Section 3: Inspection Documentation and the Bridge Record

Inspection File Contents

The following documentation is to be completed for each bridge. Each document listed below is listed whether it applies to on or off-system structures. The inspection reporting process will be paperless. To the extent possible, all form completion and reporting shall be done within Bridge Inspection Management System, AssetWise.

All forms and photo sheets produced as part of an inspection shall have the following nondisclosure statement, located at the bottom of each page: "DO NOT DISCLOSE – INFORMATION CONFIDENTIAL UNDER THE TEXAS HOMELAND SECURITY ACT AND 23 USC SECTION 409, SAFETY SENSITIVE INFORMATION.” The bridge inspection report will be submitted in PDF format and will contain the following (there will be no separate file for inspection photos):

Cover Page – The cover page shall be signed, dated, and sealed by a professional engineer (PE) licensed in the State of Texas and Precertified in Work Category for the work performed. The cover page is the only page that requires signing, dating, and sealing by a PE.

Table of Contents – This shall list the beginning page number of all items in the report

Location Map – This map can be generated by AssetWise or added to the report PDF from another source.

Bridge Inspection Record
– On and Off-System – This form is used to record the condition ratings of major bridge components and for comments for any condition rating of seven (7) or lower. Inspectors will include comments explaining the rating in the report. This form also includes the appraisal of the traffic safety features, waterway adequacy and approach alignment.

Note the names of the Inspection Team Leader as well as other inspectors on site during the inspection. For grade separation bridges, the inspector shall document vertical clearance signs in the “Miscellaneous” section of the form under the sub-component “Signs” as well as in the Maintenance Module.

Note
: The Bridge Inspection Record is generated within AssetWise. This record shall be used in the official inspection report. The PDF version of the Bridge Inspection Record provided on the TxDOT website is for illustration purposes only.

Maintenance Module Follow-Up Action Items
– On and Off-System – lists items noted during the inspection that should be addressed via repairs or maintenance.

The inspector shall utilize Maintenance Module (MM) within AssetWise and each recommendation item is a separate entry. The inspector shall review previous recommendations, including previously resolved recommendations, before creating new items. Existing FUA items in MM will be updated instead or creating a separate FUA at each new inspection. Existing FUA items are to be sent back through the workflow to District Bridge Review, whether the inspector deems the existing FUA item as still needed. Each entry requires an accompanying photograph or photographs attached to the MM entry, including new photos for those items that are still recommended to be addressed and either have not changed or have worsened.

Note
: The Engineer shall classify recommendations as follows:

Level 1 – Actions recommended to be completed within 30 days,

Level 2 – Actions recommended to be completed within 6 months,

Level 3 – Actions recommended to be completed within 24 months, or

Level 4 – Actions recommended with no set timeframe for completion.

The inspector is responsible for bringing all Priority Level 1 and Level 2 items to the attention of the District Bridge Inspection Office via phone as soon as is practical, but not later than the day after their discovery. The inspector shall also enter these items into the Maintenance Module as soon as practical, but not later than 1 week after their discovery. The District Bridge Inspection Office may request additional information be submitted for Priority Level 1 and Level 2 items to assist in addressing the deficiencies, prior to them being added to the Maintenance Module.

The inspector shall create a form for each individual maintenance item. One bridge may have multiple maintenance items. Each must be passed from the Open workflow stage to the District Bridge Inspection Coordinator in the District Bridge Review workflow stage. For any bridge not requiring any maintenance, the Engineer shall not create a Follow-Up Action item in the Maintenance Module.

Note
: The inspector shall fill out all required fields in the Follow-Up Action forms as listed in the AssetWise Maintenance Module User Guide and upload picture(s) with a description for each recommended maintenance item.

District Bridge Inspection Coordinators shall review and transmit follow-up action items to area offices, maintenance sections, or district maintenance office within the Maintenance Module for further action. See Maintenance Module Process – Follow-Up Action Items
later in this chapter for more details on the workflow.

