
This item is similar to NBI Item 44A (Approach Span Material) in Section D.7.2.10.
D.7.2.56 MN Approach
Span Design
(MnDOT Item)
This item identifies the MnDOT inventory for the approach span design to a major bridge or for
the spans where the structural design type of the main span is different. See Section D.7.2.53 for
the MnDOT inventory codes to be used to code this item.
type shall code the most predominant type. If there are no approach spans on the structure the
item shall be left blank.
This item is similar to NBI Item 44B (Approach Span Design) in Section D.7.2.11.

Detail Definition
(MnDOT Item)
D.7.2.58 Total Length
(MnDOT Item)
D.7.2.59 Deck Area
(Out-to-Out)
(MnDOT Item)
This item identifies the approach span specific truss or arch configuration to a major bridge or
for the spans where the structural material of the main span is different. See Section D.7.2.54
for the MnDOT inventory codes to be used to identify this item.
This item is the same as NBI Item 49 (Structure Length). See Section D.7.2.16 for coding. Round
length to the nearest tenth of a foot.
This item identifies the total structure area to the nearest square foot. This is determined by
multiplying NBI Item 52 (Deck Width) by NBI Item 49 (Structure Length) See Section D.7.2.18 and
D.7.2.16 for the deck width and structure length, respectively.
This item is not calculated for culverts.
D-74
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.2.60 MN Temporary
Status
(MnDOT Item)
Chapter D
This MnDOT inventory item indicates situations where temporary structures or conditions exist
that are not intended to be a permanent structure or repair. This item relates to NBI Item 103
(Temporary Status) in Section D.7.2.20 but further identifies the location of the temporary
structural repair such as superstructure, deck, or substructure and if the load-carrying capacity
of the structure has been reduced.
The MN Temporary Status is coded a 2 through 8, NBI Item 103 (Temporary Status) should be
coded a T.
CODE
2
BLANK
TEMP SUP/
MAINTAIN
LOAD
TEMP SUP/
REDUCED
LOAD
TEMP DK/
MAINTAIN
LOAD
Not applicable (left blank)

Temporary repairs or temporary superstructure elements have been
added to maintain load posting.
Temporary repairs or temporary superstructure elements have been
added and the posted load has been reduced.
Temporary repairs have been made to the deck to maintain the load
capacity. This may include structural underpinning of the deck, but
does not include temporary repairs to the wearing surface to
maintain ride quality.
Temporary repairs have been made to the deck and posted load
capacity has been reduced. This may include structural underpinning
of the deck, but does not include temporary repairs to the wearing
surface to maintain ride quality.
Temporary repairs have been made to a substructure unit, a
permanent repair is needed.
A temporary substructure unit has been installed to maintain legal
load capacity.
Traffic lanes have been barricaded to keep the bridge open.
This item describes the predominate type of field connection present on the bridge. This item
will only be applicable when there are field splices on a steel beam.
(MnDOT Item)
D-75
DESCRIPTION
TEMP
DECK/
REDUCED
LOAD
TEMP SUB/
PERM REP
NEEDED
TEMP
SUBSTR/
MAINTAIN
LOAD
OPEN/
LANE
BARRICAD
D.7.2.61 Field
Connection ID
DISPLAY
CODE
DESCRIPTION
1
2
3
4
5
Pinned
Riveted
Welded
Bolted
Huck Bolt
No Splice
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.2.62 Hybrid Girder
(MnDOT Item)
Chapter D
This item refers to steel girders that consist of different steel grades.
CODE
DESCRIPTION
Y
N
Yes, Hybrid Girder

Not a Hybrid Girder
Example:
Description
High Performance Steel (HPS 70W) used for the bottom flange in positive
moment area and typical Grade 50W for the web and top flange.
D.7.2.63 Multiple Steel
Grades
(MnDOT Item)
Code
Y
This item refers to steel girder bridges that consist of different steel grades.
CODE
DESCRIPTION
Y
N
Yes, Multiple Steel Grades

Single Steel Grade
Example:
Description
High Performance Steel (HPS 70W) used for the main span girders and
typical Grade 50W for approach spans.
D.7.2.64 Steel
Specification
Code
Y
This item refers to the MnDOT Structural Steel Specification number.

Example:
(MnDOT Item)
3306
3309
D.7.2.65 Steel Yield

Stress 1
(MnDOT Item)
This item is to record the minimum steel yield strength of the steel girders in ksi units.
Example:
Description
Grade 50W
D.7.2.66 Steel Yield

Stress 2
Code
50
This item is used if there are multiple steel grades on a bridge and records the minimum steel
yield strength not coded in Steel Yield Stress 1.
(MnDOT Item)
D.7.2.67 Girder
Connection Type
(MnDOT Item)
D-76
This item describes the predominate type of girder connection present on the bridge.
CODE
DESCRIPTION
1
2
3
4
5
Pinned
Riveted
Welded
Bolted
Huck Bolt
No Splice
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.2.68 Girder Depth
(Main Span)
Chapter D
Record the steel girder depth for the main span in inches.
(MnDOT Item)
(Approach Span)
Record the steel girder depth for the approach span in inches.
(MnDOT Item)
Type (Main Span)
(MnDOT Item)
Record the type of steel girder used for the main span of the bridge.
Example:
Constant
Haunched
Variable
D.7.2.71 Number of
Beam Lines (Main Span)
Record the number of beams in the main span.
(MnDOT Item)
D.7.2.72 Number of
Beam Lines (Approach
Span)
Record the number of beams in the approach span.
(MnDOT Item)
D.7.2.73 Ornamental
Metal Railing
(MnDOT Item)
D.7.2.74 Metal Traffic

Railing
(MnDOT Item)
This item is used to identify if the bridge railing consists of Ornamental Metal Railing.
CODE
DESCRIPTION
Y
N
Yes, Ornamental Railing on Bridge

No Ornamental Railing on Bridge
This item is used to identify if the bridge railing consists of Metal Traffic Railing.
CODE
DESCRIPTION
Y
N
Yes, Metal Traffic Railing on Bridge

No Metal Traffic Railing on Bridge
D.7.2.75 Design
Specification Year
Record the AASHTO bridge design specification year that is located on the bridge plans. Record
all four digits of the year. If no bridge plans are available record as UNKN.
(MnDOT Item)
Example:
D-77
Description
2012 AASHTO Design Specification
Code
2012
No bridge plans available
UNKN
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.3 INSPECTION
INFORMATION
D.7.3.1 Status
Chapter D
This section contains inspection information data about the structure such as the deficiency
status, sufficiency rating, last inspection date, last inspector, inspection frequency, and posting
status for routine, fracture critical, underwater, pinned assembly and special inspection.
This item describes the current operational status of a structure (i.e. opened, posted, or closed
to traffic). The field review could show that a structure is posted, but NBI Item 70 (Bridge
Posting) may indicate that posting is not required. This is possible and acceptable coding since
NBI Item 70 is based on the operating stress level and the governing agency's posting procedures
may specify posting at some stress level less than the operating rating.
(NBI Item 41)
If posting is required, the actual posting will be

displayed on the header of the MnDOT Bridge
Inspection Report. If the load posting signs are
missing, or do not correlate with the inspection
report, the Program Administrator should be
promptly notified.
Inspector Note:
During each inspection, the inspector must
verify that load posting signage (if
required) is in-place, correct, and readable
(see Section D.7.8.5 for examples of load
posting signs).
The inspector should confirm that load posting

signs are present both on or immediately in front of both sides of the bridge and should note if
advanced signs are present. All of these signs must display the correct weight limits. The
condition of load posting signage can be rated
Inspector Note:
using Element #981 (see Section B.4.11.1 of
the MnDOT BSIPM).
The bridge inspector is responsible for
notifying BADMU in writing of a structure
If it is apparent that load postings are not
status change. An example would be
being adhered to, the Inspection Program
changing from A Open to K Closed.
Administrator should be notified. This item is
coded based on the table below.
CODE
A
B-POSTING
RECOMMENDED
D-OPEN
(TEMP SHORING)
E-OPEN
(TEMP
STRUCTURE)
G-NEW-NOT YET
OPEN
K-CLOSED
D
E
G
K
P
P-LOAD POSTED
D-78
DESCRIPTION
A-OPEN
DISPLAY
R-POSTEDOTHER CAP
NBI ITEMS
3B
Bridge is open to traffic (no load restrictions) - this includes

pedestrian or railroad bridges.
Bridge is open to traffic - load posting is recommended but has
not been legally implemented (all signs not in place).
Bridge is open to traffic, but would be posted or closed without
temporary shoring or supports.
Bridge is open to traffic, but is a temporary structure intended
to carry legal loads until the original structure is rehabilitated
(or a new structure is constructed).
New structure - not yet open to traffic.
Bridge is closed to all traffic.
Bridge is posted with a load restriction. This includes bridges
with more than one restriction, or temporary bridges with a
load restriction.
Bridge is posted with other load-capacity restrictions (such as
speed, number of vehicles on bridge, etc.).
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.3.2 Routine
Inspection Date
(NBI Item 90)
Chapter D
This item indicates the day, month, and year on which the most recent routine bridge inspection
was performed. For inspections that occur over more than one day, record the last day the
inspection crew was in the field. An effort should be made to schedule equipment use to
minimize time lag between first and last days of an inspection.
A routine inspection is a regularly scheduled inspection consisting of observations and/or
measurements needed to determine the physical and functional condition of the bridge to
identify any changes from initial or previously recorded conditions, and to ensure that the
structure continues to satisfy present service requirements.
D.7.3.3 Routine
Inspection Frequency
(NBI Item 91)
This item refers to the routine inspection frequency. All newly constructed structures are
assigned a routine inspection frequency of 12
months. The initial inspection shall occur within 90
BSIPM User Note:
days of the date that the structure is opened to
traffic for Trunk Highway structures and shall occur
See Section A.5.1 for
within 180 days of the date that the structure is
additional information
opened to traffic for non-Trunk Highway structures.
regarding initial inspections.
The preferred practice is for the initial inspection to
be performed for each structure after construction is
essentially complete and before the bridge is opened
to traffic or returned to service for bridges that have had a major reconstruction. Following the
initial inspection, Bridge Owners can request longer intervals for routine inspections.
Code two digits to represent the number of months between designated inspections of the
structure. A leading zero shall be coded as required.
Examples:
Description
Posted bridge with heavy truck traffic and questionable structural details which is
designated to be inspected each month
Display
01
Bridge is scheduled to be inspected every 24 months
24
The routine inspection frequency for bridges and culverts shall be established in accordance with
the following criteria:
Annual Inspection (12 month frequency)
All newly constructed structures are assigned a routine inspection frequency of 12 months.
Following the initial inspection, Bridge Owners can then request a longer interval for routine
inspections in accordance with the criteria listed on the next page for the biennial inspections
(24-or 48-month) frequencies.
Those structures not meeting the biennial inspection conditions shall be inspected on a 12
month frequency or less depending on the condition of the structure.
The following bridges must be inspected annually:
Railroad bridges over public roadways with non-load path redundant superstructures
D-79
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Biennial Inspection (24 month frequency)

Bridges and culverts can be inspected at an interval not to exceed 24 months if the following
conditions are met:
NBI Condition and Appraisal Ratings are 5 or greater for;
o Deck (NBI Item 58)
o Superstructure (NBI Item 59)
o Substructure (NBI Item 60)
o Culvert (NBI Item 62)
o Structural Evaluation (NBI Item 67)
To be eligible for a 24 month inspection frequency, railroad and pedestrian bridges must meet
the following requirements:
Bridges: The NBI condition ratings for Deck, Superstructure, and Substructure must be 5 or
greater.
Culverts: The NBI condition ratings for Culvert must be 5 or greater
Non-redundant railroad bridges must be inspected on a 12 month frequency
Quadrennial Inspection (48 month frequency)
Culverts can be inspected at an interval not to exceed 48 months if the following conditions are
met:
NBI Item 43 (Structure Type, Main) must be Code 19 (Culvert).
NBI Item 41 (Structure Open, Posted, or Closed to Traffic) must be Code A (Open, No
Restriction).
NBI Item 113 (Scour Critical Bridges) must be Codes N, 8, 5, or 9 (MN Scour Code must be A,
C, E, H, I, K, L, M, or N).
NBI Condition and Appraisal Ratings must be 6 or greater for:
o Culvert (NBI Item 62)
o Channel (NBI Item 61)
o Structural Evaluation (NBI Item 67)
The culvert must have a load rating on file.
Inventory load rating must be equal to or greater than HS 20.
The minimum fill height above the top of culvert must be 2 feet or greater.
An initial inspection and at least two subsequent annual inspections have been conducted.
In order to assure adequate access to all components, culvert inspections must not occur
during the months of December, January, or February.
Bridge Owners with bridges or culverts meeting the requirements for 24 or 48-month inspection
frequency may submit an Inspection Frequency Change Request Form available on the MnDOT
Bridge Office Website:
http://www.dot.state.mn.us/bridge/pdf/insp/inspectionfrequencychangerequestform.pdf
If a bridge or culvert no longer meets the condition criteria for 24 or 48-month inspections, it will
be assigned the appropriate frequency based on the criteria stated above. District and Local
Agency Bridge Owners will be notified of these changes to the inspection frequency. Reduction
in inspection frequency (i.e. 24 months to 12 months) shall occur when an NBI Condition rating
for any of the items listed above fall below the established criteria for the 24 month inspection
frequency.
D-80
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Severe weather, concern for bridge inspector safety, concern for inspection quality, the need to
optimize scheduling with other bridges, or other unique situations may be cause to adjust the
scheduled inspection date. The adjusted date should not extend more than one month beyond
the inspection frequency noted above and subsequent inspections should adhere to the
previously established interval.
In addition to the above criteria, Bridge Owners and/or Program Administrators should consider
any other factors which would have a bearing on the appropriate inspection frequency, such as
age of structure, rate of critical element deterioration, traffic characteristics, scour susceptibility,
experience with similar structure types, or in-place warranties. Reduction in inspection
frequency (i.e. 24 months to 12 months) may be determined by the Program Administrator in
regards to initial or routine inspections or the Structural Evaluation Engineer in the case of
Fracture Critical, Underwater, or Special inspections based on inspection findings.
It should be noted that bridges will also require special non-scheduled inspections after unusual
physical traumas such as floods, earthquakes, fires, or collisions. These special inspections may
range from a very brief visual examination to a detailed in-depth evaluation depending upon the
nature of the trauma.
For example, when a substructure pier or abutment is struck by an errant vehicle, in most cases
only a visual examination of the bridge is necessary. After major collisions or earthquakes, indepth inspections may be warranted as directed by the Program Administrator. After and during
severe floods, the stability of the substructure of bridges may have to be determined by probing,
underwater sensors or other appropriate measures.
D.7.3.4 Pier or
Abutment Protection
(NBI Item 111)
D.7.3.5 Inspector Name

(MnDOT Item)
D-81
This rating describes the condition of the pier or abutment protection. If NBI Item 38 (Navigation
Control) is coded as 1, use the codes below to indicate the presence and adequacy of pier or
abutment protection features such as fenders, dolphins, etc. The condition of the protection
devices may be a factor in the overall evaluation of NBI Item 60 (Substructure). If NBI Item 38
(Navigation Control) has been coded 0 or N, leave blank to indicate it is not applicable.
CODE
SIMS DISPLAY
DESCRIPTION
1
2
3
4
5
NOT REQUIRED
FUNCTIONING
DETERIORATING
EVAL SUGGESTED
EVAL SUGGESTED
Navigation protection not required

In place and functioning
In place but in a deteriorated condition
In place but reevaluation of design suggested
None present but reevaluation suggested
This item is the local agency, MnDOT District, or consultant that performed the most recent
inspection. Inspectors shall record the name of their agency or firm.
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.3.6 Userkey
(MnDOT Item)
Chapter D
This item identifies the agency responsible for ensuring that the structure is regularly inspected.
If more than one agency has equal maintenance responsibility, code one agency in the hierarchy
of State, Federal, county, city, railroad, and other private. A complete list of agencies and their
corresponding coding can be found in Appendix F.
Bridges located on or over a Trunk Highway are inspected by MnDOT. An exception to this
occurs when a Cooperative Agreement is in place assigning inspection jurisdiction to someone
else.
Examples:
D.7.3.7 Deficient Status

(MnDOT Item)
Agency Responsible for Inspection

City of Burnsville
Code
138
MnDOT District 7
22
The deficiency status of a structure identifies if the structure is structurally deficient,

functionally obsolete or adequate. The following sections define structurally deficient and
functionally obsolete structures. It must be noted that, based on the criteria used, a bridge
could be both structurally deficient and functionally obsolete.
The status field however, provides the option of running a query in which a bridge designated as
functionally obsolete is not structurally deficient. In other words, functionally obsolete bridges
are exclusive of structurally deficient bridges.
The status field definition of bridge deficiencies is limited only to those bridges which are 10
years or older and are more than 20 feet in length.
DISPLAY
DESCRIPTION
S.D.
F.O.
ADEQ
Structurally Deficient
Functionally Obsolete
Not Deficient or Obsolete
Any discrepancies should be reported to BADMU.
D-82
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.3.7.1 Unofficial
Structurally Deficient
Chapter D
FHWA designates a bridge as Structurally Deficient if it meets at least one of the following
conditions:
(MnDOT Item)
1.
An NBI condition rating of 4 or less for NBI Item 58 (Deck), NBI Item 59
(Superstructure), NBI Item 60 (Substructure), or NBI Item 62 (Culvert); or
2.
An appraisal rating of 2 or less for NBI Item 67 (Structural Evaluation*); or
3.
An appraisal rating of 2 or less for NBI Item 71 (Waterway Adequacy) and NBI Item
42B (Type of Service Under Bridge) is coded as one of the following:
0 Other
5 Waterway
6 Highway-Waterway
7 Railroad-Waterway
9 Relief for Waterway
*NBI Item 67 (Structural Evaluation Appraisal Rating) is automatically calculated. A new

bridge load capacity rating that significantly reduces NBI Item 66 (Inventory Rating) may
result in a bridge being designated as structurally deficient.
This item only applies to bridges that carry vehicular traffic. Railroad and pedestrian bridges are
excluded and display as N/A.
FHWA recently established a "10-year rule" that prevents bridges from remaining classified as
structurally deficient after a major reconstruction project. Bridges with NBI Item 27 (Year Built)
or NBI Item 106 (Year Reconstructed) within the past 10 years of the current date will not be
considered to be a deficient bridge, and will not be eligible for Federal Highway Bridge
Replacement and Rehabilitation Program funds.
D-83
CODE
DESCRIPTION
Y
N
Yes, Structurally Deficient

Not Structurally Deficient
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
D.7.3.7.2 Unofficial
Functionally Obsolete
This item identifies if a bridge is Functionally Obsolete. This item only applies to bridges that
carry vehicular traffic. Railroad and pedestrian bridges are excluded and displayed as N/A.
(MnDOT Item)
FHWA designates a bridge as Functionally Obsolete if it meets at least one of the five following
conditions:
1.
An appraisal rating of 3 or less for NBI Item 68 (Deck Geometry); or
2.
An appraisal rating of 3 or less for NBI Item 72 (Approach Roadway Alignment); or
3.
An appraisal rating of 3 for NBI Item 67 (Structural Evaluation); or
4.
An appraisal rating of 3 for NBI Item 71 (Waterway Adequacy) and NBI Item 42B (Type
of Service Under Bridge) is coded as one of the following:
5.
0 Other
5 Waterway
6 Highway-Waterway
7 Railroad-Waterway
9 Relief for Waterway; or
An appraisal rating of 3 or less for NBI Item 69 (Vertical & Horizontal UnderClearances) and NBI Item 42B (Type of Service Under Bridge) is coded as one of the
following:
0 Other
1 Highway, with or without Pedestrian
2 Railroad
4 Highway-Railroad
6 Highway-Waterway
7 Railroad-Waterway
A bridge designated as structurally deficient is excluded from consideration as being

functionally obsolete.
D-84
CODE
DESCRIPTION
Y
N
Yes, Structurally Deficient

Not Structurally Deficient
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.3.8 Unofficial
Sufficiency Rating
(MnDOT Item)
Chapter D
The bridge sufficiency rating is a based upon a percentage scale of 0%-100% (with 100% being an
entirely sufficient bridge). The bridge sufficiency rating is used to establish funding eligibility and
priority for bridge replacement and rehabilitation. As a general rule, a sufficiency rating of 80%
or less is required to be eligible for bridge rehabilitation, and a sufficiency rating of 50% or less is
required to be eligible for bridge replacement.
The bridge sufficiency rating takes into consideration the structural adequacy, functional
capacity, and essentiality for public use of the bridge. The formula is explained in detail in
Appendix B of the FHWA Recording & Coding Guide. While the NBI condition ratings are a key
component of the bridge sufficiency rating, only NBI superstructure, substructure, or culvert
condition ratings of 5 or less will significantly reduce the bridge sufficiency rating. Other
factors used to calculate the bridge sufficiency rating include the inventory load-carrying
capacity, the NBI appraisal ratings, the ADT, NBI Item 36 (Safety Features), and the detour
length.
The bridge sufficiency rating is calculated for bridges and culverts that carry vehicular traffic any discrepancies should be reported to MnDOT BADMU. The bridge sufficiency rating is not
calculated for railroad or pedestrian bridges.
D-85
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.3.9 Fracture Critical
Inspection
(MnDOT Item)
(NBI Item 92A)
(NBI Item 93A)
Chapter D
A Fracture Critical (FC) structure is a structure that is not load path redundant and that has at
least one FC member or member component. Fracture Critical members (FCM) or member
components are steel tension members or steel tension components of members whose failure
would be expected to result in collapse of or partial collapse of the structure. A FCM lacks
redundancy if when it fails, there is no alternate load path or member to which the failed
member can shed its load. FC
BSIPM User Note:
inspections of non-redundant
structure members that are
See Section A.5.4 for additional information
determined to be FC shall receive a
regarding fracture critical inspections.
hands-on FC inspection at an interval
not to exceed 24 months.
Only bridges carrying vehicular traffic are designated as "Fracture Critical". Railroad and
pedestrian bridges are currently excluded. FC bridges that are closed to traffic should continue
to be inspected annually.
This item contains three inputs. The first input indicates if a structure requires a FC inspection.
If so, code Y, otherwise leave blank. This input relates to NBI Item 92A (Fracture Critical
Detail).
The second input displays how often the structure requires the FC inspection in months. FC
inspections are required every 24 months. Some structures may require more frequent
inspections. This input relates to NBI Item 93A (Fracture Critical Details Date).
The final input displays the most recent month, date, and year of the FC inspection.
Example:
Description
A steel pony truss on a township road with a most recent FC
inspection was completed June 21st, 2011.
D-86
NBI ITEMS
3B
INVENTORY REPORT
Code
Y 24 06/21/2011
MNDOT
2B
OCTOBER 2014
D.7.3.10 Underwater
Inspection
(MnDOT Item)
(NBI Item 92B)
(NBI Item 93B)
Chapter D
Underwater (UW) inspections are required for

Inspector Note:
bridge elements that cannot be visibly
evaluated during periods of low flow or
If all structural elements were not
examined by feel for condition, integrity, and
visibly evaluated due to high water for
safe load capacity due to excessive water
the past 5 years; notify Program
depth and turbidity. These elements shall be
Administrator that bridge needs to be
inspected at an interval not to exceed 48
included in the next underwater
months (some structures may require more
contract.
frequent inspections). See Section A.5.7 of the
BSIPM for specific guidance on underwater inspections.
If the water is shallow, the bridge can be inspected with waders; in deeper water, diving
inspections are required.
This MnDOT Item rating contains
three inputs. The first input
indicates if the structure requires an
UW inspection. If so, code Y,
otherwise leave blank. This input
relates to NBI Item 92B (Underwater
Inspection).
BSIPM User Note:

regarding underwater inspections.
The second input displays how often the structure requires an UW inspection in months. This
input relates to NBI Item 93B (Underwater Inspection Date). Beginning in 2016 and continuing
into the future, MnDOT will administer the UW inspection contracts for all Trunk Highway,
County, City, and Township bridges so that UW inspections are performed on a 48 month cycle.
The final input displays the most recent month and year of the UW inspection.
Example:
Description
Code
A county bridge whose underwater inspection was completed July 15th,

2014.
D-87
NBI ITEMS
3B
INVENTORY REPORT
Y 48 07/15/2014
MNDOT
2B
OCTOBER 2014
D.7.3.11 Pinned
Assembly Inspection
(MnDOT Item)
(NBI Item 92C)
(NBI Item 93C)
Chapter D
On continuous steel bridges with cantilever or suspended spans (where the end of one span is
supported by an adjacent span), the connection detail may consist of a pinned assembly. A
pinned and hanger assembly typically consists of two vertical hanger plates with pinned
connection at the top and bottom this allows both rotation and longitudinal movement of the
superstructure. A fixed pin assembly typically consists of a single pin this allows rotation, but
restricts longitudinal movement of the structure.
Pin and Hanger Assemblies or single Hinge Pin Assemblies require specialized non-destructive
testing (NDT) inspections at intervals not to exceed 60 months. NDT for Pinned Assemblies is
typically done using ultrasonic examination. These NDT inspections are required even if the
structure is load path redundant and the failure of a single pinned connection may not result in
collapse of the structure.
This item rating contains three inputs. The first input indicates if the structure consists of a
pinned assembly. If so, code Y, otherwise leave blank. This input relates to NBI Item 92C
(Other Special Inspections). NDT is used to supplement the visual inspection by providing
information regarding the condition of bridge components that are not detectable by a visual
inspection alone. NDT is a generic name given to repeatable processes applied to components
or structures to determine the condition of the structures material without compromising
structural integrity.
The second input displays how often the structure requires an NDT inspection in months. This
input relates to NBI Item 93C (Other Special Inspection Dates).
The final input displays the most recent month and year of the pinned assembly inspection.
Example:
Description
A steel beam span on a state highway, with a pin and hanger on one
end and hinge pins on the other requiring inspection every 60 months
with the last NDT inspection on May 1st, 2010.
D.7.3.12 Special Feature
(MnDOT Item)
(NBI Item 92C)
Code
Y 60 06/01/2010
Special Features are inspections scheduled at discretion of the Bridge Owner, used to monitor a
particular known or suspected deficiency. This item is used for inspections that change
inventory data and that are not a routine, FC, or UW inspection.
Bridges found to have a defect in a specific element(s), or having the potential to become
structurally deficient within the established routine inspection interval, may be deemed to
require a special inspection. The special inspection shall be independent of the routine
inspection.
(NBI Item 93C)
BSIPM User Note:

regarding special inspections.
D-88
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.4 NBI CONDITION
RATINGS
D.7.4.1 Deck Condition
Code
(NBI Item 58)
Chapter D
The following five bridge condition ratings should be reviewed during each inspection. These
rate the current condition of the deck, superstructure, substructure, channel or the culvert.
This item describes the overall general condition

rating of the deck or slab this includes the
underside of the deck as well as the wearing
surface. Rate and code the condition in
accordance with the table below. The condition
of the wearing surface/protective system,
railings, sidewalks, curbs, joints, expansion
devices, and deck drains shall not be considered
in this rating. However, their condition should
be noted on the inspection form.
Inspector Note:
For bridges where the deck and the
superstructure are composed as a single
piece, the condition rating shall have the
same code for NBI Item 58 (Deck
Condition Code) and NBI Item 59
(Superstructure Condition Code).
Decks integral with the superstructure will be rated as a deck only and not how they may
influence the superstructure rating (for example, rigid frame, slab, deckgirder or T-beam, voided
slab, box girder, etc.). Similarly, the superstructure of an integral deck-type bridge will not
influence the deck rating.
The primary function of the bridge deck is to transmit the wheel loads to the supporting
members. It also provides a support for curbs, walkway, railings, medians, expansion joints, and
provides a surface to transmit vehicles and drainage off the bridge.
D-89
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
NBI Deck Condition Description

Code
N
9
8
Description
Not Applicable: Use for culverts, roadway tunnels, or filled spandrel arch bridges.
Excellent Condition: Deck is in new condition (recently constructed).
Very Good Condition: Deck has very minor (and isolated) deterioration.
Concrete: minor cracking, leaching, scale, or wear (no delamination or spalling).
Timber: minor weathering - isolated (minor) splitting.
Steel: no corrosion (paint/protection system remains sound).
Good Condition: Deck has minor (or isolated) deterioration.
Concrete: minor cracking, leaching, scale, or wear (isolated delamination, spalling, or
temporary patches).
Timber: minor weathering or splitting (no decay or crushing) - all planks are secure.
Steel: minor paint failure or corrosion (no section loss) - all connections are secure.
Satisfactory Condition: Deck has minor to moderate deterioration (no repairs are
necessary).
Concrete: moderate cracking, leaching, scale, or wear (minor delamination or

6
spalling).
Timber: moderate weathering or splitting (isolated decay or crushing) - some planks

may be slightly loose.
Steel: moderate paint failure and/or surface corrosion (minor section loss) some
connections may have worked loose.
Fair Condition: Deck has moderate deterioration (repairs may be necessary).

Concrete: extensive cracking, leaching, scale, or wear (moderate delamination or
5
spalling).
Timber: extensive weathering or splitting (moderate decay or crushing) - some planks

may be loose, broken, or require replacement.
Steel: extensive paint failure and/or surface corrosion (moderate section loss)
several connections may be loose or missing, but deck components remain secure.
Poor Condition: Deck has advanced deterioration (replacement or overlay should be
2
1
0
D-90
planned).
Concrete: advanced cracking, leaching, scale, or wear (extensive delamination or
spalling) - isolated full-depth failures may be imminent.
Timber: advanced weathering, splitting, or decay - numerous planks may be loose,
broken, or require replacement.
Steel: advanced corrosion (significant section loss) - deck components may be loose or
slightly out of alignment.
Serious Condition: Deck has severe deterioration - immediate repairs may be necessary.
Concrete: severe cracking, leaching, delamination, or spalling - full-depth failures may
be present.
Timber: severe splitting, crushing or decay - majority of planks may need replacement.
Steel: severe and section loss - deck components may be severely out of alignment.
Critical Condition: Deck has failed - it may be necessary to close the bridge until repairs
are completed.
"Imminent" Failure Condition: Bridge is closed - corrective action is required to open to

restricted service.
Failed Condition: Bridge is closed - deck replacement is necessary.
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.4.2 Unsound Deck
Percentage
(MnDOT Item)
Chapter D
This item represents the amount of Unsound Wearing Surface Percentage (expressed as a
percentage of the total roadway area). If there is no unsound wearing surface this area is left
blank.
The Unsound Wearing Surface Percentage indicates the amount of unsound (deteriorated)
wearing surface, expressed as a percentage of the total deck area. This item applies only to
concrete decks and slabs. It correlates with the concrete deck (or slab) structural element rating.
other significant deterioration. Temporary patches should be considered to be unsound.
Higher quality (long term) patches should not necessarily be considered unsound until they
have begun to deteriorate. This quantity may be estimated from field observations, or calculated
from a deck condition survey (such as chaining or ground penetrating radar).
This quantity may be an estimate based upon field observations, or calculated from a condition
survey (such as chaining).
This percentage is displayed on the MnDOT Bridge Inspection Report after the roadway area on
the bridge deck (Rdwy. Area) and the MnDOT Structure Inventory report after the Deck
Condition Code.
Examples:
% of Unsound Wearing Surface
0%
15%
D-91
NBI ITEMS
3B
Input
Leave Blank
15
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.4.3 Superstructure
Condition Code
(NBI Item 59)
Chapter D
This item describes the overall general condition of the superstructure. It includes all structural
components located above and including the bearings. Rate and code the condition in
accordance with the table on the next page.
The structural members should be inspected
for signs of distress which may include
cracking, deterioration, section loss, and
malfunction ir misalignment of bearings.
On bridges where the deck is integral with the
superstructure, the superstructure condition
rating may be affected by the deck condition.
Inspector Note:
For bridges where the deck and the
superstructure are composed as a single
piece, the condition rating shall have the
same code for NBI Item 58 (Deck
Condition Code) and NBI Item 59
(Superstructure Condition Code).
Fracture critical components should receive

careful attention because failure could lead to collapse of a span or the bridge.
D-92
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
NBI Superstructure Condition Description

Code
N
9
8
2
1
0
D-93
Description
Excellent Condition: Superstructure is in new condition (recently constructed).
Very Good Condition: Superstructure has very minor (and isolated) deterioration.
Good Condition: Superstructure has minor (or isolated) deterioration.
Steel: minor corrosion, little or no section loss.
Concrete: minor scaling or non-structural cracking (isolated delamination or spalling).
Satisfactory Condition: Superstructure has minor to moderate deterioration. Members
may be slightly bent or misaligned - connections may have minor distress.

Steel: moderate corrosion (section loss or fatigue cracks in non-critical areas).
Concrete: moderate scaling or non-structural cracking (minor delamination or
spalling).
Fair Condition: Superstructure has moderate deterioration. Members may be bent,
bowed, or misaligned. Bolts, rivets, or connectors may be loose or missing, but
connections remain intact.
Steel: extensive corrosion (initial section loss in critical stress areas). Fatigue cracks (if
present) have been arrested or are not likely to propagate into critical stress areas.
Concrete: extensive scaling or cracking (structural cracks may be present), moderate
spalling or delamination (reinforcement may have some section loss).
offset).
Poor Condition: Superstructure has advanced deterioration. Members may be
significantly bent or misaligned. Connection failure may be imminent. Bearings may be
severely restricted.
Steel: significant section loss in critical stress areas. Un-arrested fatigue cracks exist
that may likely propagate into critical stress areas.
Concrete: advanced scaling, cracking, or spalling (significant structural cracks may be
present - exposed reinforcement may have significant section loss).
Timber: advanced splitting (extensive decay or significant crushing).
Serious Condition: Superstructure has severe deterioration - immediate repairs or
structural evaluation may be required. Members may be severely bent or misaligned connections or bearings may have failed.
Steel: severe section loss or fatigue cracks in critical stress areas.
Concrete: severe structural cracking or spalling.
Timber: severe splitting, decay, or crushing.
Critical Condition: Superstructure has critical deterioration - primary structural elements
may have failed (severed, detached or critically misaligned). Immediate repairs may be
required to prevent collapse or closure.
"Imminent" Failure Condition: Bridge is closed - superstructure in no longer stable

(corrective action might return the structure to restricted service).
Failed Condition: Bridge is closed, superstructure is beyond point of corrective action
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.4.4 Substructure
Condition Code
(NBI Item 60)
Chapter D
This item describes the overall general condition of the substructure. It includes all structural
components located below the bearings. Rate and code the condition in accordance with the
table below.
NBI Substructure Condition Description

Code
N
9
8
Description
Excellent Condition: Substructure is in new condition (recently constructed).
Very Good Condition: Substructure has very minor (and isolated) deterioration.
Good Condition: Substructure has minor (or isolated) deterioration.
Concrete: minor cracking, leaching, or scale (isolated delaminations or spalls).

Steel: minor paint failure and/or surface corrosion (little or no section loss).
Satisfactory Condition: Substructure has minor to moderate deterioration. Scour or erosion (if
present) is minor and isolated. There may be slight movement or misalignment.
Concrete: moderate scaling, cracking, or leaching (minor delamination or spalling).

Steel: moderate paint failure and/or surface corrosion (minor section loss).
Fair Condition: Substructure has moderate deterioration - repairs may be necessary. There
may be moderate scour, erosion, or undermining. There may be minor settlement, movement,
misalignment, or loss of bearing area.
Concrete: extensive scaling, cracking or leaching (isolated structural cracks may be present)
- there may be moderate delamination or spalling.
Steel: extensive paint failure and/or surface corrosion (moderate section loss).
Masonry: extensive weathering or cracking (joints may have slight separation or offset).
Poor Condition: Substructure has advanced deterioration - repairs may be necessary to
maintain stability. There may be extensive scour, erosion, or undermining. There may be
significant settlement, movement, misalignment, or loss of bearing area.
Concrete: advanced scaling, cracking, or leaching (significant structural cracks may be
present) - there may be extensive delamination or spalling.
Steel: advanced corrosion (significant section loss).

Timber: advanced splitting (significant decay or crushing).
Serious Condition: Substructure has severe deterioration. Immediate corrective action may be
required. Scour, erosion, or undermining may have resulted in severe settlement, movement,
misalignment, or loss of bearing area.
Concrete: severe spalling or structural cracking.

Steel: severe section loss.
Timber: severe decay or crushing.
Critical Condition: Substructure has critical damage or deterioration (near the point of
collapse) - it may be necessary to close the bridge until corrective action is completed. Scour
may have removed substructure support.
Imminent Failure Condition: Bridge is closed to traffic due to substructure failure corrective
action may restore the bridge to light service.
Failed Condition: Bridge is closed due to substructure failure - beyond corrective action
D-94
(replacement required).
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
D.7.4.5 Channel &

Channel Protection
Condition Code
This rating should reflect the overall general condition of the waterway flowing below the bridge
or running through the culvert - even if the channel is occasionally dry. This rating can be based
upon findings from routine visual inspections, soundings, or underwater inspections.
(NBI Item 61)
This rating includes the channel and banks below the bridge, as well as immediately upstream
and downstream of the bridge (typically those areas visible from the bridge). Changes in the
channel such as aggradation (rising of the channel due to sedimentation), degradation (lowering
of the channel due to erosion), or lateral stream migration that might adversely affect the bridge
should be considered in this rating.
The presence of drift in the channel, debris lodged against the bridge, or sediment inside culvert
barrels should also be considered in this rating.
If the bridge is over a navigable waterway (NBI Item 38 coded as 1), the condition of
substructure protection devices (such as dolphins, fenders, and shear walls) must be rated using
NBI Item 111.
Rate and code the condition in accordance with the table on the following page.
D-95
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
NBI Channel Condition Description

Code
N
9
Description
Not Applicable: Bridge is not over a waterway.
Excellent Condition: There are no noticeable or noteworthy deficiencies.
Very Good Condition: Channel banks are protected (or well vegetated) - there is little or
no erosion. Control structures and protection devices (if present) have little or no
deterioration. Any drift or debris in the channel is incidental. Culvert barrel has little or no
sediment.
Good Condition: Channel has no notable aggradation, degradation, or lateral movement.

There is no notable scour around the bridge substructure. The banks may have minor
erosion bank protection (if any) may have minor deterioration. Control structures and/or
protection devices may have minor deterioration. There may be minor drift or debris in the
channel. Culvert barrel may have minor sediment.
Satisfactory Condition: Channel may have minor aggradation, degradation, or lateral
movement. The channel banks may have moderate erosion or slumping - bank protection
may have moderate deterioration. Control structures and/or protection devices may have
moderate deterioration. Drift or debris in the channel may be slightly restricting the
channel. Culvert barrel may have moderate sediment.
Fair Condition: Channel may have moderate aggradation, degradation, or lateral

movement, but the bridge and approaches have not yet been adversely affected. The
channel banks may have extensive erosion - the bank protection may have extensive
deterioration. Control structures and/or protection devices may have extensive
deterioration, but are functioning as intended. Debris in the channel (or sediment in the
culvert barrel) is restricting the channel and should be removed.
Poor Condition: Aggradation, degradation, or lateral movement of the channel may be

adversely affecting the bridge and/or approaches. Channel banks may have severe erosion
- the bank protection may have severe deterioration. Control structures and/or protection
devices may be deteriorated to the extent that they are no longer functioning as intended.
Large accumulations of debris or sediment are severely restricting the channel, and should
be removed immediately.
Serious Condition: Aggradation, degradation, or lateral movement has altered the

channel to the extent that the bridge (or approach roadway) is threatened. Bank
protection has failed. Control structures and/or protection devices have been destroyed.
Critical Condition: Aggradation, degradation, or lateral movement has altered the

channel to the extent that the bridge is near a state of collapse. It may be necessary to
close the bridge until corrective action is completed.
Bridge closed due to channel failure: Corrective action may restore bridge to light
service.
Bridge closed due to channel failure: Replacement necessary.
D-96
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.4.6 Culvert
Condition Code
(NBI Item 62)
Chapter D
This rating should reflect the overall general condition of the culvert. If a structure is classified
as a culvert, the NBI condition ratings for deck, superstructure, and substructure must all be
rated as N.
NBI Culvert Condition Description

Code
N
9
8
Description
Not Applicable: Structure is not a culvert.
Excellent Condition: Culvert is new condition (recently constructed).
Very Good Condition: Culvert has very minor (and isolated) deterioration.
Good Condition: Culvert has minor (or isolated) deterioration. Joints are sound and properly
aligned (no leakage or backfill infiltration). Footings have no undermining.
Concrete/Masonry: minor weathering/scaling, cracking, or leaching (isolated spalling).
Steel: minor corrosion (little or no section loss) - barrel has no distortion.
Timber: minor splitting (no decay, crushing, or sagging).
Satisfactory Condition: Culvert has minor to moderate deterioration. Joints may have minor
separation or misalignment (slight leakage or backfill infiltration).
Concrete/Masonry: moderate weathering/scaling, cracking, or leaching (minor spalling).

Steel: moderate corrosion (minor section loss) - barrel may have minor distortion (seams may
have minor distress, but no cracking).
Timber: moderate splitting (minor decay, crushing, or sagging).

Fair Condition: Culvert has moderate deterioration - repairs may be required, but the culvert is
structurally sound and functioning as intended. Joints may have separation or misalignment
(moderate leakage or backfill infiltration). Footings may be partially undermined (minor
settlement). Embankments remain intact (roadway has no notable settlement).
Concrete/Masonry: extensive weathering/scaling, cracking, or leaching (moderate spalling).

Steel: extensive corrosion (any significant section loss is isolated) - barrel may have moderate
distortion (seams may have missing bolts or isolated cracking).
Timber: extensive splitting (moderate decay, crushing, or sagging).

Poor Condition: Culvert has advanced deterioration - structural evaluation or repairs may be
necessary (the structural integrity and/or functional capacity of the culvert may be slightly
reduced). Footings may have significant undermining or settlement. Loss of backfill may have
resulted in slight settlement of the roadway or embankment.
Concrete/Masonry: advanced weathering, cracking, leaching, or scaling (significant spalling).
Joints may have significant separation, misalignment, or leakage.

Steel: advanced corrosion (significant section loss) - barrel may have significant distortion
(seams may have extensive cracking or isolated failures).
Timber: advanced splitting (significant decay, crushing, or sagging).
Serious Condition: Culvert has serious deterioration - immediate repairs or corrective action may
be required (the structural integrity and/or functional capacity of the culvert may be significantly
reduced). Joints may have severe deterioration, misalignment, offset, separation, or leakage. Loss
of backfill may have resulted in significant settlement or undermining of the roadway or
embankment. Footings may have severe undermining or settlement.
Concrete/Masonry: severe weathering, cracking, or spalling.

Steel: severe section loss - barrel may have severe distortion (seams may have failed).
Timber: severe decay, crushing, or sagging.
Critical Condition: Culvert has critically advanced deterioration (near the point of collapse) it
may be necessary to close the roadway until corrective action is completed.
2
1
0
D-97
"Imminent" Failure Condition: Culvert is closed - corrective action may restore to light service.
Failed Condition: Culvert is closed - replacement is necessary.
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.5 NBI APPRAISAL
RATINGS
Chapter D
The items in the NBI Appraisal Section are used to evaluate a bridge in relation to the roadway
system of which it is a part of. The structure is compared to a new structure constructed
according to current standards for that particular type of road as further defined in this section
except for NBI Item 72 (Approach Alignment).
Items 67, 68, 69, 71 and 72 will be coded with a one digit code that indicates the appraisal rating
for the item. The ratings and codes are as follows:
APPRAISAL RATINGS, ITEMS 67, 68, 69, 71, 72

CODE
DESCRIPTION
N
9
8
7
6
5
4
3
2
1
0
Not applicable
Superior to present desirable criteria
Equal to present desirable criteria
Better than present minimum criteria
Equal to present minimum criteria
Somewhat better than minimum adequacy to tolerate being left in place as is
Meets minimum tolerable limits to be left in place as is
Basically intolerable requiring high priority of corrective action
Basically intolerable requiring high priority of replacement
This value of rating code not used
Bridge closed
The FHWA Edit/Update computer program calculates values for Items 67, 68 and 69 according to
the tables provided in this manual. These tables and the table for Item 71 shall be used by all
evaluators to rate these items. They have been developed to closely match the descriptions for
the appraisal evaluation codes of 0 to 9. The tables shall be used in all instances to evaluate the
item based on the designated data in the inventory, even if a table value does not appear to
match the descriptive codes. For unusual cases where the site data does not exactly agree with
the table criteria, use the most appropriate table to evaluate the item. The code of N is not valid
for use with Items 67 and 72.
Completed bridges not yet opened to traffic, if rated, shall be appraised as if open to traffic.
Design values, for example ADT, shall be used for the evaluation. The data provided will include
a code of G for Item 41 Structure Open, Posted, or Closed to Traffic.
D-98
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.5.1 Safety Features
(NBI Item 36)
Chapter D
NBI Item 36 describes the adequacy of the bridge railing and approach guardrail from the aspect
of current traffic safety standards (see pages 19-21 of the FHWA Recording and Coding Guide
for the Structure Inventory and Appraisal of the Nations Bridges). During a bridge inspection,
sufficient information should be recorded to determine the adequacy of these four safety
features described in extensive detail in the following sections:
Item 36A - Bridge Railings

Item 36B - Transitions (between approach guardrail and bridge railing)
Item 36C Approach Guardrail
Item 36D - Approach Guardrail Ends
These four items are coded as follows:
CODE
DISPLAY
DESCRIPTION
0-SUBSTANDARD*
1
N
-
1-MEETS STANDARD
N-NOT REQUIRED
UNKNOWN (NBI)**
Inspected feature does not meet currently acceptable

standards or a safety feature is required and none is provided.
Inspected feature meets currently acceptable standards.
Not applicable or a safety feature is not required.
-
* The coding for NBI Item 36 is based upon current standards for new construction or
rehabilitation. Upgrading of an existing safety feature coded as 0-Substandrad is generally
required only when Federal or State-Aid funding is used for a bridge (or roadway)
improvement project.
** Any structure currently coded as Unknown for NBI Item 36 A, B, C or D must be re-coded
as either 0-Substandard , 1-Meets Standards, or N-N/A or Not Required.
NBI Item 36 refers only to the roadway traveling over a bridge or culvert. These four items
should be coded as N (not applicable or not required) for railroad or pedestrian bridges.
The coding of NBI Item 36 should not consider traffic damage or deterioration. Any damage or
deterioration on the bridge railings should be noted and rated using the appropriate railing
element (see Section B.4.6.10 Bridge Railing Element of the MnDOT BSIPM). Any damage or
deterioration on the guardrail should be noted and rated using Element #982 Approach
Guardrail (see Section B.4.11.2 of the MnDOT BSIPM).
The coding of NBI Item 36 can have a slight effect on the Bridge Sufficiency Rating, but only for
bridges with a sufficiency rating of 50% or greater (see
page B-9 of the FHWA Recording and Coding Guide for the
Inspector Note:
Structure Inventory and Appraisal of the Nations
Coding for Safety Features
Bridges). If two of these four items are rated as 0should be reviewed during
Substandard it will result in a 1% reduction, if three are
each bridge inspection.
rated as 0-Substandard it will result in a 2% reduction,
and if all four are rated as 0-Substandard it will result in a
3% reduction.
Disclaimer: The initial entry coding for NBI Item 36 should not be assumed to be correct. The
existing coding of NBI Item 36 should not be the final determinant when deciding if safety
features are required, or if existing safety features meet current design standards. A review and
analysis of the safety features present on a bridge should be conducted prior to any bridge
improvement project.
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D.7.5.2 Bridge Railing
(NBI Item 36A)
Chapter D
NBI Item 36A indicates if the bridge railings meet current traffic safety standards. Bridge railings
must meet specific geometric criteria, must be strong enough to sustain vehicle impact, and
must be capable of smoothly redirecting a vehicle after impact. With few exceptions, all
vehicular bridges require railings - if no railings are present, NBI Item 36 should typically be
coded as 0 (substandard). Railroad or pedestrian bridges should be coded as N (not
applicable).
Culverts: If the embankment above a culvert structure is of sufficient depth to allow guardrail to
be installed along the roadway which is not directly connected to the culvert, NBI Item 36A
should be coded as N (not applicable). If guardrail is attached directly to a culvert - it should be
considered to be a bridge railing, and NBI Item 36A must be coded as either 0 (substandard)
or 1 (meets standards).
CODE
DISPLAY
DESCRIPTION
0-SUBSTANDARD*
1
N
-
1-MEETS STANDARD
N-NOT REQUIRED
UNKNOWN (NBI)**
Vehicular railings do not meet currently acceptable standards

or railings are required and are not present.
Vehicular railings meet current standards.
Not applicable or not required
-
* Any structure currently coded as Unknown for NBI Item 36A must be re-coded as either 0Substandard, 1-Meets Standards, or N-Not Required.
FHWA requires that bridge railings used on NHS Federal-aid projects meet full-scale crash-test
criteria in accordance with the guidelines contained in the National Cooperative Highway
Research Program (NCHRP) Report 350, Recommended Procedures for the Safety
Performance Evaluation of Highway Features. FHWA railing policy and examples of railings
which meet these criteria are listed at the following link:
http://safety.fhwa.dot.gov/roadway_dept/policy_guide/road_hardware/ctrmeasures/bridge_rai
lings/
Current design standards for bridge railings are also available in the AASHTO LRFD Bridge
Specifications (Section 13), and the MnDOT LRFD Bridge Design Manual (Chapter 13). The
American Association of State Highway and Transportation Officials (AASHTO) defines six crash
test levels for which bridge railings (and guardrail) should be designed, based upon traffic and
site conditions.
TL-1 (very low volume, low speed local streets)

TL-2 (local and collector roads with favorable site conditions, reduced posted speeds, and
small numbers of heavy vehicles)
TL-3 (high speed arterial highways with very low mixtures of heavy vehicles and favorable
site conditions)
TL-4 (high speed highways, freeways, expressways and Interstate highways with a mixture of
trucks and heavy vehicles)
TL-5 (similar to TL-4 where large trucks make up a significant portion of the average daily
traffic or unfavorable site conditions exist)
TL-6 (high center of gravity vehicles, such as tanker trucks, combined with unfavorable site
conditions)
Table 13.2.1 (Standard Rail Applications) in the MnDOT LRFD Bridge Design Manual outlines the
approved applications for bridge railing designs currently used in Minnesota - it displays the
AASHTO test level and the speed limits for which these rail types are used.
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Chapter D
To determine the appropriate coding for NBI Items 36A, the type of vehicular railing present on
the bridge should be confirmed, and design speed (or posted speed, whichever is greater) of the
roadway traveling over the bridge must
be determined. For a bridge railing to
BSIPM User Note:
be considered as meeting standards,
To determine what MnDOT Rail Type is on
it must either meet the crash test
a bridge, refer to Section D.7.2.39.
standards outlined in NCHRP Report
350, or meet the 10-kip design load
requirements from the AASHTO
Standard Specifications. Depending
upon the roadway design speed (or posted speed, whichever is greater), the railing must also
meet specific geometric criteria. The general railing criteria for low speed and high speed
roadways are as follows:
Design speeds 45 MPH

o Must meet either TL-4 crash test or 10 kip AASHTO design specifications
o 2-8 minimum height
o Curb projection (beyond face of rail) must not exceed 9
o No snagging hazards
Design speeds 40 MPH
o Must meet either TL-2 crash test or 10 kip AASHTO design specifications
o 2-4 minimum height
For structures on the NHS, national standards are set by regulation. For those structures not on
the NHS, MnDOT has set its own standards. Section D.7.2.39 displays the current MnDOT rail
type codes (along with diagrams of each type) - the table will indicate if the railing meets
standards for all speeds, for speeds 40 MPH, or if the railing is considered to be substandard
for all speeds. The commentary in the table will also indicate (with a next to yes or no) if
the railing meets each of the four criteria listed
below.
Inspector Note:

AASHTO 10-kip Design Requirements
Geometric Requirements ( 45 MPH)
On low speed roadways, bridge railings

mounted on a sidewalk might not
require upgrading (the sidewalk must be
at least 6 ft. wide, with a curb height
between 8 and 10).
There is no requirement or obligation to upgrade

existing bridge railings unless Federal or State-Aid bridge improvement funding is used on the
bridge.
D.7.5.3 Guardrail
Requirements
Prior to coding NBI Items 36B (Transition), 36C (Approach Guardrail), and 36D (Approach
Guardrail Ends), it must first be determined if current construction standards would require
installation of guardrail on the bridge approaches, or along the roadway traveling over the
culvert. If it is determined that guardrail is not required, these three items should be coded as N
Not Required.
It is important to note that installation or upgrading of guardrail on an existing bridge or culvert
is typically only required during a bridge or roadway improvement project.
D.7.5.3.1 For Bridges
D-101
The end of a bridge railing is a fixed object hazard that normally warrants the installation of
approach guardrail, and there are typically other hazards present on a bridge approach (see
following figure). While guardrail may also be warranted on the roadway traveling under a
bridge, NBI Items 36 B through D only addresses the roadway traveling over a bridge.
NBI ITEMS
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Chapter D
Potential Hazards at a Bridge Approach ( Figure 10-7.01E MnDOT Road Design Manual)
Guardrail Requirements - Bridges on the Minnesota State Trunk Highway System:
For bridges on the Minnesota State Trunk Highway system (MnDOT Item Bridge Route System in
Section D.7.11.47 is coded 01 - Interstate Highways, 02 - US Highways, or 03 - Minnesota
State Highways), current guardrail requirements are outlined in Chapter 10-7.01.05 of the
MnDOT Road Design Manual. Guardrail is required on bridge approaches unless all of the
following criteria are met:
1.
2.
3.
The bridge is located within the limits of a municipality

The bridge site is located where design speeds are less than 40 mph
The roadway is either an urban section with curbs and sidewalk or on a rural section in
which the bridge roadway width equals or exceeds the width of the approach roadway
(including shoulders)
Guardrail Requirements - Bridges on the County/Local System:

For bridges on County Highways, Township roads, City streets, or other roadways not on the
Minnesota State Trunk Highway system, current guardrail requirements are outlined in State of
Minnesota Rule 8820.9920 (Minimum Design Standards; Rural and Suburban Undivided
Roadways; New or Reconstruction Projects). Guardrail is required on bridge approaches if:
1.
2.
D.7.5.3.2 For Culverts
The design speed (or posted speed) exceeds 40 mph, and

The existing ADT exceeds 400 or the bridge roadway width is less than the approach
roadway width (including shoulders)
Culvert ends often warrant the installation of guardrail as the culvert headwalls and wingwalls
are a fixed object, the culvert end represents a sudden drop-off, and deep water is often present
at culvert ends.
Culverts on the Minnesota Trunk Highway System:
For culverts on the Minnesota State Trunk Highway system (MnDOT Item Bridge Route System in
Section D.7.11.47 is coded 01 - Interstate Highways, 02 - US Highways, or 03 - Minnesota
State Highways)), current guardrail requirements are outlined in the MnDOT Road Design
Manual. Chapter 10-7.01.04 of the MnDOT Road Design Manual states that hazards within the
roadside clear zone (including culvert ends) typically warrant guardrail.
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Chapter D
The roadside clear zone is measured from the edge of the travel lane. This distance will vary
depending upon the embankment slope geometry, design speed, radius of horizontal curvature,
the ADT, and the presence of curbs (a vaulting hazard). Chapter 4-6.04 of the MnDOT Road
Design Manual provides a detailed description of roadside clear zones. It includes criteria,
figures, graphs, and tables for determining the required clear zone distance, and includes
examples of clear zone distance calculations.
To provide a rough estimate of minimum roadside clear zone distances, a portion of Table
4.6.04A of the MnDOT Road Design Manual is shown below. This table is only intended to
quickly identify existing culverts without guardrail that should be coded as requiring guardrail for
NBI Item 36. Any final calculations of clear zone distances should be based upon the criteria and
tables in Chapter 4-6.04 of the MnDOT Road Design Manual. Questions regarding the
calculation of the roadside clear zone distances should be directed to the MnDOT Design
Standards Unit DesignStandards@dot.state.mn.us.
CLEAR ZONE DISTANCES FOR CULVERT ENDS (STRAIGHT ROADWAYS)

BASED UPON TABLE 4.6.04A IN THE MNDOT ROAD DESIGN MANUAL
EMBANKMENT SLOPE (RISE OVER RUN)
DESIGN
SPEED
ADT
40 MPH*
< 1,500
1,500-6,000
>6,000
1:10
11 ft.
13 ft.
14 ft.
1:6
12 ft.
14 ft.
15 ft.
1:5
13 ft.
15 ft.
16ft.
1:4**
14 ft.
16 ft.
17 ft.
45 MPH
< 1,500
1,500-6,000
>6,000
14 ft.
15 ft.
17 ft.
15 ft.
17 ft.
19 ft.
17 ft.
19 ft.
21 ft.
20 ft.
22 ft.
25 ft.
50 MPH
< 1,500
1,500-6,000
>6,000
16 ft.
18 ft.
20 ft.
18 ft.
20 ft.
22 ft.
19 ft.
21 ft.
24 ft.
23 ft.
26 ft.
29 ft.
55 MPH
< 1,500
1,500-6,000
>6,000
23 ft.
25 ft.
28 ft.
25 ft.
28 ft.
31 ft.
29 ft.
31 ft.
34 ft.
33 ft.
36 ft.
40 ft.
60 MPH
< 1,500
1,500-6,000
>6,000
26 ft.
29 ft.
31 ft.
29 ft.
32 ft.
35 ft.
31 ft.
35 ft.
38 ft.
38 ft.
42 ft.
46 ft.
70 MPH
< 1,500
1,500-6,000
>6,000
29 ft.
31 ft.
34 ft.
32 ft.
35 ft.
38 ft.
35 ft.
39 ft.
42 ft.
43
47
51
* Guardrail is generally not required if the design speed is less than 40 mph.
** Slopes steeper than 1:4 are not considered to be recoverable.
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Chapter D
Culverts on the County/Local System:

For culverts not on the Minnesota State Trunk Highway system, Chapters 10-7.01 and 4-6.04 of
the MnDOT Road Design Manual can also be used for determining when guardrail is required.
Additional guidance for low ADT roads (less than 1,500) is provided by State of Minnesota Rule
8820.9920 - Minimum Design Standards; Rural and Suburban Undivided; New or
Reconstruction Projects.
This table is only intended to quickly identify existing culverts without guardrail that should be
coded as requiring guardrail for NBI Item 36.
CLEAR ZONE DISTANCES FOR CULVERT ENDS

(BASED UPON MINNESOTA RULE 8820.9920)
RECOVERY
AREA*
ADT
< 50
50 149
150- 749
750 1,499
>1,500
7 ft.
9 ft.
15 ft.
25 ft.
30 ft.
DESIGN SPEED
(MPH)
30-60
40-60
40-60
40-60
40-60
IN-SLOPE
(RISE OVER RUN)
1:3
1:4
1:4
1:4
1:4
ROADWAY
SURFACE
Aggregate
Aggregate
Paved
Paved
Paved
* The recovery area is the obstacle-free area (measured from edge of traffic lane).
For suburban roadways as defined in part Mn Rule 8820.0100, the recovery area may
be reduced to a 10 ft. (for ADT < 1,000) and reduced to 20 feet (for ADT 1,000). If the
posted speed limit is 40 mph or less, the recovery area may be reduced to 10 feet.
D.7.5.4 Railing
Transitions
Whenever semi-rigid approach guardrail connects

to a rigid bridge railing, a crash-worthy transition
is needed. Approach guardrail must be firmly
attached to the bridge railing or end post,
gradually stiffened as it nears the bridge, and
configured such that impacting vehicles will not
snag or pocket. NBI Item 36B indicates if the
transition from the approach guardrail to the
bridge railing meets current safety standards.
(NBI Item 36B)
Inspector Note:
MnDOT initially codes this item as 0 Substandard for all new bridges. It is
the responsibility of the inspector to
update this item during initial
inspection.
See Section D.7.5.3 to determine if current construction standards would require installation of
guardrail on the bridge approaches or along the roadway traveling over the culvert.
CODE
DISPLAY
DESCRIPTION
0-SUBSTANDARD*
1
N
-
1-MEETS STANDARD
N-NOT REQUIRED
UNKNOWN (NBI)**
Guardrail transitions do not meet current standards (or

approach guardrail is required and is not present).
Guardrail transitions meet current standards.
Not applicable (or approach guardrail is not required).
-
* Any structure currently coded as Unknown for NBI Item 36A must be re-coded as either 0Substandard, 1-Meets Standards, or N-Not Required.
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If guardrail is required (based upon current standards for new construction) but is not
present, NBI Item 36B should be coded as 0 Substandard (Substandard).
Inspector Note:
If approach guardrail is present on the roadway
NBI Item 36B only applies to the
traveling over a bridge, NBI Item 36B must
roadway traveling over the bridge (not
(with very few exceptions) be coded as either
below the bridge), the rating does not
0 Substandard or 1 Meets Standard.
take into consideration any collision
damage or deterioration - the actual
If guardrail is present on the roadway over a
condition should be rated using
culvert, and is not directly connected to the
guardrail element #982 (see Section
culvert structure, NBI Item 36B can be coded
B.4.11.2 of the MnDOT BSIPM).
as N Not Applicable.
Railroad or pedestrian bridges should be

coded as N Not Applicable.
General requirements for the installation and upgrading of bridge approach guardrail transitions
are outlined in Chapter 10.7.01.05 of the MnDOT Road Design Manual. Crash-worthy transitions
are required at all new bridges, or on existing bridges if the railings are reconstructed, when the
design speed is 40 mph or greater. When a bridge is located within the limits of roadway
reconditioning or reconstruction project, existing transitions must be upgraded if the design
speed is 40 mph or greater, and the ADT is greater than 1,500. Approved bridge approach
guardrail transitions are shown in the MnDOT Standard Plans Manual, series 600 (Safety
Features & Special Structures).
D.7.5.4.1 Guardrail
Transition Checklist
A guardrail transition includes several components, and includes an area extending 20-25 feet.
from the bridge railing connection. If any component of the approach guardrail transition does
not meet current standards, NBI Item 36B should be coded as 0 - Substandard. The following
checklist may be used as a general guide for determining if a guardrail transition meets current
design standards:
D.7.5.4.2 Guardrail
Transition Details
D-105
The bridge railing end post should be at least three feet long and at least 1.5 feet thick (at
the base).
A 4-bolt guardrail connection (MnDOT Standard Plate 8318C) should be present.
The plate beam guardrail should be double-nested for the 12.5 feet nearest the bridge.
A curb transition or rub rail should be present below the guardrail at the bridge connection.
The curb projection (if any) beyond the front face of the guardrail should not exceed nine
inches.
The guardrail post spacing should gradually reduce over the last 20 -25 feet nearest to the
bridge.
The two guardrail posts closest to the bridge should be a heaver design (eight feet deep
post).
Bridge Railing End Posts: The bridge railing or end post must provide a sufficient anchorage for
the guardrail. Current MnDOT standards require the end post to be at least 3 feet long, 18 inches
thick (at the base), and 2 feet 8 inches high (at the downstream end). While slightly smaller end
posts (with adequate reinforcement) might be sufficient, any transition with an end post smaller
than the current standard design should be coded as 0 Substandard. When upgrading the
approach guardrail on an existing bridge, a new end post may need to be constructed (see
MnDOT Standard Plan 5-297.609).
NBI ITEMS
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Chapter D
End Post Design for Concrete F Rail MnDOT Bridge Detail Plan 5-397.114
Retrofit Bridge End Post MnDOT Standard Plan 5-297.609

Railing Connection Details: The standard 4-bolt detail for the plate beam guardrail connection to
a bridge railing/end post is shown on MnDOT Standard Plate 8318C (see following figure) - this
replaced an older 2-bolt connection. Unless otherwise approved by an engineering analysis, any
transition without the standard 4-bolt guardrail connection should be coded as 0
Substandard.
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MnDOT Standard Plate 8318C: 4-Bolt Plate-Beam Guardrail Connection to Bridge

Curb Transitions and Rub Railings: To prevent an impacting vehicle from snagging on the bridge
end post, a guardrail transition should include either a curb transition or a rub rail (located just
below the guardrail at the bridge connection). If neither is present, the transition should
generally be coded as 0 Substandard. On new bridges, the approach curb will gradually
transition from 4 inches high to 10 inches high over the 7 feet adjacent to the bridge. Upgraded
transitions on existing bridges without a curb transition will typically employ a rub rail. This is a
six inch steel channel running from the bridge end post over the length of the transition
(typically around 25 feet).
Curb transition on a bridge approach (From MnDOT Standard Plan 5-297.603)
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Chapter D
Rub Rail Connection to Existing J-Rail (from MnDOT Standard Plan 5-297.606)
Approach Guardrail Transition Layouts: Approved bridge approach guardrail transitions are
shown in the MnDOT Standard Plans Manual, series 600 (Safety Features & Special Structures).
The post spacing (and other details) on these plans will vary, but they generally include a
reduced post spacing starting 20-25 feet from the end of the bridge, and require two nested Wbeam sections for the first 12.5 feet adjacent to the bridge. Unless otherwise approved by an
engineering analysis, any transition which does not conform to one of the MnDOT Standard
Plans should be coded as 0 Substandard. Some of the MnDOT Standard Plans for guardrail
transitions are listed and/or diagramed below. They can be found at the following link:
http://standardplans.dot.state.mn.us/StdPlan.aspx
5-297.601 Guardrail Installations At Medians and End Treatments

5-297.603 New W-Beam Transition to Concrete F-Rail (Steel Post)
5-297.605 New W-Beam Transition to Concrete F-Rail (Wood Post)
5-297.606 Upgraded W-Beam Transition to Existing Concrete J-Rail (Wood Post)
5-297.607 New W-Beam Transition to Existing Concrete J-Rail (Wood Post)
5-297.609 New W-Beam Transition to One-Line Concrete Rail with New End Post (Wood
Post)
5-297.614 W-Beam Transition to Thrie Beam Guardrail (for Bull Nose Medians)
5-297.617 Upgraded W-Beam Transition to Existing One-Line Concrete Rail
5-297.618 New W-Beam Transition to Existing Concrete J-Rail (Steel Post)
5-297.619 New W-Beam Transition to One-Line Concrete Rail with New End Post (Steel Post)
5-297.686 Steel Box Beam Guardrail Transition to Concrete F-Rail
Details from MnDOT Standard Plan 5-297.603 W-Beam Transition to Concrete F-Rail (Steel
Post)
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Chapter D
Detail from MnDOT Standard Plan 5-297.606 Upgraded Transition to Existing J-Rail (Wood
Post)
Detail from MnDOT Standard Plan 5-297.609 Transition to Existing One-Line Rail w/New End
Post
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D.7.5.5 Approach
Guardrail
(NBI Item 36C)
Chapter D
NBI Item 36C indicates if the approach

Inspector Note:
guardrail on a bridge (or the guardrail on the
roadway over a culvert) meets current safety
MnDOT initially codes this item as 0 standards. Approach guardrail should have
Substandard for all new bridges. It is
adequate length and structural qualities to
shield motorists from the railing ends (and
other hazards at the bridge site) and must be
inspection.
capable of safely redirecting an impacting
vehicle. NBI Item 36C generally applies to the section of guardrail between the NBI Item 36B
(Transition) and NBI Item 36D (Approach Guardrail Ends).
CODE
DISPLAY
DESCRIPTION
0-SUBSTANDARD*
1
N
-
1-MEETS STANDARD
N-NOT REQUIRED
UNKNOWN (NBI)**
Approach guardrail does not meet current standards or

guardrail is required and is not present.
Approach guardrail meets current standards.
Not applicable (or approach guardrail is not required).
-
* Any structure currently coded as Unknown for NBI Item 36C must be re-coded as either 0Substandard, 1-Meets Standards, or N-Not Required.
If guardrail is required (based upon current standards for new construction) but is not
present, NBI Item 36C should be coded as 0 Substandard.
Railroad or pedestrian bridges should be coded as N - Not Applicable.
The standard types of guardrail used by MnDOT

