Bridges are inspected every two years at minimum; bridges in poor condition are inspected more frequently. These inspections rate the conditions of various bridge elements. The inspection records are stored in a bridge management system. The Federal Highway Administration annually collects data on bridges more than 20 feet long from each state’s department of transportation, including the Pennsylvania Department of Transportation and New Jersey Department of Transportation, and stores it in their National Bridge Inventory.

This analysis considers a bridge's deck, super, and substructure ratings, or the culvert rating for a culvert. A score between 0 and 9 is given for each component. Bridges with scores between 7 to 9 for all three components are rated "good," those with any component scores of 4 or lower are rated "poor." A bridge that doesn't fall into a good or poor rating is considered “fair”.

Most bridges are on state roads and are maintained by the state’s department of transportation. Some bridges are on local roads and are maintained by local governments. The "Other" category covers bridges maintained by turnpike and toll authorities.

The National Bridge Inventory Elements dataset is as of June 27, 2024 from the Federal Highway Administration (FHWA) and is part of the U.S. Department of Transportation (USDOT)/Bureau of Transportation Statistics (BTS) National Transportation Atlas Database (NTAD). The data describes more than 615,000 of the Nation's bridges located on public roads, including Interstate Highways, U.S. highways, State and county roads, as well as publicly-accessible bridges on Federal and Tribal lands. The inventory data present a complete picture of the location, description, classification, and general condition data for each bridge. The element data present a breakdown of the condition of each structural and bridge management element for each bridge on the National Highway System (NHS). The Specification for the National Bridge Inventory Bridge Elements contains a detailed description of each data element including coding instructions and attribute definitions. The Coding Guide is available at: https://doi.org/10.21949/1519106.

The National Bridge Inventory (NBI) is a collection of information (database) describing the more than 615,000 of the Nation's bridges located on public roads as of December 31, 2020, including Interstate Highways, U.S. highways, State and county roads, as well as publicly-accessible bridges on Federal and Tribal lands. The inventory data present a complete picture of the location, description, classification, and general condition data for each bridge. Element condition data for bridges on the National Highway System (NHS) are contained in a separate layer. Bridges found to be located outside their respective state have been reassigned to coordinates 0, 0. Element condition data are contained in a separate layer.

The bridge inventory data was obtained from Caltrans Structure Maintenance and Investigations (SM&I) Database as of 05/08/2020. SM&I performs bridge inspections in accordance with federal regulations on over 13,201 State Highway bridges and approximately 13,332 bridges owned by local government agencies. Caltrans bridge inspectors are responsible for maintaining the safety and integrity of over 26000 bridges owned by the State of California and California's local government agencies. For more information, please see Caltrans Division of Maintenance, Structure Maintenance & Investigation (SM&I) website at http://www.dot.ca.gov/hq/structur/strmaint/

This file contains location and identification information for bridges in Oregon. This includes bridges owned by the state, cities, counties, and other owners such as railroad bridges that cross state highways. It does not include bridges that are owned by Federal agencies. A bridge 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.

The NBI is a collection of information (database) describing the more than 600,000 of the Nation's bridges located on public roads, including Interstate Highways, U.S. highways, State and county roads, as well as publicly-accessible bridges on Federal lands. It presents a State by State summary analysis of the number, location, and general condition of highway bridges within each State.