Elemental Data Inspection Record
– On and *Off-System – The inspector shall collect elemental data for all on-system structures, all off-system structures located on the National Highway System, and those off-system bridges owned by Harris County. While the information may be collected per span, the data is to be reported by structure. The inspector will determine the Elemental Data and quantities in each condition state for each structure. Do this in accordance with the current American Association of State Highway and Transportation Officials (AASHTO) Manual for Bridge Element Inspectio
n. The “roll-up view” shall be what is provided in the RTInsp file.

Bridge Inventory Record
– On and *Off-System – This form is for recording and conveniently representing essential geometric and descriptive information for a bridge. All info on this form is to be verified during each inspection. Provide a description of the bridge with a detailed sketch if plans are not available for the bridge. If there have been no changes to the structure and the existing description and sketches or plans properly represent the condition in the field, an update is not necessary. If there is no form in the file, a form is to be completed by the inspector.

Note
: For Off-System bridges, these forms and sketches serve as as-built plans in many cases because original plans are not available. When plans are not available a detailed sketch is required on a separate page titled “Bridge Inventory Record Sketch.”

Channel Cross-Section Measurements Record and Plot
– On and Off-System – The inspector shall complete this form for each span bridge over a waterway (whether the waterway is wet or dry). The measurements shall be taken on the upstream side of the bridge and recorded in a fashion consistent with the direction and bent numbering shown in the bridge plans or on the bridge sketch. The Channel Measurement Record can be printed from AssetWise, or the State’s Form 2600 – Channel Cross-Section Measurements Record may be used. Cross-Section plots can be generated from AssetWise or plotted on a bridge layout sheet from the construction drawings, or, a sketch may be created outside of AssetWise. All plots shall be to scale. Cross-section measurements are to be entered into AssetWise with the appropriate reference points indicated. Measurements are to be taken at each support, points of significant grade change, the channel low point (thalweg), and any other locations that help to define the shape of the channel. Additional measurements shall be taken on the downstream side or from underneath the bridge to document scour or significant differences in the channel from one side of the bridge to the other.

Note: The inspector shall take measurements on the downstream side of the bridge, if bridge geometry, approach geometry, construction activities, or traffic volumes make upstream measurements from the deck unsafe, only with the approval of the State’s District Bridge Inspection Office. If a situation will require traffic control, the Engineer shall contact the State’s District Bridge Inspection Office to arrange for traffic control a minimum of two weeks in advance of the planned inspection. If any means other than using a weighted tape from the upstream side of the deck is used to make the cross-section measurements, the inspector shall explain the methods used and location taken. Channels that are completely lined with concrete riprap or similar rigid material, from abutment to abutment, do not need to be measured after the initial inspection but shall be spot checked during each inspection to determine the accuracy of existing information. If channel lining exhibits settlement or breakup, or if there is a significant build-up of debris or sediment in the channel, new measurements shall be recorded. The channel lining must be shown in the bridge layout or captured in the “Stream Under” photograph. Culverts do not require channel measurements. If the channel cross-section has not changed significantly from the previous inspection, the inspection Team Leader may forgo the plotting of cross-section measurements. The inspection Team Leader shall initial and date a note on the cross-section sketch stating that no significant change has occurred. It is acceptable for the horizontal and vertical scales of the channel plot to differ. Drawing scales, dates, and company names shall be identified on the plots. The as-built bridge layout may be used for the channel plots.