Inspector Note:
are outlined in Chapter 10-7.02 of the MnDOT
Road Design Manual. If guardrail is required on a
NBI Item 36C only applies to the
bridge approach, structural plate-beam W-beam
roadway traveling over the bridge (not
guardrail is typically installed. While Thrie beam
below the bridge), the rating does not
guardrail or box beam guardrail could also be used
take into consideration any collision
on bridge approaches, they have only been used
damage or deterioration - the actual
to a limited extent in Minnesota. 3-cable guardrail
condition should be rated using
(MnDOT Standard Plate 8330) is not generally
guardrail element #982 (see Section
used on bridge approaches, but may be used to
B.4.11.2 of the MnDOT BSIPM).
protect culverts in instances where deflection is
not a constraint. Cable guardrail should not be
installed along embankments steeper than 1:2, around the inside of a curve greater than 4
degrees or any place where the installation does not develop tension in the cable upon impact.
Guardrails should effectively perform the following functions:
Prevent a standard vehicle from rising over, breaking through or wedging under the
installation
Prevent or reduce the severity of a collision with a fixed object
Minimize the departure angle of a redirected errant vehicle to reduce the likelihood of a
secondary collision with following or adjacent vehicles
Achieve these objectives while minimizing damage to the vehicle and injury to the occupants
Protect abutting property owners and users from vehicle encroachment where there is a high
likelihood of vehicles leaving the roadway
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D.7.5.5.1 Bridge
Approach Guardrail
Layouts & Length
Requirements
Chapter D
Figure 10-7.01C in the MnDOT Road Design Manual indicates where bridge approach guardrail
should be installed. On bridges with two-way traffic, guardrail should normally be installed for
both railings on both ends of the bridge. On bridges with one-way traffic, guardrail should
normally be installed for both railings at the approach end of the bridge. Depending upon the
site conditions, guardrail may also be required on the downstream end of the bridge. Basic
layouts for bridge approach guardrail are shown in Figure 10-7.03F in the MnDOT Road Design
Manual and on MnDOT Standard Plan 5-297.601 (Guardrail Installations at Medians & End
Treatments).
Bridge Approach Guardrail Criteria (MnDOT Road Design Manual Fig. 10-7.01C)
The required length of guardrail installations is outlined in Chapter 10-7.03 of the MnDOT Road
Design Manual. For bridge approach guardrail, the required length will depend upon design
speed, ADT, horizontal curvature of the roadway, and the distance between the guardrail and
the edge of the traffic lane (the shy line offset). Hazardous site conditions such the steep
approach slopes or fixed objects may also be a consideration. Table 10-7.03A in the MnDOT
Road Design Manual outlines the design parameters for determining guardrail length. The
length-of-need for guardrail at bridge ends normally includes the transition to the bridge rail as
well as any portion of the end treatment that has re-directive capabilities. Plate beam guardrail
is typically installed in multiples of 12.5 feet or 25 feet (the standard plate lengths). Determining
the length of need for guardrail is a roadway design issue, but the inspector should note any
installation which does not appear to have sufficient length. Questions regarding the required
length of guardrail installations should be directed to the MnDOT Design Standards Unit:
DesignStandards@dot.state.mn.us
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Chapter D
Typical Bridge Approach Guardrail Layout (MnDOT Road Design Manual Fig. 10-7.03F
DESIGN TRAFFIC VOLUME (ADT)

DESIGN
SPEED
(MPH)
Over 6000
1500 6000
750 1500
250 750
Under 250
Runout
Length
Runout
Length
Runout
Length
Runout
Length
Runout
Length
LR (ft)
LR (ft)
LR (ft)
LR (ft)
LR (ft)
480
440
400
360
320
280
240
440
400
360
325
290
255
220
400
365
330
295
260
230
200
360
330
300
270
240
210
180
330
300
270
240
210
185
160
70
65
60
55
50
45
40
SHY
LINE
OFFSET
LS (FT)
10
9
8
7.25
6.5
5.75
5
Design Parameters for Roadside Barrier Layout (MnDOT Road Design Manual Table 10-7.03A)
D.7.5.5.2 Structural
Plate-Beam (W-Beam)
Guardrail
Structural plate-beam (or W-beam) guardrail is the most commonly used traffic barrier in
Minnesota and the rest of the nation (see Chapter 10-7.02.01 of the MnDOT Road Design
Manual). It derives its name from the W shaped cross-section of the steel plate-beam.
Structural plate-beam guardrail is a semi-rigid system. Impact is resisted by a combination of
bending and tension of the steel rail acting with the posts. Steel plate-beam may be used with
timber posts (Standard Plate 8307) or steel posts (Standard Plate 8338). Design A, with post
spacing of 12.5 feet, is used where the design speed is less than 50 mph and Design B, with a
post spacing of 6.25 feet, is used where design speeds are 50 mph or greater.
The centerline of plate-beam guardrail should typically be 1.75 feet (21 inches) high - a variation
of three inches from the nominal height is generally acceptable. On plate beam guardrail
transitions to existing concrete J-rail, the guardrail centerline height gradually increases through
the transition to 2.17 feet (26 inches) high at the railing connection (see MnDOT standard plans
5-297.606 & 5-297.607). These transition designs also include a rub rail below the plate beam
guardrail.
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Chapter D
The following checklist may be used to determine if structural plate-beam guardrail meets
standards:
The centerline of plate beam should be between 18 inches and 24 inches high (with the
exceptions noted above).
Maximum post spacing should be 6.25 feet (50 mph or greater) or 12.5 feet (less than 50
mph).
The slope should not be steeper than 1:10 (extending at least 2 feet behind the guardrail).
The guardrail layout should correspond with the Standard Plans Manual, series 600.
The overall length of the guardrail installation must be adequate for the site conditions (as
defined in Chapter 10-7.03 of the MnDOT Road Design Manual).
The centerline of plate-beam guardrail should typically be 21 high (a 3 variance is

acceptable)
W 6 x 9 steel guardrail post
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INVENTORY REPORT
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D.7.5.6 Approach
Guardrail Ends
(NBI Item 36D)

As the exposed ends of plate-beam guardrail
installations are themselves a hazard, the
upstream ends must have acceptable end
treatments. NBI Item 36D indicates if the
approach guardrail terminations on a bridge or
the guardrail terminations on the roadway over
a culvert meet current safety standards.
Chapter D
Inspector Note:
MnDOT initially codes this item as 0Substandard for all new bridges. It is
inspection.
CODE
DISPLAY
DESCRIPTION
0-SUBSTANDARD*
1
N
-
1-MEETS STANDARD
N-NOT REQUIRED
UNKNOWN (NBI)**
Guardrail terminations do not meet current standards or

guardrail is required and is not present.
Guardrail terminations meet current standards.
Not applicable (or approach guardrail is not required.)
-
* Any structure currently coded as Unknown for NBI Item 36C must be re-coded as either 0Substandard, 1-Meets Standards, or N-Not Required.
If approach guardrail is present on

Inspector Note:
the roadway traveling over a bridge
or culvert, NBI Item 36D must be
NBI Item 36D only applies to the roadway traveling
coded as either 0 Substandard
over the bridge (not below the bridge), the rating
or 1 Meets Standards.
does not take into consideration any collision
damage or deterioration - the actual condition
If guardrail is required on a bridge
should be rated using guardrail element #982 (see
(or culvert), but is not present - NBI
Section B.4.11.2 of the BSIPM).
Item 36D should be coded as 0
Substandard.
Railroad or pedestrian bridges
should be coded as N Not Required.
This item indicates the adequacy of the approach guardrail terminations in regard to current
standards (MnDOT guardrail termination standards are outlined in the MnDOT Road Design
Manual, Chapter 10-7.02.06). The rating of this item does not consider the actual condition of
the approach guardrail end.
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D.7.5.6.1 Twisted End
Treatments
Chapter D
The twisted-end treatment has been used on plate-beam guardrail for many years. Today, these
no longer meet current crash test criteria, as they present a launching hazard. Chapter 107.02.06 of the MnDOT Road Design Manual outlines the policy for the upgrading of twisted end
treatments.
1.
Twisted-end treatments shall not be used on new plate-beam guardrail installations on

any Trunk Highway.
2.
Reconditioning projects on which the in-place guardrail is disturbed require

replacement of twisted-end treatments with crash-worthy terminals on all roadways
where the design speed limit is 40 mph or greater.
3.
Reconditioning projects on which the in-place guardrail is not disturbed require

replacement of twisted-end treatments with crash-worthy approved terminals on all
freeways and on expressways and other four-lane roadways where the design speed
limit is 40 mph or greater. They also require replacement on two-lane roadways where
the design speed limit is 40 mph or greater and the current ADT is greater than 1,000.
On roadways where the design speed limit is 40 mph or greater and the ADT is less than
the values specified above, the twisted-end treatments may remain in place.
4.
Twisted-end treatments can remain in place or be installed on any roadway off the
Trunk Highway system on which the design speed limit is less than 40 mph.
With the exception of criteria #4 above, if twisted-end treatments are present, then NBI Item
36D should be coded as 0 Substandard.
Example:
Approach Guardrail
Termination
(NBI Item 36D)
Code:
0 - Substandard
Description:
Twisted End
Treatment, this
does not meet
current crash test
criteria.
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D.7.5.6.2 Guardrail
Terminals and Crash
Cushions (Selection Flow
Chart)
Chapter D
Chapter 10-7.02.06 of the MnDOT Road Design Manual provides guidance for selecting the
appropriate end terminal treatment, guidelines for updating existing guardrail ends, and lists
approved guardrail terminations. These include the following:
Eccentric Loader Breakaway Cable Terminal (ELT)

Slotted Rail Terminal (SRT-350)
Extruding Terminal (ET-2000 and ET-Plus)
Sequential Kinking Terminal (SKT-350)
Flared Energy Absorbing Terminal (FLEAT-350)
Crash Cushion Attenuating Terminal (CAT)
BRAKEMASTER Crash Cushion/End Terminal
NBI Item 36D can be coded as 1 Meets Standards if any of the end treatments listed above
are present. Other end treatments, crash cushions, or impact attenuators meeting the crash-test
criteria outlined in the National Cooperative Highway Research Program (NCHRP) Report 350
could also be coded as 1 - Meets Standards. On divided highways with two adjacent bridges,
the median guardrail will typically have a bull nose terminal (see MnDOT standard plan 5297.611).
Yes
Does the cross-section provide a shoulder

slope of 1:10 or flatter for a distance of at
least 9 feet?
Use
ELT, SRT-350
or FLEAT-350
No
Is the guardrail in a median or other
Locations where pedestrians or other traffic
could be present?
No
Use
ET-2000,
SKT-350 or
FLEAT-350
Or
Is the location adjacent to a sidewalk, ramp
or other feature which could interfere with
the use of a gating or extruding terminal
in the area behind the guardrail?
Yes
Use the C.A.T. or Brakemaster
End Treatment Selection Flow Chart (MnDOT Road Design Manual Figure 10-7.02H)
A flow chart for selecting the appropriate termination for plate beam guardrail is shown in
Figure 10-7.02H in the MnDOT Road Design Manual. At most locations, a flared terminal such as
the ELT, SRT-350 or the FLEAT-350 should be used. If there is not sufficient room for a four foot
flare and 1:10 slope grading, a tangent terminal such as the ET-2000/ET-Plus, SKT-350 or the
variable flare FLEAT-350 should be used. However, as these terminals allow vehicles to pass
behind the terminal, and rapidly extrude guardrail off to the side, they should not be used on
narrow medians or where pedestrians may be present. At locations where none of the other
systems are appropriate, the CAT or the BRAKEMASTER can be used. Regardless of which
terminal design is used, it is important that the system be properly installed and that proper
grading be provided in order for the terminal to function as intended. The presence of curbs
higher than four inches can be a problem, as none of these terminals have been tested in this
configuration.
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Chapter D
Crash Cushions: Crash cushions (also known as crash attenuators) are explained in Chapter 108.0 of the MnDOT Road Design Manual. Crash cushions may be used in gore areas or medians
where guardrail cannot be adapted due to the site restrictions. They are often installed on
bridge decks where elevated roadways split or merge. The selection of a particular type of crash
cushion will depend upon such factors as the obstacle width, the available space, and the
relative probability of impact. Some crash cushions are designed to withstand multiple impacts
without maintenance. A flow chart for the selection of crash cushions is shown in Figure 108.06A of the MnDOT Road Design Manual.
General diagram showing a crash cushion

Crash Cushion Selection Flow Chart (MnDOT Road Design Manual Figure 10-8.06A)
Use Energite
Is the hazard 3 feet or less in width?
No
Yes
Is the hazard greater
than 7 feet in width?
No
Yes
Is the application roadside with low
probability of a hit or a median at
least 20 feet wide?
Yes
Use C.A.T. or
Brakemaster
Use Wide
Quad Guard
No
Is the probability of a hit moderate or
high?
Moderate
Use Quad
Guard or
TRACC
High
Use REACT 350
D-117
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D.7.5.6.3 Guardrail
Terminals and Crash
Cushions (Identification
Table)
Chapter D
Table D.7.5.6.3-1 displays examples of guardrail terminals and crash cushions/attenuators for
which NBI Item 36D could be coded as 1 Meets Standards. This table is not intended to be a
list of approved products, but is simply intended to aid in the identification of the guardrail
terminations and/or crash cushions present on a bridge. Most of the end treatments and crash
cushions shown in this table are patented, proprietary systems. Only the manufacturer (or an
authorized representative) can provide the most recent and properly updated descriptions,
designs, photos, or installation/maintenance manuals for these systems.
Additional information may be obtained electronically from the manufacturers' website. They
will usually provide hard copies by customer request. These manufacturers offer a variety of
products not shown in this table which also meet NCHRP 350 standards. Any questions regarding
specific guardrail terminations or crash cushions should be directed to the MnDOT Design
Standards Unit: DesignStandards@dot.state.mn.us
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Chapter D
Table D.7.5.6.3-1 - Examples of Guardrail Terminals & Crash Cushions

Terminal/Cushion Type
Photo/Diagram
Thrie Beam Bull Nose

Terminal
(Median of Divided
Highways)
MnDOT Standard Sheet 5297-611
The W-Beam guardrail will
transition to Thrie Beam
guardrail before forming
the Bull Nose end
treatment
ELT
Eccentric Loader
Breakaway Cable
Guardrail Terminal
(Flared)
Requires a flat (1:10)
shoulder at least 9 feet
wide. Should not be on
narrow medians or
adjacent to a sidewalk.
MnDOT Standard Plate
8329
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Chapter D
Table D.7.5.6.3-1 Examples of Guardrail Terminals & Crash Cushions

Photo/Diagram
TM
SRT-350
Slotted Rail Guardrail

Terminal (Flared)
Requires a flat (1:10)
shoulder at least 9 feet
wide. Should not be on
narrow medians or
Trinity Highway
Products, LLC.
Dallas, Texas
highwayguardrail.com
TM
FLEAT-350
Flared Energy
Absorbing Guardrail
Terminal
Flare can vary from 2.5
feet to 4 feet.
Should not be on
narrow medians or
Road Systems, Inc.
Big Spring, Texas
roadsystems.com
TM
SKT-350
Sequential Kinking
Guardrail Terminal
Should not be on
narrow medians or
Road Systems, Inc.
Big Spring, Texas
roadsystems.com
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Chapter D
Table D.7.5.6.3-1 Examples of Guardrails & Crash Cushions

Photo/Diagram
TM
ET-2000
Extruding Guardrail
Terminal
Should not be on narrow
medians or adjacent to a
sidewalk.
Trinity Highway Products,
LLC.
Dallas, Texas
ET-Plus
TM
Extruding Guardrail
Terminal
Should not be on narrow
medians or adjacent to a
sidewalk.
LLC.
Dallas, Texas
TM
CAT
Crash Attenuating
Guardrail Terminal or
Crash Cushion
May be as a guardrail
terminal adjacent to a
sidewalk. This crash
cushion design is generally
recommended for hazards
3 feet or less in width with
a low probability of
impact, or on medians at
least 20 feet wide.
Concrete anchorage or pad
is not required.
LLC.
Dallas, Texas
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Chapter D

Photo/Diagram
BRAKEMASTER
Guardrail Terminal or
Crash Cushion
May be as a guardrail
terminal adjacent to a
sidewalk. This crash
cushion design is
generally recommended
for hazards 3 feet or less
in width with a low
probability of impact, or
on medians at least 20
feet wide.
Concrete anchorage or
pad is not required.
Energy Absorption
Systems, Inc.
Chicago, Illinois
energyabsorption.com
QuadGuard
Crash Cushion/Crash
Attenuator
This crash cushion
design is generally
recommended for
hazards 3 feet or less in
width with a moderate
feet wide. Requires a
level concrete
anchorage.
Energy Absorption
Systems, Inc.
Chicago, Illinois
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Chapter D

Photo Diagram
QuadGuard (Wide)
Crash Cushion/Crash
Attenuator
This crash cushion
design is generally
recommended for
hazards wider than 3
feet but less than 7 feet
Requires a level concrete
anchorage.
Energy Absorption
Systems, Inc.
Chicago, Illinois
TM
TRACC
Crash Cushion/Crash
Attenuator
This crash cushion
design is generally
recommended for
width with a moderate
feet wide. Requires a
level concrete
anchorage.
Trinity Highway
Products, LLC.
Dallas, Texas
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Chapter D

Photo Diagram
ENERGITE
Crash Cushion/Crash
Attenuator
This crash cushion
design is generally
recommended for
hazards wider than 7
feet The layout of the
sand-filled barrels (200
lb. and 400 lb. size)
must be approved by
an engineer.
Energy Absorption
Systems, Inc.
Chicago, Illinois
REACT 350
Crash Cushion/Crash
Attenuator
This crash cushion
design is generally
recommended for
width with a high
probability of impact (it
can withstand multiple
impacts without
resetting or repair).
Incorporates plastic
cylinders and a cable
system - requires a
level concrete
anchorage.
Energy Absorption
Systems, Inc.
Chicago, Illinois
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Chapter D

Photo Diagram
TAU II
Crash Cushion/Crash
Attenuator
Incorporates barrelshaped energy
absorbing cartridges.
Requires a level
concrete anchorage.
Barrier Systems, Inc.
Rio Vista, California
barriersystemsinc.com
SCI-100GM
Crash Cushion/Crash
Attenuator
Incorporates a cable and
hydraulic cylinders
system. Requires a level
concrete anchorage.
SCI Products, Inc.
Work Area Protection
Corporation
St. Charles, Illinois
workareaprotection.com
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D.7.5.7 Structural
Evaluation
(NBI Item 67)
Chapter D
This rating is a general assessment of the overall bridge condition and structural capacity. It is a
calculation based on the NBI condition ratings, the average daily traffic (ADT) on the bridge, and
the inventory load rating.
This indicates the overall structure condition, taking into account all major structural
deficiencies. The appraisal rating is to be based on the condition ratings of the Superstructure,
Substructure and the Inventory rating. The code is determined by the value obtained from the
following table (Table 1).
The condition of the deck should have little influence on this appraisal rating, except in the case
of a concrete slab span, concrete deck girder, box girder, "T" girder, or similar structure where
the deck is an integral part of the superstructure.
This item is calculated by the Edit/Update Program based on Table 1, and need not be coded by
the bridge inspector. The following specifications are used by the Edit/Update Program:
For structures other than culverts, the lowest of the codes obtained from Item 59
Superstructure, Item 60 Substructure, or Table 1 is used.
For culverts, the lowest of the codes obtained from Item 62 Culverts, or Table 1 is used.
If Item 59, Item 60 or Item 62 is coded 1, then Item 67 is coded 0, regardless of whether
the structure is actually closed. However, if the structure is closed, it does not mean that
this value is 0 unless the overall condition and appraisal ratings indicate that a code of 0
is appropriate.
Use the lower rating code for values between those listed in the table.
All bridges on the interstate system shall be evaluated using the ADT column of >5000 regardless
of the actual ADT on the bridge.
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Chapter D
TABLE 1
RATING BY COMPARISON OF ITEM 29 ADT AND ITEM 66 INVENTORY RATING
Structural
Evaluation
Rating
Code
9
8
7
6
5
4
Inventory Rating
Average Daily Traffic (ADT)
0-500
501-5000
>5000
>236*
(HS20)**
236
(HS20)
231
(HS17)
223
(HS13)
218
(HS10)
212
(HS7)
>236
(HS20)
236
(HS20)
231
(HS17)
225
(HS14)
220
(HS11)
214
(HS8)
>236
(HS20)
236
(HS20)
231
(HS17)
227
(HS15)
222
(HS12)
218
(HS10)
Inventory Rating less than value in rating code of 4 and requiring corrective
action.
Inventory Rating less than value in rating code of 4 and requiring replacement.
Bridge closed.
* Coded HS rating load (typical)

** HS Designation (typical)
Notes:
1. Use the lower rating code for values between those listed in the table.
2. All bridges on the Interstate system shall be evaluated using the ADT column of >5000
regardless of the actual ADT on the bridge.
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D.7.5.8 Deck Geometry
(NBI Item 68)
Chapter D
This rating is a general assessment of the bridge deck geometry. It is determined using the curbto-curb deck width, number of lanes, and the ADT on the bridge (the vertical clearance above
the bridge roadway is also taken into consideration) and need not be coded by the bridge
inspector.
The overall rating for Deck geometry for bridges includes two evaluations:
(a) The curb-to-curb, or face-to-face of bridge rail width using tables 2A, B, C or D shown on
the following pages.
(b) The minimum vertical clearance over the bridge roadway using Table 2E. The lower of
the codes obtained from these tables shall be used.
When an individual table lists several deck geometry rating codes for the same roadway width
under a specific ADT, use the lower code. (For example, Table 2A lists deck geometry rating
codes of 6, 7, and 8 for a 44-foot roadway width and an ADT of 5000 use a code of 6.) Use the
lower code for values between those listed in the tables.
The curb-to-curb or face-to-face or rail dimension shall be taken from NBI Item 51 (Roadway
Width). NBI Item 53 (Minimum Vertical Clearance Over Bridge Roadway) shall be used to
evaluate the vertical clearance. The values provided in the tables are for inventory coding
purposes only. Current design standards must be used for structure design or rehabilitation.
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Chapter D
TABLE 2A & 2B
RATING BY COMPARISON OF ITEM 29 ADT AND ITEM 51 BRIDGE ROADWAY
WIDTH, CURB-TO-CURB
TABLE 2A
Deck
Geometry
Rating
Code
9
8
7
6
5
4
3
TABLE 2B
Bridge Roadway Width

2 Lanes; 2 Way Traffic
Bridge Roadway
Width 1 Lane;
2-Way Traffic
ADT (Both Directions)
ADT (Both Direct.)
0100
101400
4011000
10012000
20015000
>32
32
28
24
20
>36
36
32
28
24
>40
40
36
30
26
>44
44
40
34
28
>44
44
44
40
34
18
20
22
24
28
16
18
20
22
26
>5000
0-100
>100
>44
44
44
44
38
32
(28*)
30
(26*)
15-11
15
14
13
12
11
15-11
Any width less than required for a rating code of 3 and structure is open.
Bridge closed.
* Use value in parentheses for bridges longer than 200 feet.

Notes:
2. Dimensions are in feet.
3. For one lane of one-way traffic, Table 2A is used.
4. For three or more undivided lanes of two-way traffic, use Table 2C, Other Multilane
Divided Facilities.
5. Do not use Table 2B for Code 9 and for Codes 8 through 4 inclusive when the ADT >100.
Single lane bridges less than 16 feet wide carrying two-way traffic are always appraised at
3 or below if they carry more than an ADT of 100.
6. One-lane bridges 16 feet and greater in roadway width, which are not ramps, are
evaluated as a two-lane bridge using Table 2A.
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Chapter D
TABLE 2C & 2D
RATING BY COMPARISON OF ITEM 28 NUMBER OF LANES AND ITEM 51 BRIDGE
ROADWAY WIDTH, CURB-TO-CURB
TABLE 2C
Deck
Geometry
Rating
Code
Bridge Roadway
Width
1-Way Traffic
Bridge Roadway Width

2 or More Lanes Each Direction
Interstate and Other
Divided Freeways
2 Lanes
9
8
7
6
5
4
TABLE 2D
>42
42
40
38
36
34 (29)*
33 (28)*
3 or more
Lanes
>12N+24
12N+24
12N+20
12N+16
12N+14
11N+12
(11N+7)*
11N+11
(11N+6)*
Other Multilane
Divided Facilities
Ramps Only
2 Lanes
3 or more
Lanes
1 Lane
2 or more
Lanes
>42
42
38
36
33
>12N+18
12N+18
12N+15
12N+12
11N+10
>26
26
24
22
20
>12N+12
12N+12
12N+10
12N+8
12N+6
30
11N+6
18
12N+4
27
11N+5
16
12N+2
Bridge closed.

N = number of lanes of traffic.
Notes:
1. Use the lower rating code for values between those listed in the tables.
3. Use Table 2C, other Multilane Divided Facilities, for 3 or more undivided lanes of twoway traffic.
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Chapter D
TABLE 2E
RATING BY COMPARISON OF ITEM 53 MINIMUM VERTICAL CLEARANCE OVER BRIDGE
ROADWAY AND ITEM 26 FUNCTIONAL CLASSIFICATION
Minimum Vertical Clearance
Functional Class
Deck
Geometry
Rating
Code

Freeway
Other Principal and

Minor Arterials
Major and Minor Collectors

and Locals
9
8
7
6
5
4
>17-0
17-0
16-9
16-6
15-9
15-0
>16-6
16-6
15-6
14-6
14-3
14-0
>16-6
16-6
15-6
14-6
14-3
14-0
Vertical clearance less than value in rating code of 4 and requiring corrective
action.
Bridge closed.

N = number of lanes of traffic.
Notes:
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D.7.5.9 Underclearances
(NBI Item 69)
Chapter D
This rating is a general assessment of the vertical and horizontal clearances above and below the
bridge. It is determinedusing the clearances listed in the bridge inventory (the functional class of
the roadway is also taken into consideration) and need not be coded by the bridge inspector.
This indicates the evaluation of the vertical and horizontal underclearances from the through
roadway to the superstructure and substructure units, respectively. Code "N" unless the bridge
is over a highway or railroad. NBI Item 54 (Minimum Vertical Underclearance), NBI Item 55
(Minimum Lateral Underclearance on Right), and NBI Item 56 (Minimum Lateral Underclearance
Lateral on Left) shall be used to evaluate this item. The functional classification to be used in the
table is for the underpassing route. Therefore, the functional classification must be obtained
from the record for the route "under" the bridge, see NBI Item 5 (Inventory Route). If no "under"
record exists, it is assumed that the route under the bridge is a major or minor collector or a
local road for use in Tables 3A and 3B.
TABLE 3A
RATING BY COMPARISON OF ITEM 54 MINIMUM VERTICAL UNDERCLEARANCE AND
FUNCTIONAL CLASSIFICATION OF UNDERPASSING ROUTE
Functional Class
Underclearance
Rating
Code

Freeway
Other Principal and

Minor Arterials
Major and
Minor
Collectors
and Locals
9
8
7
6
5
4
>17-0
17-0
16-9
16-6
15-9
15-0
>16-6
16-6
15-6
14-6
14-3
14-0
>16-6
16-6
15-6
14-6
14-3
14-0
Railroad
>23-0
23-0
22-6
22-0
21-0
20-0
Underclearance less than value in rating code of 4 and requiring corrective action
Underclearance less than value in rating code of 4 and requiring replacement.
Bridge closed.
Notes:
2.The functional classification of the underpassing route shall be used in the evaluation. If an
"under" record is not coded, the underpassing route shall be considered a major or minor
collector or a local road.
D-132
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
TABLE 3B
RATING BY COMPARISON OF ITEMS 55 & 56 MINIMUM LATERAL UNDERCLEARANCE
RIGHT & LEFT AND FUNCTIONAL CLASSIFICATION OF UNDERPASSING ROUTE
Functional Class
Underclearance
Rating
Code
9
8
7
6
5
4
1-Way Traffic
2-Way Traffic
Principal Arterials Interstate,

Freeways or Expressways
Mainline
Ramp
Left
Right
Left
Right
> 30
30
18
6
5
4
> 30
30
21
12
11
10
>4
4
3
2
2
2
> 10
10
9
8
6
4
Other
Principal
and Minor
Arterials
Major and
Minor
Collectors
and Locals
Railroad
> 30
30
21
12
10
8
> 12
12
11
10
8
6
> 20
20
17
14
11
8
Underclearance less than value in rating code of 4 and requiring corrective action.
Underclearance less than value in rating code of 4 and requiring replacement.
Bridge closed.
Notes:
3. When acceleration or deceleration lanes or ramps are provided under two-way traffic, use
the value from the right ramp column to determine code.
2. The functional classification of the underpassing route shall be used in the evaluation. If an
"under" record is not coded, the underpassing route shall be considered a major or minor
collector or a local road.
D-133
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.5.10 Waterway
Adequacy
(NBI Item 71)
Chapter D
This rating is a general assessment of the

Inspector Note:
waterway opening with respect to the passage
When a new bridge or culvert is added to
of flow under the bridge. This rating is based
the MnDOT bridge database, this item will
upon the frequency of overtopping of the
initially be coded as 9 - as this coding
bridge and approach (and the resultant traffic
may not be appropriate, this item should
delays). The functional class of the roadway is
always be reviewed for new bridges.
also taken into consideration. Site conditions
may warrant somewhat higher or lower ratings than indicated by the table (e.g. flooding of an
urban area due to a restricted bridge opening). The descriptions given in the table below mean
the following:
Chances of Overtopping:
Remote:
Slight:
Occasional:
Frequent:
Greater than 100 years

11 to 100 years
3 to 10 years
Less than 3 years
Traffic Delays:
Insignificant:
Significant:
Severe:
Minor inconvenience (impassable for a few hours)

Traffic delays of up to several days
Long-term traffic delays with resulting hardship
"Freeboard" is defined as the distance from the bottom of the superstructure to the water
surface (at the water level of the 50-year frequency design storm). Typical appraisal code values
and descriptions of the waterway adequacy are given in the following table:
D-134
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Functional Classification
Principal
ArterialsInterstates,
Freeways, or
Expressways
Other
Principal and
Minor
Arterial and
Major
Collectors
Minor
Collectors
and Local
Roads
Bridge not over a waterway.
Bridge deck and roadway approaches above

floodwater elevations (high water). Chance of
overtopping is remote.

Slight chance of overtopping roadway
approaches. Greater than 3 ft. of freeboard.

Slight chance of overtopping bridge deck and
roadway approaches. 2 to 3 ft. of freeboard.

Occasional overtopping of roadway
approaches with insignificant traffic delays. 1
to 2 ft. of freeboard.
D-135

approaches with significant traffic delays. Less
than 1 ft. of freeboard.

approaches with significant traffic delays.
Frequent overtopping of roadway approaches

with significant traffic delays.
Occasional or frequent overtopping of bridge

deck and roadway approaches with severe
traffic delays.
Bridge closed.
NBI ITEMS
3B
Description
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.5.11 Approach
Alignment
(NBI Item 72)
Chapter D
This rating is a general assessment of the alignment of the approach roadway alignment with
respect to the alignment of the bridge deck and identifies those bridges that do not function
properly or adequately due to the approach alignment. While this rating will typically remain
constant, it should be reviewed if the bridge approaches have been reconstructed. This rating
only applies to the roadway passing over the bridge
Inspector Note:
and should not be used to rate the roadway passing
below the bridge.
Speed reductions necessary
because of structure width and not
Railroad or pedestrian bridges crossing over a
approach alignments shall not be
roadway should be coded as N.
considered in evaluating this item.
It is not intended that the approach roadway alignment be compared to current standards but
rather to the existing highway alignment.
The rating criteria are based upon how the alignment of the bridge approaches relate to the
alignment of the adjacent roadway.
Inspector Note:
For example, if the highway section
When a new bridge or culvert is added to the
requires a substantial speed
MnDOT bridge database, this item will initially be
reduction due to vertical or
coded as 9 an appropriate coding should be
horizontal alignment, and the
determined for any structure currently coded as9.
roadway approach to the bridge
requires only a very minor additional
speed reduction at the bridge, the appropriate code is 6.
Typical appraisal code values and descriptions of the appropriate appraisal are given below.
CODE
DESCRIPTION
N
9
8
7
6
Not Applicable (use for railroad or pedestrian bridges)

New Structure an appropriate rating should be determined
No speed reduction required
Minor sight distance problems with no speed reduction required
Very minor speed reduction required
(0-3 MPH for a typical vehicle using the roadway)
Minor speed reduction required
Significant speed reduction required
Intolerable alignment requiring a substantial reduction in the operating speed
Severe vertical or horizontal alignment problems, such as a sharp vertical or
horizontal curve immediately adjacent to the bridge
(Speed reduction of 20 MPH or greater for a typical vehicle using the roadway)
This value of rating code not used
Bridge Closed
5
4
3
2
1
0
D-136
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Examples:
Approach Roadway
Alignment
(NBI Item 72)
Code: 8
Description:
No speed reduction
required when
approaching bridge.
Approach Roadway
Alignment
(NBI Item 72)
Code: 5
Description:
Minor speed
reduction required
when approaching
bridge.
Approach Roadway
Alignment
(NBI Item 72)
Code: 2
Description:
Severe vertical
alignment requiring
vehicle to slow down
by 20mph.
D-137
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.6 LOAD RATINGS
Chapter D
A load rating refers to the calculations made to determine the safe live load carrying capacity of
a bridge and to provide a basis for posting and permit decisions. A load rating is calculated for a
new bridge (using the bridge plans), and is re-calculated throughout the life of a bridge as
changes occur (based upon information from inspections).
Any bridge or culvert which carries vehicular traffic must have a load capacity rating performed.
A load rating report (along with any calculations) must be retained in the Bridge Owners files. A
copy of the load rating report should be submitted to the MnDOT Bridge Office. The load rating
results are used to update the following sections and can be found using Form RC-CL MnDOT
Bridge Rating & Load Posting Report for County and Local Agencies for bridges on the
County/Local system and Form RC-TH for bridges on the Minnesota State Trunk Highway System.
D.7.6.1 Design Loading

(NBI Item 31)
This item indicates the standard AASHTO truck live load for which the structure was designed.
This will typically be designated as an H or HS followed by the gross tonnage of the design
vehicle. An H designation is a single unit truck with two axles spaced at 14 feet assuming 20%
of the weight on the front axle and 80% on the rear axle. An HS designation is a two unit, three
axle truck with 14 feet between the front and center axles and the spacing between the rear
axles varies. Newer bridges which have been designed using Load Resistance Factor Design
(LRFD) will be listed as HL 93.
AASHTO HS 20 Truck Diagram

Use the codes below to indicate the live load for which the structure was designed. The
numerical value of the railroad loading should be recorded on the form. Classify any other
loading, when feasible, using the nearest equivalent of the loadings given below:
D-138
CODE
ENGLISH DESCRIPTION
0
1
2
3
4
5
6
7
8
9
A
B
C
Unknown
H 10
H 15
HS 15
H 20
HS 20
HS 20 + Mod
Pedestrian
Railroad
HS 25
HL 93 (LRFD)
Greater than HL93
Other
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.6.2 Method Used to
Determine Operating
Rating
(NBI Item 63)
Chapter D
Use one of the codes below to indicate which load rating method was used to determine the NBI
Item 64 (Operating Rating), see Section D.7.6.3.
CODE
DESCRIPTION
0
1
2
3
4
5
6
Field Evaluation and Documented Engineering Judgment

Load Factor (LF)
Allowable Stress (AS)
Load and Resistance Factor (LRFR)
Load Testing
No Rating Analysis Performed
Load Factor (LF) Rating Reported by Rating Factor (RF) Method Using MS18
Loading
Allowable Stress (AS) Rating Reported By Rating Factor (RF) Method Using MS18
Loading
Load and Resistance Factor Rating (LRFR) Rating Reported by Rating Factor (RF)
Method Using HL93 Loading
Assigned Rating Based on Load Factor Design (LFD) Reported in Metric Tons
Assigned Rating Based on Allowable Stress Design (ASD) Reported in Metric Tons
Assigned Rating Based on Load and Resistance Factor Design (LRFD) Reported in
Metric Tons
Assigned Ratings Based on Load Factor Design (LFD) Reported by Rating Factor
(RF) Using MS18 Loading
Assigned Rating Based on Allowable Stress Design (ASD) Reported by Rating
Factor (RF) Using MS18 Loadings
Assigned Ratings Based on Load and Resistance Factor Design (LRFD) Reported by
Rating Factor (RF) Using HL93 Loadings
7
8
A
B
C
D
E
F
Code 0 is to be used when the load rating is determined by field evaluation and documented
engineering judgment, typically done when plans are not available or in cases of severe
deterioration. Field evaluation and engineering judgment ratings must be documented.
Code 5 is to be used when the bridge has not been load rated or load rating documentation does
not exist.
The majority of bridges on the MnDOT Inventory are rated using the Load Factor method. The
Load and Resistance Factor Rating (LRFR) method is used on newer bridges designed according
to LRFD Bridge Design Specifications using the HL 93 design load. The Allowable Stress rating
method is typically used only for timber or masonry bridges. The load testing method is seldom
(if ever) used in Minnesota, and would be limited to special situations.
D-139
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
D.7.6.3 Operating
Rating
MnDOT is required to report alloperating ratings to FHWA in metric units. Record the metric
rating to the nearest tenth of a ton.
(NBI Item 64)
For HS ratings, multiply the HS truck rating (see MN Operating Rating in Section D.7.6.8) by 1.8
to get MS tons.
For RF ratings, no conversion is necessary.
Examples:
D.7.6.4 Method Used to

Determine Inventory
Rating
MN Operating Rating Type

2 - HS TRUCK
MN Operating Rating
46.2
NBI Item 64
83.1
3 HL - 93
1.4
1.4
See NBI Item 63 (Method Used to Determine Operating Rating) in Section D.7.6.2 for information
regarding coding this item.
(NBI Item 65)

D.7.6.5 Inventory
Rating
MnDOT is required to report all inventory ratings to FHWA in metric units. Record the metric
rating to the nearest tenth of a ton.
(NBI Item 66)
For HS ratings, multiply the HS truck rating (see MN Inventory Rating in Section D.7.6.10) by 1.8
to get MS tons.
For RF ratings, no conversion is necessary.
Examples:
D-140
MN Inventory Rating Type

2 - HS TRUCK
MN Inventory Rating
27.7
NBI Item 66
49.8
3 HL - 93
1.0
1.0
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.6.6 Bridge Posting
(NBI Item 70)
Chapter D
The NBIS require the posting of load limits only if the maximum legal load configurations in the
State exceed the load permitted under the Operating Rating. If the load capacity at the
Operating Rating is such that posting is required, this item shall be coded 4 or less. If no
posting is required at the Operating Rating, this item shall be coded 5.
This item evaluates the load capacity of a bridge in comparison to the State legal load. It differs
from NBI Item 67 (Structural Evaluation) in that NBI Item 67 uses NBI Item 66 (Inventory Rating),
while the bridge posting requirement is based on NBI Item 64 (Operating Rating).
Although posting a bridge for load-carrying capacity is required only when the maximum legal
load exceeds the Operating Rating, highway agencies may choose to post at a lower level. This
posting practice may appear to produce conflicting coding when Item 41 - Structure Open,
Posted or Closed to Traffic is coded to show the bridge as actually posted at the site and NBI
Item 70 (Bridge Posting) is coded as bridge posting is not required. Since different criteria are
used for coding these two items, this coding is acceptable and correct when the highway agency
elects to post at less than the Operating Rating. NBI Item 70 shall be coded 4 or less only if the
legal load of the State exceeds that permitted under the Operating Rating.
The use or presence of a temporary bridge affects the coding. The actual Operating Rating of
the temporary bridge should be used to determine this item. However, the highway agency may
choose to post at a lower level. This also applies to bridges shored up or repaired on a
temporary basis.
CODE
DESCRIPTION
4 OR LESS
5
Posting Required
No Posting Required
The degree that the Operating Rating is less than the maximum legal load level may be used to
differentiate between codes. As a guide and for coding purposes only, the following values may
be used to code this item:
D-141
CODE
RELATIONSHIP OF OPERATING RATING TO

MAXIMUM LEGAL LOAD
5
4
3
2
1
0
Equal to or above legal loads

0.1 - 9.9% Below
10.0 - 19.9% Below
20.0 - 29.9% Below
30.0 - 39.9% Below
> 39.9% Below
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.6.7 MN Operating
Rating Type
(MnDOT Item)
D.7.6.8 MN Operating
Rating
(MnDOT Item)
Chapter D
This item indicates the method used in determining the operating load rating field. It represents
the loading used for the most current load rating and can differ from the design loading.
CODE
ENGLISH DESCRIPTION
0
2
3
7
8
H Truck
HS Truck
HL 93
Railroad
Pedestrian, Special
Operating rating level generally describes the maximum permissible live load to which the
structure may be subjected. Allowing unlimited numbers of vehicles to use the bridge at the
Operating level may shorten the life of the bridge. Special permits for vehicles which exceed the
legal load may occasionally be issued by a governing agency. Permit vehicles must not exceed
the structural capacity determined by the operating rating. This item displays the operating
rating as an HS loading. The operating rating item does not apply to railroad or pedestrian
bridge and should be left blank.
Inspector Note:
The use or presence of a temporary bridge
This value should match the load rating
requires special consideration in coding. In such
results found on either Form RC-CL
cases, since there is no permanent bridge,
MnDOT Bridge Rating & Load Posting
Items 64 and 66 should be coded as 0 even
Report for County and Local Agencies for
though the temporary structure is rated for as
bridges on the County/Local system and
much as full legal load.
Form RC-TH for bridges on the Minnesota
State Trunk Highway System under

A bridge shored up or repaired on a temporary
Bridge Rating Operating.
basis is considered a temporary bridge and the
inventor
y and operating rating shall be coded as if the temporary shoring were not in place. See NBI Item
103 (Temporary Structure Designation) for definition of a temporary bridge.
Leave blank for a structure under sufficient fill such that, according to AASHTO design, the live
load is insignificant in the structure load capacity.
The figure below depicts where the Operating rating can be found on the MnDOT Bridge Rating
& Load Posting Report:
D.7.6.9 MN Inventory
Rating Type
(MnDOT Item)
D-142
This item indicates the method used in determining the inventory load rating field. It represents
the loading used for the most current load rating and can differ from the design loading.
CODE
ENGLISH DESCRIPTION
0
2
3
7
8
H Truck
HS Truck
HL 93
Railroad
Pedestrian, Special
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.6.10 MN Inventory
Rating
(MnDOT Item)
D.7.6.11 Posting
(MnDOT Item)
Chapter D
Inventory rating level generally corresponds to the customary design level of stresses but
reflects the existing bridge and material conditions with regard to deterioration and loss of
section. Load ratings based on the inventory
Inspector Note:
level allow comparisons with the capacity for
This value should match the load rating
new structures, and therefore, result in a live
results found on either Form RC-CL
load which can safely utilize an existing
MnDOT Bridge Rating & Load Posting
structure for an indefinite period of time.
Report for County and Local Agencies for
Leave blank for a structure under sufficient fill
bridges on the County/Local system and
such that, according to AASHTO design, the live
Form RC-TH for bridges on the Minnesota
load is insignificant in the structure load
State Trunk Highway System under
capacity.
Bridge Rating Inventory.
The figure below depicts where the Inventory
rating can be found on the MnDOT Bridge
Rating & Load Posting Report:
This item indicates what the load restriction

signage at the bridge should read. If no posting is
required, this item will be left blank. This item is
also displayed on the MnDOT Bridge Inspection
Report. The figures below depict where the load
posting values can be found on the MnDOT
Bridge Rating & Load Posting Report, along with
the corresponding sign that would be installed in
the field:
Inspector Note:
For any bridge carrying vehicular traffic,
the posting during inspection should be
verified with these values. For bridges
posted over this value or missing posting,
rate Element #981 (Signing) as Condition
State 5 and notify the Program
Administrator (and Bridge Owner)
immediately.
Examples:
D-143
Posting (tons)
VEH:
28
SEMI:
Posting (tons)
VEH:
SEMI:
NBI ITEMS
3B
INVENTORY REPORT
40
DBL:
40
DBL:
MNDOT
2B
OCTOBER 2014
Chapter D
The NBIS and Minnesota State law require that bridges be posted if the maximum legal load
exceeds the load permitted on the structure under the operating rating stress level. The AASHTO
manual states that a bridge should be capable of carrying a minimum of 3 Tons (if not, the bridge
should be closed to vehicular traffic).
For the full list of posting signs, see Section D.7.8.5. For more detailed sign standards and
guidelines, refer to the MnDOT Traffic Engineering Manual and the Minnesota Manual on
Uniform Traffic Control Devices.
If a bridge is posted with a weight restriction, this will affect the coding of NBI Item 41 (Structure
Open, Posted, or Closed) and NBI Item 70 (Load Posting).
If Section D.7.8.5 (Posted Load) is coded as anything other than 0 Not Required, there should
be inputs in this section.
The values shown above represent as follows (in tons):
D-144
First Input (VEH)
2 digits indicate posting is required for single vehicle load
Second Input (SEMI)
2 digits indicate posting is required for semi-trailer load
Third Input (DBL)
2 digits indicate posting is required for double bottom load
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.6.12 Rating Date
(MnDOT Item)
Chapter D
Record the month, day, and year that the most recent load rating was completed for structures
carrying vehicular traffic. Leave blank for non-vehicular carrying structures.
If the load rating date is blank for structures carrying vehicular traffic, it indicates that a load
rating has not yet been performed, or that a load rating report form has not yet been submitted
to the MnDOT Load Rating Unit. On the MnDOT Bridge Office website Bridge Reports and
Structure Information Management System
Under Bridge inspection and inventory reports select: Bridge reports

Password: pontis123
Select Bridge Lists
Select Bridge Rating and Posting List. This will list any bridge carrying vehicular traffic
without a load rating date (it will exclude railroad and pedestrian bridges).
The load rating date should be compared with the bridge inspection report to determine if the
bridge has deteriorated significantly since the last load rating, or if additional dead load has been
added since the last load rating.
The load rating date should be compared with the year of wearing surface installation year
(near the bottom left corner), and the year that the bridge was remodeled or rehabilitated (near
the upper left corner) - these may indicate that dead load has been added since the last load
rating.
The load rating date can be found on the MnDOT Bridge Rating and Load Posting Report:
Examples:
Date of Load Rating
December 12th, 2012
D.7.6.13 Raters Initials
(MnDOT Item)
D-145
Input
12/12/2012
Record the initials of the load rating engineer responsible for performing the most current load
rating which can be found on the MnDOT Bridge Rating and Load Posting Report:
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.6.14 MnDOT Permit
Codes
(MnDOT Item)
Chapter D
The three MnDOT permit coding items (A, B and C) are used by the MnDOT Office of
Freight and Commercial Vehicle Operations (OFCVO), to route overweight permit loads on state
Trunk Highways. Under certain conditions,
Inspector Note:
OFCVO may issue permits for vehicles
exceeding the maximum legal weight limit
These three permit codes are left blank
(these are outlined in Minnesota Statute
for county, local, or other bridges not on
169). Annual permits allow unlimited trips
the state Trunk Highway system.
for trucks weighing up to a maximum of
145,000 pounds. Single trip permits have no maximum weight, but are limited by capacity of the
bridges along the prescribed route.
There is a special MnDOT Form RC-TH: Bridge Rating and Load Posting Report for Trunk
Highways that display the overweight permit loads:
Vehicles traveling under an overweight permit are prohibited by law from crossing a load posted
bridge.
The permit trucks shall be coded according to the table below. Use default 1 for TH bridges
with no restrictions, N for TH culverts, and N for all Local Agency structures.
D.7.6.14.1 Permit Code

A
CODE
DESCRIPTION
X
1
2
3
4
5
6
7
N
Denied
No restriction
Vehicle shall travel down center of bridge
Maximum vehicle speed of 5 mph
Restrictions 2 & 3 combined
The bridge deck shall be planked
See special check contact Bridge Ratings Engineer, MnDOT Bridge Office
Need District engineer approval
Not applicable
The following diagram represents the Minnesota Standard 104 kip (A truck) permit truck
configuration:
(MnDOT Item)
D-146
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
B
Chapter D
The following diagram represents the Minnesota Standard 136kip (B truck) permit truck
configuration:
(MnDOT Item)

C
The following diagram represents the Minnesota Standard 159 kip (C truck) permit truck
configuration:
(MnDOT Item)
D.7.6.15 Load Rating

Review Date
Record the date that the load rating was checked. This will be the same date as the Rating Date
in Section D.7.6.12 unless noted otherwise.
(MnDOT Item)
D.7.6.16 Load Rating

Review Notes
(MnDOT Item)
D-147
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.7 PAINT SYSTEM
INFORMATION
Chapter D
This following items track the paint system present on a steel bridge superstructure. This
information is useful for agencies with a large numbers of bridges in planning long-term
maintenance needs. MnDOT encourages that this information be entered and updated for all
bridges with painted steel superstructures. The area painted and the unsound paint percentages
also transfer to the MnDOT Bridge Inspection Report.
These items only apply to the bridges steel superstructures. For instance, the painted area
should not include painted steel bridge railings or substructures.
D.7.7.1 Year Painted

(MnDOT Item)
D.7.7.2 Unsound Paint
Percentage
(MnDOT Item)
This item indicates the most recent year the steel superstructure members were painted. See
Section D.7.7.3 for information regarding the paint area this item pertains to.
The Unsound Paint Percentage indicates the estimated quantity of unsound deteriorated
paint, expressed as a percentage of the total painted area. Unsound paint includes areas with
complete paint system failure or areas with finish coat deterioration.
Complete paint system failure looks like:
Exposed or rusted metal
Finish Coat deterioration looks like:
Flaking
Cracking
Blistering
This item is expressed as a percentage of the total painted area and is estimated by the
inspector. This item is also displayed on the MnDOT Bridge Inspection Report.
The paragraph below is from the Bridge Improvement Guidelines:
For the purposes of assessing the condition of the paint near the joints, the paint conditions
above are based on surface area of the most corroded beam under the joint, and not the
average of all beams under the joint. Assessment of the paint condition on the rest of the
bridge is based on the exterior surfaces of fascia beams for beam span bridges and the lower
portions of trusses (within 5 feet of deck) for truss bridges. The percentages are computed
based on the limits of areas of deteriorated paint and rust that must be removed to apply the
subsequent paint system. For purposes of making this estimate, deteriorated paint that must
be removed is defined as paint that shows blistering, film embrittlement, loose paint or
extensive staining.
D.7.7.3 Painted Area

(MnDOT Item)
D-148
The Painted Area quantity is only

displayed for bridges with a painted
steel superstructure. It is expressed to
the nearest square foot, and includes
steel structural members such as
beams, trusses, arches, and secondary
bracing (bridge railings are not
included). This item is also displayed on
the MnDOT Bridge Inspection Report.
NBI ITEMS
3B
INVENTORY REPORT
Inspector Note:
On bridges constructed of unpainted weathering
steel, only the high corrosion areas (typically
areas within seven feet of a deck joint) should be
considered when determining the total painted
area.
MNDOT
2B
OCTOBER 2014
D.7.7.4 Primer Type
(MnDOT Item)
Chapter D
This item indicates the type of paint primer used on the bridge. If a bridge is constructed of
weathering steel, the MnDOT Specification number for weathering steel will precede the primer
used. A timeline of Minnesota primer coats is listed below for guidance on coding this item.
YEARS
MNDOT PRIMER
Red Lead (Steel - 93)*

White Lead (Steel - 94)*
1918 1928
Red Lead (250)*
1929 1937
Red Lead (143.04)*
1938 1946
Red Lead (3501)*
Red Lead - Shop (3506) *
1947 1958
Red Lead - Fast Dry (3507)*
1959 1963
Red Lead - Fast Dry (3507)
1964 1967
Red Lead - Fast Dry (3507)
1968 1971
Lead Silico Chromate - Dull Orange (3509)
Red Lead - Iron Oxide (3506) *
1972 1977
Organic Zinc-Rich (3503)*
1978 1987
Red Lead - Iron Oxide (3506)
1988 1994
Red Lead - Iron Oxide (3506)
Red Iron Oxide - Lead Free (3507)
1995 1999
Zinc Hydroxy Phosphate (3508)
Inorganic Zinc - Water Based (3518)
Epoxy Zinc-Rich (3520)*
2000 2004
Zinc Hydroxy Phosphate (3508)
Inorganic Zinc - Water Based (3518)*
Epoxy Zinc-Rich (3520)*
2005 - Present Red Iron Oxide - Lead Free (3507)
Epoxy Zinc-Rich (3520.3A)*
Inorganic Zinc-Rich (3520.3B)*
Moisture-Cure Zinc-Rich (3520.3C)*
* Standard Specifications for New Steel Bridges
1912 1917
Lead based paint systems are no longer used and were stopped being used in the 1970s. Due to
the hazards associated with lead paint, special containment measures must be used when
painting structures with existing lead paint systems.
If the paint system is unknown, but the bridge was last painted prior to 1975, the paint and
primer should be assumed to be lead.
Lead Iron Oxide Primers can be easily identified by a distinct red-orange color.
D-149
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.7.5 Finish Type
(MnDOT Item)
Chapter D
This item indicates the type of paint finish coat present on the bridge and is input based on the
standard specification number.
Unpainted Weathering Steel shall be coded as 3309-UNPAINTED
A timeline of Minnesota finish coats is listed below for guidance on coding this item.
YEARS
MNDOT FINISH COATS
1912 1917
1918 1928
Graphite (Steel - 93)*

Graphite (253)*
White Lead - Bridge Railings (254)
Red Lead/Carbon - Olive, Green, Graphite or Black (143.06)*
Aluminum - Bronze Powder (143.07)*
Magnetic Oxide - Black (3504)*
Aluminum Paste (3505)*
C.P. Chrome - Green (3506)*
White Lead (3522)
Iron Oxide - Black Synthetic (3526)*
Aluminum - Phenolic Resin (3527)*
Iron Oxide - Black Synthetic (3526)
Lead Silico Chromate - Dark Green (3524)
Lead Silico Chromate - Foliage Green (3525)
Lead Silico Chromate - Brown (3522)
Aluminum - Chlorinated Rubber (3523)*
Aluminum - Phenolic Resin (3528)
Vinyl - White Tint & 6 Standard Colors (3529)*
Lead Silico Chromate - Brown (3522)
Aluminum - Chlorinated Rubber (3523)*
Vinyl - White Tint & 6 Standard Colors (3529)*
Aliphatic Polyurethane (3520)*
Aluminum - Chlorinated Rubber (3523)
Vinyl - White Tint & 6 Standard Colors (3529)
Aliphatic Polyurethane (3520)*
Vinyl - White Tint & 6 Standard Colors (3529)
Aliphatic Polyurethane (3520.3A,B,C)*
Aluminum/Iron Oxide Polyurethane (3533)
1929 1937
1938 1946
1947 1958
1959 1963
1964 1967
1968 1971
1972 1977
1978 1987
1988 1994
1995 1999
2000 2004
2005 - Present
* Standard Specifications for New Steel Bridges

D-150
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.7.5.1 Paint
Specifications
The following table lists MnDOTs current paint specification numbers for possible paint used on
the superstructure.
(MnDOT Item)
MNDOT
SPECIFICATION
NUMBER
3520.2
3520.3
3523
3526
3527
3528
3529
3529-1
3529-2
3529-3
3529-4
3529-5
3529-6
3529-7
3551
3552
3553
D.7.7.5.2 Paint
Proportion
TYPE OF PRIMER
Zinc-Rick Primer
Epoxy Zinc-Rich Paint Systems/A Epoxy Zink
(Epoxy Intermediate Coat with Polyurethane Finish Coat)
Aluminum (Chlorinated Rubber) Finish Coat
Bridge & Guardrail Paint (Black Finish Coat)
Aluminum Intermediate Coat
Aluminum (Phenolic Resin) Finish Coat
Vinyl Finish Coat (White Tint Base)
Vinyl Finish Coat (Dark Blue)
Vinyl Finish Coat (Dark Green)
Vinyl Finish Coat (Brown)
Vinyl Finish Coat (Charcoal Gray)
Vinyl Finish Coat (Black)
Vinyl Finish Coat (Light Green)
Vinyl Finish Coat (Light Blue)
Enamel Paint (Black)
Enamel Paint (Dark Green)
Enamel Paint (Light Green)
This item indicates the proportion of the steel superstructure that is painted.
Examples:
(MnDOT Item)
D-151
Chapter D
Description
Entire superstructure is painted.
Input
Full
Superstructure is not painted
Unpainted
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.8 CLEARANCE AND
SIGNS
Chapter D
This section contains information regarding the roadway dimensions and clearances such as
vertical and horizontal clearance, approach width, roadway width, or median width.
The roadway clearance items in this section are similar to several NBI items, but have been
modified by MnDOT to accurately define the direction of travel (i.e. Northbound/Eastbound and
Southbound/Westbound) for those structures divided by a median/barrier. If the structure
carries both roadways of a divided highway, the width of the NB-EB roadway is recorded in the
left space and the width of the SB-WB roadway in the right space. This process is necessary in
order to provide accurate clearance data to the MnDOT Truck Center for issuing oversize permits
for large vehicles & loads.
For Trunk Highway bridges, if these items are changed, Form 17151 (12-62) "Vertical and
Horizontal Bridge Clearance Report", shall be completed and sent to the BADMU and to the
District and Transportation Permit Centers.
This section also discusses any signage (load posting, traffic control, horizontal control, or
vertical clearance) required at the bridge site. This is based upon current structure inventory
information it is the responsibility of the agency with inspection jurisdiction to verify these
signing requirements. Sign standards and guidelines are outlined in the MnDOT Traffic
Engineering Manual and the Minnesota Manual on Uniform Traffic Control Devices. Any
signage item listed as unknown should be revised.
D.7.8.1 Vertical
Clearance Over Bridge
Roadway
(NBI Item 53)
The information to be recorded for this item is the actual minimum vertical clearance over the
bridge roadway, including shoulders, to any superstructure restriction, rounded down to the
nearest tenth of a foot. For double decked structures code the minimum, regardless whether it
is pertaining to the top or bottom deck.
When no superstructure restriction exists above the bridge roadway, or when a restriction is 100
feet or greater, input 99.99.
For divided highways, the minimum value shall be submitted to FHWA.
D.7.8.2 Vertical
Reference and
Clearance
This item records the minimum vertical clearance from the roadway (travel lanes only) or
railroad track beneath the structure to the underside of the superstructure. When both a
railroad and highway are under the structure, code the most critical dimension.
SEGMENT
DESCRIPTION
LENGTH
54A
54B
Reference Feature
1 digit
4 digits
For NBI Item 54A (Reference Feature), code the reference feature from which the clearance
measurement is taken:
CODE
DESCRIPTION
H
R
N
Highway Beneath Structure

Railroad Beneath Structure
Feature not a Highway or Railroad
For NBI Item 54B (Minimum Vertical Underclearance), record the minimum vertical clearance
from that feature to the structure truncated to the nearest tenth of a foot. If the feature is not a
highway or railroad, input a 0.
D-152
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Examples:
D-153
Description
Railroad 22-9 Beneath Structure
NBI Item 54A

R
NBI Item 54B

22.7
Description
Highway 34-4 Beneath Structure
NBI Item 54A

H
NBI Item 54B

34.3
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.8.3 Lateral
Reference and
Clearance on Right
Chapter D

NBI Item 55 is composed of two segments, 55A and 55B.
This item records the minimum lateral underclearance on the right hand side of the roadway or
railroad. When both a railroad and highway are under the structure, code the most critical
dimension.
SEGMENT
DESCRIPTION
LENGTH
55A
55B
Reference Feature
1 digit
3 digits
For NBI Item 55A (Reference Feature), code the one digit letter reference feature from which
the clearance measurement is taken:
CODE
DESCRIPTION
H
R
N
Highway Beneath Structure

Railroad Beneath Structure
Feature not a Highway or Railroad
For NBI Item 55B (Minimum Lateral Underclearance), record the minimum lateral
underclearance on the right truncated to the nearest tenth of a foot. The lateral clearance
should be measured from the right edge of the roadway (excluding shoulders) or from the
centerline (between rails) of the right-hand track of a railroad to the nearest substructure unit
(pier, abutment, etc.), to a rigid barrier, or to the toe of the slope steeper than 1:3. The
clearance measurements to be recorded will be the minimum after measuring the clearance in
both directions of travel. In the case of a dual highway this would mean the outside clearance of
both roadways should be measured and the smaller distance 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 as to what was recorded. If the feature beneath the structure is
not a railroad or highway, input a 0 to indicate not applicable.
The presence of ramps and acceleration or turning lanes is not considered in this item;
therefore, the minimum lateral clearance on the right should be measured from the right edge
of the through roadway.
Examples:
D-154
Description
Railroad 20- 4 Centerline to Pier
NBI Item 55A

R
NBI Item 55B

20.3
Highway 20- 3 Edge of Pavement to Pier
20.2
Creek Beneath Structure
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.8.4 Minimum
Lateral Underclearance
on Left
(NBI Item 56)
Chapter D
Record the minimum lateral underclearance on the left (median side for divided highways)
truncated to a tenth of a foot. The lateral clearance should be measured from the left edge of
the roadway (excluding shoulders) to the nearest substructure unit, to a rigid barrier, or to the
toe of slope steeper than 1:3. Refer to examples under NBI Item 55 (Minimum Lateral
Underclearance on Right) in Section D.7.8.3.
In the case of a dual highway, the median side clearances of both roadways should be measured
and the smaller distance recorded and coded. If there is no obstruction in the median area, a
notation of "open" should be recorded and 99.9 should be coded. For clearances greater than
99.8 feet, code 998. Code 0 to indicate not applicable.
This item only applies to divided highways, one way streets, or ramps. This item does not apply
to railroads.
D-155
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.8.5 Posted Load
(MnDOT Item)
Chapter D
Minnesota Administrative Rule 8810.9600 requires that a bridge must be posted if the
maximum legal load under state law exceeds the load permitted on the structure under the
operating stress level. If a load rating determines that a weight restriction is required on a
bridge or culvert, the type of load posting sign (as well as the specific posting limits) will be
displayed on the header of the MnDOT Bridge Inspection Report and on the MnDOT Structure
Inventory Report. The actual posting should be the same as that displayed on these reports. The
load posting sign types and codes are displayed as follows:
ITEM
DISPLAY
DESCRIPTION
0
1
2
3
4
5
NOT REQUIRED
VEHICLE ONLY
VEHICLE & SEMI
BRIDGE CLOSED
PERMIT
SHV
No Load Posting Signs are Required

Vehicle Limit Only (Type R12-1A)
Vehicle and Semi-Trailer Limits (Type R12-5)
Bridge Closed (Type R11-2A)
Permit Weight Limit (Type R12-X11)
Specialized Hauling Vehicle Weight Limit (Type R12-5A)
Load posting signs (R12-1A, R12-5, R12-X11 or R12-5A) must be placed either on or immediately
in front of the bridge. Advanced signs (R12-5 Supplement or R12-X2) should be placed at the
nearest intersecting road or a wide point in the road at which an overweight vehicle can detour
or turn around.
This item only indicates the presence and type of load posting signage at the bridge site. The
actual limit in tons to be used on signs is specified in Section D.7.6 (Posting).
D-156
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
When a rating is completed and indicates a bridge is to be posted, the posting signs must be
erected within 30 days after notification of their requirements. If there are significant changes in
the bridge condition or in the posted
Inspector Note:
weight, temporary signs should be
Confirm that load posting signs are present
erected in the interim.
either on or immediately in front of the bridge
When a rating is completed and indicates
and note if advanced signs are present. If the
a bridge is to be posted, it is mandatory
load posting signs are missing or posted
that the bridge be posted unless the
greater than the inspection report, rate
Bridge Owner elects to provide
Element #981 (Signing) as Condition State 5
expedited repairs to strengthen the
and notify the PA (and Bridge Owner)
bridge to carry legal loads.
immediately.
D-157
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.8.6 Traffic Sign
(MnDOT Item)
Chapter D
Some bridges require regulatory traffic control signs that may or may not be related to weight
restrictions. Requirements for traffic control signs are coded and displayed as follows:
CODE
DISPLAY
DESCRIPTION
0
1
2
NOT REQUIRED
SPEED LIMIT
ONLY 1 TRUCK
SPEED LIMIT & 1 TRUCK
No Traffic Restriction Signs Required

Bridge Speed Limit (Type R2-X5)
Lane Restriction (Trucks/Vehicles Must Not Meet On
Bridge)
Combination of 1 & 2
R2-X5
24 x 36
If it is determined that a Bridge Speed Limit sign (type R2-X5) is required, they shall be placed
100 ft. from each end of the structure (see Minnesota Statute 169.16 and Section 2B.13.1 of the
Minnesota Manual on Uniform Traffic Control Devices).
As outlined in Section 2B.49 of the Minnesota Manual on Uniform Traffic Control Devices), a
Trucks Must Not Meet on Bridge sign (type R12-X3) should be installed in advance of bridges
carrying 2-way traffic if it meets at least one of the following conditions:
1.
The bridge roadway width is more than 18 ft. and less than 20 ft., the approach
alignment is poor, and the structure type is such that commercial vehicles cannot pass
safely on the bridge; or
2.
Where a restriction on the meeting or passing of commercial vehicles would increase

the load capacity of the structure.
As outlined in Section 2B.49 of the Minnesota Manual on Uniform Traffic Control Devices), a
Vehicles Must Not Meet on Bridge sign (type R12-X3A) should be installed in advance of
bridges carrying 2-way traffic if the bridge roadway width is 18 ft. or and less.
D-158
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.8.7 Horizontal
Clearance Sign
(MnDOT Item)
Chapter D
Some bridges require horizontal restriction signage warning of limited horizontal clearance.
Horizontal delineators are required when the roadway shoulders narrow as they approach the
bridge. Delineators are also known as hazard markers, object markers or paddle boards.
CODE
DISPLAY
DESCRIPTION
0
1
2
NOT REQUIRED
OBJECT MARKERS
WIDTH RESTRICTION
OBJECT MAREKRS & WIDTH
No Horizontal Clearance Signs Required

Type 3 Object Markers (Hazard Markers)
Width Restrictions (Narrow Bridge or One Lane
Bridge)
Combination of 1 & 2
Obstructions such as abutments, piers, trusses, or railings located within the width of the
approach shoulders should be delineated by Object Markers (see Section 3C.3 of the Minnesota
Manual on Uniform Traffic Control Devices).Type 3 Object Markers (OM-3L, OM-3C, or OM-3R)
are typically used for bridges. These signs have alternating black and yellow stripes sloping
downward toward the side of the obstruction on which traffic is to pass. The inside edge of the
object marker should be in line with the inner edge of the obstruction.
Type 3 Object Markers

(12 x 36)
OM-3L
OM-3C
OM-3R
As outlined in Section 2C.16 of the Minnesota Manual on Uniform Traffic Control Devices, a
Narrow Bridge sign (type W5-2 or W5-2A) should be placed in advance of a bridge (or culvert)
if it meets at least one of the following conditions:
1.
The structure carries 2-way traffic, has a bridge deck width greater than 18 feet, but the
bridge deck width is less than the approach roadway width; or
2.
The roadway clearance on the bridge deck is less than the width of the approach travel
lanes (the approach shoulder width is not included)
As outlined in Section 2C.17 of the Minnesota Manual on Uniform Traffic Control Devices, a
One Lane Bridge sign (W5-3) should be placed in advance of bridges (or culverts) carrying 2way traffic if the bridge deck clearance width is less than 18 feet.
D-159
W5-2
W5-3
(36 x 36)
(36 x 36)
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.8.8 Vertical
Clearance Sign
(MnDOT Item)
Chapter D
Some bridges require vertical restriction signage warning of limited vertical clearance.
CODE
DISPLAY
DESCRIPTION
N
0
1
NOT APPLICABLE
NOT REQUIRED
ROADWAY RESTRICTION
Not applicable (No Vertical Restriction)

No Vertical Clearance Signs Required (14-6 or greater)
Vertical Clearance Restriction on Roadway (Type W12-2
or W12-2p)
SHOULDER RESTRICTION
Vertical Clearance Restriction on Shoulder (Arch