The BSST was created for the Washington State Transportation RRAP which analyzed state highway and roads and their impacts from a Cascadia 9.0M earthquake. The RRAP report is available here: https://mil.wa.gov/asset/5d8ba2a03a1b7. The state bridge results in GIS format are available here: https://www.wsdot.wa.gov/mapsdata/geodatacatalog/default.htm . Technical and user manuals for the BSST tool are available here: https://www.osti.gov/biblio/1581518-washington-state-highway-bridge-seismic-screening-tool-bsst-technical-report In addition to the state bridges that were analyzed above, local bridges were obtained from WSDOT and analyzed in the BSST which is the data that is presented here. The data was provided from WSDOT to CISA Region 10. Much of the data for local (city/county) bridges were taken from the national bridge inventory and additional data that WSDOT had available. The local data used in the BSST is not complete and should be updated at the local level by bridge engineers and GIS specialist and analyzed in the BSST to ensure the latest bridge information is included in the tool. The data provided here is an initial analysis using data from WSDOT but it is recommend that local jurisdictions update their information and re-run the tool to ensure the most accurate data is used. The data provided here only includes bridges in western/central WA and only for a Cascadia 9.0M event. The 4,306 local highway bridges incorporated into this study from the WSDOT bridge inventory database were assessed using the BSST analysis methodology detailed previously in this report. Results consist of three types of outcomes: Bridge Damage Levels and Types, Bridge Repair Types, and Bridge Reopening Times. All output is a part of this feature class. Bridge damage types are projected on the basis of both damage level (None, Moderate, Significant), whether a bridge is a special bridge type, and also the types of damage that the bridge will experience (including both direct seismic and secondary earthquake-induced impacts); The projected repair types and reopening times necessary to bring bridges back to a minimum level of functionality that enables their use for emergency response were computed using the methodology specified in the Bridge Reopening Times section. Refer to the BSST Technical Report. The BSST was developed to assess the potential impacts of a CSZ earthquake to highway bridges in Washington State at a system-level as part of the Washington State Transportation Systems RRAP project. The results provided identify the Damage Levels, Damage Types, Repair Types and Reopening Times associated with 4,306 bridges located in Western and Central Washington that were evaluated for this RRAP project. Understanding that this analysis likely constitutes a “worst-case scenario” with respect to bridge damage, the results nonetheless project that the majority of bridges in Washington State will experience moderate to significant damage resulting from a CSZ earthquake. While the majority of bridges that experience damage could be reopened within one year of the earthquake, a substantial number of those bridges are projected to take more than a year to reopen—in many cases 2 or more years. The results also project that while many bridges may be reopened after either minor repairs/inspections or the construction of a temporary bypass road, a substantial number of more significantly damaged bridges span bodies of water and will require complete replacement prior to reopening. This suggests that significant gains in roadway corridor reopening times could be gained by focusing on retrofits or upgrades to these more vulnerable bridges that span rivers and other bodies of water. This tool is primarily intended to inform regional highway prioritization for emergency response activities; however, the BSST provides a useful evaluation methodology that could be applied to other regional emergency preparedness and infrastructure assessment studies. This could include studies of bridge infrastructure to other potential seismic events within the region, or at varying jurisdictional levels (i.e., county, local). The BSST also uses currently available seismic, seismically-induced secondary hazard and infrastructure information. As new seismic information becomes available, or as secondary-hazards (e.g., landslides, avalanches) become characterized more comprehensively, such information could be integrated into the current BSST methodology. Similarly, as seismic retrofit activities or other infrastructure improvement projects continue throughout Washington State, or as new infrastructure are built, it will be important that the infrastructure data integrated in the BSST also be updated periodically. Doing so will ensure that planners and infrastructure managers maintain the most current and complete understanding of the network-level seismic risks of a CSZ event to bridges in Washington. Please note that all results from the BSST are based on a model and information received from WSDOT. Damages from an earthquake may be different than what is provided here. Liquefaction data was used within the BSST tool. WADNR is the source for liquefaction data and is available here: https://www.dnr.wa.gov/programs-and-services/geology/geologic-hazards/geologic-hazard-maps#nehrp-site-class-and-liquefaction-susceptibilityUSGS ShakeMap was also used in the BSST tool for a M9.0 Cascadia earthquake and is available here: https://earthquake.usgs.gov/scenarios/eventpage/gllegacycasc9p0expanded_se/shakemap/pga. Data Assumptions/MethodologyData was provided by WSDOT for all local bridges. Data was transferred into BSST format. Bridges that were not included in the Cascadia 9.0M ShakeMap were removed from the tool. This mainly encompasses bridges in the far eastern side of the state. Removed all bridges that were designated as a pedestrian, trail or dam. Removed all bridges that had null or 0 structure length. Those bridges that had no main span quantity, all were changed to 1, meaning a single span bridge. For the bridges missing the federal functional class a value of 9 was assigned. For the bridges with a null in waterway adequacy these values were changed to N. For those bridges that had a null value for scour code these were change to N. Some points had low accuracy coordinates (lat/longs), so these locations were removed from the database since they could not be found. For those bridges that had a BMS elements ID related to a Pier Wall a W code was added to the Pier Type in the road bridges spreadsheet of the BSST tool. This would ensure these bridges were counted as having a pier wall. This information should be updated and verified by local jurisdictions. Snohomish County used the tool for their local bridges. A few of the bridges output in this tool was updated to reflect their results since better data was provided by the county. The tool uses AASHTO curves from various years. These curves were digitized in GIS from a pdf map. The accuracy of these maps could be up to +/- 10 miles due to digitizing the data at the state level. Most of the offset occurred in eastern WA, so impacts should be minimal.