Underclearance Record and Sketch
– On and *Off-System – This form and sketch are to be included for all grade separation structures. For On-System bridges, the Engineer shall not collect any vertical clearance measurements. Lateral clearance measurements are to be collected whenever it is safe to do so. If it is not safe to do so, a note explaining why lateral clearance measurements were not taken shall be added to the form. For Off-System grade separation bridges, all underclearance measurements are required to be collected. If it is unsafe to collect this information, a note shall be added to the form explaining why the measurements were not collected. The Engineer shall not use ultrasonic measuring devices. Only laser measuring devices or direct measurement through use of a survey rod or similar device are allowed. Any needed vertical clearance sign corrections shall be reported in the Lists of Structures (see Section 24 b) and in the Maintenance Module in AssetWise. Only missing, damaged, and those signs displaying less than a positive 2 inches of tolerance are to be reported as a Follow-Up Action Item. Refer to Chapter 6 the State’s Sign Guidelines and Applications Manual, Section 2c of the State’s Texas Manual on Uniform Traffic Control Devices, and the State’s Coding Guide for information on the signing requirements and collection of measurements. The Engineer may use the AssetWise form Underclearance Record and create a separate sketch outside of AssetWise or use the State’s Form 2061 – Underclearance Record. It is acceptable to use Form 2061 from a previous inspection and update it accordingly, clearly identifying measurements and observations of the current Engineer. Each underpassing roadway and railroad shall have information captured on the Underclearance Record, including turnarounds. Measurements from turnarounds shall not control any of the underclearance measurements coded on the SI&A nor the Under Record. Multiple Underclearance Records and sketches may be required to document all underpassing features. A single sketch and a single form may be sufficient to capture multiple features. If an Underclearance form is full, a new one shall be started to document the clearances.

Summary of Needed Load Posting Materials
– Off-System Only – Use this summary to order signs/hardware needed for load posting of off-system structures. Inspectors prepare a summary for each county, precinct, and/or city, as agreed upon with the District Bridge Inspection Office, to ensure local jurisdictions have the materials necessary to properly post all structures requiring posting. Submit the summary to the District Bridge Inspection Office, never directly to a local jurisdiction. Complete the summary using the form supplied by TxDOT.

Bridge Load Rating Statement
– On and Off-System – Inspectors complete this form following load rating procedures of Chapter 6. Bridges which have valid load rating calculations that the inspector agrees with will receive a concurrence for the Operating and Inventory Ratings.

Load Rating Calculations for On-System Bridges
– Inspectors shall load rate bridges and bridge-class culverts as discussed in Chapter 6. Inventory and Operating Ratings shall be presented to the State in HS format. The load ratings for each bridge shall include load ratings for AASHTO Legal Vehicles (TYPE 3 Trucks), Specialized Hauling Vehicles (SHVs) SU-4, SU-5, SU-6, SU-7 as well as the Emergency Vehicles (EVs) EV2 and EV3. Inspectors complete the Load Rating Summary Sheet within AssetWise and include it with the uploaded load rating file.

Updated load ratings are required when any of the following conditions apply:

Structural components have deterioration or damage that affects capacity, regardless of the design load; and no-load rating exists with which the inspector concurs; or

The Load Rating Flow-Chart indicates that a load rating is required; or

Dead load has changed significantly since the last load rating (e.g., new overlay affecting capacity).

If no structure deficiencies are noted in the deck and substructure, the load rating may be limited to the superstructure of the bridge.

For all structures inspected, the Engineer shall verify and revise, if needed, the coding of NBI Items 41, 41.1, 41.2, 63, 64, 65.1, 66, 70, and 103 [SNBI Items B.LR.01 – B.LR.08, B.PS.01, and B.PS.02].

The inspector may use the load rating spreadsheet titled “RATE” where appropriate. The RATE spreadsheet will perform load ratings for SHVs and EVs.

When necessary, the engineer responsible for the inspection will submit recommendations for load posting for Emergency Vehicles to the email address

BRG_Load_Posting@txdot.gov

using form 1083R and include all load ratings and other supporting documentation. No changes to Item 41 [SNBI B.PS.01] shall be made for EV load posting recommendations.

Load Rating Calculations for Off-System Bridges
– Inspectors load rate bridges and bridge-class culverts as discussed in Chapter 6. The inspector may use the load rating spreadsheet titled “RATE” where appropriate. For timber bridges, inspectors may use the Texas Bridge Load Rating (TBLR) Program, which calculates load ratings using a Working Stress analysis.

Inspectors submit all recommendations for load posting for Emergency Vehicles to the email address

BRG_Load_Posting@txdot.gov

using form 1083R and include all load ratings and other supporting documentation. No changes to Item 41 shall be made for EV load posting recommendations.