Bridges Type W12-X2)
The maximum vehicle height in the state of Minnesota is 13-6. Based upon Section 2C.22 of the
Minnesota Manual on Uniform Traffic Control Devices, the Low Clearance (W12-2) sign shall
be installed if vertical clearance under a bridge is less than 14-6. Low clearance signs may be
installed on or in advance of the structure. If the sign is mounted on the bridge, it must be the
rectangular (W12-2p) sign. If the vertical clearance is less than the legal maximum vehicle height
(13-6), advanced warning signs (W12-2 with a supplemental distance plaque) should be placed
at the nearest intersecting road (or wide point in the road) at which an over height vehicle can
detour or turn around.
W12-2
W12-2P
36 x 36
84 x 24
Low clearance signs should display the vertical clearance to the nearest 1 (not exceeding the
actual clearance). In areas where roadways are subjected to frost heave, an allowance of up 3
may be reflected in the signing. For example, if the actual clearance is 13-9, the signs might
read 13-6.
Bridge clearance measurements should be performed periodically, especially if the roadway has
been resurfaced. The posted clearance should be noted on the inspection report to verify that it
correlates with the structure inventory.
W12-X2
48 x 24
On arch bridges (or when the underclearance varies greatly), the W12-X-2 Vertical Clearance sign
shall be used (the arrow indicates the location of the height specified on the sign).
D-160
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.8.9 Railroad Lateral
Underclearance
(MnDOT Item)
D-161
Chapter D
Record the minimum lateral underclearance truncated to the nearest hundredth of a foot. The
lateral clearance should be measured from the edge of the roadway (excluding shoulders) or
from the centerline (between rails) of the track of a railroad to the nearest substructure unit
(pier, abutment, etc.), to a rigid barrier, or to the toe of the slope steeper than 1:3. The
clearance measurements to be recorded will be the minimum after measuring the clearance in
both directions of travel.
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
D.7.9 WATERWAY
DATA
Items in this section only apply to structures crossing over a waterway. If NBI Item 42B (Service
Under Bridge) is coded 5 through 9, the structure crosses a waterway. See Section D.7.2.7
for NBI Item 42B.
D.7.9.1 Navigation
Control
This item indicates whether or not navigation control is required. Navigation control can require
a bridge permit for navigation. Use one of the following codes:
(NBI Item 38)
D.7.9.2 Navigation
Vertical Clearance
(NBI Item 39)
CODE
DISPLAY
DESCRIPTION
N
0
1
N/A
NO PRMT REQD
PERMIT REQD
Not applicable, no waterway

No navigation control on waterway (bridge permit not required)
Navigation control on waterway (bridge permit required)
If NBI Item 38 (Navigation Control) has been coded 1, record the minimum vertical clearance
imposed at the site as measured above a datum that is specified on a navigation permit issued
by a control agency. This measurement will show the clearance that is allowable for navigational
purposes.
In the case of a swing or bascule bridge, the vertical clearance shall be measured with the bridge
in the closed position (i.e., open to vehicular traffic). The vertical clearance of a vertical lift
bridge shall be measured with the bridge in the raised or open position. Also, NBI Item 116
(Minimum Navigation Vertical Clearance Vertical Lift Bridge) shall be coded to provide clearance
in a closed position.
If Navigation control exists, this item indicates the vertical distance allowable for navigation
purposes as measured from a water surface datum that is specified on a navigation permit
issued by a controlling agency. This is typically measured from the normal pool elevation.
Record this measurement rounded down to the nearest foot. Leave blank if not applicable.
D.7.9.3 Navigation
Horizontal Clearance
(NBI Item 40)
D-162
If NBI Item 38 (Navigation Control) has been coded 1, record for this item the minimum
horizontal clearance to the nearest foot. This measurement should be that 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.
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.9.4 Scour Critical
Bridges
(NBI Item 113)
Chapter D
The FHWA requires that all vehicular bridges over water with a total length greater than 20 feet
be reviewed for scour. In Minnesota, this process consists of a primary and secondary scour
screening and if necessary, a more thorough scour evaluation. MnDOT issued formal Screening
Guidelines in 1990 and since that time all bridges greater than 20 feet in length have been
screened. Many of the bridges on the Interstate and State systems (high priority bridges) have
been evaluated by performing a scour analysis and where appropriate, countermeasures were
designed and constructed. In addition, MnDOT has developed a monitoring program for both
emergency and regular monitoring of bridges for scour. The Bridge Scour Evaluation Procedure
for Minnesota Bridges can be downloaded on the MnDOT Bridge Office web site:
http://www.dot.state.mn.us/bridge/pdf/hydraulics/ScourGuidelines_12-09.pdf
This document outlines the scour screening and evaluation process, and includes templates for
developing Scour Plans of Action. The Scour Plan of Action (POA) is bridge specific and includes
data and guidance regarding the flood elevation at which monitoring should begin, the
frequency of monitoring, and the critical flood elevation for actions such as bridge closure.
If the MN scour code is F, G, or J (and the total structure length exceeds 20 feet)
additional scour analysis (and re-coding) is required.
If the MN scour code is G, K, O, P, R, or U, a Scour Plan of Action must be established to
outline procedures for monitoring or closing the bridge during high water events. Each
agency should maintain a file or notebook containing all of their Scour Plans of Action that is
readily available for review during a high water or flood event.
During the scour screening and evaluation process, bridges were coded as low risk based upon
the assumption that there were no existing scour problems (or history of scour), and that
abutment slopes were adequately protected. If scour or channel problems develop on a bridge
coded as low risk or limited risk, the scour coding should be revised.
For new bridges, the scour code is obtained from the bridge plans.
It is the responsibility of the agency with inspection jurisdiction for a bridge to perform scour
screenings and evaluations, and to determine the appropriate MN scour code. If a MN scour
code is revised, BADMU should be notified so that the code (and year of scour evaluation) can be
properly updated. The agency with inspection jurisdiction should retain all documentation
pertaining to scour screenings, evaluation, and coding.
A Bridge Scour Plan of Action (POA) is a written document prepared by the Bridge Owner setting
out specific instructions for management of a scour critical structure to protect public safety.
Inspection preparation should include a review of the POA. Changes to the condition of the
bridge that are noted by a bridge inspector on a routine inspection may trigger a revision to the
POA.
For structures that cross a waterway, a cross
Inspector Note:
section survey will be required for all bridges
All newly constructed bridges should have a
that are scour critical or have experienced
channel cross section completed at the first
scour problems in the past. The survey
inspection.
should be completed once to obtain a
reference survey. These surveys should be
kept in the bridge file and results compared to future surveys to determine stream degradation
and scour.
D-163
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014

NBI
ITEM
113
DISPLAY
DESCRIPTION
MN
SCOUR
CODE
NON
WATERWAY
Bridge is not over a waterway
UNKN;EVAL
Scour calculations, evaluation and/or screening have not been

made. Bridge on unknown foundations.
FND ABV
WATER
Bridge foundations (including piles) are well above flood water

elevations.
CULVERT
Culvert Structure: Scour calculation, evaluation, and/or

screening have not been made.
LOW RISK
Bridge screened, determined to be low risk for failure due to

scour.
LIMITED RISK
Bridge screened, determined to be of limited risk to public,

monitor in lieu of evaluation and close if necessary.
STBL;ABV
WATER
Bridge foundations determined to be stable for calculated scour

conditions; calculated scour depth from the scour prediction
equations is above top of footing.
STBL;PROT
INPL
Countermeasures have been installed to correct a previously

existing problem with scour. Bridge is no longer scour critical.
Scour countermeasures should be inspected during routine
inspections (when above water of accessible by wading), during
underwater inspections, after major flows, or as recommended
in the Scour Action Plan. Report any changes that have occurred
to countermeasures.
CLSD;NON SCR
Bridge is closed to traffic for reasons other than scour. Prior to

reopening, the bridge must be evaluated for scour and the scour
code must be updated.
EVAL REQD
Bridge structure: Scour calculation, evaluation, and/or screening

have not been made.
SCOUR
SUSCEPT
Bridge screened determined to be scour susceptible (further

evaluation must be completed). All substructure foundations
are known.
STBL;LOW RISK
Scour evaluation complete, bridge judged to be low risk for

failure due to scour.
STBL;LIM
SCOUR
Bridge foundations determined to be stable for calculated scour

conditions; calculated scour depth from the scour prediction
equations is within limits of footing or piles.
STBL;ACT REQD
Bridge foundations determined to be stable for predicted scour

conditions; Scour Action Plan requires additional action.
CRIT; MONITOR
Bridge has been evaluated and is scour critical. Scour Action

Plan recommends monitoring the bridge during high flows and
closing if necessary.
SCR;IMM ACT
Bridge is scour critical; field review indicates that extensive

scour has occurred at bridge foundations. Immediate action is
required to provide scour countermeasures. Note: the scour
code is equivalent to a critical deficiency.
D-164
Chapter D
CRIT;PROT
REQD
Bridge has been evaluated and is scour critical. Scour Action

Plan recommends this bridge as a priority for installation of
countermeasures. Until countermeasures are installed, monitor
bridge during high flows and close if necessary.
CLSD; SCOUR
Bridge is closed to traffic; field review indicates that failure of

piers and/or abutments due to scour is imminent or has
occurred.
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.9.5 Navigation
Vertical Lift Clearance
(NBI Item 116)
D.7.9.6 Drainage Area
Chapter D
Record to the nearest foot (rounding down) the minimum vertical clearance imposed at the site
as measured above a datum that is specified on a navigation permit issued by a control agency.
Code this item only for vertical lift bridges in the dropped or closed position, otherwise leave
blank.
(MnDOT Item)
This item indicates the size of the drainage area upstream of the structure measured to the
nearest square mile.
D.7.9.7 Waterway
Opening
This item indicates the area of waterway opening below or through the structure measured to
the nearest square foot.
(MnDOT Item)
For high level river crossings where the size of the waterway opening is not critical, enter
99999.
D.7.9.8 MN Scour Code
This item is very similar to NBI 113. See the right hand side of the table in Section D.7.9.4 for
guidance on how to code this item.
(MnDOT Item)
D.7.9.9 Scour
Evaluation Year
This item indicates the year in which the scour evaluation was performed.
(MnDOT Item)
D.7.9.10 Scour Action
Plan On File
(MnDOT Item)
D-165
This item indicates if a Scour Plan of Action is on file at the agencys office and filed at BADMU.
CODE
DESCRIPTION
Y
N
Blank
Yes, Plan of Action on file

No Plan of Action
Unknown
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.10 STEEL FATIGUE
DATA
Chapter D
Fatigue is the process by which a structural component is damaged by repeated tensile or

reversal loading, even when that loading is below the allowable design stress. The stress level at
which fatigue begins is greatly affected by fabrication defects (such as notches, rough-cut edges,
or weld inclusions) as well as specific design details.
The number of load cycles that a structural detail can withstand is governed by the stress range
(difference between minimum and maximum stress in a load cycle) and the fatigue category of
the detail. Several design specs have criteria for design of structures taking fatigue into account,
with tables that list various structural details along with a category rating from A (least
susceptible to fatigue) to F (most susceptible). These tables can be found in several specs,
including AASHTO (LRFD Bridge Design Specifications, Table 6.6.1.2.3-1), AWS (D1.1, Table 2.5)
and AISC (Steel Construction Manual, 13th Edition, Table A-3.1).
Research into fatigue cracking over the years has expanded the base of knowledge, and design
codes have been updated to reflect this new knowledge. There are many details that were
common practice years ago but are no longer used today. However, bridge inspectors must be
aware of these details, as they are still present in many bridges.
There are 18 fatigue-prone details that can be found in Minnesota and shall be given special
attention during FC Inspections. Identification of all fatigue-prone details should be done by
reviewing the existing plans prior to the inspection. Bridge inspectors should be trained to
identify fatigue-prone details in the field and note any additional details that may not be shown
in the existing plans. These additional fatigue prone details may have been due to construction
activities during the original construction, or repairs made to the structure.
Fatigue cracks may occur at stress concentrations where the rigidity of the member changes.
Examples of such locations include connection details, damaged components, material flaws,
changes in a member cross-section, welds, corrosion-notched sections or a combination of these
features. Common connection details have been identified and have been assigned a fatigue
stress category, as presented in AASHTO LRFD Bridge Design Specifications, Table 6.6.1.2.3-1.
Category E details generally have the shortest fatigue life and are most prone to fatigue cracking.
Problems associated with these details are often related to weld terminations and weld defects.
Tack welds, plug welds, and other welds made in the field are also susceptible to fatigue cracking.
The inspection of fatigue-prone details may include non-destructive testing.
The following table and subsections describe all 18 fatigue-prone details.
D.7.10.1 Steel Fatigue

Detail Ranking
CODE
DESCRIPTION
CODE
DESCRIPTION
1
2
Transverse Stiffener Web Gap

Insufficient Cope radius
10
11
Partial Length Cover Plate
12
4
5
6
7
8
9
Shelf Plate Welded to Girder Web

Stringer of Truss Floorbeam Bracket
Welded Horizontal Stiffener
Haunch Insert
Web Penetration
Plug Welded Misplaced Hole
13
14
15
16
17
18
Field Welded Splice

Pin and Eyebar Truss or Pin and
Hanger
Lateral Bracing to Girder Bottom
Flange
Cantilever Floorbeam Bracket
Backing Bar
Intermittent Weld
Tack Weld
Tied Arch Floorbeam
T1 Steel (A514)
Bridges may have more than a single fatigue prone detail type. Add up the ranking of all 18
categories to determine the Steel Fatigue Detail ranking.
(MnDOT Item)
D-166
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INVENTORY REPORT
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OCTOBER 2014
D.7.10.2 Transverse
Stiffener Web Gap
(MnDOT Item)
Chapter D
Vertical stiffeners for diaphragm attachment to plate girders are not welded to the tension flange
of the girder, and have the corners clipped to clear girder flange-web welds. The vertical weld to
the stiffener web therefore stops short of the flange. Differences in deflection () between the
girders results in the diaphragm racking, which causes the main girders to twist. High local
bending stresses are developed at the ends of the vertical welds.
RANK
DESCRIPTION
2
2
2
2
1
1
0
Top flange > 1/2, web gap < 2, L < 80

Top flange > 1/4, web gap < 1, L < 80
Top flange > 1/2, web gap < 2, L < 160, Skew > 40
Top flange > 1/4, web gap < 1, L < 160, Skew > 40
Bottom flange (positive moment region)
Other web gap details not described above
Not Applicable
Typical deck cross-section, showing racking of diaphragm between main girders under nonuniform loading.
Detail of upper flange, showing distortion leading to cracks at the top of the flange to web
stiffener weld.
D-167
NBI ITEMS
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INVENTORY REPORT
MNDOT
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OCTOBER 2014
Chapter D
Examples:
Transverse Stiffener
Web Gap
AASHTO Fatigue
Category:
C
Description:
Bridge 9800
(Lafayette):
Approach span
showing typical
web-gap detail.
Web Gap
AASHTO Fatigue
Category:
C
Description:
Bridge 74848
(Owatonna):
Showing cracks in
stiffener
weld(yellow) and
the main girder
flange-web weld
(red, with drilled
arresting hole)
D-168
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Web Gap
AASHTO Fatigue
Category:
C
Description:
Bridge 9340 (I-35W
Minneapolis):
Approach span,
showing large crack
in girder web that
initiated from the
web gap at the top
of the welded
stiffener (arrow).
Web Gap
AASHTO Fatigue
Category:
C
Description:
Bridge 27R18
(Devils Triangle):
Under construction,
showing bolted tab
plate detail used in
new construction to
eliminate web gap
distortion.
D-169
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.10.3 Insufficient
Cope Radius
(MnDOT Item)
Chapter D
When beam flanges are cut or coped to facilitate attachment to another girder, the cut edge is a
fatigue-prone detail. Increased sensitivity to fatigue is present if it is flame-cut (causing high
residual tensile stresses), has gouges or has a too-small radius. Current design standards call for
a minimum 1 radius for normal copes and 2 for copes at hinged joints. A smoothly-made cope
is AASHTO Fatigue Category C.
RANK
DESCRIPTION
2
1
0
Over-cut or cut short

Transition radius < 1
Transition radius 1 or greater
Sketches showing various methods of coping beam flanges.

Examples given on next few pages.
D-170
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Examples:
Insufficient Cope
Radius
AASHTO Fatigue
Category:
C
Description:
Bridge 5895
(Hastings): Showing
typical stringer
connection to
floorbeam with
coped top flange.
Note generous
radius on cope.
Insufficient Cope
Radius
AASHTO Fatigue
Category:
C
Description:
Bridge 5616
(Renville County):
Showing typical
stringer connection
to floorbeam with
rough-cut coped top
flange.
D-171
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Insufficient Cope
Radius
AASHTO Fatigue
Category:
C
Description:
Bridge 9320
(Dresbach):
Eastbound bridge,
floorbeam FB18,
showing drilled out
crack originating
from cut short
flange.
Insufficient Cope
Radius
AASHTO Fatigue
Category:
C
Description:
Bridge 82815 (Forest
Lake): Floorbeam
FB9, showing 2
crack originating
from cut short
flange.
D-172
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.10.4 Partial Length
Cover Plate
(MnDOT Item)
Chapter D
Cover plates welded to beam flanges can induce fatigue cracking at the ends of the longitudinal
and transverse welds. This is the case whether or not the plates are tapered or if they are welded
across the ends. For flange thickness less than or equal to 0.8 inches, the fatigue detail is
AASHTO Category E. For flanges thicker than 0.8, the fatigue category is E.
RANK
DESCRIPTION
3
3
2
1
0
Flange thickness > 0.8

No end taper, wider than flange, no weld across end
No end taper, other cases
End taper
Not Applicable
Portion of construction plan for bridge 27967 (Maple Grove), showing rolled beam with welded
cover plates on top and bottom flanges. Plates are fillet welded all around, including ends.
D-173
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Examples:
Partial Length
Cover Plate
AASHTO Fatigue
Category:
B, E, E
Description:
Bridge 9059
(Warroad): Cover
plates welded to
beam flanges with
fatigue cracking at
the ends of the
longitudinal and
transverse welds.
Partial Length
Cover Plate
AASHTO Fatigue
Category:
B, E, E
Description:
Bridge 7889 (St.
Louis County):
Welded cover plate
on truss floorbeam.
Note that cover
plate is wider than
the beam flange.
D-174
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Partial Length
Cover Plate
AASHTO Fatigue
Category:
B, E, E
Description:
Bridge 7221 (Buyck):
UT indication in top
girder flange.
Location is at end of
welded cover plate
on top flange
(encased in concrete
stool and deck).
Partial Length
Cover Plate
AASHTO Fatigue
Category:
B, E, E
Description:
Bridge 9276 (TH36
over Clevland Ave):
Showing drilled-out
crack in web. Crack
originated at end of
welded cover plate
on top flange; in line
with lower flange
cover plate (bolted
detail is top flange
repair).
D-175
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.10.5 Shelf Plate
Welded to Girder Web
(MnDOT Item)
Chapter D
Horizontal shelf plates are used to attach lower diagonal bracing to truss panel points or plate
girder vertical stiffeners. These can be the originating points for fatigue cracks, both at the ends
of the welds and in areas where the weld intersects the vertical stiffener weld on the girder web.
Horizontal shelf plates longer than 4 inches are regarded as AASHTO fatigue category E. This
category may be lowered depending on the type of weld used and whether or not there are
transition radii at the ends.
RANK
DESCRIPTION
4
3
Intersecting plate, cope and weld not compliant with MnDOT Std.
Intersecting plate, cope and weld compliant with MnDOT Std.
(Lp > 12 tp or 4) OR R < 6
Intersecting plate, cope and weld compliant with MnDOT Std.
(Lp 12 tp or 4) AND R 6
No intersecting plate (Lp > 12 tp or 4) OR R < 6
No intersecting plate (Lp 12 tp or 4) AND R 6
Not Applicable
2
2
1
0
Where:
Lp = Length of horizontal shelf plate along girder web

tp = Thickness of horizontal shelf plate
R = Transition radius at end of shelf plate
Bridge 69825 (Duluth) drawing section, showing horizontal shelf plate welded to girder web at
floorbeam locations for attachment of diagonal bracing.
Examples given on next page.
D-176
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Examples:
Shelf Plate Welded
To Girder Web
AASHTO Fatigue
Category:
C
Description:
Bridge 69810K
(Duluth): Showing
horizontal shelf
plate and vertical
stiffener. Welded
intersection has
been drilled out to
prevent cracking
(yellow arrow).
Shelf Plate Welded

To Girder Web
AASHTO Fatigue
Category:
C
Description:
Bridge 9800
(Lafayette): Showing
1975 web crack in
main girder that
originated from
intersecting welds at
the stiffener/shelf
plate connection
(yellow arrow).
D-177
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.10.6 Stringer of
Truss Floorbeam Bracket
(MnDOT Item)
Chapter D
Floorbeam connections to trusses, or stringer connections to floorbeams, are often made with
angles bolted or riveted to the web. Twisting of this angle from beam loads can cause cracking in
the angle.
RANK
DESCRIPTION
3
1
0
Floorbeam connection to truss panel point

Stringer connection to floorbeam
Not Applicable
Floorbeam end connection detail, from M.H.D. Standard Plan for an 80 X 20 foot low truss
(1924).
Bridge 9090 (Kennedy Grand Forks) drawing section, showing stringer to floorbeam
connection detail. Note copes cut in stringers (Section 4.2).
D-178
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Examples:
Stringer or Truss
Floorbeam Bracket
AASHTO Fatigue
Category:
B, D
Description:
Bridge 4654
(Stillwater): Showing
riveted angle
connecting
floorbeam FB2 to
truss panel point
L2N in Span 7.
Stringer or Truss
Floorbeam Bracket
AASHTO Fatigue
Category:
B, D
Description:
Bridge 5895
(Hastings): Showing
angles used to
connect floorbeam
to truss (left) and
stringer to
floorbeam (right).
D-179
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Stringer or Truss
Floorbeam Bracket
AASHTO Fatigue
Category:
B, D
Description:
Bridge L6116
(Duluth Aerial Lift
Bridge): Showing
angles used to
connect stringers to
floorbeams.
Stringer or Truss
Floorbeam Bracket
AASHTO Fatigue
Category:
B, D
Description:
Bridge 9800
(Lafayete): Showing
crack in bolted angle
used to connect
stringer (left) to
floorbeam (right).
D-180
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.10.7 Welded
Horizontal Stiffener
(MnDOT Item)
Chapter D
Horizontal stiffeners are used to strengthen the compression zone of the web in deep plate
girders. Welded horizontal stiffeners are susceptible to cracking at the ends of the welds.
Intermittently-welded (skip-welded) stiffeners are especially prone to cracks. These details are
an AASHTO fatigue category E or E with no transition radius, and category B, C, D or E with a
transition, depending on the radius. While horizontal stiffeners are only needed in the
compression zone of the web, they are often continued into the tensile region for fabrication or
architectural reasons.
RANK
DESCRIPTION
4
3
Continuation through tension zone

Multiple plates welded end-to-end or vertical stiffener
interrupts horizontal stiffener
Stiffener thickness > 1 and no transition radius at ends
Transition radius < 2
d
Not Applicable
3
2
1
0
Geometry of horizontal stiffener terminations with and without transition radius.

D-181
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Example:
Welded
AASHTO Fatigue
Category:
B, C, D, E, E
Description:
Bridge 9800
(Lafayette): Showing
top and bottom
horizontal stiffeners
welded to main
girder.
Welded
AASHTO Fatigue
Category:
B, C, D, E, E
Description:
Bridge 62018
(Lafayette
Replacement):
Girder in the
fabricating shop,
showing horizontal
stiffener with a 7
transition radius
ground smooth.
D-182
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Welded
AASHTO Fatigue
Category:
B, C, D, E, E
Description:
Bridge 9360
(Washington
Avenue): Showing
horizontal stiffeners
welded to lower
portion of web.
Welded
AASHTO Fatigue
Category:
B, C, D, E, E
Description:
Bridge 9320
(Dresbach): Showing
cracked weld
between horizontal
stiffener and girder
web at the
intersection with a
vertical stiffener.
D-183
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.10.8 Haunch Insert
(MnDOT Item)
Chapter D
To increase girder depth locally at piers on continuous steel structures, the lower flange and part
of the web of a rolled beam are sometimes removed and a welded haunch added. This can be a
source of fatigue cracking, especially if partial-penetration welds are used at the transverse
joints.
RANK
DESCRIPTION
3
2
0
Transverse partial joint penetration (PJP) welds.

No transverse partial joint penetration (PJP) welds.
Not Applicable
Bridge 9790 (I-35, Pine County) shop drawing, showing a welded haunch added to the
W36X170 rolled beam. In this case, the transverse joints have complete-penetration welds
(full butt welds), not partial-joint penetration (PJP) welds.
D-184
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Example:
Haunch Insert
AASHTO Fatigue
Category:
B, C
Description:
Bridge 6566 (Taylors
Falls): Showing
welded haunch.
Note longitudinal
weld (arrow).
Haunch Insert
AASHTO Fatigue
Category:
B, C
Description:
Bridge 6557
(Clearwater):
Showing welded
haunch. Arrows
indicate horizontal
weld. Note crack in
end transverse weld
that has been drilled
out (circle)
D-185
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.10.9 Web
Penetration
Chapter D
In structures where girders intersect, such as on bridges with integral pier caps, cracks can
sometimes be found in welds near the intersections. This detail also applies to holes cut in the
web of a member to allow another member or utility line to pass through, even if they are not
connected to each other.
(MnDOT Item)
RANK DESCRIPTION
Hole cut in box girder except at pier cap
Intersecting girders at pier cap
Hole cut in open girder
Not Applicable
3
2
1
0
Bridge 69831 (Duluth) design plan detail, showing intersection of a plate girder with a steel box
integral pier cap. Arrow indicates location of crack shown in Photo 4.8-1.
D-186
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Example:
Web Penetration
AASHTO Fatigue
Category:
D
Description:
Bridge 69831
(Duluth): Showing
cracked stiffener
weld at intersection
of plate girder with
box pier cap
Web Penetration
AASHTO Fatigue
Category:
D
Description:
Bridge 69801C
(Duluth): Showing
clearance hole in
floorbeam web for
electrical conduit.
D-187
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.10.10 Plug Welded
Misplaced Hole
(MnDOT Item)
Chapter D
Plug welds, which have been used for structural connections and to repair mis-drilled holes, are a
poor fatigue detail. Although AASHTO does not show plug welds in their fatigue category tables,
the bridge office has determined that filled holes are an equivalent fatigue category C. AWS D1.1
assigns fatigue category E to structural plug welds carrying load.
RANK DESCRIPTION
Misplaced holes filled by plug welding, regardless of location.
Not Applicable
4
0
Bridge 9090 (Kennedy Grand Forks) shop drawing section, showing plug weld callouts for end
truss panel point L0.
D-188
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Example:
Plug Welded
Misplaced Hole
AASHTO Fatigue
Category:
C, E, F
Description:
Bridge 6690
(Drayton-Robbin):
Showing mis-drilled
holes in truss
diagonal plate filled
with plug welds.
Plug Welded
Misplaced Hole
AASHTO Fatigue
Category:
C, E, F
Description:
Bridge 9412
(Baudette): Showing
plug-welded holes in
lower truss chord.
D-189
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Plug Welded
Misplaced Hole
AASHTO Fatigue
Category:
C, E, F
Description:
Bridge 9090
(Kennedy-Grand
Forks): Showing
crack due to poor
fusion plug-welded
gusset plate L-.
Plug Welded
Misplaced Hole
AASHTO Fatigue
Category:
C, E, F
Description:
Bridge 9090
(Kennedy-Grand
Forks): Showing
crack in previous
example after
grinding out.
D-190
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.10.11 Field Welded
Splice
(MnDOT Item)
Chapter D
On some local bridges, field splices to floorbeams and other components were made when the
bridge was widened. These welds are sometimes poorly made and can result in cracking. Most of
these field modifications have little or no documentation.
RANK DESCRIPTION
Field-Welded Splices are present
Not Applicable
4
0
Field Welded
Splice
AASHTO Fatigue
Category:
C
Description:
Bridge 7889 (St.
Louis County):
Showing welded
field splice on
floorbeam (arrow)
as well as fieldwelded cover plate.
Field Welded
Splice
AASHTO Fatigue
Category:
C
Description:
Bridge 90856 (Clay
County): Showing
crack in welded
floorbeam field
splice.
D-191
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Field Welded
Splice
AASHTO Fatigue
Category:
C
Description:
Bridge 90856 (Clay
County): Showing
crack in field-welded
stringer bracket.
D.7.10.12 Pin and

Eyebar Truss or Pin and
Hanger
(MnDOT Item)
Truss bridges that have pin and eyebar tension members, or girder bridges with pin and hanger
hinge assemblies, have a high probability of failure if fatigue cracks should develop. These are
considered to be AASHTO Fatigue Category E.
RANK DESCRIPTION
Pin and eyebar or Pin/Hanger assemblies are present
Not Applicable
4
0
Bridge 9040 (Red Wing) plan section, showing details of the pin and hanger assembly
supporting the center cantilevered span. See photo 4.11-2.
D-192
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Example:
Pin and Eyebar
Truss or Pin and
Hanger
AASHTO Fatigue
Category:
E
Description:
Bridge 1461
(Amboy): Showing
pin and eyebar
lower truss chord.
Pin and Eyebar

Truss or Pin and
Hanger
AASHTO Fatigue
Category:
E
Description:
Bridge 9040 (Red
Wing): Showing pin
and hanger
assembly used to
support the center
span of the truss.
D-193
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Pin and Eyebar

Truss or Pin and
Hanger
AASHTO Fatigue
Category:
E
Description:
Bridge 9320
(Dresbach): Showing
pin and hanger
hinge joint between
girders.
Pin and Eyebar

Truss or Pin and
Hanger
AASHTO Fatigue
Category:
E
Description:
Bridge 9030
(Blatnik): Showing
pin and hanger
assembly used to
connect the main
truss span (left) to
the South approach
span (right).
D-194
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.10.13 Lateral
Bracing to Girder
Bottom Flange
(MnDOT Item)
Chapter D
Cross bracing or diaphragms welded to the bottom girder flange, instead of connected to a web
stiffener, can induce fatigue cracks in the flange. Bridge 9239 is the only Minnesota trunk
highway bridge known to have this type of detail.
RANK DESCRIPTION
Lateral bracing connected to girder flange
Not Applicable
3
0
Bridge 9239 (Climax) plan section, showing diagonal bracing welded to girder flange. Welds are
5/16 fillets parallel to the direction of stress in the flange.
Example:
Lateral Bracing to
Girder Bottom
Flange
AASHTO Fatigue
Category:
B, C, D, E
Description:
Bridge 9239
(Climax): Showing
lower lateral bracing
connected to
bottom girder
flanges.
D-195
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.10.14 Cantilever
Floorbeam Bracket
(MnDOT Item)
Chapter D
This detail consists of a cantilevered bracket outside the fascia girder or truss chord, with a plate
connecting the top flanges of the floorbeam and bracket across the top of the main member.
These brackets support sidewalks, utilities or other secondary bridge elements. The connecting
plate can be riveted, bolted or welded to the floorbeam and bracket flanges.
RANK DESCRIPTION
Plate connecting top flanges of floorbeam and cantilever bracket.
Not Applicable
3
0
Bridge 9360 (Washington Avenue) showing drawing details of cantilever bracket and top flange
tie plate.
Bridge 4700 (Sorlie, Grand Forks) showing drawing details of cantilever sidewalk bracket with
tie plate over truss chord, connected to floorbeam at bearing.
D-196
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Cantilever
Floorbeam Bracket
AASHTO Fatigue
Category:
B, D
Description:
Bridge 9360
(Washington
Avenue): Showing
cantilever brackets
supporting upper
deck columns.
Cantilever
Floorbeam Bracket
AASHTO Fatigue
Category:
B, D
Description:
Bridge 4700 (Sorlie):
Showing cantilever
sidewalk bracket
connection at end of
truss. Arrow shows
top connecting
plate.
D-197
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.10.15 Backing Bar
(MnDOT Item)
Chapter D
When backing bars for complete-penetration welds are left in place or not ground smooth, they
can be the source of fatigue crack initiation.
RANK DESCRIPTION
Backing bars left in place and not ground smooth.
Not Applicable
3
0
Bridge 69824 (Duluth) drawing detail, showing complete-joint penetration (CJP) weld callout
for the shelf plate. Although a backing bar is not specifically shown, it must be used for a CJP
weld accessible from only one side.
D-198
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Example:
Backing Bar
AASHTO Fatigue
Category:
B, C, D, E
Description:
Bridge 69824
(Duluth): Showing
horizontal shelf
plate assembly with
backing bar left in
place (arrow).
Backing Bar
AASHTO Fatigue
Category:
B, C, D, E
Description:
Bridge 69801C
(Duluth): Showing
magnetic-particle
indication at endof
shelf plate. This is
not a crack, but
rather a gap
between the end of
the back bar and the
girder web.
D-199
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.10.16 Intermittent
Weld
(MnDOT Item)
Chapter D
Intermittent, or stitch welding, is a poor fatigue detail for structural members. The ends of
each weld segment are potential locations for crack initiation.
RANK DESCRIPTION
Intermittent welding is present.
Not Applicable
3
0
Bridge 6566 (Taylors Falls) drawing detail, showing intermittent weld callout (1/4 fillet welds,
2 long, spaced 5 apart) for intermediate stiffeners on main girders.
Bridge 6646 (Georgetown) drawing detail, showing intermittent field weld callout (1/4
staggered fillet welds, 2 long, spaced 12 apart) for U1-L1 reinforcement.
Examples given on next few pages:
D-200
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Examples:
Intermittent
Weld
AASHTO Fatigue
Category:
E
Description:
Bridge 6566 (Taylors
Falls): Showing
intermittent welds
between vertical
stiffener and main
girder web.
Intermittent
Weld
AASHTO Fatigue
Category:
E
Description:
Bridge 6646
(Georgetown):
Showing
intermittent welds
used to reinforce
Span 2 vertical
member U1-L1.
D-201
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.10.17 Tack Weld
(MnDOT Item)
Chapter D
Although not shown on design plans, tack welds were often used to hold structural members and
plates together temporarily to align them for riveting. These welds often crack, but do not pose a
significant risk unless the crack propagates into the base metal. Tack welds are an equivalent
Category E fatigue detail.
Partially-cracked tack welds need to be monitored regularly, as there is a chance the crack may
not stay in the weld but instead may spread into the connected members. Once a tack weld is
fully cracked, there is little chance of further propagation.
RANK DESCRIPTION
Tack welds are present.
Not Applicable
2
0
Examples:
Tack Weld
AASHTO Fatigue
Category:
E
Description:
Bridge 9040 (Red
Wing): Showing
partially-cracked
tack weld between
inner gusset plate
and lower chord.
The end of the crack
has been marked for
future monitoring.
D-202
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Tack Weld
AASHTO Fatigue
Category:
E
Description:
Bridge 6690
(Drayton-Robbin):
Showing close-up of
a fully-cracked tack
weld.
Tack Weld
AASHTO Fatigue
Category:
E
Description:
Bridge 5895
(Hastings): Showing
a fully-cracked tack
weld between a
truss gusset plate
and lower chord.
Tack Weld
AASHTO Fatigue
Category:
E
Description:
Bridge 9030
(Blatnik): South
approach span,
showing a partiallycracked tack weld
between multiple
girder flange plates.
D-203
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.10.18 Tied Arch
Floorbeam
(MnDOT Item)
Chapter D
Floorbeams connected to tie girders with a bolted/welded shear plate connection, which
transfers shear but not moment, have been the source of cracks in the connecting welds. The
bridge across the Mississippi River between Prairie du Chien, WI and Marquette, IA has
experienced problems with this detail.
There are no bridges in Minnesota with this type of floorbeam/tie girder connection.
RANK DESCRIPTION
Floorbeam shear connection to tied arch girder web.
Not Applicable
1
0
Typical detail of floorbeam shear connection to tie girder.

Example:
Tied Arch
Floorbeam
AASHTO Fatigue
Category:
C
Description:
Cracks in
floorbeam/tie girder
connection on
Prairie du Chien, WI
bridge
D-204
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.10.19 T1 Steel
(A514)
(MnDOT Item)
Chapter D
ASTM A-514 (T-1) is a high-strength, quenched & tempered (Q & T) low-alloy steel developed in
the 1960s. Its high yield strength (100 ksi) was attractive for reducing the weight of structures,
but it proved to have low fracture toughness. It was also difficult to weld properly, leading to
cracking in joints that were welded without following proper preheat procedures. In Minnesota,
the only known bridges using T-1 steel are 9360 (Washington Avenue) and the outer lower chord
sections of 9090 (Kennedy - Grand Forks).
RANK DESCRIPTION
Bridge elements fabricated from A-514 steel
Not Applicable
3
0
Bridge 9090 (Kennedy) drawing, showing callout for A514 steel. Bottom text reads: Note:
Bottom Chord L0, L, L1 to splice shall be Q & T steel. Gusset plate notes refer to Low Alloy
(L.A.) steel. Note plug weld holes in L0 and L gusset plates.
D-205
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.11 ROADWAY
INFORMATION [ON]
D.7.11.1 Roadway
Over/Under
(NBI Item 5A)
Chapter D
This section contains the roadway information about the structure such as route system and
number, roadway function, detour length, or Average Daily Traffic (ADT) for the roadway ON the
bridge. See Section D.7.13 for roadway information UNDER the bridge.
A separate inventory data file must be maintained for the roadway passing over a structure, as
well as for the roadway(s) traveling under a structure. Inventory data for bridges often have more
than one inventory sheet. For instance, an overpass bridge will have separate inventory sheets
for the roadways above and below the bridge. The Bridge (Pontis) Reports have separate pages
for each roadway. The SIMS print reports will have one separate page for the ON record with
the UNDER records shown two per page.
NBI Item 5A is a one-character alphanumeric code which indicates if the inventory data file refers
to a roadway passing over or under the structure.
CODE
DISPLAY
DESCRIPTION
Route On Structure
Route Under Structure
A THROUGH Z
1 ON
2 OFF
A
Route Carried on the structure

Single route goes under the structure
Multiple routes go under the structure
A signifies the first of multiple routes under the structure.

B signifies the second of multiple routes under the structure.
C signifies the third of multiple routes under the structure.
"On" signifies that the inventory route is carried "on" the structure. Each bridge structure
carrying highway traffic must have a record identified with a type code = 1 (numeric). All of the
NBI data items must be coded, unless specifically excepted, with respect to the structure and the
inventory route "on" it.
Railroad and pedestrian bridges do not have a Route System or Route Number to enter and
therefore do not have roadway data to be recorded.
"Under" signifies that the inventory route goes "under" the structure. If an inventory route
beneath the structure is a Federal-aid highway, is a STRAHNET route or connector or is otherwise
important, a record must be coded to identify the route. The type code must be 2 or an
alphabetic letter A through Z. Code 2 for a single route under the structure. If two or more routes
go under a structure on separate roadways, the code of 2 shall not be used. Code A, B, C, D, etc.,
consecutively for multiple routes on separate roadways under the same structure. STRAHNET
routes shall be listed first. When this item is coded 2 or A through Z, only the following items
must be coded: Items 1, 3-13, 16, 17, 19, 20, 26- 30, 42, 43, 47-49, 100-104, 109 and 110. All
other items may remain blank.
It cannot be overemphasized that all route-oriented data must agree with the coding as to
whether the inventory route is "on" or "under" the structure.
There are situations of a route "under" a structure, where the structure does not carry a highway,
but may carry a railroad, pedestrian traffic, or even a building. These are coded the same as any
other "under" record and no "on" record shall be coded.
Tunnels shall be coded only as an "under" record; that is, they shall not be coded as a structure
carrying highway traffic.
D-206
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.11.2 Route Type
(Route Signing Prefix)
(NBI Item 5B)
D.7.11.3 Level of Service

(NBI Item 5C)
D.7.11.4 Route Number

(NBI Item 5D)
Chapter D
This item identifies the route signing prefix for the inventory route. When two or more routes are
concurrent, the highest class of route will be used. The hierarchy is in the order listed below:
CODE
DESCRIPTION
1
2
3
4
5
6
7
8
Interstate Highway
U.S. Numbered Highway
State Highway
County Highway
City Street
Federal Lands Road
State Lands Road
Other
This item identifies the designated level of service for the inventory route.
CODE
DISPLAY
DESCRIPTION
0
1
2
3
4
5
6
7
8
N/A
MAINLINE
ALTERNATE
BYPASS
SPUR
CITY STREET
BUSINESS
RAMP/WYE
FRONTAGE
None of the below

Mainline
Alternate
Bypass
Spur
City Street
Business
Ramp or Connector
Service or Frontage Road
This item identifies the route number and the directional suffix (when applicable) of the
inventory route. If concurrent routes are of the same hierarchy level, denoted by the route
signing prefix, the lowest numbered route shall be coded. For structures with non-numbered
routes record 0.
Examples:
Description
35E
D.7.11.5 Directional
Suffix
Code
35E
This item is not used by MnDOT and should be coded 0 Not Applicable.
(NBI Item 5E)

D.7.11.6 Critical Facility
This item is not used by MnDOT and should be left blank.
(NBI Item 6B)
D-207
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.11.7 Vertical
Clearance
(NBI Item 10)
Chapter D
Code the minimum vertical clearance over the inventory route identified in Item 5, whether the
route is "on" the structure or "under" the structure. The minimum clearance for a 10 foot wide
pavement or traveled part of the roadway where the clearance is the greatest shall be recorded
and coded in feet and inches. For structures having multiple openings, clearance for each
opening shall be recorded, but only the greatest of the "minimum clearances" for the two or
more openings shall be coded regardless of the direction of travel. This would be the practical
maximum clearance.
When no restriction exists, code 99.99.
D.7.11.8 Vertical
Clearance, NB-EB
(MnDOT Item)
This item indicates the amount of minimum vertical clearance from the roadway surface to any
obstruction above the roadway. This field should be completed for all bridges and is identical to
NBI Item 10 in Section D.7.11.7.
If the inventory route is a divided highway, then NB or EB (increasing reference points) vertical
clearance shall be input into this field.
If there is no obstruction above the roadway this field can be left blank.
Do not round up and truncate to the nearest tenth:
Examples:
D.7.11.9 Vertical
Clearance, SB-WB
(MnDOT Item)
Description
14.566
Code
14.5
No Obstruction
99.99
This is the amount of minimum vertical clearance from the roadway surface to any obstruction
above the roadway. This field should be completed for divided highways only. If the inventory is a
divided highway, then SB or WB (decreasing reference points) vertical clearance shall be input
into this field.
If there is no obstruction above the roadway this field should be coded 99.99.
Do not round up and truncate to the nearest tenth:
Examples:
D.7.11.10 Mile Point

(NBI Item 11)
Description
14.566
Code
14.5
No Obstruction
99.99
If a mile point location reference system is being used in the State, record the mile point to a
thousandths of a mile (with an assumed decimal point). If mileage is coded to the hundredth, it
may be used and the item zero filled. The mile point shall reference the beginning (or other point
the State uses) of the structure in the direction of increasing mileage of the inventory route
identified in NBI Item 5 (Inventory Route).
Code all zeros if a mile point location cannot be determined or is not appropriate. If the mile
point location of the structure is at the beginning of the route mileage, code with a nominal value
of 1.000 rather than 0.000.
D-208
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.11.11 Base Highway
Network
(NBI Item 12)
D.7.11.12 LRS Inventory

Route and Subroute
Number
(NBI Item 13A & 13B)
Chapter D
This item indicates if the structure is located on the Base Highway Network and shall be coded for
all records in the inventory. The Base Highway Network includes 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 Base Network. For the
inventory route identified in NBI Item 5 (Inventory Route), indicate whether the inventory route
is on the Base Highway Network or not on that network. Use one of the following codes:
CODE
DESCRIPTION
0
1
Inventory Route is not on the Base Network

Inventory Route is on the Base Network
If NBI Item 12 (Base Highway Network) is coded 1, the information to be recorded for this item
is inventory route for the State's LRS. If NBI tem 12 has been coded 0, this entire item should be
coded 0. This item is a 12-digit code composed of two segments.
ITEM
DESCRIPTION
LENGTH
13A
13B
LRS Inventory Route

Subroute Number
10 digits
2 digits
The LRS inventory route and subroute numbers to be reported in this item must correspond to
the LRS inventory route and subroute numbers reported by the State for the High Performance
Monitoring System (HPMS).
The HPMS is a database of universe and sample data that describes the nations public road
mileage. The data are annually updated and submitted to FHWA by the State Highway Agencies,
Puerto Rico, and the District of Columbia. The universe data provides some basic characteristics
of all public road mileage while the sample of the arterial and collector systems allows for
assessment of the condition, performance, usage, and additional characteristics of the nations
major highway systems.
The LRS inventory route number can be alphanumeric, but must not contain blanks. The LRS
inventory route number is not necessarily the same as that posted along the roadway, but is a
number used to uniquely identify a route within at least a county and perhaps throughout the
State.
The subroute number is a number that uniquely identifies portions of an inventory route sections
where duplicate mile points occur. These subroute numbers, if they exist, are identified in the
State's HPMS-LRS records. If there is no subroute number, code 00 in this segment.
Examples:
D-209
Description
Inventory Route 2775, Subroute Number 0
Code
000000277500
Inventory Route 2775, Subroute Number 3
000000277503
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.11.13 Detour Length
(NBI Item 19)
Chapter D
This item represents the detour length to the nearest tenth of a mile and should represent the
total additional travel required for a vehicle which would result from closure of the bridge. 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 structure of lesser
quality.
If a ground level bypass is available at the structure site for the inventory route, record and code
the detour length as 0. The factor to consider when determining if a bypass is available at the
site is the potential for moving vehicles, including military vehicles, around the structure. This is
particularly true when the structure is in an interchange. For instance, a bypass likely would be
available in the case of diamond interchanges, interchanges where there are service roads
available, or other interchanges where the positioning and layout of the ramps is such that they
could be used without difficulty to get around the structure.
If the bridge is one of twin bridges and is not at an interchange, code 0 where the other twin
bridge can be used as a temporary bypass with a reasonable amount of crossover grading.
A structure located on a dead end with no possible detour should be entered as 999 miles.
Example:
Condition
Diamond interchange, structure bypassable
Cloverleaf, not bypassable; 8-mile detour
Structure over river; 199-mile detour
Structure over highway, no interchange, bypass available at ground level
Structure on dead end road
D.7.11.14 Toll Facility

(NBI Item 20)
Code
0
8.0
199.0
0
99.9
This item indicates if the structure is a toll bridge (or if it located on a toll road).
CODE
DESCRIPTION
1
2
Toll Bridge (not on a toll road) tolls are paid specifically to use the structure
On Toll Road (the structure carries a toll road) toll includes the highway & the
structure
On Free Road - the structure is toll-free and carries a toll-free highway
On Interstate Toll Segment under Secretarial Agreement
Toll Bridge under Secretarial Agreement (separate from the highway segment)
3
4
5
Interstate toll segments under Secretarial Agreement (Title 23 - United States Code - Highways
Section 129 as amended by 1991 ISTEA and prior legislation) shall be identified separately.
D-210
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.11.15 Functional
Classification
(NBI Item 26)
Chapter D
This item indicates the functional classification of the inventory route.

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.
CODE
DISPLAY
DESCRIPTION
RUR/PR ART ISTH

RUR/PR ART OTH
RUR/MINOR ART
RUR/MAJOR COLL
RUR/MINOR COLL
RURAL LOCAL
Principal Arterial Interstate

Principal Arterial Other
Minor Arterial
Major Collector
Minor Collector
Local
URB/PR ART ISTH

URB/PR ART FRWAY
URB/OTH PR ART
URB/MINOR ART
URB COLL
URBAN LOCAL
Principal Arterial - Interstate

Principal Arterial Other Freeways or Expressways
Other Principal Arterial
Minor Arterial
Collector
Local
RURAL
01
02
06
07
08
09
URBAN
11
12
14
16
17
19
D.7.11.16 Lanes On the
Bridge
(NBI Item 28A)
This item identifies the number of traffic lanes being carried by the structure. This includes 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. This shall include any full width
merge lanes and ramp lanes, and shall be independent of directionality of usage. For example, a
1-lane bridge carrying 2-directional traffic is still considered to carry only one lane on the
structure.
It should be noted that for the purpose of evaluating the NBI Item 68 (Deck Geometry), any onelane bridge, not coded as a ramp (Item 5C = 7), which has NBI Item 51 (Bridge Roadway Width,
Curb-to-Curb) coded as 16 feet or greater shall be evaluated as two lanes.
Only the number of traffic lanes on the bridge shall be coded under NBI Item 28A.
D.7.11.17 Lanes Under

the Bridge
This item is repeated. See Section D.7.2.1 for coding this item.
(NBI Item 28B)
D-211
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.11.18 Average Daily
Traffic
(NBI Item 29)
Chapter D
This item indicates the ADT volume for the roadway traveling on and/or under the bridge. This
should be the most recent ADT count available, and should include the truck traffic referred to in
NBI Item 109 (Average Daily Truck Traffic). MnDOT Trunk Highways are updated every other year
and local roads are recommended to be updated every five years.
The ADT must be compatible with the other items coded for the bridge. For example, parallel
bridges with an open median are coded as follows; if NBI Item 28 (Lanes On and Under the
Structure) and NBI Item 51 (Bridge Roadway Width, Curb-to-Curb) are coded for each bridge
separately, then the ADT must be coded for each bridge separately (not the total ADT for the
route).
If the roadway is closed, code the last ADT from before the closure occurred.
This item shall be left blank for pedestrian and railroad structures.
D.7.11.19 ADT Year

(NBI Item 30)
This item records the year in which NBI Item 29 (ADT) was calculated. All four digits of the year
are to be recorded.
This item shall be left blank for pedestrian and railroad structures.
D.7.11.20 Approach
Roadway Width
(NBI Item 32)
This item represents the normal width of usable roadway approaching the structure (displayed in
feet, to the nearest tenth). Usable roadway width will include the width of traffic lanes and the
widths of shoulders
Shoulders are defined as the following:
Must be constructed and normally maintained flush with the adjacent traffic lane, and
Must be structurally adequate for all weather and traffic conditions consistent with the
facility carried.
Un-stabilized grass or dirt, with no base course, flush with and beside the traffic lane is not to be
considered a shoulder for this item.
For structures with medians of any type and double-decked structures, this item should be coded
as the sum of the usable roadway widths for the approach roadways (i.e., all median widths
which do not qualify as shoulders should not be included in this dimension). When there is a
variation between the approaches at either end of the structure, record and code the most
restrictive of the approach conditions.
Examples are given on next page.
D-212
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D

Examples:
LEFT
SHOULDER
LEFT
ROADWAY
MEDIAN
SHOULDERS
RIGHT
ROADWAY
RIGHT
SHOULDER
TOTAL
WIDTH
4.0
6.0
12.0
10.0
--48.0
24.0
--30.0
16.0
16.0
36.0
48.0
36.0
6.0
12.0
12.0
10.0
26.0
54.0
150
96
The last example above represents the coding method for a structure in which the most
restrictive approach has the cross-section shown below:
Regardless of whether the median is open or closed, the data coded must be compatible with the
other related route and bridge data (i.e., if NBI Item 51 (Bridge Roadway Width, Curb-to-Curb) is
for traffic in one direction only, then Items 28, 29, 32, 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 below is 94 feet.
D-213
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.11.21 Horizontal
Clearance
(NBI Item 47)
Chapter D
The total horizontal clearance for the inventory route identified in NBI Item 5 should be
measured and recorded. The clearance should be the available clearance measured between the
restrictive features -- curbs, rails, walls, piers or other structural features limiting the roadway
(surface and shoulders).
The purpose of this item is to give the largest available clearance for the movement of wide
loads. Flush and mountable medians are not considered to be restrictions. This clearance is
defined in 2 ways; use the most applicable:
Clear distance between restrictions of the inventory route either "on" or "under" the
structure.
Roadway surface and shoulders - when there are no restrictions.
For a divided facility with a raised or non-mountable median, or an "under" route divided by
piers, record the greater of the restricted widths in either direction, not both directions.
Clearance, NB-EB
(MnDOT Item)
If the roadway is over a bridge, this item identifies the horizontal distance from one railing face to
the other. If the roadway is over a culvert, this is the horizontal distance between obstructions.
This field should be completed for all bridges.
If the inventory route is a divided highway, then NB or EB (increasing reference points) routes
shall be input into this field.
Code 99.99 feet when there arent any obstructions.
If the route is under a bridge, then code the horizontal distance between substructure units
(abutment or pier) and a rigid barrier or the toe of a slope greater than 3:1.
Truncate number to the nearest tenth of a foot.
Examples:
D-214
Description
29- 5
Code
29.4
No obstruction.
99.99
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Clearance, SB-WB
If the roadway is over a bridge, this item identifies the horizontal distance from one railing face to
the other. If the roadway is over a culvert, this is the horizontal distance between obstructions.
(MnDOT Item)
This field should be completed for divided highways only. If the inventory is a divided highway,
then SB or WB (decreasing reference points) routes shall be input into this field.
Code 99.99 feet when there arent any obstructions.
If the route is under a bridge, then code the horizontal distance between substructure units
(abutment or pier) and a rigid barrier or the toe of a slope greater than 3:1.
Truncate number to the nearest tenth of a foot.
Examples:
D.7.11.24 Bridge
Roadway Width
(NBI Item 51)
Description
29- 5
Code
29.4
No obstruction.
99.99
The information to be recorded is the most restrictive total minimum distance between curbs or
rails on the structure roadway. 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. Raised or non-mountable medians, open medians, and barrier widths
are to be excluded from the summation along with barrier-protected bicycle and equestrian
lanes.
The data recorded for this item must be compatible with other related route and bridge data
(i.e., NBI Items 28, 29, 32, etc.). The measurement should be exclusive of flared areas for ramps.
For flared structures, record the minimum width.
Where traffic runs directly on the top slab (or wearing surface) of a culvert type structure, e.g. a
R/C 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.
Where the roadway is on fill carried across a structure and the headwalls or parapets do not
affect the flow of traffic code as 0.0. This is accurate because a filled section simply maintains
the roadway cross-section. However, for sidehill viaduct structures code the actual full curb-tocurb roadway width.
For additional pictorial guidance on coding the roadway width for different scenarios, see
illustrations in Section D.7.2.17.
Example:
Total Roadway Width = 44+50+16.13 = 110.1 ft
D-215
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
D.7.11.25 MnDOT
Roadway Width
This MnDOT Roadway Width is not the same as NBI Item 51 (Bridge Roadway Width). This
roadway width input has the option to be separated into two fields for divided highways.
(MnDOT Item)
For non-divided highways, only the NB-EB roadway width field shall be coded.
For divided highways, both NB-EB and SB-WB fields shall be used. See Section D.7.11.24 for
additional information on NBI Item 51 (Bridge Roadway Width).
D.7.11.25.1 NB-EB
This field should be completed for all bridges.

If the inventory route is a divided highway, then NB or EB (increasing reference points) roadway
widths shall be input into this field.
Do not round up and truncate to the nearest tenth.
D.7.11.25.2 SB-WB
This field should be completed for divided highways only. If the inventory is a divided highway,
then SB or WB (decreasing reference points) roadway widths shall be input into this field.
D.7.11.26 Maximum
Vertical Clearance Over
Bridge Roadway, NB-EB
This item identifies the maximum amount of vertical clearance in any ten foot width of the
traveled roadway (no shoulder) under any obstruction on the inventory route. This field should
be completed for all bridges.
(MnDOT Item)
If the inventory route is a divided highway, then NB or EB (increasing reference points) vertical
clearance shall be input into this field.
Examples:
Description
14.566
D-216
NBI ITEMS
3B
Code
14.5
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.11.27 Maximum
Vertical Clearance Over
Bridge Roadway, SB-WB
(MnDOT Item)
Chapter D
This item identifies the maximum amount of vertical clearance in any ten foot width of the
traveled roadway (no shoulder) under any obstruction on the inventory route. This field should
be completed for divided highways only. If the inventory is a divided highway, then SB or WB
(decreasing reference points) vertical clearance shall be input into this field.
Examples:
Description
14.566
D.7.11.28 STRAHNET
Highway Designation
(NBI Item 100)
Code
14.5
This item shall be coded for all records in the inventory. For the purposes of this item, the
STRAHNET Connectors are considered included in the term STRAHNET. For the inventory route
identified in NBI Item 5, indicate STRAHNET highway conditions using the codes below.
A STRAHNET is a national system of Interstate and primary highways and connectors that are
important to the United States strategic defense policy and which provide defense access,
continuity and emergency capabilities for defense purposes. The STRAHNET Connectors are
highways which provide access between major military installations and highways which are part
of the Strategic Highway Network.
The STRAHNET is determined by the Surface Deployment and Distribution Command (SDDC
previously the Military Traffic Management Command, MTMC) in coordination with FHWA.
FHWA provides data on the SDDC from the NBI regarding clearances, sufficiency ratings,
condition, and load-carrying capabilities on these routes. STRAHNET maps are available at
http://www.fhwa.dot.gov/bridge/nbilink.htm. The link leads to a password protected site which
is controlled by the US Army and is accessible by FHWA and other agencies requiring access. The
maps are also available from the Office of Program Administration. Accurate NBI data regarding
the STRAHNET is important to the SDDC.
D.7.11.29 Direction of
Traffic
(NBI Item 102)
CODE
DESCRIPTION
0
1
2
3
The inventory route is not on a STRAHNET route

The inventory route is on an Interstate STRAHNET
The inventory route is on a Non-Interstate STRAHNET route
The inventory route is on a STRAGHNET connector route
This item identifies the direction of traffic of the inventory route identified in NBI Item 5. The
MnDOT Structure Inventory Report labels this item as Roadway Type as opposed to Direction
of Traffic used in the NBI.
This item must be compatible with other traffic-related items such as NBI Item 28A (Lanes on the
Structure), NBI Item 29 (Average Daily Traffic), NBI Item 47 (Total Horizontal Clearance) and NBI
Item 51 (Bridge Roadway Width, Curb-to-Curb).
D-217
CODE
SIMS DISPLAY
DESCRIPTION
0
1
2
3
NOT APPLI
1 WAY TRAF
2 WAY TRAF
1 LN;2WAY
Highway traffic not carried

1-way traffic
2-way traffic
One lane bridge for 2-way traffic
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.11.30 National
Highway System
(NBI Item 104)
Chapter D
This item is to be coded for all records in the inventory. For the inventory route identified in Item
5, indicate whether the inventory route is on or off the NHS. Initially, this code shall reflect an
inventory route on the NHS "Interim System" description in Section 1006(a) of the 1991 ISTEA
(Inter-Modal Surface Transportation Efficiency ACT). Upon approval of the NHS by Congress, the
coding is to reflect the approved NHS.
The National Highway System consists of roadways important to the nations economy, defense,
and mobility. The NHS includes the following subsystems of roadways:
Interstate
Other Principal Arterials: This includes highways in rural and urban areas which provide access
between an arterial and a major port, airport, public transportation facility, or other
intermodal transportation facility.
STRAHNET: This is a network of highways which are important to the United States strategic
defense policy and which provide defense access, continuity and emergency capabilities for
defense purposes.
Major Strategic Highway Network Connectors: These are highways which provide access
between major military installations and highways which are part of the Strategic Highway
Network.
Intermodal Connectors: These highways provide access between major intermodal facilities
and the other four subsystems making up the National Highway System.
For this item, use one of the following codes:
D.7.11.31 Federal Lands

Highways
(NBI Item 105)
D-218
CODE
SIMS DISPLAY
DESCRIPTION
0
1
OFF
ON
Inventory Route is not on the NHS

Inventory Route is on the NHS
Structures owned by State and local jurisdictions on roads which lead to and traverse through
federal lands sometimes require special coded unique identification because they are eligible to
receive funding from the Federal Lands Highway Program. One of the following codes shall be
used:
CODE
DESCRIPTION
0
1
2
3
4
5
6
9
Not Applicable
Indian Reservation Road (IRR)
Forest Highway (FH)
Land Management Highway System (LMHS)
Both IRR and FH
Both IRR and LMHS
Both FH and LMHS
Combined IRR, FH and LMHS
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.11.32 Heavy
Commercial Average
Daily Traffic Percentage
(NBI Item 109)
Chapter D
This item represents the heavy commercial average daily truck traffic volume (HCADT) on the
roadway traveling on or under the bridge.
This does not include vans, pickup trucks, or light delivery trucks. If this information is not
available, an estimate which represents the average percentage for the category of road carried
by the bridge may be used.
When the HCADT is not available use 10% of the ADT.
This item may be left blank if NBI Item 29 (ADT) is less than 100.
D.7.11.33 Truck
Network
The national network for trucks includes most of the Interstate System and those portions of the
Federal-Aid Highways identified in the Code of Federal Regulations (23 CFR 658). The national
network for trucks is available for use by commercial motor vehicles of the dimensions and
configurations described in these regulations. For the inventory route identified in Item 5,
indicate conditions using one of the following codes:
(NBI Item 110)
D.7.11.34 Future
(NBI Item 114)
CODE
DESCRIPTION
0
1
The inventory route is not part of the national network for trucks
The inventory route is part of the national network for trucks
This item identifies the forecasted ADT for the inventory route identified in NBI Item 5. This shall
be projected at least 17 years but no more than 22 years from the year of inspection. The intent
is to provide a basis for a 20-year forecast. This item may be updated anytime. If planning data is
not available, use the best estimate based on site familiarity.
The future ADT must be compatible with the other items coded for the bridge. For example,
parallel bridges with an open median are coded as follows: if NBI Item 28 (Lanes On and Under
the Structure) and NBI Item 51 (Bridge Roadway Width, Curb-to Curb) are coded for each bridge
separately, then the future ADT must be coded for each bridge separately (not the total for the
route).
D.7.11.35 Future
Year
This item identifies year for which the ADT in NBI Item 114 was forecasted. This shall be
projected at least 17 years but should be no more than 22 years from the year of inspection.
(NBI Item115)
D.7.11.36 Lateral
Clearance Left
(MnDOT Item)
This item identifies the left hand lateral clearance. For a divided roadway, code the minimum
distance (check both directions of travel) from the left edge of the roadway to the nearest
substructure unit or any median barrier.
For a one-way roadway or one road of a divided roadway, code the distance from the outside
edge of the roadway to the substructure unit.
If minimum-lateral-underclearance-right is blank, then this field must be blank. If minimumlateral-underclearance-right is not blank and the median-width-under is also not blank, then this
field must be coded.
The left side is determined when facing in the direction of travel. Truncate to the nearest tenth of
a foot.
D.7.11.37 Lateral
Clearance Right
(MnDOT Item)
This item identifies the right hand lateral clearance. For a two-way roadway, code the distance
from the edge of the roadway to the substructure unit (e.g., pier, abutment) or to the toe of the
slope. Code the minimum measurement after measuring both sides of the roadway.
For a divided roadway, code the distance from the outside edge of the roadway to the
substructure unit. Code the minimum measurement after measuring both outside edges.
D-219
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
For a one-way roadway or one road of a divided roadway, code the distance from the outside
edge of the roadway to the substructure unit.
For a railroad, the underclearance is the distance from the centerline of the right-hand railroad
track to the substructure unit or toe of the slope. Again, code the minimum measurement after
measuring both directions of travel.
If minimum-vertical-underclearance-road-1 is blank, then this field must also be blank. If
minimum-vertical-undercllearance-road-1 is non-blank, then this field must be coded.
The right side is determined when facing in the direction of travel. Truncate to the nearest tenth
of a foot.
D.7.11.38 Bridge Match
ID (TIS)
(MnDOT Item)
D.7.11.39 Median Width

(MnDOT Item)
This item allows MnDOT to sequence the roadway records differently than NBI Item 5A. MnDOT
sequences the roadway records according to the highest priority roadway with the lowest route
number regardless if the roadway travels over or under the bridge. The MnDOT Roadway Record
Sequence Number is displayed in parenthesis directly in front of the coding for NBI Item 5A - it
appears as (1), (2), etc.
This item indicates the width in feet of the median on the bridge. If the identified route goes over
the bridge, record the width of the median over the bridge. If the identified route goes under the
bridge, record the width of the median under the bridge.
See Section D.7.2.2 for information on NBI Item 33 (Bridge Median) which identifies the type of
median on the structure, if applicable.
This item is used for divided roadways only regardless if median is depressed, mountable or
unmountable.
D.7.11.40 Traffic
Sequence Number
This field allows the import of ADT data from another MnDOT office directly without looking it up
manually.
(MnDOT Item)
D.7.11.41 Inter Reg
Corridor
(MnDOT Item)
D.7.11.42 Control
Section (TH Only)
This item is only used for bridges on the Minnesota State Trunk Highway system and identifies
the control section assigned to the section of roadway.
(MnDOT Item)
This is a combination of the two digit Minnesota county numbers plus a two digit roadway
section identifier. Only the second two digits are carried in this field. Each roadway section
identifier with its associated county number identifies a portion of the Minnesota Trunk Highway
system. These usually are relatively small contiguous sections of roadway tied together for
maintenance and construction purposes.
This information is determined by the GIS data.
D.7.11.43 Roadway
Name or Description
(MnDOT Item)
D-220
This item identifies the name of the roadway associated with the structure. For the bridge data
file for the roadway passing over the structure, this will be the same as NBI Item 7 (Facility
Carried by Structure).
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.11.44 MN Roadway
Class
(MnDOT Item)
D.7.11.45 Primary Road

(MnDOT Item)
D.7.11.46 Number of
Medians
Chapter D
This item identifies the roadway classification according to a Minnesota coding system.
CODE
DESCRIPTION
0
1
2
3
4
5
6
No Roadway
2 Way Road
1 Way Road
1 Roadway of Divided
Divided due to Median
2 Way Roadway with Pier
1 Lane Road; 2 Way Traffic
This item identifies if the road is a primary road on the inventory route.
CODE
DESCRIPTION
Y
N
Yes, Primary Road

Not a Primary Road
This item is for listing the number of medians located on the bridge.
(MnDOT Item)
D-221
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.11.47 Bridge Route
System
(MnDOT Item)
Chapter D
This item identifies the route system of the roadway according to the Minnesota coding system.
In situations where two or more routes are concurrent, the highest class of route will be used.
The hierarchy is in the order listed below:
CODE
SIMS DISPLAY
DESCRIPTION
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
ISTH
USTH
MNTH
CSAH
MSAS
CMSA
CNTY
TWNS
UTWN
MUN
NATP
NFD
IND
SFR
SPRK
MIL
NATM
NATW
FRNT
SGAM
PRIV
Interstate Trunk Highway

U.S. Trunk Highway
Minnesota Trunk Highway
County State-Aid Highway
Municipal State-Aid Street
County-Municipal State-Aid Street
County Road
Township Road
Unorganized Township Road
City Street
National Park Road
National Forest Development Road
Indian Reservation Road
State Forest Road
State Park Road
Military Road
National Monument Road
National Wildlife Refuge Road
Frontage Road
State Game Preserve Road
23
Private Jurisdiction Road
This item is similar to NBI Item 5B. See Section D.7.11.12 for information regarding coding.
D.7.11.48 Bridge
Reference Point
This item identifies the reference point location or stationing of the center of the structure. Code
the field with the following format: XXX + XX.XX
(MnDOT Item)
Example:
019+00.933
231+00.926
D.7.11.49 MN Route
System
(MnDOT Item)
This is a two character code representing the route system.

When there are two major highways crossing over the same structure, if the center of the bridge
divides two roadways, then record the higher level route system in this field. The lower level
route system will use the reference point (2nd Roadway) field.
See Section D.7.11.47 for complete list of codes.
D-222
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.11.50 MN Route
Number
(MnDOT Item)
Chapter D
This field is filled in with the following data entry mask: AAAABBBB.
The AAAA portion is 0000 for a trunk highway route, nn00 for a county route where nn
equals the Minnesota county number, or nnnn for a city route where nnnn equals the city
census code.
CODE
DESCRIPTION
GUIDANCE FOR CODING
0000
nn00
nnnn
TH Bridge
County Route
City Route
See Section D.7.1.8 for Minnesotas County Codes

City Census code found in Appendix D
The BBBB portion is for the actual designated route number.