Bridges-Rail in the United States According to The National Bridge Inspection Standards published in the Code of Federal Regulations (23 CFR 650.3), a bridge 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. Each bridge was captured as a point which was placed in the center of the "main span" (highest and longest span). For bridges that cross navigable waterways, this was typically the part of the bridge over the navigation channel. If no "main span" was discernable using the imagery sources available, or if multiple non contiguous main spans were discernable, the point was placed in the center of the overall structure. Bridges that are sourced from the National Bridge Inventory (NBI) that cross state boundaries are an exception. Bridges that cross state boundaries are represented in the NBI by two records. The points for the two records have been located so as to be within the state indicated by the NBI's [STATE_CODE] attribute. In some cases, following these rules did not place the point at the location at which the bridge crosses what the user may judge as the most important feature intersected. For example, a given bridge may be many miles long, crossing nothing more than low lying ground for most of its length but crossing a major interstate at its far end. Due to the fact that bridges are often high narrow structures crossing depressions that may or may not be too narrow to be represented in the DEM used to orthorectify a given source of imagery, alignment with ortho imagery is highly variable. In particular, apparent bridge location in ortho imagery is highly dependent on collection angle. During verification, TechniGraphics used imagery from the following sources: NGA HSIP 133 City, State or Local; NAIP; DOQQ imagery. In cases where "bridge sway" or "tall structure lean" was evident, TGS attempted to compensate for these factors when capturing the bridge location. For instances in which the bridge was not visible in imagery, it was captured using topographic maps at the intersection of the water and rail line. TGS processed 784 entities previously with the HSIP Bridges-Roads (STRAHNET Option - HSIP 133 Cities and Gulf Coast). These entities were added into this dataset after processing. No entities were included in this dataset for American Samoa, Guam, Hawaii, the Commonwealth of the Northern Mariana Islands, or the Virgin Islands because there are no main line railways in these areas. At the request of NGA, text fields in this dataset have been set to all upper case to facilitate consistent database engine search results. At the request of NGA, leading and trailing spaces were trimmed from all text fields. At the request of NGA, all diacritics (e.g., the German umlaut or the Spanish tilde) have been replaced with their closest equivalent English character to facilitate use with database systems that may not support diacritics. The currentness of this dataset is given by the publication date which is 09/02/2009. A more precise measure of currentness cannot be provided since this is dependent on the NBI and the source of imagery used during processing.

[Metadata] National Bridge Inventory for Hawaii as of December 2020. This dataset is a subset of the National Bridge Inventory (NBI), which is a collection of information (database) describing the more than 615,000 of the Nation's bridges located on public roads, including Interstate Highways, U.S. highways, State and county roads, as well as publicly-accessible bridges on Federal and Tribal lands. The inventory data present a complete picture of the location, description, classification, and general condition data for each bridge. Hawaii bridges downloaded by Hawaii Statewide GIS Program on 5/21/21 from the Federal HIghways Administration (https://www.fhwa.dot.gov/bridge/nbi/ascii2020.cfm). For more information, please see metadata at https://files.hawaii.gov/dbedt/op/gis/data/bridges_nbi.pdf or https://files.hawaii.gov/dbedt/op/gis/data/bridges_nbi.html contact Hawaii Statewide GIS Program, Office of Planning and Sustainable Development, State of Hawaii; PO Box 2359, Honolulu, Hi. 96804; (808) 587-2846; email: gis@hawaii.gov; Website: https://planning.hawaii.gov/gis.

This inventory of Detroit pedestrian bridges and their condition assessments is derived from the Michigan Department of Transportation (MDOT) and includes pedestrian bridges that span State of Michigan roadways only.

Inspections of pedestrian bridges over State of Michigan routes are performed on a risk-based interval by MDOT, not to exceed 24 months. While not governed by the National Bridge Inspection Standards, these inspections are performed to maintain safety of the traveled way and to provide information needed for asset management. Routine Inspections of the entire structure may be supplemented by Special Inspections of Bridge Components that require more frequent monitoring.