Inspectors notify the State District Bridge Inspection Office immediately if the inspector recommends the closure of a bridge. Inspectors submit details and calculations supporting the recommendation. Inspectors notify the State District Bridge Inspection Office of (1) missing load posting signs; (2) changes in load posting; or (3) newly recommended load postings, along with calculations and all supporting documentation, no later than 30 days from the date of inspection. The State will set a time to meet with the inspector to review the findings, and the State will notify the bridge owner.

Inspectors perform a load rating for all timber, steel, and truss span bridges with either of the following conditions:

Deterioration or damage that affects structural capacity in any load-carrying component including deck, stringers, beams, girders, truss members, floor beams, bent caps, columns, and piles; and there is no existing load rating with which the inspector concurs; or

Bridge has no design load or a design load less than HS-20; and no existing load rating with which the Engineer concurs. (Less-than-HS-20 design loads include “HS20-S16 as amended by THD Supplement Number One”); or

The dead load has changed significantly since the last load rating (e.g., new overlay).

Inspectors verify and revise, if needed, the coding of NBI Items 41, 41.1, 41.2, 63, 64, 65.1, 66, 70, and 103 for all bridges inspected [SNBI Items B.LR.01 – B.LR.08, B.PS.01, and B.PS.02].

Inspectors sign, seal, and date all calculations and documentation referring to load rating capacity. It is acceptable to initial and date calculations and only sign, seal, and date the Load Rating Summary form which summarizes the results of the calculations, rather than signing and sealing each page of the calculations.

Scour Documentation
– On and Off-System – Inspectors verify that conditions at the bridge or culvert site are still representative of the conditions cited in the scour documentation. Inspectors also verify the presence of proper scour documentation and coding for Items 113, 113.1, and 113.2 [SNBI Items B.C.11, B.AP.03, and B.AP.04]. Lack of proper scour documentation, changes in site conditions, or any case of coding for Items 113, 113.1, or 113.2 [SNBI Items B.C.11, B.AP.03, and B.AP.04] not matching those recommended in the scour documentation are reported in the “Lists of Structures” deliverables.

Proper scour documentation for span bridges over waterways is:

For Interstate Roadways and Critical Routes:

Scour Summary Sheet for Span Bridges (Form 2605)

Documentation for scour evaluation based on screening or analysis (see TxDOT Scour Evaluation Guide). Examples of proper scour documentation includes:

Detailed scour evaluation report including calculated scour depths

Drainage report including calculated scour depths

Plan Sheet showing calculated scour depths

Scour Vulnerability Assessment (Form 537)

Scour Vulnerability Screening (Form 538)

Texas Secondary Evaluation and Analysis for Scour (TSEAS) Secondary Screening (valid if completed before July 2020)

TSEAS Concise Analysis (valid if completed before July 2020)

TxDOT Simplified Scour Method (valid if completed before July 2020)

For Non-Interstate Roadways and Non-Critical Routes:

Scour Summary Sheet for Span Bridges (From 2605)

Documentation of scour evaluation based on screening, assessment, or analysis (see TxDOT Scour Evaluation Guide); and Scour Summary Sheet. Examples of proper scour documentation includes:

Any form of proper scour documentation listed for Interstate Roadways and Critical Routes

Risk Screening for Unknown Foundations

Proper scour documentation for bridge-class culverts is:

Scour Summary Sheet for Bridge-Class Culverts (Form 2606)

Additionally, any bridge or bridge-class culvert for which NBI Item 113 is coded “3”, “2”, or “1” shall have:

Bridge Scour Plan of Action (POA)

Form 2604 if Item B.C.11 = 4 or greater and B.AP.03 = C or D

Form 2624 if Item B.C.11 = 2 or 3 and B.AP.03 = C or D

Form 2609 if Item B.C.11 = 1 and B.AP.03 = C or D

POA Follow-Up (Form 2607)

Note
: Critical Routes are Evacuation Roadway, Emergency System Roadways, Roadways with Annual Average Daily Traffic (AADT) of 10,000 or higher, and School Routes with no alternate paths.