Examples:
D-223
Description
Carver County carrying CSAH 140
Code
10000140
Trunk Highway Bridge carrying TH 99
00000099
City of Burnsville Bridge carrying Route 1
05370001
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.11.51 MN Reference
Point
(MnDOT Item)
Chapter D
This is the official MnDOT ten character reference point on the inventory route in question.
(Format = 999+99.999). This point is taken at the centerline centroid of the structure unless
there are two roadways on the structure, then see below.
Example:
A structure in Jackson County is 200 feet long and it carries Minnesota TH 97 and CSAH 32 and
the halfway point of the bridge is the dividing point of the structure. The TH reference point is
100+00.000 and the CSAH reference point is 000+00.000. The first route info would be:
TIS Route System ID = 03,
TIS Route Number ID = 00000097
TIS Reference Point = 099+00.991 (100+00.000 minus fifty feet or 0.0094696 equals
099+00.991),
TIS High End Distance = 50,
TIS Low End Distance = 50.
The second route info would be :
TIS Second Route System ID = 04,
TIS Second Route Number ID = 32000032,
TIS Second Reference Point = 000+00.009 (000+00.000 plus fifty feet or 0.0094696 equals
000+00.009),
TIS Second High End Distance = 50,
TIS Second Low End Distance = 50.
D.7.11.52 High End

(Incr. Ref. Point)
For bridges longer than 50 feet and for the over record only, this value should be filled in. It is
equal to half the total length of the structure.
(MnDOT Item)
This is the far end of the bridge with respect to the increasing reference point.
Round value to the nearest foot.
D.7.11.53 Low End (Incr.

Ref. Point)
For bridges longer than 50 feet and for the over record only, this value should be filled in. It is
equal to half the total length of the structure.
(MnDOT Item)
This is the near end of the bridge with respect to the increasing reference point.
Round value to the nearest foot.
D-224
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.11.54 Direction
(Incr. Ref. Point)
(MnDOT Item)
Chapter D
This field should be coded when the high end or low end distances are recorded (i.e. the bridge
is over 50 feet in length) or when the inventory route is a divided highway. The code should
reflect the direction that one is traveling when one crosses this structure in the direction of
increasing reference points. The possible codes are N, S, E, or W inclusive. This should be coded
for the over record only.
D.7.11.55 Interchange
Element
(MnDOT Item)
D.7.11.56 2nd Roadway
The following fields are used when there are two major highways crossing over the same road.
(MnDOT Item)
MN Route System (2nd Roadway)

MN Route Number (2nd Roadway)
Reference Point (2nd Roadway)
High End (Incr. Ref. Point, 2nd Roadway)
Low End (Incr. Ref. Point, 2nd Roadway)
Direction (Incr. Ref. Point, 2nd Roadway)
Interchange Element (2nd Roadway)
Reference the appropriate sections for completing each of these fields for the 2nd roadway.
D.7.11.57 NBI Roadway
(MnDOT Item)
D-225
This item specifies whether the roadway should be included in NBI file exports. FHWA requires
inspection of any structure with a total length of 20 feet or greater. Minnesota State law
requires inspection of any structure with a total length of 10 feet or greater. Therefore, the
MnDOT structure inventory includes many 10 to 20 feet structures that are not submitted to
FHWA.
CODE
DESCRIPTION
STRUCTURE LENGTH
0
1
Not included in NBI file export

Include in NBI file export
10 to 19.99 Feet
20 feet or Greater
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.12 IMPROVEMENT
COST ESTIMATE
D.7.12.1 Proposed
Work and Proposed
Work By
(NBI Item 75A &75B)
Chapter D
The following sections discuss details regarding estimated cost of improvement and the method
used to determine the cost.
NBI Item 75 is composed of two segments, 75A and 75B. The information to be recorded for this
item will be the type of work proposed (75A) to be accomplished on the structure to improve it to
the point that it will provide the type of service needed and whether the proposed work is to be
done by contract or force account (75B). Code a two digit number for 75A and a one digit
number for 75B.
SEGMENT
DESCRIPTION
LENGTH
75A
75B
Type of Work Proposed

Work Done By
2 Digits
1 Digit
This item must be coded for bridges eligible for the Highway Bridge Replacement and
Rehabilitation Program. To be eligible, a bridge must carry highway traffic, be deficient and have
a sufficiency rating of 80.0 or less. This item may be coded for other bridges at the option of the
highway agency. Use one of the following codes to represent the proposed work type, otherwise
leave blank:
ITEM 75A
DESCRIPTION
31
Replacement of bridge or other structure because of substandard load

carrying capacity or substandard bridge roadway geometry.
32
33
Replacement of bridge or other structure because of relocation of road.

Widening of existing bridge or other major structure without deck
rehabilitation or replacement; includes culvert lengthening.
34
35
Widening of existing bridge with deck rehabilitation or replacement.

Bridge rehabilitation because of general structure deterioration or inadequate
strength.
36
37
38
Bridge deck rehabilitation with only incidental widening.

Bridge deck replacement with only incidental widening.
Other structural work.
If segment A is blank, leave segment B blank. Otherwise, the third digit shall be coded using one
of the following codes to indicate whether the proposed work is to be done by contract or by
force amount.
ITEM 75B
DESCRIPTION
1
2
Work to be done by contract.

Work to be done by owners forces.
D-226
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Chapter D
Examples:
Type of Work Description
A bridge is to be replaced by contract because it has deteriorated to the point
that it can no longer carry legal loads. The same code should be used if the
bridge is replaced because it is now too narrow or the original design was too
light to accommodate today's legal loads.
D.7.12.2 Improvement
Cost- Proposed
Structure Type
(MnDOT Item)
D-227
Item 75
Code
311
A bridge is to be replaced because the roadway must be straightened to

eliminate a dangerous curve. The work will be done by contract.
321
A bridge is to be widened to increase shoulder width or the number of traffic

lanes. The existing deck is in good condition and will be incorporated as is into
the new structure. The work is to be done by contract.
331
A culvert is to be extended by contract to accommodate additional roadway

width as part of a reconstruction contract to improve the safety of the
adjacent slopes.
331
A deck is to be rehabilitated and the bridge widened to provide a full 12 foot

shoulder. The existing shoulder is only four feet wide and an extra line of
girders with appropriate substructure widening must be added. The work will
be done by contract.
341
A bridge superstructure and substructure are to be rehabilitated by State

forces to increase the bridge's load capacity.
352
A bridge deck is to be rehabilitated by contract and a safety curb to be

removed which results in incidental widening of two feet.
361
A bridge deck is to be replaced by contract and the deck cantilever overhang

extended two feet, which is the maximum that can be done without adding
another line of stringers or girders to the superstructure.
371
A bridge which is no longer needed is to be demolished and an at-grade

crossing built by State forces. (This code could also be used to designate
incidental safety work on a bridge such as bridge-rail upgrading or
replacement.)
382
This item indicates the type of the proposed improved structure.
CODE
SIMS DISPLAY
DESCRIPTION
0
1
2
3
NOT APPLICABLE
BRIDGE
BOX CULVERT
CM-SC
Not Applicable
The proposed structure is a bridge.
The proposed structure is a box culvert.
The proposed structure is a metal or concrete culvert.
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Length
(NBI Item 76)
Chapter D
This item indicates the length of the proposed improvement along the centerline of the roadway
in feet. For replacement or rehabilitation of the entire bridge, the length should be back to back
of backwalls of abutments or from pavement notch to pavement notch. For replacement or
rehabilitation of only part of the structure, use the length of the portion to be improved.
For culvert improvements, use the proposed length measured along the centerline of the barrel
regardless of the depth below grade. The measurement should be made between the inside faces
of the top parapet or edge-stiffening beam of the top slab.
For substructure or channel work only, code the length of superstructure over, or supported by,
the substructure or channel.
Typically, a replacement bridge is longer than the existing bridge. Nationwide averages for the
increase in bridge length with replacement as a function of the existing length are given in the
following figures (two graphs not shown). The length-expansion factors represent data for the
years 1981 to 1985. Where site-specific data is lacking, these factors are suggested for estimating
the length of replacement bridges. For exceedingly long bridges (i.e., 1000 feet or more) the
length-expansion factor approaches 1.0.
D-228
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
Width
Chapter D
This item indicates the roadway width of the proposed improvement.
(MnDOT Item)
D.7.12.5 Bridge
Improvement Cost
(NBI Item 94)
Code a six digit number to represent the cost of the proposed bridge or major structure
improvements in thousands of dollars. This cost shall include only bridge construction costs,
excluding roadway, right of way, detour, demolition, preliminary engineering, etc. Code the base
year for the cost in Item 97 Year of Improvement Cost Estimate. Do not use this item for
estimating maintenance costs.
Rehabilitation Program. It may be coded for other bridges at the option of the highway agency.
Nationally, the deck area of replaced bridges is averaging 2.2 times the deck area before
replacement. The deck area of rehabilitated bridges is averaging 1.5 times the deck area before
rehabilitation. Widening square foot costs are typically 1.8 times the square foot cost of new
bridges with similar spans. For example, if the average cost of a new bridge is $50 per square
foot, the average cost of the widened area would be $90 per square foot.
Each highway agency is encouraged to use its best available information and established
procedures to determine bridge improvement costs. In the absence of these procedures, the
highway agency may wish to use the following procedure as a guide in preparing bridge
improvement cost estimates.
Apply a construction unit cost to the proposed bridge area developed by using (1) current State
deck geometry design standards and (2) proposed bridge length from Item 76 Length of Structure
Improvement.
Examples:
Condition
$55,850
$250,000
$7,451,233
D.7.12.6 Roadway
Improvement Costs
(NBI Item 95)
Code
000056
000250
007451
Code a six digit number to represent the cost of the proposed roadway improvement in
thousands of dollars. This shall include only roadway construction costs, excluding bridge, rightof-way, detour, extensive roadway realignment costs, preliminary engineering, etc. Code the
base year for the cost in Item 97 Year of Improvement Cost Estimate. Do not use this item for
estimating maintenance costs.
In the absence of a procedure for estimating roadway improvement costs, a guide of 10 percent
of the bridge costs is suggested.
D.7.12.7 Total
Improvment Cost
(NBI Item 96)
Code a six digit number to represent the total project cost in thousands of dollars, including
incidental costs not included in Items 94 and 95. This item should include all costs normally
associated with the proposed bridge improvement project. The Total Project Cost will therefore
usually be greater than the sum of Items 94 and 95. Code the base year for the cost in Item 97 Year of Improvement Cost Estimate. Do not use this item for coding maintenance costs.
In the absence of a procedure for estimating the total project cost, a guide of 150 percent of the
bridge cost is suggested.
D-229
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B
OCTOBER 2014
D.7.12.8 Year of
Improvement Cost
Estimate
(NBI Item 97)
Chapter D
Record and code the year that the costs of work estimated in Item 94 Bridge Improvement Cost,
Item 95 Roadway Improvement Cost, and Item 96 Total Project Cost were based upon. This date
and the data provided for Item 94 through Item 96 must be current; that is, Item 97 shall be no
more than eight years old.
Examples:
Year of Cost Estimate
1988 costs
2010 costs
Cost Estimating
Method
(MnDOT Item)
D.7.13 ROADWAY
INFORMATION [OFF]]
D-230
Code
1988
2010
This item identifies the method used to estimate the costs for NBI Item 94 (Bridge Improvement
Cost), NBI Item 95 (Roadway Improvement Cost), and NBI Item 96 (Total Project Cost).
CODE
DESCRIPTION
C
P
I
N
Blank
Data was obtained from a computer program.

Data was obtained from preliminary design.
Data was furnished by the inspecting agency.
Not applicable.
No improvement estimate exists.
See Section D.7.11 (Roadway Information [ON]) for information on how to code the roadway
information for the roadway running under the structure.
NBI ITEMS
3B
INVENTORY REPORT
MNDOT
2B

Inspection Program
ogram Manual
Chapter E
QUALIT Y
CON TROL (Q C )
QUAL IT Y
A SSU RANCE (QA )
TABLE OF CONTENTS
E.1 OVERVIEW ........................................................................................................................................1
E.2 ABBREVIATIONS ..............................................................................................................................1
E.3 REFERENCES ...................................................................................................................................1
E.4 DEFINITIONS .....................................................................................................................................2
E.5 QUALITY CONTROL .........................................................................................................................3
E.5.1 QC ROLES AND RESPONSIBILITIES .....................................................................................3
E.5.2 INSPECTION PROGRAM QUALIFICATIONS .......................................................................... 4
E.5.3 INSPECTION AND FREQUENCIES .........................................................................................4
E.5.3.1 Winter Inspections .......................................................................................................4
E.5.3.2 Inspection Notes ..........................................................................................................4
E.5.4 INSPECTION REPORTS ..........................................................................................................5
E.5.4.1 State Owned Bridges ...................................................................................................5
E.5.4.2 Non-State Owned Bridges ...........................................................................................5
E.5.5 INSPECTION OF CRITICAL DEFICIENCIES ........................................................................... 5
E.5.6 BRIDGE LOAD RATINGS .........................................................................................................6
E.5.6.1 Bridge Load Rating Documents and Manuals .............................................................6
E.5.6.2 Rating New Bridges .....................................................................................................6
E.5.6.3 Rerate Existing Bridges ...............................................................................................6
E.5.6.4 Post Bridges .................................................................................................................6
E.5.6.5 Review Bridge Inventory for Need for Rerating ...........................................................6
E.5.6.6 Consultant Ratings/Reratings/Postings .......................................................................6
E.5.7 BRIDGE FILES .........................................................................................................................7
E.5.8 SCOUR ANALYSIS AND CHANNEL CROSS-SECTIONS ....................................................... 7
E.6 QUALITY ASSURANCE ....................................................................................................................8
E.6.1 QA ROLES AND RESPONSIBILITIES ......................................................................................8
E.6.2 ROUTINE INSPECTION ...........................................................................................................8
E.6.3 FRACTURE CRITICAL INSPECTION.......................................................................................8
E.6.4 UNDERWATER INSPECTION..................................................................................................8
E.6.5 SPECIAL INSPECTION ............................................................................................................8
E.6.6 BRIDGE LOAD RATING ...........................................................................................................9
E.6.7 BRIDGE FILES .........................................................................................................................9
E.6.8 AGENCY COMPLIANCE REVIEW ...........................................................................................9
E.6.9 AGENCY NON-COMPLIANCE ...............................................................................................10
E.6.9.1 Agency Compliance Status ........................................................................................10
E-I
OCTOBER 2014
E.1 OVERVIEW
E.2 ABBREVIATIONS
E.3 REFERENCES
BRIDGE INSPECTION QC AND QA PLAN
Chapter E
The Quality Control (QC) Quality Assurance (QA) Chapter of the Bridge and Structure Inspection
Program Manual (BSIPM) is intended to provide detailed guidance in order to maintain accuracy
and consistency of bridge inspections and bridge inspection reporting and to evaluate program
effectiveness, uniformity, and compliance with federal and state rules relating to bridge
inspections. Accuracy and consistency of data is critical to public safety and information obtained
during inspections determines maintenance needs and the allocation of resources.
The abbreviations and acronyms for Chapter E Quality Control (QC) and Quality Control (QA) are
located in the Introduction section of the BSIPM.
Other inspection manuals, design manuals, technical memorandums, or federal and state laws
that can be used as further guidance for quality control and quality assurance of inspecting
bridges or structures are listed below:
Manual:
Minnesota Department of Transportation (MnDOT) Bridge Inspection Manual Version 1.10

December 2013: http://www.dot.state.mn.us/bridge/pdf/insp/bridgeinspectionmanual.pdf
FHWA Bridge Inspectors Reference Manual (BIRM):
AASHTO (American Association of State Highway and Transportation Officials) Manual for
Bridge Evaluation: https://bookstore.transportation.org/
FHWA Recording and Coding Guide for the Structure Inventory and Appraisal of the Nations
Bridges:
http://www.dot.state.mn.us/bridge/pdf/insp/FHWArecording,codingguide(1995).pdf
LRFD Bridge Design Manual:
http://www.dot.state.mn.us/bridge/lrfd.html
Technical Memorandums:
MnDOT Technical Memorandum No. 11-06-B-03: Guidelines for Bridge and Culvert
Inspection Frequency: http://techmemos.dot.state.mn.us/
MnDOT Technical Memorandum No. 13-14-B-05: Guidelines for In-Depth Inspection of
Fracture Critical Bridges, Special Inspections for Other Bridges, and for Underwater
Inspections: http://techmemos.dot.state.mn.us/
MnDOT Technical Memorandum No. 11-12-B-04:Critical Deficiencies Found During Bridge
Inspections: http://techmemos.dot.state.mn.us/
Federal and State laws:
E-1
National Bridge Inspection Standards: http://www.fhwa.dot.gov/bridge/nbis.htm

National Bridge Inspection Standards (NBIS) Metrics:
http://flh.fhwa.dot.gov/programs/fabs/reviews.htm
Minnesota Statues Chapter 165.BRIDGES
OCTOBER 2014
E.4 DEFINITIONS
Chapter E
This section provides definitions relating to quality control and quality assurance.
Quality Control See Section E.5.
Quality Assurance See Section E.6.
Check To inspect for satisfactory condition, accuracy, safety, or performance. When a

computer program is involved, this pertains first to the input, and secondly the output.
Unsatisfactory findings should lead to corrections and then verification of those
corrections.
Review To appraise, evaluate, assess, examine, analyze, and/or study. Compared to

checking, it is generally more wide ranging in scope, but to some extent it may include
elements of checking.
BSIPM User Note:
Refer to Chapter A Policies and
Procedures of the BSIPM for a complete
list of definitions relating to Quality Control
and Quality Assurance.
E-2
OCTOBER 2014
Chapter E
The National Bridge Inspection Standards (NBIS) require all states to collect inspection data and
maintain an inventory of all public bridges. MnDOT typically inspects all state owned bridges.
Non-State owned bridges are inspected by the Bridge Owner, hired consultants, or other agency
jurisdictions with inspection programs. In the state of Minnesota, inspection authority is
delegated by the Program Manager to local agencies under the title of Program Administrator.
See Section A.8.4 for information regarding the role of the Program Administrator.
E.5 QUALITY
CONTROL

Quality Control. Procedures that are intended to maintain the quality of a bridge inspection
and load rating at or above a specified level.
Quality Control (QC) is the operational procedures that are necessary to properly conduct and
maintain the quality of the bridge inspection program. QC is a system of routine technical
activities to measure and control the quality of the bridge inventory data and report as it is being
developed.
Products of the inspection program that are subject to QC include:
E.5.1 QC ROLES AND

RESPONSIBILITIES
QC is the responsibility of the institution preparing the documentation, data, calculations,

conducting an inspection, or report. When QC on a program product is complete, it should be
delivered to the Bridge Owner for their records. QC is a check on every document or product that
is prepared by an organization.
E-3
Bridge inspection reporting process

Inspection reports
Bridge load ratings and associated calculations, both manual and those from software
Scour assessments
Plans of action for scour critical bridges
Owner bridge files and records
Verify that critical deficiencies, scour critical bridge monitoring, needed maintenance, and
documentation of the follow up have been addressed.
Determine if repair or rehabilitation is recommended or needed.
State Bridge Engineer (SBE): is responsible for the overall management of the QC/QA
program in the Bridge Office.
Program Manager (PM): At the highest level, the individual appointed by MnDOT with
statewide responsibility for bridge load rating. Currently this position is held by the Bridge
Construction and Maintenance Engineer, MnDOT Bridge Office.
Program Administrator (PA): Delegated by the Program Manager, a certified Professional
Engineer appointed by an agency or jurisdiction to oversee bridge load ratings and have QC
responsibilities as delegated by the PM. Currently this position is held by the Bridge Rating
Engineer, MnDOT Bridge Office.
MnDOT Bridge Inspection Engineer (BIE): Refers to the State Bridge Inspection Engineer who
is the primary statewide contact for reporting Critical Bridge Deficiencies.
Bridge Rating Engineer (BRE): Person who signs the Bridge Rating and Load Posting Report.
Must meet qualifications of AASHTO MBE 6B.2.
Bridge Rater (BR): A graduate engineer with at least three years of experience in bridge load
rating and/or design.
Professional Engineer (PE): An engineer licensed by the Minnesota State Board of
Architecture, Engineering, Land Surveying, Landscape Architecture, Geoscience, and Interior
Design.
Bridge Inspection Team Leader (TL): Personnel certified by MnDOT to conduct inspections of
in-service bridges and culverts on the state, county, and local highway system throughout the
state of Minnesota. A MnDOT certified Bridge Inspection TL must be present at the bridge
site at all times during a bridge inspection.
OCTOBER 2014
E.5.2 INSPECTION
PROGRAM
QUALIFICATIONS
Refer to Section A.4 of the BSIPM to find the list of MnDOT qualifications and responsibilities to
ensure that those listed below are certified and meet the requirements to perform their given
tasks.
E.5.3 INSPECTION
AND FREQUENCIES
Chapter E
Program Manager
Program Administrator
Bridge Inspection Team Leader
Assistant Bridge Inspector
Fracture Critical Bridge Inspector
Underwater Bridge Inspector
MnDOT has documented the procedure for determining required inspection frequency for
individual bridges and culverts. These procedures are detailed in MnDOT Technical
Memorandum No. 13-14-B-05.
Severe weather, concern for bridge inspector safety, concern for inspection quality, the need to
optimize scheduling with other bridges, or other unique situations may be cause to adjust the
scheduled inspection date. The adjusted date should not extend more than 30 days beyond the
inspection frequency noted in this memorandum and subsequent inspections should adhere to
the previously established interval.
In addition to the above criteria, bridge owners should consider any other factors which would
have a bearing on the appropriate inspection frequency, such as age of structure, rate of critical
element deterioration, traffic characteristics, scour susceptibility, experience with similar
structure types, or in-place warranties. Reduction in inspection frequency (i.e. 24 months to 12
months) may be determined by the Program Administrator in regards to initial or routine
inspections or the Structural Evaluation Engineer in the case of Fracture Critical, Underwater, or
Special inspections based on inspection findings.
In order to request a change in an established inspection frequency, a request form must be filled
out and submitted to the MnDOT Bridge Office:
http://www.dot.state.mn.us/bridge/pdf/insp/inspectionfrequencychangerequestform.pdf
E.5.3.1 Winter
Inspections
Although there is no restriction on performing bridge inspections during winter months, Bridge
Owners are encouraged to perform their inspections outside of these months if at all possible. If
that is not possible, and certain elements are snow covered or not accessible, please not what
was obscured in the inspection report and come back to the bridge again in the spring when
those elements can be properly inspected, then file an Update Report. The Update Report allows
inspectors to change data without affecting the next inspection due date.
If the second trip out to the bridge in the spring is one in which enough time can be dedicated to
complete a full inspection, consider doing the full inspection at that time (rather than just an
update) in order to move the next inspection due date out of winter months.
E.5.3.2 Inspection
Notes
E-4
To warrant quality bridge inspections, ensure that comprehensive notes are provided in
association with any element in a condition state of a 2, 3, 4, or 5, and any NBI component (deck,
superstructure, substructure or culvert) with a condition rating of 5 or less. Provide the date the
condition was noted or update the note each time an inspection is performed. Photo
documentation of the condition should be included. Along with the photo and the date, include
the location, description and quality of the defect noted.
OCTOBER 2014
E.5.4 INSPECTION
REPORTS
E.5.4.1 State Owned
Bridges
QC requirements regarding bridge inspection reports are listed in the following section for each
agency.
E.5.4.2 Non-State
Owned Bridges
E.5.5 INSPECTION OF
CRITICAL DEFICIENCIES
Chapter E
MnDOT Team Leaders review Structure Inventory Report for accuracy during inspections.
The Team Leader and/or Program Administrator utilize the Bridge Maintenance Module in
SIMS or a document of similar fashion to track maintenance tasks and schedule any
necessary repairs.
The Program Administrator will discuss with the Team Leader any items recommended in the
inspection report for investigation/repair that were deemed not to require immediate action
or future monitoring by the Program Administrator.
In some Districts, the Program Administrator may delegate authority to the Bridge
Maintenance Supervisor to approve maintenance tasks separately from the inspection
report.
Each inspection report along with the associated maintenance tasks are reviewed and
approved by the Program Administrator in SIMS.
Agency Team Leader or Program Administrator reviews the Structure Inventory Reports for
accuracy.
The Team Leader and/or Program Administrator utilize the Bridge Maintenance Module in
SIMS or a document of similar fashion to track maintenance tasks and schedule any
necessary repairs.
The Program Administrator will discuss with the Team Leader any items recommended in the
inspection report for investigation/repair that were deemed not to require immediate action
or future monitoring by the Program Administrator.
Each inspection report along with the associated maintenance tasks are reviewed and
approved by the Program Administrator in SIMS.
A Critical Deficiency is any condition

discovered during a scheduled bridge
inspection that threatens public safety and, if
not promptly corrected, could result in
collapse or partial collapse of a bridge.
BSIPM User Note:

For information regarding guidelines
and documentation of critical
deficiencies, see Section A.6.2.
MnDOT has documented guidelines to fulfill

FHWA requirements that all states develop a
process to monitor critical deficiencies found
during bridge inspections. These procedures are detailed in MnDOT Technical Memorandum No.
11-12-B-04.
A standard template to report and review Critical Deficiencies is provided in SIMS and is located in
Appendix C of the BSIPM. A Critical Deficiency report should be completed and submitted in SIMS
within seven days of the finding.
E-5
OCTOBER 2014
E.5.6 BRIDGE LOAD
RATINGS
Chapter E
In order to maintain accuracy and consistency of bridge load ratings and insure compliance with
state and federal rules relating to bridge load ratings it is necessary to document and implement
appropriate quality control measures.
It is critical to public safety and results of ratings are used to determine maintenance needs and
allocation of resources.
E.5.6.1 Bridge Load

Rating Documents and
Manuals
Chapter 15 Bridge Load Rating of the MnDOT LRFD Bridge Design Manual covers bridge load
rating in general. Other pertinent references are listed there:
E.5.6.2 Rating New

Bridges
Load rating a bridge requires a BRE and a second BRE or a BR. One will perform the rating and fill
out the rating forms in a manner as described in Chapter 15 of the MnDOT LRFD Bridge Design
Manual.
http://www.dot.state.mn.us/bridge/pdf/lrfdmanual/lrfdbridgedesignmanual.pdf
A BRE shall sign the forms as a PE.

A second engineer, BRE or BR, will perform an independent check of the rating and forms and
initial the forms at the completion of this check.
The check shall include:
E.5.6.3 Rerate Existing

Bridges
Examine overall rating concepts

Examine assumptions made for the modeling and rating of the bridge
Check that correct material strengths are used
Check that the applied dead loads (including deck thickness, overlays, railings, diaphragms,
etc.) are correct
Check live load distribution factors
When using Virtis, check hidden factors such as engine settings, points of interest, etc.
Verify critical elements
Check that the final documentation is correctly and completely filled out.
The requirements for personnel, rating, and documentation are similar to those described in
E.5.6.2. The rerating will be based on the original rating and include changes that have occurred
since the previous rating as described in 15.6 of the MnDOT LRFD Bridge Design Manual. The
original input (computer) file should be preserved, and the changes applied to a copy.
The check will be similar to that of new bridge load ratings as described in Section E.5.6.2 except
that it should be focused primarily on the changes that have occurred since the previous rating.
E.5.6.4 Post Bridges
Requires a BRE and a second BRE or a BR. Also requires a PM and the SBE. The rerating will be
performed as described in E.5.6.3. A memo will be prepared from the SBE to the District Engineer
summarizing the rating and posting actions.
The PM will review the rating/posting and advise the SBE.
The SBE reviews and sign the memo that accompanies the rating.
E.5.6.5 Review Bridge

Inventory for Need for
Rerating
The PA shall review the Inspection Reports annually for changes that indicate a possible need for
rerating a bridge. The bridges identified are to be further investigated to determine whether or
not a rerating is needed.
E.5.6.6 Consultant
Ratings/Reratings/Pos
tings
Consultants are responsible for being familiar with MnDOT Bridge Load Rating policies and
procedures. Consultants performing bridge load ratings for Bridge Owners are responsible for QC
on their work for accuracy and completeness.
E-6
OCTOBER 2014
E.5.7 BRIDGE FILES
Bridge Owners must keep a complete, accurate, and current bridge record that includes all
essential information for each individual bridge under their jurisdiction. The bridge file can be
electronic, hardcopy, or a combination of both. Owners shall maintain and review their bridge
files each inspection cycle to ensure the following information is provided as required by the
AASHTO Manual for Bridge Evaluation (MBE):
E.5.8 SCOUR ANALYSIS

AND CHANNEL CROSSSECTIONS
E-7
Chapter E
Plans
Specifications
Pile Driving Reports
Correspondence
Photographs
Material and Tests
Maintenance and Repair History
Coating History
Accident History
Posting
Permit Loads
Flood Data
Traffic Data
Inspection History
Inspection Requirements
Structure Inventory and Appraisal Sheets
Inventories and Inspection
Rating Records
Information regarding quality control of scour evaluation and channel cross-sections is located in
Section A.9 of the BSIPM.
OCTOBER 2014
Chapter E
E.6 QUALITY
ASSURANCE
Quality Assurance. The use of sampling and other measures to assure the adequacy of
quality control procedures in order to verify or measure the quality level of the entire bridge
inspection and load rating program.
Quality Assurance (QA) is completed to assure that the adequacy and effectiveness of the QC
procedures are being met. The objective of QA is not to identify and correct deficiencies within a
specific inspection report or bridge file, but to monitor and modify the bridge inspection program
process to ensure that overall quality levels are maintained.
The purpose is to evaluate the policies, procedures, and operating practices to verify compliance
with the NBIS and Minnesota State Laws. The compliance reviews evaluate inspection
procedures, inspector qualifications, inspection frequency, inspection files, inspection reports,
inventory data, and assuring that quality requirements for each service are fulfilled.
To be a constructive process, it is important for QA procedures to be independent, well
documented, and clearly understood by all personnel involved.
E.6.1 QA ROLES AND

RESPONSIBILITIES
E.6.2 ROUTINE
INSPECTION
E.6.3 FRACTURE
CRITICAL INSPECTION
E.6.4 UNDERWATER
INSPECTION
E.6.5 SPECIAL
INSPECTION
E-8
Federal Highway Administration (FHWA) The FHWA participates in an annual review of at

least one Minnesota agency and a statewide annual review of the state bridge inspection
program. The statewide annual review determines statewide compliance with the NBIS and
includes recommendations for improvements to the program as outlined in the National
Bridge Inspection Program 23 Individual Metrics implemented in 2011.
MnDOT Bridge Office The Bridge Office conducts annual compliance reviews of Districts and
local agencies to evaluate their inspection program in areas of inspection procedures,
inspector qualifications, inspection files, field inspections, and other relevant information.
MnDOT State Aid All Bridge Office compliance review correspondence is copied to the
appropriate District State Aid representative. State Aid participates with the Bridge Office in
local agency field and visit reviews when available. State Aid also assists the Bridge Office in
implementing non-compliance procedures as described in Section E.6.9.
Ensure that the routine inspection fully satisfies the requirements of the NBIS with respect to
maximum inspection frequency, updating the structure and inventory data, and the qualifications
of the inspection personnel on a sample of the Minnesota bridge inventory.
QA is accomplished via review of all inspection reports and FHWA compliance metric reviews to
NBIS.
The consultant shall develop a Quality Management Plan that specifies how they will perform QC
and QA activities throughout the duration of the project to ensure delivery of a quality product in
a timely manner that conforms to established contract requirements. The Quality Management
Plan shall be submitted to the States Program Manager for approval.
QA is accomplished via review of all inspection reports and FHWA compliance metric reviews to
NBIS.
OCTOBER 2014
E.6.6 BRIDGE LOAD
RATING
Chapter E
The MnDOT Bridge Office, Bridge Load Rating Unit is responsible for Quality Assurance of bridge
load ratings. The Bridge Load Rating Unit is responsible for reviewing state owned bridge load
rating reports. MnDOT also audits bridge load rating reports for bridges owned by local or other
agencies that carry public transportation.
PAs are responsible to review their own bridge load rating reports.
E.6.7 BRIDGE FILES
As part of agency compliance reviews, MnDOT reviews bridge files for the following:
Copy of AASHTO Manual for Bridge Evaluation

Signed inspections
Inspection Reports from past years
Structure Inventory Reports
Bridge related correspondence
Bridge maintenance and repair records
Bridge load rating summary
Recent photographs (roadway and elevation views)

E.6.8 AGENCY
COMPLIANCE REVIEW
NBIS Compliance Reviews of agency inspection programs are conducted by the MnDOT Bridge
Office each year. A new process for evaluating agencies began in 2012. The review now aims to
mirror the FHWAs metric evaluation of Minnesota and apply the same appraisal to local
agencies. The review annually assesses a compliance level for all agencies statewide based on
eight of the twenty-three metrics using a series of database queries. Below are the eight metrics
assessed with this method:
#2: Qualifications of personnel Program Administrator

#3: Qualifications of personnel Team Leader(s)
#6: Routine inspection frequency Lower risk bridges
#7: Routine inspection frequency Higher risk bridges
#12: Inspection procedures Quality Inspections
#13: Inspection procedures Load Rating
#14: Inspection procedures Post or Restrict
#23: Inventory Timely Updating of Data
Agencies are selected for an in-depth review based on poor performance with the eight metrics
or because the agency has not had an in-depth review in the past five years. In-depth reviews
incorporate the assessment of five additional metrics which require a field review and an office
meeting. Below are the five additional metrics assessed during an in-depth review:
E-9
#15: Inspection procedures Bridge Files

#17: Inspection procedures Underwater
#18: Inspection procedures Scour Critical Bridges
#21: Inspection procedures Critical Findings
#22: Inventory Prepare and Maintain
OCTOBER 2014
E.6.9 AGENCY NONCOMPLIANCE
E.6.9.1 Agency
Compliance Status
Agencies deemed grossly out of compliance are required to create a Plan of Corrective Action
(PCA) to self-direct itself back into compliance with the NBIS. Once this PCA is submitted,
reviewed and accepted, a follow up review will be scheduled to ensure the agency is working
toward their agreement.
Inspection program deficiencies specifically examined for compliance are qualifications of
personnel, inspection frequency, inspection procedures, and bridge inventory. There are four
levels of compliance:
E-10
Chapter E
Compliance the act of adhering to NBIS regulation.

Substantial Compliance The act of adhering to the NBIS regulation with minor deficiencies.
Deficiencies are expected to be corrected within 12 months or less, unless the deficiencies
are related to issues that would most efficiently be corrected during the next inspection.
Non-Compliance The act of not adhering to the NBIS regulation. Identified deficiencies
may adversely affect the overall effectiveness of the program. Failure to adhere to an
approved plan of corrective action is also considered non-compliance.
Conditional Compliance The act of taking corrective action in conformance with an FHWA
approved plan of corrective action to achieve compliance with NBIS. Deficiencies, if not
corrected, may adversely affect the overall effectiveness of the program.

Inspection Program
ogram Manual
Manua
Chapter F
M NDO T IN SPE C TI O N
V E HI C L E POL IC Y
M ANUA L
TABLE OF CONTENTS
F.1 OVERVIEW ............................................................................................................................ 1
F.2 ABBREVIATIONS .................................................................................................................. 1
F.3 SNOOPER DESCRIPTIONS AND SPECIFICATIONS .......................................................... 1
F.3.1 A-75 SNOOPER ............................................................................................................ 2
F.3.2 A-62 SNOOPER ............................................................................................................ 4
F.3.3 UB-50 ............................................................................................................................ 6
F.3.4 UB-30 ............................................................................................................................ 8
F.4 MOOG DESCRIPTIONS AND SPECIFICATIONS............................................................... 10
F.5 SNOOPER COLD WEATHER AND STORAGE POLICY.................................................... 11
F.6 QUALIFICATIONS OF SNOOPER OPERATORS .............................................................. 12
F.6.1 SNOOPER TRUCK OPERATOR CERTIFICATION ................................................... 12
F.6.2 SNOOPER BASKET OPERATOR QUALIFICATIONS ............................................... 12
F.6.3 DISQUALIFICATION OF SNOOPER TRUCK OPERATORS ..................................... 13
F.6.4 DISQUALIFICATION OF SNOOPER BASKET OPERATORS ................................... 13
F.7 NOTICE TO ALL SNOOPER TRUCK AND BASKET OPERATORS ................................. 14
F.8 NOTICE TO ALL SNOOPER TRUCK OPERATORS .......................................................... 15
F.9 NOTICE TO ALL SNOOPER BASKET OPERATORS ........................................................ 16
F.10 SNOOPER SCHEDULING ................................................................................................. 16
F.11 COUNTY AND LOCAL SNOOPER RENTAL PROCEDURES.......................................... 17
F.12 SNOOPER RENTAL LIABILITY AND BASKET OCCUPANT RELEASE FORM............. 18
F.12.1 LEGAL CONSIDERATIONS ..................................................................................... 18
F.12.2 GUESTS IN A SNOOPER BASKET ......................................................................... 19
F.13 SNOOPER BILLING PROCEDURES ................................................................................ 20
F.14 SNOOPER INSURANCE AND DAMAGE POLICY ........................................................... 20
F.15 SNOOPER TRUCK TRAFFIC CONTROL POLICIES AND TEMPORARY CONTROL
TEMPLATES .............................................................................................................................. 21
F.15.1 WORK ZONE ADVISORY SPEED LIMIT ................................................................. 22
F.15.2 PROTECTION VEHICLES ........................................................................................ 22
F.16 SNOOPER PRE-TRIP INSPECTION POLICY ................................................................... 27
F.17 SNOOPER REPAIR PROCEDURE ................................................................................... 29
F.18 SNOOPER DRIVER TIMESHEET CODING ...................................................................... 30
F.19 COUNTY AND LOCAL PROJECT ID NUMBERS ............................................................. 32
F-I
OCTOBER 2014
F.1 OVERVIEW
F.2 ABBREVIATIONS
F.3 SNOOPER
DESCRIPTIONS AND
SPECIFICATIONS
MNDOT INSPECTION VEHICLE POLICY
Chapter F
The MnDOT Inspection Vehicle Policy Manual Chapter of the Bridge and Structure Inspection
Program Manual (BSIPM) is designed to compile and clarify the MnDOTBridge Office snooper
policies and procedures and create one document that provides all the necessary information
about MnDOTs inspection access vehicles. This document contains the current policies and
procedures for the operation, rental, and maintenance of MnDOTs Inspection Vehicle trucks. See
the Introduction for contact information to direct questions to.
The abbreviations and acronyms for Chapter F MnDOT Inspection Vehicle Policy are located in
the Introduction section of the BSIPM.
MnDOT has seven under bridge inspection vehicles designed and manufactured by Aspen Aerials.
They will be referred to as snoopers for the remainder of this document.
The seven bridge snoopers are assigned equipment to aid operators when they are using the
bridge snoopers. All seven snoopers have a generator and air compressor. All snooper baskets
are plumbed for compressed air and wired for 12 and 110 volt electricity. The 12 volt electric
operates whenever the truck is operating. The 110 volt electricity or compressed air can be
activated by the snooper truck when needed. If you are planning on using compressed air in the
snooper basket bring air fittings and/or adapters for your equipment as compressor fittings are
not standardized.
The snoopers have additional equipment to provide truck and basket operators with tools to assist
in inspection or maintenance.
The equipment assigned to each snooper is:
Chainsaw
Extra hardhat
Extra fall protection
Spotlights
Life vests
Wind gauge
Sockets
Screwdriver
Pliers
Crescent wrench
Grease gun
Life Ring for water rescue
The snooper trucks also contain an entire set of high angle rescue equipment including:
SKED rescue sled

Ascenders
2 Descenders for repelling
200 of rope
Regular and 4 to 1 rescue straps
Carabineers, pulleys and miscellaneous hardware for rigging
Telescoping pole for basket rescue recovery
See Appendix H for further guidance on High Angle Rescue Equipment.

The following sections will provide more information on each of MNDOTs snooper trucks.
F-1
OCTOBER 2014
F.3.1 A-75 SNOOPER
F-2
Chapter F
MnDOT has one A-75 snooper, unit number 200615. This unit is stationed in the Metro District at
the Bridge Office in Oakdale. This snooper has a maximum reach of 75 feet under a bridge, a 10
foot fence clearance and a maximum 12-6 sidewalk clearance. It can be deployed from the right
or left side of the truck. The basket capacity is 700 lbs. This vehicle has a GVW of 72,730 lbs. and
a vertical clearance of 13-6.
OCTOBER 2014
Chapter F
A-75 Flight path:
F-3
OCTOBER 2014
F.3.2 A-62 SNOOPER
F-4
Chapter F
MnDOT has Four A-62 snoopers: unit number 207208 stationed in D6 at the Owatonna
maintenance facility, unit 208350 stationed in D1 at the Duluth maintenance facility, unit 211260
stationed in D3 at the St. Cloud maintenance facility, and unit 211000 in D2 stationed at the
Bemidji maintenance facility. These snoopers have a maximum reach of 62 feet under a bridge a
10 foot fence clearance and a maximum 13 foot sidewalk clearance. They can be deployed from
the right or left side of the truck. The basket capacity is 600 lbs. These vehicles have a GVW of
63,600 lbs. and a vertical clearance of 13 feet.
OCTOBER 2014
Chapter F
A-62 Flight path:
F-5
OCTOBER 2014
F.3.3 UB-50
F-6
Chapter F
MnDOT has one UB-50 snooper: unit 88418, owned and operated by Metro District and located at
the Shakopee maintenance facility. This snooper has a maximum reach of 50 feet under a bridge,
a 10 foot fence clearance and a maximum 12-6 sidewalk clearance. It can only be deployed
from the right side of the truck. The basket capacity for the truck is 600 lbs. This vehicle has a
GVW of 61,160 lbs and has a vertical clearance of 12-4.
OCTOBER 2014
Chapter F
UB-50 Flight Path:
F-7
OCTOBER 2014
F.3.4 UB-30
F-8
Chapter F
MnDOT has one UB-30 snooper: unit number 200600. This unit is stationed in the Metro District
at the Bridge Office in Oakdale. This snooper has a maximum reach of 30 feet under a bridge, a
10 foot fence clearance and a maximum 7-3 sidewalk clearance. It can be deployed from the
right or left side of the truck. The Basket capacity is 600 lbs. This vehicle has a GVW of 34,880 lbs
and a vertical clearance of 11-10. This truck is designed to be used on small load posted bridges
with a load posting of 18 tons or greater.
OCTOBER 2014
Chapter F
UB-30 Flight Path:
F-9
OCTOBER 2014
F.4 MOOG
DESCRIPTIONS AND
SPECIFICATIONS
Chapter F
MnDOT has one MOOG under bridge inspection scaffolding trailer, unit number 209595. This unit
is stationed in the Metro at the Bridge Office in Oakdale. The MOOG is a self-propelled
hydraulically powered scaffold made by MOOG in Germany. The MOOG has a maximum reach of
15 feet under a bridge and can be deployed from the right or left side of the trailer. This trailer
has a GVW of 6,600lbs. This trailer is designed to be used on small load posted bridges with a
load posting greater than 3 tons. The scaffolding is designed to hold a maximum weight of 600
lbs, including equipment. This equipment is operated by the C.O. Bridge Office Inspections unit.
Contact Farrell Potter to schedule this equipment and an operator. Only trained personnel are
qualified to operate this equipment.
The MOOG is equipped with a Honda generator that operates the MOOG. 110 volt electricity is
available on the platform. The Bridge Office has a portable air compressor available; If you need
to use compressed air during your inspection, request the compressor when you schedule the
MOOG.
The MOOGs list of additional equipment is:
F-10
Chainsaw
Sandvik clearing ax
Dewalt cordless drill
OCTOBER 2014
Chapter F
Moog Flight Path:
F.5 SNOOPER COLD

WEATHER AND
STORAGE POLICY
F-11
The Snoopers are hydraulically operated, and therefore, snoopers operate with no problems in
temperatures down to 32 Fahrenheit. Attempting to operate the snoopers in temperatures
below 32 Fahrenheit requires extra care. When operating any MnDOT snooper in temperatures
below 32 Fahrenheit, the agency requesting the snooper shall provide heated storage for the
snooper and shall wash the road spray and salt from the snooper at the end of each work shift.
MnDOTs bridge access equipment shall not be operated in temperatures lower than 0
Fahrenheit unless there is an emergency and approval from the Bridge Office is obtained.
OCTOBER 2014
F.6 QUALIFICATIONS
OF SNOOPER
OPERATORS
F.6.1 SNOOPER TRUCK

OPERATOR
CERTIFICATION
Chapter F
The following sections provide the requirements to become a certified operator of the snooper
truck and snooper baskets as well as the disqualifications.
The process for certification of snooper truck operators per AFSCME Council 6, Appendix K,
Article 12 is as follows:
1.
2.
3.
Posting for Heavy Equipment Operator Selection for Training within the bridge shops
Testing the most senior personnel
Begin training program:
a. Attend two days training with factory representatives at Aspen Aerials.
b. Service unit with a certified mechanic.
c. Perform at least 40 hours of operation on each snooper unit the driver will be certified to
operate, while under the supervision of a certified operator.
d. Complete the certification process with a Supervisor or Superintendent.
e. Complete the required paperwork and submit it to your District Employee Development
Specialist (EDS).
Consult with your District training offices to proceed with this process.
Training for snooper truck operators takes place in the spring on an as-needed basis. The Bridge
Office would like to maintain a regular and back-up driver for each snooper. The Bridge Office
will pay for this training when they have been contacted and a need is identified. If there is a
need to certify a new or back-up operator, contact Farrell Potter at the Bridge Office in Oakdale.
F.6.2 SNOOPER
BASKET OPERATOR
QUALIFICATIONS
The process for qualification of snooper basket operators is as follows:

1) Identify the individuals to be trained.
2) Contact your Districts snooper basket operator trainer.
3) Begin training program:
a) Attend a one day classroom training session.
b) Perform a minimum of 20 hours of operation with a qualified operator.
c) Complete qualification process with a Supervisor or Superintendent, or certified truck
operator.
d) Complete the required paperwork and submit it to your District training office.
The qualified snooper basket operator trainers are as follows:
D1
D2
D3
D4
D6
D7
D8
Metro
CO
Dan Perkins, Rodney Carter, Gary Wright, Gary Elmquist

Greg Klein
Larry Paige
Lee Niemi
Gary Waletzki, Shane Eastman, Joshua Johnson
Jeffery Robb
Jeremy Schroeder
Todd Stadtler
Scott Theisen
Train the trainer sessions for snooper basket operator trainers occur in the spring on an asneeded basis. If training is needed in your District, contact Scott Theisen to arrange a class for
potential trainers in your District.
F-12
OCTOBER 2014
Chapter F
F.6.3 DISQUALIFICATI
ON OF SNOOPER
TRUCK OPERATORS
The Bridge Office shall retain the authority to disqualify any snooper truck operator who
consistently ignores safe operating procedures (as defined by ANSI/SIA A92.8-2006 Manual of
Responsibilities located in the cab of each snooper), operates the truck in a manner that is
destructive to the equipment or harmful to basket passengers and bystanders at the worksite, or
fails to perform necessary maintenance or inspection of their equipment.
F.6.4 DISQUALIFICATI
ON OF SNOOPER
BASKET OPERATORS
The snooper truck drivers and basket operator trainers shall have the authority to disqualify any
basket operator that consistently ignores safe operating practices (as defined by ANSI/SIA A92.82006 Manual of Responsibilities located in the cab of each snooper), and defined in the snooper
basket training class, and runs the basket in a manner that is destructive to the equipment, or
harmful to basket passengers and bystanders at the worksite.
Requalification of snooper basket and truck operators will be considered on a case by case basis.
F-13
OCTOBER 2014
F.7 NOTICE TO ALL
SNOOPER TRUCK
AND BASKET
OPERATORS
F-14
Chapter F
The following is a list of responsibilities of snooper truck and basket operators taken from ANSI
A92.8 2006 Manual of Responsibilities.
The driver and basket operator shall comply with the requirements for operators set forth in
the ANSI A92.8 2006 Manual of Responsibilities.
Training and retraining will comply with the requirements set forth in the ANSI A92.8 2006
Manual of Responsibilities Section 10.3.
The driver and basket operator shall read and understand all manufacturers operating
instructions and understand all labels, warnings, and instructions displayed on the unit.
Work zone (traffic control) policies and procedures are the responsibility of everyone. A fall
protection program must be maintained as set forth in MnDOT policy, and must be followed
when operating this unit.
All applicable safety requirements must be followed when operating this unit.
The minimum crew shall consist of one qualified driver and one qualified basket operator.
When the platform is deployed in an operating position, at least one qualified truck driver,
knowledgeable in the procedures for the retrieval of personnel and/or the platform, shall be
on the support structure at all times.
Before the unit is used, and during use, the driver and basket operator shall check the area
for operating conditions and limitations including potential hazards. See Section 10.6 in the
ANSI A92.8 2006 Manual of Responsibilities.
The driver and basket operator shall follow all special work site rules provided by the
organization having jurisdiction over the project.
All occupants of the unit shall wear appropriate personal safety equipment.
Operation of the controls must be performed smoothly and evenly. Abrupt starts and stops
may cause excessive wear and tear on the equipment.
If a function (boom or turrets) stops working you have reached a limit that keeps the machine
within safe operating envelope. It may be necessary to reverse that function to regain
movement.
Do not let any part of this unit come into contact with the bridge structure.
Support of the platform in any working position shall not be dependent upon any other
object(s) or structure.
Driver and basket operators shall maintain the appropriate minimum approach distance
(MAD) from energized power lines and parts as covered by 1926.550(a) (15): 10 feet from
low voltage power lines and 25 feet from high voltage power lines. See Appendix I.
The rated workload of the unit shall not be exceeded; check operators manual for the rated
capacity of each truck.
Unsafe operating practices such as stunt driving and horseplay shall not be permitted.
The unit shall not be used as a crane.
OCTOBER 2014
F.8 NOTICE TO ALL
SNOOPER TRUCK
OPERATORS
Chapter F
The following is a list of responsibilities of snooper truck operators taken from ANSI A92.8 2006
Manual of Responsibilities.
The operator shall not permit unauthorized or unqualified person(s) to operate this unit.
The operator shall not permit anyone to operate this unit without proper training.
Do not operate this unit without properly performing the recommended scheduled
maintenance and inspections as stated in the manufacturers service manual.
The operator shall ensure that the current Manual of Responsibilities, Operators Manual and
Maintenance Manual are stored in a weather resistant storage location on the unit.
A Pre-Start Inspection of this unit shall be performed before use each day at the beginning
of each shift. A Pre-Start Inspection Checklist must be used during this process. See 10.5
ANSI/SIA A92.8-2006 Manual of Responsibilities located in the cab of each snooper (see also
Section F.12.2).
The operator shall ensure the area surrounding the unit is clear of personnel and equipment
before deploying or re-cradling the platform.
The unit shall not be deployed for operations on support structures with either slopes or
grades that exceed those for which the unit is rated for by the manufacturer. See the
Operators Manual for the maximum allowable slopes and grades for each truck.
The operator shall ensure the surface upon which the unit is to be used is capable of
sustaining the load(s) imposed in any configuration the unit can attain.
Movement of the chassis with the platform deployed shall comply with 10.10.12 in ANSI/SIA
A92.8-2006 Manual of Responsibilities.
Do not operate any unit in winds exceeding 35 miles per hour (56 KM/H).
The operator shall immediately report to the Bridge Office any potentially hazardous
locations which become evident during operation. Any problems that might affect the safety
of the operators shall be resolved prior to continued use.
The operator shall not alter, modify, or disable interlocks or other safety devices.
Do not transport this unit unless the axle locks are disengaged and components are secure.
The operator shall immediately contact the Bridge Office for guidance and assistance when
they encounter any:
1.
Suspected or actual malfunctions of the unit.
2.
Hazardous or potentially unsafe conditions relating to capacity, intended use, or safe

operation of the unit (as defined by ANSI/SIA A92.8-2006 Manual of Responsibilities
located in the cab of each snooper).
The operators shall not continue operation of the unit until corrective action has been taken
or appropriate information received.
F-15
The engine(s) shall be shut down while fuel tanks are being filled.
OCTOBER 2014
F.9 NOTICE TO ALL
SNOOPER BASKET
OPERATORS
Chapter F
The following is a list of responsibilities of snooper basket operators taken from ANSI A92.8 2006
Manual of Responsibilities.
A personal fall arrest system meeting code of federal regulations (CFR) title 29 1926.502(d)
shall be utilized when operating this unit (see Appendix J).
Boarding of the platform shall be from the support surface. Climbing over the bridge railing
to board the platform is permitted if you are 100% tied off during the procedure.
The basket operator shall ensure that only tools and materials which are evenly distributed
and can be safely handled by a person(s) working from the platform are transported.
Personnel shall maintain a firm footing on the platform floor. The use of planks, ladders or
any other devices on the platform for achieving additional height or reach shall be prohibited.
Personnel are not required to use a personal flotation device (PFC) or provide a rescue boat
for maintenance activities, including inspection, as long as they are 100% tied off at all times
as allowed by The MnDOT safety directive 08-03 working over or next to waterways, found in
Appendix K.
The process for scheduling a snooper or the MOOG is as follows:
F.10 SNOOPER
SCHEDULING
1.
2.
3.
Farrell Potter will send out an e-mail in January soliciting requests for snooper usage in
the upcoming year.
Once this e-mail is received, sign in to Microsoft Outlook calendar and click on Open a
Shared Calendar link.
A box will appear; type in the shared calendar for the snooper desired to check
availability. The calendar links for the snoopers are listed below:
a.
b.
c.
d.
e.
f.
g.
h.
i.
j.
4.
5.
6.
F-16
A-75 200615 : *DOT_BRIDGE Snooper 200615

UB-30 200600 : *DOT_BRIDGE Snooper 200600
MOOG 209595 : *DOT_BRIDGE Snooper 209595
Calendar of all snooper and MOOG schedules : *DOT_BRIDGE Snooper
Schedule
Enter the calendar of the snooper you would like to schedule, or the snooper
schedule to check which snooper is available the week you want.
E-mail Farrell Potter with the snooper or MOOG request and desired week/weeks you
are requesting.
Requests are processed on a first-come-first-serve basis.
Any time a snooper is used for any activity the Bridge Office shall be informed, even if it
is not currently scheduled to be somewhere else.
OCTOBER 2014
Chapter F
Snooper Rental Contact Person: Farrell Potter
F.11 COUNTY AND

LOCAL SNOOPER
RENTAL
PROCEDURES
1.
Snooper schedule must be checked first for availability through Farrell Potter (651-366-4471).
Priority for snooper time is given to Fracture Critical (FC) and MnDOT District inspections first.
Only MnDOT basket operators
Inspector Note:
are to operate MnDOT
The Bridge Office shall be informed of the type of
snoopers. The respective
work the snooper is to be utilized for. The
District in which the county or
snoopers shall not be used for maintenance that
city resides will provide an
has the potential to damage the basket or booms.
operator, dependent on
availability of staff, who should also charge their time to the local agency TA job number (see
Section F.19). District staff will also assist the snooper driver with lodging, vehicle
arrangements, and overnight snooper parking as needed.
2. Traffic control must be provided by the local agency. Provide notice to local agencies
concerning liability when placing and maintaining traffic control for inspection with MnDOT
snoopers.
F-17
In circumstances where a local unit of government provides traffic control at a location

where the snooper basket is in use inspecting a local bridge, the immunity of local units
of government has also been waived on essentially the same terms as the waiver of
immunity that applies to state government. MnDOT has established standards for traffic
control to be implemented on all roadway operations in the state. Setting these
standards, which are contained in the Minnesota Manual on Uniform Traffic Control
Devices and the Temporary Traffic Control (TTC) Zone Layouts Field Manual, involves a
balancing of policy objectives, which qualifies for the discretionary function exception.
Therefore, the defense of sovereign immunity should apply to both MnDOT and the local
unit of government so long as they perform traffic control operations in conformance
with these standards. If, however, the local unit of government provided traffic control
in a negligent manner that was not in compliance with these standards, then it would
have primary responsibility for any loss or damage that may be caused by that
negligence. It is worth noting that the risk of liability does not appear to be any different
in a situation involving bridge snooper equipment than in any other project where traffic
control is involved. That is, the fact that MnDOT snooper equipment is in use does not
increase the level of legal exposure for MnDOT if the traffic control is not properly
handled.
With respect to an employee of a local agency who provides traffic control when
MnDOT's snooper equipment is in use on a local bridge, any OSHA or Worker's
Compensation issues would be the responsibility of the local agency. Thus, if the
employee of the local agency did not wear proper safety equipment, it would be his
employer that could be cited by OSHA, not MnDOT. Similarly, if an employee of the local
agency were injured while performing traffic control, any Worker's Compensation claim
would be handled by his employer.
MnDOTs lead inspector on site and the snooper truck operator shall have the authority
to identify unsafe or hazardous traffic control and shall be authorized to remove MnDOT
personnel and equipment from the work zone until the hazards have been removed.
OCTOBER 2014
F.12 SNOOPER
RENTAL LIABILITY
AND BASKET
OCCUPANT RELEASE
FORM
F.12.1 LEGAL
CONSIDERATIONS
Chapter F
3.
Obtain snooper expenses (amount/hour) from Robert Ellingsworth Maintenance CS

Highway Equipment Supervisor 651-366-5704 (updated annually). As of 5/11/13, the
amount/mi for snooper rental is $5.09/mi. The amount for MOOG rental is $234.87/hr. The
per-hour cost for a driver is $43.41 and the rate for a basket operator is $43.41 $56.35
depending on available personnel. The Finance Department will ultimately make the
determination what to bill based on the job numbers that are flagged.
4.
The snooper driver and operator will charge time, expenses (which includes lodging, meals,
etc.), District vehicle usage if applicable, and snooper equipment usage to the County/Local
Charge ID. The job number is always TA9XXXX. XXXX is the County/Local number; see
Section F.18 for further information and Section F.19 for a list of state aid charge numbers.
The source code to use is 2822. The Finance Department will bill to the agency based on the
job number.
5.
UB-30 Snooper Exception: Local agencies will not be charged a rental fee since this snooper
was paid for with State Aid money. Snooper operator and driver will still charge their time,
expenses, and snooper equipment usage to the County/Local TA job number; however,
Farrell Potter will send an e-mail to MaryAnn Frasczak, Transportation Finance Manager
651-366-4855, to complete a payroll correction.
MnDOT's retains some risk of liability with respect to some non-employees who ride in the
snooper basket. The level of this risk can be managed by exercising managerial discretion to
restrict the situations where persons who are not snooper basket certified are allowed in the
basket. In some situations where such persons are allowed in the snooper basket, a waiver and
release of claims form can be used. A Snooper Truck and Basket Activities Waiver and Release
Form designed for this purpose can be found in Appendix M. Whenever non MnDOT personnel
are being considered for entry in snooper basket the following information should be taken into
account.
The Minnesota state legislature has waived the defense of sovereign immunity in certain
situations. Minnesota Statutes 3.736, known as the Tort Claims Act, is the statute whereby the
State of Minnesota waived its sovereign immunity for many types of claims. However, the waiver
of sovereign immunity does not include all types of claims. Subd. 3 of this statute carves-out a
number of exceptions where neither the State nor its employees are liable for losses. The
exception that is potentially relevant to the circumstances addressed in your questions is Subd.
3(b), under which governmental immunity is preserved for "a loss caused by the performance or
failure to perform a discretionary duty, whether or not the discretion is abused."
This "discretionary function" exception to the Tort Claims Act protects the State and its
employees who are making planning decisions. The cases where this provision has been
interpreted by the courts evaluate whether the decision involves policy-making activities. Where
the policy-making involves a balancing of social, political, or economic considerations, the
conduct is afforded immunity under the discretionary function exception. Conversely, the
discretionary function exception does not apply to protect activities that involve implementing a
policy or performing a prescribed or ministerial function, and it also does not protect professional
or scientific judgment where that judgment does not involve a balancing of policy objectives.
F-18
OCTOBER 2014
F.12.2 GUESTS IN A
SNOOPER BASKET
F-19
Chapter F
Whether MnDOT could have liability in circumstances where a non-certified person suffers an
injury while riding in a snooper basket will depend on the circumstances of the specific situation.
In particular, the role and responsibilities of the guest will determine MnDOT's potential liability.
The guests shall be divided in to four groups as follows:
Group 1: If the guest is a MnDOT employee who has not been certified to operate the
snooper basket, MnDOT's risk of liability will depend on whether there is a sound business
reason for the guest to be in the basket. MnDOT should not allow untrained employees who
do not have a sound business reason to ride in the basket. If there is a sound business
reason, then the MnDOT employee should ensure that the guest has and uses all necessary
safety equipment and has been instructed in Right to Know, Fall Protection and Right of Way
Safety Training.
Group 2: Consists of employees of another government agency that have a role with respect
to bridge construction or maintenance and is performing their job duties while in the snooper
basket. MnDOT's risk of liability is low. Examples might be a local official with
responsibilities relating to maintenance of the bridge being inspected, a Federal Highway
Administration (FHWA) employee with responsibilities relating to bridge inspections, or a
state legislator who a member of a committee that deals with transportation funding. In
such situations, the guest is performing his/her job. Any OSHA or Worker's Compensation
matters would be addressed by the guest's employer. As with a non-certified MnDOT
employee, MnDOT should ensure that the guest has and uses all necessary safety equipment
and has been instructed in Right to Know, Fall Protection and Right of Way Safety Training.
Group 3: Consists of MnDOT employees, local officials with responsibilities relating to

maintenance of the bridge being inspected, an FHWA employee with responsibilities relating
to bridge inspections, or a state legislator who is a member of a committee that deals with
transportation funding, who have not received Right to Know, Fall Protection and Right of
Way Safety Training, contractors hired to assist in bridge inspection, maintenance, or
construction. Ride-alongs by persons who are not employed by MnDOT or an agency with
bridge responsibilities should be strongly discouraged. In some limited circumstances, a
strong case might be made that the decision to permit the person to ride in the basket
involves the exercise of policy-making discretion. A contractor hired to assist in bridge
inspections is one example. Such guests would be acting in the course of their employment,
and would look to their own employer for matters such as Worker's Compensation claims.
For the small group of untrained employees and non-employees who may be permitted to
ride in a snooper basket, a Snooper Truck and Basket Activities Waiver and Release Form
found in Appendix M shall be completed to further reduce the risk. While exculpatory
clauses are generally not favored in the law, they can be enforceable if they are drafted in a
straightforward and clear manner and if they do not purport to release the benefited party
from liability for intentional, willful or wanton actions. These riders shall not be permitted in
the basket until the waiver is signed. Completed waivers shall be returned to Scott Theisen at
the Bridge Office for filing.
OCTOBER 2014
Chapter F
Group 4: Ride-alongs by persons who are not employed by MnDOT or an agency with bridge
responsibilities, or working for a contractor hired to assist in bridge inspection, maintenance
or construction, shall be expressly prohibited. Examples are members of the news media
doing a story on bridge or a friend or family member of an employee.
Note that the waiver and release form is not needed for the first two groups discussed above. A
MnDOT employee acting in the scope of his/her employment does not need to sign a waiver and
release form. Similarly, employees of other agencies who have responsibilities related to the
bridge safety would not need to sign a waiver, just as a local agency does not require the MnDOT
snooper operator or driver to sign a waiver before working on a bridge on a local road. See
Appendix M for the Snooper Truck and Basket Activities Waiver and Release Form.
F.13 SNOOPER
BILLING
PROCEDURES
All maintenance and upkeep for MnDOTs snoopers and MOOG are charged to: FinDeptID:
T7936193, APPR: T790582, FUND: 2700.
Bridge Office personnel tracks District usage of the snooper trucks and tabulates the total weeks
of snooper truck usage by each District every year. Once a year in January, Bridge Office
personnel obtain labor and non-labor expenditures for the current fiscal year-to-date and the
expenditures for the entire previous fiscal year. The total expenditures for the previous year are
tabulated as well as the expenditures for the current year-to-date. An estimate of costs for the
remainder of the current fiscal year is generated based on upcoming repairs and historic costs.
This estimate is added to the year-to-date expenditures and an estimated cost for the current
fiscal year is generated.
The bill is then divided by District, based on a five year average District total use percentage.
The previous years total expenditures are divided by the actual District snooper and MOOG
usage to generate the exact invoice for the previous fiscal year. This exact charge is compared to
the estimated invoice for that year, and a credit or deduction is added to the current Invoice.
A cover letter and invoice is then mailed to each District engineer showing cost and either the
deduction or credit from the previous fiscal year. The District engineers sign the document if
approved and give to the District Finance Department to process the payment electronically. The
signed invoice and transfer authorization documentation must be sent to the Bridge Office
personnel listed on the cover letter.
F.14 SNOOPER
INSURANCE AND
DAMAGE POLICY
F-20
MnDOT carries supplemental insurance on the seven snooper units and the MOOG. This
supplemental insurance has a $10,000 deductible. The insurance is paid out of the snooper
overhead account FinDeptID T7936193. This insurance is only used to pay for major repairs.
Whenever one of the snoopers or the MOOG is damaged, the District supervisor, for whom the
operator who damaged the equipment works for, shall fill out an accident report and provide a
copy to the Bridge Office and investigate the accident. If it is determined the equipment was
damaged due to negligence or carelessness, that District shall be responsible for the cost of
repairs up to the $10,000.00 insurance deductible. The District also shall be responsible for
assigning any disciplinary action deemed necessary as a result of the accident investigation.
OCTOBER 2014
F.15 SNOOPER
TRUCK TRAFFIC
CONTROL POLICIES
AND TEMPORARY
CONTROL
TEMPLATES
Chapter F
The Bridge Office recommends a minimum lane closure width of 12 feet for lane closures that
involve usage of snooper trucks. This allows room for the truck operator to safely work around
the truck to deploy and retract the booms and access equipment in the storage compartments.
Wider lane closures may be required to allow the snoopers to attain their maximum horizontal
reach. Conditions vary greatly in the field. Sharp curves, high traffic speeds and volume, or
limited visibility may require greater lane closure widths. Low traffic speeds and volume, and
long sightlines may allow narrower lane closures. Consult the Temporary Traffic Control Zone
Layouts Field Manual for guidance.
The following information pertains to liability of a local unit of government if they provide traffic
control at a location where the snooper basket is in use inspecting a local bridge. The immunity
of local units of government has also been waived on essentially the same terms as the waiver of
immunity that applies to state government. MnDOT has established standards for traffic control
to be implemented on all roadway operations in the state. Setting these standards, which are
contained in the Minnesota Manual on Uniform Traffic Control Devices and the Temporary Traffic
Control Zone Layouts Field Manual, seems pretty clearly to involve a balancing of policy
objectives, which qualifies for the discretionary function exception. Therefore, the defense of
sovereign immunity should apply to both MnDOT and the local unit of government so long as they
perform traffic control operations in conformance with these standards. If, however, the local
unit of government provided traffic control in a negligent manner that was not in compliance with
these standards, then it would have primary responsibility for any loss or damage that may be
caused by that negligence. It is worth noting that the risk of liability does not appear to be any
different in a situation involving bridge snooper equipment than in any other project where traffic
control is involved. That is, the fact that MnDOT snooper equipment is in use does not increase
the level of legal exposure for MnDOT if the traffic control is not properly handled.
With respect to an employee of a local agency who provides traffic control when MnDOT's
snooper equipment is in use on a local bridge, any OSHA or Worker's Compensation issues would
be the responsibility of the local agency. Thus, if the employee of the local agency did not wear
proper safety equipment, it would be his employer that could be cited by OSHA, not MnDOT.
Similarly, if an employee of the local agency were injured while performing traffic control, any
Worker's Compensation claim would be handled by his employer.
The following sections contain temporary traffic control layouts for use when snooper trucks are
present. The four plates cover a lane closure on a multi-lane road, a lane closure on a multi-lane
road with a ramp, a lane closure on a 2-lane 2-way road, and a shoulder closure with minimal
traffic interference. These are meant as a guide and do not address every possible lane closure in
the field. Refer to Temporary Traffic Control Zone Layouts Field Manual and the Speed Limits in
Work Zones Guidelines for additional guidance.
All of the temporary traffic control templates for snooper trucks use Bridge Inspection Ahead
signs as the first advanced warning sign. This is the preferred sign for bridge inspection
operations; however, Bridge Work Ahead and Road Work Ahead are also acceptable for use in
bridge inspection work zones.
F-21
OCTOBER 2014
F.15.1 WORK ZONE
ADVISORY SPEED LIMIT
F.15.2 PROTECTION
VEHICLES
F-22
Chapter F
Work zones with a snooper present and with a posted speed limit greater than 55 mph will
require a Work Zone Advisory Speed Limit and a Dynamic Speed Display (DSD). Advisory speed
limits for such work zones shall not exceed 55 mph. Avoid placing an advisory speed limit plaque
near a regulatory speed limit sign in order to prevent driver confusion. If it is physically
impossible to accomplish this, the regulatory speed limit sign shall be covered for the duration of
the work zone advisory speed limit. Refer to the traffic control layouts B1 through B4 found in
the following pages for placement of the warning signs, Dynamic Speed Display (DSD), advisory
speed plaques and other traffic control devices.
For all work zones with a snooper present the following requirements for protection vehicles shall
be met.
For bridges over 125 feet where the snooper truck moves as part of the operation, as the
snooper truck operator is prohibited from leaving the snooper truck during operation, the
protection vehicle shall have an operator assigned to move the vehicle in a timely manner to
maintain the proper roll ahead buffer distance at all times.
For work zones with a posted speed limit of 55 mph or greater, the minimum acceptable
protection vehicle shall be a class 33 truck with an approved crash attenuator.
For work zones with a posted speed limit of 35 to 55 mph, the minimum acceptable
protection vehicle shall be a class 33 truck.
For flagging operations and work zones with a posted speed limit less than 35 mph, the
minimum acceptable protection vehicle shall be a full sized pick-up truck or equivalent with a
GVW of at least 6000 lbs.
All protection vehicles shall be placed in accordance with traffic control layouts B1 through
B4 found in the following pages.
OCTOBER 2014
F-23
Chapter F
OCTOBER 2014
F-24
Chapter F
OCTOBER 2014
F-25
Chapter F
OCTOBER 2014
F-26
Chapter F
OCTOBER 2014
F.16 SNOOPER PRETRIP INSPECTION
POLICY
F-27
Chapter F
Prior to use each day every MnDOT bridge snooper shall have a pre-trip inspection and a post-trip
inspection at the end of each day as required by code of federal regulations 49 CFR 393.95, 49
CFR 392.7, 49 CFR 392.8, 49 CFR 396.7, 49 CFR 396.11, and 49CFR 396.13. The relevant
references from the code of federal regulations are included in Appendix L; complete regulations
can be found in the Commercial Motor Vehicle Code of Federal Regulations book provided to
each MnDOT employee during SPOT training (Snow Plow Operator Training). Below is a pre-trip
checklist listing all the equipment that shall be inspected daily prior to use. Operators shall retain
pre-trip inspection records for one year.
OCTOBER 2014
F-28
Chapter F
OCTOBER 2014
F.17 SNOOPER
REPAIR PROCEDURE
Chapter F
Whenever non-routine repairs to any of the snooper or MOOG units are performed that require a
purchase order, contact Scott Theisen or Farrell Potter with the Bridge Office inspections unit (any
e-mail contact should copy Todd Niemann). Contact information is listed on page two of this
policy. The Bridge Office will then approve the expenditure, or ask for further clarification. No
inspection unit shall be brought to Aspen Aerials for work without prior approval from the Bridge
Office. Whenever maintenance is performed on any of these vehicles, time and materials should
be charged to the snooper truck overhead account: FinDeptID: T7936193, APPR: T790081, FUND:
2700. In the past some time and materials have been charged to the District the truck resides in
rather than the snooper ORG. Consistently charging the correct account simplifies the billing
process and assures the snooper overhead bill is charged fairly to all the Districts that use the
snoopers, rather than the Districts the snoopers reside in paying for the upkeep of the unit.
The snoopers and MOOG receive a commercial vehicle inspection and annual inspection. These
units also receive an annual aerial inspection by a contractor, once a year and receive a three
month inspection from District mechanics part way through the inspection season. The annual
aerial inspection should be scheduled with the rest of the Districts aerial equipment. The table
below lists the month of the annual inspection and the three month inspection.
Unit Number
211000
211260
208350
207208
200600
200615
88418
209595
Annual Inspection Month due