Condition ratings for pedestrian bridges are evaluated following the National Bridge Inventory Condition Ratings in a similar manner to vehicle bridges. These ratings are based on a 0-9 scale, where 0 is "Failed condition" and 9, "Excellent condition". Condition ratings are assigned for the deck, superstructure and substructure of each bridge or for each culvert. A culvert is a structure that allows passage under a roadway and has a short span (less than 20 feet).

The National Bridge Inventory dataset is as of June 27, 2024 from the Federal Highway Administration (FHWA) and is part of the U.S. Department of Transportation (USDOT)/Bureau of Transportation Statistics (BTS) National Transportation Atlas Database (NTAD). The data describes more than 615,000 of the Nation's bridges located on public roads, including Interstate Highways, U.S. highways, State and county roads, as well as publicly-accessible bridges on Federal and Tribal lands. The inventory data present a complete picture of the location, description, classification, and general condition data for each bridge. The element data present a breakdown of the condition of each structural and bridge management element for each bridge on the National Highway System (NHS). The Recording and Coding Guide for the Structure Inventory and Appraisal of the Nation's Bridges contains a detailed description of each data element including coding instructions and attribute definitions. The Coding Guide is available at: https://doi.org/10.21949/1519105.

This map service provides general bridge information for all transportation structures within the Washington State Bridge Inventory System (WSBIS) in Washington State. This includes bridges, large culverts, tunnels, pedestrian & railroads passing over state routes, and pedestrian bridges adjacent to state routes on state right of way. The accuracy and completeness of the transportation structure data (including the structure location) are the responsibility of the structure owner. In cases where pedestrian & railroad structures pass over state or local agency routes, this data may be the responsibility of the route owner under the structure. Note that local agencies do not include a complete inventory of pedestrian & railroad structures in local agency rights of way. Please Note: If there is a vertical clearance restriction related to the bridge/structure, the minimum clearance will appear in either the MinVertClrncOverDeck, MinVertClrncUnderBridge or TunnelMinVertClrncOverRdBy10 fields. For more specific and detailed vertical clearance information please use the WSDOT Bridge Vertical Clearance Trip Planner: https://www.wsdot.wa.gov/Bridge/Structures/BVCTP.htm(Chrome Browser works best)Reference Document: Criteria for Identifying Bridge Condition Stateshttps://www.wsdot.wa.gov/mapsdata/GeoDataCatalog/Maps/noscale/DOT_Bridge/WSDOTBridgeConditionStates_Criteria.pdf#page=1Reference Document: Attribute Definition Guidehttps://www.wsdot.wa.gov/mapsdata/GeoDataCatalog/Maps/noscale/DOT_Bridge/WSBIMCodingGuide_Appendix2C_2020.pdfIf you have any questions about this data, please contact George Comstock, Bridge Preservation Office (BPO) - comstog@wsdot.wa.gov-(360) 570-2540. If you're having trouble viewing these services, please email OnlineMapSupport@wsdot.wa.gov.To download the most current version of this data, please visit the Washington State Department of Transportation's Geo Data Distribution Catalog website: https://www.wsdot.wa.gov/mapsdata/geodatacatalog/default.htmCity of Tacoma Bridges: https://cityoftacoma.org/government/city_departments/public_works/engineering/bridgesInternal Contact: Steve Carstens, P.E.Professional EngineerCity of Tacoma|Engineering Division|Public Worksscarstens@cityoftacoma.org

The Bureau of Local Projects (BLP) administers bridge length structures (greater than 20 foot in length) that are owned and maintained by a Local Public Authority (LPA). The NBI bridge inspection data is required by the FHWA to be submitted annually by KDOT for all LPA owned bridge length structures.More information about the Kansas Department of Transportation (KDOT) can be found at the following URL: ksdot.org.

Bridges are an integral part of the highway system. They allow drivers to cross over valleys, streams and rivers, railroad tracks, other highways, or local roads and streets. A bridge is a structure that spans 20 feet or more in length above the feature it crosses. There is a wide variety of bridge designs, from plain concrete boxes under roads that cross small streams to lengthy structures that are made with piers, steel girders, concrete decks, and guard rails. The type of bridge design used depends on a number of factors, including the length needed, the volume of traffic, the height that is necessary beneath the bridge, and the amount of funding available to build it. Data entry of initial inventory came from construction plans. Data has been maintained by Bridge Management through field inspections and inventory. Inventory of state system bridges is on a 2 year or less cycle.Bridge Fact SheetsMore information about the Kansas Department of Transportation (KDOT) can be found at the following URL: ksdot.org.