Delayed Inspection Memo
– On and Off-System –– Inspectors include a brief statement if an inspection was performed past the anniversary month or has been skipped. The format should follow a typical business memo and clearly state the 15- digit bridge ID, original due date, actual inspection date or site visit, reason for the delay (weather, construction, moving of due date for efficiency, etc.). This memo must be signed and dated by the Engineer-of-Record. Any structure with a delayed inspection shall be reported on the “Lists of Structures.”

Bridge Inspection Photographs
- Inspectors provide color photo documentation using digital photographs having a minimum resolution of 300 dots per inch. The photos must be true aspect prints, clear, in focus, and free of blur or pixilation and in JPEG format. Each photograph shall have a file size not less than 0.5MB and not larger than 1.5MB. Photographs and captions are to be entered into AssetWise.

For each photo, the inspection shall include captions noting the photo title, direction the viewer is facing, and descriptions of deterioration where applicable. Photographs shall be oriented with the long axis in the horizontal direction. The following photographs are required:

Roadway Over – Photograph taken looking along the centerline of the roadway showing a view of the bridge as seen from the roadway. The photo may be taken from shoulder area if necessary for safety considerations. Regardless of vantage point, the photo must capture the leading corners of the bridge. Whenever possible, this photo must be taken in the direction of traffic for one-way bridges. It is not necessary to capture load posting signs in this photograph. Structure with multiple travel ways, such as a culvert under an interstate with mainlanes and frontage roads will require multiple photographs to capture each travel way. Each travel way shall be identified in the photograph captions.

Elevation – Photograph taken from the side of the bridge showing the overall length. It may be impossible to show the entire structure length on longer structures or vegetation may block part of the bridge. In these cases, use an oblique angle at a further distance to attempt to capture an overall picture. Do not submit multiple pages of photographs attempting to show every part of a long structure. This photo captures the type of configuration of the bridge along with the general topography. This photograph shall capture at least one abutment.

Superstructure – Photographs taken from underneath the bridge showing the type of superstructure and its typical condition. Bridges with multiple types of superstructures require separate photographs representing each superstructure type. The underside photo of the superstructure is not required for culvert structures. For truss bridges, this photo must show the floor system – Roadway and Elevation Views are sufficient to capture truss members.

Stream, Roadway, or Railroad Under – Photograph taken showing the stream, roadway, or railroad as it passes under the bridge or through the culvert. Photographs of a stream are taken to capture evidence of scour if present. Multiple features passing under a bridge require separate photographs capturing each of those features. Photographs must be taken as close as possible to the centerline of the underpassing feature and approximately in line with supports to show how the feature passes through the bridge opening. For roadways passing under the bridge, the photographs shall clearly capture the vertical clearance sign when present. If clearance signs are not visible when capturing the roadway under, a second photo shall be taken to ensure the existing signs are documented. When there is no vertical clearance sign in place that must be stated in a note below the photograph, including cases where no clearance sign is required. All roadways underpassing the bridge shall be captured and clearly identified. In the case of a 2-way underpassing roadway, there shall be one photograph taken of each approach of the underpassing road to capture the presence or absence of both vertical clearance signs if the second sign is on a parallel bridge. When multiple, parallel bridges have the controlling measurement on a sign posted on another bridge, two photos shall be taken to document the underpassing roadway and the sign if a single photo does not clearly capture the sign and geometry of the underpassing roadway. For culverts, this photograph is taken on the side opposite that of the Elevation photo to document both the inlet and outlet conditions. Consider geometry and site conditions when determining which side of culvert to use for the Stream Under View. The photograph must be looking through the culvert barrels whenever possible.

Upstream and Downstream Channel – Photographs to document the condition of the channel upstream and downstream of the structure. Photographs must be taken from the deck whenever possible. Photographs must capture a small portion of the structure edge or rail to give an indication of the channel’s approach and departure angels relative to the bridge. These photographs may be taken from below the structure if it’s unsafe to do so from the deck. A note explaining why these pictures were taken from below the bridge shall be added to the photo captions. For parallel bridges, these photographs shall be taken from the outside structures so that both channels can be viewed. It is not acceptable to have, for example, a Downstream photo that only shows the parallel bridges and no evidence of the stream.