March
April
April
March
January
February
March
March
Three Month Inspection due

July
July
July
July
July
July
July
There are mechanics certified by Aspen Aerials in each District that maintains a snooper truck.
Their names are listed in the snooper contacts on page 23. Training for snooper Mechanics
operators takes place in the fall on an as-needed basis. The Bridge Office would like to maintain
two certified snooper mechanics in each District that maintains a snooper. The Bridge Office will
pay for this training when they have been contacted and a need is identified. If there is a need to
certify a new Mechanic, contact Farrell Potter at the Bridge Office in Oakdale.
F-29
OCTOBER 2014
F.18 SNOOPER
DRIVER TIMESHEET
CODING

1.
Chapter F
Work in a District on Trunk Highway (TH) Bridges: charge to the District you are working for.
Appr T790081.
District 1
Fund 2700.
Fin Dept ID (formerly ORG) # T7939100 Salary

Fin Dept ID# T7949119 Cash OT, Expenses, and Supplies
District 2
Fin Dept ID# T7949256
District 3
Fin Dept ID# T7949367 St Cloud

Fin Dept ID# T7949334 Baxter
Fin Dept ID# T7949710, App T790083, Source 0512,
Project T71002 Hotel Charges
District 4
Fin Dept ID# T7949446
District 6
Fin Dept ID# T7949624 Rochester

Fin Dept ID# T7949642 Owatonna
District 7
Fin Dept ID# T7949733 Mankato

Fin Dept ID# T7949743 Windom
District 8
Fin Dept ID# T7949824 Marshall

F in Dept ID# T7949825 Willmar
Metro
Fin Dept ID# T7947382 Fracture Critical
Metro
Fin Dept ID# T7947383 Routine Inspection
2.
Work for a Local Agency or DNR: Charge to the Fin Dept ID T7936100
Appr T791132. Fund 2001 and the bridge number

3.
Work for a local agency on non-fracture critical bridges charge to the Fin Dept ID you reside
in Appr T790081. Fund 2700 Activity 2822 and Project ID TA9XXXX where the Project ID
is the state aid project ID for each city and county. The Project IDs are located in the table in
the following pages.
4.
Miscellaneous work associated with a snooper not involving a bridge inspection that cannot
be charged to other applicable Fin Dept IDs charge directly to snooper account:
Fin Dept ID T7936193, Fund 2700, Appr T790081
Source Code determine based on type of activity performed whether it is minor repairs,
training others, etc.
Project ID Charge to snooper number (i.e. TM91376)
Time should only be charged to the FinDeptID T7936193 when maintenance or other work
is being performed on the snooper trucks. Once the maintenance has been completed
drivers should make arrangements with their supervisor to get additional job assignments to
complete their day.
For all maintenance and inspection activities which require snooper operations, the person in
charge at the site must document and forward work hours (job site arrival and departure times,
long day, short day, rain day, breakdown day, etc.) and other information, to the snooper
F-30
OCTOBER 2014
Chapter F
operators supervisor listed in section XVI on a weekly basis or as appropriate. The following
figure shows a work order example with time sheet coding for TH bridges, County/Local Fracture
Critical Bridges and time sheet coding for county local snooper rental:
F-31
Line one, highlighted orange, is the timesheet code for the fracture critical inspection of Clay
County Bridge 1850. The driver would use their own Fin Dept ID.
Line two, highlighted green, is the time sheet code for the inspection of TH Bridge 9300. As
this is a metro FC bridge the driver would use Fin Dept ID T7947382 regardless of where the
driver is from.
Line three, highlighted red, is the timesheet code for driver time during county/local rentals.
The driver will use their own Fin Dept ID, The project ID is found in the table on the following
pages. The Project Description TAYLORS FALLS CITY OF should be manually deleted and
replaced with the bridge numbers inspected that day.
OCTOBER 2014
F.19 COUNTY AND
LOCAL PROJECT ID
NUMBERS
F-32
Chapter F
The following table is a list of Project ID numbers to be used for completing timesheets.
County Local Project ID Numbers
All Customers
Project ID
ADRIAN CITY OF
TA99690
AITKIN COUNTY
TA98801
ALBANY CITY OF
TA98687
ALBERT LEA CITY OF
TA98404
ALBERTVILLE CITY OF
TA99740
ALEXANDRIA CITY OF
TA98405
ANDOVER CITY OF
TA98498
ANNANDALE CITY OF
TA98889
ANOKA CITY OF
TA99406
ANOKA CO PARKS & RECREATION
TA98618
ANOKA COUNTY
TA98802
APPLE VALLEY CITY OF
TA98486
ARDEN HILLS CITY OF
TA99487
AUSTIN CITY OF
TA98407
BARNESVILLE CITY OF
TA99569
BARRETT CITY OF
TA99685
BATTLE LAKE CITY OF
TA99B20
BAXTER CITY OF
TA98D20
BAY LAKE TOWNSHIP
TA98640
BECKER CITY OF
TA98688
BECKER COUNTY
TA98803
BELGRADE CITY OF
TA98484
BELLE PLAINE CITY OF
TA9A017
BELTRAMI COUNTY
TA98804
BEMIDJI CITY OF
TA98408
BEMIDJI REGIONAL AIRPORT AUTHORITY
TA98694
BEMIDJI STATE UNIV
TA99225
BENTON COUNTY
TA98805
BERTHA CITY OF
TA99695
BIG LAKE CITY OF
TA98M20
BIG STONE COUNTY
TA98806
BIRD ISLAND CITY OF
TA99651
BLACKDUCK CITY OF
TA99619
BLAINE CITY OF
TA98409
BLOOMINGTON CITY OF
TA98410
BLUE EARTH COUNTY
TA98807
BOIS DE SIOUX WATERSHED DIST
TA98662
BOIS FORTE RESERVATION TRIBAL COUNCIL
TA99699
BRAINERD CITY OF
TA98411
BRAUN INTERTEC CORP
TA99692
BREEZY POINT CITY OF
TA98639
BROOKLYN CENTER CITY OF
TA99412
BROOKLYN PARK CITY OF
TA98413
BROWN COUNTY
TA98808
BUFFALO CITY OF
TA98519
Type
CITY
COUNTY
CITY
CITY
CITY
CITY
CITY
CITY
CITY
COUNTY
COUNTY
CITY
CITY
CITY
CITY
CITY
CITY
CITY
TOWNSHIP
CITY
COUNTY
CITY
CITY
COUNTY
CITY
MISC
COLLEGE
COUNTY
CITY
CITY
COUNTY
CITY
CITY
CITY
CITY
COUNTY
MISC
MISC
CITY
MISC
CITY
CITY
CITY
COUNTY
CITY
OCTOBER 2014
Chapter F

All Customers
Project ID
BURNSVILLE CITY OF
TA98479
BYRON CITY OF
TA98548
CALEDONIA CITY OF
TA99553
CALLAWAY CITY OF
TA99665
CAMBRIDGE CITY OF
TA98522
CANNON FALLS CITY OF
TA99A30
CARLTON COUNTY
TA98809
CARVER COUNTY
TA98810
CASS COUNTY
TA98811
CASS LAKE CITY OF
TA98774
CHAMPLIN CITY ENGINEER
TA98488
CHANHASSEN CITY OF
TA98489
CHASKA CITY OF
TA99495
CHIPPEWA COUNTY
TA98812
CHISAGO COUNTY
TA98813
CHISHOLM CITY
TA98414
CIRCLE PINES CITY OF
TA99682
CLAY COUNTY
TA98814
CLEARWATER CITY OF
TA98663
CLEARWATER COUNTY
TA98815
CLOQUET CITY OF
TA98415
COHASSET CITY OF
TA99686
COKATO TOWNSHIP
TA99697
COLD SPRING CITY OF
TA98744
COLUMBIA HEIGHTS CITY OF
TA99416
COLUMBUS CITY OF
TA99739
COMFREY CITY OF
TA99622
COOK COUNTY
TA98816
COON RAPIDS CITY OF
TA98417
CORCORAN CITY OF
TA99721
COTTAGE GROVE CITY OF
TA99480
COURTLAND CITY OF
TA99747
COTTONWOOD COUNTY
TA98817
CROOKSTON CITY OF
TA98418
CROW WING COUNTY
TA98818
CRYSTAL CITY ENGINEER
TA99419
DAKOTA COUNTY
TA98819
DAYTON CITY OF
TA99770
DELANO CITY OF
TA98611
DETROIT LAKES CITY OF
TA98420
DODGE COUNTY
TA98820
DONALDSON CITY OF
TA98702
DOUGLAS COUNTY
TA98821
DULUTH CITY OF
TA98403
EAGAN CITY OF
TA98497
EAST BETHEL CITY OF
TA99557
F-33
Type
CITY
CITY
CITY
CITY
CITY
CITY
COUNTY
COUNTY
COUNTY
CITY
CITY
CITY
CITY
COUNTY
COUNTY
CITY
CITY
COUNTY
CITY
COUNTY
CITY
CITY
MISC
CITY
CITY
CITY
CITY
COUNTY
CITY
CITY
CITY
CITY
COUNTY
CITY
COUNTY
CITY
COUNTY
CITY
CITY
CITY
COUNTY
CITY
COUNTY
CITY
CITY
CITY
OCTOBER 2014
Chapter F

All Customers
Project ID
EAST GRAND FORKS CITY OF
TA98421
ECKLES TOWNSHIP
TA99669
EDEN PRAIRIE CITY OF
TA98481
EDINA CITY OF
TA98422
ELBA CITY OF
TA99718
ELK RIVER CITY OF
TA98524
EMERGENCY MEDICAL SERVICES REGULATORY
BOARD
TA99707
FAIRMONT CITY OF
TA98425
FALCON HEIGHTS CITY ENGINEER
TA99426
FARIBAULT CITY OF
TA98427
FARIBAULT COUNTY
TA98822
FARMINGTON CITY OF
TA99518
FERGUS FALLS CITY OF
TA98428
FILLMORE COUNTY
TA98823
FOREST LAKE CITY OF
TA99520
FOSSTON, CITY OF
TA98632
FRANCONIA TOWNSHIP
TA99693
FRAZEE CITY OF
TA99715
FREEBORN COUNTY
TA98824
FRIDLEY CITY OF
TA98429
FROHN TOWNSHIP
TA99742
GARRISON CITY OF
TA98643
GAYLORD CITY OF
TA99B40
GIBBON CITY OF
TA9A078
GLENCOE CITY OF
TA99556
GOLDEN VALLEY CITY OF
TA98430
GOODHUE COUNTY
TA98825
GRAND RAPIDS CITY OF
TA98431
GRANT COUNTY
TA98826
GREENFIELD CITY OF
TA99537
GREY EAGLE CITY OF
TA99664
HALSTAD CITY OF
TA98704
HALLOCK CITY OF
TA98600
HAM LAKE CITY OF
TA98496
HAMPTON CITY OF
TA99646
HASTINGS CITY OF
TA99432
HECTOR CITY OF
TA99724
HENDRICKS CITY OF
TA99637
HENNEPIN COUNTY
TA98827
HENNEPIN COUNTY PARKS a.k.a. (Three Rivers
Park District)
TA98589
HENNEPIN COUNTY TRANSITS & COMMUNITY
WORKS
TA98658
HENNING CITY OF
TA99719
HERMANTOWN CITY OF
TA98552
HIBBING CITY OF
TA98433
F-34
Type
CITY
MISC
CITY
CITY
CITY
CITY
MNSTATE
CITY
CITY
CITY
COUNTY
CITY
CITY
COUNTY
CITY
CITY
MISC
CITY
COUNTY
CITY
MISC
CITY
CITY
CITY
CITY
CITY
COUNTY
CITY
COUNTY
CITY
CITY
CITY
CITY
CITY
CITY
CITY
CITY
CITY
COUNTY
COUNTY
COUNTY
CITY
CITY
CITY
OCTOBER 2014
Chapter F

All Customers
Project ID
HOFFMAN CITY OF
TA98580
HOLBART TOWNSHIP
TA99559
HOLST TOWNSHIP
TA99681
HOPKINS CITY ENGINEER
TA98434
HOUSTON COUNTY
TA98828
HOWARD LAKE CITY OF
TA98620
HUBBARD COUNTY
TA98829
HUGO CITY OF
TA99555
HUTCHINSON CITY OF
TA98435
IDAHO STATE TRANSPORTATION DEPT
TA99716
ILLINOIS STATE TRANSPORTATION DEPT
TA99613
INDIAN HEALTH SVCS - BEMIDJI
TA99679
INTERSTATE ENGINEERING INC
TA99625
INVER GROVE HEIGHTS CITY OF
TA99478
ISANTI CITY OF
TA98683
ISANTI COUNTY
TA98830
ITASCA COUNTY
TA98831
JACKSON COUNTY
TA98832
JORDAN CITY OF
TA99513
KANABEC COUNTY
TA98833
KANDIYOHI COUNTY
TA98834
KANSAS STATE TRANSPORTATION DEPT
TA99616
KASSON CITY OF
TA98554
KITTSON COUNTY
TA98835
KOOCHICHING COUNTY
TA98836
LAC QUI PARLE COUNTY
TA98837
LACRESCENT CITY OF
TA98J50
LAKE CITY CITY OF
TA98436
LAKE COUNTY
TA98838
LAKE ELMO CITY OF
TA99530
LAKE OF THE WOODS COUNTY
TA98839
LAKE PARK CITY OF
TA99771
LAKEVILLE CITY OF
TA99490
LAMMERS TOWNSHIP
TA99738
LEECH LAKE HOUSING AUTHORITY
TA99581
LEECH LAKE BAND TRIBAL ROADS
TA98961
LESUEUR COUNTY
TA98840
LIBERTY TOWNSHIP
TA98666
LINCOLN COUNTY
TA98841
LITCHFIELD CITY OF
TA98437
LITTLE CANADA CITY ENGINEER
TA99500
LITTLE FALLS CITY OF
TA98438
LITTLEFORK CITY OF
TA99583
LONSDALE CITY OF
TA98671
LUVERNE CITY OF
TA9A111
LYON COUNTY
TA98842
F-35
Type
CITY
MISC
MISC
CITY
COUNTY
CITY
COUNTY
CITY
CITY
OTHER STATE
OTHER STATE
MISC
MISC
CITY
CITY
COUNTY
COUNTY
COUNTY
CITY
COUNTY
COUNTY
NE MN STATE
CITY
COUNTY
COUNTY
COUNTY
CITY
CITY
COUNTY
CITY
COUNTY
CITY
CITY
MISC
MISC
MISC
COUNTY
MISC
COUNTY
CITY
CITY
CITY
CITY
CITY
CITY
COUNTY
OCTOBER 2014
Chapter F

All Customers
Project ID
MAHNOMEN COUNTY
TA98844
MAHTOMEDI CITY OF
TA99532
MANKATO CITY OF
TA98439
MANKATO STATE UNIVERSITY
TA99723
MAPLE GROVE CITY OF
TA98491
MAPLE PLAIN CITY OF
TA98623
MAPLETON CITY OF
TA99689
MAPLEWOOD CITY OF
TA98440
MARSHALL CITY OF
TA98441
MARSHALL COUNTY
TA98845
MARTIN COUNTY
TA98846
MCLEOD COUNTY
TA98843
MEEKER COUNTY
TA98847
MENDOTA CITY OF
TA99550
MENDOTA HEIGHTS CITY ENGINEER
TA99442
METRO AIRPORTS COMM
TA98255
METROPOLITAN COUNCIL
TA99565
MICHIGAN STATE TRANSPORTATION DEPT
TA99635
MIDDLE-SNAKE-TAMARAC RIVER
TA98100
MILLE LACS COUNTY
TA98848
MINN ST ADMIN DEPT FINANCIAL MGMT &
REPORT
TA99252
MINN ST ADMIN DEPT PLANT MANAGEMENT
TA99251
MINN ST ADMIN TRAVEL MANAGEMENT
TA99901
MINN ST ADMIN VOLUNTEER SERVICE
TA99JU0
MINN ST AGRICULTURE DEPT
TA99254
MINN ST AIR NATL GUARD
TA99588
MINN BALLPARK AUTHORITY
TA98674
MINN OFFICE FOR PIPELINE SAFETY
TA99729
MINN OFFICE COMMERCE-INSURANCE FRAUD
DIV
TA99750
MINN ST CORRECTIONS CENTRAL OFFICE
TA99210
MINN ST CORRECTIONS CENTRAL OFFICE
TA99931
MINN ST CORRECTIONS ST CLOUD FACILITY
TA98214
MINN ST CORRECTIONS STILLWATER
TA99213
MINN ST DNR BOAT & WATER SAFETY
TA98269
MINN ST DNR CENTRAL OFFICE-LAFAYETTE RD-ST PAUL
TA98268
MINN ST DNR FIELD SERVICE-LAFAYETTE RD-ST
PAUL
TA98267
MINN ST DNR FORESTRY-DULUTH
TA98948
MINN ST DNR LANDS & MINERALS-HIBBING
TA98564
MINN ST DNR--TWO HARBORS
TA98601
MINN ST DNR REGION 1-BEMIDJI
TA98261
MINN ST DNR REGION 2-GRAND RAPIDS
TA98262
MINN ST DNR REGION 3-BRAINERD
TA98263
MINN ST DNR REGION 4-NEW ULM
TA98264
F-36
Type
COUNTY
CITY
CITY
COLLEGE
CITY
CITY
CITY
CITY
CITY
COUNTY
COUNTY
COUNTY
COUNTY
CITY
CITY
MISC
MNSTATE
OTHER STATE
Water Shed Dist
COUNTY
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MISC
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
OCTOBER 2014
Chapter F

All Customers
Project ID
MINN ST DNR-AREA OFFICE - ROCHESTER
TA98265
MINN ST DNR REGION 6-WARNER RD-ST PAUL
TA98577
MINN ST DNR REGION FORESTRY-WARROAD
TA98571
MINN ST ENERGY & ECON DEV
TA99982
MINN ST GOVERNERS OFFICE
TA99908
MINN ST HEALTH DEPT OPERATIONS SERVICE
TA99245
MINN ST HUMAN RIGHTS DEPT
TA99909
MINN ST HUMAN SERVICES ANOKA REG SERV
CENTER
TA99274
MINN ST HUMAN SERVICES BRAINERD REG
SERV CENTER
TA99277
MINN ST HUMAN SERVICES FERGUS FALLS REG
SERV
TA99273
MINN ST HUMAN SERVICES MOOSE LAKE REG
SERV
TA99272
MINN ST HUMAN SERVICES ST PETER REG
SERV CENTER
TA99270
MINN ST HUMAN SERVICES WILLMAR REG
TREATMENT CENTER
TA99275
MINN ST HUMAN SERVICES-SEX OFFENDER
PROGRAM
TA99749
MINN ST LEGISLATURE HOUSE
TA99921
MINN ST METRO COUNCIL
TA99220
MINN ST METRO TRANSIT COMM
TA99233
MINN ST MILITARY AFFAIRS DEPT
TA99907
MINN ST POLLUTION CONTROL
TA99235
MINN ST PUBLIC SAFETY CAPITOL COMPLEX
SEC
TA99206
MINN ST PUBLIC SAFETY CRIMINAL
APPREHENSION
TA99203
MINN ST PUBLIC SAFETY DRIVER & VEHICLE
SERV
TA99205
MINN ST PUBLIC SAFETY EMERGENCY MGMT
DIV
TA99204
MINN ST PUBLIC SAFETY EXECUTIVE SECURITY
TA99200
MINN ST PUBLIC SAFETY FIRE MARSHALL
TA99208
MINN ST PUBLIC SAFETY GAMBLING
ENFORCEMENT
TA99227
MINN ST PUBLIC SAFETY GOVERNORS
PROTECTION
TA99229
MINN ST PUBLIC SAFETY LIQUOR CONTROL
TA99240
MINN ST PUBLIC SAFETY SAFETY DIVISION
TA99207
MINN ST PUBLIC SAFETY STATE PATROL
TA99202
MINN ST TECH COLLEGES BOARD
TA99940
MINN ST TRANSPORTATION DEPT
TA99712
MINN ST TRANSPORTATION AERONAUTICS
TA99920
MINN ST TRANSPORTATION DEPT TRUNK
HIGHWAY FUND
TA99900
MINN ST UNIV SYSTEM FINANCE & ACCOUNTING TA99998
MINN UNIV MPLS-BUDGET & FINANCE
TA99914
F-37
Type
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
MNSTATE
COLLEGE
OCTOBER 2014
Chapter F

All Customers
Project ID
MINN VALLEY TRANSIT AUTHORITY
TA98746
MINNETONKA CITY OF
TA98443
MINNETRISTA CITY OF
TA98572
MONTANA STATE TRANSPORTATION DEPT
TA99626
MONTEVIDEO CITY OF
TA98444
MONTICELLO CITY OF
TA99525
MOORHEAD CITY OF
TA98445
MORA CITY OF
TA99505
MORRIS CITY ENGINEER
TA98492
MORRISON COUNTY
TA98849
MOUND CITY OF
TA99717
MOUNDS VIEW CITY OF
TA99447
MOWER COUNTY
TA98850
MPLS CITY OF - CITY OF
TA98401
MPLS CITY OF - PARKS & REC
TA99517
MURRAY COUNTY
TA98851
NEW BRIGHTON CITY OF
TA98448
NEW HOPE CITY OF
TA99482
NEW LONDON CITY OF
TA99534
NEW PRAGUE CITY OF
TA98675
NEW ULM CITY OF
TA98449
NEWPORT CITY OF
TA99570
NICOLLET COUNTY
TA98852
NISSWA CITY
TA99748
NOBLES COUNTY
TA98853
NORMAN COUNTY
TA98854
NORTH BRANCH CITY OF
TA98101
NORTH DAKOTA STATE TRANSPORTATION DEPT TA98634
NORTH MANKATO CITY OF
TA98451
NORTH ST PAUL CITY OF
TA98452
NORTHERN TOWNSHIP
TA98670
NORTHFIELD CITY OF
TA98450
NORWOOD-YOUNG AMERICA CITY
TA99653
OAK GROVE CITY OF
TA98542
OAKDALE CITY OF
TA98485
OLMSTED COUNTY
TA98855
ORONO CITY ENGINEER
TA99453
ORR CITY OF
TA99732
OSSEO CITY OF
TA99506
OTSEGO CITY OF
TA98533
OTTERTAIL COUNTY
TA98856
OWATONNA CITY OF
TA98454
PARK RAPIDS CITY OF
TA99D70
PAUL BUNYAN DRUG TASK FORCE (BEMIDJI
CITY)
TA9G462
PAYNESVILLE CITY OF
TA99773
PENNINGTON COUNTY
TA98857
F-38
Type
MISC
CITY
CITY
OTHER STATE
CITY
CITY
OTHER STATE
CITY
CITY
COUNTY
CITY
CITY
COUNTY
CITY
CITY
COUNTY
CITY
CITY
CITY
CITY
CITY
CITY
COUNTY
CITY
COUNTY
COUNTY
CITY
OTHER STATE
CITY
CITY
CITY
CITY
CITY
CITY
COUNTY
CITY
CITY
CITY
CITY
COUNTY
CITY
CITY
CITY
CITY
COUNTY
OCTOBER 2014
Chapter F

All Customers
Project ID
PILLAGER CITY OF
TA99668
PINE COUNTY
TA98858
PINE RIVER CITY OF
TA99644
PIPESTONE COUNTY
TA98859
PLYMOUTH CITY OF
TA98456
POLK COUNTY
TA98860
POPE COUNTY
TA98861
PRINCETON CITY OF
TA99507
PRIOR LAKE CITY OF
TA99551
RAMSEY CITY OF
TA99499
RAMSEY COUNTY
TA98862
RAMSEY COUNTY PARKS & RECREATION
TA99597
RAMSEY COUNTY REGIONAL RAIL
TA98281
RED LAKE COUNTY
TA98863
RED LAKE TRIBAL ROADS PROGRAM
TA99584
RED LAKE WATERSHED DISTRICT
TA99562
RED WING CITY OF
TA98457
REDWOOD COUNTY
TA98864
REDWOOD FALLS CITY OF
TA98458
RENVILLE COUNTY
TA98865
RICE COUNTY
TA98866
RICHFIELD CITY OF
TA98652
RICHMOND CITY OF
TA99575
ROBBINSDALE CITY OF
TA99459
ROCHESTER CITY OF
TA98460
ROCHESTER COMMUNITY & TECHNICAL
COLLEGE
TA98282
ROCHESTER TOWNSHIP
TA99586
ROCK COUNTY
TA98867
ROCKFORD CITY OF
TA99648
ROCKVILLE CITY OF
TA98743
ROGERS CITY OF
TA99535
ROSEAU COUNTY
TA98868
ROSEAU RIVER WATERSHED DISTRICT
TA98888
ROSEMOUNT CITY OF
TA99512
ROSEVILLE CITY OF
TA99461
RUSH CITY OF
TA99545
SARTELL CITY OF
TA98508
SAUK CENTRE CITY OF
TA98727
SAUK RAPIDS CITY ENGINEER
TA98493
SAVAGE CITY OF
TA99527
SCOTT COUNTY
TA98870
SHAKOPEE CITY ENGINEER
TA99466
SHERBURN CITY OF
TA99745
SHERBURNE COUNTY
TA98871
SHEVLIN TOWNSHIP
TA99592
SHOREVIEW CITY OF
TA99467
F-39
Type
CITY
COUNTY
CITY
COUNTY
CITY
COUNTY
COUNTY
CITY
CITY
CITY
COUNTY
COUNTY
MISC
COUNTY
MISC
MISC
CITY
COUNTY
CITY
COUNTY
COUNTY
CITY
CITY
CITY
CITY
COLLEGE
MISC
COUNTY
CITY
CITY
CITY
COUNTY
MISC
CITY
CITY
CITY
CITY
CITY
CITY
CITY
COUNTY
CITY
CITY
COUNTY
MISC
CITY
OCTOBER 2014
Chapter F

All Customers
Project ID
SHOREWOOD CITY OF
TA99509
SIBLEY COUNTY
TA98872
SLEEPY EYE CITY
TA99741
SO ST PAUL CITY ENGINEER
TA98468
SOUTH DAKOTA STATE DOT
TA98641
SOUTHWEST STATE UNIV
TA99221
SOUTHWEST TRANSIT
TA99728
SPRING LAKE PARK CITY OF
TA99483
ST ANTHONY CITY
TA98462
ST BONIFACIUS CITY
TA98680
ST CLOUD CITY OF
TA98463
ST CLOUD STATE UNIV
TA98222
ST CLOUD TECHNICAL COLLEGE
TA98676
ST FRANCIS CITY OF
TA98673
ST HILAIRE CITY OF
TA98701
ST JOSEPH CITY OF
TA98563
ST LOUIS COUNTY
TA98869
ST LOUIS PARK CITY OF
TA98464
ST MICHAEL CITY OF
TA98617
ST PAUL CITY OF
TA98402
ST PAUL PARK CITY OF
TA98574
ST PAUL PARKS & RECREATION DIVISION
TA98582
ST PETER CITY OF
TA98465
STATE BOARD OF ELECTRICITY
TA99282
STEARNS COUNTY
TA98873
STEELE COUNTY
TA98874
STEVENS COUNTY
TA98875
STEWARTVILLE CITY OF
TA98461
STILLWATER CITY OF
TA99700
SUBURBAN HENNEPIN COUNTY REG PARK DIST
TA99587
SWIFT COUNTY
TA98876
SYLVAN TOWNSHIP
TA99573
TAYLORS FALLS CITY OF
TA98406
TEN LAKE TOWNSHIP
TA99737
TEXAS DOT
TA98469
THIEF RIVER FALLS CITY OF
TA98470
TODD COUNTY
TA98877
TOWER CITY OF
TA99733
TRAVERSE COUNTY
TA98878
TURTLE LAKE TOWNSHIP
TA99708
TWIN VALLEY CITY OF
TA98706
UPSALA CITY OF
TA98725
US AGRICULTURE FOREST SERVICE CASS LAKE TA99950
US FISH & WILDLIFE FORT SNELLING
TA99960
US INTERIOR DEPT BUREAU INDIAN AFFAIRS-FT
SNELLING ADDRESS
TA99955
F-40
Type
CITY
COUNTY
CITY
CITY
OTHER STATE
COLLEGE
MISC
CITY
CITY
CITY
CITY
COLLEGE
COLLEGE
CITY
CITY
CITY
COUNTY
CITY
CITY
CITY
CITY
CITY
CITY
MNSTATE
COUNTY
COUNTY
COUNTY
CITY
CITY
COUNTY
COUNTY
MISC
CITY
MISC
STATE
CITY
COUNTY
CITY
COUNTY
MISC
CITY
CITY
FEDERAL
FEDERAL
FEDERAL
OCTOBER 2014
Chapter F

All Customers
Project ID
US VETERANS ADMINISTRATION FORT
SNELLING
TA99959
USDA FOREST SERV
TA99KE0
UTAH DOT - STATE
TA99772
VADNAIS HEIGHTS CITY OF
TA98528
VICTORIA CITY OF
TA99684
VIRGINIA CITY OF
TA98471
WABASHA COUNTY
TA98879
WACONIA, CITY OF
TA98547
WADENA CITY OF
TA99P80
WADENA COUNTY
TA98880
WAITE PARK CITY OF
TA98529
WALKER, CITY OF
TA99628
WASECA CITY OF
TA98472
WASECA COUNTY
TA98881
WASHINGTON COUNTY
TA98882
WASHINGTON STATE TRANSPORTATION DEPT
TA98647
WATER & SOIL RESOURCES BOARD
TA99709
WATKINS CITY OF
TA99672
WATONWAN COUNTY
TA98883
WAVERLY CITY OF
TA98734
WAYZATA CITY OF
TA99511
WELLS CITY OF
TA99735
WEST ST PAUL CITY OF
TA98473
WHEATON CITY OF
TA9A116
WHITE BEAR LAKE CITY OF
TA99474
WHITE EARTH DEPT OF TRANSPORTATION
TA98655
WILKIN COUNTY
TA98884
WILLMAR CITY OF
TA98475
WINDOM, CITY OF
TA99775
WINONA CITY OF
TA98476
WINONA COUNTY
TA98885
WOODBURY CITY OF
TA98494
WORTHINGTON CITY OF
TA98477
WRIGHT COUNTY
TA98886
WYOMING CITY OF
TA99536
YELLOW MEDICINE COUNTY
TA98887
F-41
Type
FEDERAL
FEDERAL
OTHER STATE
CITY
CITY
CITY
COUNTY
CITY
CITY
COUNTY
CITY
CITY
CITY
COUNTY
COUNTY
OTHER STATE
MN STATE
CITY
COUNTY
CITY
CITY
CITY
CITY
CITY
CITY
CITY
COUNTY
CITY
CITY
CITY
COUNTY
CITY
CITY
COUNTY
CITY
COUNTY

Inspection Program Manual
Chapter G
I NSPECTIO N
O F HIGH M A S T
LIGH T POLES
TABLE OF CONTENTS
G.1 OVERVIEW ........................................................................................................................................1
G.2 ABBREVIATIONS .............................................................................................................................1
G.3 REFERENCES ..................................................................................................................................1
G.4 PERSONNEL REQUIREMENTS .......................................................................................................1
G.5 EQUIPMENT ......................................................................................................................................1
G.6 ELEMENT DESCRIPTIONS ..............................................................................................................2
G.7 ELEMENT CONDITION RATINGS....................................................................................................3
G.7.1 ELEMENT #1: FOUNDATIONS ................................................................................................4
G.7.2 ELEMENT #2: ANCHOR BOLTS ..............................................................................................5
G.7.3 ELEMENT #3: BASE PLATES ..................................................................................................6
G.7.4 ELEMENT #4: TOWER .............................................................................................................7
G.7.5 ELEMENT #5: POWER AND LUMINAIRES ............................................................................. 8
G.7.6 ELEMENT #6: WINCH AND CABLES ......................................................................................9
G.7.7 HIMAST LIGHT STRUCTURE ..................................................................................................9
G.8 REPORTING ....................................................................................................................................11
State of Minnesota|
G-I
INSPECTION OF HIGH MAST LIGHT POLES Chapter
OCTOBER 2014
G.1 OVERVIEW
The Inspection of High Mast Light Poles Chapter the Bridge and Structure Inspection Program
Manual (BSIPM) is intended to outline the standard procedure of the inspection of high mast light
poles. The procedures may be used for the inspection of new, in service or damaged high mast
light poles.
G.2 ABBREVIATIONS
The abbreviations and acronyms for Chapter G Inspection of High Mast Light Poles are located
in the Introduction section of the BSIPM.
G.3 REFERENCES
Other inspection manuals that can be used as further guidance for inspecting high mast light
poles are as follows:
G.4 PERSONNEL
REQUIREMENTS
G.5 EQUIPMENT
Personnel performing high mast light pole inspections shall be familiar with the design and
installation of the structures. They shall be certified as an ASNT Level II or III in all applicable nondestructive testing (NDT) methods. They shall also be a Certified Welding Inspector in accordance
with the guidelines in the AWS D1.1 Structural Welding Code.
The following are suggested equipment to be used at inspections of high mast light poles:
G-1
Federal Highway Administration (FHWA) Document Guidelines for the Installation,

Inspection, Maintenance and Repair of Structural Supports for Highway Signs, Luminaries,
and Traffic Signals.
Aerial lift trucks, man lifts or other suitable access equipment may be used if it is necessary
to inspect the tower structure at close proximity. Binoculars or spotting scopes may also be
employed for inspection of the tower if access to the entire pole is not feasible.
A camera capable of taking high quality images that can digitally be inserted into inspection
reports shall be used.
Non-destructive testing shall be performed using the proper equipment, including (but not
limited to):
o Ultrasonic portable flaw detectors and transducers capable of straight and angle beam
testing
o Ultrasonic digital thickness meters, capable of accurate thickness readings in all
applicable materials
o Portable magnetic particle equipment and contrasting powder
o Liquid dye penetrant supplies
o Cleaning tools (grinders, sanders, wire brushes, etc.) necessary to prepare metal
surfaces for proper inspections
o Proper safety equipment, including safety glasses, steel toed shoes, high visibility
clothing, fall protection, traffic control devices (signs, cones, etc. where needed) and
hard hats
o Tools required to open access panels or doors
OCTOBER 2014
G.6 ELEMENT
DESCRIPTIONS
FHWA has identified 18 elements for the inspection of Structural Supports for Highway Signs,
Luminaires, and Traffic Signals. Of those 18 elements, 5 are applicable to the inspection of high
mast light poles. They are foundation, anchor rods, base plates, tower, and power and
luminaries. A sixth element, winch system, will be added for this inspection procedure. The
elements are defined below.
Element #1: Foundation - This element includes foundation(s) that are constructed of reinforced
concrete or steel. The condition of grout pads, if present, shall also be included in this element.
Element #2: Anchor Rods - This element defines anchor rods, anchor nuts, leveling nuts, and
washers connecting the column support members to the foundation.
Element #3: Base Plate(s) - This element defines the base plates, flanges, gusset plates and welds
at the connection of the column support(s) to the foundation(s). The elements may be painted,
unpainted, or galvanized.
Element #4: Tower(s) - This element includes the vertical posts, handhole covers, slip joints and
circumferential welds for the column support on the structure. The element components may be
painted/unpainted/galvanized steel or aluminum.
Element #5: Power and Luminaires - This element defines the visual condition of any luminaries
in the lighting system on the structure, as well as the visual condition of any electrical lines and
boxes.
Element #6: Winch and Cables This element defines the condition of the winch and cable
system used to hoist and suspend the luminaire. This includes the motor, mechanical systems,
support brackets or housing, housing anchorage and cable attachments.
G-2
OCTOBER 2014
G.7 ELEMENT
CONDITION RATINGS
FHWA recommends the following rating conditions for the inspection of Structural Supports for
Highway Signs, Luminaires, and Traffic Signals, based on Table 1.
TABLE 1
CONDITION
DESCRIPTION
FEASIBLE ACTION
Element performs intended function with

high degree of reliability (Good)
Element performs intended function. Some
minor problems noted. (Satisfactory)
small reduction in reliability (Fair)
significant reduction in reliability (Poor)
Element does not perform intended function
with any degree of reliability (Critical)
Not Applicable
None
2
3
4
5
0
None
Repair element, increase
inspection frequency, do nothing
Repair or replacement of element
within specified time frame
Immediate repair or replacement
of element
None Steps may be needed to
facilitate inspection
Each element shall be rated using the following guidelines. The designation "DN" as a feasible
action stands for do nothing.
G-3
OCTOBER 2014
G.7.1 ELEMENT #1:
FOUNDATIONS
This element includes foundation(s) that are constructed of reinforced concrete or steel.
Inspectors should assign ratings based on the overall condition of the foundation and its ability to
function properly. The condition of grout pads, if present, shall also be included in this element.
Element #1: Foundation Condition Description

Code
5
0
G-4
Description
Feasible Action
Good Condition: The element shows no deterioration. There may

be discoloration, efflorescence, and/or superficial cracking in the
concrete but without effect on strength and/or serviceability.
There is no evidence of active corrosion of the steel. On metal
foundations, the surface coatings are sound and functioning as
intended.
Satisfactory Condition: Minor cracks and spalls may be present in
the concrete foundation but there is no exposed reinforcing or
surface evidence of rebar corrosion. Surface rust, surface pitting,
has formed or is forming on steel foundation. Protective coatings
may have minor areas of deterioration.
Fair Condition: Some delaminations and/or spalls may be present
in the concrete foundation and some reinforcing may be exposed.
Corrosion of rebar may be present but loss of section is incidental
and does not significantly affect the strength and/or serviceability
of either the element or the sign structure. Protective coatings
have failed. Surface pitting may be present but any section loss
due to active corrosion is measurable and does not warrant
structural analysis. Weep holes in grout pads are clogged or not
present.
Poor Condition: Advanced deterioration. Corrosion of
reinforcement and/or loss of concrete section or sufficient section
loss of the steel is sufficient to warrant analysis to ascertain the
impact on the strength and/or serviceability of the element and/or
the sign structure.
DN
Critical Condition: The foundation is deteriorated to the point that

failure is eminent.
Unknown Condition: The foundation is buried and/or inaccessible
and could not be evaluated.
Replace unit
DN, seal cracks,

minor patches,
clean and
resurface steel
DN, clean rebar,
patch and/or
seal, clean and
resurface steel
Rehab or
replace unit.
Remove soil
and inspect
OCTOBER 2014
G.7.2 ELEMENT #2:
ANCHOR BOLTS
This element defines anchor bolts, anchor nuts, leveling nuts, and washers connecting the column
support members to the foundation.
Code
1
2
5
0
G-5
Element #2: Anchor Bolts Condition Description

Feasible Action
Description
Good Condition: There is no deterioration or misalignment.
The elements are fully engaged, tight, and in new or like-new
condition.
Satisfactory Condition: Minor corrosion of the elements may
be present. The elements are fully engaged.
Fair Condition: Moderate corrosion of the elements may be
present. Anchor nuts are not fully engaged or bolts are
misaligned. Washers are missing (if specified on design plans).
One or two loose nuts may be observed, but do not
significantly affect the strength and/or serviceability of either
the element or the sign structure.
Poor Condition: Heavy corrosion of the elements may be
present. Bolts may be cracked/sheared or multiple anchor
nuts are loose/missing. There is sufficient concern to warrant
an analysis to ascertain the impact on the strength and/or
serviceability of the element and/or the sign structure.
DN
Critical Condition: The element is damaged or deteriorated to

the point that failure is eminent.
Not Inspected: The anchor bolts are buried and/or
inaccessible.
Replace element
DN, clean/replace
hardware
DN,
clean/tighten/replac
e loose hardware,
replace element
Repair or replace
element
Remove soil or
debris and inspect
element
OCTOBER 2014
G.7.3 ELEMENT #3:
BASE PLATES
This element defines the base plates, flanges, gusset plates and welds at the connection of the
column support(s) to the foundation(s). The elements may be painted, unpainted, or galvanized.
Code
1
2
Element #3: Base Plates Condition Description

Feasible Action
Description
Good Condition: No evidence of active corrosion. Surface
coating is sound and functioning as intended to protect the
metal surface.
Satisfactory Condition: Minor surface corrosion present.
DN
DN, clean and

resurface
DN, clean and
resurface
Fair Condition: Any protective coating present has failed.

Surface pitting may be present but any section loss due to
active corrosion is measurable and does not warrant
structural analysis.
Repair or replace
element
Poor Condition: Cracks may be present on the base plate to

column support connection weld. Corrosion is advanced.
Section loss is sufficient to warrant structural analysis to
ascertain the impact on the ultimate strength and/or
serviceability of the element and/or the sign structure.
Not Inspected: Element is buried and/or inaccessible.
Replace element
5
0
G-6
Remove soil or
debris and inspect
element
OCTOBER 2014
G.7.4 ELEMENT #4:
TOWER
This element includes the vertical posts, handhole covers, slip joints and circumferential welds for
the column support on the structure.
Element #4: Tower Condition Description

Code
1
2
G-7
Description
Feasible Action
Good Condition: No evidence of corrosion or misalignment.

Elements are in new or like-new condition.
Satisfactory Condition: Minor damage or corrosion is present
with no section loss. Handhole covers or post caps are
missing.
Fair Condition: Moderate damage or corrosion is present.
Standing water may be observed on the inside of the post.
Column supports may be out of plumb.
DN
Poor Condition: Heavy damage or corrosion of elements with

localized section loss. Elements may be misaligned or have
severe impact damage that may warrant structural analysis to
ascertain the impact on the ultimate strength and/or
serviceability of the element and/or structure.
Rehab or replace
unit
Critical Condition: Deterioration is so severe that structural

integrity is in doubt. Failure may be imminent
Remove from
service or replace
unit
DN, repair/replace
elements
DN, repair/replace
elements
OCTOBER 2014
G.7.5 ELEMENT #5:
POWER AND
LUMINAIRES
This element defines each luminaire in the lighting system on the structure.
Code
1
2
3
G-8
Element #5: Power and Luminaires Condition Description

Feasible Action
Description
Good Condition: Elements is fully functional and in new or
like-new condition with no significant deficiencies.
Satisfactory Condition: Minor damage of the element may be
observed. Element may be misaligned.
Fair Condition: Light cover latches are broken or rusted shut.
Missing cover plates. Loose, broken or missing sections of
conduit. Open electrical boxes.
Poor Condition: Broken or missing covers. Burned out
bulbs/ballasts or missing light fixtures. Exposed wiring or
unattached electrical boxes.
DN
Critical Condition: Any damage or deterioration significant

enough to threaten separation of components from the
structure.
Not Inspected: Element is inaccessible.
Rehab or replace
unit.
DN, rehab unit

DN, rehab unit
Rehab or replace
unit
DN, inspect when

element is
accessible
OCTOBER 2014
G.7.6 ELEMENT #6:
WINCH AND CABLES
This element describes the hoisting and suspension system for the luminaire on each structure.
Code
1
2
3
Element #6: Winch and Cables Condition Description

Feasible Action
Description
Good Condition: Elements is fully functional and in new or
like-new condition with no significant deficiencies.
Satisfactory Condition: Minor damage or wear of the element
may be observed.
Fair Condition: Anchor bolts may be loose or missing.
Element may be out of alignment. Some fraying of the cables
may be occurring.
Poor Condition: Housing may be bent or cracked. Cable
anchorages may be loose, damaged or missing. Cables may be
kinked, tangled or damaged.
DN

Not Inspected: Element is inaccessible.
Rehab or replace
unit.
DN, inspect when
element is
accessible
DN, rehab unit

Rehab unit
Rehab or replace
unit
This rating should reflect the overall condition for the structure of each himast pole.
G.7.7 HIMAST LIGHT
STRUCTURE
Himast Light Structures

Code
N
9
Description
Unknown Condition: Rate a himast pole as unknown if an element could not be
inspected thoroughly. If there is grout under the base plate, the himast pole must be rated
as Unknown.
Excellent Condition: Himast pole is in new condition (newly constructed).
Very Good Condition: Himast pole has very minor (and isolated) deterioration. There is
no damage or misalignment to any member.
Anchorage: Anchor rods have no deterioration, there is no corrosion present. Leveling
nuts are in firm contact with the base plate, and at least one thread protrudes above the
tightening nut.
Concrete: Reinforced concrete has little to no deterioration. Any cracking present would
be considered hairline (<1/32), there is no leaching or surface scale. There are no areas
of delamination or spalling.
Steel: The protective oxide coating is uniform & tightly adhered. All access doors are
fastened properly. All welded connections are intact.
Winch: Winch has no defects.
Good Condition: Himast pole has minor (or isolated) deterioration.
Anchorage: anchor rods have little to no deterioration, there is no corrosion present.
G-9
Leveling nuts are in firm contact with the base plate and at least one thread extends
above the tightening nut.
Concrete: reinforced concrete has minor deterioration. Any cracking present would be
considered hairline (<1/32), there may be minor leaching or surface scale. There are no
areas of delamination or spalling.
Steel: The protective oxide coating is uniform & tightly adhered. There are minor areas
of fading, chalking, or flowering, but there is no surface corrosion. Access doors may
have broken bolts but the doors function as intended. All welded connections are intact.
Winch: Winch has no defects.
OCTOBER 2014
Satisfactory Condition: Himast pole has minor to moderate deterioration. Any member
that is damaged, bent, or misaligned would be considered insignificant and are intact.
Anchorage: Anchor rods have little to no deterioration, any corrosion present is minor.
Leveling nuts are in firm contact with the base plate. One anchor rod may have treads
not entirely through the nuts.
Concrete: Reinforced concrete has minor to moderate deterioration. Any cracking
present would be considered minor (1/32 to <1/16), there is minor to moderate
leaching or surface scale. Any areas of delamination or spalling would be considered
minor. There is no exposed reinforcement.
Steel: Protective coating has minor deterioration. There are areas of surface corrosion
with no areas of section loss. Welded connections are intact but may be deteriorating.
The tower may be slightly out of alignment, tilted up to 1/16 in 4.
Winch: Cable anchors may be improperly installed or adjusted. Base is sound.
Fair Condition: Himast pole has moderate deterioration. Members may be slightly
G-10
damaged, bent, or misaligned but are intact.

Anchorage: Anchor rods have minor deterioration, any corrosion present is would be
considered moderate with no section loss. One leveling or tightening nut may be loose.
Multiple anchor rods may have treads not entirely through the nuts.
Concrete: Reinforced concrete has moderate deterioration. Any cracking present would
be considered minor to moderate (1/16 to <1/8), there is moderate leaching or
surface scale. Any areas of delamination or spalling would be considered moderate.
Exposed reinforcement is present, but there is no section loss.
Steel: Protective coating has moderate deterioration. There are significant areas of
fading, chalking, or flowering. There are areas of surface corrosion with corresponding
section loss that is less than 5% of the effective area. There may be loose bolted
connections but none are missing. Welded connections are intact but may be
deteriorated. Access doors have broken bolts and the doors are not sealed properly. The
tower may be out of alignment between 1/16 in 4 & 1/8 in 4
Winch: Base is intact. There may be loss of thickness no more than 10% due to corrosion
or galling.
Poor Condition: Himast pole has advanced deterioration. Members may be significantly
damaged, bent or misaligned.
Anchorage: Anchor rods have moderate to advanced deterioration. Advanced corrosion
is present with section loss that is less than 5%. Two leveling or tightening nuts may be
loose.
Concrete: Reinforced concrete has extensive deterioration. Any cracking present would
be considered moderate (>1/8), there is leaching or surface scale. Delaminations and
spalls may be prevalent. Exposed reinforcement may have corrosion, but any section
loss is incidental and does not affect the strength of the member.
Steel: Protective coating has extensive deterioration. Surface corrosion is prevalent with
corresponding section loss that is less than 10% of the effective area. There are loose
bolted connections but none are missing. Welded connections are intact but
deteriorated. The tower is out of alignment beyond acceptable limits, tilted at least 1/8
in 4.
Winch: One tab of the winch base may be cracked. There may be loss of thickness
greater than 10% due to corrosion or galling
OCTOBER 2014
Serious Condition: Himast pole has severe deterioration. Members may be severely
damaged, bent, or misaligned. Immediate repairs and/or engineering analysis may be

required.
Anchorage: Anchor rods have advanced deterioration. Advanced corrosion is present
with section loss that is greater than 5%. Three or more leveling or tightening nuts may
be loose.
Concrete: reinforced concrete has severe deterioration. There is extensive cracking with
leaching and surface scale. Delaminations and spalls are prevalent. Exposed
reinforcement has corrosion with measureable section loss. Structural analysis or
immediate repairs may be necessary.
Steel: Protective coating has severe deterioration. Section loss may exceed 10% of the
effective area. Structural analysis or immediate repairs may be necessary. Welded
connections are compromised.
Winch: Two or more tabs of the winch base may be cracked. Cables may be kinked,
tangled or damaged.
Critical Condition: Critical damage or deterioration to the Himast Pole. It may be

necessary to close the road adjacent to the himast pole. Immediate notification to the
Program Administrator and engineering analysis required.
Imminent Failure Condition: Major deterioration present with obvious stability issues.
Immediate closure of the road adjacent to the himast pole is required. Immediate
notification to the Program Administrator and engineering analysis required.
Failed Condition: Structure is beyond repair and requires immediate removal.
1
0
G.8 REPORTING
G-11
A report shall be submitted for each pole inspected. Each report shall contain, at a minimum, the
following information:
Inspection date
Pole location
Pole manufacturer
Project number
Feed point
Pole height
Inspection methods
Inspectors and project engineer
Elements inspected
Condition rating of each element, including descriptions of deficiencies, corrective actions

required and photographs of the deficient elements
Significant findings
Corrective actions
APPENDIX A
OCTOBER2014
APPENDIXASTATEWIDEPOLICY:APPROPRIATEUSEOF
ELECTRONICCOMMUNICATIONANDTECHNOLOGY
BRIDGEANDSTRUCTUREINSPECTIONPROGRAMMANUAL
StateofMinnesota |
StatewidePolicy:AppropriateUseofElectronicCommunicationandTechnology
EffectiveJune26,2006
TheStateofMinnesotaprovidesavarietyofelectronictoolssuchastelephones,cellulartelephones,computers,facsimile
machines,pagers,electronicmail(email)systems,andInternetaccessforemployeeswhosejobperformancewouldbe
enhancedbythetechnology.TheStatefacesthechallengeofmakingmaximumuseofthebenefitsofsuchtools,meeting
legalrequirementsforaccesstoinformation,andprovidingadequateprotectionforproprietaryinformation.Thispolicy
memorandumgovernsaccesstoandtheappropriateuseofStateprovidedelectronictoolsandtechnologyatalltimes,
includingbothworkandnonworktime,byStateemployeesintheexecutivebranch,consultantsand/orcontractors.
EmployeeaccesstoanduseofelectronictoolssuchasemailandtheInternetisintendedforbusinessrelatedpurposes.
Limitedandreasonableuseofthesetoolsforoccasionalemployeepersonalpurposethatdoesnotresultinanyadditional
costsoflossoftimeorresourcesfortheirintendedbusinesspurposeispermitted.Reasonableuseofstateownedcellular
phonesislimitedto"essentialpersonaluse"asdefinedintheaddendumtothispolicyspecificallyaddressingCellular
TelephoneUse.
DepartmentHeadResponsibility:Appointingauthoritiesareencouragedtousethispolicyasaframeworkforissuingtheir
owndepartmentalpolicies.Modificationsmaybemadetoaccommodateindividualdepartmentalneeds,solongastheydo
notenlargeordiminishwhatthestatutesallow.Intheeventthatanappointingauthoritydoesnotpromulgateanagency
specificpolicy,thispolicyshallbetheapplicablepolicy.
EmployeeResponsibility:Executivebranchemployeesareresponsibleforappropriateuseofelectronictools,including
telephones,cellulartelephones,computers,facsimilemachines,pagers,emailandInternetaccess.Theyareexpectedto
adheretothehighestethicalstandardswhenconductingStatebusinessandtofollowtheCodeofEthicsandrelatedState
statutesapplicabletoexecutivebranchemployees.Forexample:
Minn.Stat.43A.38,Subd.4provides"Useofstateproperty":
1.
Anemployeeshallnotuseorallowtheuseofstatetime,supplies,orstateownedorleasedpropertyand
equipmentfortheemployee'sprivateinterestoranyotherusenotintheinterestofthestate,exceptasprovided
bylaw.
2.
Anemployeemayusestatetime,property,orequipmenttocommunicateelectronicallywithotherpersons
including,butnotlimitedto,electedofficials,theemployer,oranexclusivebargainingrepresentativeunder
chapter179A,providedthisuse,includingthevalueoftimespent,resultsinnoincrementalcosttothestateor
resultsinanincrementalcostthatissosmallastomakeaccountingforitunreasonableoradministratively
impracticable.
Minn.Stat.43A.39,Subd.2provides"Noncompliance":
1.
AnyemployeewhointentionallyfailstocomplywiththeprovisionsofChapter43Ashallbesubjecttodisciplinary
actionandactionpursuanttoChapter609.
Managersandsupervisorsareresponsibleforensuringtheappropriateuseofallelectronictools,includingemailand
Internetaccessthroughtraining,supervising,coachingandtakingdisciplinaryaction,whennecessary.
Eachagencyisresponsibleforestablishinginternalpoliciesregardingpasswordmanagement,encryption,datapractices,
monitoringaccess,recordsretention,andthelike,andforcommunicatingthosepoliciestostaff.Eachagencywillensure
thattheresponsibleauthoritieswithintheiragenciesknowwhocanaccesswhat,usingwhattechnology,andunderwhat
conditions.
AppropriateUse:StateemployeesneedtousegoodjudgmentintheuseoftheStateprovidedelectronictoolsand
technology,includingInternetaccessandemailuse.Theyareexpectedtoensurethatmessagesconveyedareappropriate
inboththetypesofmessagescreatedandthetoneandcontentofthosemessages.EmployeeuseofallStateprovided
electronictoolsandtechnology,includingemailandtheInternet,mustbeabletowithstandpublicscrutinywithout
embarrassmenttotheagencyortheStateofMinnesota.
Examplesofinappropriateuseinclude,butarenotlimitedto:
1.
Illegalactivities;
2.
Wagering,betting,orselling;
3.
Harassment,disparagementofothers,stalking,and/orillegaldiscrimination;
4.
Fundraisingforanypurposeunlessagencysanctioned;
5.
Commercialactivities,e.g.,personalforprofitbusinessactivities;
6.
Promotionofpoliticalorreligiouspositionsoractivities;
7.
Receipt,storage,displayortransmissionofmaterialthatisormaybereasonablyregardedasviolent,harassing,
discriminatory,obscene,sexuallyexplicit,orpornographic,includinganydepiction,photograph,audiorecording,
orwrittenword;
8.
Downloadingorinstallingsoftware(includinggamesandexecutablefiles)unlessagencysanctioned;
9.
Unauthorizedaccessingofnonpublicdata;
10. NonStateemployeeuse(e.g.,familymemberorfriend)atworkorawayfromwork;
11. UsesthatareinanywaydisruptiveorharmfultothereputationorbusinessoftheState;and
12. Purposesotherthanstatebusiness,exceptincidentalorminimaluse.
Engaginginanyoftheabovelistedactivitiesmaysubjectanemployeetodiscipline,uptoandincludingdischarge.
Thetraditionalcommunicationrulesofreasonableness,respect,courtesyandcommonsenseandlegalrequirementsalso
applytoelectroniccommunication.Actionsthatareconsideredillegalsuchasgamblingandharassmentarenotuptothe
discretionofindividualagenciesorindividualmanagersorsupervisors,andsuchactionswillsubjecttheemployeeto
disciplinaryactionuptoandincludingdischarge.
Employeesshouldbeawarethattheymightreceiveinappropriate,unsolicitedemailmessages.Anysuchmessagesshould
bereportedimmediatelytotheemployee'ssupervisorormanagerandanyotherdesignatedofficialwithintheemployee's
agency.Undernocircumstancesshouldanemployeeeitherforwardorreplytothesemessagespriortoconsultingwith
management.
WhileemployeesmaymakepersonaluseofStatetechnologysuchasemailandInternetaccess,theamountofuseduring
workinghoursisexpectedtobelimitedtoincidentaluse.Excessivetimespentonsuchpersonalactivitiesduringworking
hourswillsubjecttheemployeetodisciplinaryaction.
UnionUse:IntheinterestofmaintainingeffectivelabormanagementrelationshipsandefficientuseofStatetimeand
resources,Stateemailsystemsmaybeusedbyemployeerepresentativesoftheunionforcertainunionactivities,in
accordancewithprovisionsofapplicablebargainingunitagreements.
Stateownedpropertyorservicesincludingtheemailsystemmaynotbeusedforpoliticalactivities,fundraising,
campaigningforunionoffice,unionorganizingactivities,orsolicitationofemployeesforunionmembership.
Unionuseofelectroniccommunicationtechnologyissubjecttothesameconditionsasemployeeuseofsuchtechnology,
assetforthinthisPolicyMemorandum.Thisincludestheconditionssetforthintheparagraphbelowentitled,
"Monitoring."
Monitoring:Electroniccommunicationdevicessuchastelephones,cellulartelephones,facsimilemachines,pagers,Statee
mailsystemsandInternetaccessareStateproperty.LikeotherStateresources,theyareintendedtobeusedforState
businessandotheragencysanctionedactivities.Accordingly,theStatereservestherighttomonitoranyandallcellular
telephone,telephone(However,electronicmonitoringoftelephoneconversationswillonlyoccurifpropernoticehasbeen
given,inaccordancewithFederalregulationsforStoredWireandElectronicCommunicationsandTransactionalRecords
Access(FederalWireTapRegulations)see21U.S.C.27012711),facsimile,pager,emailandInternetactivitiesthatoccur
onStateequipment,includingthosewhichmaybeofa"personal"nature.Stateownedtelephones,stateownedcellular
telephones,facsimilemachines,pagers,emailandInternetsystemsandanyandallsoftware,data,orotherinformation
storedonaStateownedcomputerarethepropertyoftheStateandmaybemonitored,read,examined,seized,or
confiscatedasnecessary.Therefore,employeesshouldnotexpectthatanyfacsimile,voicemail,oremailmessageeither
sentorreceived,oranyInternetactivitieswillremainprivate(Similarly,otherStateownedproperty,includingbutnot
limitedtolocked/unlockeddeskdrawersandcabinets,vehiclesandequipmentmayalsobeseized,confiscatedand/or
searchedasnecessary.Employeesshouldnotexpectthatanypersonalpropertythatismaintainedand/orstoredinState
ownedpropertywouldremainprivate).TheStatereservestherighttomonitoranyuseofthesesystems,includinguseof
thesesystemswhiletheemployeeisonhis/herowntime,toaccessanyinformationonthesesystems,andtotakeany
actionitdeterminestobeappropriatewithrespecttothatinformation.
Datathatagenciesmaintainelectronicallyaregovernmentdataand,assuch,aresubjecttoclassificationandaccessunder
theMinnesotaGovernmentDataPracticesAct,MinnesotaStatutes,Chapter13.Employeesshouldunderstandthat
electronicdatamaynotbecompletelysecure.TheyshouldalsounderstandthatemailmessagesandInternettransactions,
includingthosetheydeleteorerasefromtheirownfiles,maybebackeduporrecordedandstoredcentrallyforsystem
securityandinvestigativepurposes.EmailsandrecordsofInternetactivitiesmayberetrievedandviewedbysomeoneelse
withproperauthorityatalaterdate.Itistheuser'sresponsibilitytousecareincommunicatinginformationnotmeantfor
publicviewing.
Becauseelectroniccommunicationsystems,suchasfacsimile,emailandInternetsystemsmaynotbesecure,itis
recommendedthatemployeesnotsendanydataclassifiedundertheMinnesotaGovernmentDataPracticesActasnot
public(privateorconfidentialdataonindividualsornonpublicorprotectednonpublicdatanotonindividuals)through
unsecuredfacsimilesorovertheemailorInternetsystemsunlessthedataareencryptedorencoded.
RecordRetentionSchedules:Recordretentionschedulesarethesameregardlessofthemediumusedtocreateorstore
therecord.Asaresult,manyelectronicrecordsandemailmessagesareofficialrecordsoftheagencyandmustberetained
inaccordancewiththeagency'sapprovedrecordretentionscheduleappropriateforthetype,natureandcontentofthe
record.Improperdisposalmaysubjecttheemployeeandtheagencytolegalsanctionsandotheradministrativeorlegal
consequences.Thesamerulesthatareusedtodetermineifapaper,microformorvideotapedrecordshouldberetained
applytoelectronicrecordsoremailmessages.
ThispolicymemorandumwasdevelopedwiththeassistanceofStatehumanresourcesmanagersandinformation
technologyandpolicymanagersundertheauspicesofthedepartmentsofEmployeeRelationsandAdministration.Itwill
beupdatedandrevisedasneeded.Ifyouhavequestions,pleasecontactyouragencyhumanresourcesofficeorthe
designatedofficialinyouragency.
Issued:November15,1997
Revised:October16,2002,June26,2006
CellularTelephoneUseAddendum
BusinessUseJustificationRequirementsCellulartelephonesandserviceareprovidedforofficialstatebusinessuseonly
andaremadeavailabletoemployeesinpositionswheretheassociatedbenefitsjustifytheadditionaloperatingcosts.
Employeeswhotravelorhavejobresponsibilitiesthatincludebeingoutsideoftheofficeorarecontinuouslyoncallfor
extendedperiodsmaybegoodcandidatesforastateassignedcellulartelephone.
Stateagenciesshallreviewandapproverequestsforcellularequipmentandservicesconsistentwiththeirinternal
procedures.
SharedCellularTelephonesWheneverfrequencyofusedoesnotjustifyindividualassignment,thesharingofstate
ownedcellulartelephonesisencouragedtoreducecosts.
IndividualAssignmentandSelfManagementWhensharingofstateownedcellulartelephonesdoesnotmeet
operationalneeds,anemployeemaybeindividuallyassignedcellulartelephoneequipment.
Employeeswillacknowledgethereceiptandacceptanceoftheconditionsfortheindividualassignmentofastateowned
cellulartelephoneusinganagencyoraStateofMinnesotaformdevelopedforthispurpose.SeeAcknowledgementof
ReceiptCellularTelephoneServicesandEquipmentForm(attached).
TheagencyisresponsibleforkeepingtheReceiptFormonfileforthedurationoftheindividualassignmentofacellular
phonetoanemployee.Whentheemployeeleaveshis/herpositionorisnolongeranauthorizeduser,thestatecellular
equipmentmustbereturnedtotheemployee'ssupervisororotherdesignatedofficial.
PublicInformationSomecalldetail(e.g.,time,date,duration,costincurred)ofcallsappearingonthestatecellular
telephonebillingaccountispublicinformation.Othercalldetail,suchasthenumbercalled,maynotbepublicinformation.
UseofStateCellularTelephoneforPersonalCallsTheuseofstateownedcellulartelephoneequipmentandserviceis
intendedforstatebusiness.Personaluseofstateownedcellularphonesisprohibited,exceptforessentialpersonalcalls.
EssentialPersonalCallsEssentialpersonalcallsaredefinedascallsofminimaldurationandfrequencythatareurgentin
natureandcannotbemadeatanothertimeorfromadifferenttelephone.Examplesofessentialpersonalcallsarecallsto
arrangeforcareofachildorotherfamilyemergency,toalertafamilymemberofanunexpecteddelayduetoachangein
workschedule,ortoarrangefortransportationorserviceintheeventofcartrouble.
ReimbursementandPossibleDisciplinaryActionEmployeesareexpectedtousestatecellulartelephonesresponsibly
andinaccordancewiththispolicyandanyapplicableworkrules.
Personaluseofastatecellulartelephoneinviolationofthispolicyoragencyworkrulesmayresultinrevocationofthe
cellulartelephoneassignmentandpossibledisciplinaryactionagainsttheemployee.Inaddition,employeesmust
reimbursethestatewithin30daysforthecostsofnonessentialpersonalcallsatthestate'scosts(i.e.,thecontractedper
minuterate,anyadditionalamountsforapplicabletollorroamingcharges,miscellaneousfeesandtaxes).
MonthlyCellularBillandAnnualServiceReviewsEmployeesareresponsibleforkeepingtrackofandidentifyingtheir
personalcalls.Anypersonaluseofastatecellulartelephone,includingessentialpersonalcalls,shallbeidentifiedbythe
employeeandsubmittedmonthlytohisorhersupervisororotheremployeeassignedtoreviewandapprovethemonthly
cellulartelephonebill.
Agenciesshouldconductareviewannuallyoftheindividualcellulartelephoneassignmentstodetermineifthereisa
continuingneedandifitiscostjustified.
OptionalPersonalLineatEmployeeExpenseFortheconvenienceofstateemployeesundercertaincellularserviceplans,
thestatehasnegotiatedtherighttopurchaseapersonalcellularlineandnumbertobeaddedtoastateownedcellular
telephone.Thepersonalbillingaccountstatementwillbekeptseparatefromthepublicinformationstatebusinessbilling
accountstatement.Callingrecordsfromthepersonalnumberwillnotbeprovidedtothestateandarenotpublic
information.
Thisoptionwilleliminatecomminglingofpersonalandbusinesscallsonthestate'scellularservice.Itmayalsoeliminate
theneedtocarrytwocellulartelephones.
UseofaPersonalCellularTelephoneforStateBusinessThispracticeshouldbeavoidedtolimitreimbursementrequests
fromemployeesatphoneratesthatarelesseconomicalthanthestate'scontractedrates.
Intheeventthatanindividualusestheirpersonalcellularphonetoconductstatebusinessandmakesareimbursement
claim,onlyactualverifiablecostsattributabletothestatebusinesscall(s)willbereimbursedbysubmittinganexpense
recoveryformthroughhisorhersupervisor."Actualverifiablecosts"arecostsseparatelyidentifiedforeachstatecallin
excessofthestandardmonthlyservicefee.Ifreimbursementrequestsareroutinelysubmitted,thesupervisorshould
considertheassignmentofastateprovidedcellularphoneornumbertotheindividualemployee.
NumberPortabilityIntheeventofachangeofvendorsforthestate'scellularcontract,inmostcasescellularnumbers
maybeported(transferred)fromonevendortoanother.
Portingapersonalcellularnumbertoastatebillingaccountisprohibited,asisportingastatecellularnumbertoapersonal
billingaccount.Thiswillavoidcomminglingpersonalandbusinesscalls.
EmployeeSafetyStateofMinnesotaemployeesarediscouragedfromusingacellulardevicewhileoperatingamotor
vehicleintheconductofstatebusiness,exceptforthepurposeofobtainingorrenderingemergencyassistance.
Issued:June26,2006
APPENDIX B
OCTOBER2014
APPENDIXBSTRUCTURALASSESSMENTREPORT
StateofMinnesota |
BRIDGE STRUCTURAL ASSESSMENT REPORT
PURPOSE:
This report is a structural assessment of the structure and its ability to carry loads based on conditions identified in
the attached bridge inspection report. The assessment is only a cursory review intended to provide guidance as to
the relative hazards for structural conditions and deficiencies identified.
BRIDGE NO.:
BRIDGE OWNER:
DATE INSPECTED:
STRUCTURE TYPE:
FACILITY CARRIED:
FEATURES INTERSECTED:
INSPECTION TYPE:
ROUTINE
FC
PINNED ASSEMBLY
SPECIAL :
DAMAGE :
OTHER:
Check all that apply:

Redundancy:
Load Path
Structural
Internal
Connection
Type:
1. Was a critical finding identified during this inspection or upon

structural review?
Riveted
Bolted
Welded
Other:
Yes
No
a) If selected Yes above, state briefly the finding(s):
2. If a critical finding was identified, what is the current status?

a) Briefly state actions taken:
Pending
Resolved
N/A
3. Does the condition of any bridge component indicate impaired

Yes
No
function? Examples of bridge components with impaired function
include elements that are: frozen or immoveable, out-of-plumb or misaligned, distorted or structurally
deformed, excessively deteriorated, cracked, broken, eroded or scoured.
a) If selected Yes above, state briefly the component(s) and condition(s):
4. Does the overall condition of the bridge, or any of its components

mentioned in Question 3, suggest the need for detailed structural
analysis and/or a revised load rating?
Yes
No
a) If selected Yes, state the reason for this recommendation and indicate a proposed timeframe in
accordance with State of Minnesota Rule 8810.9500 (Subpart 2):
5. Based on the structural assessment of these findings, recommendations include:

Repair/Maintenance
Other
Explain recommended actions:
6. Other comments:
Bridge Office Reviewer
Monitoring Plan
Increased Inspection Frequency
OCTOBER2014
APPENDIX C
APPENDIXCCRITICALDEFICIENCYINSPECTIONREPORT
StateofMinnesota |
Critical Deficiency Inspection Report

Bridge No.:
Inspection Dates:
Bridge Owner:
Inspection Type:
Facility Carried:
Inspected By:
Feature Intersected:
Report Date:
Equipment Used:
Part I (To be completed by Inspector):

Reason for Report:
Location of Deficiency:
Action:
Description of Critical Deficiency:
NBI and Element Data

Item
Deck NBI
Superstructure NBI
Substructure NBI
Channel NBI
Smart Flag #964
Suggested
Current
Comments
AFTER COMPLETION OF PART I, INSPECTOR MUST SUBMIT REPORT FOR REVIEW TO THE
PROGRAM ADMINISTRATOR.
Part II (To be completed by Program Administrator):
Reviewed By:
Date Part II Completed:
Title:
Immediate Action Taken:
Program Administrators Anticipated Plan for the Bridge:
AFTER COMPLETION OF PART II, THE PROGRAM ADMINISTRATOR MUST SUBMIT REPORT
FOR REVIEW TO THE MNDOT BRIDGE OFFICE JENNIFER ZINK. REPORT APPROVAL
OCCURS UPON COMPLETION OF PARTS III AND IV BY THE BRIDGE OFFICE.
Part III (To be completed by MnDOT Bridge Office):
Reviewed By:
Date Part III Completed:
Title:
Copy Sent To:
Description of Final Action Taken:
Part IV (To be completed by MnDOT Bridge Office if applicable):

Repair Plans Approved By:
Load Rated By:
Date Repairs
Completed:
Follow-up Inspection
By:
Follow-Up Inspection
Date:
Part V Photos: (Attach)
Inspectors Employer:
APPENDIX D
OCTOBER2014
APPENDIXDMINNESOTACITYCENSUSCODES
(MNDOTITEM)
StateOfMinnesota |
APPENDIX D
OCTOBER2014
MNDOTCITYCENSUSCODES
CITY
MNDOT
CODE
CITY
MNDOT
CODE
CITY
MNDOT
CODE
Ada
Adams
Adrian
Afton
Aitkin
Akeley
Albany
Alberta
AlbertLea
Albertville
Alden
Aldrich
Alexandria
Alpha
Altura
Alvarado
Amboy
Andover
Annandale
Anoka
Appleton
AppleValley
Arco
ArdenHills
Argyle
Arlington
Ashby
Askov
Atwater
Audubon
Aurora
Austin
Avoca
Avon
Babbitt
Backus
Badger
Bagley
Balaton
0005
0010
0015
0020
0025
0030
0035
0040
0045
0050
0055
0060
0065
0070
0075
0080
0085
0088
0090
0095
0100
0102
0105
0110
0115
0120
0125
0130
0135
0140
0145
0150
0155
0160
0165
0170
0175
0180
0185
Barnesville
Barnum
Barrett
Barry
BassBrook
BattleLake
Baudette
Baxter
Bayport
Beardsley
BeaverBay
BeaverCreek
Becker
Bejou
Belgrade
Bellechester
BellePlaine
Bellingham
Beltrami
Belview
Bemidji
Bena
Benson
Bertha
Bethel
Bigelow
BigFalls
Bigfork
BigLake
BinghamLake
BirchwoodVillage
BirdIsland
Biscay
Biwabik
Blackduck
Blaine
Blomkest
BloomingPrairie
Bloomington
0195
0200
0205
0210
0213
0215
0220
0225
0230
0235
0240
0245
0250
0255
0260
0265
0270
0275
0280
0285
0290
0295
0300
0310
0315
0320
0325
0330
0335
0340
0345
0350
0355
0360
0365
0370
0375
0380
0385
BlueEarth
0390
Bluffton
Bock
Borup
Bovey
Bowlus
Boyd
Boyriver
Braham
Brainerd
Branch
Brandon
Breckenridge
Breezypoint
Brewster
Bricelyn
Brooklyncenter
Brooklynpark
Brookpark
Brooks
Brookston
Brooten
Browerville
Brownsdale
Brownsvalley
Brownsville
Brownton
Bruno
Buckman
Buffalo
Buffalolake
Buhl
Burnsville
Burtrum
Butterfield
Byron
Caledonia
Callaway
Calumet
0395
0400
0405
0410
0415
0420
0425
0430
0435
0437
0440
0445
0447
0450
0455
0460
0465
0470
0475
0480
0485
0490
0495
0500
0505
0510
0515
0520
0525
0530
0535
0537
0540
0545
0550
0555
0560
0565
StateOfMinnesota |
APPENDIX D
OCTOBER2014
CITY
MNDOT
CODE
CITY
MNDOT
CODE
CITY
MNDOT
CODE
Cambridge
Campbell
Canby
Cannonfalls
Canton
Carlos
Carlton
Carver
Casslake
Cedarmills
Centercity
Centerville
Ceylon
Champlin
Chandler
Chanhassen
Chaska
Chatfield
Chickamawbeach
Chisagocity
Chisholm
Chokio
Circlepines
Claracity
Claremont
Clarissa
Clarkfield
Clarksgrove
Clearbrook
Clearlake
Clearwater
Clements
Cleveland
Climax
Clinton
Clitherall
Clontarf
Cloquet
Coates
Cobden
0570
0575
0580
0585
0590
0595
0600
0601
0605
0610
0615
0620
0625
0630
0635
0640
0645
0650
0655
0660
0665
0670
0675
0680
0685
0690
0695
0700
0705
0710
0715
0720
0725
0730
0735
0740
0745
0750
0755
0760
Cokato
ColdSpring
Coleraine
Cologne
ColumbiaHeights
Comfrey
Comstock
Conger
Cook
CoonRapids
Corcoran
Correll
Cosmos
CottageGrove
Cottonwood
Courtland
Cromwell
Crookston
Crosby
Crosslake
Crystal
Currie
Cuyuna
Cyrus
Dakota
Dalton
Danube
Danvers
Darfur
Darwin
Dassel
Dawson
Dayton
Deephaven
DeerCreek
DeerRiver
Deerwood
DeGraff
Delano
Delavan
0770
Delhi
Dellwood
Denham
Dennison
Dent
DetroitLakes
Dexter
Dilworth
DodgeCenter
Donaldson
Donnelly
Doran
Dover
Dovray
Duluth
Dumont
Dundas
Dundee
Dunnell
Eagan
EagleBend
EagleLake
EastBethel
EastGrandForks
EastGullLake
Easton
Echo
EdenPrairie
EdenValley
Edgerton
Edina
Effie
Eitzen
Elba
ElbowLake
Elgin
Elizabeth
Elko
ElkRiver
Elkton
0970
0975
0980
0985
0990
0995
1000
1005
1010
1015
1020
1025
1030
1035
1040
1045
1050
1055
1060
1063
1065
1070
1072
1075
1080
1085
1090
1094
1095
1100
1105
1110
1115
1120
1125
1130
1135
1140
1145
1150
0775
0780
0785
0790
0795
0800
0805
0810
0820
0825
0830
0835
0837
0840
0845
0850
0855
0860
0865
0870
0875
0880
0885
0890
0895
0900
0905
0910
0915
0920
0925
0930
0935
0940
0945
0950
0955
0960
0965
StateOfMinnesota |
APPENDIX D
OCTOBER2014
CITY
MNDOT
CODE
CITY
MNDOT
CODE
CITY
MNDOT
CODE
Ellendale
Ellsworth
Elmdale
Elmore
Elrosa
Ely
Elysian
Emily
Emmons
Erhard
Erskine
Evansville
Evan
Eveleth
Excelsior
Eyota
Fairfax
Fairmont
FalconHeights
Faribault
Farmington
Farwell
FederalDam
Felton
FergusFalls
Fertile
FiftyLakes
Finlayson
Fisher
Flensburg
Floodwood
Florence
Foley
Forada
ForestLake
Foreston
FortRipley
Fosston
Fountain
Foxhome
1155
1160
1165
1170
1175
1180
1185
1190
1195
1200
1205
1215
1216
1220
1225
1230
1235
1240
1245
1250
1255
1260
1265
1270
1275
1280
1285
1290
1295
1300
1305
1310
1315
1320
1325
1330
1335
1340
1345
1350
Franklin
Frazee
Freeborn
Freeport
Fridley
Frost
Fulda
Funkley
Garfield
Garrison
Garvin
Gary
Gaylord
GemLake
Geneva
Genola
Georgetown
Ghent
Gibbon
Gilbert
Gilman
Glencoe
Glenville
Glenwood
Glyndon
GoldenValley
Gonvick
Goodhue
Goodridge
GoodThunder
Goodview
Graceville
Granada
GrandMarais
GrandMeadow
GrandRapids
GraniteFalls
Grasston
Greenbush
Greenfield
1355/1360
1370
1375
1380
1385
1390
1395
1400
1405
1410
1415
1420
1425
1430
1435
1440
1445
1450
1455
1460
1465
1470
1475
1480
1485
1495
1500
1505
1510
1515
1520
1525
1530
1535
1540
1545
1550
1555
1560
1565
GreenIsle
Greenwald
Greenwood
GreyEagle
GroveCity
Grygla
Gully
Hackensack
Hadley
Hallock
Halma
Halstad
Hamburg
HamLake
Hammond
Hampton
Hancock
HanleyFalls
Hanover
Hanska
Harding
Hardwick
Harmony
Harris
Hartland
Hastings
Hatfield
Hawley
Hayfield
Hayward
HazelRun
Hector
Heidelberg
Henderson
Hendricks
Hendrum
Henning
Henriette
Herman
Hermantown
1570
1575
1580
1585
1590
1595
1600
1605
1610
1615
1620
1625
1630
1633
1635
1640
1645
1650
1655
1660
1665
1670
1675
1680
1685
1686
1690
1695
1700
1705
1710
1715
1720
1725
1730
1735
1740
1745
1750
1752
StateOfMinnesota |
APPENDIX D
OCTOBER2014
CITY
MNDOT
CODE
CITY
MNDOT
CODE
CITY
MNDOT
CODE
HeronLake
Hewitt
Hibbing
HillCity
Hillman
Hills
Hilltop
Hinckley
Hitterdal
Hoffman
Hokah
Holdingford
Holland
Hollandale
Holloway
Holt
Hopkins
Houston
HowardLake
HoytLakes
Hugo
Humboldt
Hutchinson
Ihlen
Independence
InternationalFalls
InverGroveHeights
Iona
IronJunction
Ironton
Isanti
Isle
Ivanhoe
Jackson
Janesville
Jasper
Jeffers
Jenkins
Johnson
Jordan
1755
1760
1765
1770
1775
1780
1785
1790
1795
1800
1805
1810
1818
1820
1825
1830
1835
1840
1845
1850
1855
1860
1865
1870
1875
1880
1886
1890
1895
1900
1905
1920
1925
1930
1935
1940
1945
1950
1955
1960
Kandiyohi
Karlstad
Kasota
Kasson
Keewatin
Kelliher
Kellogg
Kennedy
Kenneth
Kensington
Kent
Kenyon
Kerkhoven
Kerrick
KettleRiver
Kiester
Kilkenny
KimballPrairie
Kinbrae
Kingston
Kinney
LaCrescent
Lafayette
LakeBenton
LakeBronson
LakeCity
LakeCrystal
LakeElmo
Lakefield
LakeHenry
Lakeland
LakelandShores
LakeLillian
LakePark
LakeSt.CroixBeach
LakeShore
Lakeville
LakeWilson
Lamberton
Lancaster
1965
1970
1975
1980
1985
1990
1995
2005
2010
2015
2020
2025
2030
2035
2040
2045
2050
2055
2060
2063
2065
2070
2075
2085
2090
2091
2095
2100
2105
2115
2120
2125
2130
2135
2138
2140
2150
2155
2160
2165
Landfall
Lanesboro
Laporte
LaPrairie
LaSalle
Lastrup
Lauderdale
LeCenter
Lengby
Leonard
Leonidas
LeRoy
LesterPrairie
LeSueur
Lewiston
Lewisville
Lexington
Lilydale
Lindstrom
LinoLakes
Lismore
Litchfield
LittleCanada
LittleFalls
Littlefork
LongBeach
LongLake
LongPrairie
Longville
Lonsdale
Loretto
Louisburg
Lowry
Lucan
Luverne
Lyle
Lynd
Mabel
McGrath
McGregor
2170
2175
2180
2185
2190
2195
2200
2205
2210
2215
2220
2225
2230
2235
2240
2245
2250
2255
2260
2265
2270
2275
2280
2285
2290
2295
2300
2305
2310
2315
2320
2325
2330
2335
2340
2345
2350
2353
2355
2360
StateOfMinnesota |
APPENDIX D
OCTOBER2014
CITY
MNDOT
CODE
CITY
MNDOT
CODE
CITY
MNDOT
CODE
McIntosh
McKinley
Madelia
Madison
MadisonLake
Magnolia
Mahnomen
Mahtomedi
Manchester
ManhattanBeach
Mankato
Mantorville
MapleGrove
MapleLake
MaplePlain
Mapleton
Mapleview
Maplewood
Marble
Marietta
MarineonSaint
Croix
2365
2565
2640
2645
2650
2655
2660
Newfolden
NewGermany
NewHope
NewLondon
NewMarket
NewMunich
Newport
NewPrague
NewRichland
NewTrier
NewUlm
NewYorkMills
Nicollet
Nielsville
Nimrod
Nisswa
Norcross
NorthBranch
Northfield
NorthMankato
NorthOaks
2760
2370
2380
2385
2390
2395
2400
2405
2410
2415
2420
2425
2430
2435
2440
2445
2450
2455
2460
2465
2470
Millerville
Millville
Milroy
Miltona
Minneapolis
Minneiska
Minneota
MinnesotaCity
MinnesotaLake
Minnetonka
MinnetonkaBeach
Minnetrista
Mizpah
Montevideo
Montgomery
Monticello
Montrose
Moorhead
MooseLake
Mora
Morgan
Marshall
Mayer
Maynard
Mazeppa
Meadowlands
Medford
MedicineLake
Medina
MeireGrove
Melrose
Menahga
Mendota
MendotaHeights
Mentor
MiddleRiver
Miesville
Milaca
Milan
2475
2480
2485
2490
2495
2500
2505
2510
2515
2520
2525
2532
2535
2540
2545
2550
2555
2560
Morris
Morristown
Morton
Motley
Mound
MoundsView
MountainIron
MountainLake
Murdock
Myrtle
Nashua
Nashwauk
Nassau
Nelson
Nerstrand
Nevis
NewAuburn
NewBrighton
2670
2675
2680
2685
2690
2695
2700
2705
2710
2715
2720
2725
2730
2735
2740
2745
2750
2755
Northome
NorthRedwood
Northrop
NorthSt.Paul
Norwood
Oakdale
OakGrove
OakParkHeights
Odessa
Odin
Ogema
Ogilvie
Okabena
Oklee
Olivia
Onamia
Ormsby
Orono
2865
2870
2875
2880
2885
2888
2889
2890
2895
2900
2905
2910
2915
2920
2925
2930
2935
2940
2570
2575
2580
2585
2590
2595
2600
2605
2610
2612
2617
2620
2625
2630
2635
2765
2770
2775
2780
2785
2790
2795
2800
2805
2810
2815
2820
2825
2830
2835
2840
2845
2850
2855
2860
StateOfMinnesota |
APPENDIX D
OCTOBER2014
CITY
MNDOT
CODE
CITY
MNDOT
CODE
CITY
MNDOT
CODE
Oronoco
Orr
Ortonville
Osakis
Oslo
Osseo
Ostrander
Otsego
Ottertail
Owatonna
Palisade
ParkersPrairie
ParkRapids
Paynesville
Pease
PelicanRapids
Pemberton
Pennock
PequotLakes
Perham
Perley
Peterson
Pierz
Pillager
PineCity
PineIsland
PineRiver
PineSprings
Pipestone
Plainview
Plato
PleasantLake
Plummer
Plymouth
Porter
Preston
Princeton
Prinsburg
PriorLake
Proctor
2942
2945
2950
2955
2960
2965
2970
2973
2975
2980
2985
2990
2995
3000
3005
3015
3020
3025
3030
3035
3040
3045
3050
3055
3060
3065
3070
3075
3080
3085
3090
3095
3100
3105
3110
3115
3120
3125
3130
3135
Quamba
Racine
Ramsey
Randall
Randolph
Ranier
Raymond
RedLakeFalls
RedWing
RedwoodFalls
Regal
Remer
Renville
Revere
Rice
Richfield
Richmond
Richville
Riverton
Robbinsdale
Rochester
RockCreek
Rockford
Rockville
Rogers
Rollingstone
Ronneby
Roosevelt
Roscoe
Roseau
RoseCreek
Rosemount
Roseville
Rothsay
RoundLake
Royalton
RushCity
Rushford
RushfordVillage
Rushmore
3140
3145
3148
3150
3155
3160
3165
3170
3175
3180
3185
3190
3195
3200
3205
3210
3215
3220
3225
3230
3235
3237
3240
3245
3250
3255
3260
3265
3270
3275
3280
3285
3290
3295
3300
3305
3310
3315
3320
3325
Russell
Ruthton
Rutledge
Sabin
SacredHeart
STAnthony
STAugusta
STBonifacius
STCharles
STClair
STCloud
STFrancis
STHilaire
STJames
STJoseph
STLeo
STLouisPark
STMartin
STMarysPoint
STMichael
STPaul
STPaulPark
STPeter
STRosa
STStephen
STVincent
Sanborn
Sandstone
Sargeant
Sartell
SaukCentre
SaukRapids
Savage
Scanlon
Seaforth
Sebeka
Sedan
Shafer
Shakopee
Shelly
3330
3335
3340
3345
3350
3360
3362
3365
3370
3375
3380
3382
3385
3390
3395
3400
3405
3410
3415
3420
3425
3430
3435
3440
3445
3450
3455
3460
3465
3470
3475
3480
3485
3490
3495
3500
3505
3510
3515
3520
StateOfMinnesota |
APPENDIX D
OCTOBER2014
CITY
MNDOT
CODE
CITY
MNDOT
CODE
CITY
MNDOT
CODE
Sherburn
Shevlin
Shoreview
Shorewood
SilverBay
SilverLake
Skyline
Slayton
SleepyEye
Sobieski
Solway
SouthHaven
SouthSaintPaul
Spicer
Springfield
SpringGrove
SpringHill
SpringLakePark
SpringPark
SpringValley
SquawLake
Stacy
Staples
Starbuck
Steen
Stephen
Stewart
Stewartville
Stillwater
Stockton
Storden
Strandquist
Strathcona
SturgeonLake
Sunburg
SunfishLake
Swanville
Taconite
Tamarack
Taopi
3525
Taunton
TaylorsFalls
Tenney
Tenstrike
ThiefRiverFalls
Thomson
Tintah
TonkaBay
Tower
Tracy
Trail
Trimont
Trommald
Trosky
Truman
TurtleRiver
TwinLakes
TwinValley
TwoHarbors
Tyler
Ulen
Underwood
Upsala
Urbank
Utica
VadnaisHeights
Vergas
Vermillion
Verndale
VernonCenter
Vesta
Victoria
Viking
Villard
Vining
Virginia
Wabasha
Wabasso
Waconia
Wadena
3740
3745
3750
3755
3760
3765
3770
3775
3780
3785
3790
3795
3800
3805
3810
3815
3820
3825
3830
3835
3840
3845
3850
3855
3860
3865
3870
3875
3880
3885
3890
3895
3900
3905
3910
3915
3920
3925
3930
3935
Wahkon
WaitePark
Waldorf
Walker
WalnutGrove
Walters
Waltham
Wanamingo
Wanda
Warba
Warren
Warroad
Waseca
Watertown
Waterville
Watkins
Watson
Waubun
Waverly
Wayzata
Welcome
Wells
Wendell
Westbrook
WestConcord
Westport
WestSaintPaul
WestUnion
Whalan
Wheaton
WhiteBearLake
Wilder
Willernie
Williams
Willmar
WillowRiver
Wilmont
Wilton
Windom
Winger
3940
3945
3950
3955
3960
3965
3970
3975
3980
3985
3990
3995
4000
4005
4010
4015
4020
4025
4030
4035
4040
4045
4050
4055
4060
4065
4070
4075
4080
4085
4090
4095
4100
4105
4110
4115
4120
4125
4130
4135
3530
3535
3540
3545
3550
3555
3560
3565
3570
3575
3585
3595
3600
3605
3610
3615
3620
3625
3630
3635
3640
3645
3650
3655
3660
3665
3670
3675
3685
3690
3695
3700
3705
3710
3715
3720
3725
3730
3735
StateOfMinnesota |
APPENDIX D
OCTOBER2014
CITY
MNDOT
CODE
CITY
MNDOT
CODE
CITY
MNDOT
CODE
Winnebago
Winona
Winsted
Winthrop
Winton
WolfLake
Wolverton
4140
4145
Woodbury
WoodLake
Woodland
Woodstock
Worthington
Wrenshall
Wright
4173
4175
Wykoff
Wyoming
YoungAmerica
Zemple
Zimmerman
ZumbroFalls
Zumbrota
4205
4210
4215
4150
4155
4160
4165
4170
4180
4185
4190
4195
4200
4220
4222
4225
4230
StateOfMinnesota |
APPENDIX E
OCTOBER2014
APPENDIXEMINNESOTATOWNSHIPCODES
(MNDOTITEM)
StateOfMinnesota |
APPENDIX E
OCTOBER2014
MNDOTTOWNSHIPCODES
MNDOTTOWNSHIPCODES
MNDOT
CODE
1
01001
01002
01003
01004
01005
01006
01007
01008
01009
01010
01011
01012
01013
01014
01015
01016
01017
01018
01019
01020
01021
01022
01023
01024
01025
01026
01027
01028
01029
01030
01031
01032
01033
01034
01035
01036
01037
01038
TOWNSHIP
NotApplicable
Aitkin
BallBluff
Balsam
Beaver
Clark
Cornish
FarmIsland
Fleming
Glen
Haugen
Hazelton
HillLake
Idun
Jevne
Kimberly
Lakeside
Lee
Libby
Logan
McGregor
Macville
Malmo
Morrison
Nordland
Pliny
RiceRiver
Salo
Seavey
Shamrock
Spalding
Spencer
Turner
Verdon
Wagner
Waukenabo
Wealthwood
WhitePine
Williams
MNDOT
CODE
01039
01040
01041
01042
01043
01044
01045
01046
01047
01048
01049
01050
01051
01052
01053
01054
01055
02002
02003
02006
03001
03002
03003
03004
03005
03006
03007
03008
03009
03010
03011
03012
03013
03014
03015
03016
03017
03018
03019
TOWNSHIP
MNDOT
CODE
TOWNSHIP
Workman
T44R22
T45R22
T45R24
T47R24
T48R27
T49R27
T50R27
T51R27
T52R27
T52R25
T52R24
T51R25
T50R25
T50R26
T52R22
T51R22
Burns
Columbus
Linwood
Atlanta
Audubon
Burlington
Callaway
Carsonville
Cormorant
Cuba
Detroit
Erie
Evergreen
GrandPark
GreenValley
Hamden
HeightOfLand
Holmesville
LakeEunice
LakePark
LakeView
MapleGrove
03020
03021
03022
03023
03024
03025
03026
03027
03028
03029
03030
03031
03032
03033
03034
03035
03036
03037
03038
04001
04002
04003
04004
04005
04006
04007
04008
04009
04010
04011
04012
04013
04014
04015
04016
04017
04018
04019
04020
Osage
PinePoint
Riceville
Richwood
RoundLake
Runeberg
Savannah
ShellLake
SilverLeaf
SpringCreek
SpruceGrove
SugarBush
ToadLake
TwoInlets
Walworth
WhiteEarth
WolfLake
Forest
EagleView
Alaska
Battle
Bemidji
Benville
Birch
Buzzle
Cormant
Durand
Eckles
Frohn
GrantValley
Hagali
Hamre
Hines
Hornet
Jones
Kelliher
Lammers
Langor
Lee
StateOfMinnesota |
APPENDIX E
OCTOBER2014
MNDOTTOWNSHIPCODES
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
04021
04022
04023
04024
04025
04026
04027
04028
04029
04030
04031
04032
04033
04034
04035
04036
04037
04038
04039
04040
04043
04044
04045
04046
04047
04048
04049
04050
04051
04052
04053
04054
04055
04056
04057
04058
04059
04060
04061
04062
Liberty
MapleRidge
Minie
MooseLake
Nebish
Northern
Obrien
PortHope
Quiring
Roosevelt
Shooks
Shotley
SpruceGrove
Steenerson
SugarBush
Summit
TenLake
TurtleLake
TurtleRiver
Woodrow
Waskish
T146R30
Taylor
T158R38
T158R37
T158R36
T157R38
T157R37
T157R36
T156R35
T156R34
T156R33
T156R32
T156R31
T156R30
T155R35
T155R34
T155R33
T155R32
T155R31
04063
04064
04065
04066
04067
04068
04070
04071
04072
04073
04074
04075
04076
04077
04078
04079
04080
04081
04082
04083
04084
04085
04086
04087
04088
05001
05002
05003
05004
05005
05006
05007
05008
05009
05010
05011
05012
06001
06002
06003
T154R38
T154R37
T154R36
T154R35
T154R34
T154R33
T153R38
T153R37
T153R36
T153R35
T153R34
T153R33
T153R32
T153R30
T151R32
T152R32
T152R33
T152R34
T151R32
T151R33
T151R34
T151R35
T150R35
T150R34
T150R33
Alberta
Gilmanton
Glendorado
Graham
GraniteLedge
Langola
MayhewLake
Maywood
Minden
StGeorge
SaukRapids
Watab
Akron
Almond
Artichoke
06004
06005
06006
06007
06008
06009
06010
06011
06012
06013
06014
07001
07002
07003
07004
07005
07006
07007
07008
07009
07010
07011
07012
07013
07014
07015
07016
07017
07018
07019
07020
07021
07022
07023
08001
08002
08003
08004
08005
08006
BigStone
BrownsValley
Foster
Graceville
Malta
Moonshine
Odessa
Ortonville
Otrey
Prior
Toqua
Beauford
ButternutValley
Cambria
Ceresco
Danville
Decoria
GardenCity
Jamestown
Judson
LeRay
Lime
Lincoln
Lyra
McPherson
Mankato
Mapleton
Medo
PleasantMound
Rapidan
Shelby
SouthBend
Sterling
VernonCenter
Albin
Bashaw
Burnstown
Cottonwood
Eden
Home
StateOfMinnesota |
APPENDIX E
OCTOBER2014
MNDOTTOWNSHIPCODES
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
08007
08008
08009
08010
08011
08012
08013
08014
08015
08016
09001
09002
09003
09004
09005
09006
09007
09009
09010
09011
09012
09013
09014
09015
09016
09017
09018
09026
09027
09028
09029
09030
09031
09032
10001
10002
10004
10005
10006
10007
LakeHanska
Leavenworth
Linden
Milford
Mulligan
NorthStar
Prairieville
Sigel
Stark
Stately
Atkinson
Automba
Barnum
Beseman
Blackhoof
Holyoke
Kalevala
Lakeview
Mahtowa
MooseLake
Silver
SilverBrook
Skelton
SplitRock
Thomson
TwinLakes
Wrenshall
T46R17
T49R20
T49R19
PerchLake
T48R20
T48R19
T48R18
Benton
Camden
Chaska
Dahlgren
Hancock
Hollywood
10008
10009
10010
10011
10012
11001
11002
11003
11004
11005
11006
11007
11008
11009
11010
11011
11012
11013
11014
11015
11016
11017
11018
11019
11020
11021
11022
11023
11024
11025
11026
11027
11028
11029
11030
11031
11032
11033
11034
11035
Laketown
SanFrancisco
Waconia
Watertown
YoungAmerica
Ansel
Barclay
Becker
Beulah
BirchLake
BlindLake
BoyLake
BoyRiver
BullMoose
Bungo
Byron
CrookedLake
Deerfield
Fairview
Gould
Hiram
HomeBrook
Kego
LeechLake
Lima
LoonLake
Mckinley
Maple
May
MeadowBrook
MooseLake
PikeBay
PineLake
PineRiver
PontoLake
Poplar
Powers
Remer
Rogers
Salem
11036
11037
11038
11039
11040
11041
11042
11043
11044
11045
11046
11047
11048
11049
11050
11051
11054
11055
11056
11057
11058
11059
11060
11062
11064
11066
11067
11068
12001
12002
12003
12004
12005
12006
12007
12008
12009
12010
12011
12012
Shingobee
Slater
SmokyHollow
Sylvan
ThunderLake
Torrey
Trelipe
TurtleLake
Wabedo
Wahnena
Walden
Wilkinson
Wilson
Woodrow
T143R30
Penisula
T144R28
T144R27
T144R26
T145R30
T145R29
T145R28
T145R27
T146R29
T146R27
T142R25
Inguadona
EastGullLake
BigBend
Crate
Grace
GraniteFalls
Havelock
Kragero
Leenthrop
LoneTree
Louriston
Mandt
Rheiderland
Rosewood
StateOfMinnesota |
APPENDIX E
OCTOBER2014
MNDOTTOWNSHIPCODES
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
12013
12014
12015
12016
13001
13002
13003
13004
13005
13006
13007
13008
13009
13010
14001
14002
14003
14004
14005
14006
14007
14008
14009
14010
14011
14012
14013
14014
14015
14016
14017
14018
14019
14020
14021
14022
14023
14024
14025
14026
Sparta
Stoneham
Tunsberg
Woods
Amador
ChisagoLake
FishLake
Franconia
Lent
Nessel
Rushseba
Shafer
Sunrise
Wyoming
Alliance
Barnesville
Cromwell
Eglon
Elkton
Elmwood
Felton
Flowing
Georgetown
Glyndon
GoosePrairie
Hagen
Hawley
HighlandGrove
HolyCross
Humboldt
Keene
Kragnes
Kurtz
Moland
Moorhead
Morken
Oakport
Parke
Riverton
Skree
14027
14028
14029
14030
15001
15002
15003
15004
15005
15006
15007
15008
15009
15010
15011
15012
15013
15014
15015
15016
15017
15018
15019
15020
15021
15022
15023
15024
15025
15026
15027
15028
15029
15030
15031
16001
16002
16003
16008
16012
SpringPrairie
Tansem
Ulen
Viding
BearCreek
Clover
Copley
Dudley
Eddy
Falk
Greenwood
Hangaard
Holst
Itasca
LaPrairie
Leon
Minerva
MooseCreek
Nora
PineLake
Popple
Rice
Shelvin
Sinclair
Winsor
T143R36
T143R37
T152R38
T152R37
T152R36
T151R38
T151R37
T151R36
T150R37
T150R36
Schroeder
Tofte
Lutsen
T60R2
T61R2
16013
16014
16018
16019
16020
16021
16022
16023
16024
16028
16029
16030
16031
16032
16033
16034
16035
16036
16037
16038
16039
16040
16041
16042
16043
16044
16045
16046
16047
16048
16049
16050
16051
16052
16053
16054
16055
16056
16057
16058
T61R1
61R1E
T62R2
T62R1
T62R1E
T62R2E
T62R3E
T62R4E
T62R5E
T63R2
T63R1
T63R1E
T63R2E
T63R3E
T63R4E
T63R5E
T63R6E
T64R5
T64R4
T64R3
T64R2
T64R1
T64R1E
T64R2E
T64R3E
T64R4E
T64R5E
T64R6E
T64R7E
T65R5
T65R4
T65R3
T65R2
T65R1
T65R1E
T65R2E
T65R3E
T66R5
T66R4
T67R4
StateOfMinnesota |
APPENDIX E
OCTOBER2014
MNDOTTOWNSHIPCODES
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
16059
16060
16061
17001
17002
17003
17004
17005
17006
17007
17008
17009
17010
17011
17012
17013
17014
17015
17016
17017
17018
18001
18002
18003
18004
18005
18006
18007
18008
18009
18010
18011
18012
18013
18014
18015
18016
18017
18018
18019
T61R2e
T61R3e
T58R4
Amboy
Amo
Ann
Carson
Dale
Delton
Germantown
GreatBend
Highwater
Lakeside
Midway
MountainLake
RoseHill
Selma
Southbrook
Springfield
Storden
Westbrook
BayLake
Center
CrowWing
DaggettBrook
DeanLake
Deerwood
Fairfield
FortRipley
GailLake
Garrison
Ideal
Irondale
Jenkins
LakeEdwards
LittePine
LongLake
MapleGrove
Mission
NokayLake
18020
18021
18022
18023
18024
18025
18026
18027
18028
18029
18030
18031
18032
19001
19002
19004
19005
19006
19007
19008
19009
19010
19011
19012
19013
19014
20001
20002
20003
20004
20005
20006
20007
20008
20009
20010
20011
20012
21001
21002
OakLawn
Pelican
PerryLake
PlatteLake
RabbitLake
Roosevelt
RossLake
StMathias
Sibley
Timothy
Wolford
T134R29
T134R28
CastleRock
Douglas
Empire
Eureka
Greenvale
Hampton
Marshan
Nininger
Randolph
Ravenna
Sciota
Vermillion
Waterford
Ashland
Canisteo
Claremont
Concord
Ellington
Hayfield
Mantorville
Milton
Ripley
Vernon
Wasioja
Westfield
Alexandria
BelleRiver
21003
21004
21005
21006
21007
21008
21009
21010
21011
21012
21013
21014
21015
21016
21017
21018
21019
21020
22001
22002
22003
22004
22005
22006
22007
22008
22009
22010
22011
22012
22013
22014
22015
22016
22017
22018
22019
22020
23001
23002
Brandon
Carlos
Evansville
HolmesCity
Hudson
Ida
LaGrand
LakeMary
LeafValley
Lund
Millerville
Miltona
Moe
Orange
Osakis
Solem
SpruceHill
Urness
Barber
BlueEarthCity
BrushCreek
Clark
Delavan
Dunbar
Elmore
Emerald
Foster
JoDaviess
Kiester
Lura
MinnesotaLake
PilotGrove
Prescott
Rome
Seely
Verona
WalnutLake
WinnebagoCity
Amherst
Arendahl
StateOfMinnesota |
APPENDIX E
OCTOBER2014
MNDOTTOWNSHIPCODES
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
23003
23004
23005
23006
23007
23008
23009
23010
23011
23012
23013
23014
23015
23016
23017
23018
23019
23020
23021
23022
23023
24001
24002
24003
24004
24005
24006
24007
24008
24009
24010
24011
24012
24013
24014
24015
24016
24017
24018
24019
Beaver
Bloomfield
Bristol
Canton
Carimona
Carrolton
Chatfield
Fillmore
Forestville
Harmony
Holt
Jordan
Newburg
Norway
PilotMound
Preble
Preston
SpringValley
Sumner
York
Fountain
AlbertLea
Alden
Bancroft
Bath
Carlston
Freeborn
Freeman
Geneva
Hartland
Hayward
London
Manchester
Mansfield
Moscow
Newry
Nunda
Oakland
PickerelLake
Riceland
24020
25001
25002
25003
25004
25005
25006
25007
25008
25009
25010
25011
25012
25013
25014
25015
25016
25017
25018
25019
25020
25021
25022
26001
26002
26003
26004
26005
26006
26007
26008
26009
26010
26011
26012
26013
26014
26015
26016
27001
ShellRock
BelleCreek
Belvidere
CannonFalls
CherryGrove
Featherstone
Florence
Goodhue
HayCreek
Holden
Kenyon
Leon
Minneola
PineIsland
Roscoe
Stanton
Vasa
Wanamingo
Warsaw
Welch
Zumbrota
Wacouta
CentralPoint
Delaware
ElbowLake
ElkLake
Erdahl
Gorton
Land
Lawrence
Lien
Logan
Macsville
NorthOttawa
PelicanLake
PommeDeTerre
Roseville
Sanford
StonyBrook
Hassan
28001
28002
28003
28004
28005
28006
28007
28008
28009
28010
28011
28012
28013
28014
28015
28016
28017
29001
29002
29003
29004
29005
29006
29007
29008
29009
29010
29011
29012
29013
29014
29015
29016
29017
29018
29019
29020
29021
29022
29023
BlackHammer
Brownsville
Caledonia
CrookedCreek
Hokah
Houston
Jefferson
LaCrescent
Mayville
MoneyCreek
MoundPrairie
Sheldon
SpringGrove
Union
Wilmington
Winnebago
Yucatan
Akeley
Arago
Badoura
Clover
CrowWingLake
Farden
Fern
Guthrie
HartLake
Helga
Hendrickson
Henrietta
Hubbard
LakeAlice
LakeGeorge
LakeHattie
Lakeport
Mantrap
Nevis
Rockwood
Schoolcraft
StraightRiver
Thorpe
StateOfMinnesota |
APPENDIX E
OCTOBER2014
MNDOTTOWNSHIPCODES
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
29024
29025
29026
29027
29033
30001
30002
30003
30004
30005
30006
30007
30008
30009
30010
30011
30012
30013
31001
31002
31003
31004
31005
31006
31007
31008
31009
31010
31011
31012
31013
31014
31015
31016
31017
31018
31019
31020
31021
31022
Todd
WhiteOak
Clay
SteamboatRiver
LakeEmma
Athens
Bradford
Cambridge
Dalbo
Isanti
MapleRidge
NorthBranch
Oxford
SpencerBrook
Springvale
Stanchfield
Stanford
Wyanett
Alvwood
Arbo
Ardenhurst
Balsam
BassBrook
Bearville
BigFork
Blackberry
Bowstring
Carpenter
DeerRiver
Feeley
GoodHope
Goodland
GrandRapids
Grattan
Greenway
Harris
IronRange
Kinghurst
LakeJessie
Lawrence
31023
31024
31025
31026
31027
31028
31029
31030
31031
31032
31033
31034
31035
31036
31037
31038
31039
31040
31041
31042
31043
31044
31045
31046
31047
31048
31049
31050
31051
31052
31053
31054
31055
31056
31057
31058
31059
31060
31061
31062
LonePine
Marcell
Max
MoosePark
Morse
Nashwauk
Nore
Oteneagen
Pomroy
Sago
SandLake
Spang
Stokes
ThirdRiver
TroutLake
Wabana
Wawina
Wirt
Liberty
SplitHand
T53R25
T55R23
T54R26
T54R27
T55R27
T56R27
T56R26
T57R26
T58R26
T58R27
T58R22
T58R23
T59R25
T59R24
T59R23
T59R22
T60R23
T60R24
T60R25
T61R25
31063
31064
31065
31066
31067
31068
31069
31070
31071
31072
31073
31074
31075
31076
31077
31078
32001
32002
32003
32004
32005
32006
32007
32008
32009
32010
32011
32012
32013
32014
32015
32016
32017
32018
32019
32020
33001
33002
33003
33004
T61R24
T61R23
T145R26
T146R29
T146R28
T146R27
T146R26
T147R29
T147R28
T147R27
T147R26
T62R27
T62R25
T62R26
T144R26
T143R25
Alba
Belmont
Christiania
Delafield
DesMoines
Enterprise
Ewington
HeronLake
Hunter
Kimball
LaCrosse
Middletown
Minneota
Petersburg
Rost
RoundLake
SiouxValley
Weimer
WHeronLake
Wisconsin
AnnLake
Arthur
Brunswick
Comfort
StateOfMinnesota |
APPENDIX E
OCTOBER2014
MNDOTTOWNSHIPCODES
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
33005
33006
33007
33008
33009
33010
33011
33012
33013
33014
33015
34001
34002
34003
34004
34005
34006
34007
34008
34009
34010
34011
34012
34013
34014
34015
34016
34017
34018
34019
34020
34021
34022
34023
34024
35001
35002
35003
35004
35005
Ford
GrassLake
HayBrook
Hillman
Kanabec
KnifeLake
Kroschel
Peace
Pomroy
SouthFork
Whited
Arctander
Burbank
Colfax
Dovre
EastLakeLillian
Edwards
Fahlun
Gennessee
GreenLake
Harrison
Holland
Irving
Kandiyohi
LakeAndrew
LakeElizabeth
LakeLillian
Mamre
NewLondon
NorwayLake
Roseland
Roseville
StJohns
Whitefield
Willmar
Arveson
Cannon
Caribou
Clow
Davis
35006
35007
35008
35009
35010
35011
35012
35013
35014
35015
35016
35017
35018
35019
35020
35021
35022
35023
35024
35025
35026
35027
35028
35029
35030
36001
36002
36003
36004
36005
36006
36007
36008
36009
36010
36011
36012
36013
36014
36015
Deerwood
Granville
Hallock
Hampden
Hazelton
Hill
Jupiter
Mckinley
NorthRedRiver
Norway
Pelan
Percy
Poppelton
Richardville
StJoseph
StVincent
Skane
SpringBrook
Svea
Tegner
Teien
Thompson
T162R45
T161R45
SouthRedRiver
T66R24
T151R29
T151R28
T151R27
T151R26
T151R25
T152R29
T152R28
T152R27
T152R26
T152R25
T153R29
T153R28
T153R27
T153R26
36016
36017
36018
36019
36020
36021
36022
36023
36024
36025
36026
36027
36028
36029
36030
36031
36032
36033
36034
36035
36036
36037
36038
36039
36040
36041
36042
36043
36044
36045
36046
36047
36048
36049
36050
36051
36052
36053
36054
36055
T153R25
T154R29
T154R28
T154R27
T154R26
T154R25
T155R29
T155R28
T155R27
T155R26
T155R25
T156R29
T156R28
T156R27
T156R26
T156R25
T157R29
T157R28
T157R27
T157R26
T157R25
T158R29
T158R28
T158R27
T158R26
T158R25
T159R29
T159R28
T159R27
T159R26
T159R25
T160R29
T160R28
T160R27
T160R26
T160R25
T63R27
T63R26
T63R25
T63R24
StateOfMinnesota |
APPENDIX E
OCTOBER2014
MNDOTTOWNSHIPCODES
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
36056
36057
36058
36059
36060
36061
36062
36063
36064
36065
36066
36067
36068
36069
36070
36071
36072
36073
36074
36075
36076
36077
36078
36079
36080
36081
36082
36083
36084
36085
36086
36087
36088
36089
36090
36091
36092
36093
36094
36095
T63R23
T63R22
T64R27
T64R26
T64R25
T64R24
T64R23
T64R22
T65R27
T65R26
T65R25
T65R24
T65R23
T65R22
T66R27
T66R26
T66R25
T66R22
T67R27
T67R26
T67R25
T67R24
T67R23
T67R22
T68R27
T68R26
T68R25
T68R24
T68R23
T68R22
T69R27
T69R26
T69R25
T69R24
T69R23
T69R22
T70R27
T70R26
T70R25
T70R24
36096
36097
36098
36099
36100
36101
37001
37002
37003
37004
37005
37006
37007
37008
37009
37010
37011
37012
37013
37014
37015
37016
37017
37018
37019
37020
37021
37022
38001
38002
38003
38004
38005
38006
38007
38008
38009
38010
38011
38012
T70R23
T70R22
T71R24
T71R23
T71R22
T66R23
Agassiz
Arena
Augusta
Baxter
CampRelease
CerroGordo
Freeland
Garfield
Hamlin
Hantho
LacQuiParle
LakeShore
Madison
Manfred
Maxwell
Mehurin
Perry
Providence
Riverside
TenMileLake
Walter
YellowBank
BeaverBay
CrystalBay
FallLake
SilverCreek
T52R11
T53R11
T54R11
T55R11
T56R11
T57R11
T57R6
T58R11
38015
38016
38019
38023
38027
38031
38032
39001
39002
39003
39004
39005
39006
39007
39008
39009
39010
39011
39012
39013
39014
39015
39016
39017
39018
39019
39020
39021
39022
39023
39024
39025
39026
39027
39028
39029
39030
39031
39032
39033
T58R6
T59R11
T59R6
T60R6
T61R6
T62R6
StonyRiver
T157R35
T157R34
T157R33
T157R32
T157R31
T157R30
T158R35
T158R34
T158R33
T158R32
T158R31
T158R30
T159R36
T159R35
T159R34
T159R33
T159R32
T159R31
T159R30
T160R36
T160R35
T160R34
T160R33
T160R32
T160R31
T160R30
T161R34
T161R33
T161R32
T161R31
T162R34
T162R33
T162R32
StateOfMinnesota |
APPENDIX E
OCTOBER2014
MNDOTTOWNSHIPCODES
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
39034
39035
39036
39037
39038
39039
39040
39041
39042
39043
39044
40001
40002
40003
40004
40005
40006
40007
40008
40009
40010
40011
40012
40013
40014
41001
41002
41003
41004
41005
41006
41007
41008
41009
41010
41011
41012
41013
41014
41015
T163R34
T163R33
T166R35
T166R34
T166R33
T167R35
T167R34
T167R34
T168R35
T168R34
T168R33
Cleveland
Cordova
Derrynane
Elysian
Kasota
Kilkenny
Lanesburgh
Lexington
Montgomery
Ottawa
Sharon
Tyrone
Washington
Waterville
AltaVista
AshLake
DiamondLake
Drammen
Hansonville
Hendricks
Hope
LakeBenton
LakeStay
Limestone
Marble
Marshfield
Royal
Shaokatan
Verdi
42001
42002
42003
42004
42005
42006
42007
42008
42009
42010
42011
42012
42013
42014
42015
42016
42017
42018
42019
42020
43001
43002
43003
43004
43005
43006
43007
43008
43009
43010
43011
43012
43013
43014
44001
44002
44003
44004
44005
44006
Amiret
Clifton
CoonCreek
Custer
Eidsvold
Fairview
Grandview
IslandLake
LakeMarshal
Lucas
Lynd
Lyons
Monroe
Nordland
RockLake
Shelburne
Sodus
Stanley
Vallers
Westerheim
Acoma
Bergen
Collins
Glencoe
Hale
HassanValley
Helen
Hutchinson
Lynn
Penn
RichValley
RoundGrove
Sumter
Winsted
Beaulieu
Bejou
Chief
Clover
Gregory
Heier
44007
44008
44009
44010
44011
44012
44013
44014
44015
44016
45001
45002
45003
45004
45005
45006
45007
45008
45009
45010
45011
45012
45013
45014
45015
45016
45017
45018
45019
45020
45021
45022
45023
45024
45025
45026
45027
45028
45029
45030
IslandLake
LaGarde
LakeGrove
MarshCreek
Oakland
Pembina
PoppleGrove
Rosedale
TwinLakes
T143R39
Agder
Alma
Augsburg
BigWoods
Bloomer
Boxville
Cedar
Como
Comstock
Donnelly
EaglePoint
EastPark
EastValley
Eckvoll
Espelie
Excel
Foldahl
Fork
GrandPlain
Holt
Huntly
Lincoln
Linsell
McCrea
MarshGrove
MiddleRiver
MooseRiver
Moylan
NelsonPark
NewFolden
StateOfMinnesota |
APPENDIX E
OCTOBER2014
MNDOTTOWNSHIPCODES
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
45031
45032
45033
45034
45035
45036
45037
45038
45039
45040
45041
45042
45043
45044
45045
45046
45047
45048
45049
46001
46002
46003
46004
46005
46006
46007
46008
46009
46010
46011
46012
46013
46014
46015
46016
46017
46018
46019
46020
47001
NewMaine
NewSolum
OakPark
Parker
Rollis
Sinnott
SpruceValley
Tamarac
ThiefLake
Valley
Vega
Veldt
Viking
Wanger
Warrenton
WestValley
Whiteford
Wright
MudLake
Cedar
CenterCreek
EastChain
ElmCreek
Fairmont
FoxLake
Fraser
Galena
Jay
LakeBelt
LakeFremont
Manyaska
Nashville
PleasantPrairie
RollingGreen
Rutland
SilverLake
Tenhassen
Waverly
Westford
Acton
47002
47003
47004
47005
47006
47007
47008
47009
47010
47011
47012
47013
47014
47015
47016
47017
48001
48002
48003
48004
48005
48006
48007
48008
48009
48010
48011
48012
48013
48014
48015
48016
48017
49001
49002
49003
49004
49005
49006
49007
CedarMills
Collinwood
Cosmos
Danielson
Darwin
Dassel
Ellsworth
ForestCity
ForestPrairie
Greenleaf
Harvey
Kingston
Litchfield
Manannah
SwedeGrove
UnionGrove
BogusBrook
Borgholm
Bradbury
Dailey
EastSide
Greenbush
Hayland
IsleHarbor
Kathio
Lewis
Milaca
Milo
Mudgett
Onamia
Page
Princeton
SouthHarbor
Agram
BellPrairie
Bellevue
Buckman
Buh
Clough
Culdrum
49008
49009
49010
49011
49012
49013
49014
49015
49016
49017
49018
49019
49020
49021
49022
49023
49024
49025
49026
49027
49028
49029
49030
49031
49032
50001
50002
50003
50004
50005
50006
50007
50008
50009
50010
50011
50012
50013
50014
50015
Darling
Elmdale
Granite
GreenPrairie
Hillman
Lakin
Leigh
LittleFalls
Morrill
Motley
MountMorris
Parker
Pierz
PikeCreek
Platte
Pulaski
RailPrairie
Richardson
Ripley
Rosing
ScandiaValley
SwanRiver
Swanville
TwoRivers
Cushing
Adams
Austin
Bennington
Clayton
Dexter
Frankford
GrandMeadow
Lansing
LeRoy
Lodi
Lyle
Marshall
Nevada
PleasantValley
Racine
StateOfMinnesota |
APPENDIX E
OCTOBER2014
MNDOTTOWNSHIPCODES
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
50016
50017
50018
50019
50020
51001
51002
51003
51004
51005
51006
51007
51008
51009
51010
51011
51012
51013
51014
51015
51016
51017
51018
51019
51020
52001
52002
52003
52004
52005
52006
52007
52008
52009
52010
52011
52012
52013
53001
53002
RedRock
Sargeant
Udolpho
Waltham
Windom
Belfast
Bondin
Cameron
Chanarambie
DesMoinesRiver
Dorvay
Ellsborough
Fenton
Holly
Iona
LakeSarah
Leeds
LimeLake
Lowville
Mason
Moulton
Murray
Shetek
Skandia
Slayton
Belgrade
Bernadotte
Brighton
Courtland
Granby
Lafayette
LakePrairie
NewSweden
Nicollet
Oshawa
Ridgely
Traverse
WestNewton
Bigelow
Bloom
53003
53004
53005
53006
53007
53008
53009
53010
53011
53012
53013
53014
53015
53016
53017
53018
53019
53020
54001
54002
54003
54004
54005
54006
54007
54008
54009
54010
54011
54012
54013
54014
54015
54016
54017
54018
54019
54020
54021
54022
Dewald
Elk
GrahamLakes
GrandPrairie
Hersey
IndianLake
Larkin
Leota
Lismore
LittleRock
Lorain
Olney
Ransom
Seward
SummitLake
Westside
Wilmont
Worthington
Anthony
BearPark
Flom
Fossum
GoodHope
GreenMeadow
Halstad
Hegne
Hendrum
HomeLake
LakeIda
Lee
Lockhart
Mcdonaldsville
Mary
PleasantView
Rockwell
Shelly
SpringCreek
Strand
Sundal
Waukon
54023
54024
55001
55002
55003
55004
55005
55006
55007
55008
55009
55010
55011
55012
55013
55014
55015
55016
55017
55018
56001
56002
56003
56004
56005
56006
56007
56008
56009
56010
56011
56012
56013
56014
56015
56016
56017
56018
56019
56020
WildRice
Winchester
Cascade
Dover
Elmira
Eyota
Farmington
Haverhill
HighForest
Kalmar
Marion
NewHaven
Orion
Oronoco
PleasantGrove
Quincy
Rochester
RockDell
Salem
Viola
Aastad
Amor
Aurdal
Blowers
Bluffton
Buse
Butler
Candor
Carlisle
Clitherall
Compton
Corliss
DanePrairie
DeadLake
DeerCreek
Dora
Dunn
EagleLake
Eastern
Edna
StateOfMinnesota |
APPENDIX E
OCTOBER2014
MNDOTTOWNSHIPCODES
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
56021
56022
56023
56024
56025
56026
56027
56028
56029
56030
56031
56032
56033
56034
56035
56036
56037
56038
56039
56040
56041
56042
56043
56044
56045
56046
56047
56048
56049
56050
56051
56052
56053
56054
56055
56056
56057
56058
56059
56060
Effington
Elizabeth
Elmo
ErhardsGrove
Everts
FergusFalls
Folden
Friberg
Girard
Gorman
Henning
Hobart
Homestead
Inman
LeafLake
LeafMountain
Lida
Maine
Maplewood
Newton
Nidaros
NorwegianGrove
OakValley
Orwell
Oscar
OtterTail
Otto
Paddock
ParkersPrairie
Pelican
Perham
PineLake
RushLake
StOlaf
Scambler
StarLake
Sverdrup
Tordenskjold
Trondhjem
Tumuli
56061
56062
57001
57002
57003
57004
57005
57006
57007
57008
57009
57010
57011
57012
57013
57014
57015
57016
57017
57018
57019
57020
57021
58001
58002
58003
58004
58005
58006
58007
58008
58009
58010
58011
58012
58013
58014
58015
58016
58017
Western
Woodside
BlackRiver
Bray
CloverLeaf
DeerPark
Goodridge
Hickory
HighLanding
Kratka
Mayfield
Norden
North
Numedal
PolkCentre
Reiner
RiverFalls
Rocksbury
Sanders
Silverton
Smiley
Star
Wyandotte
Arlone
Arna
Barry
BirchCreek
Bremen
BrookPark
Bruno
Chengwatana
Clover
Crosby
Danforth
DellGrove
Finlayson
Fleming
Hinckley
Kerrick
KettleRiver
58018
58019
58020
58021
58022
58023
58024
58025
58026
58027
58028
58029
58030
58031
58032
58033
59001
59002
59003
59004
59005
59006
59007
59008
59009
59010
59011
59012
60001
60002
60003
60004
60005
60006
60007
60008
60009
60010
60011
60012
MissionCreek
Munch
NewDosey
Nickerson
Norman
Ogema
Park
Partridge
PineCity
PineLake
Pokegama
Royalton
Sandstone
SturgeonLake
Wilma
Windemere
Aetna
Altona
Burke
Eden
Elmer
FountainPrairie
Grange
Gray
Osborne
Rock
Sweet
Troy
Andover
Angus
Badger
Belgium
Brandsvold
Brandt
Brislet
Bygland
Chester
Columbia
Crookston
Eden
StateOfMinnesota |
APPENDIX E
OCTOBER2014
MNDOTTOWNSHIPCODES
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
60013
60014
60015
60016
60017
60018
60019
60020
60021
60022
60023
60024
60025
60026
60027
60028
60029
60030
60031
60032
60033
60034
60035
60036
60037
60038
60039
60040
60041
60042
60043
60044
60045
60046
60047
60048
60049
60050
60051
60052
Esther
Euclid
Fairfax
Fanny
Farley
Fisher
Garden
Garfield
Gentilly
Godfrey
GrandForks
GrovePark
Gully
Hammond
Helgeland
Higdem
HillRiver
Hubbard
Huntsville
Johnson
Kertsonville
Keystone
King
Knute
Lessor
Liberty
Lowell
Nesbit
Northland
Onstad
Parnell
Queen
Reis
Rhinehart
Roome
Rosebud
Russia
Sandsville
Scandia
Sletten
60053
60054
60055
60056
60057
60058
60059
61001
61002
61003
61004
61005
61006
61007
61008
61009
61010
61011
61012
61013
61014
61015
61016
61017
61018
61019
61020
62001
63001
63002
63003
63004
63005
63006
63007
63008
63009
63010
63011
63012
Sullivan
Tabor
Tilden
Tynsid
Vineland
Winger
Woodside
Bangor
Barsness
BenWade
BlueMounds
ChippewaFalls
Gilchrist
Glenwood
GroveLake
Hoff
LakeJohanna
Langhei
Leven
Minnewaska
NewPrairie
Nora
Reno
RollingForks
Walden
Westport
WhiteBearLake
WhiteBear
BrownsCreek
Emardville
Equality
Garnes
Gervais
LakePleasant
Lambert
Louisville
PoplarRiver
RedLakeFalls
River
Terrebonne
63013
64001
64002
64003
64004
64005
64006
64007
64008
64009
64010
64011
64012
64013
64014
64015
64016
64017
64018
64019
64020
64021
64022
64023
64024
64025
64026
65001
65002
65003
65004
65005
65006
65007
65008
65009
65010
65011
65012
65013
Wylie
Brookville
Charlestown
Delhi
Gales
GraniteRock
Honner
Johnsonville
Kintire
Lamberton
Morgan
NewAvon
NorthHero
Paxton
RedwoodFalls
Sheridan
Sherman
Springdale
Sundown
SwedesForest
ThreeLakes
Underwood
Vail
Vesta
Waterbury
Westline
WillowLake
Bandon
BeaverFalls
BirchCooley
BirdIsland
BoonLake
Brookfield
Cairo
Camp
Crooks
Emmet
Ericson
Flora
HawkCreek
StateOfMinnesota |
APPENDIX E
OCTOBER2014
MNDOTTOWNSHIPCODES
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
65014
65015
65016
65017
65018
65019
65020
65021
65022
65023
65024
65025
65026
65027
66001
66002
66003
66004
66005
66006
66007
66008
66009
66010
66011
66012
66013
66014
67001
67002
67003
67004
67005
67006
67007
67008
67009
67010
67011
67012
Hector
Henryville
Kingman
Martinsburg
Melville
Norfolk
Osceola
Palmyra
PrestonLake
SacredHeart
Troy
Wang
Wellington
Winfield
Bridgewater
CannonCity
Erin
Forest
Morristown
Northfield
Richland
Shieldsville
Walcott
Warsaw
Webster
Wells
Wheatland
Wheeling
BattlePlain
BeaverCreek
Clinton
Denver
Kanaranzi
Luverne
Magnolia
Martin
Mound
RoseDell
Springwater
Vienna
68001
68002
68003
68004
68005
68006
68007
68008
68009
68010
68011
68012
68013
68014
68015
68016
68017
68018
68019
68020
68021
68022
68023
68024
68025
68026
68027
68028
68029
68030
68031
68032
68033
68034
68035
68036
68037
68039
68040
68041
Barnett
Barto
Beaver
T163R44
Cedarbend
Deer
Dewey
Dieter
Enstrom
Falun
GoldenValley
Grimstad
Hereim
Huss
Jadis
Laona
Lind
Malung
Mickinock
Moose
Moranville
Nereson
Palmville
Pohlitz
Polonia
PoplarGrove
Reine
Ross
Skagen
Soler
Spruce
Stafford
Stokes
68042
68043
68044
68045
68046
68047
68048
68049
68050
69001
69002
69003
69004
69005
69006
69007
69008
69009
69010
69011
69012
69013
69014
69015
69016
69017
69018
69019
69020
69021
69022
69023
69024
69025
69026
69027
69028
69029
69030
69031
T160R37
T161R37
T161R36
T161R35
T164R38
T164R39
T164R40
T164R43
T164R44
Alango
Alborn
Alden
Angora
Arrowhead
Ault
Balkan
Bassett
Beatty
Biwabik
Breitung
Brevator
Canosia
CedarValley
Cherry
Clinton
Colvin
Cotton
Culver
Duluth
Ellsberg
Elmer
Embarrass
Fairbanks
Fayal
Field
FineLakes
Floodwood
Fredenberg
French
Gnesen
T163R40
T163R39
T163R38
Lake
T162R44
T163R43
T159R37
StateOfMinnesota |
APPENDIX E
OCTOBER2014
MNDOTTOWNSHIPCODES
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
69032
69033
69034
69035
69036
69037
69038
69039
69040
69041
69042
69043
69044
69045
69047
69048
69049
69050
69052
69053
69054
69055
69056
69057
69058
69059
69060
69061
69063
69064
69065
69066
69067
69068
69069
69070
69071
69072
69073
69074
GrandLake
GreatScott
Halden
Greenwood
Industrial
Kelsey
Kugler
Lakewood
Lavell
Leiding
LindenGrove
Mcdavitt
Meadowlands
Midway
Morcom
Morse
Ness
NewIndependence
Normanna
Northland
Owens
Pike
Portage
PrairieLake
RiceLake
Sandy
Solway
StoneyBrook
Sturgeon
Toivola
VanBuren
VermilionLake
Waasa
White
WillowValley
Wuori
NorthStar
Pequaywan
Payne
T52R21
69075
69076
69077
69078
69079
69080
69081
69082
69083
69084
69085
69086
69087
69088
69089
69090
69091
69092
69093
69094
69095
69096
69097
69098
69099
69100
69101
69102
69103
69104
69105
69106
69107
69110
69111
69112
69113
69114
69115
69116
T59R16
T55R21
T55R14
T56R17
T61R17
T59R21
T55R15
T56R14
T57R16
T56R16
T57R14
T58R14
T61R14
T61R13
T61R12
T54R15
T54R14
T54R13
T53R16
T53R15
T60R20
T60R19
T60R18
T59R18
T62R21
T63R21
T64R21
T65R21
T66R21
T62R17
T63R17
T64R17
T66R20
T64R16
T65R16
T66R16
T67R16
T64R12
T65R12
T66R12
69117
69118
69119
69120
69121
69122
69123
69124
69125
69126
69127
69128
69129
69130
69131
69132
69133
69134
69135
69136
69137
69138
69139
69140
69141
69142
69143
69144
69145
69146
69147
69148
69149
69150
69151
69152
69153
69154
69155
69156
T64R13
T65R13
T66R13
T67R13
T68R13
T63R14
T64R14
T65R14
T66R14
T67R14
T68R14
T63R15
T64R15
T65R15
T66R15
T67R15
T68R15
T67R21
T68R21
T69R21
T70R21
T71R21
T66R20
T67R20
T68R20
T69R20
T70R20
T71R21
T67R19
T68R19
T69R19
T70R19
T67R18
T68R18
T69R18
T67R17
T68R17
T69R17
T63R19
T70R18
StateOfMinnesota |
APPENDIX E
OCTOBER2014
MNDOTTOWNSHIPCODES
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
70001
70002
70003
70004
70005
70006
70007
70008
70009
70010
70011
71001
71002
71003
71004
71005
71007
71008
71009
71010
71011
72001
72002
72003
72004
72005
72006
72007
72008
72009
72010
72011
72012
72013
72014
72015
72016
72017
73001
73002
BellePlaine
Blakely
CedarLake
CreditRiver
Helena
Jackson
Louisville
NewMarket
StLawrence
SandCreek
SpringLake
Baldwin
Becker
BigLake
BlueHill
ClearLake
Haven
Livonia
Orrock
Palmer
Santiago
Alfsborg
Arlington
Bismarck
Cornish
Dryden
Faxon
Grafton
GreenIsle
Henderson
Jessenland
Kelso
Moltke
NewAuburn
Severance
Sibley
Transit
WashingtonLake
Albany
Ashley
73003
73004
73005
73006
73007
73008
73009
73010
73011
73012
73013
73014
73015
73016
73017
73018
73019
73020
73021
73022
73023
73024
73025
73026
73027
73028
73029
73030
73031
73032
73033
73034
73035
73036
73037
74001
74002
74003
74004
74005
Avon
Brockway
Collegeville
CrowLake
CrowRiver
EdenLake
Fairhaven
Farming
Getty
Grove
Holding
Krain
LakeGeorge
LakeHenry
LeSauk
Luxemburg
Lynden
MainPrairie
Melrose
Millwood
Munson
NorthFork
Oak
Paynesville
Raymond
Rockville
StAugusta
StCloud
StJoseph
StMartin
StWendel
SaukCentre
SpringHill
Wakefield
Zion
Aurora
Berlin
BloomingPrairie
ClintonFalls
Deerfield
74006
74007
74008
74009
74010
74011
74012
74013
75001
75002
75003
75004
75005
75006
75007
75008
75009
75010
75011
75012
75013
75014
75015
75016
76001
76002
76003
76004
76005
76006
76007
76008
76009
76010
76011
76012
76013
76014
76015
76016
Havana
Lemond
Medford
Meriden
Merton
Owatonna
Somerset
Summit
Baker
Darnen
Donnelly
Eldorado
Everglade
Framnas
Hodges
Horton
Moore
Morris
Pepperton
Rendsville
Scott
Stevens
SwanLake
Synnes
Appleton
Benson
CampLake
Cashel
Clontarf
Dublin
Edison
Fairfield
Hayes
Hegbert
Kerkhoven
Kildare
Marysland
Moyer
Pillsbury
Shible
StateOfMinnesota |
APPENDIX E
OCTOBER2014
MNDOTTOWNSHIPCODES
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
76017
76018
76019
76020
76021
77001
77002
77003
77004
77005
77006
77007
77008
77009
77010
77011
77012
77013
77014
77015
77016
77017
77018
77019
77020
77021
77022
77023
77024
77025
77026
77027
77028
78001
78002
78003
78004
78005
78006
78007
SixMileGrove
Swenoda
Tara
Torning
WestBank
Bartlett
Bertha
Birchdale
Bruce
Burleene
Burmhamville
EagleValley
FawnLake
Germania
Gordon
GreyEagle
Hartford
Iona
Kandota
Leslie
LittleElk
LittleSauk
LongPrairie
Moran
Reynolds
RoundPrairie
Staples
StowePrairie
TurtleCreek
Villard
Ward
WestUnion
Wykeham
Arthur
Clifton
Croke
Dollymount
Folsom
LakeValley
Leonardsville
78008
78009
78010
78011
78012
78013
78014
78015
79001
79002
79003
79004
79005
79006
79007
79008
79009
79010
79011
79012
79013
79014
79015
79016
79017
80001
80002
80003
80004
80005
80006
80007
80008
80009
80010
80011
80012
80013
80014
80015
Monson
Parnell
Redpath
Tara
Taylor
Tintah
Walls
Windsor
Chester
Elgin
Gillford
Glasgow
Greenfield
Highland
HydePark
Lake
Mazeppa
Minneiska
MountPleasant
Oakwood
Pepin
Plainview
Watopa
WestAlbany
Zumbro
Aldrich
Blueberry
Bullard
Huntersvile
LeafRiver
Lyons
Meadow
NorthGermany
Orton
RedEye
Rockwood
ShellRiver
Thomastown
Wadena
WingRiver
81001
81002
81003
81004
81005
81006
81007
81008
81009
81010
81011
81012
82001
82002
82003
82004
82005
82007
82008
82010
82011
83001
83002
83003
83004
83005
83006
83007
83008
83009
83010
83011
83012
84001
84002
84003
84004
84005
84006
84007
Alton
BloomingGrove
Byron
Freedom
Iosco
Janesville
NewRichland
Otisco
StMary
Vivian
Wilton
Woodville
Baytown
Denmark
ForestLake
Grant
GreyCloudIsland
May
NewScandia
Stillwater
WestLakeland
Adrian
Antrim
Butterfield
Fieldon
LongLake
Madelia
Nelson
Odin
Riverdale
Rosendale
StJames
SouthBranch
Akron
Andrea
Atherton
Bradford
Brandrup
Breckenridge
Campbell
StateOfMinnesota |
APPENDIX E
OCTOBER2014
MNDOTTOWNSHIPCODES
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
MNDOT
CODE
TOWNSHIP
84008
84009
84010
84011
84012
84013
84014
84015
84016
84017
84018
84019
84020
84021
84022
85001
85002
85003
85004
85005
85006
85007
85008
85009
85010
85011
Champion
Connelly
Deerhorn
Foxhome
McCauleyville
Manston
Meadows
Mitchell
Nilsen
Nordick
PrairieView
Roberts
Sunnyside
Tanberg
Wolverton
Dresbach
Elba
Fremont
Hart
Hillsdale
Homer
MountVernon
NewHartford
Norton
PleasantHill
Richmond
85012
85013
85014
85015
85016
85017
85018
85019
85020
86001
86002
86003
86004
86005
86006
86007
86008
86009
86010
86011
86012
86013
86014
86015
86016
RollingStone
StCharles
Saratoga
Utica
Warren
Whitewater
Wilson
Winona
Wiscoy
Albion
Buffalo
Chatham
Clearwater
Cokato
Corinna
Frankfort
Franklin
FrenchLake
MapleLake
Marysville
Middleville
Monticello
Otsego
Rockford
SilverCreek
86017
86018
86019
86020
87001
87002
87003
87004
87005
87006
87007
87008
87009
87010
87011
87012
87013
87014
87015
87016
87017
87018
87019
87020
87021
SouthSide
Stockholm
Victor
Woodland
Burton
Echo
Florida
Fortier
Friendship
Hammer
HazelRun
Lisbon
MinnesotaFalls
Norman
Normania
Omro
Oshkosh
Posen
Sandnes
SiouxAgency
StonyRun
SwedePrairie
Tyro
Wergeland
WoodLake
StateOfMinnesota |
APPENDIX F
OCOTOBER 2014
APPENDIX F MINNESOTA USERKEY CODES