Chalk Cliffs, located 8 miles southwest of Buena Vista, Colorado, is one of the most active debris-flow areas in the state (U.S. Geological Survey). This "Child item" page includes videos of floods captured by one of the high-definition cameras at the monitoring site in Chalk Cliffs, CO. This camera (Bridge Camera) is located at Station 1 which is at the bridge cross section at the channel. The attached figure "station_and_camera_locations.png" provides an overview figure with the location of the two cameras and three stations along the channel. Video recording for all cameras is triggered using a rainfall threshold, derived from rainfall measurements from rain gauges (Michel et al., 2019). The complete videos for all the cameras are downloaded manually during site visits. More detailed information about the cameras and settings used can be found in the metadata file under “Process steps” in “Data quality information.” During 2015, several floods were captured by the 'Bridge Camera'. The videos for all floods captured by this camera along with the dates they were captured can be found in the attached zip files. The file names indicate "date_camera_flood." The following citations relate to reports that provide background information for this data release: Michel, A., Kean, J.W., Smith, J.B., Allstadt, K.E., Coe, J.A. (2019). Taking the pulse of debris flows: Extracting debris-flow dynamics from good vibrations in southern California and central Colorado. Debris-flow hazards mitigation: Mechanics, Monitoring, Modeling, and Assessment. http://dx.doi.org/10.25676/11124/173224 U.S. Geological Survey Landslide Hazards Program. (2020). Chalk Cliffs, Colorado. U.S Geological Survey, https://www.usgs.gov/natural-hazards/landslide-hazards/science/chalk-cliffs-colorado?qt-science_center_objects=0#qt-science_center_objects Kean, J.W., Smith, J.B., and Coe, J.A., 2020, Debris-flow monitoring data, Chalk Cliffs, Colorado, USA, 2014: U.S. Geological Survey data release, https://doi.org/10.5066/P9MUWDFN

The Railroad Bridges dataset was compiled on October 14, 2022 from the Federal Railroad Administration (FRA) and is part of the U.S. Department of Transportation (USDOT)/Bureau of Transportation Statistics (BTS) National Transportation Atlas Database (NTAD). A railroad bridge is defined as “Railroad bridge means any structure with a deck, regardless of length, which supports one or more railroad tracks, or any other undergrade structure with an individual span length of 10 feet or more located at such a depth that it is affected by live loads.” based on the Code of Federal Regulations (49 CFR Part 237). The FRA does not have a mandate to inspect railroad bridges: these inspections are required by the owner of the track. The FRA will use this railroad bridge dataset to determine the number of bridges per railroad, state, etc. and will assist in determining priority field activities.

This dataset provides geospatial locations and general bridge information for structures Owned By or Managed By WSDOT Bridge Preservation Office (BPO).The WSDOT Bridge Structures (Under) layer is a point dataset that represents a location at which a route crosses beneath a bridge/structure (a bridge/structure that is not represented in the (Bridge Structures (On) dataset) for example: pedestrian bridges, railroad bridges or tunnels. Vertical clearance minimum restrictions for a particular structure will be represented in the MinVertClrncUnderBridge or TunnelMinVertClrncOverRdBy10 fields. For more specific and detailed vertical clearance information please use the WSDOT Bridge Vertical Clearance Trip Planner: https://www.wsdot.wa.gov/Bridge/Structures/BVCTP.htm (Chrome Browser works best)

50MAX is a new generation of truck that allows for safer and more efficient transport of freight goods. As part of the 50MAX permitting programme, we ask truck drivers to make sure they know where they can and can't drive. There are 4 layers that represent the state highway and local road restrictions where 50MAX trucks aren't permitted to travel.Freight RCA road restrictions 50MAXThe state highway and local road restrictions where 50MAX trucks aren't allowed to travel. Defined by the local Road Controlling Authority (RCA) and Waka Kotahi.Freight SH restrictions 50MAXThe state highway bridges that 50MAX trucks aren't allowed to travel over. Defined by Waka Kotahi.Freight RCA bridge restrictionsBridges on local roads that 50MAX trucks aren't allowed to travel over. Defined by the local RCA.Freight RCA programme inclusionRCA inclusion in the 50MAX programme. The layer aims to help operators find out whether roads are part of the 50MAX programme and if they need to contact the RCA before travelling there.Data reuse caveats: as per license.Data quality statement: n/a.Data quality caveats: for API explorer users, there is a known issue with number-based attribute filters where the "AND" operator is used instead of the "BETWEEN" operator. Substituting "BETWEEN" for "AND" manually in the query URL will resolve this.