Load Posting Signs – Photographs to document the presence, condition, and location of signs if the bridge is load posted. One photograph must be taken at each approach that captures the entire sign and its position relative to the bridge. If possible, the combined vertical height of the sign and post must approximately fill the vertical dimension on the right-hand side of the photograph. If the bridge requires load posting and both signs are missing, no photographs are required but a comment must be added to the Roadway Over photo stating that signs are missing. If one sign is missing and the other is present, only one photograph is required but must have a note regarding the missing sign. For bridges that require only one sign (dead end or one-way roadway), the single load posting sign photograph shall have a caption stating the reason only one sign is required. The inspector must record missing signs on the Inspection Record (in the Miscellaneous section, “Signs” sub-section) and additionally, for Off-System bridges, this info shall be recorded on the Bridge Summary Sheet.

Photos of Deterioration and Maintenance/Repair Needs – Detail photographs for documentation on all components that have a condition rating of 4 or lower or is in need of repair or maintenance. The component condition rating and deterioration details must be noted in the photograph caption. A photograph is required for any item that is being recommended for maintenance or repair. In many cases, two photographs will be required – one to show the general location of the defect relative to the bridge, and a second, closer photograph to clearly show the defect in detail.

Recommended Maintenance Needs – A photograph is required for each item recommended for maintenance.

History Sheet
– This form in AssetWise shall be completed to document the inspection, construction, and rehab events of a bridge. Other information to be captured includes the condition ratings, load rating, and load posting resulting from each inspection. The oldest event is captured on top and subsequent events are added to the bottom of the list. Events which have occurred since last inspection, such as a widening, are also to be included.

Maintenance Module Process – Follow-Up Action (FUA) Items

The following is a brief summary of the workflow stages for Follow-Up Actions (FUA) within the AssetWise – Maintenance Module. A user is assigned to an FUA when passing or failing an FUA, except when the workflow is changed to either “Transmitted to Bridge Owner” or “Completed.” The Maintenance Module tracks both On- and Off-System FUAs that are initiated, typically during inspections, on all bridge-class structures.

Open
- The inspector (Consultant Inspectors or TxDOT Inspectors) performs an inspection on the structure (i.e., Routine, Underwater, NSTM, Damage, etc.) and identifies items that require typical maintenance or specific structural repairs. The inspector will then create an FUA(s) in the Maintenance Module within AssetWise. Upon completing the required fields, documenting the issue(s) in detail, and uploading a photo(s) of the issue(s), the FUA(s) is then passed to the District Bridge Inspection Office in the District Bridge Review
workflow stage for notification and review.

District Bridge Review
- District Bridge Inspection Personnel review the FUA(s) in the Maintenance Module and determine the next course of action. District Bridge Personnel may choose from the following options as the next step in the workflow:

Pass the FUA item on to the Area Office Review workflow stage for review and handling. In some cases, District Bridge Inspection Coordinators work directly with District Maintenance when a Bridge Maintenance Crew or Special Maintenance Crew is available to handle bridge repairs. IN these cases, notify the Area Office as they are ultimately responsible for the structures under their jurisdiction.

Pass the FUA item to the Deferred Action workflow and assign the FUA to whomever will be responsible for documenting the completion. See below for more on Deferred Action. Note: This workflow stage is also applicable to TxDOT owned facilities managed through contracts.

Pass the FUA item to the local jurisdiction Bridge Owner (Transmitted to Bridge Owner workflow stage). Note: This workflow stage is not applicable to TxDOT owned facilities managed through contracts and is intended only to be used for Off-System bridge

Area Office Review
– The District Bridge Inspection Office passes FUA(s) to the Area Office for review and handling of FUA item(s). Once the recommended action is completed, FUA(s) will be sent through the workflow to District Bridge Closeout. Area Offices may choose from the following options for the next workflow stage:

If the Area Office determines the repairs can be done by in-house forces, the FUA is passed through the workflow to District Maintenance In-Progress
for the local TxDOT Maintenance Section to handle.

If the Area Office determines the repairs cannot be done by in-house forces, or Area Office has a contract to address the maintenance issue(s)/repair(s), the FUA is passed through the workflow to Deferred Action
. See below for more on completion documentation and Deferred Action
.