(MNDOT ITEM)
State Of Minnesota |
APPENDIX F
OCOTOBER 2014
USERKEY/USER IDS
USERKEY
USER ID
USERKEY
USER ID
USERKEY
USER ID
17
18
19
20
21
22
23
34
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
67
68
69
70
71
72
73
74
DISTRICT1
DISTRICT2
DISTRICT3
DISTRICT4
DISTRICT6
DISTRICT7
DISTRICT8
DISTRICT9
AITKIN
ANOKA
BECKER
BELTRAMI
BENTON
BIGSTONE
BLUEEARTH
BROWN
CARLTON
CARVER
CASS
CHIPPEWA
CHISAGO
CLAY
CLEARWATER
COOK
COTTONWOOD
CROWWING
DAKOTA
DODGE
DOUGLAS
FARIBAULT
FILLMORE
FREEBORN
GOODHUE
HENNEPIN
HOUSTON
HUBBARD
ISANTI
ITASCA
JACKSON
KANABEC
KANDIYOHI
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
KITTSON
KOOCHICHING
LACQUIPARLE
LAKE
LAKEWOODS
LESUEUR
LINCOLN
LYON
MCLEOD
MAHNOMEN
MARSHALL
MARTIN
MEEKER
MILLELACS
MORRISON
MOWER
MURRAY
NICOLLET
NOBLES
NORMAN
OLMSTED
OTTERTAIL
PENNINGTON
PINE
PIPESTONE
POLK
POPE
RAMSEY
REDLAKE
REDWOOD
RENVILLE
RICE
ROCK
ROSEAU
STLOUIS
SCOTT
SHERBURNE
SIBLEY
STEARNS
STEELE
STEVENS
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
151
152
153
154
155
156
SWIFT
TODD
TRAVERSE
WABASHA
WADENA
WASECA
WASHINGTON
WATONWAN
WILKIN
WINONA
WRIGHT
YELLOWMED
AFTON
ALBERTLEA
ALEXANDRIA
ANDOVER
ARDENHILLS
BEMIDJI
BLOOMINGTON
BRAINERD
BRCENTER
BRPARK
BURNSVILLE
CAMBRIDGE
CHASKA
CHISHOLM
CLOQUET
COONRAPIDS
CORCORAN
COTTAGEGROVE
CROOKSTON
DAYTON
DETROITLAKES
DULUTH
EGRANDFORKS
EDENPRAIRIE
EDINA
ELKRIVER
FAIRMONT
FARMINGTON
FORESTLAKE
APPENDIX F
OCOTOBER 2014
USERKEY/USER IDS
USERKEY
USER ID
USERKEY
USER ID
USERKEY
USER ID
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
GOLDENVALLEY
GRANDRAPIDS
HAMLAKE
HASTINGS
HERMANTOWN
HIBBING
HOPKINS
HUGO
HUTCHINSON
INVERGROVE
LAKEVILLE
LITCHFIELD
LITTLECANADA
MANKATO
MAPLEGROVE
MAPLEWOOD
MINNEAPOLIS
MINNETONKA
MONTEVIDEO
MOORHEAD
NEWBRIGHTON
NEWHOPE
NEWULM
NORTHBRANCH
NORTHFIELD
ORONO
OWATONNA
PLYMOUTH
185
187
188
189
190
191
192
193
194
195
196
197
198
199
200
201
202
203
204
205
206
207
208
209
210
211
212
213
PRIORLAKE
REDWING
ROBBINSDALE
ROCHESTER
SARTELL
SAVAGE
SHAKOPEE
SHOREVIEW
SHOREWOOD
SOUTHSTPAUL
STANTHONY
STCLOUD
STLOUISPARK
STPAUL
STPETER
STILLWATER
TRFALLS
VIRGINIA
WAITEPARK
WILLMAR
WOODBURY
WORTHINGTON
DISTRICT5
GRANTCO
ANOKACI
FAIRBAULTCI
MARSHALLCI
RAMSEYCI
214
215
216
217
218
219
220
221
226
227
233
234
235
236
239
240
241
244
276
277
292
293
294
295
296
297
298
299
WINONACI
BLAINE
CHAMPLIN
CHANHASSEN
EASTBETHEL
WAYZATA
DNR
METRO
SAUKRAPIDS
FERGUSFALLS
WHITEARTH
LACRESCENT
STPAULPARK
FRIDLEY
MENDOTAHGHTS
VICTORIA
ROSEMOUNT
LAKECITY
WYOMING
PAYNESVILLE
DELANO
AUSTIN
JORDAN
ROSEVILLE
EAGAN
NORTHOAKS
MINNESTRISTA
REDWOODFALLS
APPENDIX G
OCTOBER2014
APPENDIXGFIPSCODINGFORMINNESOTACITIESAND
TOWNSHIPS(NBIITEM4)
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTCITYCODES
MNDOTCITYCODES
CITY
COUNTY
NBIITEM4
CITY
COUNTY
NBIITEM4
Ada
Adams
Adrian
Afton
Aitkin
Akeley
Albany
AlbertLea
Alberta
Albertville
Alden
Aldrich
Alexandria
Alpha
Altura
Alvarado
Amboy
Andover
Annandale
Anoka
AppleValley
Appleton
Arco
ArdenHills
Argyle
Arlington
Ashby
Askov
Atwater
Audubon
Aurora
Austin
Avoca
Avon
Babbitt
Backus
Badger
Bagley
Balaton
Norman
Mower
Nobles
Washington
Aitkin
Hubbard
Stearns
Freeborn
Stevens
Wright
Freeborn
Wadena
Douglas
Jackson
Winona
Marshall
BlueEarth
Anoka
Wright
Anoka
Dakota
Swift
Lincoln
Ramsey
Marshall
Sibley
Grant
Pine
Kandiyohi
Becker
SaintLouis
Mower
Murray
Stearns
SaintLouis
Cass
Roseau
Clearwater
Lyon
172
190
262
316
460
496
622
694
676
730
838
892
928
1162
1234
1252
1324
1486
1684
1720
1900
1864
1972
2026
2134
2152
2422
2548
2692
2728
2872
2908
3052
3070
3106
3124
3160
3196
3250
Barnesville
Barnum
Barrett
Barry
BattleLake
Baudette
Baxter
Bayport
Beardsley
BeaverBay
BeaverCreek
Becker
Bejou
Belgrade
BellePlaine
Bellechester
Bellechester
Bellingham
Beltrami
Belview
Bemidji
Bena
Benson
Bertha
Bethel
BigFalls
BigLake
Bigelow
Bigfork
BinghamLake
BirchwoodVillage
BirdIsland
Biscay
Biwabik
Blackduck
Blaine
Blaine
Blomkest
BloomingPrairie
Clay
Carlton
Grant
BigStone
OtterTail
LakeoftheWoods
CrowWing
Washington
BigStone
Lake
Rock
Sherburne
Mahnomen
Stearns
Scott
Goodhue
Wabasha
LacquiParle
Polk
Redwood
Beltrami
Cass
Swift
Todd
Anoka
Koochiching
Sherburne
Nobles
Itasca
Cottonwood
Washington
Renville
McLeod
SaintLouis
Beltrami
Anoka
Ramsey
Kandiyohi
Steele
3574
3628
3682
3718
3970
4024
4042
4114
4204
4456
4492
4618
4672
4762
4834
4798
4798
4960
5014
5050
5068
5104
5212
5482
5554
5680
5752
5644
5698
5896
6058
6076
6112
6148
6256
6382
6382
6490
6580
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTCITYCODES
CITY
COUNTY
NBIITEM4
CITY
COUNTY
NBIITEM4
BloomingPrairie
Bloomington
BlueEarth
Bluffton
Bock
Borup
Bovey
Bowlus
BoyRiver
Boyd
Braham
Braham
Brainerd
Brandon
Breckenridge
BreezyPoint
Brewster
Bricelyn
BrookPark
BrooklynCenter
BrooklynPark
Brooks
Brookston
Brooten
Brooten
Browerville
BrownsValley
Brownsdale
Brownsville
Brownton
Bruno
Buckman
Buffalo
BuffaloLake
Buhl
Burnsville
Burtrum
Butterfield
Byron
Caledonia
Dodge
Hennepin
Faribault
OtterTail
MilleLacs
Norman
Itasca
Morrison
Cass
LacquiParle
Isanti
Kanabec
CrowWing
Douglas
Wilkin
CrowWing
Nobles
Faribault
Pine
Hennepin
Hennepin
RedLake
SaintLouis
Stearns
Pope
Todd
Traverse
Mower
Houston
McLeod
Pine
Morrison
Wright
Renville
SaintLouis
Dakota
Todd
Watonwan
Olmsted
Houston
6580
6616
6688
6778
6814
7030
7048
7066
7174
7138
7282
7282
7300
7336
7462
7516
7660
7678
7984
7948
7966
8038
8056
8092
8092
8110
8200
8164
8218
8254
8290
8416
8452
8488
8524
8794
8902
8992
9154
9226
Callaway
Calumet
Cambridge
Campbell
Canby
CannonFalls
Canton
Carlos
Carlton
Carver
CassLake
CedarMills
CenterCity
Centerville
Ceylon
Champlin
Chandler
Chanhassen
Chanhassen
Chaska
Chatfield
Chatfield
ChickamawBeach
ChisagoCity
Chisholm
Chokio
CirclePines
ClaraCity
Claremont
Clarissa
Clarkfield
ClarksGrove
ClearLake
Clearbrook
Clearwater
Clearwater
Clements
Cleveland
Climax
Clinton
Becker
Itasca
Isanti
Wilkin
YellowMedicine
Goodhue
Fillmore
Douglas
Carlton
Carver
Cass
Meeker
Chisago
Anoka
Martin
Hennepin
Murray
Carver
Hennepin
Carver
Fillmore
Olmsted
Cass
Chisago
SaintLouis
Stevens
Anoka
Chippewa
Dodge
Todd
YellowMedicine
Freeborn
Sherburne
Clearwater
Wright
Stearns
Redwood
LeSueur
Polk
BigStone
9280
9316
9370
9496
9604
9730
9802
9964
10018
10144
10252
10468
10576
10648
10792
10846
10900
10918
10918
10972
11008
11008
11296
11350
11386
11440
11494
11548
11566
11602
11656
11674
11764
11746
11800
11800
11836
11872
11962
11980
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTCITYCODES
CITY
COUNTY
NBIITEM4
CITY
COUNTY
Clitherall
Clontarf
Cloquet
Coates
Cobden
Cohasset
Cokato
ColdSpring
Coleraine
Cologne
ColumbiaHeights
Columbus
Comfrey
Comfrey
Comstock
Conger
Cook
CoonRapids
Corcoran
Correll
Cosmos
CottageGrove
Cottonwood
Courtland
Cromwell
Crookston
Crosby
Crosslake
Crystal
Currie
Cuyuna
Cyrus
Dakota
Dalton
Danube
Danvers
Darfur
Darwin
Dassel
Dawson
OtterTail
Swift
Carlton
Dakota
Brown
Itasca
Wright
Stearns
Itasca
Carver
Anoka
Anoka
Brown
Cottonwood
Clay
Freeborn
SaintLouis
Anoka
Hennepin
BigStone
Meeker
Washington
Lyon
Nicollet
Carlton
Polk
CrowWing
CrowWing
Hennepin
Murray
CrowWing
Pope
Winona
OtterTail
Renville
Swift
Watonwan
Meeker
Meeker
LacquiParle
12088
12124
12160
12376
12394
12412
12430
12484
12502
12664
12700
12718
12772
12772
12862
12952
13006
13114
13168
13384
13420
13456
13564
13582
13780
13870
13924
13978
14158
14320
14428
14446
14518
14626
14716
14734
14770
14842
14878
14968
Dayton
Dayton
DeGraff
Deephaven
DeerCreek
DeerRiver
Deerwood
Delano
Delavan
Delhi
Dellwood
Denham
Dennison
Dennison
Dent
DetroitLakes
Dexter
Dilworth
DodgeCenter
Donaldson
Donnelly
Doran
Dover
Dovray
Duluth
Dumont
Dundas
Dundee
Dunnell
Eagan
EagleBend
EagleLake
EastBethel
EastGrandForks
EastGullLake
Easton
Echo
EdenPrairie
EdenValley
EdenValley
Hennepin
Wright
Swift
Hennepin
OtterTail
Itasca
CrowWing
Wright
Faribault
Redwood
Washington
Pine
Goodhue
Rice
OtterTail
Becker
Mower
Clay
Dodge
Kittson
Stevens
Wilkin
Olmsted
Murray
SaintLouis
Traverse
Rice
Nobles
Martin
Dakota
Todd
BlueEarth
Anoka
Polk
Cass
Faribault
YellowMedicine
Hennepin
Meeker
Stearns
NBIITEM4
StateOfMinnesota |
15022
15022
15418
15148
15184
15310
15346
15454
15472
15544
15616
15670
15706
15706
15724
15832
15886
15976
15994
16030
16084
16156
16264
16300
17000
17090
17126
17144
17180
17288
17342
17378
17486
17612
17630
17738
17900
18116
18134
18134
APPENDIX G
OCTOBER2014
MNDOTCITYCODES
CITY
COUNTY
NBIITEM4
CITY
COUNTY
NBIITEM4
Edgerton
Edina
Effie
Eitzen
Elba
ElbowLake
Elgin
Elizabeth
ElkRiver
ElkoNewMarket
Elkton
Ellendale
Ellsworth
Elmdale
Elmore
Elrosa
Ely
Elysian
Elysian
Emily
Emmons
Erhard
Erskine
Evan
Evansville
Eveleth
Excelsior
Eyota
Fairfax
Fairmont
FalconHeights
Faribault
Farmington
Farwell
FederalDam
Felton
FergusFalls
Fertile
FiftyLakes
Finlayson
Pipestone
Hennepin
Itasca
Houston
Winona
Grant
Wabasha
OtterTail
Sherburne
Scott
Mower
Steele
Nobles
Morrison
Faribault
Stearns
SaintLouis
LeSueur
Waseca
CrowWing
Freeborn
OtterTail
Polk
Brown
Douglas
SaintLouis
Hennepin
Olmsted
Renville
Martin
Ramsey
Rice
Dakota
Pope
Cass
Clay
OtterTail
Polk
CrowWing
Pine
18152
18188
18260
18368
18386
18458
18530
18566
18674
18662
18728
18746
18836
18872
18998
19088
19142
19160
19160
19286
19340
19556
19700
19880
19898
19934
20078
20114
20222
20330
20420
20546
20618
20690
20798
20834
20906
20978
21032
21122
Fisher
Flensburg
Floodwood
Florence
Foley
Forada
ForestLake
Foreston
FortRipley
Fosston
Fountain
Foxhome
Franklin
Frazee
Freeborn
Freeport
Fridley
Frost
Fulda
Funkley
Garfield
Garrison
Garvin
Gary
Gaylord
GemLake
Geneva
Genola
Georgetown
Ghent
Gibbon
Gilbert
Gilman
Glencoe
Glenville
Glenwood
Glyndon
GoldenValley
Gonvick
GoodThunder
Polk
Morrison
SaintLouis
Lyon
Benton
Douglas
Washington
MilleLacs
CrowWing
Polk
Fillmore
Wilkin
Renville
Becker
Freeborn
Stearns
Anoka
Faribault
Murray
Beltrami
Douglas
CrowWing
Lyon
Norman
Sibley
Ramsey
Freeborn
Morrison
Clay
Lyon
Sibley
SaintLouis
Benton
McLeod
Freeborn
Pope
Clay
Hennepin
Clearwater
BlueEarth
21158
21266
21338
21410
21536
21608
21770
21824
21932
21986
22094
22202
22364
22472
22526
22652
22814
22940
22958
22976
23120
23192
23228
23246
23300
23318
23354
23444
23498
23660
23678
23714
23804
23948
24056
24074
24182
24308
24344
24506
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTCITYCODES
CITY
COUNTY
NBIITEM4
CITY
COUNTY
NBIITEM4
Goodhue
Goodridge
Goodview
Graceville
Granada
GrandMarais
GrandMeadow
GrandRapids
GraniteFalls
GraniteFalls
GraniteFalls
Grant
Grasston
GreenIsle
Greenbush
Greenfield
Greenwald
Greenwood
GreyEagle
GroveCity
Grygla
Gully
Hackensack
Hadley
Hallock
Halma
Halstad
HamLake
Hamburg
Hammond
Hampton
Hancock
HanleyFalls
Hanover
Hanover
Hanska
Harding
Hardwick
Harmony
Harris
Goodhue
Pennington
Winona
BigStone
Martin
Cook
Mower
Itasca
YellowMedicine
Chippewa
Renville
Washington
Kanabec
Sibley
Roseau
Hennepin
Stearns
Hennepin
Todd
Meeker
Marshall
Polk
Cass
Murray
Kittson
Kittson
Norman
Anoka
Carver
Wabasha
Dakota
Stevens
YellowMedicine
Wright
Hennepin
Brown
Morrison
Rock
Fillmore
Chisago
24398
24470
24524
24758
24884
24992
25010
25118
25280
25280
25280
25334
25424
25658
25604
25622
25874
25918
26000
26126
26216
26270
26378
26450
26576
26612
26630
26738
26666
26828
26864
26936
26972
26990
26990
27008
27098
27116
27188
27278
Hartland
Hastings
Hastings
Hatfield
Hawley
Hayfield
Hayward
HazelRun
Hector
Heidelberg
Henderson
Hendricks
Hendrum
Henning
Henriette
Herman
Hermantown
HeronLake
Hewitt
Hibbing
HillCity
Hillman
Hills
Hilltop
Hinckley
Hitterdal
Hoffman
Hokah
Holdingford
Holland
Hollandale
Holloway
Holt
Hopkins
Houston
HowardLake
HoytLakes
Hugo
Humboldt
Hutchinson
Freeborn
Dakota
Washington
Pipestone
Clay
Dodge
Freeborn
YellowMedicine
Renville
LeSueur
Sibley
Lincoln
Norman
OtterTail
Pine
Grant
SaintLouis
Jackson
Todd
SaintLouis
Aitkin
Morrison
Rock
Anoka
Pine
Clay
Grant
Houston
Stearns
Pipestone
Freeborn
Swift
Marshall
Hennepin
Houston
Wright
SaintLouis
Washington
Kittson
McLeod
27404
27530
27530
27566
27746
27872
27944
28016
28124
28214
28394
28430
28484
28520
28574
28646
28682
28700
28754
28790
29096
29150
29204
29258
29294
29402
29474
29510
29582
29618
29636
29672
29870
30140
30230
30284
30302
30392
30446
30644
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTCITYCODES
CITY
COUNTY
NBIITEM4
CITY
COUNTY
NBIITEM4
Ihlen
Independence
InternationalFalls
InverGrove
Pipestone
Hennepin
Koochiching
Dakota
Murray
SaintLouis
CrowWing
Isanti
MilleLacs
Lincoln
Jackson
Waseca
Pipestone
Rock
Cottonwood
CrowWing
BigStone
Scott
Kandiyohi
Kittson
LeSueur
Dodge
Itasca
Beltrami
Wabasha
Kittson
Rock
Douglas
Wilkin
Goodhue
Swift
Pine
Carlton
Faribault
LeSueur
Stearns
Nobles
Meeker
SaintLouis
Houston
30806
30842
31040
31076
31094
31238
31274
31328
31472
31526
31562
31706
31760
31760
31796
31832
32012
32174
32372
32444
32462
32498
32570
32606
32642
32732
32750
32768
32786
32840
32876
32912
32966
33056
33110
33164
33236
33344
33416
33866
LaCrescent
LaPrairie
LaSalle
Lafayette
LakeBenton
LakeBronson
LakeCity
LakeCity
LakeCrystal
LakeElmo
LakeHenry
LakeLillian
LakePark
LakeSaintCroix
Winona
Itasca
Watonwan
Nicollet
Lincoln
Kittson
Wabasha
Goodhue
BlueEarth
Washington
Stearns
Kandiyohi
Becker
Washington
Cass
Murray
Jackson
Washington
Washington
Dakota
Redwood
Kittson
Washington
Fillmore
Hubbard
Morrison
Ramsey
LeSueur
Mower
LeSueur
Sibley
Polk
Clearwater
SaintLouis
McLeod
Winona
Watonwan
Anoka
Dakota
Chisago
33866
35648
35702
33920
34100
34136
34172
34172
34190
34244
34478
34676
34784
34865
34928
35198
34316
34622
34658
35180
35288
35378
35414
35450
35612
35720
35738
36134
36620
36746
36746
36404
36494
36530
36728
36800
36818
36836
37016
37304
Iona
IronJunction
Ironton
Isanti
Isle
Ivanhoe
Jackson
Janesville
Jasper
Jasper
Jeffers
Jenkins
Johnson
Jordan
Kandiyohi
Karlstad
Kasota
Kasson
Keewatin
Kelliher
Kellogg
Kennedy
Kenneth
Kensington
Kent
Kenyon
Kerkhoven
Kerrick
KettleRiver
Kiester
Kilkenny
Kimball
Kinbrae
Kingston
Kinney
LaCrescent
LakeShore
LakeWilson
Lakefield
Lakeland
LakelandShores
Lakeville
Lamberton
Lancaster
Landfall
Lanesboro
Laporte
Lastrup
Lauderdale
LeCenter
LeRoy
LeSueur
LeSueur
Lengby
Leonard
Leonidas
LesterPrairie
Lewiston
Lewisville
Lexington
Lilydale
Lindstrom
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTCITYCODES
CITY
COUNTY
NBIITEM4
CITY
COUNTY
NBIITEM4
LinoLakes
Lismore
Litchfield
LittleCanada
LittleFalls
Littlefork
LongBeach
LongLake
LongPrairie
Longville
Lonsdale
Loretto
Louisburg
Lowry
Lucan
Luverne
Lyle
Lynd
Mabel
Madelia
Madison
MadisonLake
Magnolia
Mahnomen
Mahtomedi
Manchester
ManhattanBeach
Mankato
Mankato
Mankato
Mantorville
MapleGrove
MapleLake
MaplePlain
Mapleton
Mapleview
Maplewood
Marble
Marietta
MarineonSaint
Croix
Anoka
Nobles
Meeker
Ramsey
Morrison
Koochiching
Pope
Hennepin
Todd
Cass
Rice
Hennepin
LacquiParle
Pope
Redwood
Rock
Mower
Lyon
Fillmore
Watonwan
LacquiParle
BlueEarth
Rock
Mahnomen
Washington
Freeborn
CrowWing
BlueEarth
LeSueur
Nicollet
Dodge
Hennepin
Wright
Hennepin
BlueEarth
Mower
Ramsey
Itasca
LacquiParle
Washington
37322
37412
37448
37502
37556
37592
37970
38006
38060
38114
38150
38222
38258
38366
38420
38564
38654
38708
38888
39230
39266
39320
39338
39392
39428
39716
39806
39878
39878
39878
39986
40166
40220
40256
40310
40346
40382
40418
40526
40562
Marshall
Mayer
Maynard
Mazeppa
McGrath
McGregor
McIntosh
McKinley
Meadowlands
Medford
MedicineLake
Medina
MeireGrove
Melrose
Menahga
Mendota
MendotaHeights
Mentor
MiddleRiver
Miesville
Milaca
Milan
Millerville
Millville
Milroy
Miltona
Minneapolis
Minneiska
Minneiska
Minneota
MinnesotaCity
MinnesotaLake
MinnesotaLake
Minnetonka
MinnetonkaBeach
Minnetrista
Mizpah
Montevideo
Montgomery
Monticello
Lyon
Carver
Chippewa
Wabasha
Aitkin
Aitkin
Polk
SaintLouis
SaintLouis
Steele
Hennepin
Hennepin
Stearns
Stearns
Wadena
Dakota
Dakota
Polk
Marshall
Dakota
MilleLacs
Chippewa
Douglas
Wabasha
Redwood
Douglas
Hennepin
Winona
Wabasha
Lyon
Winona
Faribault
BlueEarth
Hennepin
Hennepin
Hennepin
Koochiching
Chippewa
LeSueur
Wright
40688
41138
41210
41282
38996
39014
39050
39140
41372
41426
41462
41480
41534
41570
41660
41678
41696
41714
41912
42092
42110
42146
42254
42290
42362
42398
43000
43036
43036
43126
43144
43198
43198
43252
43270
43306
43540
43720
43738
43774
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTCITYCODES
CITY
COUNTY
NBIITEM4
CITY
COUNTY
NBIITEM4
Montrose
Moorhead
MooseLake
Mora
Morgan
Morris
Morristown
Morton
Motley
Motley
Mound
MoundsView
MountainIron
MountainLake
Murdock
Myrtle
Nashua
Nashwauk
Nassau
Nelson
Nerstrand
Nevis
NewAuburn
NewBrighton
NewGermany
NewHope
NewLondon
NewMunich
NewPrague
NewPrague
NewRichland
NewTrier
NewUlm
NewYorkMills
Newfolden
Newport
Nicollet
Nielsville
Nimrod
Nisswa
Wright
Clay
Carlton
Kanabec
Redwood
Stevens
Rice
Renville
Morrison
Cass
Hennepin
Ramsey
SaintLouis
Cottonwood
Swift
Freeborn
Wilkin
Itasca
LacquiParle
Douglas
Rice
Hubbard
Sibley
Ramsey
Carver
Hennepin
Kandiyohi
Stearns
Scott
LeSueur
Waseca
Dakota
Brown
OtterTail
Marshall
Washington
Nicollet
Polk
Wadena
CrowWing
43810
43864
43954
44044
44116
44242
44296
44368
44422
44422
44476
44530
44548
44566
44818
44890
44944
44980
45016
45106
45196
45340
45376
45430
45556
45628
45682
45772
45808
45808
45862
46024
46042
46060
45520
45790
46150
46258
46294
46348
Norcross
NorthBranch
NorthMankato
NorthMankato
NorthOaks
NorthSaintPaul
Northfield
Northfield
Northome
Northrop
NorwoodYoung
Grant
Chisago
Nicollet
BlueEarth
Ramsey
Ramsey
Rice
Dakota
Koochiching
Martin
Carver
Anoka
Anoka
Washington
Washington
BigStone
Watonwan
Becker
Kanabec
Jackson
RedLake
Renville
MilleLacs
Watonwan
Martin
Hennepin
Olmsted
SaintLouis
BigStone
LacquiParle
Douglas
Todd
Marshall
Hennepin
Fillmore
Wright
OtterTail
Steele
Aitkin
Hubbard
46492
46798
47068
47068
47104
47221
46924
46924
47122
47212
47520
47536
47690
47914
47680
48058
48094
48130
48166
48184
48202
48256
48310
48562
48562
48580
48598
48634
48706
48706
48796
48796
48976
49012
49030
49138
49210
49300
49498
49768
Nowthen
OakGrove
OakParkHeights
Oakdale
Odessa
Odin
Ogema
Ogilvie
Okabena
Oklee
Olivia
Onamia
Ormsby
Ormsby
Orono
Oronoco
Orr
Ortonville
Ortonville
Osakis
Osakis
Oslo
Osseo
Ostrander
Otsego
Ottertail
Owatonna
Palisade
ParkRapids
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTCITYCODES
CITY
COUNTY
NBIITEM4
CITY
COUNTY
NBIITEM4
ParkersPrairie
Paynesville
Pease
PelicanRapids
Pemberton
Pennock
PequotLakes
Perham
Perley
Peterson
Pierz
Pillager
PineCity
PineIsland
PineIsland
PineRiver
PineSprings
Pipestone
Plainview
Plato
Plummer
Plymouth
Porter
Preston
Princeton
Princeton
Prinsburg
PriorLake
Proctor
Quamba
Racine
Ramsey
Randall
Randolph
Ranier
Raymond
RedLakeFalls
RedWing
RedwoodFalls
RedwoodFalls
OtterTail
Stearns
MilleLacs
OtterTail
BlueEarth
Kandiyohi
CrowWing
OtterTail
Norman
Fillmore
Morrison
Cass
Pine
Goodhue
Olmsted
Cass
Washington
Pipestone
Wabasha
McLeod
RedLake
Hennepin
YellowMedicine
Fillmore
MilleLacs
Sherburne
Kandiyohi
Scott
SaintLouis
Kanabec
Mower
Anoka
Morrison
Dakota
Koochiching
Kandiyohi
RedLake
Goodhue
Redwood
Renville
49732
49966
50056
50164
50200
50344
50416
50470
50506
50596
50776
50902
51064
51136
51136
51280
51316
51388
51424
51460
51712
51730
52144
52450
52522
52522
52558
52594
52630
52756
52882
53026
53080
53098
53134
53296
53476
53620
53656
53656
Regal
Remer
Renville
Revere
Rice
Richfield
Richmond
Richville
Riverton
Robbinsdale
Rochester
RockCreek
Rockford
Rockford
Rockville
Rogers
Rollingstone
Roosevelt
Roosevelt
Roscoe
RoseCreek
Roseau
Rosemount
Roseville
Rothsay
Rothsay
RoundLake
Royalton
Royalton
RushCity
Rushford
RushfordVillage
Rushmore
Russell
Ruthton
Rutledge
Sabin
SacredHeart
SaintAnthony
SaintAnthony
Kandiyohi
Cass
Renville
Redwood
Benton
Hennepin
Stearns
OtterTail
CrowWing
Hennepin
Olmsted
Pine
Wright
Hennepin
Stearns
Hennepin
Winona
Roseau
LakeoftheWoods
Stearns
Mower
Roseau
Dakota
Ramsey
Wilkin
OtterTail
Nobles
Morrison
Benton
Chisago
Fillmore
Fillmore
Nobles
Lyon
Pipestone
Pine
Clay
Renville
Hennepin
Ramsey
53710
53782
53890
53908
53998
54214
54268
54340
54736
54808
54880
54934
55006
55006
55078
55186
55276
55438
55438
55510
55600
55546
55726
55852
56014
56014
56086
56176
56176
56266
56284
56302
56338
56428
56482
56518
56554
56572
56680
56680
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTCITYCODES
CITY
COUNTY
NBIITEM4
CITY
COUNTY
NBIITEM4
SaintAnthony
SaintAugusta
SaintBonifacius
SaintCharles
SaintClair
SaintCloud
SaintCloud
SaintCloud
SaintFrancis
SaintHilaire
SaintJames
SaintJoseph
SaintLeo
SaintLouisPark
SaintMartin
SaintMarysPoint
SaintMichael
SaintPaul
SaintPaulPark
SaintPeter
SaintRosa
SaintStephen
SaintVincent
Sanborn
Sandstone
Sargeant
Sartell
Sartell
SaukCentre
SaukRapids
Savage
Scandia
Scanlon
Seaforth
Sebeka
Sedan
Shafer
Shakopee
Shelly
Sherburn
Stearns
Stearns
Hennepin
Winona
BlueEarth
Stearns
Benton
Sherburne
Anoka
Pennington
Watonwan
Stearns
YellowMedicine
Hennepin
Stearns
Washington
Wright
Ramsey
Washington
Nicollet
Stearns
Stearns
Kittson
Redwood
Pine
Mower
Stearns
Benton
Stearns
Benton
Scott
Washington
Carlton
Redwood
Wadena
Pope
Chisago
Scott
Norman
Martin
56698
56724
56770
56788
56824
56896
56896
56896
56950
57022
57040
57130
57202
57220
57238
57292
57346
58000
58018
58036
58072
58090
58144
58306
58396
58576
58612
58612
58648
58684
58738
58900
58936
59098
59152
59188
59314
59350
59566
59620
Shevlin
Shoreview
Shorewood
SilverBay
SilverLake
Skyline
Slayton
SleepyEye
Sobieski
Solway
SouthHaven
SouthSaintPaul
Spicer
SpringGrove
SpringHill
SpringLakePark
SpringLakePark
SpringPark
SpringValley
Springfield
SquawLake
Stacy
Staples
Staples
Starbuck
Steen
Stephen
Stewart
Stewartville
Stillwater
Stockton
Storden
Strandquist
Strathcona
SturgeonLake
Sunburg
SunfishLake
Swanville
Swanville
Taconite
Clearwater
Ramsey
Hennepin
Lake
McLeod
BlueEarth
Murray
Brown
Morrison
Beltrami
Wright
Dakota
Kandiyohi
Houston
Stearns
Anoka
Ramsey
Hennepin
Fillmore
Brown
Itasca
Chisago
Todd
Wadena
Pope
Rock
Marshall
McLeod
Olmsted
Washington
Winona
Cottonwood
Marshall
Roseau
Pine
Kandiyohi
Dakota
Morrison
Todd
Itasca
59782
59998
60016
60250
60376
60754
60808
60844
61006
61114
61402
61492
61690
61852
61888
61996
61996
62014
62104
61816
62284
62320
62446
62446
62500
62662
62698
62788
62806
62824
62896
63022
63112
63130
63220
63454
63544
63778
63778
64048
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTCITYCODES
CITY
COUNTY
NBIITEM4
CITY
COUNTY
Tamarack
Taopi
Taunton
TaylorsFalls
Tenstrike
ThiefRiverFalls
Thomson
Tintah
TonkaBay
Tower
Tracy
Trail
Trimont
Trommald
Trosky
Truman
TurtleRiver
TwinLakes
TwinValley
TwoHarbors
Tyler
Ulen
Underwood
Upsala
Urbank
Utica
VadnaisHeights
Vergas
Vermillion
Verndale
VernonCenter
Vesta
Victoria
Viking
Villard
Vining
Virginia
Wabasha
Wabasso
Waconia
Aitkin
Mower
Lyon
Chisago
Beltrami
Pennington
Carlton
Traverse
Hennepin
SaintLouis
Lyon
Polk
Martin
CrowWing
Pipestone
Martin
Beltrami
Freeborn
Norman
Lake
Lincoln
Clay
OtterTail
Morrison
OtterTail
Winona
Ramsey
OtterTail
Dakota
Wadena
BlueEarth
Redwood
Carver
Marshall
Pope
OtterTail
SaintLouis
Wabasha
Redwood
Carver
64156
64210
64264
64318
64444
64570
64750
64948
65164
65272
65308
65344
65470
65506
65542
65668
65794
65920
65938
65956
66046
66136
66172
66334
66388
66424
66460
66766
66802
66874
66910
66982
67036
67090
67144
67216
67288
67378
67396
67432
Wadena
Wadena
Wahkon
WaitePark
Waldorf
Walker
WalnutGrove
Walters
Waltham
Wanamingo
Wanda
Warba
Warren
Warroad
Waseca
Watertown
Waterville
Watkins
Watson
Waubun
Waverly
Wayzata
Welcome
Wells
Wendell
WestConcord
WestSaintPaul
WestUnion
Westbrook
Westport
Whalan
Wheaton
WhiteBearLake
WhiteBearLake
Wilder
Willernie
Williams
Willmar
WillowRiver
Wilmont
Wadena
OtterTail
MilleLacs
Stearns
Waseca
Cass
Redwood
Faribault
Mower
Goodhue
Redwood
Itasca
Marshall
Roseau
Waseca
Carver
LeSueur
Meeker
Chippewa
Mahnomen
Wright
Hennepin
Martin
Faribault
Grant
Dodge
Dakota
Todd
Cottonwood
Pope
Fillmore
Traverse
Ramsey
Washington
Jackson
Washington
LakeoftheWoods
Kandiyohi
Pine
Nobles
NBIITEM4
StateOfMinnesota |
67504
67504
67558
67612
67756
67792
67846
67900
67918
67972
68008
68080
68170
68224
68296
68548
68584
68620
68656
68674
68764
68818
69070
69106
69142
69304
69700
69736
69250
69628
69808
69844
69970
69970
70258
70366
70402
70420
70492
70582
APPENDIX G
OCTOBER2014
MNDOTCITYCODES
CITY
COUNTY
Wilton
Windom
Winger
Winnebago
Winona
Winsted
Winthrop
Winton
WolfLake
Wolverton
WoodLake
Woodbury
Beltrami
Cottonwood
Polk
Faribault
Winona
McLeod
Sibley
SaintLouis
Becker
Wilkin
YellowMedicine
Washington
NBIITEM4
70708
70798
70870
70924
71032
71086
71122
71140
71338
71392
71446
71428
CITY
COUNTY
NBIITEM4
Woodland
Woodstock
Worthington
Wrenshall
Wright
Wykoff
Wyoming
Zemple
Zimmerman
ZumbroFalls
Zumbrota
Hennepin
Pipestone
Nobles
Carlton
Carlton
Fillmore
Chisago
Itasca
Sherburne
Wabasha
Goodhue
71500
71680
71734
71788
71824
71950
72022
72184
72238
72310
72328
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTTOWNSHIPCODES
MNDOTTOWNSHIPCODES
TOWNSHIP
COUNTY
NBIITEM4
TOWNSHIP
COUNTY
NBIITEM4
Aastad
Acoma
Acton
Adams
Adrian
Aetna
Agassiz
Agder
Agram
Aitkin
Akeley
Akron
Akron
Alango
Alaska
Alba
Albany
AlbertLea
Alberta
Albin
Albion
Alborn
Alden
Alden
Aldrich
Alexandria
Alfsborg
Alliance
Alma
Almond
AltaVista
Alton
Altona
Alvwood
Amador
Amboy
Amherst
Amiret
OtterTail
McLeod
Meeker
Mower
Watonwan
Pipestone
LacquiParle
Marshall
Morrison
Aitkin
Hubbard
BigStone
Wilkin
SaintLouis
Beltrami
Jackson
Stearns
Freeborn
Benton
Brown
Wright
SaintLouis
Freeborn
SaintLouis
Wadena
Douglas
Sibley
Clay
Marshall
BigStone
Lincoln
Waseca
Pipestone
Itasca
Chisago
Cottonwood
Fillmore
Lyon
100
136
154
208
280
298
352
388
406
478
514
532
550
568
586
604
640
712
668
748
766
820
856
874
910
946
982
1054
1072
1126
1180
1198
1216
1288
1306
1342
1396
1432
Amo
Amor
Andover
Andrea
Angora
Angus
Ann
AnnLake
Ansel
Anthony
Antrim
Appleton
Arago
Arbo
Arctander
Ardenhurst
Arena
Arendahl
Arlington
Arlone
Arna
Arrowhead
Arthur
Arthur
Artichoke
Arveson
AshLake
Ashland
Ashley
Athens
Atherton
Atkinson
Atlanta
Audubon
Augsburg
Augusta
Ault
Aurdal
Cottonwood
OtterTail
Polk
Wilkin
SaintLouis
Polk
Cottonwood
Kanabec
Cass
Norman
Watonwan
Swift
Hubbard
Itasca
Kandiyohi
Itasca
LacquiParle
Fillmore
Sibley
Pine
Pine
SaintLouis
Kanabec
Traverse
BigStone
Kittson
Lincoln
Dodge
Stearns
Isanti
Wilkin
Carlton
Becker
Becker
Marshall
LacquiParle
SaintLouis
OtterTail
1441
1468
1504
1522
1612
1648
1666
1702
1738
1774
1810
1882
1918
1936
1990
2044
2062
2098
2170
2188
2224
2278
2296
2314
2350
2386
2476
2512
2530
2602
2620
2656
2674
2746
2764
2800
2818
2836
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTTOWNSHIPCODES
TOWNSHIP
COUNTY
NBIITEM4
TOWNSHIP
COUNTY
NBIITEM4
Aurora
Austin
Automba
Avon
Badger
Badoura
Baker
Baldwin
Balkan
BallBluff
Balsam
Balsam
Bancroft
Bandon
Bangor
Barber
Barclay
Barnesville
Barnett
Barnum
Barry
Barsness
Bartlett
Barto
Bashaw
Bassett
Bath
Battle
BattlePlain
Baxter
BayLake
Baytown
BearCreek
BearPark
Bearville
Beatty
Beauford
Beaulieu
Beaver
Beaver
Steele
Mower
Carlton
Stearns
Polk
Hubbard
Stevens
Sherburne
SaintLouis
Aitkin
Aitkin
Itasca
Freeborn
Renville
Pope
Faribault
Cass
Clay
Roseau
Carlton
Pine
Pope
Todd
Roseau
Brown
SaintLouis
Freeborn
Beltrami
Rock
LacquiParle
CrowWing
Washington
Clearwater
Norman
Itasca
SaintLouis
BlueEarth
Mahnomen
Aitkin
Fillmore
2890
2926
3016
3088
3142
3178
3232
3286
3322
3358
3412
3430
3466
3484
3502
3520
3538
3592
3610
3646
3736
3754
3790
3808
3826
3880
3934
3952
3988
4060
4096
4132
4186
4222
4276
4294
4330
4366
4384
4402
Beaver
BeaverBay
BeaverCreek
BeaverFalls
Becker
Becker
Bejou
Belfast
Belgium
Belgrade
BelleCreek
BellePlaine
BellePrairie
BelleRiver
Bellevue
Belmont
Belvidere
Bemidji
BenWade
Bennington
Benson
Benton
Benville
Bergen
Berlin
Bernadotte
Bertha
Beseman
Beulah
BigBend
BigLake
BigStone
BigWoods
Bigelow
Bigfork
Birch
BirchCooley
BirchCreek
BirchLake
Birchdale
Roseau
Lake
Rock
Renville
Cass
Sherburne
Mahnomen
Murray
Polk
Nicollet
Goodhue
Scott
Morrison
Douglas
Morrison
Jackson
Goodhue
Beltrami
Pope
Mower
Swift
Carver
Beltrami
McLeod
Steele
Nicollet
Todd
Carlton
Cass
Chippewa
Sherburne
BigStone
Marshall
Nobles
Itasca
Beltrami
Renville
Pine
Cass
Todd
4420
4474
4510
4546
4600
4636
4690
4708
4726
4744
4816
4852
4888
4924
4942
4978
5032
5086
5302
5176
5230
5266
5284
5338
5374
5410
5500
5518
5572
5608
5770
5788
5842
5662
5716
5914
5968
5986
6040
6022
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTTOWNSHIPCODES
TOWNSHIP
COUNTY
NBIITEM4
TOWNSHIP
COUNTY
NBIITEM4
BirdIsland
Bismarck
Biwabik
BlackHammer
BlackRiver
Blackberry
Blackhoof
Blakeley
BlindLake
Bloom
Bloomer
Bloomfield
BloomingGrove
BloomingPrairie
Blowers
BlueEarthCity
BlueHill
BlueMounds
Blueberry
Bluffton
BogusBrook
Bondin
BoonLake
Borgholm
Bowstring
Boxville
BoyLake
BoyRiver
Bradbury
Bradford
Bradford
Brandon
Brandrup
Brandsvold
Brandt
Bray
Breckenridge
Breitung
Bremen
Brevator
Renville
Sibley
SaintLouis
Houston
Pennington
Itasca
Carlton
Scott
Cass
Nobles
Marshall
Fillmore
Waseca
Steele
OtterTail
Faribault
Sherburne
Pope
Wadena
OtterTail
MilleLacs
Murray
Renville
MilleLacs
Itasca
Marshall
Cass
Cass
MilleLacs
Isanti
Wilkin
Douglas
Wilkin
Polk
Polk
Pennington
Wilkin
SaintLouis
Pine
SaintLouis
6094
6130
6166
6292
6364
6220
6328
6418
6454
6508
6535
6544
6562
6598
6652
6706
6742
6760
6670
6796
6850
6922
6976
7012
7102
7120
7156
7192
7210
7246
7264
7354
7372
7390
7408
7444
7480
7534
7552
7606
Bridgewater
Brighton
Brislet
Bristol
Brockway
BrookPark
Brookfield
Brookville
BrownsCreek
BrownsValley
Brownsville
Bruce
Bruno
Brunswick
BrushCreek
Buckman
Buffalo
Buh
BullMoose
Bullard
Bungo
Burbank
Burke
Burleene
Burlington
Burnhamville
Burnstown
Burton
Buse
Butler
Butterfield
ButternutValley
Buzzle
Bygland
Byron
Byron
Cairo
Caledonia
Callaway
Cambria
Rice
Nicollet
Polk
Fillmore
Stearns
Pine
Renville
Redwood
RedLake
BigStone
Houston
Todd
Pine
Kanabec
Faribault
Morrison
Wright
Morrison
Cass
Wadena
Cass
Kandiyohi
Pipestone
Todd
Becker
Todd
Brown
YellowMedicine
OtterTail
OtterTail
Watonwan
BlueEarth
Beltrami
Polk
Cass
Waseca
Renville
Houston
Becker
BlueEarth
7714
7732
7768
7804
7840
8002
7912
8074
8146
8182
8236
8272
8308
8344
8380
8434
8470
8506
8560
8542
8596
8614
8650
8668
8686
8722
8776
8884
8938
8974
9010
9046
9082
9118
9136
9172
9208
9244
9298
9352
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTTOWNSHIPCODES
TOWNSHIP
COUNTY
NBIITEM4
TOWNSHIP
COUNTY
NBIITEM4
Cambridge
Camden
Cameron
Camp
Camp5
CampLake
CampRelease
Campbell
Candor
Canisteo
Cannon
CannonCity
CannonFalls
Canosia
Canton
Caribou
Carimona
Carlisle
Carlos
Carlston
Carpenter
Carrolton
Carson
Carsonville
Cascade
Cashel
CastleRock
Cedar
Cedar
CedarLake
CedarMills
CedarValley
Cedarbend
Center
CenterCreek
Ceresco
CerroGordo
Champion
Chanarambie
Charlestown
Isanti
Carver
Murray
Renville
SaintLouis
Swift
LacquiParle
Wilkin
OtterTail
Dodge
Kittson
Rice
Goodhue
SaintLouis
Fillmore
Kittson
Fillmore
OtterTail
Douglas
Freeborn
Itasca
Fillmore
Cottonwood
Becker
Olmsted
Swift
Dakota
Marshall
Martin
Scott
Meeker
SaintLouis
Roseau
CrowWing
Martin
BlueEarth
LacquiParle
Wilkin
Murray
Redwood
9388
9406
9460
9478
9482
9532
9550
9514
9622
9640
9676
9712
9748
9784
9820
9874
9910
9946
9982
10000
10072
10090
10108
10126
10180
10216
10306
10360
10378
10450
10486
10540
10414
10567
10594
10756
10774
10828
10882
10936
Chatfield
Chatham
Chengwatana
Cherry
CherryGrove
Chester
Chester
Chief
ChippewaFalls
ChisagoLake
Christiania
Claremont
Clark
Clark
Clay
Clayton
ClearLake
Clearwater
Cleveland
Clifton
Clifton
Clinton
Clinton
ClintonFalls
Clitherall
Clontarf
Clover
Clover
Clover
Clover
Cloverleaf
Clow
Cokato
Colfax
Collegeville
Collins
Collinwood
Columbia
Colvin
Comfort
Fillmore
Wright
Pine
SaintLouis
Goodhue
Polk
Wabasha
Mahnomen
Pope
Chisago
Jackson
Dodge
Aitkin
Faribault
Hubbard
Mower
Sherburne
Wright
LeSueur
Lyon
Traverse
Rock
SaintLouis
Steele
OtterTail
Swift
Clearwater
Hubbard
Mahnomen
Pine
Pennington
Kittson
Wright
Kandiyohi
Stearns
McLeod
Meeker
Polk
SaintLouis
Kanabec
11026
11062
11098
11134
11188
11224
11242
11314
11332
11368
11476
11584
11620
11638
11682
11728
11782
11818
11890
11926
11944
11998
12016
12052
12106
12142
12214
12232
12250
12268
12304
12340
12448
12538
12592
12610
12628
12682
12736
12754
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTTOWNSHIPCODES
TOWNSHIP
COUNTY
NBIITEM4
TOWNSHIP
COUNTY
NBIITEM4
Como
Compton
Comstock
Concord
Connelly
CoonCreek
Copley
Cordova
Corinna
Corliss
Cormant
Cormorant
Cornish
Cornish
Cosmos
Cotton
Cottonwood
Courtland
CraneLake
Crate
CreditRiver
Croke
Cromwell
CrookedCreek
CrookedLake
Crooks
Crookston
Crosby
CrowLake
CrowRiver
CrowWing
CrowWingLake
CrystalBay
Cuba
Culdrum
Culver
Cushing
Custer
DaggettBrook
Dahlgren
Marshall
OtterTail
Marshall
Dodge
Wilkin
Lyon
Clearwater
LeSueur
Wright
OtterTail
Beltrami
Becker
Aitkin
Sibley
Meeker
SaintLouis
Brown
Nicollet
SaintLouis
Chippewa
Scott
Traverse
Clay
Houston
Cass
Renville
Polk
Pine
Stearns
Stearns
CrowWing
Hubbard
Lake
Becker
Morrison
SaintLouis
Morrison
Lyon
CrowWing
Carver
12808
12844
12880
12934
12970
13078
13150
13204
13222
13240
13258
13294
13330
13348
13438
13528
13546
13600
13656
13672
13726
13762
13798
13816
13834
13852
13888
13942
14032
14086
14122
14140
14194
14230
14248
14284
14356
14392
14464
14482
Dailey
Dalbo
Dale
DanePrairie
Danforth
Danielson
Danville
Darling
Darnen
Darwin
Dassel
Davis
DeadLake
Decoria
Deer
DeerCreek
DeerPark
DeerRiver
Deerfield
Deerfield
Deerhorn
Deerwood
Deerwood
Delafield
Delavan
Delaware
Delhi
DellGrove
Delton
Denmark
Denver
Derrynane
DesMoines
DesMoinesRiver
Detroit
Dewald
Dewey
Dexter
DiamondLake
Dieter
MilleLacs
Isanti
Cottonwood
OtterTail
Pine
Meeker
BlueEarth
Morrison
Stevens
Meeker
Meeker
Kittson
OtterTail
BlueEarth
Roseau
OtterTail
Pennington
Itasca
Cass
Steele
Wilkin
CrowWing
Kittson
Jackson
Faribault
Grant
Redwood
Pine
Cottonwood
Washington
Rock
LeSueur
Jackson
Murray
Becker
Nobles
Roseau
Mower
Lincoln
Roseau
14500
14572
14608
14644
14680
14698
14752
14806
14824
14860
14896
14950
15076
15130
15166
15202
15292
15328
15220
15256
15274
15364
15382
15436
15490
15508
15562
15598
15652
15688
15742
15760
15769
15778
15814
15850
15868
15904
15940
15958
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTTOWNSHIPCODES
TOWNSHIP
COUNTY
NBIITEM4
TOWNSHIP
COUNTY
NBIITEM4
Dollymount
Donnelly
Donnelly
Dora
Douglas
Dover
Dovray
Dovre
Drammen
Dresbach
Dryden
Dublin
Dudley
Duluth
Dunbar
Dunn
Durand
Eagle
EagleLake
EaglePoint
EagleValley
EagleView
EaglesNest
EastChain
EastLakeLillian
EastPark
EastSide
EastValley
Eastern
Echo
Eckles
Eckvoll
Eddy
Eden
Eden
Eden
EdenLake
Edison
Edna
Edwards
Traverse
Marshall
Stevens
OtterTail
Dakota
Olmsted
Murray
Kandiyohi
Lincoln
Winona
Sibley
Swift
Clearwater
SaintLouis
Faribault
OtterTail
Beltrami
Carlton
OtterTail
Marshall
Todd
Becker
SaintLouis
Martin
Kandiyohi
Marshall
MilleLacs
Marshall
OtterTail
YellowMedicine
Beltrami
Marshall
Clearwater
Brown
Pipestone
Polk
Stearns
Swift
OtterTail
Kandiyohi
16012
16066
16102
16120
16228
16282
16318
16336
16372
16408
16426
16444
16462
17018
17108
17162
17234
17332
17396
17414
17450
17455
17440
17522
17702
17756
17810
17864
17576
17918
17954
17972
18008
18026
18062
18080
18098
18206
18224
18242
Effington
Eglon
Eidsvold
Elba
ElbowLake
Eldorado
Elgin
Elizabeth
Elk
ElkLake
Elkton
Ellington
Ellsborough
Ellsburg
Ellsworth
ElmCreek
Elmdale
Elmer
Elmer
Elmira
Elmo
Elmore
Elmwood
Elysian
Emardville
Embarrass
Emerald
Emmet
Empire
Enstrom
Enterprise
Equality
Erdahl
ErhardsGrove
Ericson
Erie
Erin
Espelie
Esther
Euclid
OtterTail
Clay
Lyon
Winona
Grant
Stevens
Wabasha
OtterTail
Nobles
Grant
Clay
Dodge
Murray
SaintLouis
Meeker
Martin
Morrison
Pipestone
SaintLouis
Olmsted
OtterTail
Faribault
Clay
LeSueur
RedLake
SaintLouis
Faribault
Renville
Dakota
Roseau
Jackson
RedLake
Grant
OtterTail
Renville
Becker
Rice
Marshall
Polk
Polk
18278
18314
18332
18404
18476
18494
18548
18584
18602
18620
18710
18764
18782
18800
18818
18854
18890
18908
18944
18962
18980
19016
19052
19178
19196
19232
19268
19322
19376
19466
19484
19502
19538
19574
19628
19646
19682
19736
19790
19862
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTTOWNSHIPCODES
TOWNSHIP
COUNTY
NBIITEM4
TOWNSHIP
COUNTY
NBIITEM4
Eureka
Evansville
Everglade
Evergreen
Everts
Ewington
Excel
Eyota
Fahlun
FairHaven
Fairbanks
Fairfax
Fairfield
Fairfield
Fairmont
Fairview
Fairview
Falk
FallLake
Falun
Fanny
Farden
Farley
FarmIsland
Farming
Farmington
FawnLake
Faxon
Fayal
Featherstone
Feeley
Felton
Fenton
FergusFalls
Fern
Field
Fieldon
Fillmore
FineLakes
Finlayson
Dakota
Douglas
Stevens
Becker
OtterTail
Jackson
Marshall
Olmsted
Kandiyohi
Stearns
SaintLouis
Polk
CrowWing
Swift
Martin
Cass
Lyon
Clearwater
Lake
Roseau
Polk
Hubbard
Polk
Aitkin
Stearns
Olmsted
Todd
Sibley
SaintLouis
Goodhue
Itasca
Clay
Murray
OtterTail
Hubbard
SaintLouis
Watonwan
Fillmore
SaintLouis
Pine
19871
19916
19970
20006
20024
20042
20060
20132
20150
20294
20186
20204
20240
20258
20348
20366
20384
20438
20456
20492
20510
20528
20564
20654
20600
20636
20708
20726
20762
20780
20816
20852
20888
20924
20942
20996
21014
21068
21086
21140
FishLake
Fisher
Fleming
Fleming
Flom
Floodwood
Flora
Florence
Florida
Flowing
Foldahl
Folden
Folsom
Ford
Forest
Forest
ForestCity
ForestPrairie
Forestville
Fork
FortRipley
Fortier
Fossum
Foster
Foster
Fountain
FountainPrairie
FoxLake
Foxhome
Framnas
Franconia
Frankford
Franklin
Fraser
Fredenberg
Freeborn
Freedom
Freeland
Freeman
Fremont
Chisago
Polk
Aitkin
Pine
Norman
SaintLouis
Renville
Goodhue
YellowMedicine
Clay
Marshall
OtterTail
Traverse
Kanabec
Becker
Rice
Meeker
Meeker
Fillmore
Marshall
CrowWing
YellowMedicine
Norman
BigStone
Faribault
Fillmore
Pipestone
Martin
Wilkin
Stevens
Chisago
Mower
Wright
Martin
SaintLouis
Freeborn
Waseca
LacquiParle
Freeborn
Winona
21194
21176
21230
21248
21320
21356
21374
21392
21464
21482
21500
21518
21554
21644
21671
21680
21734
21842
21860
21878
21950
21914
22022
22058
22076
22112
22130
22256
22220
22274
22310
22328
22400
22436
22508
22544
22598
22616
22634
22688
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTTOWNSHIPCODES
TOWNSHIP
COUNTY
NBIITEM4
TOWNSHIP
COUNTY
NBIITEM4
French
FrenchLake
Friberg
Friendship
Frohn
GailLake
Galena
Gales
Garden
GardenCity
Garfield
Garfield
Garnes
Garrison
Geneva
Gennessee
Gentilly
Georgetown
Germania
Germantown
Gervais
Getty
Gilchrist
Gillford
Gilmanton
Girard
Glasgow
Glen
Glencoe
Glendorado
Glenwood
Glyndon
Gnesen
Godfrey
GoldenValley
GoodHope
GoodHope
Goodhue
Goodland
Goodridge
SaintLouis
Wright
OtterTail
YellowMedicine
Beltrami
CrowWing
Martin
Redwood
Polk
BlueEarth
LacquiParle
Polk
RedLake
CrowWing
Freeborn
Kandiyohi
Polk
Clay
Todd
Cottonwood
RedLake
Stearns
Pope
Wabasha
Benton
OtterTail
Wabasha
Aitkin
McLeod
Benton
Pope
Clay
SaintLouis
Polk
Roseau
Itasca
Norman
Goodhue
Itasca
Pennington
22724
22760
22796
22832
22886
23012
23030
23048
23066
23102
23138
23156
23174
23210
23372
23390
23480
23516
23552
23570
23588
23606
23750
23786
23822
23840
23894
23930
23966
24020
24092
24200
24218
24254
24326
24362
24380
24416
24452
24488
GoosePrairie
Gordon
Gorman
Gorton
Gould
Grace
Graceville
Grafton
Graham
GrahamLakes
Granby
GrandForks
GrandLake
GrandMeadow
GrandPlain
GrandPrairie
GrandRapids
Grandview
Grange
Granite
GraniteFalls
GraniteLedge
GraniteRock
GrantValley
Granville
GrassLake
Grattan
Gray
GreatBend
GreatScott
GreenIsle
GreenLake
GreenMeadow
GreenPrairie
GreenValley
Greenbush
Greenfield
Greenleaf
Greenvale
Greenway
Clay
Todd
OtterTail
Grant
Cass
Chippewa
BigStone
Sibley
Benton
Nobles
Nicollet
Polk
SaintLouis
Mower
Marshall
Nobles
Itasca
Lyon
Pipestone
Morrison
Chippewa
Benton
Redwood
Beltrami
Kittson
Kanabec
Itasca
Pipestone
Cottonwood
SaintLouis
Sibley
Kandiyohi
Norman
Morrison
Becker
MilleLacs
Wabasha
Meeker
Dakota
Itasca
24542
24578
24632
24650
24686
24722
24776
24794
24812
24848
24902
24938
24956
25028
25046
25100
25136
25154
25208
25244
25262
25298
25316
25352
25370
25406
25460
25478
25514
25550
25676
25694
25766
25784
25820
25586
25640
25730
25802
25892
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTTOWNSHIPCODES
TOWNSHIP
COUNTY
NBIITEM4
TOWNSHIP
COUNTY
NBIITEM4
Greenwood
Greenwood
Gregory
GreyCloudIsland
GreyEagle
Grimstad
Grove
GroveLake
GroveParkTilden
Gully
Guthrie
Hagali
Hagen
Halden
Hale
Hallock
Halstad
Hamden
Hamlin
Hammer
Hammond
Hampden
Hampton
Hamre
Hancock
Hangaard
Hansonville
Hantho
Harmony
Harris
Harrison
Hart
HartLake
Hartford
Hartland
Harvey
Hassan
HassanValley
Haugen
Havana
Clearwater
SaintLouis
Mahnomen
Washington
Todd
Roseau
Stearns
Pope
Polk
Polk
Hubbard
Beltrami
Clay
SaintLouis
McLeod
Kittson
Norman
Becker
LacquiParle
YellowMedicine
Polk
Kittson
Dakota
Beltrami
Carver
Clearwater
Lincoln
LacquiParle
Fillmore
Itasca
Kandiyohi
Winona
Hubbard
Todd
Freeborn
Meeker
Hennepin
McLeod
Aitkin
Steele
25910
25928
25946
25982
26018
26036
26090
26162
26190
26288
26360
26468
26504
26522
26540
26594
26648
26684
26774
26792
26810
26846
26882
26900
26918
26954
27026
27044
27206
27296
27314
27350
27386
27368
27422
27440
27476
27494
27602
27638
Havelock
Haven
Haverhill
HawkCreek
Hawley
HayBrook
HayCreek
Hayes
Hayfield
Hayland
Hayward
HazelRun
Hazelton
Hazelton
Hector
Hegbert
Hegne
Heier
HeightofLand
Helen
Helena
Helga
Helgeland
Henderson
Hendricks
Hendrickson
Hendrum
Henning
Henrietta
Henryville
Hereim
HeronLake
Hersey
Hickory
Higdem
HighForest
Highland
HighlandGrove
Highlanding
Highwater
Chippewa
Sherburne
Olmsted
Renville
Clay
Kanabec
Goodhue
Swift
Dodge
MilleLacs
Freeborn
YellowMedicine
Aitkin
Kittson
Renville
Swift
Norman
Mahnomen
Becker
McLeod
Scott
Hubbard
Polk
Sibley
Lincoln
Hubbard
Norman
OtterTail
Hubbard
Renville
Roseau
Jackson
Nobles
Pennington
Polk
Olmsted
Wabasha
Clay
Pennington
Cottonwood
27656
27674
27692
27728
27764
27782
27818
27854
27890
27908
27962
28034
28052
28070
28142
28160
28178
28232
28250
28304
28322
28340
28358
28412
28448
28466
28502
28538
28556
28610
28628
28718
28736
28808
28844
28880
28952
28988
29024
29060
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTTOWNSHIPCODES
TOWNSHIP
COUNTY
NBIITEM4
TOWNSHIP
COUNTY
NBIITEM4
Hill
HillLake
HillRiver
Hillman
Hillman
Hillsdale
Hinckley
Hines
Hiram
Hobart
Hodges
Hoff
Hokah
Holden
Holding
Holland
Holly
Hollywood
HolmesCity
Holmesville
Holst
Holt
Holt
HolyCross
Holyoke
Home
HomeBrook
HomeLake
Homer
Homestead
Honner
Hope
Hornet
Horton
Houston
Hubbard
Hubbard
Hudson
Humboldt
Hunter
Kittson
Aitkin
Polk
Kanabec
Morrison
Winona
Pine
Beltrami
Cass
OtterTail
Stevens
Pope
Houston
Goodhue
Stearns
Kandiyohi
Murray
Carver
Douglas
Becker
Clearwater
Fillmore
Marshall
Clay
Carlton
Brown
Cass
Norman
Winona
OtterTail
Redwood
Lincoln
Beltrami
Stevens
Houston
Hubbard
Polk
Douglas
Clay
Jackson
29078
29114
29186
29132
29168
29222
29312
29348
29366
29420
29438
29456
29528
29546
29564
29600
29690
29726
29798
29816
29834
29852
29888
29906
29942
29960
29978
29996
30032
30050
30068
30104
30194
30212
30248
30338
30356
30374
30428
30482
Huntersville
Huntly
Huntsville
Huss
Hutchinson
HydePark
Ida
Ideal
Idun
IndianLake
Industrial
Inguadona
Inman
Iona
Iona
Iosco
IronRange
Irondale
Irving
Isanti
IslandLake
IslandLake
IsleHarbor
Itasca
Jackson
Jadis
Jamestown
Janesville
Jay
Jefferson
Jenkins
Jessenland
Jevne
JoDaviess
Johnson
Johnsonville
Jones
Jordan
Judson
Jupiter
Wadena
Marshall
Polk
Roseau
McLeod
Wabasha
Douglas
CrowWing
Aitkin
Nobles
SaintLouis
Cass
OtterTail
Murray
Todd
Waseca
Itasca
CrowWing
Kandiyohi
Isanti
Lyon
Mahnomen
MilleLacs
Clearwater
Scott
Roseau
BlueEarth
Waseca
Martin
Houston
CrowWing
Sibley
Aitkin
Faribault
Polk
Redwood
Beltrami
Fillmore
BlueEarth
Kittson
30536
30572
30590
30626
30662
30680
30716
30734
30788
30878
30932
30986
31004
31112
31130
31166
31256
31202
31292
31346
31400
31418
31490
31508
31580
31634
31688
31724
31778
31814
31850
31922
31958
31976
32030
32048
32120
32156
32210
32228
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTTOWNSHIPCODES
TOWNSHIP
COUNTY
NBIITEM4
TOWNSHIP
COUNTY
NBIITEM4
Kabetogama
Kalevala
Kalmar
Kanabec
Kanaranzi
Kandiyohi
Kandota
Kasota
Kathio
Keene
Kego
Kelliher
Kelsey
Kelso
Kenyon
Kerkhoven
Kerrick
Kertsonville
KettleRiver
Keystone
Kiester
Kildare
Kilkenny
Kimball
Kimberly
King
Kinghurst
Kingman
Kingston
Kintire
KnifeLake
Knute
Kragero
Kragnes
Krain
Kratka
Kroschel
Kugler
Kurtz
LaCrescent
SaintLouis
Carlton
Olmsted
Kanabec
Rock
Kandiyohi
Todd
LeSueur
MilleLacs
Clay
Cass
Beltrami
SaintLouis
Sibley
Goodhue
Swift
Pine
Polk
Pine
Polk
Faribault
Swift
LeSueur
Jackson
Aitkin
Polk
Itasca
Renville
Meeker
Redwood
Kanabec
Polk
Chippewa
Clay
Stearns
Pennington
Kanabec
SaintLouis
Clay
Houston
32252
32264
32282
32300
32336
32390
32408
32480
32516
32552
32588
32624
32696
32714
32858
32894
32930
32948
32984
33002
33074
33092
33128
33146
33218
33254
33272
33290
33362
33434
33560
33614
33668
33704
33722
33740
33776
33794
33812
33884
LaCrosse
LaGarde
LaGrand
LaPrairie
LacquiParle
Lafayette
Lake
Lake
LakeAlice
LakeAndrew
LakeBelt
LakeBenton
LakeEdward
LakeElizabeth
LakeEmma
LakeEunice
LakeFremont
LakeGeorge
LakeGeorge
LakeGrove
LakeHanska
LakeHattie
LakeHenry
LakeIda
LakeJessie
LakeJohanna
LakeLillian
LakeMarshall
LakeMary
LakePark
LakePleasant
LakePrairie
LakeSarah
LakeShore
LakeStay
LakeValley
LakeView
Lakeport
Lakeside
Lakeside
Jackson
Mahnomen
Douglas
Clearwater
LacquiParle
Nicollet
Roseau
Wabasha
Hubbard
Kandiyohi
Martin
Lincoln
CrowWing
Kandiyohi
Hubbard
Becker
Martin
Hubbard
Stearns
Mahnomen
Brown
Hubbard
Stearns
Norman
Itasca
Pope
Kandiyohi
Lyon
Douglas
Becker
RedLake
Nicollet
Murray
LacquiParle
Lincoln
Traverse
Becker
Hubbard
Aitkin
Cottonwood
33902
33956
33992
35630
33848
33938
34010
34028
34046
34064
34082
34118
34207
34226
34262
34298
34334
34388
34406
34424
34442
34460
34496
34532
34568
34586
34694
34712
34730
34802
34820
34856
34892
34946
35054
35126
35144
34838
34982
35000
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTTOWNSHIPCODES
TOWNSHIP
COUNTY
NBIITEM4
TOWNSHIP
COUNTY
NBIITEM4
Laketown
Lakeview
Lakewood
Lakin
Lambert
Lamberton
Lammers
Land
Lanesburgh
Langhei
Langola
Langor
Lansing
Laona
Larkin
Lavell
Lawrence
Lawrence
LeRay
LeRoy
LeSauk
LeafLake
LeafMountain
LeafRiver
LeafValley
Leavenworth
Lee
Lee
Lee
LeechLake
Leeds
Leenthrop
Leiding
Leigh
Lemond
Lent
Leon
Leon
Leonardsville
Leota
Carver
Carlton
SaintLouis
Morrison
RedLake
Redwood
Beltrami
Grant
LeSueur
Pope
Benton
Beltrami
Mower
Roseau
Nobles
SaintLouis
Grant
Itasca
BlueEarth
Mower
Stearns
OtterTail
OtterTail
Wadena
Douglas
Brown
Aitkin
Beltrami
Norman
Cass
Murray
Chippewa
SaintLouis
Morrison
Steele
Chisago
Clearwater
Goodhue
Traverse
Nobles
35108
35162
35234
35252
35270
35306
35324
35396
35468
35504
35522
35540
35576
35594
35666
35774
35882
35900
36584
36638
36656
35990
36008
36026
36062
36116
36152
36170
36188
36224
36260
36278
36332
36350
36386
36440
36458
36476
36512
36566
Leslie
Lessor
Leven
Lewis
Lexington
Libby
Liberty
Liberty
Liberty
Lida
Lien
Lima
Lime
LimeLake
Limestone
Lincoln
Lincoln
Lind
Linden
LindenGrove
Linsell
Linwood
Lisbon
Lismore
Litchfield
LittleElbow
LittleElk
LittleFalls
LittlePine
LittleRock
LittleSauk
Livonia
Lockhart
Lodi
Logan
Logan
London
LonePine
LoneTree
LongLake
Todd
Polk
Pope
MilleLacs
LeSueur
Aitkin
Beltrami
Itasca
Polk
OtterTail
Grant
Cass
BlueEarth
Murray
Lincoln
BlueEarth
Marshall
Roseau
Brown
SaintLouis
Marshall
Anoka
YellowMedicine
Nobles
Meeker
Mahnomen
Todd
Morrison
CrowWing
Nobles
Todd
Sherburne
Norman
Mower
Aitkin
Grant
Freeborn
Itasca
Chippewa
CrowWing
36674
36692
36764
36782
36872
36908
36926
36944
36962
36980
36998
37034
37052
37088
37106
37124
37142
37196
37214
37250
37340
37376
37394
37430
37466
37530
37538
37574
37646
37682
37718
37754
37790
37808
37844
37862
37916
37934
37952
37988
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTTOWNSHIPCODES
TOWNSHIP
COUNTY
NBIITEM4
TOWNSHIP
COUNTY
NBIITEM4
LongLake
LongLostLake
LongPrairie
LoonLake
Lorain
Louisville
Louisville
Louriston
Lowell
Lowville
Lucas
Lund
Lura
Lutsen
Luverne
Luxemburg
Lyle
Lynd
Lynden
Lynn
Lyons
Lyons
Lyra
Macsville
Macville
Madelia
Madison
Magnolia
Mahtowa
Maine
MainePrairie
Malmo
Malta
Malung
Mamre
Manannah
Manchester
Mandt
Manfred
Mankato
Watonwan
Clearwater
Todd
Cass
Nobles
RedLake
Scott
Chippewa
Polk
Murray
Lyon
Douglas
Faribault
Cook
Rock
Stearns
Mower
Lyon
Stearns
McLeod
Lyon
Wadena
BlueEarth
Grant
Aitkin
Watonwan
LacquiParle
Rock
Carlton
OtterTail
Stearns
Aitkin
BigStone
Roseau
Kandiyohi
Meeker
Freeborn
Chippewa
LacquiParle
BlueEarth
38024
38042
38078
38168
38204
38276
38294
38312
38330
38402
38438
38510
38528
38550
38582
38618
38672
38726
38780
38798
38834
38852
38870
39194
39212
39248
39284
39356
39464
39500
39518
39590
39608
39644
39662
39698
39734
39752
39788
39896
Mansfield
Manston
Mantorville
Mantrap
Manyaska
Maple
MapleGrove
MapleGrove
MapleLake
MapleRidge
MapleRidge
Mapleton
Maplewood
Marble
Marcell
Marion
MarshCreek
MarshGrove
Marshall
Marshan
Marshfield
Martin
Martinsburg
Mary
Marysland
Marysville
Mason
Max
Maxwell
May
May
Mayfield
MayhewLake
Mayville
Maywood
Mazeppa
McCauleyville
McCrea
McDavitt
McDonaldsville
Freeborn
Wilkin
Dodge
Hubbard
Martin
Cass
Becker
CrowWing
Wright
Beltrami
Isanti
BlueEarth
OtterTail
Lincoln
Itasca
Olmsted
Mahnomen
Marshall
Mower
Dakota
Lincoln
Rock
Renville
Norman
Swift
Wright
Murray
Itasca
LacquiParle
Cass
Washington
Pennington
Benton
Houston
Benton
Wabasha
Wilkin
Marshall
SaintLouis
Norman
39950
39968
40004
40022
40058
40076
40130
40148
40238
40274
40292
40328
40364
40436
40472
40616
40742
40778
40706
40724
40760
40796
40832
40868
40904
40940
40958
41066
41084
41102
41120
41156
41192
41228
41264
41300
38924
38942
38960
38978
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTTOWNSHIPCODES
TOWNSHIP
COUNTY
NBIITEM4
TOWNSHIP
COUNTY
NBIITEM4
McGregor
McKinley
McPherson
Meadow
MeadowBrook
Meadowlands
Meadows
Medford
Medo
Mehurin
Melrose
Melville
Meriden
Merton
Mickinock
MiddleRiver
Middletown
Middleville
Midway
Midway
Milaca
Milford
Millerville
Millward
Millwood
Milo
Milton
Miltona
Minden
Minerva
Minneiska
Minneola
Minneota
MinnesotaFalls
MinnesotaLake
Minnewaska
Minnie
Mission
MissionCreek
Mitchell
Aitkin
Cass
BlueEarth
Wadena
Cass
SaintLouis
Wilkin
Steele
BlueEarth
LacquiParle
Stearns
Renville
Steele
Steele
Roseau
Marshall
Jackson
Wright
Cottonwood
SaintLouis
MilleLacs
Brown
Douglas
Aitkin
Stearns
MilleLacs
Dodge
Douglas
Benton
Clearwater
Wabasha
Goodhue
Jackson
YellowMedicine
Faribault
Pope
Beltrami
CrowWing
Pine
Wilkin
39032
39104
39176
41336
41354
41390
41408
41444
41498
41516
41588
41624
41750
41840
41894
41930
41948
41966
42002
42056
42128
42182
42272
42300
42308
42326
42380
42416
42434
42452
43054
43072
43108
43180
43216
43342
43360
43468
43486
43522
Moe
Moland
Moltke
MoneyCreek
Monroe
Monson
Montgomery
Monticello
Moonshine
Moore
Moorhead
Moose
MooseCreek
MooseLake
MooseLake
MooseLake
MoosePark
MooseRiver
Moran
Moranville
Morcom
Morgan
Morken
Morrill
Morris
Morrison
Morristown
Morse
Morse
Moscow
Motley
Moulton
Mound
MoundPrairie
MountMorris
MountPleasant
MountVernon
MountainLake
Moyer
Moylan
Douglas
Clay
Sibley
Houston
Lyon
Traverse
LeSueur
Wright
BigStone
Stevens
Clay
Roseau
Clearwater
Beltrami
Carlton
Cass
Itasca
Marshall
Todd
Roseau
SaintLouis
Redwood
Clay
Morrison
Stevens
Aitkin
Rice
Itasca
SaintLouis
Freeborn
Morrison
Murray
Rock
Houston
Morrison
Wabasha
Winona
Cottonwood
Swift
Marshall
43558
43576
43612
43648
43666
43684
43756
43792
43828
43846
43882
43900
43918
43936
43972
43990
44008
44026
44062
44080
44098
44134
44170
44224
44260
44278
44314
44332
44350
44404
44440
44458
44494
44512
44602
44620
44656
44584
44674
44692
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTTOWNSHIPCODES
TOWNSHIP
COUNTY
NBIITEM4
TOWNSHIP
COUNTY
NBIITEM4
Mudgett
Mulligan
Munch
Munson
Murray
Nashville
Nashwauk
Nebish
Nelson
NelsonPark
Nereson
Nesbit
Ness
Nessel
Nevada
Nevis
NewAuburn
NewAvon
NewDosey
NewFolden
NewHartford
NewHaven
New
MilleLacs
Brown
Pine
Stearns
Murray
Martin
Itasca
Beltrami
Watonwan
Marshall
Roseau
Polk
SaintLouis
Chisago
Mower
Hubbard
Sibley
Redwood
Pine
Marshall
Winona
Olmsted
SaintLouis
Kandiyohi
Marshall
Scott
Pope
Waseca
Marshall
Nicollet
Fillmore
Freeborn
OtterTail
Pine
Nicollet
OtterTail
Wilkin
Dakota
CrowWing
Clearwater
44710
44746
44764
44800
44854
44962
44998
45088
45124
45142
45178
45214
45232
45250
45322
45358
45394
45412
45484
45538
45592
45610
45664
45700
45718
45754
45844
45880
45970
45988
45466
45934
46006
46132
46168
46240
46276
46330
46384
46438
Nora
Norden
Nordick
Nordland
Nordland
Nore
Norfolk
Norman
Norman
Normania
Normanna
North
NorthBranch
NorthFork
NorthGermany
NorthHero
NorthOttawa
NorthStar
NorthStar
Northern
Northfield
Northland
Northland
Norton
Norway
Norway
NorwayLake
NorwegianGrove
Numedal
Nunda
Oak
OakLawn
OakPark
OakValley
Oakland
Oakland
Oakport
Oakwood
O'Brien
Odessa
Pope
Pennington
Wilkin
Aitkin
Lyon
Itasca
Renville
Pine
YellowMedicine
YellowMedicine
SaintLouis
Pennington
Isanti
Stearns
Wadena
Redwood
Grant
Brown
SaintLouis
Beltrami
Rice
Polk
SaintLouis
Winona
Fillmore
Kittson
Kandiyohi
OtterTail
Pennington
Freeborn
Stearns
CrowWing
Marshall
OtterTail
Freeborn
Mahnomen
Clay
Wabasha
Beltrami
BigStone
46456
46510
46528
46546
46564
46582
46600
46618
46636
46690
46708
46762
46816
46960
46978
46996
47140
47248
47255
46906
46942
47032
47050
47374
47392
47410
47464
47482
47590
47608
47644
47824
47878
48004
47788
47806
47932
48022
48040
48076
NewLondon
NewMaine
NewMarket
NewPrairie
NewRichland
NewSolum
NewSweden
Newburg
Newry
Newton
Nickerson
Nicollet
Nidaros
Nilsen
Nininger
NokayLake
Nora
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTTOWNSHIPCODES
TOWNSHIP
COUNTY
NBIITEM4
TOWNSHIP
COUNTY
NBIITEM4
Odin
Ogema
Olney
Omro
Onamia
Onstad
Orange
Orion
Oronoco
Orrock
Orton
Ortonville
Orwell
Osage
Osakis
Osborne
Oscar
Osceola
Oshawa
Oshkosh
Oteneagen
Otisco
Otrey
Ottawa
OtterTail
OtterTail
Watonwan
Pine
Nobles
YellowMedicine
MilleLacs
Polk
Douglas
Olmsted
Olmsted
Sherburne
Wadena
BigStone
OtterTail
Becker
Douglas
Pipestone
OtterTail
Renville
Nicollet
YellowMedicine
Itasca
Waseca
BigStone
LeSueur
OtterTail
Cass
OtterTail
Steele
SaintLouis
Isanti
OtterTail
MilleLacs
Sherburne
Roseau
Renville
Pine
Clay
Marshall
Morrison
OtterTail
48112
48148
48274
48292
48328
48418
48472
48526
48616
48670
48688
48724
48742
48778
48814
48832
48850
48868
48922
48940
49048
49084
49120
49174
49228
49250
49264
49318
49336
49354
49408
49480
49534
49588
49606
49660
49678
49696
49714
49750
Parnell
Parnell
Partridge
Paxton
Paynesville
Peace
Pelan
Pelican
Pelican
PelicanLake
Pembina
Penn
Pepin
Pepperton
Pequaywan
PerchLake
Percy
Perham
Perry
PerryLake
Petersburg
PickerelLake
Pierz
Pike
PikeBay
PikeCreek
Pillsbury
PilotGrove
PilotMound
PineCity
PineIsland
PineLake
PineLake
PineLake
PineLake
PinePoint
PineRiver
Plainview
Platte
PlatteLake
Polk
Traverse
Pine
Redwood
Stearns
Kanabec
Kittson
CrowWing
OtterTail
Grant
Mahnomen
McLeod
Wabasha
Stevens
SaintLouis
Carlton
Kittson
OtterTail
LacquiParle
CrowWing
Jackson
Freeborn
Morrison
SaintLouis
Cass
Morrison
Swift
Faribault
Fillmore
Pine
Goodhue
Cass
Clearwater
OtterTail
Pine
Becker
Cass
Wabasha
Morrison
CrowWing
49840
49858
49876
49894
49984
50002
50074
50092
50110
50128
50218
50308
50362
50380
50389
50446
50452
50488
50524
50542
50578
50722
50794
50830
50848
50866
50920
50974
51010
51082
51154
51172
51190
51208
51226
51244
51298
51442
51478
51496
Otto
Owatonna
Owens
Oxford
Paddock
Page
Palmer
Palmville
Palmyra
Park
Parke
Parker
Parker
ParkersPrairie
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTTOWNSHIPCODES
TOWNSHIP
COUNTY
NBIITEM4
TOWNSHIP
COUNTY
NBIITEM4
PleasantGrove
PleasantHill
PleasantMound
PleasantPrairie
PleasantValley
PleasantView
Pliny
Pohlitz
Pokegama
PolkCentre
Polonia
PommedeTerre
Pomroy
Pomroy
PontoLake
Poplar
PoplarGrove
PoplarRiver
Popple
PoppleGrove
Poppleton
PortHope
Portage
Posen
Powers
PrairieLake
PrairieView
Prairieville
Preble
Prescott
Preston
PrestonLake
Princeton
Prior
Providence
Pulaski
Queen
Quincy
Quiring
RabbitLake
Olmsted
Winona
BlueEarth
Martin
Mower
Norman
Aitkin
Roseau
Pine
Pennington
Roseau
Grant
Itasca
Kanabec
Cass
Cass
Roseau
RedLake
Clearwater
Mahnomen
Kittson
Beltrami
SaintLouis
YellowMedicine
Cass
SaintLouis
Wilkin
Brown
Fillmore
Faribault
Fillmore
Renville
MilleLacs
BigStone
LacquiParle
Morrison
Polk
Olmsted
Beltrami
CrowWing
51550
51568
51604
51622
51640
51658
51694
51748
51784
51802
51820
51838
51856
51874
51928
51964
51982
52000
52018
52054
52072
52162
52090
52180
52252
52306
52324
52342
52396
52432
52468
52486
52540
52576
52702
52720
52774
52792
52828
52855
Racine
Randolph
Ransom
Rapidan
Ravenna
Raymond
RedEye
RedLakeFalls
RedRock
Redpath
RedwoodFalls
Reine
Reiner
Reis
Remer
Rendsville
Reno
Reynolds
Rheiderland
Rhinehart
Rice
RiceLake
RiceRiver
Riceland
Riceville
RichValley
Richardson
Richardville
Richland
Richmond
Richwood
Ridgely
Ripley
Ripley
River
RiverFalls
Riverdale
Riverside
Riverton
Roberts
Mower
Dakota
Nobles
BlueEarth
Dakota
Stearns
Wadena
RedLake
Mower
Traverse
Redwood
Roseau
Pennington
Polk
Cass
Stevens
Pope
Todd
Chippewa
Polk
Clearwater
SaintLouis
Aitkin
Freeborn
Becker
McLeod
Morrison
Kittson
Rice
Winona
Becker
Nicollet
Dodge
Morrison
RedLake
Pennington
Watonwan
LacquiParle
Clay
Wilkin
52900
53116
53152
53206
53260
53314
53422
53494
53584
53548
53674
53728
53746
53764
53800
53818
53854
53926
53962
53980
54016
54060
54106
54088
54142
54322
54178
54196
54250
54286
54376
54430
54502
54520
54538
54574
54556
54646
54718
54826
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTTOWNSHIPCODES
TOWNSHIP
COUNTY
NBIITEM4
TOWNSHIP
COUNTY
NBIITEM4
Rochester
Rock
RockDell
RockLake
Rockford
Rocksbury
Rockwell
Rockwood
Rockwood
Rogers
RollingForks
RollingGreen
Rollingstone
Rollis
Rome
Roome
Roosevelt
Roosevelt
Roscoe
RoseDell
RoseHill
Rosebud
Rosedale
Roseland
Rosendale
Roseville
Roseville
Rosewood
Rosing
Ross
RossLake
Rost
RoundGrove
RoundLake
RoundLake
RoundPrairie
Royal
Royalton
Runeberg
RushLake
Olmsted
Pipestone
Olmsted
Lyon
Wright
Pennington
Norman
Hubbard
Wadena
Cass
Pope
Martin
Winona
Marshall
Faribault
Polk
Beltrami
CrowWing
Goodhue
Rock
Cottonwood
Polk
Mahnomen
Kandiyohi
Watonwan
Grant
Kandiyohi
Chippewa
Morrison
Roseau
CrowWing
Jackson
McLeod
Becker
Jackson
Todd
Lincoln
Pine
Becker
OtterTail
54898
54916
54988
55042
55024
55060
55114
55132
55150
55168
55240
55258
55294
55330
55348
55384
55402
55420
55492
55654
55672
55564
55618
55708
55780
55816
55834
55870
55906
55942
55978
55996
56032
56050
56068
56122
56158
56194
56248
56320
Rushseba
Russia
Rutland
SacredHeart
Sago
SaintCharles
SaintGeorge
SaintJames
SaintJohns
SaintJoseph
SaintJoseph
SaintLawrence
SaintMartin
SaintMary
SaintMathias
SaintOlaf
SaintVincent
SaintWendel
Salem
Salem
Salo
SanFrancisco
SandCreek
SandLake
Sanders
Sandnes
Sandstone
Sandsville
Sandy
Sanford
Santiago
Saratoga
Sargeant
SaukCentre
SaukRapids
Savannah
Scambler
Scandia
ScandiaValley
Schoolcraft
Chisago
Polk
Martin
Renville
Itasca
Winona
Benton
Watonwan
Kandiyohi
Kittson
Stearns
Scott
Stearns
Waseca
CrowWing
OtterTail
Kittson
Stearns
Cass
Olmsted
Aitkin
Carver
Scott
Itasca
Pennington
YellowMedicine
Pine
Polk
SaintLouis
Grant
Sherburne
Winona
Mower
Stearns
Benton
Becker
OtterTail
Polk
Morrison
Hubbard
56392
56446
56500
56590
56644
56806
56986
57058
57076
57112
57148
57184
57256
57274
57328
57382
58162
58198
58216
58234
58270
58486
58324
58360
58342
58378
58414
58432
58450
58468
58522
58558
58594
58666
58702
58756
58864
58882
58918
58972
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTTOWNSHIPCODES
TOWNSHIP
COUNTY
NBIITEM4
TOWNSHIP
COUNTY
NBIITEM4
Schroeder
Sciota
Scott
Seavey
Seely
Selma
Severance
Seward
Shafer
Shamrock
Shaokatan
Sharon
Shelburne
Shelby
Sheldon
ShellLake
ShellRiver
ShellRock
Shelly
Sheridan
Sherman
Shetek
Shevlin
Shible
Shieldsville
Shingobee
Shooks
Shotley
Sibley
Sigel
Silver
SilverBrook
SilverCreek
SilverCreek
SilverLake
SilverLeaf
Silverton
Sinclair
Sinnott
SiouxAgency
Cook
Dakota
Stevens
Aitkin
Faribault
Cottonwood
Sibley
Nobles
Chisago
Aitkin
Lincoln
LeSueur
Lyon
BlueEarth
Houston
Becker
Wadena
Freeborn
Norman
Redwood
Redwood
Murray
Clearwater
Swift
Rice
Cass
Beltrami
Beltrami
Sibley
Brown
Carlton
Carlton
Lake
Wright
Martin
Becker
Pennington
Clearwater
Marshall
YellowMedicine
58999
59008
59044
59134
59206
59224
59242
59260
59332
59368
59377
59386
59440
59458
59494
59512
59530
59548
59584
59656
59692
59764
59800
59818
59854
59872
59926
60070
60124
60160
60232
60268
60304
60340
60412
60430
60448
60502
60520
60538
SiouxValley
SixMileGrove
Skagen
Skandia
Skane
Skelton
Skree
Slater
Slayton
Sletten
Smiley
SmokyHollow
Sodus
Solem
Soler
Solway
Somerset
SouthBend
SouthBranch
SouthFork
SouthHarbor
SouthRedRiver
Southbrook
Southside
Spalding
Spang
Sparta
Spencer
SpencerBrook
SplitRock
Splithand
SpringBrook
SpringCreek
SpringCreek
SpringGrove
SpringHill
SpringLake
SpringPrairie
SpringValley
Springdale
Jackson
Swift
Roseau
Murray
Kittson
Carlton
Clay
Cass
Murray
Polk
Pennington
Cass
Lyon
Douglas
Roseau
SaintLouis
Steele
BlueEarth
Watonwan
Kanabec
MilleLacs
Kittson
Cottonwood
Wright
Aitkin
Itasca
Chippewa
Aitkin
Isanti
Carlton
Itasca
Kittson
Becker
Norman
Houston
Stearns
Scott
Clay
Fillmore
Redwood
60574
60592
60610
60628
60646
60664
60718
60790
60826
60880
60898
60970
61042
61078
61096
61132
61150
61240
61276
61348
61384
61456
61294
61510
61546
61564
61582
61654
61672
61708
61700
61744
61762
61780
61870
61906
61978
62032
62122
61798
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTTOWNSHIPCODES
TOWNSHIP
COUNTY
NBIITEM4
TOWNSHIP
COUNTY
NBIITEM4
Springfield
Springvale
Springwater
Spruce
SpruceGrove
SpruceGrove
SpruceHill
SpruceValley
Stafford
Stanchfield
Stanford
Stanley
Stanton
Staples
Star
StarLake
Stark
Stately
SteamboatRiver
Steenerson
Sterling
Stevens
Stillwater
Stockholm
Stokes
Stokes
Stoneham
StoneyBrook
StonyBrook
StonyRiver
StonyRun
Storden
StowePrairie
StraightRiver
Strand
Sturgeon
SturgeonLake
SugarBush
SugarBush
Sullivan
Cottonwood
Isanti
Rock
Roseau
Becker
Beltrami
Douglas
Marshall
Roseau
Isanti
Isanti
Lyon
Goodhue
Todd
Pennington
OtterTail
Brown
Brown
Hubbard
Beltrami
BlueEarth
Stevens
Washington
Wright
Itasca
Roseau
Chippewa
SaintLouis
Grant
Lake
YellowMedicine
Cottonwood
Todd
Hubbard
Norman
SaintLouis
Pine
Becker
Beltrami
Polk
61834
62086
62140
62158
62212
62230
62248
62266
62338
62347
62374
62392
62428
62464
62482
62554
62518
62590
62618
62680
62716
62752
62842
62878
62914
62932
62950
62968
62986
62995
63004
63040
63058
63076
63094
63202
63238
63256
63274
63310
Summit
Summit
SummitLake
Sumner
Sumter
Sundal
Sundown
Sunnyside
Sunrise
Svea
Sverdrup
SwanLake
SwanRiver
Swanville
SwedeGrove
SwedePrairie
SwedesForest
Sweet
Swenoda
Sylvan
Synnes
Tabor
Tamarac
Tanberg
Tansem
Tara
Tara
Taylor
Taylor
Tegner
Teien
TenLake
TenMileLake
Tenhassen
Terrebonne
ThiefLake
ThirdRiver
Thomastown
Thompson
Thomson
Beltrami
Steele
Nobles
Fillmore
McLeod
Norman
Redwood
Wilkin
Chisago
Kittson
OtterTail
Stevens
Morrison
Morrison
Meeker
YellowMedicine
Redwood
Pipestone
Swift
Cass
Stevens
Polk
Marshall
Wilkin
Clay
Swift
Traverse
Beltrami
Traverse
Kittson
Kittson
Beltrami
LacquiParle
Martin
RedLake
Marshall
Itasca
Wadena
Kittson
Carlton
63328
63364
63400
63418
63436
63508
63526
63562
63616
63652
63688
63724
63760
63796
63832
63850
63868
63886
63904
63958
63976
64030
64138
64174
64192
64228
64246
64291
64300
64336
64354
64390
64408
64372
64498
64552
64606
64624
64642
64768
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTTOWNSHIPCODES
TOWNSHIP
COUNTY
NBIITEM4
TOWNSHIP
COUNTY
NBIITEM4
Thorpe
ThreeLakes
ThunderLake
Timothy
Tintah
ToadLake
Todd
Tofte
Toivola
Toqua
Tordenskjold
Torning
Torrey
Transit
Traverse
Trelipe
Trondhjem
TroutLake
Troy
Troy
Tumuli
Tunsberg
Turner
TurtleCreek
TurtleLake
TurtleLake
TurtleRiver
TwinLakes
TwinLakes
TwoInlets
TwoRivers
Tynsid
Tyro
Tyrone
Udolpho
Ulen
Underwood
Union
UnionGrove
Urness
Hubbard
Redwood
Cass
CrowWing
Traverse
Becker
Hubbard
Cook
SaintLouis
BigStone
OtterTail
Swift
Cass
Sibley
Nicollet
Cass
OtterTail
Itasca
Pipestone
Renville
OtterTail
Chippewa
Aitkin
Todd
Beltrami
Cass
Beltrami
Carlton
Mahnomen
Becker
Morrison
Polk
YellowMedicine
LeSueur
Mower
Clay
Redwood
Houston
Meeker
Douglas
64804
64822
64876
64930
64966
65002
65038
65065
65146
65200
65218
65236
65254
65380
65416
65434
65524
65596
65614
65632
65686
65704
65722
65740
65758
65776
65812
65902
65929
66010
66028
66064
66082
66100
66118
66154
66190
66208
66226
66406
Utica
Vail
Vallers
Valley
VanBuren
Vasa
Vega
Veldt
Verdi
Verdon
VermilionLake
Vermillion
Vernon
VernonCenter
Verona
Vesta
Victor
Viding
Vienna
Viking
Villard
Vineland
Viola
Vivian
Waasa
Wabana
Wabedo
Waconia
Wacouta
Wadena
Wagner
Wakefield
Walcott
Walden
Walden
Walls
WalnutLake
Walter
Waltham
Walworth
Winona
Redwood
Lyon
Marshall
SaintLouis
Goodhue
Marshall
Marshall
Lincoln
Aitkin
SaintLouis
Dakota
Dodge
BlueEarth
Faribault
Redwood
Wright
Clay
Rock
Marshall
Todd
Polk
Olmsted
Waseca
SaintLouis
Itasca
Cass
Carver
Goodhue
Wadena
Aitkin
Stearns
Rice
Cass
Pope
Traverse
Faribault
LacquiParle
Mower
Becker
66442
66478
66496
66514
66586
66640
66676
66694
66730
66748
66784
66820
66892
66928
66946
67000
67018
67054
67072
67108
67162
67198
67270
67324
67342
67360
67414
67450
67486
67522
67540
67630
67666
67684
67702
67828
67864
67882
67936
67954
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTTOWNSHIPCODES
TOWNSHIP
COUNTY
NBIITEM4
TOWNSHIP
COUNTY
NBIITEM4
Wanamingo
Wang
Wanger
Ward
Warren
Warrenton
Warsaw
Warsaw
Washington
WashingtonLake
Wasioja
Waskish
Watab
Waterbury
Waterford
Watertown
Waterville
Watopa
Waukenabo
Waukon
Waverly
Wawina
Wealthwood
Webster
Weimer
Welch
Wellington
Wells
Wergeland
WestAlbany
WestBank
WestHeronLake
WestLakeland
WestNewton
WestUnion
WestValley
Westbrook
Westerheim
Western
Westfield
Goodhue
Renville
Marshall
Todd
Winona
Marshall
Goodhue
Rice
LeSueur
Sibley
Dodge
Beltrami
Benton
Redwood
Dakota
Carver
LeSueur
Wabasha
Aitkin
Norman
Martin
Itasca
Aitkin
Rice
Jackson
Goodhue
Renville
Rice
YellowMedicine
Wabasha
Swift
Jackson
Washington
Nicollet
Todd
Marshall
Cottonwood
Lyon
OtterTail
Dodge
67990
68026
68044
68098
68188
68206
68242
68278
68350
68368
68404
68440
68476
68494
68530
68566
68602
68638
68692
68728
68746
68800
68872
68962
69016
69052
69088
69124
69160
69178
69214
69484
69520
69556
69754
69772
69268
69412
69430
69448
Westford
Westline
Westport
Westside
Wheatland
Wheeling
White
WhiteBear
WhiteBearLake
WhiteEarth
WhiteOak
WhitePine
Whited
Whitefield
Whiteford
Whitewater
WildRice
Wildwood
Wilkinson
Williams
Willmar
WillowLake
WillowValley
Wilma
Wilmington
Wilmont
Wilson
Wilson
Wilton
Winchester
Windemere
Windom
Windsor
Winfield
WingRiver
Winger
Winnebago
WinnebagoCity
Winsor
Winsted
Martin
Redwood
Pope
Nobles
Rice
Rice
SaintLouis
Ramsey
Pope
Becker
Hubbard
Aitkin
Kanabec
Kandiyohi
Marshall
Winona
Norman
Itasca
Cass
Aitkin
Kandiyohi
Redwood
SaintLouis
Pine
Houston
Nobles
Cass
Winona
Waseca
Norman
Pine
Mower
Traverse
Renville
Wadena
Polk
Houston
Faribault
Clearwater
McLeod
69466
69538
69646
69718
69826
69862
69898
69916
69952
70024
70114
70132
69988
70078
70096
70168
70276
70306
70348
70384
70438
70474
70510
70528
70564
70600
70654
70690
70744
70762
70780
70816
70834
70852
70906
70888
70960
70978
71068
71104
StateOfMinnesota |
APPENDIX G
OCTOBER2014
MNDOTTOWNSHIPCODES
TOWNSHIP
COUNTY
NBIITEM4
TOWNSHIP
COUNTY
NBIITEM4
Wirt
Wisconsin
Wiscoy
WolfLake
Wolford
Wolverton
WoodLake
Woodland
Woodrow
Woodrow
Woods
Woodside
Woodside
Woodville
Workman
Worthington
Itasca
Jackson
Winona
Becker
CrowWing
Wilkin
YellowMedicine
Wright
Beltrami
Cass
Chippewa
OtterTail
Polk
Waseca
Aitkin
Nobles
71194
71212
71230
71356
71374
71410
71464
71554
71590
71608
71626
71644
71662
71698
71716
71752
Wrenshall
Wright
Wuori
Wyandotte
Wyanett
Wykeham
Wylie
Wyoming
Carlton
Marshall
SaintLouis
Pennington
Isanti
Todd
RedLake
Chisago
LacquiParle
Fillmore
Carver
Houston
Stearns
Wabasha
Goodhue
71806
71842
71869
71878
71896
71932
71986
72040
72058
72076
72130
72166
72256
72292
72346
YellowBank
York
YoungAmerica
Yucatan
Zion
Zumbro
Zumbrota
StateOfMinnesota |
APPENDIX H
OCTOBER2014
APPENDIXHHIGHANGLERESCUEEQUIPMENT
StateofMinnesota |
HighAngleRescueEquipment
Thefollowingisalistofequipmentbasketoperatorsandpassengersshouldconsidercarryingtomaximizetheirchanceof
recoveryincaseofacatastrophicfailureoraccident.Thisequipmentshouldonlybeusedbypersonnelwhohavebeen
trainedinitsproperuse.Theequipmentisavailableineachsnoopertruck.Theminimumhighanglerescueequipment
requiredinthebasketwhenoperatingthesnooperbasketsarethe4to1rescuestrapandthetelescopingrescuepole.The
followinglistismoreequipmentthatshouldbeconsideredduringsnooperoperation.
Thebagwiththein.sterling150rescuerope(Photo1).Insidethebagwiththerope,oronalockingcarabineerattached
toeitherthebagorananchoragepointinthesnooperbasketshouldbethePetzlIDdescenderbelaydevice(Photo2),left
andrighthandPetzlascenders/carabineers(Photo3)withanorange(short)andblue(long)prusik(Photo4),andthe
rescuestrapwithutilityshears(Photo5).
Therescueropescarabineershouldbeattachedtothebasketsanchorpointimmediatelyuponstartingtheunderbridge
maintenanceorinspectiontask.Theropebagmeasures1012widebyapprox.18tallandthereshouldberoomfor
theabovementionedequipmentifyoushouldwanttokeepitallbaggedtogether.Theropeandequipmentifkept
togethershouldnotinterferewiththeinspectionormaintenancetaskbeingperformed.
Photo1BagwithSterling150RescueRope