The U.S. Geological Survey (USGS) works closely with the Mississippi Department of Transportation (MDOT) to provide information to be used by the MDOT for design of highway-drainage structures. MDOT spends millions of dollars annually for highway construction. Streamflow records, hydrologic analyses of basins, and hydraulic analyses of flooding potential at proposed highway crossings help the MDOT to make more informed decisions on the use of highway construction funding. Flood-frequency and hydraulic characteristics at highway crossings are determined from historical flood-elevation data recovered by the USGS, cross-section data, and correlations with data from nearby gaging stations. Additional streamflow data are collected for ungaged sites when substantial flooding occurs in an area of interest to MDOT. This information not only provides the basis for the design of highways and drainage structures, but is also used by local agencies and the public as a guide in flood-plain management. Data for twenty-eight sites in Mississippi that were studied during the State fiscal year 2023 (July 1, 2022, to June 30, 2023) are provided in this data release. The geospatial dataset includes one point feature class shapefile with associated FGDC-compliant metadata representing selected basin characteristics and estimates of eight flood-frequency peak streamflows with corresponding stages, or water-surface elevations for twenty-eight sites in Mississippi. Flood-frequency streamflows were determined using methods described by Anderson (2018). Water-surface elevations were determined using methods described by Rantz (1982a, 1982b). Also included are input files of the step-backwater model described by Shearman (1990). Anderson, B.T., 2018, Flood frequency of rural streams in Mississippi, 2013: U.S. Geological Survey Scientific Investigations Report 2018–5148, 12 p., [Also available at https://doi.org/10.3133/sir20185148]. Rantz, S.E., and others, 1982a, Measurement and Computation of Streamflow--vol.1, Measurement of Stage and Discharge: U.S. Geological Survey Water-Supply Paper 2175, p. 1-284, [Also available at https://doi.org/10.3133/wsp2175]. Rantz, S.E., and others, 1982b, Measurement and Computation of Streamflow--vol.2, Computation of Discharge: U.S. Geological Survey Water-Supply Paper 2175, p. 285-631, [Also available at: https://doi.org/10.3133/wsp2175]. Shearman, J.O., 1990, User’s manual for WSPRO—A computer model for water-surface profile computations: U.S. Department of Transportation Publication No. FHWA–IP–89–027, Hydraulic Computer Programs HY–7, 177 p. [Also available at: https://water.usgs.gov/software/WSPRO/].

This resource contains statewide networks of roadways, railroads, bridges, and low water crossings, for Texas only.

Roadways detail: The Transportation Planning and Programming (TPP) Division of the Texas Department of Transportation (TxDOT) maintains a spatial dataset of roadway polylines for planning and asset inventory purposes, as well as for visualization and general mapping. M values are stored in the lines as DFOs (Distance From Origin), and provide the framework for managing roadway assets using linear referencing. This dataset covers the state of Texas and includes on-systems routes (those that TxDOT maintains), such as interstate highways, U.S. highways, state highways, and farm and ranch roads, as well as off-system routes, such as county roads and local streets. Date valid as of: 12/31/2014. Publish Date: 05/01/2015. Update Frequency: Quarterly.

Bridges detail: As with the roadways, both on-system and off-system bridges are maintained in separate datasets (54,844 total bridges, 36,007 on-system and 18,837 off-system). Bridges have numerous useful attributes, see coding guide [1] for documentation. One such attribute identifies structures that cross water: the second digit of Item 42 “Type of Service”. If the second digit is between 5 and 9 (inclusive) then the structure is over water. The bridges datasets are valid as of December 2016.

The roadways and bridges datasets contained here were obtained directly from TxDOT through personal correspondence. An alternate resource that is more open is the Texas Natural Resources Information System (TNRIS) [2]. The railroads and low-water crossings were obtained through TNRIS.

References [1] TxDOT Bridges Coding Guide (download below) [2] TNRIS data downloads [https://tnris.org/data-download/#!/statewide]