District Maintenance In Progress
– In this workflow stage, District Maintenance, a Maintenance Section, Special Bridge Crew, District Bridge Maintenance, etc., will review the FUA item(s) and then properly document completed repairs. Once complete, the FUA item is then passed through the workflow to District Bridge Closeout. Documenting completion of FUA(s) includes:

Description of the work performed including prices, materials used, forces used, date work completed, name of the person documenting the completed work, etc.

Photo(s) of the completed work.

Deferred Action
- the Deferred Action workflow is reserved for items when the action to resolve the FUA will be performed by contracted forces in the future. This is meant to be a temporary holding stage until maintenance or repairs can happen (i.e., grouping multiple structures together for joint repairs, repairs are beyond the capability of in-house forces, etc.). After a deferred action is completed, upload documentation to show completion as described in the District Maintenance InProgress above. When a repair is complete, pass the FUA to District Bridge Closeout for review and closeout by District Bridge staff.

Document the Approved Plans for Priority Level (PL) 1 and PL 2 FUAs in the Deferred Action
workflow stage when the repair will not be performed within the timeframe designated by the assigned priority level. Indicate details for the work to be performed including description of work, funding source, project status, approximate letting date, CSJ or other project ID, indication of plan approval, and who approved the plan. Plan approval may be made by a PE in the district bridge or maintenance chain of authority (e.g., Bridge Inspection Coordinator if PE, Bridge Engineer, TPD, DOM, DOO, or DE). Include a documented monitoring plan noting frequency of site visits as part of Approved Plans.

Note: Deferred Action is not intended to be used as an indefinite holding place for FUAs. Frequent monitoring might be required for instances of safety risks.

Transmitted to Bridge Owner
– FUAs are transferred to local entities via their inclusion in inspection report documentation. District Bridge Inspection Coordinators may move FUAs for Off-System bridges to this workflow in bulk after securely transmitting inspection reports. District Bridge staff upload photos and document information received from the Bridge Owners or use evidence of repair documented (descriptions and photos) during inspections to close out Off-System FUAs. Transmit Off-System bridge PL 1 and PL 2 FUAs to owners as soon as districts become aware of them.

District Bridge Closeout
– Once a FUA Item has been repaired, whether it was by inhouse forces or contracted forces, the item is passed back to the District Bridge Inspection Office for final review and closeout of the FUA. Once complete, pass this FUA Item through the workflow to Complete. The District Bridge Inspection Office checks for the following items in their review:

Information is filled out properly and completely, detailing the work that was performed.

A date is specified for the completion of the FUA. This is the date the repair was completed, and not when it first started.

Details on who repaired the FUA item is specified (TxDOT or Contract Forces).

Pictures of the completed repair/maintenance item are uploaded into the Maintenance Module. The pictures should clearly show the item was repaired. It is best practice to get a completion picture(s) from roughly the same location that the original picture was taken from.

Modification of Priority Levels

Districts may modify the priority level assigned to an FUA item based on the severity of the defect. When revising the priority level of an FUA, consider and document the severity and impact on public safety in the “District Bridge Office Comments” field within the Maintenance Module. Indicate who approved the change in Priority Level in the “District Bridge Office Comments.” Approval may be from an engineer in the district bridge/maintenance chain of authority (e.g., District Bridge Inspection Coordinator, District Bridge Engineer, TPD, DOM, DOO, or DE).

In cases where temporary measures are taken to resolve an immediate concern, in addition to the items listed above, provide photo documentation showing the measures taken as well as a description of work to support changes in Priority Level. The goal being to reflect the current conditions as thoroughly as possible. When a Priority Level of a defect that has been determined to be a critical finding is revised, the designation of a critical finding will remain and be included in reporting to FHWA until the defect is fully resolved with a permanent solution.

Additional Inspection File Contents

The following are additional files saved within the Bridge Inspection Management System for each bridge asset:

Location map with bridge highlighted

Previous inspections and all attachments

Final Bridge Plans (as-builts)