Photo2PetzlIDDescenderBelayDevice
Photo3LeftandRightHandPetzlAscenders/Carabineers

Photo4orange(short)andblue(long)prusik
Photo5RescueStrapwithutilityShears
APPENDIX I
OCTOBER2014
APPENDIXIOSHAREGULATIONSPERTAININGTOWORKNEAR
OVERHEADPOWERLINES
StateofMinnesota |
OSHARegulationsPertainingtoWorkNearOverheadPowerLines
1926.550(a)(15)
Exceptwhereelectricaldistributionandtransmissionlineshavebeendeenergizedandvisiblygroundedatpoint
ofworkorwhereinsulatingbarriers,notapartoforanattachmenttotheequipmentormachinery,havebeen
erectedtopreventphysicalcontactwiththelines,equipmentormachinesshallbeoperatedproximateto
powerlinesonlyinaccordancewiththefollowing:
1926.550(a)(15)(i)
Forlinesrated50kV.orbelow,minimumclearancebetweenthelinesandanypartofthecraneorloadshallbe
10feet;
1926.550(a)(15)(ii)
Forlinesratedover50kV.minimumclearancebetweenthelinesandanypartofthecraneorloadshallbe10
feetplus0.4inchforeach1kV.over50kV.ortwicethelengthofthelineinsulator,butneverlessthan10feet;
1926.550(a)(15)(iii)
Intransitwithnoloadandboomlowered,theequipmentclearanceshallbeaminimumof4feetforvoltages
lessthan50kV.,and10feetforvoltagesover50kV.,uptoandincluding345kV.,and16feetforvoltagesupto
andincluding750kV.
APPENDIX J
OCTOBER2014
APPENDIXJCODEOFFEDERALREGULATIONSTITLE29
1926.502(d)
StateofMinnesota |
CodeofFederalRegulationsTitle291926.502(d)
1926.50229(d)CFRCh.XVII(7101Edition)
(d)Personalfallarrestsystems.Personalfall
arrestsystemsandtheiruseshallcomplywith
theprovisionssetforthbelow.Effective
January1,1998,bodybeltsarenotacceptable
aspartofapersonalfallarrestsystem.Note:
Theuseofabodybeltinapositioningdevice
systemisacceptableandisregulatedunder
paragraph(e)ofthissection.
(1)Connectorsshallbedropforged,pressedor
formedsteel,ormadeofequivalentmaterials.
(2)Connectorsshallhaveacorrosionresistant
finish,andallsurfacesandedgesshallbe
smoothtopreventdamagetointerfacingparts
ofthesystem.
(3)Deeringsandsnaphooksshallhavea
minimumtensilestrengthof5,000pounds
(22.2kN).
(4)Deeringsandsnaphooksshallbeproof
testedtoaminimumtensileloadof3,600
pounds(16kN)withoutcracking,breaking,or
takingpermanentdeformation.
(5)Snaphooksshallbesizedtobecompatible
withthemembertowhichtheyareconnected
topreventunintentionaldisengagementofthe
snaphookbydepressionofthesnaphook
keeperbytheconnectedmember,orshallbea
lockingtypesnaphookdesignedandusedto
preventdisengagementofthesnaphookby
thecontactofthesnaphookkeeperbythe
connectedmember.EffectiveJanuary1,1998,
onlylockingtypesnaphooksshallbeused.
(6)Unlessthesnaphookisalockingtypeand
designedforthefollowingconnections,
snaphooksshallnotbeengaged:
(i)directlytowebbing,ropeorwirerope;
(ii)toeachother;
(iii)toaDeeringtowhichanothersnaphook
orotherconnectorisattached;
(iv)toahorizontallifeline;or
(v)toanyobjectwhichisincompatiblyshaped
ordimensionedinrelationtothesnaphook
suchthatunintentionaldisengagementcould
occurbytheconnectedobjectbeingableto
depressthesnaphookkeeperandrelease
itself.
7)Onsuspendedscaffoldsorsimilarwork
platformswithhorizontallifelineswhichmay
becomeverticallifelines, thedevicesusedto
connecttoahorizontallifelineshallbe
capableoflockinginbothdirectionsonthe
lifeline.
(8)Horizontallifelinesshallbedesigned,
installed,andused,underthesupervisionof
aqualifiedperson,aspartofacomplete
personalfallarrestsystem,whichmaintainsa
safetyfactorofatleasttwo.
(9)Lanyardsandverticallifelinesshallhavea
minimumbreakingstrengthof5,000pounds
(22.2kN).
(10)(i)Exceptasprovidedinparagraph
(d)(10)(ii)ofthissection,whenvertical
lifelinesareused,eachemployeeshallbe
attachedtoaseparatelifeline.
(ii)Duringtheconstructionofelevatorshafts,
twoemployeesmaybeattachedtothesame
lifelineinthehoistway,providedboth
employeesareworkingatopafalsecarthatis
equippedwithguardrails;thestrengthofthe
lifelineis10,000pounds[5,000poundsper
employeeattached](44.4kN);andallother
criteriaspecifiedinthisparagraphforlifelines
havebeenmet.
(11)Lifelinesshallbeprotectedagainstbeing
cutorabraded.
(12)Selfretractinglifelinesandlanyards
whichautomaticallylimitfreefalldistanceto
2feet(0.61m)orlessshallbecapableof
sustainingaminimumtensileloadof3,000
pounds(13.3kN)appliedtothedevicewith
thelifelineorlanyardinthefullyextended
position.
(13)Selfretractinglifelinesandlanyards
whichdonotlimitfreefalldistanceto2feet
(0.61m)orless,ripstitchlanyards,and
tearinganddeforminglanyardsshallbe
capableofsustainingaminimumtensileload
of5,000pounds(22.2kN)appliedtothe
devicewiththelifelineorlanyardinthefully
extendedposition.
(14)Ropesandstraps(webbing)usedin
lanyards,lifelines,andstrengthcomponents
ofbodybeltsandbodyharnessesshallbe
madefromsyntheticfibers.
(15)Anchoragesusedforattachmentof
personalfallarrestequipmentshallbe
independentofanyanchoragebeing usedto
supportorsuspendplatformsandcapableof
supportingatleast5,000pounds(22.2kN)per
employeeattached,orshallbedesigned,
installed,andusedasfollows:
(i)aspartofacompletepersonalfallarrest
systemwhichmaintainsasafetyfactorofat
leasttwo;and
(ii)underthesupervisionofaqualified
person.
(16)Personalfallarrestsystems,when
stoppingafall,shall:
(i)limitmaximumarrestingforceonan
employeeto900pounds(4kN)whenused
withabodybelt;
(ii)limitmaximumarrestingforceonan
employeeto1,800pounds(8kN)whenused
withabodyharness;
(iii)beriggedsuchthatanemployeecan
neitherfreefallmorethan6feet(1.8m),nor
contactanylowerlevel;
(iv)bringanemployeetoacompletestopand
limitmaximumdecelerationdistancean
employeetravelsto3.5feet(1.07m);and,
(v)havesufficientstrengthtowithstandtwice
thepotentialimpactenergyofanemployee
freefallingadistanceof6feet(1.8m),orthe
freefalldistancepermittedbythesystem,
whicheverisless.
NOTE:Ifthepersonalfallarrestsystemmeets
thecriteriaandprotocolscontainedin
AppendixCtosubpartM,andifthesystemis
beingusedbyanemployeehavingacombined
personandtoolweightoflessthan310
pounds(140kg),thesystemwillbeconsidered
tobeincompliancewiththeprovisionsof
paragraph(d)(16)ofthissection.Ifthesystem
isusedbyanemployeehavingacombinedtool
andbodyweightof310pounds(140kg)or
more,thentheemployermustappropriately
modifythecriteriaandprotocolsofthe
Appendixtoprovideproperprotectionforsuch
heavierweights,orthesystemwillnotbe
deemedtobeincompliancewiththe
requirementsofparagraph(d)(16)ofthis
section.
(17)Theattachmentpointofthebodybelthall
belocatedinthecenterofthewearersback.
Theattachmentpointofthebodyharnessshall
belocatedinthecenterofthewearersback
nearshoulderlevel,orabovethewearers
head.
(18)Bodybelts,harnesses,andcomponents
shallbeusedonlyforemployeeprotection
(aspartofapersonalfallarrestsystemor
positioningdevicesystem)andnottohoist
materials.
(19)Personalfallarrestsystemsand
componentssubjectedtoimpactloadingshall
beimmediatelyremovedfromserviceand
shallnotbeusedagainforemployee
protectionuntilinspectedanddeterminedby
acompetentpersontobeundamagedand
suitableforreuse.
(20)Theemployershallprovidefor
promptrescueofemployeesinthe
eventofafallorshallassurethatemployees
areabletorescuethemselves.
(21)Personalfallarrestsystemsshall
beinspectedpriortoeachuseforwear,
damageandotherdeterioration,and
defectivecomponentsshallberemoved
fromservice.
(22)Bodybeltsshallbeatleastone
andfiveeighths(158)inches(4.1cm)
wide.
(23)Personalfallarrestsystemsshall
notbeattachedtoguardrailsystems,
norshalltheybeattachedtohoistsexceptas
specifiedinothersubpartsof
thispart.
(24)Whenapersonalfallarrestsystem
isusedathoistareas,itshallbe
riggedtoallowthemovementofthe
employeeonlyasfarastheedgeofthe
walking/workingsurface.of3,600pounds(16
kN)withoutcracking,
breaking,ortakingpermanentdeformation.
(7)Snaphooksshallbesizedtobe
compatiblewiththemembertowhichthey
areconnectedtopreventunintentional
disengagementofthesnaphookby
depressionofthesnaphookkeeperbythe
connectedmember,orshallbealockingtype
snaphookdesignedandusedtoprevent
disengagementofthesnaphookbythe
contactofthesnaphookkeeperbythe
connectedmember.AsofJanuary1,1998,
onlylockingtypesnaphooksshallbeused.
(8)Unlessthesnaphookisalockingtypeand
designedforthefollowingconnections,
snaphooksshallnotbeengaged:
(i)directlytowebbing,ropeorwire
rope;
(ii)toeachother;
(iii)toaDeeringtowhichanothersnaphook
orotherconnectorisattached;
(iv)toahorizontallifeline;or

(v)toanyobjectwhichisincompatibly
shapedordimensionedinrelationtothe
snaphooksuchthatunintentional
disengagementcouldoccurbytheconnected
objectbeingabletodepressthesnaphook
keeperandreleaseitself.
(9)Positioningdevicesystemsshallbe
inspectedpriortoeachuseforwear,damage,
andotherdeterioration,anddefective
componentsshallberemovedfromservice.
(10)Bodybelts,harnesses,andcomponents
shallbeusedonlyforemployeeprotection(as
partofapersonalfallarrestsystemor
positioningdevicesystem)andnottohoist
materials.
APPENDIX K
OCTOBER2014
APPENDIXKMINNESOTADEPARTMENTOFTRANSPORTATION
SAFETYDIRECTIVENO.0803
StateofMinnesota |
MinnesotaDepartmentofTransportationSafetyDirectiveNo.0803
Subject:Workingoverornexttowaterways.
Purpose:Toprovideguidanceandestablishsafetyrequirementsforemployeeswhohavetoworkoverornext
towaterways.
Scope:ThisdirectivecoversworksitesthathaveonlyMnDOTemployeesworkingonthem.
Background:Workingoverwaterornexttowaterhasleadtomanydiscussionsregardingwhatthesafety
requirementsareforemployeesworkingundertheseconditions.Sometheinformationiscontradictoryin
natureanditisunclearwhichOSHAregulationsapplytothedifferentworkscenariosencounteredbyMnDOT
employees.TheOSHAconstructionregulationsaddresstheissueunder1926.106,buttheOSHAgeneralindustry
standardsdonotaddresstheissue.MostofMnDOTsactivityinvolvingworkoverwaterismaintenancework
whichiscoveredbythegeneralindustrystandards.
Mostofthecontroversyregardingworkingoverwaterhastodowiththreeissues;(1)whenisapersonal
floatationdevice(PFD)required,(2)whendoesaringbuoyneedtobemadeavailable,and(3)whenisaboator
skiffrequiredtobereadilyavailabletofacilitatearapidwaterrescue.TheOSHAgeneralindustrystandardsdo
notspecificallyaddressanyoftheseissues.HoweveraPFDwouldbeconsideredatypeofpersonalprotective
equipmentandwouldhavetobeprovidedandwornwhenanemployeeisexposedtoadrowninghazard.The
OSHAconstructionstandardsdoaddressallthreeoftheseissuesandrequiresthatallthreebeprovidedwhen
employeesareworkingoverwater;howeverFederalOSHAinterpretationswaivethePFDrequirementwhen
employeesareprotectedbycontinuousfallprotectionthatwillpreventemployeesfromfalling.FederalOSHA
hasnotissuedanyinterpretationswaivingtheboatrequirementwhencontinuousfallprotectionisused.
FederalOSHAsexpectationisthataboatbeprovidedwheneverconstructionworkisbeingdoneoverwater.
GiventhechallenginggeographiclocationsandthedifferenttypesofwaterwaysMnDOTworksover,providinga
boatwillnotalwaysbefeasibleorsafe.Thisdirectivewillprovideguidanceonwhenaboatwillberequired.
Anotherconfusingissuehastodowithwhatareconsideredmaintenanceactivitiesverseswhatis
constructionwork.TheOSHAregulationsdefineconstructionworkasconstruction,alteration,and/or
repair,includingpaintinganddecorating.TheOSHAregulationsdonotprovideadefinitionofmaintenance,
noracleardistinctionbetweentermssuchasmaintenance,repair,orrefurbishment,howeverinoneof
theirdirectivesFederalOSHAstates;maintenanceactivitiescanbedefinedas;makingorkeepingastructure,
fixtureorfoundation(substrates)inproperconditioninaroutine,scheduled,oranticipatedfashion.This
definitionimplieskeepingequipmentworkinginitsexistingstate,i.e.,preventingitsfailureordecline.
TherearemanyactivitiesatMnDOTthatareroutineandanticipatedwhichcanbeeasilycategorizedas
maintenanceactivities.Forthoseactivitiesthatdonotclearlyfallundermaintenanceworktheywillhavetobe
evaluatedonacasebycasebasis.Thisdirectivewillhelpwiththatevaluationandoutlinesafetyrequirements
forallworkoverwaterornexttowaterway
References: 29CFR1926.106
29CFR1910.132
FederalOSHAStandardInterpretation,08/11/1994Constructionvs.Maintenance
FederalOSHAStandardInterpretation,12/06/1991Whenalifesavingskiffistobeconsidered
asbeingimmediatelyavailable.
Action:Whenasupervisorreceivesaworkassignmentthatinvolvesworkingoverornearawaterwaythe
supervisormustmakeadeterminationiftheworkwillbeconsideredmaintenanceactivityorconstruction
activity.BridgeSafetyInspectionswillbeconsideredmaintenanceactivity.Bridgeinspectionsrelatedtothe
monitoringofacontractorsjobarenotcoveredbythisdirective.
Work,includingbridgesafetyinspections,willbeconsideredmaintenanceactivitywhentheactivitymeetsthe
followingcriteria:
Itisworkdoneforthepurposesofmakingorkeepingastructure,fixtureorfoundation(substrates)inproper
conditioninaroutine,scheduled,oranticipatedfashion.Workthatisdonetokeepastructureinitsexisting
state,preventingfailureordecline.
Workthatdoesnotmeetthesecriteriawillbeconsideredconstructionwork.Ininstanceswhereanactivity
cannoteasilybeclassifiedasconstructionormaintenance,theactivityshouldbeclassifiedtoallowthe
applicationofthemorestringentrequirements.
PFDUseRequirementsDuringMaintenanceActivity
WorkingoverwaterWhenemployeesareworkingoverwatertheymustbeprotectedfromfallingregardless
ofthefalldistancetothewater,andregardlessofthewaterdepth.Fallprotectioncanbeintheformofa
guardrailsystem,apersonalfallarrestsystem,safetynet,orarestraintsystem.Employeesmustbe
continuouslyprotected.
Whenfallprotectionisused100%ofthetimetheuseofaPFDisoptional.Employeesworkingfromasnooper
basketmustbeprotectedfromfallingwithapersonalfallarrestsystemthatprovides100%fallprotectionallof
thetime.
Insituationswhereanemployeewillbedoingworkorconductinganinspectionthatrequiresthemorcould
resultinthemputtingtheirbodypasttheverticalplaneoftheguardrail,employeeswillberequiredtouse
secondaryfallprotectionintheformofapersonalfallarrestsystemregardlessoftheguardrailheight.
WorkingnexttowaterEmployeesworkingnexttothewatermayhavetowearaPFD.Ifthesupervisor
determinesthatthereisahazardoffalling,slipping,orslidingintothewater,aPFDand/orarestraintsystem
willhavetobeused.Thingsthatneedtobeconsideredwhenassessingthehazardlevelare;slopeof
embankmentatthewatersedge,depthofwateratwatersedge,watercurrent,typeofterrainon
embankment.PFDsandrestraintsystemswillbeavailabletoemployees.
RingBuoyRequirementsDuringMaintenanceActivities
Ringbuoysareoptionalduringmaintenanceactivities.
Boat(Skiff)RequirementsDuringMaintenanceActivities
Aboatisoptionalduringmaintenanceactivities.
PFDUseRequirementsDuringConstructionActivity
WorkingoverwaterWhenemployeesareworkingoverwatertheymustbeprotectedfromfallingregardless
ofthefalldistancetothewater,andregardlessofthewaterdepth.Fallprotectioncanbeintheformofa
guardrailsystem,apersonalfallarrestsystem,asafetynet,orafallrestraintsystem.Employeesmustbe
continuouslyprotected.
Whenfallprotectionisused100%ofthetime,theuseofaPFDisoptional.Employeesworkingfromasnooper
basketmustbeprotectedfromfallingwithapersonalfallarrestsystemthatprovides100%fallprotectionallof
thetime.
Whenaguardrailisusedasthemeansoffallprotectionduringconstructionactivities,theguardrailmusthavea
toprailthatis42incheshighandisstrongenoughtowithstand200lbsofforceinadownwardandoutward
direction.
WorkingnexttowaterEmployeesworkingnexttothewatermayhavetowearaPFD.Ifthesupervisor
determinesthatthereisahazardoffalling,slipping,orslidingintothewater,aPFDand/orarestraintsystem
willhavetobeused.Thingsthatneedtobeconsideredwhenassessingthehazardlevelare;slopeof
embankmentatthewatersedge,depthofwateratwatersedge,watercurrent,typeofterrainon
embankment.PFDsandrestraintsystemswillbeavailabletoemployees.
RingBuoyRequirementsDuringConstructionWork
Wheneverworkisbeingdoneoverwaterornexttothewater,ringbuoyswithatleast90feetoflinemustbe
immediatelyavailable.Ringbuoyscannotbemorethan200feetapart.
Boat(Skiff)RequirementsDuringConstructionWork
WorkingOverWaterMnDOTwillstrivetoprovideaboatatallsiteswhereconstructionworkisdoneaboveor
nexttowaterwayaslongasitisfeasibleanddoesnotexposeouremployeestogreaterhazards.Aboatwillnot
automaticallyneedtobeprovidedwhenemployeesareworkingoverwater,provided100%fallprotectionis
beingusedbyemployees.Fallprotectioncanbeintheformofaguardrailsystem,apersonalfallarrestsystem,
asafetynet,orafallrestraintsystem.
Aboatwillhavetobeprovidedwhenitisfeasible,theuseofaboatdoesnotcreateahazard,orthereare
unusualcircumstancesrelatedtotheworksitethatrequireshavingaboatavailable.
FeasibilityThingsthathavetobeconsideredwhendeterminingfeasibilityinclude;
1) Durationofthework.Willtheworkassignmentlastlongenoughtojustifyemployeerelatedexposure
associatedtolaunchingandstaffingaboatattheworksite.
2) Isthereanareaavailabletolaunchaboat.Itmaybedifficulttolaunchaboatatmanyworksites,ora
launchsitemaybealongdistanceaway.
GreaterHazardUsingtheboatshouldnotexposeemployeestogreaterhazardsthanemployeeswillbe
exposedtowhiledoingtheworkassigned.Thefollowingaregreaterhazardexamples;
1) Launchingandnavigatingtheboatinariverwithaswiftcurrent.
2) Thewateristooshallowtonavigateaboat.
3) Thewaterwayisfulloflargerocks,debris,orotherwaterhazards.
4) Hazardsassociatedwithlaunchingaboatwhenthereisnoboatlaunch.
WorkingnexttowaterAboatwillnotautomaticallyneedtobeprovidedwhenemployeesareworkingnextto
water.Aboatwillhavetobeprovidedwhenitisfeasible,theuseofaboatdoesnotcreateahazard,orthere
areunusualcircumstancesrelatedtotheworksitethatwarrantshavingaboatavailable.
BoatRequirementsWhenaboatisrequiredtherewillhavetobeadesignatedoperatorassignedtotheboat.
TheoperatorandanyotheroccupantswillberequiredtowearaPFDwhentheyareintheboat.Theboat
operatormustbetrainedinboatsafetyandwaterrescueprocedures.Theboathastobeimmediatelyavailable.
Foraboattobeconsideredimmediatelyavailablethefollowingcriteriamustbemet:
1) Theboatmustbeinthewaterorcapableofbeingquicklylaunchedbyoneperson.
2) Theremustbeatleastonepersonpresentandspecificallydesignatedtorespondtowateremergencies
atalltimeswhenthereisemployeesworkingoverwater.
3) Appropriateequipmenttoconductawaterrescuemustbemadeavailabletotheboatoperator.
4) Thedesignatedoperatormusteitherstafftheboatatalltimesorremainintheimmediateareaso
he/shecanquicklyreachtheboatandgetunderway.
5) Theboatoperatormaybeassignedothertasksprovidedthetasksdonotinterferewiththeoperators
abilitytoquicklyreachtheboatandgetunderway.
6) Thereneedstobeaneffectivecommunicationsystemtoinformtheoperatorofanemergency.
7) Theboatmustbeappropriatelysizedforthewaterconditions,becoastguardapproved,andbe
equippedwithbothamotorandoars.
Responsibilities:
A. Manager/Supervisor
1. Classifythetypeofworkactivity,constructionormaintenance.
2. DeterminewhatPPEandfallprotectionsystemswillbeusedtoprotectemployees.
3. MakesurePPEandfallprotectionequipmentisavailableandenforcetheuseofthePPEandfall
protection.
4. Determineifboatwillberequired.Ifaboatisnotrequired,maintainwrittenjustificationwhytheuseof
aboatisnotfeasible.
5. MakesureemployeeshavehadappropriatetrainingonPPEandfallprotectionsystems.
B. Employees
1. Utilizerequiredfallprotectionsystem.
2. WearPPEasrequiredonthejobsite.
3. NotifysupervisorittheyareunsureofhowtousePPEorfallprotectionsystem.
4. Informsupervisoriftheyhaveasafetyconcern.
C. DistrictSafetyAdministrator
1. Assistsupervisorindeterminingtypeofworkbeingdone.
2. ProvideassistanceinidentifyingappropriatePPEandfallprotectionsystemsrequiredforthework
beingdone.
3. AssistintrainingemployeesonPPEuseandfallprotectionsystems.
D. MnDOTSafetyDirector
1. Maintainthedirectivesothatitiscurrentandcomplieswithallregulatoryrequirements.
2. Provideconsultationandguidancetomanagers,supervisors,anddistrictsafetyadministratorsonthe
directive,PersonalProtectiveEquipmentrequirements,andfallprotectionsystems.
3. Assistintrainingofsupervisorsandemployeesondirective.
APPENDIX L
OCTOBER2014
APPENDIXLCOMMERCIALMOTORVEHICLEPRETRIPANDPOST
TRIPINSPECTIONREQUIREMENTS
StateofMinnesota |
CommercialMotorVehiclePreTripandPostTripInspectionRequirements
APPENDIX M
OCTOBER2014
APPENDIXMSNOOPERTRUCKANDBASKETACTIVITIESWAIVER
ANDRELEASEFORM
StateofMinnesota |

Snooper Truck and Basket Activities
Waiver and Release
NAME _____________________________________PHONE NUMBER _______________________

Last
First
Middle
ADDRESS _________________________________EMPLOYER ____________________________
CITY ____________________STATE _____________ZIP __________D.O.B. __________________
BE IT KNOWN, that I, ________________________________, on ___________________________
(Printed Name)
(Date)
being of lawful age and of sound mind, state that I am aware that circumstances, events, dangers or
hazards may arise or occur while I am a passenger in a snooper truck or snooper basket and/or
accompanying employees of MnDOT in the performance of their duties that could expose me to harm
and may result in injury, loss, damage or death. I expressly agree that my participation in these
activities is at my own risk and that I am not required by MnDOT in any way to participate in these
activities.
On behalf of myself and my heirs, administrators, executors and assigns, I hereby waive and release
the right to assert any claim or action against the State of Minnesota, its Commissioner of
Transportation, and all of its respective officers, employees, agents, successors and assigns, both
individually and in any representative capacity, for any injury, loss, damage, or cost to my person
and/or property, including injuries resulting in death, arising out of any accidents or events occurring
while a passenger in a MnDOT snooper truck and basket and/or accompanying employees of MnDOT
in the performance of their duties, unless such injury is due to willful or wanton acts by the State of
Minnesota, its Commissioner of Transportation, its officers, employees, agents successors or assigns.
I further agree to indemnify, defend and hold harmless the State of Minnesota, its Commissioner of
Transportation and all of its respective officers, employees, agents, successors and assigns, both
individually and in any representative capacity, from any and all claims that may arise or are
attributable directly or indirectly to me in conjunction with my accompanying an employee of MnDOT
in a snooper truck and basket, whether or not the loss is due to negligence on the part of the State of
Minnesota or its employees.
I have read the above, and I fully understand the legal significance of my signature, and I have
received a copy of this waiver and release. This waiver and release will be governed by the laws of
the State of Minnesota.
SIGNED: ____________________________________
Permission is hereby granted to the above named person and whose signature is affixed to this form
to ride as a passenger in a snooper truck and/or basket and accompany employees of MnDOT in the
performance of their duties on ______________________________.
(Date of ride-along)
APPROVED BY MN/DOT SUPERVISOR
_______________________________________________ _______________________________
(Supervisors signature)
(Date and Time)
Updated 04/01/14
APPENDIX N
OCTOBER2014
APPENDIXNBRIDGESCOURPLANOFACTION(POA)CHECK
SHEET
StateofMinnesota |
9/19/2012
Bridge Scour Plan of Action (POA) Check Sheet

FHWA has recommended that local agency POAs be reviewed for completeness and sufficient content to
ensure adequate implementation in the event of flooding. This check sheet will provide guidance on the
recommended content of POAs when performing QA/QC reviews.
Scour Codes B, D, G, R, or U
Key items to be addressed:
General Information
Location Information
Approval Signature
Scour Critical Elevation table
Recommended Action
When to inspect, specify water surface elevation, flow rate (discharge) or precipitation event.
How often to monitor (frequency), hourly to daily
How to monitor, method used to make measurements. Confirm the agency has any equipment
required to monitor according to their plan.
What to look for, typically scour critical elevation.
What to do if scour critical elevation is found. Typically either an action such as close the
bridge or designating the person that will make any decisions as to what action to take.
Bridge Closure Plan HIGH IMPORTANCE
Notification list and phone numbers, must be kept up to date. Can refer to a separate contact
list sheet to make it easier to keep POAs up to date.
Detour Plan: can be a list, map, or standard procedures. Closure plans will be commensurate
with the importance of the roadway (ADT, routes available), and standard agency practice for
roadway closures.
Secondary items to be addressed (optional):
History
Monitoring Traffic Control Plan
Scour Code K
K bridges that are single span and low ADT are recommended, but not required to have a scour critical
elevation table. In lieu of the table, critical observations may be used to monitor. See template for details.
General Information
Approval Signature
Scour Critical Elevation table, or critical observations for single span/low ADT/gravel roads (see
template for additional information).
Recommended Action
When to inspect, specify water surface elevation, flow rate (discharge) or precipitation event.
How often to monitor (frequency), hourly to daily
How to monitor, method used to make measurements. Confirm the agency has any equipment
required to monitor according to their plan.
What to look for, typically scour critical elevation.
What to do if scour critical elevation or critical observations are found. Typically either an
action such as close the bridge or designating the person that will make any decisions as to
what action to take.
Bridge Closure Plan HIGH IMPORTANCE
Notification list and phone numbers; must be kept up to date. Can refer to a separate contact
list sheet to make it easier to keep POAs up to date.
Detour Plan: can be a list, map, or standard procedures. Closure plans will be commensurate
with the importance of the roadway (ADT, routes available), and standard agency practice for
roadway closures.
History
Monitoring Traffic Control Plan
Scour Codes O or P
General Information
Approval Signature
Recommended Action
When to Inspect, typically after a major flood event and during routine inspections.
What to look for, typically missing or damaged riprap, lateral migration or other site concerns.
What to do if a problem is found.
History
Reason POA is required
Scour Critical Elevation table
Cross Sections HIGH IMPORTANCE

Cross sections are required for bridges coded: R, D, U; and/or if the NBIS #61 = 3 or lower (corresponds to
smart flag 2 or 3), or if required in the POA (see templates for more information). Cross sections are
recommended for all bridges but not required.
Are cross sections being taken for the following bridges (required): R, D, U; and/or if the NBIS
#61 = 3 or lower?
Are cross-sections being taken at a reasonable frequency? Make sure they are available in the
bridge file.
Are cross-sections being compared over time?
Implementation HIGH IMPORTANCE

Where there flood events in your county?
During flood events was the POA followed? Was the when to monitor trigger reached, if yes
was monitoring done?
Are you implementing your POA?
Review Comments:

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MnDOT BRIDGE OFFICE

BRIDGE AND STRUCTURE INSPECTION

Minnesota Department of Transportation

BRIDGE AND STRUCTURE INSPECTION PROGRAM MANUAL TABLE OF CONTENTS

BRIDGE AND STRUCTURE INSPECTION PROGRAM MANUAL

APPENDIX J CODE OF FEDERAL REGULATIONS TITLE 29 1926.502(d)

BRIDGE AND STRUCTURE INSPECTION PROGRAM MANUAL

The purpose of this Bridge and

Public safety on bridges

The BSIPM is divided into multiple Chapters containing all

BRIDGE AND STRUCTURE INSPECTION PROGRAM MANUAL

STATE BRIDGE ENGINEER

BRIDGE CONSTRUCTION & MAINTENANCE ENGINEER

BRIDGE STRUCTURAL EVALUATION ENGINEER

BRIDGE INSPECTION & FABRICATION ENGINEER

BRIDGE INSPECTION &

BRIDGE ASSET DATA MANAGEMENT UNIT (BADMU)

BRIDGE AND STRUCTURE INSPECTION PROGRAM MANUAL

BRIDGE LOAD RATINGS

BRIDGE AND STRUCTURE INSPECTION PROGRAM MANUAL

INSPECTION VEHICLE POLICY

BRIDGE AND STRUCTURE INSPECTION PROGRAM MANUAL

The following is a list of abbreviations used in all Chapters of the BSIPM.

American Association of State Highway and Transportation Officials

Average Daily Traffic

Bridge Asset Data Management Unit

Bridge Inspection Engineer

Bridge Management System

Bridge Rating Engineer

Bridge and Structure Inspection Program Manual

Code of Federal Regulations

Commonly Recognized Structural Elements

Fracture Critical Member

Federal Highway Administration

Federal Information Processing Standards

Ground Penetrating Radar

Global Positioning System

Heavy Commercial Average Daily Truck Traffic

Hydraulic Engineering Circulars

High Performance Monitoring System

Inter-Modal Surface Transportation Efficiency Act

Lower Explosive Limit

Load Resistance Factor Design

Linear Referencing System

AASHTO Manual for Bridge Evaluation

Minnesota Department of Transportation

Magnetic Particle Testing

Manual Of Uniform Traffic Control Devices

National Bridge Inventory

BRIDGE AND STRUCTURE INSPECTION PROGRAM MANUAL

National Bridge Inspection Standards

National Cooperative Highway Research Program

National Highway Institute

National Highway System

National Register of Historic Places

Office of Freight and Commercial Vehicle Operations

Plan of Corrective Action

Personal Protection Equipment

Liquid Penetrant Testing

State Bridge Engineer

Structure Inventory and Appraisal

Structure Information Management System